Railway rail vibration isolation system

Abstract

The present application provides a rail vibration isolation system, comprising a rail vibration absorber, a rail pad and a damping unit. Since the damping unit is arranged between the track bed and the foundation, and the rubber rail pad is arranged under the rail, the impact energy when the train passes through can be absorbed by the damping unit and the rail pad, and the damping unit makes the track bed and the foundation no longer rigidly connected, so as to isolate the vibration energy, thereby avoiding and reducing the transmission of vibration energy to the surrounding track lines, protecting the surrounding buildings, residents and the like, however, part of the isolated vibration energy will be transmitted to the rail and the train vehicle itself. Further, since the rail vibration absorber is arranged on the rail, which comprises a vibration absorbing wedge for absorbing rail vibration, the part of the vibration energy transmitted to the rail can be further absorbed, the vibration and noise received by the rail and the train carriage are reduced, thereby also improving the passenger experience in the carriage.

Description

Technical Field

[0001] This invention belongs to the field of track vibration reduction and noise reduction technology, specifically relating to a rail vibration isolation system. Background Technology

[0002] When trains run on tracks, the impact energy they generate causes severe vibrations and noise, significantly impacting the passenger experience and the quality of life for residents in the surrounding area. Simultaneously, the stability, safety, and lifespan of the rail transit system itself are also affected. Therefore, technologies and products that effectively reduce vibration and noise are essential to improve structural stability and ensure the safe operation of rail lines.

[0003] With technological advancements, various track vibration reduction products are now available, including vibration damping pads and steel spring floating plates. Based on their vibration reduction capabilities, these products can be categorized into special vibration reduction, high-level vibration reduction, medium-level vibration reduction, and general vibration reduction. The principle behind vibration reduction products is to isolate the impact energy during train operation and minimize the transmission of vibration energy to the surrounding areas of the track. However, aside from a small portion being converted and absorbed, a considerable amount of vibration energy is still transmitted to the rails and the train itself. As a result, while the installation of vibration reduction products on many track lines has reduced the vibration and noise experienced by surrounding buildings and residents, the vibration and noise experienced by the train itself has actually increased, thus reducing the riding experience for passengers. Summary of the Invention

[0004] This invention addresses the aforementioned problems and aims to provide a rail vibration isolation system that combines multiple vibration reduction and isolation measures to effectively reduce vibration and noise experienced by surrounding buildings, residents, and passengers inside the train carriage. The invention employs the following technical solution:

[0005] The present invention provides a rail vibration isolation system, characterized in that it includes: a rail vibration absorber disposed on the rail; a rail pad disposed below the rail; and a vibration damping unit disposed between the track bed and the base, wherein the rail vibration absorber includes a vibration-absorbing wedge for absorbing vibration, and the vibration damping unit includes an elastic element for absorbing vibration.

[0006] The rail vibration isolation system provided by the present invention may also have the following technical features: the rail pad is made of rubber, the vibration-absorbing wedge is made of rubber and has a metal block inside, and the rail vibration absorber includes: a pair of vibration-absorbing wedges respectively attached to the two sides of the rail; and at least two clamps for clamping the pair of vibration-absorbing wedges onto the rail.

[0007] The rail vibration isolation system provided by the present invention may also have the following technical features, wherein the rail vibration absorber further includes: at least one counterweight block connected to the non-contact surface of the vibration-absorbing wedge block, wherein the counterweight block is made of metal material and has a weight of 4.5 kg.

[0008] The rail vibration isolation system provided by the present invention may also have the following technical features: the vibration reduction unit is an open type vibration isolator, and there are multiple such units; the elastic element is a rubber spring; the open type vibration isolator further includes: an outer sleeve, which is embedded in the plate body; the rubber spring is disposed below the outer sleeve; a spring support plate, which is disposed above the rubber spring; a height adjustment shim, which is disposed above the spring support plate; and a locking shim, which is disposed above the height adjustment shim and embedded in the outer sleeve, and is connected to the height adjustment shim and the spring support plate through a connector.

[0009] The rail vibration isolation system provided by this invention may also have the following technical features: the vibration reduction unit is a regulated vibration isolator, and there are multiple such units; the elastic element includes a regulated upper shell, a regulated lower shell, and a rubber spring disposed inside the enclosing structure formed by the fitting of the regulated upper shell and the regulated lower shell; the regulated vibration isolator further includes: an outer sleeve, pre-embedded in the plate, with the elastic element disposed below the outer sleeve; a height adjustment shim, disposed above the elastic element; and a locking shim, disposed above the height adjustment shim and fitted inside the outer sleeve, and connected to the height adjustment shim and the elastic element via a connector.

[0010] The rail vibration isolation system provided by this invention may also have the following technical features: the vibration reduction unit is a buried vibration isolator, and there are multiple such units; the elastic element includes a spring-supported upper shell, a spring-supported lower shell, and a rubber spring disposed inside the encapsulation structure formed by the fitting of the spring-supported upper shell and the spring-supported lower shell; the buried vibration isolator further includes: a mounting base, pre-embedded below the plate, with the upper end of the elastic element embedded in the mounting base; a height adjustment shim, disposed between the elastic element and the base; and a limiting post, one end of which is embedded in the limiting post mounting groove at the bottom of the spring-supported lower shell, and the other end is driven into the base for fixation.

[0011] The rail vibration isolation system provided by this invention may also have the following technical features: the vibration reduction unit is a stacked vibration isolator, and there are multiple stacked vibration isolators. The elastic element includes a support cylinder, a support base, at least two rubber springs disposed inside the encasing structure formed by the fitting of the support cylinder and the support base, and several spring connecting assemblies. The multiple rubber springs are vertically stacked, and the spring connecting assemblies are disposed between two adjacent rubber springs to connect the multiple rubber springs into a whole. The stacked vibration isolator further includes: an outer sleeve, pre-embedded in the plate body, with the elastic element disposed below the outer sleeve; a height adjustment shim, disposed above the elastic element; and a locking shim, disposed above the height adjustment shim and embedded in the outer sleeve, and connected to the height adjustment shim and the elastic element through a connector.

[0012] The rail vibration isolation system provided by the present invention may also have the following technical features, wherein the vibration damping unit is a track bed vibration damping pad made of rubber, comprising: a pad body; and a plurality of vibration damping bosses distributed on one surface of the pad body and integrally formed with the pad body, wherein the vibration damping bosses are conical, cylindrical or prismatic.

[0013] Invention Function and Effect

[0014] The rail vibration isolation system according to the present invention includes a rail vibration absorber, a rail pad, and a vibration damping unit. Because a vibration damping unit is installed between the track bed and the foundation, and a rubber rail pad is installed under the rail, the vibration damping unit and the rail pad can absorb the impact energy when a train passes. Furthermore, the vibration damping unit eliminates the rigid connection between the track bed and the foundation, effectively isolating vibration energy and preventing or reducing its transmission to the surrounding area, thus protecting nearby buildings and residents. However, some of the isolated vibration energy is still transmitted to the rail and the train itself. Further, because the rail vibration absorber includes vibration-absorbing wedges for absorbing rail vibration, it can further absorb some of the vibration energy transmitted to the rail, reducing vibration and noise experienced by the rail and the train car, thereby improving the passenger experience. Attached Figure Description

[0015] Figure 1 This is a cross-sectional view of the track system in Embodiment 1 of the present invention;

[0016] Figure 2 This is a perspective view of a rail vibration absorber in use in an example of the present invention;

[0017] Figure 3 This is a cross-sectional view of the rail and rail vibration absorber in Embodiment 1 of the present invention;

[0018] Figure 4This is a cross-sectional view of the rail and vibration-absorbing wedge block in Embodiment 1 of the present invention;

[0019] Figure 5 This is a three-dimensional structural diagram of the locking clip in Embodiment 1 of the present invention;

[0020] Figure 6 This is a perspective view of the rail vibration absorber containing a counterweight in use according to Embodiment 1 of the present invention;

[0021] Figure 7 This is a side view of the track bed vibration damping pad structure in Embodiment 1 of the present invention;

[0022] Figure 8 This is a top view of the track system in Embodiment 2 of the present invention;

[0023] Figure 9 This is a cross-sectional view of the track system in Embodiment 2 of the present invention;

[0024] Figure 10 This is a cross-sectional view of the steel spring vibration isolator in Embodiment 2 of the present invention;

[0025] Figure 11 This is a perspective view of the outer sleeve in Embodiment 2 of the present invention;

[0026] Figure 12 This is a perspective view of the locking washer in Embodiment 2 of the present invention;

[0027] Figure 13 This is a perspective view of the height adjustment shim in Embodiment 2 of the present invention;

[0028] Figure 14 This is a three-dimensional structural diagram of the support cylinder in Embodiment 2 of the present invention;

[0029] Figure 15 This is a top view of the track system in Embodiment 3 of the present invention;

[0030] Figure 16 This is a cross-sectional view of the track system in Embodiment 3 of the present invention;

[0031] Figure 17 This is an exploded view of the open-type vibration isolator in Embodiment 3 of the present invention;

[0032] Figure 18 This is a perspective view of the outer sleeve in Embodiment 3 of the present invention;

[0033] Figure 19 This is a perspective view of the spring support plate in Embodiment 3 of the present invention;

[0034] Figure 20 This is a cross-sectional view of the open-type vibration isolator in Embodiment 3 of the present invention;

[0035] Figure 21This is a top view of the track system in Embodiment 4 of the present invention;

[0036] Figure 22 This is a cross-sectional view of the track system in Embodiment 4 of the present invention;

[0037] Figure 23 This is an exploded view of the structure of the standard vibration isolator in Embodiment 4 of the present invention;

[0038] Figure 24 This is a cross-sectional view of the elastic element in Embodiment 4 of the present invention;

[0039] Figure 25 This is a top view of the track system in Embodiment 5 of the present invention;

[0040] Figure 26 This is a cross-sectional view of the track system in Embodiment 5 of the present invention;

[0041] Figure 27 This is an exploded view of the buried vibration isolator in Embodiment 5 of the present invention;

[0042] Figure 28 This is a cross-sectional view of the elastic element in Embodiment 5 of the present invention;

[0043] Figure 29 This is an exploded view of the superimposed vibration isolator in Embodiment Six of the present invention;

[0044] Figure 30 This is an exploded view of the elastic element in Embodiment Six of the present invention;

[0045] Figure 31 This is a cross-sectional view of the elastic element in Embodiment Six of the present invention;

[0046] Figure 32 This is a perspective view of the support cylinder in Embodiment Six of the present invention;

[0047] Figure 33 This is a perspective view of the support base in Embodiment Six of the present invention;

[0048] Figure 34 This is a perspective view of the spring connector in Embodiment Six of the present invention;

[0049] Figure 35 This is a cross-sectional view of the spring connector in Embodiment Six of the present invention;

[0050] Figure 36 yes Figure 30 Enlarged view of the inner part of frame A;

[0051] Figure 37 This is a cross-sectional view of the top limiting member in this embodiment. Detailed Implementation

[0052] To make the technical means, creative features, objectives and effects of the present invention easy to understand, the rail vibration isolation system of the present invention will be specifically described below in conjunction with embodiments and accompanying drawings.

[0053] <Example 1>

[0054] like Figure 1 As shown, the track system 10 includes a base 200, a track bed 100 disposed on the base 200, rails 300 mounted on the track bed 100, and a rail vibration isolation system.

[0055] The base 200 is a reinforced concrete foundation slab, and the track bed 100 is a concrete track bed, composed of multiple rectangular slabs 111 connected end to end, with a predetermined gap (slab joint) between adjacent slabs 111. Multiple pairs of sleepers 112 are evenly spaced on the slabs 111, and each sleeper 112 is equipped with fasteners 113 and rubber rail pads 114. The rails 300 are mounted on the sleepers 112 via fasteners 113 and rail pads 114, and are secured by fasteners 113.

[0056] The rail vibration isolation system includes multiple rail vibration absorbers 170 installed on the rail 300, multiple rail pads 114 installed below the rail 300, and multiple vibration damping units installed between the track bed 100 and the base 200. In this embodiment, the vibration damping unit is a track bed vibration damping pad 190.

[0057] like Figure 2 As shown, the rail vibration absorber 170 is installed on the rail 300 and includes a pair of vibration-absorbing wedges 171 and two locking clamps 172. The locking clamps 172 clamp the pair of vibration-absorbing wedges 171 to both sides of the rail 300. The rail vibration absorber 170 is mainly used to absorb the lateral vibration of the rail.

[0058] like Figure 3 As shown, the vibration-absorbing wedge 171 has a side contact surface 1711, a bottom contact surface 1712, and a non-contact surface 1713.

[0059] The rail 300 is an I-beam rail with recessed rail webs 301 on both sides, each with a specific curved surface structure. The side contact surface 1711 and the bottom contact surface 1712 are shaped to match the rail webs 301, allowing the vibration-absorbing wedge 171 to fit snugly within the rail webs 301. After fitting, the non-contact surface 1713 faces away from the rail 300 and is approximately perpendicular to the ground. Two positioning grooves 1713a are provided in the middle of the non-contact surface 1713. These grooves are wedge-shaped, with a bottom area smaller than the opening. The extension direction of the positioning grooves 1713a is consistent with the length direction of the vibration-absorbing wedge 171, and the length of the positioning grooves 1713a is less than the length of the vibration-absorbing wedge 171. Therefore, the positioning grooves 1713a are not continuous at either end of the length direction of the vibration-absorbing wedge 171.

[0060] like Figure 4 As shown, the vibration-absorbing wedge 171 is an integral rubber-metal composite component. Its main body 1714 is made of vulcanized rubber, and multiple metal blocks 1715 are encased within the rubber to increase the overall weight of the vibration-absorbing wedge 171. Since the absorption efficiency for vibrations at a specific frequency is related to the overall weight of the vibration-absorbing wedge 171, adjusting the overall weight of the vibration-absorbing wedge 171 by using the metal blocks 1715 can achieve a better track vibration absorption effect. Furthermore, the three metal blocks 1715 are evenly spaced vertically, so the three metal blocks 1715 and the rubber portions between them constitute a damping body, which also contributes to a better track vibration absorption effect.

[0061] Figure 4 The three metal blocks 1715 are evenly spaced vertically. Multiple metal blocks 1715 in the vibration-absorbing wedge 171 can also be positioned inside the vibration-absorbing wedge 171 near the bottom contact surface 1712, thus lowering the overall center of gravity of the vibration-absorbing wedge 171. In this way, when the vibration-absorbing wedge 171 is attached to the rail web 301, it can be fixed in place by its own structure without external force, preventing it from slipping, thus facilitating assembly.

[0062] Furthermore, the vibration-absorbing wedge 171 can also be a split type, a dip-coated type, or an unwrapped type. The split type can adopt, for example, the structure disclosed in CN212560946U, where the vibration-absorbing wedge includes a rubber pad and a rubber block, with the rubber block attached to the rail web via the rubber pad; the dip-coated type is manufactured using a dip-coating process, such as... Figure 4The vibration-absorbing wedges shown in the diagram can have better mechanical properties through a dip-coating process. For example, the unwrapped type can adopt the structure disclosed in CN214882632U, where the vibration-absorbing wedge is a metal block without rubber wrapping, and the surface of the metal block can be treated with galvanizing or other anti-corrosion treatments. The specific structures of the above-mentioned vibration-absorbing wedge types are all existing technologies and will not be described in detail further.

[0063] like Figure 5 As shown, the locking clamp 172 includes a bracket 1721, two sets of locking components 1722 and a pair of positioning blocks 1723.

[0064] The bracket 1721 is a one-piece molded part made of steel or aluminum alloy. The bracket 1721 is generally U-shaped with a square cross-section. The bracket 1721 has a pair of support arms 17211 and a connecting section 17212 connecting the pair of support arms 17211. The pair of support arms 17211 are arranged parallel to each other and perpendicular to the connecting section 17212. The connection portion between the support arms 17211 and the connecting section 17212 has a protruding structure extending inward into the U-shape as a reinforcing rib.

[0065] In this embodiment, the overall length of the bracket 1721 in the width direction of the rail 300 is 200mm to 225mm; the distance between a pair of support arms 17211 (distance in the width direction of the rail 300) is 160mm to 185mm; the length of the support arm 17211 in the height direction of the rail 300 is 110mm. The overall thickness of the bracket 1721 is 16mm to 20mm.

[0066] The support arm 17211 has multiple countersunk holes for mounting locking components 1722. Locking components 1722 are used to fix the positioning block 123 to the support arm 17211. Each locking component 1722 includes two locking bolts 17221, two locking nuts 17222, and two anti-loosening washers. The locking bolts 17221 are installed in the countersunk holes, with their nut ends embedded in the countersunk holes. The locking nuts 17222 are fitted onto the locking bolts 17221, and the anti-loosening washers are positioned between the locking nuts 17222 and the support arm 17211.

[0067] The positioning block 1723 is used to engage and press the vibration-absorbing wedge 171. The positioning block 1723 is made of rubber, and its surface facing the vibration-absorbing wedge 171 is hump-shaped with two positioning protrusions 17231. The shape and arrangement of the two positioning protrusions 17231 match the two positioning grooves 1713a on the vibration-absorbing wedge 171, allowing the positioning block 1723 to engage with the non-contact surface 1713 of the vibration-absorbing wedge 171. Therefore, after tightening the locking bolt 17221, the positioning block 1723 not only presses the vibration-absorbing wedge 171 against the rail 300 in the horizontal direction, but also provides vertical positioning of the vibration-absorbing wedge 171 because the two positioning protrusions 17231 are respectively engaged in the two positioning grooves 1713a.

[0068] When installing the rail vibration absorber 170, place a pair of vibration-absorbing wedges 171 on both sides of the rail 300, pass the locking clamp 172 through the bottom of the rail 300 and rotate it to make it stand up, so that the U-shaped opening of the locking clamp 172 faces upward and surrounds the rail 300. Then tighten the locking bolt 17221 and the locking nut 17222 with an Allen wrench.

[0069] The rail vibration absorber 170 has the most significant attenuation effect on vertical rail vibration in the range of 200Hz to 400Hz, with an optimal operating frequency of approximately 250Hz; and the most significant attenuation effect on lateral rail vibration in the range of 100Hz to 500Hz, with an optimal operating frequency band of 100Hz to 200Hz. Furthermore, the rail vibration absorber 170 can be additionally equipped with counterweights to adjust the vibration absorption effect.

[0070] like Figure 6 As shown, the counterweight 173 is a square metal block with an anti-corrosion treatment (e.g., galvanizing). Each counterweight 173 weighs 4.5 kg. Two through holes 1731 are formed on the counterweight 173, and two corresponding mounting holes are formed on the vibration-absorbing wedge 171. The through holes 1731 and the mounting holes are aligned, and then bolts are screwed in to connect the counterweight 173 to the vibration-absorbing wedge 171. Furthermore, the length of the counterweight 173 is less than the length of the positioning groove 1713a of the vibration-absorbing wedge 171, so the counterweight 173 can be installed between the two locking clamps 172. Figure 5 A counterweight 173 is installed in the middle, and multiple counterweights 173 can be set as needed. Multiple counterweights 173 are stacked and installed on the non-contact surface 1713 of the vibration-absorbing wedge 171.

[0071] like Figure 7 As shown, the track bed vibration damping pad 190 is a rubber pad, which includes a pad body 191 and multiple vibration damping bosses 192. The pad body 191 is a rectangular solid flat plate structure with a certain thickness.

[0072] Multiple damping bosses 192 are formed on the same surface of the pad body 191, evenly distributed in a matrix, and integrally formed with the pad body 191; the other surface of the pad body 191 is flat. The damping bosses 192 are all conical in shape. In an alternative embodiment, the damping bosses 192 may also be cylindrical or prismatic.

[0073] The installation method of the track bed vibration damping pad 190 is as follows: First, a layer of soft polyethylene material isolation film is laid on the surface of the base 200. Then, a layer of track bed vibration damping pad 190 is laid on the isolation film. The area of ​​the track bed vibration damping pad 190 should be larger than the area of ​​the isolation film. Subsequently, the prefabricated slab 111 is hoisted and laid on top of the track bed vibration damping pad 190. The track bed vibration damping pad 190 and the two sides of the slab 111 in the width direction are fixed by riveting.

[0074] The rail pad 114 is installed below the rails 300 on both sides, and is also used to reduce the longitudinal vibration of the rails 300. The structure of the rail pad 114 is basically the same as that of the track bed vibration damping pad 190, that is, it includes a rectangular plate-shaped main body and multiple bosses evenly distributed on one surface of the main body. The size of the bosses of the rail pad 114 is relatively small.

[0075] In this embodiment, the following comparative tests were conducted: the vertical and lateral vibration attenuation rates of the rails were tested for the track using only the track bed vibration damping pad 190 and the track using the rail vibration isolation system in this embodiment; and the noise levels at the trackside and inside the train car were tested, with the measuring points inside the train car set above the bogie of the passenger car and in the middle of the passenger car.

[0076] Tests showed that, compared to using the track bed vibration damping pad 190 alone, the rail vibration isolation system of this embodiment resulted in a maximum increase of 1.4 dB / m in the vertical vibration attenuation rate of the rail, representing an increase of 330%; and a maximum increase of 1.9 dB / m in the lateral vibration attenuation rate, representing an increase of 456%. Near the rail, the maximum noise level decreased by 2.8 dB, and the average noise level decreased by 1.3 dB; above the passenger car bogie, the maximum noise level decreased by 2.1 dB, and the average noise level decreased by 2.2 dB; and in the middle of the passenger car, the maximum noise level decreased by 1.1 dB, and the average noise level decreased by 0.7 dB.

[0077] Functions and effects of Example 1

[0078] The rail vibration isolation system provided in this embodiment includes a rail vibration absorber 170, a rail pad 114, and a track bed vibration damping pad 190. Because a rubber track bed vibration damping pad 190 with multiple damping protrusions 192 is laid between the track bed 100 and the base 200, and a similarly structured rail pad 114 is laid under the rail 300, the track bed vibration damping pad 190 and the rail pad 114 can absorb the impact energy when a train passes. Furthermore, the track bed vibration damping pad 190 makes the connection between the track bed 100 and the base 200 no longer rigid, thus isolating vibration energy and preventing or reducing the transmission of vibration energy to the surrounding area of ​​the track, protecting surrounding buildings, facilities, and residents. However, some of the isolated vibration energy will still be transmitted to the rails and the train itself. Furthermore, since a rail vibration absorber 170 is installed on the rail 300, which has a vibration-absorbing wedge 171 with a rubber-metal composite structure that fits into the waist of the rail 300, it can further absorb some of the vibration energy transmitted to the rail 300, reduce the vibration and noise experienced by the rail 300 and the train, and thus improve the riding experience of passengers in the carriage.

[0079] In the embodiment, comparative tests showed that compared with using the track bed vibration damping pad 190 alone, the rail vibration isolation system of this embodiment significantly improved the vibration attenuation rate of the rail and significantly reduced the noise beside the rail and inside the carriage, thus significantly improving the riding experience of passengers inside the carriage.

[0080] <Example 2>

[0081] This embodiment provides a rail vibration isolation system. The difference between this embodiment and the first embodiment is that the vibration reduction unit in this embodiment is a steel spring vibration isolator.

[0082] like Figure 7-8 As shown, a plurality of steel spring vibration isolators 160 are embedded in the plate 111 of the track bed 100.

[0083] Multiple steel spring vibration isolators 160 are arranged in pairs along the length of the plate 111. Each pair of steel spring vibration isolators 160 is located below the two rails 300. From a plan view, each steel spring vibration isolator 160 is arranged between two adjacent sleepers 112 and rails 300. The upper end face of the steel spring vibration isolator 160 is exposed from one side of the rail 300.

[0084] In this embodiment, the plate 111 is a cast-in-place concrete slab with dimensions of 24970mm×3300mm×345mm (length×width×thickness). On the plate 111, 42 pairs of sleepers 112 are evenly spaced along its length, with a spacing of 595mm between adjacent pairs of sleepers 112.

[0085] The steel spring vibration isolators 160 are embedded in the plate 111 in pairs, with the two steel spring vibration isolators 160 in each pair located close to the two rails. In terms of plan view, each steel spring vibration isolator 160 is positioned between two adjacent sleepers 112, and its upper end protrudes from one side of the rail 300.

[0086] In this embodiment, each plate 111 is embedded with 18 pairs of steel spring vibration isolators 160, and the spacing between two adjacent pairs of steel spring vibration isolators 160 is 1785mm, 1195mm, 1785mm, 1195mm, 1785mm, ... and so on.

[0087] like Figure 10 As shown, the steel spring vibration isolator 160 includes an outer sleeve 161, a locking washer 162, a height adjustment washer 163, an elastic element 164, and a protective cover 165.

[0088] like Figure 11 As shown, the outer sleeve 161 is made of metal and has an overall through-type circular cylindrical structure. Its overall height (i.e., the length of the outer sleeve 161) is the same as the thickness of the plate 111, so its two end openings protrude from both sides of the plate 111. The inner wall of the outer sleeve 161 has three radially protruding inner protrusions 1611. Due to structural obstruction, Figure 10 Only one of the inner protrusions 1611 is shown in the figure. In fact, the three inner protrusions 1611 are evenly distributed along the circumference of the inner wall and are located at the same height, that is, they form the same shape as the upper end of the outer sleeve 161.

[0089] Furthermore, the outer sleeve 161 is a pre-embedded type, embedded in the concrete slab 111 during pouring. To this end, two pairs of fixing pins 1614 are provided on the outer wall of the outer sleeve 161. These two pairs of fixing pins 1614 are located at different heights on the outer sleeve 161 and extend perpendicularly to each other, forming a cross arrangement, for binding and fixing in the reinforced concrete slab. The lower end of the outer sleeve 161 has a protruding flange 1615, forming a skirt structure, which increases the adhesion and load-bearing capacity of the pre-embedded outer sleeve.

[0090] like Figure 12As shown, the locking washer 162 is used to lock the height adjustment washer 163 and the elastic element 164 inside the outer sleeve 161. The locking washer 162 is a sheet-like piece of metal with three arc-shaped protrusions 1621, so that the shape of the locking washer 162 matches the inner wall of the outer sleeve 161 at the lifting step 1612. Specifically, the shape of the locking washer 162 is basically consistent with the shape of the inner wall of the outer sleeve 161 at the protrusion 1611 inside the sleeve, and its size is slightly smaller than that of the inner wall at this location. A first clearance hole 1622 is provided in the middle of the locking washer 162 for the corresponding installation tool to be inserted when installing the vibration isolator. The locking washer 162 also has three radially extending first mounting grooves 1623, all of which communicate with the first clearance hole 1622 in the middle for installing connecting parts. The extending directions of the locking tab protrusion 1621 and the first mounting groove 1623 are offset, and the extension line of the first mounting groove 1623 is located between the two locking tab protrusions 1621. The thickness of the locking washer 162 is 10mm.

[0091] like Figure 13 As shown, the height adjustment shim 163 is used to adjust the installation height of the elastic element 164, so that the height of each part of the surface of the plate 111 conforms to the design data. The outer contour shape of the height adjustment shim 163 is consistent with that of the locking shim 162, and it has three height adjustment protrusions 1631, which will not be described in detail. The height adjustment shim 163 has a circular second clearance hole 1632 in the middle, and has three radially extending second mounting grooves 1633 that communicate with the second clearance hole 1632. The height adjustment protrusions 1631 extend in the direction of the second mounting grooves 1633.

[0092] like Figure 10 As shown, the elastic element 164 includes a support cylinder 1641, a support base 1642, a pair of spring end limiting members 1643, a first steel spring 1644, and a second steel spring 1645.

[0093] like Figure 14 As shown, the support cylinder 1641 is made of metal and is used to provide support for the upper ends of the first steel spring 1644 and the second steel spring 1645. The support cylinder 1641 has a semi-enclosed structure, including a plate-shaped top 16411 and a cylindrical part 16412.

[0094] The outer contour of the plate-shaped top 16411 is consistent with that of the height adjustment shim 163, but its thickness is greater than that of the height adjustment shim 163. A circular top clearance groove 16411a is formed in the center of the top surface of the plate-shaped top 16411, which allows space for the installation tool during installation. Three top mounting holes 16411b are distributed around the top clearance groove 16411a, their positions corresponding to the ends of the three first mounting slots 1633 of the height adjustment shim 163, also for the installation tool to be inserted during installation. A circular limiting member groove is formed in the center of the lower surface of the plate-shaped top 16411 for mounting the spring end limiting member 1643.

[0095] Because the three top mounting holes 16411b on the top of the support cylinder 1641, the ends of the three second mounting grooves 1533 on the height adjustment shim 163, and the ends of the three first mounting grooves 1623 on the locking shim 162 are all distributed in the same way, these mounting holes and grooves can be aligned during installation to form three vertically penetrating connecting member mounting holes, thereby enabling the installation of connecting members to fasten the three together. In this embodiment, the connecting members are bolts and nuts.

[0096] The support base 1642, also made of metal, is a circular cap-shaped structure used to provide support for the lower ends of the first steel spring 1644 and the second steel spring 1645. The outer diameter of the support base 1642 is slightly smaller than the inner diameter of the cylindrical portion 16412, allowing the support base 1642 to slidably engage with the support cylinder 1641. The bottom of the support base 1642 has a circular mounting hole for mounting a limiting post 167.

[0097] A pair of spring end limiting members 1643 are respectively disposed at the middle of the inner top surface of the support cylinder 1641 and the middle of the inner bottom surface of the support base 1642. For example... Figure 3 As shown, the cross-section of the spring end limiting member 1643 is approximately T-shaped, having a first cylindrical segment 16431 and a second cylindrical segment 16432, with the diameter of the second cylindrical segment 16432 being smaller than that of the first cylindrical segment 16431, extending from the middle of the end face of the first cylindrical segment 16431. Therefore, one annular end of the second steel spring 1645 can be fitted onto the second cylindrical segment 16432 and abut against the first cylindrical segment 16431, thereby limiting both ends of the second steel spring 1645. Furthermore, a cylindrical protrusion is formed on the other side of the first cylindrical segment 16431. The upper cylindrical protrusion of the spring end limiting member 1643 is fitted and fixed in the limiting member groove on the inner top surface of the support cylinder 1641, and the lower cylindrical protrusion of the spring end limiting member 1643 is fitted and fixed in the circular mounting hole on the inner bottom surface of the support base 1642.

[0098] Both the first steel spring 1644 and the second steel spring 1645 are disposed within the enclosed space formed by the fitting of the support cylinder 1641 and the support base 1642. The overall diameter of the first steel spring 1644 is larger than that of the second steel spring 1645, and the overall diameter of the first steel spring 1644 is slightly smaller than the inner diameter of the support base 1642. Its two ends are respectively fitted into the support cylinder 1641 and the support base 1642. The second steel spring 1645 is fitted inside the first steel spring 1644.

[0099] Both the first steel spring 1644 and the second steel spring 1645 are made of wound steel bars. The diameter of the steel bar of the first steel spring 1644 is larger than that of the steel bar of the second steel spring 1645, and the steel bar of the second steel spring 1645 has more turns.

[0100] The protective cover 165 is a metal plate with an outer contour shape that matches the shape of the upper end face of the outer sleeve 161. It is used to cover the upper opening of the outer sleeve 161 after the vibration isolator is installed to prevent dust, debris, etc. from entering from the upper opening and affecting the vibration reduction effect and service life of the vibration isolator.

[0101] The limiting post 167 is a pin-shaped metal part used to laterally limit the steel spring vibration isolator 160. One end of it is fitted into the circular mounting hole at the bottom of the support base 1642, and the other end is driven into the base 200 for fixation.

[0102] During track construction, the steel spring vibration isolator 160 shall be installed according to the following steps:

[0103] First, multiple outer sleeves 161 are pre-placed in the steel reinforcement frame of the plate 111, thereby casting a plate 111 pre-embedded with outer sleeves 161. Then, the plate 111 is lifted by a jacking device, and elastic elements 164 and height adjustment shims 163 are sequentially inserted from the upper opening of the outer sleeves 161. These two are rotated 60 degrees, and then the plate 111 is lowered. At this time, the three protrusions of the elastic elements 164 and the height adjustment shims 163 abut against the three inner protrusions 1611 of the outer sleeves 161, forming a support structure. Then, locking shims 162 are inserted from the upper opening of the outer sleeves 161, and locking shims 162, height adjustment shims 163 and elastic elements 164 are connected together by bolts and nuts. A protective cover plate 165 is then installed to complete the installation of the steel spring vibration isolator 160.

[0104] Tests showed that, compared to using steel spring vibration isolators 160 alone, the rail vibration isolation system of this embodiment resulted in a maximum increase of 2.8 dB / m in the vertical vibration attenuation rate of the track bed, representing an increase of 598%; and a maximum increase of 2.9 dB / m in the lateral vibration attenuation rate, representing an increase of 967%. Near the rails, the maximum noise level decreased by 7.3 dB, and the average noise level decreased by 6.0 dB; above the bogies of the passenger car, the maximum noise level decreased by 2.3 dB, and the average noise level decreased by 3.6 dB; and in the middle of the passenger car, the maximum noise level decreased by 2.4 dB, and the average noise level decreased by 3.7 dB.

[0105] Functions and effects of Example 2

[0106] According to the rail vibration isolation system provided in this embodiment, since the slab 111 of the track bed 100 is mounted on the base 200 by the steel spring vibration isolator 160, that is, it adopts the point support method to form a floating slab, it can better avoid and reduce the transmission of vibration energy to the surrounding area of ​​the track. Correspondingly, more vibration energy is transmitted to the rail and the train itself. Therefore, after using the rail vibration isolation system of this embodiment and adding the rail vibration absorber 170 to absorb this part of the energy, the effect of reducing vibration and noise in the rail and the train car is more obvious, which can significantly improve the riding experience of passengers in the car.

[0107] <Example 3>

[0108] This embodiment provides a rail vibration isolation system. The difference between this embodiment and embodiment two is that the vibration reduction unit in this embodiment is an open type vibration isolator containing a rubber spring.

[0109] like Figure 15-16 As shown, the plate 111 in this embodiment is a rectangular precast concrete plate with dimensions of 4690mm×3000mm×411mm (length×width×thickness). On the plate 111, eight pairs of sleepers 112 are evenly spaced along its length, with a spacing of 595mm between adjacent pairs of sleepers 112.

[0110] The open-type vibration isolators 120 are also arranged in pairs along the length of the plate 111, with each open-type vibration isolator 120 located between two adjacent sleepers 112 and on one side of the rail 300. The difference is that each plate 111 has 3 pairs of open-type vibration isolators 120 embedded in it, and they are evenly spaced with a spacing of 1785mm between adjacent pairs.

[0111] like Figure 17 As shown, the open-type vibration isolator 120 includes an outer sleeve 121, a rubber spring 122, a spring support plate 123, a height adjustment shim 124, a locking shim 125, a protective cover plate 126, and multiple connecting parts 127.

[0112] like Figure 18 As shown, the outer sleeve 121 is made of metal (cast iron) and has a through-type cylindrical structure. Its overall height (i.e., the length of the outer sleeve 121) is the same as the thickness of the plate 111. The outer sleeve 121 can be divided into a guide section 1211 at the top and a support section 1212 at the bottom along its length.

[0113] The guide section 1211 is used to insert the spring support plate 123, the height adjustment shim 124, and the locking shim 125 during installation, and to guide these plates as they slide down. The guide section 1211 has a triangular flange structure in cross-section, forming three radially protruding, stepped inner protrusions 12111, which are evenly distributed along the central axis of the outer sleeve 121.

[0114] Specifically, the inner protrusion 12111 extends along the length of the outer sleeve 121, with one end extending to the upper end of the outer sleeve 121 and the other end located at a lower position inside the outer sleeve 121. The support section 1212 is cylindrical, so the other end of the inner protrusion 12111 and the support section 1212 form a support step 12111a, which provides support for the rubber spring 122. In addition, one surface of the inner protrusion 12111 parallel to the central axis of the outer sleeve 121 has a certain curvature.

[0115] The upper end of the outer sleeve 121 has three radially outwardly protruding upper protrusions 1213, each with a protective cover plate connection hole for supporting and connecting the protective cover plate 126. The lower end of the outer sleeve 121 has a ring of outwardly protruding flanges 1214, forming a skirt-like structure. The outer sleeve 121 is also a pre-embedded type, pre-embedded in the plate 111 during manufacturing. The upper protrusions 1213 and flanges 1214 increase the adhesion and load-bearing capacity of the outer sleeve 121.

[0116] A rubber spring 122 is positioned below the outer sleeve 121. Both its upper and lower ends are circular plates, and each end is encased in a circular metal plate, allowing the rubber spring 122 to distribute force more evenly. The center of the rubber spring 122 contracts radially inward. The thickness of the rubber spring 122 in its unloaded state (i.e., its initial height) is 150mm-750mm. Furthermore, the rubber spring 122 is available in various stiffness specifications. During production, the stiffness of the rubber spring 122 can be adjusted by modifying the rubber composition and production parameters.

[0117] like Figure 19As shown, the spring support plate 123 provides support for the upper end of the rubber spring 122, playing a supporting and load-transfer role in the entire track bed system. The spring support plate 123 is made of metal, with its main body roughly circular in shape and having three support plate protrusions 1231. This allows the cross-sectional shape of the spring support plate 123 to match the cross-section of the guide section 1211 of the outer sleeve 121. Specifically, the cross-sectional shape of the spring support plate 123 is basically consistent with the shape of the inner wall of the guide section 1211, and its dimensions are slightly smaller than the shape of the inner wall of the guide section 1211. The thickness of the main body of the spring support plate 123 is 25mm-30mm, and the thickness of the three support plate protrusions 1231 is greater than that of the main body, thus forming a structure on one side of the spring support plate 123 to cover the upper end of the rubber spring 122. In addition, the spring support plate 123 has three mounting holes 1232, which are respectively located opposite to the three support plate protrusions 1231, for mounting the connector 127. In this embodiment, the connector 127 is a bolt and a nut.

[0118] The structures of the height adjustment shim 124, locking shim 125, and protective cover 126 are the same as in Embodiment 2, and will not be described again. Similarly, during installation, the mounting grooves and mounting holes on the spring support plate 123, height adjustment shim 124, and locking shim 125 can form vertically penetrating mounting holes for connectors, thereby allowing the connector 127 to be installed to fasten the three plates together. Furthermore, the outer contours of the spring support plate 123, height adjustment shim 124, and locking shim 125 are all identical and match the inner wall shape of the guide section 1211. Therefore, these plates can be inserted from the upper opening of the outer sleeve 121 and, under the guidance of the guide section 1211, slide down to the support section 1212 at the angle during insertion, facilitating installation.

[0119] like Figure 20 As shown, after installation, the spring support plate 123, the height adjustment shim 124, and the locking shim 125 are fixed inside the outer sleeve 121. The upper end of the rubber spring 122 abuts against the spring support plate 123, and the lower end abuts against the base 200. A certain gap is formed between the plate 111 and the base 200, thus forming a floating plate.

[0120] The installation method of the open-type vibration isolator 120 is basically the same as that in Embodiment 2. That is, after the plate 111 is raised, the rubber spring 122, the spring support plate 123, and the height adjustment shim 124 are inserted sequentially through the opening at the upper end of the outer sleeve 121. The spring support plate 123 and the height adjustment shim 124 need to be rotated 60 degrees. After the plate 111 is lowered, the locking shim 125 is inserted and these plates are connected together. This will not be described again. In this embodiment, other structures and principles are the same as in Embodiment 1 and will not be repeated.

[0121] Functions and effects of Example 3

[0122] According to the rail vibration isolation system provided in this embodiment, since an open-type vibration isolator 120 containing a rubber spring 122 is used to form a floating plate, a stronger vibration absorption effect can be achieved. Moreover, the stiffness of the rubber spring 122 can be adjusted through its formula and manufacturing process parameters. Compared with steel springs, its stiffness is easier to adjust and it can be applied to more working conditions.

[0123] <Example 4>

[0124] This embodiment provides a rail vibration isolation system. Compared with Embodiment 2, the difference is that the rail vibration isolation system in this embodiment is installed in the tunnel track, and the vibration reduction unit in this embodiment is a regulated vibration isolator containing a rubber spring.

[0125] like Figure 21-22 As shown, the track system 10 of this embodiment is set in a circular tunnel. The lower part of the plate 111 has two inclined surfaces. From the cross-sectional view, the two sides of the plate 111 form two notches, which match the shape of the bottom of the circular tunnel. In this embodiment, the dimensions of the plate 111 are 25000mm × 3300mm × 340mm (length × width × thickness). On the plate 111, 42 pairs of sleepers 112 are evenly spaced along its length, and the distance between two adjacent pairs of sleepers 112 is 595mm.

[0126] The regulated vibration isolators 130 are also arranged in pairs along the length of the slab 111, with each open-type vibration isolator 130 located between two adjacent sleepers 112 and on one side of the rail 300. The difference lies in that each slab 111 contains 15 pairs of regulated vibration isolators 130. In the middle of the slab 111, the regulated vibration isolators 130 are evenly spaced, with a spacing of 1785 mm between adjacent pairs. At both ends of the slab 111, two pairs of regulated vibration isolators 130 are densely arranged, with a spacing of 1195 mm between these pairs. At the ends of the slab 111, due to the cross-section, relatively larger vibrations occur when a train passes. This arrangement of vibration isolators helps to homogenize the vibration experienced by the track bed 100.

[0127] like Figure 23 As shown, the regulated vibration isolator 130 includes an outer sleeve 131, an elastic element 132, a height adjustment shim 133, a locking shim 134, multiple connectors 135, a limiting post 136, and a protective cover 137. The structures of the outer sleeve 131, the height adjustment shim 133, the locking shim 134, and the protective cover 137 are the same as those in Embodiment 3, and will not be described again.

[0128] like Figure 24 As shown, the elastic element 132 includes a regulating upper housing 1321, a regulating lower housing 1322, and a rubber spring 1323.

[0129] The upper housing 1321 for regulation is made of metal and is non-circular in shape, with three outwardly protruding support portions 13211. The upper end face of the upper housing 1321 has a circular relief groove 13212 to provide space for corresponding tools during installation; the inner surface has a circular insert groove 13213, the shape and size of which match the upper end of the rubber spring 1323. Furthermore, the inner diameter of the upper housing 1321 is slightly larger than the outer diameter of the lower housing 1322 for regulation.

[0130] The lower housing 1322 for regulation is also made of metal and is circular in shape. The inner diameter of the lower housing 1322 matches the lower end of the rubber spring 1323. The outer periphery of the lower housing 1322 has two annular rubber ring grooves 13221 for fitting and installing the limiting rubber ring 1324. The bottom surface of the lower housing 1322 has a circular limiting post mounting groove 13222 in the center for setting the limiting post 136. The limiting post 136 is also embedded in the base 200, thereby limiting the horizontal displacement of the elastic element 132 relative to the base 200. The structure of the rubber spring 1323 is the same as in Embodiment 3.

[0131] When assembled into elastic element 132, upper housing 1321 and lower housing 1322 for regulation are fitted together, and limiting rubber ring 1324 is fitted in rubber ring groove 13221 of lower housing 1322 for regulation. The limiting rubber ring 1324 protrudes outward from the rubber ring groove 13221, and the protruding part of the limiting rubber ring 1324 abuts against the inner surface of upper housing 1321 for regulation, thereby forming a horizontal limiting on the upper and lower housings.

[0132] The rubber spring 1323 is disposed inside the enclosed space formed by the fitting. The upper end of the rubber spring 1323 is fitted into the embedding groove 13211 of the upper housing 1321 for regulation and is fixed by adhesive. The lower end of the rubber spring 1323 is fitted into the lower housing 1322 for regulation and is also fixed by adhesive, thereby forming an elastic element 132 with an overall elastic buffering function.

[0133] The limiting post 136 is a pin-shaped metal part. During installation, the upper end of the limiting post 136 is embedded in the limiting post mounting groove 13222 of the lower housing 1322 for regulation, and the lower end is driven into the base 200 for fixation, thereby limiting the elastic element 132 laterally.

[0134] The installation method of the regulated vibration isolator 130 is basically the same as that in Example 2, and will not be described again.

[0135] Functions and effects of Example 4

[0136] According to the rail vibration isolation system provided in this embodiment, since a regulated vibration isolator 130 containing a rubber spring is used to form a floating plate, it can achieve the same vibration reduction and noise reduction effect as in Embodiment 3.

[0137] Furthermore, rubber springs generally have multiple degrees of freedom in multiple directions, such as vertical, lateral, longitudinal, and torsional. In the regulation type vibration isolator 130 of this embodiment, the rubber spring 1323 is disposed inside the covering structure formed by the fitting of the upper housing 1321 and the lower housing 1322 for regulation. The covering structure reasonably constrains the lateral and longitudinal degrees of freedom of the rubber spring 1323, which is equivalent to strengthening the lateral stiffness of the rubber spring 1323. Therefore, the rubber spring 1323 can play a stable and ideal vibration reduction effect and can extend the service life of the rubber spring 1323.

[0138] Furthermore, the elastic element 132, which includes the rubber spring 1323, can be pre-assembled and installed as a whole during track construction, thus facilitating installation and maintenance and improving the overall efficiency of track construction.

[0139] <Example 5>

[0140] This embodiment provides a rail vibration isolation system. Compared with Embodiment 2, the difference is that the rail vibration isolation system in this embodiment is installed in the elevated track, and the vibration reduction unit in this embodiment is a buried vibration isolator containing a rubber spring.

[0141] like Figure 25-26 As shown, the track system 10 in this embodiment is installed on an elevated structure, which is a 30m beam. The slabs 111 include two types: P3500 and P4700. For a 30m beam, seven P3500 slabs and one P4700 slab are laid. The P3500 slab measures 3500mm × 2400mm × 260mm (length × width × thickness) and has six sleepers 112 evenly spaced on it. The P4700 slab measures 4700mm × 2400mm × 260mm (length × width × thickness) and has eight pairs of sleepers 112 evenly spaced on it. Furthermore, in this embodiment, the slabs 111 form part of the beam span slabs of the elevated structure. The ends of the slabs 111 located at the beam ends are aligned with the beam ends, and the gaps between the remaining slabs 111 are evenly distributed, with gaps ranging from 50mm to 150mm.

[0142] A plurality of buried vibration isolators 140 are installed beneath the slab 111. Specifically, for the P3500 type slab, three pairs of buried vibration isolators 140 are evenly spaced beneath it, with each pair positioned between two adjacent pairs of sleepers 112, and each isolator 140 positioned directly beneath the rail 300; for the P4700 type slab, four pairs of buried vibration isolators 140 are evenly spaced beneath it, with the same installation method. Furthermore, Figure 24 The planar positions of each buried vibration isolator 140 are marked with a dashed circle. After installation, the structure of the buried vibration isolator 140 cannot be seen from above the plate 111.

[0143] like Figure 27 As shown, the buried vibration isolator 140 includes a mounting base 141, an elastic element 142, a height adjustment shim 143, and a limiting post 144.

[0144] Mounting base 141 is a metal embedded part, which is pre-installed in the corresponding position of the steel reinforcement frame during the pouring of the curved concrete slab 110. Mounting base 141 is a circular cap-shaped part with a shell thickness of 8mm to 12mm. The upper end of mounting base 141 has a flange to increase the adhesion and load-bearing capacity of the embedded mounting base 141.

[0145] The elastic element 142 is generally cylindrical, and its diameter is smaller than the inner diameter of the mounting base 141.

[0146] like Figure 28 As shown, the elastic element 142 includes a spring-supported upper housing 1421, a spring-supported lower housing 1422, a rubber spring 1423, and a plurality of limiting rubber rings 1424.

[0147] The upper housing 1421 of the spring support is made of metal and is in the shape of a circular cap. Its top inner surface has a circular insert groove 14211, the shape and size of which match the upper end of the rubber spring 1423.

[0148] The lower spring support housing 1422 is also made of metal and is circular in shape, with a diameter smaller than that of the upper spring support housing 1421. Therefore, the two can be fitted together, with the upper spring support housing 1421 covering the lower spring support housing 1422 to form a covering structure. The inner diameter of the lower spring support housing 1422 matches that of the rubber spring 1423. Furthermore, the outer periphery of the lower spring support housing 1422 has two annular rubber ring mounting grooves 14221 for fitting and mounting the limiting rubber ring 1424; the bottom surface of the lower spring support housing 1422 has a circular limiting post mounting groove 14222 for mounting the limiting post 144.

[0149] The structure of the rubber spring 1423 is the same as that in Embodiment 3. The rubber spring 1423 is disposed inside the encapsulation structure formed by the fitting of the upper spring support housing 1421 and the lower spring support housing 1422. The upper end of the rubber spring 1423 is fitted into the embedding groove 14211 and fixed by adhesive; the lower end of the rubber spring 1423 is fitted into the lower spring support housing 1422 and is also fixed by adhesive.

[0150] Two limiting rubber rings 1424 are respectively fitted into the two rubber ring mounting grooves 14221 of the lower housing 1422 of the spring support, and the limiting rubber rings 1424 protrude outward from the rubber ring mounting grooves 14221. The protruding part of the limiting rubber rings 1424 abuts against the inner surface of the upper housing 1421 of the spring support, thereby forming a lateral limit on the upper and lower housings.

[0151] The height adjustment shim 143 is used to adjust the installation height of the elastic element 142. It is a circular sheet-shaped metal part with a diameter that is basically the same as the diameter of the elastic element 142. A circular clearance hole is provided in the center of the height adjustment shim 143 to allow the limiting post 144 to pass through during installation. The height adjustment shim 143 comes in various shapes and has different thicknesses, ranging from 2mm to 25mm. Depending on actual needs, each vibration isolator can be equipped with one or more height adjustment shims 143.

[0152] The structure of the limiting post 144 is the same as that in Example 4.

[0153] During track construction, the buried vibration isolator 140 shall be installed as follows:

[0154] First, limit posts 144 are driven into predetermined positions on the base 200. Then, corresponding height adjustment shims 143 and elastic elements 142 are placed in sequence at each position. Finally, the prefabricated plate 111 is hoisted onto the base 200 and aligned and lowered using hoisting equipment, so that the upper ends of each elastic element 142 are embedded into the pre-embedded mounting seats 141 below the plate 111, thus completing the installation of the buried vibration isolator 140.

[0155] Functions and effects of Example 5

[0156] According to the rail vibration isolation system provided in this embodiment, since the buried vibration isolator 130 containing rubber springs is used to form a floating plate, it can achieve the same vibration reduction and noise reduction effect as in embodiment three.

[0157] Furthermore, the buried vibration isolator 140 in this embodiment only includes a pre-embedded mounting base 141, an elastic element 142, a height adjustment shim 143, and a limiting post 144. Therefore, the structure is simplified and the installation is convenient, which can greatly reduce the track construction time and meet the schedule requirements of elevated track construction. In the elastic element 142, the rubber spring 1423 is set inside the encasing structure formed by the interlocking of the upper shell 1421 and the lower shell 1422 of the spring support. Therefore, the encasing structure reasonably constrains the lateral and longitudinal deformation of the rubber spring 1423 and avoids the influence of external debris, dust, etc. on the rubber spring 1423. This helps to maintain the ideal stiffness of the rubber spring 1423, ensure its vibration reduction effect, and improve its service life.

[0158] Furthermore, since the buried vibration isolator 140 is located below the slab 111, its structure is not visible from above the slab 111. Therefore, the track slab 110 in this embodiment also has the advantages of aesthetic appearance and good overall integrity. At the same time, because the buried vibration isolator 140 is only located below the slab 111, it can be positioned directly below the rail 300, achieving a more ideal vibration reduction effect.

[0159] Example 6

[0160] This embodiment provides a rail vibration isolation system. The difference between this embodiment and embodiment three is that the vibration reduction unit in this embodiment is a superimposed vibration isolator containing multiple rubber springs.

[0161] like Figure 29 As shown, the superimposed vibration isolator 150 includes an outer sleeve 151, a locking shim 152, a height adjustment shim 153, and an elastic element 154.

[0162] The structure of the outer sleeve 151, locking washer 152, and height adjustment washer 153 is the same as that in Example 2, and will not be described again.

[0163] like Figures 30-31 As shown, the elastic element 154 includes a support cylinder 1541, a support base 1542, two vertically stacked rubber springs 1543, a spring connecting assembly 1544, and a spring limiting assembly 1545. The support cylinder 1541 and the support base 1542 provide support from the vertically stacked rubber springs 1543, respectively. The spring connecting assembly 1544 is used to connect the two rubber springs 1543 into a whole, and the spring limiting assembly 1545 is used to fix the two ends of the whole formed by the two rubber springs 153 into the support cylinder 1541 and the support base 1542, respectively.

[0164] like Figure 32As shown, the support cylinder 1541 is a semi-enclosed structure, including a plate-shaped top 15411, a first cylindrical part 15412, an internal support plate 15413, and a second cylindrical part 15414.

[0165] The outer contour of the plate-shaped top 15411 is the same as that of the height adjustment shim 153, but it is thicker than the height adjustment shim 153. A circular top clearance groove 15411a is provided in the middle of the plate-shaped top 15411 to make way for the installation tool during installation. Three top mounting holes 15411b are distributed around the top clearance groove 15411a, and their positions correspond to the ends of the three first mounting grooves 1523 of the height adjustment shim 153, which are also used to allow the installation tool to be inserted during installation.

[0166] Similarly, during installation, the three mounting holes at the top of the support cylinder 1541, the mounting grooves of the locking washer 152 and the height adjustment washer 153 can form three connecting mounting holes that run through the vertical direction.

[0167] Both the first cylindrical portion 15412 and the second cylindrical portion 15414 are circular and have the same diameter. The difference lies in that the length of the first cylindrical portion 15412 is fixed, while the length of the second cylindrical portion 15414 can be adjusted according to the size and number of rubber springs 1543. The length of the second cylindrical portion 15414 should ensure that the second cylindrical portion 15414 and the support base 1542 are still engaged when all rubber springs 1543 are not under stress (when the overall height of the multiple rubber springs 1543 is at its maximum). Furthermore, multiple pin holes 15414a are provided above the second cylindrical portion 15414 for mounting corresponding components in the spring limiting assembly 1545. In this embodiment, there are four pin holes 15414a, evenly distributed along the circumference of the second cylindrical portion 15414.

[0168] The internal support plate 15413 is a circular metal plate, welded between the first cylindrical portion 15412 and the second cylindrical portion 15414, and its diameter is the same as that of the first cylindrical portion 15412 and the second cylindrical portion 15414. The internal support plate 15413 and the second cylindrical portion 15414 form a downward circular opening for mounting the rubber spring 1543.

[0169] like Figure 33 As shown, the support base 1542 is used to support and limit the lower end of the superimposed rubber spring 153. The support base 1542 is also made of metal, is in the shape of a circular cap, and its outer diameter is smaller than the inner diameter of the second cylindrical portion 15414, so it can be slidably fitted into the second cylindrical portion 15414.

[0170] The inner wall of the support base 1542 has a ring of limiting member mounting groove 15421 and a square clearance groove 15422. The limiting member mounting groove 15421 is used to install the corresponding component in the spring limiting assembly 1545, and the square clearance groove 15422 is used to make way for the corresponding structure in the spring limiting assembly 1545.

[0171] The structure of the two rubber springs 1543 is the same as in Embodiment 3. The two rubber springs 1543 are vertically stacked and connected into a whole by the spring connecting assembly 1544. The whole formed by the two rubber springs 1543 is set inside the covering structure formed by the fitting of the support cylinder 1541 and the support base 1542.

[0172] like Figure 28 , 34 As shown in Figure 36, the spring connection assembly 1544 includes a spring connector 15441, a plurality of connector fixing pieces 15442, and a plurality of fixing pieces 15443.

[0173] The spring connector 15441 is a one-piece molded metal part, having an annular peripheral portion 54411 and a circular disc 54412 formed within the peripheral portion 54411. The two sides of the peripheral portion 54411 extend vertically from the two sides of the disc 54412, and the inner diameter of the peripheral portion 54411 matches the diameter of the rubber spring 1543. The cross-section of the spring connector 15441 is H-shaped. Therefore, on both sides of the disc 54412, the peripheral portion 54411 and the disc 54412 form a pair of circular fitting grooves 54413 for embedding the ends of the rubber spring 1543. The pair of fitting grooves 54413 are arranged opposite to each other, with their openings facing both sides.

[0174] The peripheral portion 54411 has four square mounting slots 54411a for fixing pieces. The bottom of each mounting slot 54411a has a mounting hole 54411b for fasteners, used to fit and install the connector fixing piece 15442 and to provide the fastener 15443. The four mounting slots 54411a are evenly distributed along the circumference. Furthermore, a circular positioning post mounting hole 54412a is located in the center of the disc body 54412 for installing a positioning post.

[0175] The connector fixing piece 15442 is a "U"-shaped metal part with a through-hole in the middle. The connector fixing piece 15442 is fitted into the fixing piece mounting groove 54411a and fixed by the fixing piece 15443, which is a screw in this embodiment. The two ends of the connector fixing piece 15442 extend toward the two fitting grooves 54413 respectively, forming a hook-shaped structure.

[0176] like Figure 31As shown, the lower end of the upper rubber spring 1543 is fitted into the circular fitting groove 54413 above the spring connector 15441, and the upper end of the lower rubber spring 1543 is fitted into the circular fitting groove 54413 below the spring connector 15441. They are fixed by four connecting fixing pieces 15442 and four fixing pieces 15443. The connecting fixing pieces 15442 and the spring connector 15441 form a hook-like structure that catches the end of the rubber spring 1543, thereby connecting the two stacked rubber springs 1543 into a single elastic structure.

[0177] After being connected as one unit, the two ends of the two superimposed rubber springs 1543 are also fixed by the spring limiting assembly 1545.

[0178] The spring limiting assembly 1545 includes a pair of top limiting members 15451, a bottom limiting member 15452, multiple limiting pins 15453, and multiple positioning posts 15454. The number of positioning posts 15454 is set according to the number of rubber springs 1543, and there are two in this embodiment.

[0179] like Figure 37 As shown, the top limiting member 15451 is used to fix the upper end of the uppermost rubber spring 1543 inside the support cylinder 1541. The top limiting member 15451 is an arc-shaped metal part with an L-shaped cross section. Therefore, after installation, it can not only horizontally lock the upper end of the rubber spring 1543, but also fasten the upper end of the rubber spring 1543.

[0180] Multiple limiting pins 15453 pass through multiple pin holes 15414a on the second cylindrical part 15414 respectively, pressing a pair of top limiting members 15451 toward the upper end of the rubber spring 1543 from multiple directions, thereby securely fastening them to the upper end of the rubber spring 1543.

[0181] The bottom limiting member 15452 is a retaining spring, which is fitted into the limiting member mounting groove 15421 of the support base 1542 and protrudes outward from the groove to engage the lower end of the bottom rubber spring 1543 in the support base 1542.

[0182] In addition, such as Figure 31 As shown, after setting the spring connecting assembly 1544, the diameter at the connection position of the two rubber springs 1543 is approximately the same as the inner diameter of the support cylinder 1511. Therefore, during the elastic damping process, both ends of all rubber springs 1543 are well limited, so that the overall elastic structure formed by multiple rubber springs 1543 remains stable during the expansion and contraction process.

[0183] The positioning post 15454 consists of two cylindrical segments, one of which has a larger diameter, thus forming a stepped structure in the middle of the positioning post 15454. During installation, the smaller-diameter cylindrical segment of the positioning post 15454 is embedded in the positioning post mounting groove 15413a of the internal support plate 15413, while the larger-diameter cylindrical segment is embedded in the positioning post groove 15431 at the upper end of the rubber spring 1543, thereby providing lateral restraint for the rubber spring 1543. The stepped structure in the middle makes it difficult for the spring to come out.

[0184] Furthermore, the elastic element 154 can be pre-assembled as a whole, and during track construction, it only needs to be installed as a whole.

[0185] In this embodiment, the elastic element 154 includes two vertically stacked rubber springs 1543. In fact, the elastic element 154 may also include more vertically stacked rubber springs 1543. Adjacent rubber springs 1543 can be connected to each other through the spring connecting assembly 1544 described above.

[0186] The installation method of the superimposed vibration isolator 150 is basically the same as the installation process in Example 3, so it will not be described again.

[0187] Functions and effects of Example 6

[0188] According to the rail vibration isolation system provided in this embodiment, since it adopts a superimposed vibration isolator 150 containing multiple rubber springs to form a floating plate, it can achieve the same vibration reduction and noise reduction effect as in embodiment three.

[0189] Because the elastic element 154 comprises multiple vertically stacked rubber springs 1543, its stiffness has a large adjustable range, and the overall height of the stacked vibration isolator 150 has a large adjustable range. When two stacked rubber springs 1543 are included, the overall stiffness is half that of a single rubber spring 1543; when three stacked rubber springs 1543 are included, the overall stiffness is one-third that of a single rubber spring 1543, and so on. Even with adjustments to the material formulation and manufacturing process, the stiffness of a single rubber spring 1543 is difficult to achieve such a range. Therefore, the elastic element 154 of this embodiment has a significantly increased stiffness range compared to a single rubber spring 1543, making it well-suited for various working conditions.

[0190] The above embodiments are only used to illustrate specific implementations of the present invention, and the present invention is not limited to the scope of the description of the above embodiments.

Claims

1. A rail vibration isolation system, characterized in that, include: Rail vibration absorbers are installed on the rails. Rail pad, which is installed below the rail; as well as Vibration damping units are installed between the track bed and the foundation. The rail vibration absorber includes vibration-absorbing wedges for absorbing vibration. The vibration damping unit includes elastic elements for absorbing vibration. The vibration damping unit is a stacked type of vibration isolator, and there are multiple of them. The elastic element includes a support cylinder, a support base, at least two rubber springs disposed inside the encapsulation structure formed by the fitting of the support cylinder and the support base, and several spring connecting assemblies. Multiple rubber springs are vertically stacked, and the spring connecting assembly is disposed between two adjacent rubber springs. The multiple rubber springs are connected into one piece. The superimposed vibration isolator also includes: An outer sleeve is embedded in the track bed slab, and the elastic element is located below the outer sleeve; The height adjustment shim is positioned above the elastic element; and A locking shim is positioned above the height adjusting shim and fitted inside the outer sleeve. It is connected to the height adjusting shim and the elastic element via a connector. The spring connection assembly includes: A spring connector having a pair of oppositely arranged fitting grooves, the shape of which matches the end of the rubber spring; and Multiple connecting fixing pieces are mounted on the spring connector, with their ends extending toward the fitting groove. The opposite ends of the two rubber springs are respectively fitted into a pair of fitting grooves and held in place by the ends of the extended connecting piece retaining plate.

2. The rail vibration isolation system according to claim 1, Its features are: in, The track pad is made of rubber. The vibration-absorbing wedge is made of rubber and contains a metal block inside. The rail vibration absorber includes: A pair of vibration-absorbing wedges are respectively attached to the waist of both sides of the rail; as well as At least two clamps are used to clamp the pair of vibration-absorbing wedges onto the rail.

3. The rail vibration isolation system according to claim 2, characterized in that: in, The rail vibration absorber also includes: At least one counterweight is connected to the non-contact surface of the vibration-absorbing wedge. The counterweight is made of metal and weighs 4.5 kg.

4. The rail vibration isolation system according to claim 1, Its features are: in, The vibration damping unit is a rubber track bed vibration damping pad, comprising: Main body of the pad; as well as Multiple vibration-damping bosses are distributed on one surface of the pad body and are integrally formed with the pad body. The vibration damping boss is conical, cylindrical, or prismatic.

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