Abstract: To accurately predict rail wear and provide guidance to track work department for rail grinding and line maintenance, an urban rail transit vehicle track coupling dynamics model is established, using Hertz FASTRIP（FastStrip） USFD(University of sheffield) model for rail wear calculationto predict the development law of urban rail transit line curve section rail wear. Results show that: when LM tread contacts 60D rail surface, the wheel rail contact points are relatively concentrated in rail top area. When LM tread contacts 60 kg/m rail (hereinafter referred to as 60 rail), the wheel rail contact area is larger, and the wheel flange contact is frequent when the lateral displacement is larger. The equivalent conicity is smaller when LM tread contacts 60D rail surface, which is conducive to the stable operation of the vehicle. LM tread and 60D rail contact points is concentrated near the rolling circle, and the contact patch area is smaller when the lateral displacement is less than 7 mm, the normal stress is larger, and the wear power is smaller. 60D rail reduces the curve outer rail wear, and its overall curve outer rail wear is less than that of 60 rail. When passing the transition curve section with total gross load of 5 Mt, the 60D rail has largest wear depth of 0.48 mm, 44. 18% less than that of 60 rail. The maximum wear depth of 60D rail in circular curve section is 1.43 mm, 22.7% less than that of 60 rail. 60D rail can further improve wheel rail contact relation, effectively reducing urban rail transit line curve section rail wear.