The wheel-rail dynamic resonance (W-RDR) under multi wheelset-rail nonlinear interactions in the mid-high frequency range is still unclear regarding wheelset flexibility, wave transmissions and reflections (W-TF) among each wheel-rail interaction. To clearly elucidate W-RDR and its induced modes, a double vehicle-track coupled dynamic model of multiple flexible wheelset-rail interactions is established. The validity of the model in the mid-high frequency range is verified by comparing the simulated axlebox acceleration with the measured data. Then, the W-RDR (vertical force, friction power) is calculated and analyzed. Furthermore, the W-RDR under the single/ double/ multiple wheelset-rail interactions is compared and the rail bending modes between bogie wheels are proposed. The influence of wheelset flexibility and W-TF among each wheel-rail interaction on W-RDR are clarified. Finally, the initiation mechanism of rail corrugation is revealed based on corrugation growth rate. The results show that the wheelset flexibility has limited influence on vertical force resonances but significant contribution to friction power resonances. The W-TF between bogie wheels produce three rail local bending modes. The W-TF between wheels of adjacent bogies further intensify response peaks but do not generate new resonances. The W-RDR is mainly caused by the P2 resonance mode, the rail bending modes between bogie wheels and the wheelset bending modes. The rail 3^rd-order bending, pinned-pinned resonance between bogie wheels and the wheelset 2^nd antisymmetric bending resonance are key factors in corrugation initiation. Moreover, the wheel-rail resonance at the bogie leading wheelset is more prone to produce corrugation than that at the rear wheelset.

在中高频范围内的多轮对轨非线性相互作用下的轮轨动态共振（W-RDR）仍不清楚每个轮轨相互作用之间的轮对柔性，波传输和反射（W-TF）。为了清楚地阐明W-RDR及其诱导模式，建立了多个柔性轮对-轨道相互作用的双车轨耦合动力学模型。通过将模拟轴箱加速度与测量数据进行比较，验证了模型在中高频范围内的有效性。然后，计算并分析W-RDR（垂直力，摩擦力）。此外，比较了单/双/多轮对-轨道相互作用下的W-RDR，并提出了转向架轮之间的轨道弯曲模式。阐明了轮距之间的轮对柔韧性和W-TF对W-RDR的影响。最后，根据瓦楞纸的增长率揭示了钢轨瓦楞纸的起因。结果表明，轮对柔韧性对垂直力共振的影响有限，但对摩擦力共振的贡献很大。转向架轮之间的W-TF产生三种导轨局部弯曲模式。相邻转向架轮之间的W-TF进一步增强了响应峰值，但不会产生新的共振。W-RDR主要由P2共振模式，转向架轮之间的轨道弯曲模式和轮对弯曲模式引起。轨道3 结果表明，轮对柔韧性对垂直力共振的影响有限，但对摩擦力共振的贡献很大。转向架轮之间的W-TF产生三种导轨局部弯曲模式。相邻转向架轮之间的W-TF进一步增强了响应峰值，但不会产生新的共振。W-RDR主要由P2共振模式，转向架轮之间的轨道弯曲模式和轮对弯曲模式引起。轨道3 结果表明，轮对柔韧性对垂直力共振的影响有限，但对摩擦力共振的贡献很大。转向架轮之间的W-TF产生三种导轨局部弯曲模式。相邻转向架轮之间的W-TF进一步增强了响应峰值，但不会产生新的共振。W-RDR主要由P2共振模式，转向架轮之间的轨道弯曲模式和轮对弯曲模式引起。轨道3 转向架轮和轮对弯曲模式之间的轨道弯曲模式。轨道3 转向架轮和轮对弯曲模式之间的轨道弯曲模式。轨道3^第三阶弯曲，转向架车轮与轮2之间钉扎被钉扎谐振^ND反对称弯曲共振是在波纹起始的关键因素。此外，转向架前轮对的轮轨共振比后轮对更容易产生波纹。