目的 针对重庆地铁小半径曲线不同扣件区段钢轨波磨磨耗情况呈差异性问题，对科隆蛋扣件区段和DTVI2扣件区段的钢轨波磨开展对比研究。方法 首先，结合现场调研数据建立相应区段的轮对-钢轨-扣件系统有限元模型。然后，基于摩擦自激振动理论对比分析2种不同扣件区段轮轨系统的振动特性，基于摩擦功理论对比分析2种不同扣件区段轮轨系统的磨耗特性。最后，根据钢轨波磨的发展情况，分别给定2种扣件区段钢轨波磨的磨耗修正系数。结果 在科隆蛋区段轮轨发生摩擦自激振动的主频为486 Hz，DTVI2扣件区段轮轨系统发生摩擦自激振动的主频为496 Hz。另外，轮对通过1次，2种扣件区段钢轨表面的磨耗平均值分别为0.000 75、0.000 37 mm。在添加钢轨表面不平顺后，2种扣件区段的钢轨波磨磨耗增加率分别为33.3%、18.9%。结论 在小半径曲线路段轮轨系统的摩擦自激振动是诱发钢轨波磨的成因，车轮与钢轨间的相对滑动所产生的轮轨摩擦功将进一步导致钢轨磨耗。不同扣件区段轮轨系统振动响应的差异是导致钢轨磨耗差异的根本原因。此外，2种扣件区段钢轨表面的波磨不平顺会加剧轮轨系统的摩擦自激振动，同时轮轨间摩擦功增大导致钢轨磨耗增大。最后，给定科隆蛋扣件区段磨耗修正系数为1.10，DTVI2扣件区段磨耗修正系数为1.19，这为现场地铁线路中钢轨波磨的运营维护周期提供了参考。

Aiming at the issue of different rail corrugation wear between the Cologne-egg fastener section and the DTVI2 fastener section of Chongqing Metro Line 1 under the same line conditions, the rail corrugation wear of two different fasteners was comparatively studied. Firstly, track tests were conducted on rail corrugation with one span distance at fixed positions of the above fastener structure sections. By comparing measured values of rail corrugation in these two different fastener sections, it could be found that the measured values of rail corrugation in the Cologne-egg fastener section changed from 0.04 mm to 0.17 mm, while in the DTVI2 fastener section, the measured values of rail corrugation changed from 0.03 mm to 0.07 mm. Then, based on the field survey data, a finite element model of the wheel-rail-fastener system in the corresponding section was established. Besides, and based on the theory of frictional self-excited vibration, the vibration characteristics of the wheel-rail system in two different fastener sections were comparative analyzed. The wear characteristics of two different fastener section wheel-rail systems were comparatively analyzed based on the theory of friction work.Finally,assuming that the wear on the surface of the rail remained constant each time the wheel passed, the paper predicted the depth change of rail corrugation after one month in two types of fastener sections, and compared the field survey data and simulation prediction data. The wear correction coefficient for rail corrugation was proposed based on the development of rail corrugation.Simulation results showed that the main frequency of frictional self-excited vibration of the wheel-railsystem in the Cologne egg section was 486 Hz, and the main frequency of frictional self-excited vibration of the wheel-rail system in the DTVI2 fastener section was 496 Hz. In addition, the average surface wear of the rail in the two types of fastener sections was 0.000 75 mm and 0.000 37 mmafter one passage of the wheel. In the case of irregularity surface of the rail, the increase rates of rail corrugation wear in the two types of fastener sections were 33.3% and 18.9%.The conclusion indicates that the frictional self-excited vibration of the wheel-rail system in small radius curve sections is the cause of inducing rail corrugation, and the friction work generated by the relative sliding between the wheel and rail will further lead to rail wear. The difference in vibration response of wheel-rail systems under different fastener sections is the fundamental reason for the difference wear of rail. In addition, the irregularity of the rail surface in the two types of fastener sections of the small radius curve section will exacerbate the frictional self-excited vibration of the wheel-rail system.At the same time, the increaseof friction work between the wheel and rail will leads to increaseof rail wear,further leading to different development of rail corrugation in two types of fastener sections. Finally, the wear correction coefficient of the Cologne-egg fastener section is 1.10, and wear correction coefficient of DTVI2 fastener section is 1.19, providing a reference for the operation and maintenance cycle of field rail corrugation.