DTVI2扣件是目前北京地铁最常用的一种扣件型式，并在长期的使用中保持了良好的稳定性。然而，在新运营线路上采用DTVI2扣件的区段却出现了钢轨波磨问题。针对该问题，提出在钢轨上安装调频式钢轨阻尼器（Tuned tail damper，TRD）的治理措施，并在北京地铁6号线某区段进行了现场试验研究。对DTVI2扣件轨道安装TRD区段与未安装TRD区段进行对比试验，测试了钢轨的频响函数和振动衰减率，并对钢轨走形带粗糙度进行了为期456天的跟踪监测。试验结果表明：安装TRD可以改变钢轨频率响应动力特性，消除竖向209 Hz及横向845 Hz等多处共振峰，竖向与横向一阶pinned-pinned共振响应幅值分别下降23%与25%；安装TRD显著提高了轨道系统200~5 000 Hz频段阻尼，钢轨竖向振动衰减率最大提升约16倍（315 Hz），钢轨横向振动衰减率最大提升约8倍（160 Hz）；DTVI2扣件钢轨波磨典型波长为25~80 mm，跟踪监测结束时未安装TRD区段钢轨表面粗糙度级最大超出ISO3095限值达17 dB左右（50 mm），而安装TRD区段无显著钢轨波磨，安装TRD可以有效抑制DTVI2扣件钢轨波磨的发展。
陈嘉梁
,
刘维宁
,
刘卫丰
,
冯奇境
,
张厚贵
. 北京地铁DTVI2扣件钢轨波磨整治措施的试验研究[J]. 机械工程学报, 2018
, 54(4)
: 64
-69
.
DOI: 10.3901/JME.2018.04.064
DTVI2 fastener is the most common used fastening system in Beijing Metro, and demonstrated as a stable system by long term usage. However, unexpected rail corrugation occurs on DTVI2 fasteners sections in a new open metro line. In order to provide a treatment solution for this unexpected problem, tuned rail damper (‘TRD’ for short) is proposed to suppress the growth of rail corrugation by installing. The demonstration test track is conducted in a section of Beijing Metro Line 6, which is suffering serious rail corrugation. TRDs are mounted at both sides of rail in the test track section, while the rail remained the original state in the control section. A measurement campaign is conducted to compare the direct rail frequency response prosperities and the decay rate of track for both sections. The results indicate that the dynamic properties of DTVI2 fastener track are optimized by TRD. For one side, some resonant peaks (such as the vertical resonant peak at 209 Hz and the transverse peak at 845Hz etc.) are removed and the vertical/transverse first-order pinned-pinned resonance response amplitudes are decreased by 23%/25% shown on the frequency response curves. For the other side, the damping characteristics are significantly improved at 200~5 000 Hz. The vertical decay rate curve achieves the maximum growth of 16 times at 315 Hz, and the transverse one is 8 times at 160Hz. In addition, the growth of rail roughness was also traced for a period of more than 456 days after the installation. The monitoring data shows that the corrugation is already serious in the control section and the typical wavelengths of the corrugation are 25~80 mm. However, the rails basically remain ‘silent’ in the test track section. Therefore, TRD is demonstrated as an effective solution for suppressing the growth of such rail corrugation occurs at DTVI2 fastener track sections.
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