CN206956466U - A kind of multistage shearing shaped steel rail dynamic damping bump leveller - Google Patents

Abstract

The utility model belongs to the technical field of rails, and relates to a multi-stage shear rail dynamic damping vibration absorber, which comprises a multi-stage resonant combination (4) formed by more than two resonant mass blocks (2) and an elastic damping layer (3). The two or more resonant mass blocks (2) are arranged in parallel in the elastic damping layer (3), and the multi-order resonant combination (4) is arranged along the upper surface (10) of the rail foot (10) and the rail waist of the rail (1). The surface (11) is set and forms a close connection with the upper surface (10) of the rail foot and the waist surface (11) of the rail. Compared with the prior art, when the plurality of resonant mass blocks (2) of the utility model vibrate, in addition to the movement in the lateral and vertical directions, shear deformation is formed between each resonant mass block (2) at the same time. The shear vibration deformation forms a wave phase difference along the track direction, and the rail vibration along the track direction fluctuates in the opposite direction to form a wave dynamic damping absorber with different resonances.

Description

A Multi-stage Shear Rail Dynamic Damping Vibration Absorber

technical field

The utility model belongs to the technical field of rails, and in particular relates to a multi-stage shearing type rail dynamic damping vibration absorber.

Background technique

Due to the popularity of rail transit, the vibration and noise problems brought about by it have become increasingly prominent. In densely populated cities, the construction and operation of rail transit systems such as subways, light rails, intercity railways, and high-speed rails cannot avoid environmentally sensitive areas such as residences, businesses, offices, hospitals, and schools, and rail traffic is affected by environmental vibration and noise pollution. occupy a large share. The vibration and noise problems in rail transit not only affect the surrounding living and working environment, but also affect the effective operation of the railway system. In order to meet the requirements of environmental standards, some trains can only reduce their operating speed, and at the same time, some trains need to be reduced or canceled in some areas. As a result, their design capabilities cannot be fully achieved, thereby reducing the economic benefits of rail transportation.

One of the main sources of environmental vibration and noise pollution caused by rail traffic is the vibration and noise generated by the excitation force when the rails and wheels are in contact. It is transmitted to the train compartment, causing the vehicle body to vibrate and further generating noise. The track will generate strong vibration due to the impact of the vehicle and the rough and uneven contact surface of the wheel and rail, especially the vibration at or near the characteristic frequency of the track system is often stronger. The most effective way to control vibration and noise is to take measures from the vibration source or block the transmission path of vibration and noise.

Due to the different working conditions of the track structure and running vehicles, the vibration and noise of the track system have the characteristics of wide-band and multi-band. The use of damping absorbers with multi-order resonance function is one of the methods to solve/reduce the vibration and noise problems of the track system from the source. The use of damping shock absorbers can reduce the vibration amplitude of the rail and thus reduce the noise radiation caused by vibration.

Contents of the invention

The purpose of this utility model is to provide a multi-stage shearing type rail dynamic damping shock absorber in order to overcome the above-mentioned defects in the prior art.

The purpose of this utility model can be achieved through the following technical solutions: a multi-stage shear type rail dynamic damping shock absorber, characterized in that it includes a multi-stage resonant combination formed by more than two resonant mass blocks and elastic damping layers, so The two or more resonant mass blocks are arranged in parallel in the elastic damping layer, and the multi-order resonant combination is arranged along the rail foot and the rail waist surface of the rail, and forms with the rail foot and the rail waist surface Closely connected.

The two or more resonant mass blocks are connected by flexible connectors, and the equivalent stiffness of the flexible connectors is less than 1/2 of the equivalent stiffness of the elastic damping layer.

The resonant mass block is a plurality of independent mass blocks connected by elastic damping layers, which are arranged along the length direction of the rail to form a multi-order resonance combination of a multi-degree-of-freedom spring-mass system along the track direction; this design forms multiple The spring-mass system with degrees of freedom has two or more stiffness-to-mass ratios or a resonance system with no less than two modes; while targeting the lateral and vertical vibrations of the track, relative shear vibrations are generated between each mass block Deformation: the shear vibration deformation forms a wave phase difference along the track direction, which is opposite to the rail vibration wave along the track direction to form a wave dynamic damping shock absorber.

The arrangement of multiple resonant masses arranged along the direction of the track forms multi-order resonant frequencies and at the same time the vibration energy consumption of multi-order resonant frequencies. The equivalent modal stiffness k of each order resonant frequency ω and elastic damping layer The relationship between the effective modal mass m is

The ratio of the resonance mass m of each resonance mass to the modal mass _m corresponding to the vibration peak value of the rail μ=m/ _m satisfies 0.1<μ<1;

The resonant mass m of each single resonant mass block increases the participatory vibration mass of the rail below its resonant frequency ω, reducing the vibration peak value of the rail.

The elastic damping layer is an elastic spring connecting a plurality of resonant mass blocks, the equivalent modal stiffness k=ω ² m of its stiffness, m is the equivalent modal mass of the resonant mass block, and ω is the resonant frequency; The elastic damping layer provides the damping function of the dynamic damping shock absorber at the same time, and the damping loss factor of the elastic damping layer is in the range of 0.05-0.5; the elastic damping layer supports the resonant mass and vibrates the resonant mass and the rail at a frequency above the resonant frequency In isolation, the elastic damping layer and the resonant mass form a multi-degree-of-freedom spring-mass resonant system.

The contact between the elastic damping layer and the upper surface of the rail foot of the rail and the rail waist of the rail is a partial contact mode that is not fully covered, the ratio of the actual contact surface to the contactable surface is 10%-100%, and the contact surface has grooves Or mesh or nail post type.

The resonant frequency range of the multi-order resonant combination composed of the resonant mass block and the elastic damping layer is a wide frequency band or a plurality of segmented frequency bands with a certain bandwidth.

The outer side of the multi-order resonance combination is arranged with a limit constraint, and the limit constraint is connected and positioned with the rail through an elastic fastener. The function of the limit restraint is to limit the vertical and lateral vibration displacement of the mass block to ensure that it will not affect the operation of the wheel and the track, but it will not affect the vibration reduction effect of the damping shock absorber. It provides convenience for installation on the rail, and also protects the outer surface of the multi-order resonance combination.

The material of the limiting and restricting parts is metal or other elastic composite materials with certain strength, and the cross section of the limiting and restricting parts is plate-shaped, net-shaped, circular or rectangular.

The resonant mass block is a single-mass whole or a mass unit composed of multiple sub-mass bodies and sub-elastic bodies. The geometric shape of the sub-mass bodies is a sphere, a cylinder, a cuboid, or a polygon.

The resonant mass is placed in a sealed box by multiple sub-mass bodies, and the gap between the sub-mass bodies is filled with an elastic damping layer, and the elastic damping layer is a liquid or viscous medium.

The resonant mass is made of high-density material, its material density is greater than that of the steel rail, and its cross-sectional shape is circular, elliptical, rectangular or polygonal.

The elastic damping layer is an elastic body made of rubber or a geotextile or other metallic or non-metallic materials with elastic damping properties.

The multi-stage shear type rail dynamic damping shock absorber is fixed on the rail through elastic elastic fasteners, or connected with the rail by bonding.

Compared with the prior art, the utility model starts from the source of the problem to control or reduce the vibration noise of the rail system. The utility model provides a multi-stage shear type rail dynamic damping absorber, which consists of A plurality of independent multi-order resonant mass blocks connected by an elastic damping layer form a multi-order resonant combination, and the resonant mass blocks are arranged along the length direction of the rail to form a wave dynamic damping absorber. The biggest advantage of this design is that a multi-degree-of-freedom spring-mass system is formed along the rail system, and the frequency band formed is a wide frequency band or multiple segmented frequency bands with a certain bandwidth. While aiming at the lateral and vertical vibrations of the track, due to the relative shear vibration deformation between each mass block, the consumption of rail vibration energy is further improved, and the transmission of vibration energy along the direction of the track is suppressed at the same time.

The applicable frequency range of the utility model is: rail lateral vibration 300Hz-800Hz, rail vertical vibration 300Hz-1600Hz. The expected rail vibration velocity level is reduced by 10dB-20dB, and the corresponding noise radiation level caused by rail vibration is reduced by 3dB(A)-8dB(A).

Description of drawings

Fig. 1 is the structural sectional view of the utility model embodiment 1;

Fig. 2 is A-A sectional view of Fig. 1;

Fig. 3 is the B-B sectional view of Fig. 2;

The structural schematic diagram of the elastic fastener of Fig. 4 embodiment 1;

Fig. 5 is the C side view of Fig. 3;

Fig. 6 is the sectional view of embodiment 3;

Fig. 7 is the schematic sectional view of embodiment 4;

Fig. 8 is a schematic sectional view of embodiment 5;

In the picture:

1. Steel rail; 2. Resonant mass block; 3. Elastic damping layer; 4. Multi-order resonant combination; 5. Limit constraint; 6. Flexible connector; 7. Elastic fastener; 8. Outside the combination; 10, the top of the rail foot; 11, the waist of the rail; 20, the sub-mass body; 30, the sub-elastic body; 31, the groove; 32, the spring bracket; 33, the spring bracket fixing bolt assembly; 33, Spot welded rivets.

Detailed ways

The utility model will be described in detail below in conjunction with the accompanying drawings and specific embodiments.

Example 1:

As shown in Figures 1 to 3 is a cross-sectional schematic view of the utility model "a multi-stage shear type rail dynamic damping vibration absorber". The main part of the damping absorber is a resonant combination 4 composed of multi-stage resonant mass blocks 2 and elastic damping layers 3; the resonant mass blocks 2 are arranged along the length direction of the rail 1 to form a wave dynamic damping absorber. The biggest advantage of this design is that a multi-degree-of-freedom spring-mass system is formed along the track system, and the frequency band formed is a wide frequency band or multiple segmental frequency bands with a certain bandwidth. While aiming at the lateral and vertical vibrations of the track, due to the relative shear vibration deformation between each mass block, the consumption of rail vibration energy is further improved, and the transmission of vibration energy along the direction of the track is suppressed at the same time.

The resonant assembly 4 includes three resonant mass blocks 2 arranged along the track direction. The three resonant mass blocks 2 are independent of each other and embedded in the high-damping rubber material, that is, the elastic damping layer 3. Each resonant mass block and The high damping rubber material is vulcanized to form a composite. The rubber material provides elastic support and damping effect while protecting the fixed resonant mass.

The three resonant mass blocks 2 are connected by flexible connectors 6 before they are vulcanized as one with the elastic damping layer 3. The flexible connectors 6 are used to limit the distance between the masses during the vulcanization process, and are consistent with the thickness of the elastic damping layer 3. Design calculation requirements. The equivalent stiffness of the flexible connector 6 is 1/5 of the equivalent stiffness of the sub-elastic body of the damping layer 3 , and the flexible connector 6 does not affect the bonding firmness between the resonant mass 2 and the elastic damping layer 3 .

In order to ensure the resonance effect of the damping vibration absorber and the low stiffness design of the resonant mass 2, as shown in Figure 2, in the area where the elastic damping layer 3 is in contact with the top 10 of the rail foot and the rail waist surface (11), The groove 31 is designed on the damping layer to reduce the contact area between the damping absorber and the rail, so as to reduce the connection stiffness between the damping absorber and the rail, which has practical significance for reducing the first-order resonance frequency of the damping absorber, that is, damping and absorbing The lower limit of the effective frequency range of the absorber, while meeting the contact strength of the damping absorber and the rail.

In this design, the limit restraint 5 is set on the outer non-rail contact surface of the multi-order resonance combination 4 composed of the resonant mass 2 and the elastic damping layer 3 to limit the vertical and lateral vibration displacement of the mass to ensure no It has an impact on the operation of the wheels and rails, but it will not affect the vibration reduction effect of the damping shock absorber. In addition, the limit constraint can provide the installation force application attachment for the elastic fastener 7 of the damping shock absorber. Further examples will be given below. The position restraint 5 can also protect the multi-order resonance combination 4 .

The multi-order resonant assembly 4 of this embodiment is installed symmetrically on both sides of the rail 1 and the rail is bonded with an adhesive. This bonding method does not need to add other installation parts, and the space around the rail is narrow or It is a simple and feasible method in the case of other restrictions.

The damping vibration absorber of this example is provided with three resonant mass blocks 2, forming a system with resonant frequencies above the third order. The following takes subway operation as an example to make further explanations:

The frequencies of the first three modes of the rail are 350Hz, 600Hz and 950Hz, and the stiffness-to-mass ratios of the three resonance modes should be designed as 3.1e3, 9.1e3 and 2.9e4, so as to further design each resonance mass 2 Weight and thickness of elastic damping layer 3. The design can be verified by the finite element method.

Example 2:

This application example is basically the same as the above-mentioned example 1, the difference lies in the manner in which the damper is fixed on the rail. As shown in FIGS. 4 and 5 , the damping shock absorber is fixed on the rail 1 through an elastic fastener 7 .

The elastic fastener 7 is made of high elastic spring steel, and the damping vibration absorber is fixed on the non-working surface of the rail 1 by applying a pressing force on the outer surface of the damping vibration absorber.

Compared with the above-mentioned embodiment 1, the fixing method of the elastic fastener 7 has the advantage of being easy to disassemble, but requires sufficient space on the bottom surface of the rail. In addition, the pressure exerted by the elastic fastener 7 on the damping absorber must be large enough to ensure that the damping absorber will not fall off when vibrating, and it cannot be too large to limit the resonance effect of the damping absorber.

Figure 5 shows the situation where an elastic fastener is used in the middle of the damping shock absorber, but this is not the only one. The number of elastic fasteners 7 can be optimally designed according to the size of the damping shock absorber and the required pressing force.

Example 3:

Embodiment 3 is similar to Embodiment 1, except that the single mass body in the resonant mass 2 is not a whole block, but consists of multiple sub-mass bodies 20 placed in a medium with elastic damping properties. As shown in Figure 6, each of the sub-mass bodies 20 can also be composed of objects of different sizes and materials, such as cylinders, spheres or irregular bodies. Because the resonant frequency of each sub-mass body 20 is different, the effective application range of the damping vibration absorber is widened.

because of the frequency The use of a sub-mass body with a small mass means that the upper limit of the vibration isolation frequency of the damping vibration absorber is further improved.

The damper can be mounted on the rail with adhesive bonding or elastic fasteners.

Example 4:

Embodiment 4 shows another method for fixing the damping vibration absorber on the rail. As shown in FIG. 7 , the damper and the rail are connected by spot welding rivets 33 . According to the weight and size of the damper, 2-3 sets of spot welding rivets 33 connectors are respectively arranged on the upper end connected with the rail waist and the end connected with the rail foot.

Spot welding connection rivets 33 are different from ordinary welding, because the low melting point of the solder will not have any influence on the metal structure of the rail, nor will it deform the rail, so it will not reduce the strength of the rail itself, and will not affect the safety of the rail system . The connection strength between the spot welding rivet and the rail can also bear the dynamic force when the damper vibrates.

Example 5:

If the rail is installed on the track bed, and there is not enough space under the rail to install the elastic fastener 7 shown in Figure 4 and Figure 5, Figure 8 shows another spring steel bracket fixed on the track bed. The contact pressure between the damper and the rail contact surface is controlled by an adjustable spring support 32, and the spring support 32 is fixed by the spring support fixing bolt assembly 33 and the connecting base plate 9.

The groove 31 on the contact surface between the elastic damping layer and the rail can be replaced by a different groove or stud design.

The elastic damping material adopts rubber material or silica gel.

The above is just a brief description of some principles and structures of the utility model, not only the structures and forms of expression, and all simple modifications and equivalents utilizing the utility model all belong to the scope of patents protected by the utility model.

Claims (11)

1. A kind of 1. multistage shearing shaped steel rail dynamic damping bump leveller, it is characterised in that including two or more resonant mass gauge block (2) and The multistage resonant combinations (4) that elastomeric damping layer (3) is formed, described two or more resonant mass gauge block (2) are parallel to bullet Property damping layer (3) in, (10) and steel rail web face above rail foot of the described multistage resonant combinations (4) along rail (1) (11) set, and formed with (10) above rail foot and steel rail web face (11) and be connected closely.
2. 2. the multistage shearing shaped steel rail dynamic damping bump leveller of one kind according to claim 1, it is characterised in that described two It is connected between individual above resonant mass gauge block (2) by flexible connecting member (6), the equivalent stiffness of flexible connecting member (6) is less than elasticity and hindered The 1/2 of the equivalent stiffness of Buddhist nun's layer (3).
3. 3. the multistage shearing shaped steel rail dynamic damping bump leveller of one kind according to claim 1, it is characterised in that described two Individual above resonant mass gauge block (2) arranges along rail length direction and connected by elastomeric damping layer (3), forms the more of direction along ng a path The multistage resonant combinations (4) of free degree spring mass system.
4. 4. the multistage shearing shaped steel rail dynamic damping bump leveller of one kind according to claim 1, it is characterised in that described bullet Property damping layer (3) to connect the elastomeric spring of multiple resonant mass gauge blocks (2).
5. 5. the multistage shearing shaped steel rail dynamic damping bump leveller of one kind according to claim 1, it is characterised in that described bullet Property damping layer (3) contact with (10) and steel rail web face (11) above the foot of rail (1) connect for the part of not all covering The mode of touching, contact surface is with groove (31) or to be netted or be post type.
6. 6. the multistage shearing shaped steel rail dynamic damping bump leveller of one kind according to claim 1, it is characterised in that described is more The outside arrangement limited location attaching means (5) of rank resonant combinations (4), the spacing attaching means (5) pass through spring secures rail to sleeper (7) and rail (1) connection positioning.
7. 7. the multistage shearing shaped steel rail dynamic damping bump leveller of one kind according to claim 6, it is characterised in that described limit The material of position attaching means (5) is metal material, and the section of spacing attaching means (5) is plate shape, netted or circular.
8. 8. the multistage shearing shaped steel rail dynamic damping bump leveller of one kind according to claim 1, it is characterised in that described is humorous The mass (2) that shakes is the overall quality list being either made up of multiple protonatomic mass bodies (20) and elastic body (30) of a simple substance amount Member.
9. 9. the multistage shearing shaped steel rail dynamic damping bump leveller of one kind according to claim 1, it is characterised in that described is humorous The mass (2) that shakes is high density material, and its density of material is more than the density of material of rail, cross sectional shape for circular, ellipse or Rectangle.
10. 10. the multistage shearing shaped steel rail dynamic damping bump leveller of one kind according to claim 1, it is characterised in that described Elastomeric damping layer (3) is elastomer or geotextiles made of rubber.
11. 11. the multistage shearing shaped steel rail dynamic damping bump leveller of one kind according to claim 1, it is characterised in that described Multistage shearing shaped steel rail dynamic damping bump leveller is fixed on rail by elastic fastener (7), or by the way of bonding It is connected with rail (1).