Steel rail shock absorber

A shock absorber and rail technology, applied in the field of rail transit, can solve the problems of changing design stiffness value, poor low frequency control effect, and high maintenance and repair costs, reducing the transmission of vibration energy, achieving vibration reduction effect, and realizing broadband. Effect

Pending Publication Date: 2021-06-25
洛阳双瑞橡塑科技有限公司
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

However, this kind of vibration absorber is designed with multiple rigid masses and elastic units as one. Due to the modal coupling between each degree of freedom, there is interference between each other. The change of any single degree of freedom parameter will inevitably cause the change of the resonance frequency of other degrees of freedom. , resulting in a very difficult design, and it is difficult to further increase the number of degrees of freedom of the damper
In addition, the rubber material is greatly affected by the bonding state, temperature and frequency. Any change in any parameter will lead to a significant change in the design stiffness value. Ther

Method used

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  • Steel rail shock absorber
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  • Steel rail shock absorber

Examples

Experimental program
Comparison scheme
Effect test

Example Embodiment

[0052] Example 1

[0053] like Figures 1 to 2 and Figure 15 As shown, this embodiment provides a rail damper installed on both sides of the rail, including a leaf spring unit 1 and a tuning mass unit 2 overhanging a certain length of the lever arm, and one end of the leaf spring unit 1 is connected to the tuning mass unit 2 , the restrained point 12 at the other end of the leaf spring unit 1 is connected to the rail restraint fulcrum 3, and the leaf spring unit 1 is perpendicular to the length direction of the rail. The restraint fulcrum 3 is arranged on the upper surface of the rail feet on both sides of the rail waist, and the contact surface of the restraint fulcrum 3 is consistent with the upper surface of the rail foot of the rail. The restraint fulcrum 3 is fixed on the rail surface by gluing, welding or fixing fixtures. The connection between the leaf spring unit 1 , the restraint fulcrum 3 , and the tuning mass unit 2 can all be connected by gluing, welding, fasten...

Example Embodiment

[0056] Example 2

[0057] like image 3 As shown, in this embodiment, on the basis of Embodiment 1, the rail damper is arranged at the bottom of the rail. The leaf spring unit 1 is fixed on the bottom of the rail by two fixing clamps, and the tuning mass unit 2 is installed on both ends of the leaf spring unit 1 .

[0058] The fixing fixture includes a clip 32 and a screw 33. One end of the clip 32 is connected to the leaf spring unit 1, and the other end of the clip 32 is buckled on the rail foot of the rail, and the double-headed screw 33 passes through the clip 32 and the plate. The spring unit 1 fixedly connects the leaf spring unit 1 to the rail foot 52 of the rail.

Example Embodiment

[0059] Example 3

[0060] like Figure 4 As shown, this embodiment provides a rail shock absorber installed on both sides of the rail, including a leaf spring unit 1 and a tuning mass unit 2 overhanging a certain length of the lever arm, and the length direction of the leaf spring unit 1 is parallel to the length of the rail. In the longitudinal direction, the restrained points 12 at both ends of the leaf spring unit 1 are connected to the rail restraint fulcrum 3, the two restraint fulcrums 3 are arranged on the upper surface of the rail foot 52 on the same side of the rail, and part of the contact surface of the restraint fulcrum 3 is with the upper surface of the rail foot of the rail. Consistently, fix the restraint fulcrum 3 on the rail surface by gluing, welding or fixing fixtures. The tuning mass unit 2 is connected at the middle position of the leaf spring unit 1 , and the tuning mass unit 2 is located between the two constrained points 12 .

[0061] Other structures...

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PUM

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Abstract

The invention provides a steel rail shock absorber which comprises a plate spring unit and a tuned mass unit, restrained points are arranged on the plate spring unit, at least one restrained point is restrained on a steel rail, the tuned mass unit is fixed to the plate spring unit, and the distance between the tuned mass unit and the restrained points forms a stress arm, and the tuned mass unit and the plate spring unit form a mass spring resonance subsystem. When the resonance frequency of a steel rail damper system is adjusted to be close to the resonance frequency of the steel rail, strong vibration of a subsystem is caused, counter-acting force with the reverse force phase is generated on a steel rail main system, and part of vibration energy transmitted by the steel rail main system is counteracted, or part of vibration energy is converted into other forms of energy such as heat energy and sound energy to be dissipated.

Description

technical field [0001] The invention relates to the technical field of rail transit, in particular to a rail shock absorber. Background technique [0002] With the continuous development of urban subways, light rails and other rail transportation tools, problems such as urban traffic congestion and environmental pollution have been greatly reduced; at the same time, during the operation of vehicles, the dynamic incentive force generated by the collision or friction between rail trains and rails It is inevitable that it will be transmitted to the surrounding area along the track subgrade path, causing environmental noise pollution problems. At the same time, the vibration energy will be transmitted to the train compartment to cause vibration and noise inside the compartment, resulting in a decrease in the comfort of the passenger environment. Because the wheel-rail excitation force has strong vibration energy in a wide frequency band, and the damping loss of the track system...

Claims

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Application Information

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IPC IPC(8): E01B19/00
CPCE01B19/00
Inventor 尹绪超樊永欣黄承曾飞
Owner 洛阳双瑞橡塑科技有限公司
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