Laboratory evaluation method for vibration reduction effect of vibration excitation device and vibration reduction track

Abstract

The present invention discloses a laboratory evaluation method for vibration reduction effect of vibration reduction track and a vibration excitation device, the method comprising: collecting vertical vibration acceleration data of ordinary track and vibration reduction track respectively, obtaining power spectrum density, total effective value and kurtosis after processing; determining load spectrum amplification factor according to total effective value and total effective value limit of vibration excitation device; determining equivalent load spectrum according to power spectrum density and load spectrum amplification factor; inputting equivalent load spectrum and kurtosis into vibration excitation device to implement vibration reduction effect test, obtaining laboratory test signal and amplifying it, obtaining amplified laboratory vibration data; determining rail vibration correction coefficient according to target rail vertical vibration acceleration data and laboratory rail vibration data, correcting laboratory vibration data, obtaining laboratory evaluation point vibration data correction value; determining evaluation point vibration level and vibration reduction effect of vibration reduction track according to laboratory evaluation point vibration data correction value. The method has accurate results, is easy to operate, has low cost and high benefit.

Description

Technical Field

[0001] The invention relates to the technical field of track vibration reduction, and in particular to a vibration excitation device and a laboratory evaluation method for the vibration reduction effect of a vibration reduction track. Background Art

[0002] Urban rail transit has become one of the most popular modes of transportation for urban residents due to its low-carbon, environmentally friendly, convenient and fast advantages. The continuous increase in the density of subway lines has greatly alleviated the traffic pressure within the city. At the same time, the vibration problem caused by rail transit operation has become increasingly prominent, and rail transit vibration reduction measures have been increasingly widely used.

[0003] At present, the commonly used rail vibration reduction measures in rail transit mainly include elastic fasteners, vibration reduction pads, vibration reduction roadbeds, etc. The vibration reduction effect of vibration reduction rail products must be tested in the laboratory before use. The vibration reduction effect of vibration reduction rail is closely related to the excitation conditions of the track. Therefore, how to simulate the actual vibration conditions on site determines whether the effect of vibration reduction modification on the target track section can achieve the expected effect. Only the excitation state that is closer to the actual operating conditions can obtain the vibration reduction effect close to the actual operation.

[0004] Conventional laboratory evaluation usually uses a drop axle test, which cannot simulate the wheel-rail excitation state in actual train operation, resulting in inaccurate evaluation results of vibration reduction products. Summary of the invention

[0005] An object of the present invention is to provide a laboratory test method for evaluating the vibration reduction effect of a vibration reduction track, so as to solve the problem of inaccurate laboratory test results of the vibration reduction effect of a vibration reduction track.

[0006] Another object of the present invention is to provide a vibration excitation device for performing a vibration excitation test in the above method.

[0007] To this end, the present invention adopts the following technical solutions:

[0008] A laboratory test method for evaluating the vibration reduction effect of a vibration reduction track comprises the following steps:

[0009] S1, respectively collecting vertical vibration acceleration data of target rails of common track and vibration reduction track, performing vibration signal processing, and obtaining power spectrum density, total effective value and kurtosis of target rails of the two tracks; the track conditions of the target sections of the common track and the vibration reduction track are the same;

[0010] S2, according to the total effective value limit of the excitation device and the total effective value of the target rails of the ordinary track and the vibration-damped track obtained in S1, the load spectrum amplification factors of the ordinary track and the vibration-damped track are determined respectively;

[0011] S3, according to the power spectrum density of the target rails of the ordinary track and the vibration-damping track and the corresponding load spectrum amplification factor obtained by S2, determine the equivalent load spectrum of the ordinary track and the vibration-damping track. The calculation formula is as follows:

[0012]

[0013] In the formula, spe represents the equivalent load spectrum; psd represents the power spectrum density, and a represents the load spectrum amplification factor;

[0014] S4, input the equivalent load spectra of the common track and the vibration-damped track obtained in S3 and the kurtosis of the common track and the vibration-damped track obtained in S1 into the vibration excitation device to implement the vibration reduction effect test, respectively obtain the laboratory test signals of the common track and the vibration-damped track, and amplify the signals according to the corresponding load spectrum amplification coefficient a obtained in S2, and respectively obtain the amplified laboratory vibration data of the common track and the vibration-damped track, wherein:

[0015] When testing each track, the rail vibration measuring point is set at the bottom of the rail, and the evaluation point is set on the substrate; the rail vibration measuring point is the same as the measuring point of the target rail vibration; the laboratory test signal includes a laboratory rail test signal and an evaluation point test signal, and the laboratory vibration data includes laboratory rail vibration data and evaluation point vibration data; there are:

[0016] ZLR=TLR×a;

[0017] ZLE=TLE×a;

[0018] Where: TLR represents the laboratory rail test signal; TLE represents the evaluation point test signal; ZLR represents the laboratory rail vibration data; ZLE represents the evaluation point vibration data;

[0019] S5, according to the target rail vertical vibration acceleration data obtained in S1 and the laboratory rail vibration data obtained in S4, respectively determine the rail vibration correction coefficients of the common track and the vibration reduction track, correct the corresponding laboratory vibration data, and respectively obtain the vibration data correction values ​​of the laboratory evaluation points of the common track and the vibration reduction track;

[0020] The method for determining the rail vibration correction coefficient is:

[0021]

[0022] The calculation formula for the vibration data correction value ZCE of the laboratory evaluation point is:

[0023] ZCE=ZLE×c;

[0024] in:

[0025] ZSR represents the vertical vibration acceleration data of the target rail;

[0026] c represents the rail vibration correction coefficient;

[0027] ZCE represents the correction value of vibration data at the laboratory evaluation point;

[0028] S6, determining the vibration levels of the evaluation points of the ordinary track and the vibration-damping track and the vibration-damping effect of the vibration-damping track according to the vibration data correction values ​​of the laboratory evaluation points of the ordinary track and the vibration-damping track obtained in S5.

[0029] In the above method, for each track, if the total effective value is less than the total effective value limit of the excitation device, the load spectrum magnification factor a=1; otherwise, the load spectrum magnification factor a is determined as follows:

[0030]

[0031] Where: rms represents the total effective value, and lim represents the limit value of the excitation device.

[0032] In the above S1, the track conditions include vehicle specifications, line form, tunnel cross-section shape, burial depth and geological conditions.

[0033] Preferably, the distance between the evaluation point in S4 and the track plate is less than 0.5 m.

[0034] A vibration excitation device for the above-mentioned vibration reduction track vibration reduction effect laboratory evaluation method, comprising a support, a column, an upper cover, a limiter, a vibration damper, an electromagnetic vibrator, a motor, and a wheel, wherein the support is in the shape of a rectangular parallelepiped; four columns are symmetrically arranged on the support, and the upper ends of the columns are connected to the upper cover; one end of the limiter is connected to the upper cover, and the other end is connected to the electromagnetic vibrator, and is used to limit the movement range of the electromagnetic vibrator; the electromagnetic vibrator is installed on the support, and has the function of processing the input equivalent load spectrum and kurtosis into a time domain excitation signal and outputting it; four vibration dampers 45 are provided, which are respectively arranged adjacent to four columns, and are used to buffer the vibration impact of the electromagnetic vibrator; four wheels are provided, which are installed on both sides of the bottom of the support, the wheels are in direct contact with the rails, and the distance between the wheels on the left and right sides is equal to the track gauge; the motor is used to drive the wheels to rotate; the excitation signal output by the electromagnetic vibrator acts on the support and is applied to the rail 3 through the wheels.

[0035] The above-mentioned limiter is a mechanical or photoelectric limiter; the shock absorber can be an air spring type, a steel spring type or a rubber spring type shock absorber; the support, the column and the upper cover plate are all made of metal; the column is a cylinder.

[0036] The vibration reduction effect laboratory evaluation method of the vibration reduction track of the present invention collects the target rail vibration data of the ordinary track and the vibration reduction track to process the vibration signal, obtains the typical characteristic information (power spectrum density, total effective value, kurtosis), thereby determining the load spectrum amplification factor according to the total effective value and the limit value of the excitation device, determining the equivalent load spectrum according to the power spectrum density and the load spectrum amplification factor, inputting the equivalent load spectrum and kurtosis into the excitation device, conducting a laboratory excitation test, obtaining the laboratory test signal, and amplifying the signal according to the load spectrum amplification factor to obtain the laboratory vibration data, determining the rail vibration correction factor according to the target rail vibration data and the laboratory rail vibration data, and correcting the laboratory vibration data to obtain the laboratory vibration data correction value. Thus, the response data close to the actual train running state is obtained in the laboratory, and finally the vibration level of the evaluation point and the vibration reduction effect of the vibration reduction track are determined according to the laboratory vibration data correction value.

[0037] Compared with the prior art, the present invention has the following beneficial effects:

[0038] 1. The existing on-site testing technology has a large amount of on-site testing work, and the laying and replacement of tracks are difficult and costly. The present invention simulates the passing state of on-site trains in the laboratory for testing, which has low difficulty, low testing cost and high economic benefits.

[0039] 2. The existing laboratory drop axle test technology does not consider track conditions, vehicle models, wheel-rail conditions, etc., and cannot simulate the wheel-rail excitation state in actual train operation, resulting in inaccurate evaluation results. The test conditions of the present invention are close to the actual train operation conditions, solving the problem of inaccurate laboratory evaluation results of vibration reduction track vibration reduction effect.

[0040] 3. The present invention innovatively proposes a laboratory simulation evaluation method for the on-site status of rail transit vehicles and designs a vibration excitation device suitable for the simulation method. Through the method of the present invention, the vibration-reducing track can achieve the actual effect of on-site measurement in the laboratory simulation evaluation, which is conducive to the evaluation of vibration-reducing tracks and the development of new vibration-reducing products and promotes the healthy development of the rail transit industry. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 It is a flow chart of the laboratory evaluation method of the vibration reduction effect of the vibration reduction track of the present invention;

[0042] Figure 2 It is a main diagram showing the use status of the vibration rail vibration reduction effect laboratory evaluation device of the present invention;

[0043] Figure 3 for Figure 2 The side view of the use status of the vibration track vibration reduction effect laboratory evaluation device shown;

[0044] Figure 4It is a structural schematic diagram of a laboratory evaluation device for vibration reduction effect of a vibration track of the present invention;

[0045] Figure 5 is the target rail vibration power spectrum density of the common track and the vibration reduction track in the embodiment of the present invention;

[0046] Figure 6 is the equivalent load spectrum of the common track and the vibration-damping track in the embodiment of the present invention;

[0047] Figure 7 It is a laboratory test signal of a common track in an embodiment of the present invention;

[0048] Figure 8 The laboratory test signal of the vibration-damping track in the embodiment of the present invention;

[0049] Fig. 9 The laboratory vibration data of the common track in the embodiment of the present invention;

[0050] Fig.10 Laboratory vibration data of the vibration-damping track in the embodiment of the present invention;

[0051] Fig.11 is the rail vibration correction coefficient of the ordinary track and the vibration reduction track in the embodiment of the present invention;

[0052] Fig.12 is the laboratory vibration data correction value of the common track in the embodiment of the present invention;

[0053] Fig.13 is a laboratory vibration data correction value of the vibration-damping track in an embodiment of the present invention;

[0054] Fig.14 is the vibration level of the evaluation point of the ordinary track and the vibration reduction track in the embodiment of the present invention;

[0055] Fig.15 This is a diagram showing the vibration reduction effect of the vibration reduction track in an embodiment of the present invention.

[0056] In the figure:

[0057] 1. Base; 2. Track plate; 3. Rail; 4. Vibration device; 41. Support; 42. Column; 43. Upper cover plate;

[0058] 44. Stopper; 45. Shock absorber; 46. Electromagnetic vibrator; 47. Electric motor; 48. Wheel;

[0059] 5. Location of rail vibration measurement points; 6. Location of evaluation points. DETAILED DESCRIPTION

[0060] In order to make the objectives, technical solutions and advantages of the present invention more clear, the technical solutions of the present invention are described in detail below with reference to the accompanying drawings and embodiments.

[0061] See also Figure 1 The laboratory evaluation method for the vibration reduction effect of the vibration reduction track of the present invention comprises the following steps:

[0062] S1, collects the target rail vertical vibration acceleration data (ZSR) of the common track and the vibration reduction track respectively, processes the vibration signal, and obtains the typical characteristic information of the common track and the vibration reduction track.

[0063] The typical characteristic information includes power spectrum density PSD, total effective value RMS and kurtosis K. Power spectrum density PSD is a physical quantity that characterizes the relationship between the power energy and frequency of the signal; total effective value RMS reflects the energy intensity of the vibration signal; kurtosis reflects the numerical statistics of the distribution characteristics of the vibration signal, that is, the share of the peak instantaneous value.

[0064] The target sections of ordinary track and vibration-damped track for data collection should have the same basic conditions such as vehicle type, line form, tunnel cross-section shape, burial depth, etc. The geological conditions should be relatively similar, and the rail transit trains should be in normal operation.

[0065] See also Figure 2 ,The rail vibration measuring point position 5 of the ordinary track and the vibration reduction track for collecting data should be the same as the measuring point position for the laboratory rail vibration test, both located at the bottom of the rail.

[0066] S2, determine the load spectrum amplification factor a of the ordinary track and the vibration-damped track respectively according to the total effective value limit of the excitation device and the total effective value of the ordinary track and the vibration-damped track obtained in S1.

[0067] If the total effective value rms is less than the total effective value limit lim of the excitation device, the load spectrum amplification factor a=1.

[0068] Otherwise, the load spectrum magnification factor is determined as follows:

[0069]

[0070] The excitation device limit lim reflects the maximum energy intensity that the excitation device can withstand. The physical unit of the excitation device limit lim is the same as the total effective value rms. The excitation device limit should be less than the energy intensity of the target rail vertical vibration acceleration signal.

[0071] S3, in order to input the characteristic information of the target rail vertical vibration acceleration data of the common track and the vibration-damping track into the excitation device, the equivalent load spectrum spe of the common track and the vibration-damping track is determined according to their respective power spectrum density psd and load spectrum amplification factor a, and the calculation formula is as follows:

[0072]

[0073] S4, input the equivalent load spectra of the ordinary track and the damped track obtained in S3 and the kurtosis of the ordinary track and the damped track obtained in S1 into the vibration device. Figure 2-4 The vibration reduction effect tests were carried out on the vibration excitation devices shown.

[0074] Specifically, when testing in a laboratory, the test conditions of the tested common track and the vibration-damped track should be the same as the conditions of the common track and the vibration-damped track during field testing, respectively.

[0075] When conducting the test, the measurement point location of the laboratory rail vibration should be the same as the measurement point location of the target rail vibration.

[0076] See also Figure 2 When testing each type of track, two acceleration test positions are arranged, namely, rail vibration measurement point position 5 (located at the bottom of the rail) and evaluation point position 6 (located on the base 1, less than 0.5m away from the track plate 2). The equivalent load spectrum spe obtained by S3 and the kurtosis k obtained by S1 are input into the excitation device to perform an excitation experiment, obtain the laboratory test signal TL (including the laboratory rail test signal TLR and the evaluation point test signal TLE), and amplify the signal according to the load spectrum amplification coefficient a obtained by S2 to obtain the amplified laboratory vibration data ZL (laboratory rail vibration data ZLR + evaluation point vibration data ZLE):

[0077] ZLR=TLR×a;

[0078] ZLE=TLE×a.

[0079] S5, determining a rail vibration correction coefficient c according to the target rail vertical vibration acceleration data ZSR and the laboratory rail vibration data ZLR obtained in S1, correcting the laboratory vibration data, and obtaining a laboratory vibration data correction value.

[0080] Due to the limitation of the output performance of the excitation device and the influence of its own natural frequency, the laboratory rail vibration data is not completely consistent with the target rail vibration data. Therefore, it is necessary to determine the rail vibration correction coefficient based on the target rail vibration data and the laboratory rail vibration data, correct the laboratory vibration data, and obtain the laboratory evaluation point vibration data correction value ZCE.

[0081] The method for determining the rail vibration correction coefficient c is:

[0082]

[0083] The calculation formula for the vibration data correction value ZCE of the laboratory evaluation point is:

[0084] ZCE=ZLE×c;

[0085] S6, determining the vibration level of the evaluation point and the vibration reduction effect of the vibration reduction track according to the laboratory evaluation point vibration data correction value ZCE obtained in S5.

[0086] According to relevant standards, the vibration levels of the vibration data correction values ​​ZCE of the laboratory evaluation points of the ordinary track and the vibration-reducing track are calculated respectively, and then the vibration reduction effect of the vibration-reducing track is determined by calculating the difference between the two.

[0087] See also Figure 2-Figure 4 The vibration excitation device 4 used in the evaluation method of the present invention includes: a support 41, a column 42, an upper cover plate 43, a limiter 44, a shock absorber 45, an electromagnetic exciter 46, a motor 47, and a wheel 48.

[0088] Specifically, the support 41 is the platform foundation of the excitation device, and is a rectangular parallelepiped made of metal (such as steel). There are four columns 42, which are symmetrically arranged on the support 41 and are all cylindrically made of metal. The upper ends of the columns 42 are connected to the upper cover plate 43. The upper cover plate 43 is a rectangular parallelepiped plate made of metal.

[0089] The limiter 44 has the function of limiting the movement range of the electromagnetic vibrator 46 to protect the safety of the vibrator and the staff, and can be a mechanical or photoelectric limiter.

[0090] There are four vibration dampers 45, which are respectively arranged adjacent to the four columns, for buffering the vibration impact of the electromagnetic exciter 46 and protecting the safety of the exciter and the staff. The vibration damper 45 can be an air spring type, a steel spring type or a rubber spring type vibration damper.

[0091] The electromagnetic exciter 46 is installed on the support 41 and has the function of processing the input equivalent load spectrum and kurtosis into a time domain excitation signal and outputting the signal.

[0092] The motor 47 is used to drive the wheels 48 to rotate. There are four wheels, which are installed on both sides of the bottom of the support 41. The wheels are in direct contact with the rails. The distance between the wheels on the left and right sides is equal to the track gauge, which is used to realize the movement of the excitation device on the rails.

[0093] The excitation signal output by the electromagnetic exciter 46 acts on the support 41 and is applied to the rail 3 through the wheel 48 .

[0094] The track slab 2 is laid on the base 1 , and the rails 3 are laid on the track slab 2 .

[0095] Example 1

[0096] A laboratory test method for evaluating the vibration reduction effect of a vibration reduction track comprises the following steps:

[0097] S1, collects vertical vibration acceleration data (ZSR) of ordinary track and vibration reduction track respectively, processes vibration signals, and obtains typical characteristic information of the two tracks, namely power spectrum density (psd), total effective value (rms) and kurtosis (k).

[0098] The working status and conditions of the target rail test section are as follows:

[0099] The tunnel is a circular shield tunnel with an outer diameter of 6m, a track surface buried depth of 15m, a straight line, a 60kg / m rail, and a roadbed of ordinary rail and steel spring floating plate vibration-damping rail. The speed of the train passing through the test section is about 75km / h. The rails are in good condition without corrugation. The tunnel has no cracks, water seepage and other defects. The roadbed has no empty hanging, cracking, mud bubbling and other defects. The test section is more than 10m away from the rail joint (weld), and the rail joint has no misaligned teeth. The test sections of the ordinary track and the vibration-damping track are in the same direction (left line) and the same interval. When the same train passes through these two sections, the wheel out-of-roundness is consistent and the train axle weight is consistent. All trains are subway type B vehicles with 6 carriages.

[0100] The power spectral density psd of target rail vibration of ordinary track and vibration reduction track is as follows: Figure 5 As shown in the figure, the calculation shows that the kurtosis of the ordinary track is k = 9.54, and the total effective value rms = 1.25; the kurtosis of the vibration reduction track is k = 8.58, and the total effective value rms = 0.18.

[0101] S2. Determine the load spectrum amplification factor a of the two track forms according to the corresponding total effective value rms and the total effective value limit lim of the excitation device.

[0102] In this embodiment, the total effective value limit lim of the excitation device is 0.2. After calculation, the load spectrum magnification factor a of the ordinary track is 6.25. The total effective value of the vibration reduction track is less than the total effective value limit of the excitation device, so the load spectrum magnification factor a of the vibration reduction track is taken as 1.

[0103] S3, in order to input the characteristic information of the target rail vertical vibration data into the excitation device, the equivalent load spectrum spe of the ordinary track and the vibration reduction track is determined according to the corresponding power spectrum density psd and load spectrum amplification factor. The calculation formula is:

[0104]

[0105] After calculation, the equivalent load spectrum of the ordinary track and the vibration reduction track is as follows: Figure 6 shown.

[0106] S4, the equivalent load spectrum and kurtosis of the ordinary track and the vibration reduction track are input into the vibration excitation device respectively. Figure 2 , Figure 3 Laboratory excitation tests on the vibration reduction effect of the vibration reduction track were carried out on the devices shown.

[0107] During the test, two acceleration test positions are arranged, namely rail vibration measurement point position 5 and evaluation point position 6. The obtained laboratory test signal TL (including laboratory rail test signal TLR and evaluation point test signal TLE) is amplified, and the laboratory vibration data ZL (laboratory rail vibration data ZLR + evaluation point vibration data ZLE) after signal amplification is calculated according to the load spectrum amplification factor. The calculation formula is:

[0108] ZLR=TLR×a;

[0109] ZLE=TLE×a.

[0110] After calculation, the laboratory test signal of ordinary track is Figure 7 As shown; the laboratory test signal of the vibration-damping track is as follows Figure 8 The laboratory vibration data of ordinary rails are shown in Fig. 9 As shown; laboratory vibration data of the vibration-damped track is shown Fig.10 shown.

[0111] S5, determining the rail vibration correction coefficient c according to the target rail vertical vibration acceleration data ZSR and the laboratory rail vibration data ZLR obtained in S1, correcting the corresponding laboratory vibration data, and obtaining the laboratory vibration data correction values ​​ZC for determining the ordinary track and the vibration reduction track respectively.

[0112] The method for determining the rail vibration correction coefficient c is:

[0113]

[0114] The calculation formula for the vibration data correction value ZCE of the laboratory evaluation point is:

[0115] ZCE=ZLE×c;

[0116] After calculation, the rail vibration correction coefficients of ordinary track and vibration reduction track are as follows: Fig.11 The correction value of laboratory vibration data of ordinary track is as follows Fig.12 As shown, the laboratory vibration data correction value of the vibration-damped track is as follows Fig.13 shown.

[0117] S6, determining the vibration levels of the evaluation points of the common track and the vibration reduction track and the vibration reduction effect of the vibration reduction track according to the laboratory evaluation point vibration data correction value ZCE obtained in S5.

[0118] According to the standard "GB 10071-88 Urban Area Environmental Vibration Measurement Method", the vibration levels of the laboratory evaluation point vibration data correction values ​​ZCE of the ordinary track and the vibration reduction track are calculated respectively, and then the vibration reduction effect of the vibration reduction track is determined by calculating the difference between the two.

[0119] After calculation, the vibration levels of the evaluation points of the ordinary track and the vibration reduction track are as follows: Fig.14 The vibration reduction effect of the vibration reduction track is shown in Fig.15 As shown in the figure, it can be seen that the vibration reduction effect of the vibration reduction track at different frequencies is different, and the maximum vibration reduction effect reaches 12dB. This is close to the actual vibration reduction effect on site.

Claims

1. A laboratory evaluation method for vibration reduction effect of vibration reduction track, characterized in that: The following steps are involved: S1, respectively collecting vertical vibration acceleration data of target rails of common track and vibration reduction track, performing vibration signal processing, and obtaining power spectrum density, total effective value and kurtosis of target rails of the two tracks; the track conditions of the target sections of the common track and the vibration reduction track are the same; S2, according to the total effective value limit of the excitation device and the total effective value of the target rails of the ordinary track and the vibration-damped track obtained in S1, determine the load spectrum amplification factor of the ordinary track and the vibration-damped track respectively; S3, according to the power spectrum density of the target rails of the ordinary track and the vibration-damping track and the corresponding load spectrum amplification factor obtained by S2, determine the equivalent load spectrum of the ordinary track and the vibration-damping track. The calculation formula is as follows: In the formula, spe represents the equivalent load spectrum; psd represents the power spectrum density, and a represents the load spectrum amplification factor; S4, input the equivalent load spectra of the common track and the vibration-damped track obtained in S3 and the kurtosis of the common track and the vibration-damped track obtained in S1 into the vibration excitation device to implement the vibration reduction effect test, respectively obtain the laboratory test signals of the common track and the vibration-damped track, and amplify the signals according to the corresponding load spectrum amplification coefficient a obtained in S2, and respectively obtain the amplified laboratory vibration data of the common track and the vibration-damped track, wherein: When testing each track, the rail vibration measuring point is set at the bottom of the rail, and the evaluation point is set on the substrate; the rail vibration measuring point is the same as the measuring point of the target rail vibration; the laboratory test signal includes a laboratory rail test signal and an evaluation point test signal, and the laboratory vibration data includes laboratory rail vibration data and evaluation point vibration data; there are: ZLR=TLR×a; ZLE=TLE×a; Where: TLR represents the laboratory rail test signal; TLE represents the evaluation point test signal; ZLR represents the laboratory rail vibration data; ZLE represents the evaluation point vibration data; S5, according to the target rail vertical vibration acceleration data obtained in S1 and the laboratory rail vibration data obtained in S4, respectively determine the rail vibration correction coefficients of the common track and the vibration reduction track, correct the corresponding laboratory vibration data, and respectively obtain the vibration data correction values ​​of the laboratory evaluation points of the common track and the vibration reduction track; The method for determining the rail vibration correction coefficient is: The calculation formula for the vibration data correction value ZCE of the laboratory evaluation point is: ZCE=ZLE×c; in: ZSR represents the vertical vibration acceleration data of the target rail; c represents the rail vibration correction coefficient; ZCE represents the correction value of vibration data at the laboratory evaluation point; S6, determining the vibration levels of the evaluation points of the ordinary track and the vibration-damping track and the vibration-damping effect of the vibration-damping track according to the vibration data correction values ​​of the laboratory evaluation points of the ordinary track and the vibration-damping track obtained in S5.

2. The laboratory test method for vibration reduction effect of vibration reduction track according to claim 1 is characterized in that: For each track, if the total effective value is less than the total effective value limit of the excitation device, the load spectrum magnification factor a=1; otherwise, the load spectrum magnification factor a is determined as follows: Where: rms represents the total effective value, and lim represents the limit value of the excitation device.

3. The laboratory test method for vibration reduction effect of vibration reduction track according to claim 1 is characterized in that: The track conditions described in S1 include vehicle specifications, line form, tunnel cross-section shape, burial depth and geological conditions.

4. The laboratory test method for vibration reduction effect of vibration reduction track according to claim 1 is characterized in that: In S4, the distance between the evaluation point and the track slab is less than 0.5 m.

5. A vibration excitation device for use in a laboratory evaluation method for vibration reduction effect of a vibration reduction track according to any one of claims 1 to 4, characterized in that: It includes a support (41), a column (42), an upper cover (43), a stopper (44), a vibration damper (45), an electromagnetic vibrator (46), a motor (47), and a wheel (48). The support (41) is in the shape of a rectangular parallelepiped; Four columns (42) are symmetrically arranged on the support, and the upper ends of the columns 42 are connected to the upper cover plate (43); One end of the limiter (44) is connected to the upper cover plate (43), and the other end is connected to the electromagnetic vibrator (46), and is used to limit the movement range of the electromagnetic vibrator (46); The electromagnetic exciter (46) is installed on the support (41) and has the function of processing the input equivalent load spectrum and kurtosis into a time domain excitation signal and outputting the signal; There are four vibration dampers (45), which are respectively arranged adjacent to the four columns and are used to buffer the vibration impact of the electromagnetic exciter (46); The wheels are provided with four and are mounted on both sides of the bottom of the support (41). The wheels are in direct contact with the rails, and the distance between the wheels on the left and right sides is equal to the track gauge. The motor (47) is used to drive the wheel (48) to rotate; The excitation signal output by the electromagnetic exciter (46) acts on the support (41) and is applied to the rail (3) through the wheel (48).

6. The vibration excitation device according to claim 5, characterized in that: The stopper (44) is a mechanical or photoelectric stopper.

7. The vibration excitation device according to claim 5, characterized in that: The shock absorber can be an air spring type, a steel spring type or a rubber spring type shock absorber.

8. The vibration excitation device according to claim 5, characterized in that: The support (41), the column (42) and the upper cover plate are all made of metal.

9. The vibration excitation device according to claim 5, characterized in that: The column (42) is a cylinder.

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