Multi-layer composite elastic vibration reduction system for urban rail transit

Abstract

The invention discloses a multi-layer composite elastic vibration reduction system for urban rail transit, belongs to the field of vibration of urban rail transit, and aims to solve the problem that a traditional vibration reduction device is difficult to meet the requirements of modern rail transit on efficient vibration reduction and long-term stability. Through precise combination of the ballast bed vibration reduction subsystem, the fastener vibration reduction subsystem and the double-layer elastic vibration reduction connection coupling subsystem, the functions of multiple vibration reduction, vibration isolation and load adjustment are achieved, the ballast bed vibration reduction subsystem can conduct effective vibration reduction and isolation in multiple directions and in the frequency range through layered design, and the vibration reduction effect of the ballast bed vibration reduction subsystem is improved. The fastener vibration reduction subsystem enhances the multi-dimensional isolation effect of vibration through a three-dimensional vibration isolation device and a porous tuning design, and the double-layer elastic vibration reduction connection coupling subsystem optimizes the connection between a track and a track bed and ensures efficient vibration reduction and vibration isolation of the whole system. The damping structure is used in urban rail transit, the comfort and safety of the rail transit are improved, and the service life of a rail system is prolonged.

Description

Technical Field

[0001] The invention belongs to the field of urban rail transit vibration, and in particular relates to a multi-layer composite elastic vibration reduction system for urban rail transit. Background Art

[0002] With the continuous advancement of urbanization, rail transit has developed rapidly as an efficient, environmentally friendly and low-carbon public transportation mode. In various rail transit systems such as subways, light rails, elevated railways and suburban railways, the vibration and noise problems generated by trains during operation are becoming increasingly prominent. These vibrations not only affect the operating stability and service life of the rail system itself, but may also cause significant interference to surrounding buildings, sensitive equipment and the quality of life of residents, and even endanger the safety of engineering structures.

[0003] Most of the existing rail vibration reduction technologies use single-layer vibration damping pads, local vibration dampers or single-direction vibration isolation designs. Although these technologies can alleviate vibration problems to a certain extent, their vibration isolation effects will gradually decay under complex vibration frequencies or long-term operating conditions, making it difficult to meet the needs of modern rail transit for efficient vibration reduction and long-term stability. As train speeds continue to increase, the energy and complexity of rail system vibrations also increase, placing higher demands on vibration reduction systems. Traditional vibration reduction devices have been unable to meet the comprehensive needs of high-speed railways, urban rails and suburban railways for efficient vibration isolation, structural durability and economy. Therefore, there is an urgent need for a multi-level, multi-directional composite elastic vibration reduction system to meet the needs of modern urban rail transit. Summary of the invention

[0004] In order to solve the problem that traditional vibration reduction devices are difficult to meet the requirements of modern rail transportation for efficient vibration reduction and long-term stability, the present invention provides a gripping manipulator for industrial intelligent manufacturing;

[0005] A multi-layer composite elastic vibration reduction system for urban rail transit, the vibration reduction system comprising a ballast vibration reduction subsystem, a plurality of fastener vibration reduction subsystems and a plurality of double-layer elastic vibration reduction connection coupling subsystems, the ballast vibration reduction subsystem being arranged between the ballast and a plurality of sleepers, the bottom of the ballast vibration reduction subsystem being fixedly connected to the top of the ballast, the bottoms of the plurality of sleepers being fixedly connected to the top of the ballast vibration reduction subsystem, each fastener vibration reduction subsystem being arranged between a rail group and a sleeper, the bottom of each fastener vibration reduction subsystem being fixedly connected to the top of the sleeper, the bottom of the rail group being detachably connected to the top of the corresponding fastener vibration reduction subsystem, each double-layer elastic vibration reduction connection coupling subsystem being arranged between a rail in the rail group and the ballast vibration reduction subsystem, the bottom of each double-layer elastic vibration reduction connection coupling subsystem being fixedly connected to the top of the ballast vibration reduction subsystem, and the top of each double-layer elastic vibration reduction connection coupling subsystem being fixedly connected to the bottom of a rail;

[0006] Further, the ballast vibration damping subsystem comprises an upper vibration damping pad, a middle vibration damping pad and a lower vibration damping pad, which are sequentially stacked on the ballast from top to bottom, and the bottom of the lower vibration damping pad is in close contact with the top of the ballast, the bottom of the middle vibration damping pad is in close contact with the top of the lower vibration damping pad, the bottom of the upper vibration damping pad is in close contact with the top of the middle vibration damping pad, and the bottoms of multiple sleepers are in close contact with the top of the upper vibration damping pad;

[0007] Furthermore, the upper vibration damping pad is a concave shell elastic vibration energy dispersion vibration damping layer, the middle vibration damping pad is a split porous bidirectional adjustment vibration damping layer, and the lower vibration damping pad is a high-strength trapezoidal composite vibration damping layer;

[0008] Further, the middle-layer vibration-damping pad includes a longitudinal vibration-damping through-hole pad and a directional vibration-damping through-hole pad, the directional vibration-damping through-hole pad is located below the longitudinal vibration-damping through-hole pad, the bottom of the directional vibration-damping through-hole pad is fixedly connected to the top of the lower vibration-damping pad, the top of the directional vibration-damping through-hole pad is fixedly connected to the bottom of the longitudinal vibration-damping through-hole pad, and the top of the longitudinal vibration-damping through-hole pad is fixedly connected to the bottom of the upper vibration-damping pad;

[0009] Furthermore, the fastener vibration reduction subsystem includes a vertical high-efficiency hole tuning vibration reduction pad, a longitudinal dynamic elastic tuning vibration reduction pad and a transverse high-efficiency vibration isolation damping pad, the vertical high-efficiency hole tuning vibration reduction pad, the longitudinal dynamic elastic tuning vibration reduction pad and the transverse high-efficiency vibration isolation damping pad are sequentially stacked from top to bottom on the sleeper, and the bottom of the transverse high-efficiency vibration isolation damping pad is fixedly connected to the top of the sleeper, the bottom of the longitudinal dynamic elastic tuning vibration reduction pad is fixedly connected to the top of the transverse high-efficiency vibration isolation damping pad, the bottom of the vertical high-efficiency hole tuning vibration reduction pad is fixedly connected to the top of the longitudinal dynamic elastic tuning vibration reduction pad, and the two rails in the rail group are detachably connected to the top of the vertical high-efficiency hole tuning vibration reduction pad through two rail fastener modules respectively;

[0010] Furthermore, a groove is processed on the top of the sleeper along the length extension direction of the sleeper, and a three-dimensional elastic vibration isolation coupling device is arranged in the groove. The three-dimensional elastic vibration isolation coupling device includes a plurality of three-dimensional elastic vibration isolation springs, and the plurality of three-dimensional elastic vibration isolation springs are arranged in sequence and equidistantly along the length extension direction of the groove, and the bottom of each three-dimensional elastic vibration isolation spring is fixedly connected to the bottom of the groove, and the top of each three-dimensional elastic vibration isolation spring is fixedly connected to the bottom of the transverse high-efficiency vibration isolation damping pad;

[0011] Further, the rail fastener module includes a rail fastener, a nut and a screw rod, the rail fastener is fastened to one side of a rail in the rail group, one end of the screw rod passes through the rail fastener and the fastener vibration reduction subsystem in sequence and is inserted into the corresponding sleeper, the nut is arranged above the rail fastener and sleeved on the screw rod and is threadedly connected with the screw rod, and the rail fastener is tightly connected to the fastener vibration reduction subsystem and the rail through the nut and the screw rod;

[0012] Furthermore, the double-layer elastic vibration damping connection coupling subsystem includes a multi-layer composite vibration damping lining system and an elastic support adjustment system. The multi-layer composite vibration damping lining system includes a track interface elastic lining plate, an intermediate elastic vibration isolation lining plate and a ballast bed interface vibration damping lining plate. The elastic support adjustment system includes a rail support elastic spring layer and a ballast bed support elastic spring layer. The track interface elastic lining plate, the intermediate elastic vibration isolation lining plate and the ballast bed interface vibration damping lining plate are equidistantly arranged from top to bottom. The bottom of the ballast bed interface vibration damping lining plate is fixedly connected to the top of the fastener vibration damping subsystem, and the top of the track interface elastic lining plate is fixedly connected to the rail. The rail support elastic spring layer is laid between the track interface elastic lining plate and the intermediate elastic vibration isolation lining plate, and the top of the rail support elastic spring layer is fixedly connected to the bottom of the track interface elastic lining plate, the bottom of the rail support elastic spring layer is fixedly connected to the top of the intermediate elastic vibration isolation lining plate, the ballast bed support elastic spring layer is laid between the intermediate elastic vibration isolation lining plate and the ballast bed interface vibration reduction lining plate, and the top of the ballast bed support elastic spring layer is fixedly connected to the bottom of the intermediate elastic vibration isolation lining plate, and the bottom of the ballast bed support elastic spring layer is fixedly connected to the top of the ballast bed interface vibration reduction lining plate;

[0013] Further, the rail support elastic spring layer includes a plurality of rail support elastic springs, the plurality of rail support elastic springs are evenly distributed between the rail interface elastic lining plate and the intermediate elastic vibration isolation lining plate, and the top of each rail support elastic spring is fixedly connected to the bottom of the rail interface elastic lining plate, and the bottom of each rail support elastic spring is fixedly connected to the top of the intermediate elastic vibration isolation lining plate, and the ballast bed support elastic spring layer includes a plurality of ballast bed support elastic springs, the plurality of ballast bed support elastic springs are evenly distributed between the intermediate elastic vibration isolation lining plate and the ballast bed interface vibration reduction lining plate, and the top of each ballast bed support elastic spring is fixedly connected to the bottom of the intermediate elastic vibration isolation lining plate, and the bottom of each ballast bed support elastic spring is fixedly connected to the top of the ballast bed interface vibration reduction lining plate, and the structure of the rail support elastic spring is the same as that of the ballast bed support elastic spring;

[0014] Further, the rail support elastic spring includes a multifunctional precision elastic support base unit, a spring body and a connecting top seat, the spring body is arranged between the rail interface elastic lining plate and the intermediate elastic vibration isolation lining plate in the vertical direction, the top end of the spring body is fixedly connected to the bottom of the rail interface elastic lining plate through the connecting top seat, and the bottom end of the spring body is fixedly connected to the top of the intermediate elastic vibration isolation lining plate through the multifunctional precision elastic support base unit, a plurality of fine-tuning vibration isolation modules are arranged inside the multifunctional precision elastic support base unit, a plurality of fine-tuning mechanisms are arranged on the top of the multifunctional precision elastic support base unit, and each fine-tuning mechanism is arranged corresponding to a fine-tuning vibration isolation module, the bottom end of each fine-tuning mechanism passes through the shell of the multifunctional precision elastic support base unit and is in close contact with the corresponding fine-tuning vibration isolation module, the fine-tuning mechanism includes a micro-adjusting nut and a micro-adjusting bolt, the micro-adjusting nut is fixed to the top of the shell in the multifunctional precision elastic support base unit, the bottom end of the micro-adjusting bolt passes through the micro-adjusting nut and the shell of the multifunctional precision elastic support base unit in turn and is in contact with the top of the fine-tuning vibration isolation module, and the micro-adjusting bolt is threadedly connected to the micro-adjusting nut;

[0015] The fine-tuning vibration isolation module includes a micro elastic element, a micro spring, a spring built-in cylinder and a micro elastic connection pad, wherein the micro elastic element, the spring built-in cylinder and the micro elastic connection pad are arranged in sequence from top to bottom, the bottom of the micro elastic connection pad is fixed to the inner bottom of the shell in the multifunctional precision elastic support base unit, the spring built-in cylinder is arranged on the top of the micro elastic connection pad in the vertical direction, and the bottom of the spring built-in cylinder is fixedly connected to the top of the micro elastic connection pad, the micro elastic element is arranged on the top of the spring built-in cylinder and is fixedly connected to the top of the spring built-in cylinder, the micro spring is sleeved on the outside of the spring built-in cylinder, the top of the micro spring is fixedly connected to the micro elastic element, the bottom of the micro spring is fixedly connected to the micro elastic connection pad, and the bottom end of the micro adjustment bolt is in close contact with the top of the micro elastic element;

[0016] The beneficial effects of this application compared to the prior art are as follows:

[0017] The present application provides a multi-layer composite elastic vibration reduction system for urban rail transit. Compared with the prior art, the present application effectively enhances the vibration reduction effect of rail transit and reduces the impact of vibration on the surrounding environment through a multi-layer composite vibration reduction design. The double-layer elastic vibration reduction connection coupling system adjusts the configuration of elastic elements and the selection of materials so that the system can maintain efficient vibration isolation capabilities under different working conditions. Through the precision adjustment device, flexible configuration of elastic supports is achieved to meet the needs of different track loads and working conditions. The efficient vibration reduction design can effectively prevent structural damage caused by excessive vibration and extend the service life of track facilities.

[0018] The present application provides a multi-layer composite elastic vibration reduction system for urban rail transit, which is suitable for track vibration reduction in urban rail transit systems, and is particularly suitable for areas with strict requirements on environmental vibration control. It can significantly reduce the impact of vibration generated during rail transit operation on surrounding buildings and the environment.

[0019] The application provides a multi-layer composite elastic vibration reduction system for urban rail transit. Through multi-layer structural design and optimized application of composite materials, combined with partial pressure adjustment, vibration energy dispersion and multi-dimensional vibration isolation technology, it can not only significantly enhance the vibration isolation effect, but also extend the service life of the device and adapt to a variety of complex working conditions and environmental requirements. The introduction of this technology provides a new efficient and reliable solution for the field of rail transit vibration control. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a schematic diagram of the arrangement of the vibration reduction system described in this application;

[0021] Figure 2 A schematic cross-sectional view of an upper vibration damping pad in the vibration damping system described in the present application;

[0022] Figure 3 A schematic cross-sectional view of a middle-layer vibration-damping pad in the vibration-damping system described in the present application;

[0023] Figure 4 A schematic cross-sectional view of the lower vibration damping pad in the vibration damping system described in the present application;

[0024] Figure 5 It is a cross-sectional schematic diagram of the roadbed vibration reduction system in the vibration reduction system described in this application;

[0025] Figure 6 A schematic diagram of the arrangement of the fastener vibration reduction subsystem and the double-layer elastic vibration reduction connection coupling subsystem in the vibration reduction system described in this application;

[0026] Figure 7 This is a schematic diagram of the structure of the fastener vibration reduction subsystem in the vibration reduction system described in this application;

[0027] Figure 8 A cross-sectional schematic diagram of a vertical high-efficiency hole-tuned vibration damping pad in the vibration damping system described in this application;

[0028] Fig. 9 A cross-sectional schematic diagram of a longitudinal dynamic elastic tuning vibration damping pad in the vibration damping system described in the present application;

[0029] Fig.10 A cross-sectional schematic diagram of a transverse high-efficiency vibration isolation damping pad in the vibration reduction system described in the present application;

[0030] Fig.11 This is a schematic diagram of the assembly of the three-dimensional elastic vibration isolation coupling device in the vibration reduction system described in this application;

[0031] Fig.12 This is a schematic diagram of the structure of the rail fastener module in the vibration reduction system described in this application;

[0032] Fig.13 It is a schematic diagram of the arrangement of the double-layer elastic vibration reduction connection coupling subsystem in the vibration reduction system described in this application;

[0033] Fig.14 for Fig.13 A partial enlarged view of the middle A;

[0034] Fig.15 An exploded diagram of a double-layer elastic vibration reduction connection coupling subsystem in the vibration reduction system described in this application;

[0035] Fig.16 This is a front view of the double-layer elastic vibration reduction connection coupling subsystem in the vibration reduction system described in this application;

[0036] Fig.17 A side view of a double-layer elastic vibration reduction connection coupling subsystem in the vibration reduction system described in this application;

[0037] Fig.18 A schematic diagram of the connection between the multifunctional precision elastic support base unit and the intermediate elastic vibration isolation lining plate in the vibration reduction system described in this application;

[0038] Fig.19 This is an internal schematic diagram of a multifunctional precision elastic support base unit in the vibration reduction system described in this application;

[0039] In the figure, 1 is the ballast, 2 is the sleeper, 3 is the ballast vibration reduction subsystem, 31 is the upper vibration reduction pad, 32 is the middle vibration reduction pad, 33 is the lower vibration reduction pad, 321 is the longitudinal vibration reduction through hole pad, 322 is the directional vibration reduction through hole pad, 4 is the rail group, 5 is the fastener vibration reduction subsystem, 51 is the vertical high-efficiency hole tuning vibration reduction pad, 52 is the longitudinal dynamic elastic tuning vibration reduction pad, 53 is the lateral high-efficiency vibration isolation damping pad, 6 is the three-dimensional elastic vibration isolation coupling device, 71 is the rail fastener, 72 is the nut, 73 is the screw, 8 is the multi-layer composite vibration reduction lining system, 81 is the rail interface elastic lining plate, 82 is the intermediate elastic vibration isolation lining plate, 83 is the ballast interface vibration reduction lining plate, 9 is the elastic support adjustment system, 91 is the rail support elastic spring, 911 is the multifunctional precision elastic support base unit, 912 is the micro-adjustment nut, 913 is the micro-adjustment bolt, 92 is the ballast support elastic spring, 931 is the micro-elastic element, 932 is the micro-spring, 933 is the spring built-in cylinder and 934 is the micro-elastic connecting pad. DETAILED DESCRIPTION

[0040] Specific implementation method 1: Combination Figures 1 to 19The present embodiment is described. In the present embodiment, a multi-layer composite elastic vibration reduction system for urban rail transit is provided. The vibration reduction system includes a ballast vibration reduction subsystem 3, a plurality of fastener vibration reduction subsystems 5 and a plurality of double-layer elastic vibration reduction connection coupling subsystems. The ballast vibration reduction subsystem 3 is arranged between the ballast 1 and a plurality of sleepers 2, and the bottom of the ballast vibration reduction subsystem 3 is fixedly connected to the top of the ballast 1, and the bottoms of the plurality of sleepers 2 are all fixedly connected to the top of the ballast vibration reduction subsystem 3. Each fastener vibration reduction subsystem 5 is correspondingly arranged between a rail group 4 and a sleeper 2, and the bottom of each fastener vibration reduction subsystem 5 is fixedly connected to the top of the sleeper 2 where it is located, and the bottom of the rail group 4 is detachably connected to the top of the corresponding fastener vibration reduction subsystem 5. Each double-layer elastic vibration reduction connection coupling subsystem is arranged between a rail in the rail group 4 and the ballast vibration reduction subsystem 3, and the bottom of each double-layer elastic vibration reduction connection coupling subsystem is fixedly connected to the top of the ballast vibration reduction subsystem 3, and the top of each double-layer elastic vibration reduction connection coupling subsystem is fixedly connected to the bottom of a rail.

[0041] The present embodiment provides a multi-layer composite elastic vibration reduction system for urban rail transit, wherein the roadbed vibration reduction subsystem 3 realizes the first level of vibration reduction in the vibration reduction system, multiple fastener vibration reduction subsystems 5 realize the second level of vibration reduction in the vibration reduction system, and multiple double-layer elastic vibration reduction connection coupling subsystems realize the third and fourth levels of vibration reduction in the vibration reduction system. The multi-layer composite vibration reduction design effectively enhances the vibration reduction effect of rail transit, significantly enhances the overall vibration reduction capacity, and reduces the impact of vibration on the surrounding environment. At the same time, the vibration isolation subsystems in the present application all adopt a multi-layer composite material design and cooperate with a combination of multi-stage vibration isolation systems, which effectively avoids the singleness and limitations of traditional vibration reduction systems and provides a more flexible and efficient vibration control solution.

[0042] Specific implementation method 2: Combination Figures 1 to 19 This embodiment is described. The difference between this embodiment and the specific embodiment 1 is that the roadbed vibration reduction subsystem 3 includes an upper vibration reduction pad 31, a middle vibration reduction pad 32 and a lower vibration reduction pad 33. The upper vibration reduction pad 31, the middle vibration reduction pad 32 and the lower vibration reduction pad 33 are sequentially stacked on the roadbed 1 from top to bottom, and the bottom of the lower vibration reduction pad 33 is in close contact with the top of the roadbed 1, the bottom of the middle vibration reduction pad 32 is in close contact with the top of the lower vibration reduction pad 33, the bottom of the upper vibration reduction pad 31 is in close contact with the top of the middle vibration reduction pad 32, and the bottoms of multiple sleepers 2 are in close contact with the top of the upper vibration reduction pad 31. Other components and connection methods are the same as those in the specific embodiment 1.

[0043] Specific implementation method three: Combination Figures 1 to 19This embodiment is described. The difference between this embodiment and the second embodiment is that the upper vibration damping pad 31 is a concave shell elastic vibration energy dispersion vibration damping layer, the middle vibration damping pad 32 is a split porous bidirectional adjustment vibration damping layer, and the lower vibration damping pad 33 is a high-strength trapezoidal composite vibration damping layer. Other components and connection methods are the same as those of the second embodiment.

[0044] Specific implementation method four: Combination Figures 1 to 19 This embodiment is described. The difference between this embodiment and the third embodiment is that the middle vibration damping pad 32 includes a longitudinal vibration damping through-hole pad 321 and a directional vibration damping through-hole pad 322. The directional vibration damping through-hole pad 322 is located below the longitudinal vibration damping through-hole pad 321. The bottom of the directional vibration damping through-hole pad 322 is fixedly connected to the top of the lower vibration damping pad 33. The top of the directional vibration damping through-hole pad 322 is fixedly connected to the bottom of the longitudinal vibration damping through-hole pad 321. The top of the longitudinal vibration damping through-hole pad 321 is fixedly connected to the bottom of the upper vibration damping pad 31. Other components and connection methods are the same as those of the third embodiment.

[0045] In combination with the description of the second to fourth embodiments, the upper vibration damping pad 31 effectively disperses the vibration energy through the concave shell structure to reduce the vibration transmission efficiency. The longitudinal vibration damping through-hole pad 321 and the directional vibration damping through-hole pad 322 in the middle vibration damping pad 32 are connected by a threaded structure for easy adjustment and disassembly. The lower vibration damping pad 33 is in direct contact with the surface of the ballast bed to provide stable support and vibration damping and isolation functions.

[0046] The ballast vibration reduction subsystem 3 is assembled as follows in actual work:

[0047] Installation of the lower vibration damping pad 33: Lay the high-strength trapezoidal composite vibration damping layer evenly on the surface of the ballast bed 1, and ensure that the high-strength trapezoidal composite vibration damping layer is in close contact with the ballast bed surface. The high-strength trapezoidal composite vibration damping layer adopts a trapezoidal structure design to provide high bearing capacity and effectively absorb the residual vibration energy from the track system;

[0048] Assembly of the middle vibration damping pad 32: The middle vibration damping pad 32 is a split multi-porous bidirectional adjustable vibration damping layer. When installing, first place the directional vibration damping through-hole pad 322 on the upper surface of the lower vibration damping pad 33 to ensure that the two are in good contact. Then, the longitudinal vibration damping through-hole pad 321 is installed on the upper surface of the directional vibration damping through-hole pad 322. The special hole arrangement realizes the absorption and buffering of the lateral vibration.

[0049] Installation of the upper vibration damping pad 31: The concave shell elastic vibration energy dispersion vibration damping layer is laid on the upper surface of the middle vibration damping pad 32, ensuring that the uniform distribution direction of the concave shell structure is consistent with the main vibration propagation direction, so as to achieve efficient dispersion of vibration energy. The upper vibration damping pad 31, the middle vibration damping pad 32 and the lower vibration damping pad 33 are in close contact, and the vibration isolation effect of the system is further improved through interlayer friction.

[0050] Specific implementation method five: Combination Figures 1 to 19 This embodiment is described. The difference between this embodiment and the fourth embodiment is that the fastener vibration reduction subsystem 5 includes a vertical high-efficiency hole tuning vibration reduction pad 51, a longitudinal dynamic elastic tuning vibration reduction pad 52 and a transverse high-efficiency vibration isolation damping pad 53. The vertical high-efficiency hole tuning vibration reduction pad 51, the longitudinal dynamic elastic tuning vibration reduction pad 52 and the transverse high-efficiency vibration isolation damping pad 53 are sequentially stacked on the sleeper 2 from top to bottom, and the bottom of the transverse high-efficiency vibration isolation damping pad 53 is fixedly connected to the top of the sleeper 2, the bottom of the longitudinal dynamic elastic tuning vibration reduction pad 52 is fixedly connected to the top of the transverse high-efficiency vibration isolation damping pad 53, the bottom of the vertical high-efficiency hole tuning vibration reduction pad 51 is fixedly connected to the top of the longitudinal dynamic elastic tuning vibration reduction pad 52, and the two rails in the rail group 4 are respectively detachably connected to the top of the vertical high-efficiency hole tuning vibration reduction pad 51 through two rail fastener modules. Other components and connection methods are the same as those in the fourth embodiment.

[0051] Specific implementation method six: Combination Figures 1 to 19 This embodiment is described. The difference between this embodiment and the fifth embodiment is that a groove is processed on the top of the sleeper 2 along the length extension direction of the sleeper 2, and a three-dimensional elastic vibration isolation coupling device 6 is arranged in the groove. The three-dimensional elastic vibration isolation coupling device 6 includes a plurality of three-dimensional elastic vibration isolation springs, and the plurality of three-dimensional elastic vibration isolation springs are arranged in sequence and equidistantly along the length extension direction of the groove, and the bottom of each three-dimensional elastic vibration isolation spring is fixedly connected to the bottom of the groove, and the top of each three-dimensional elastic vibration isolation spring is fixedly connected to the bottom of the transverse high-efficiency vibration isolation damping pad 53. Other components and connection methods are the same as those of the fifth embodiment.

[0052] In combination with the description of the fifth and sixth embodiments, the vertical high-efficiency hole tuning vibration damping pad 51 includes a porous distribution design to enhance the vertical vibration isolation effect. The aperture and distribution of the vertical high-efficiency hole tuning vibration damping pad 51 can be flexibly adjusted according to the track design requirements. The longitudinal dynamic elastic tuning vibration damping pad 52 improves the vibration damping capacity through the elastic tuning design in a specific direction. The longitudinal dynamic elastic tuning vibration damping pad 52 further adopts a built-in damper design to enhance the longitudinal vibration damping capacity, and improves the vibration damping performance through the elastic tuning design in a specific direction. The transverse high-efficiency vibration isolation damping pad 53 adopts a high-damping composite material, which can effectively absorb transverse vibrations. The three-dimensional elastic vibration isolation coupling device 6 is located in the middle of the sleeper, and realizes multi-dimensional vibration relief through a three-way vibration isolation design, realizes multi-dimensional isolation of transverse, longitudinal and vertical vibrations, optimizes the vibration response of the sleeper, and has the function of adjusting the vibration amplitude in the middle of the sleeper.

[0053] The fastener damping subsystem 5 is assembled in the following manner in actual operation:

[0054] Installation of the three-dimensional elastic vibration isolation coupling device 6: fix the three-dimensional elastic vibration isolation coupling device 6 in the groove position on the top of the sleeper 2, and ensure that the bottom end of each three-dimensional elastic vibration isolation spring in the three-dimensional elastic vibration isolation coupling device 6 is tightly fitted and fixed to the sleeper 2, and the multi-dimensional adjustment of the vertical, lateral and longitudinal vibrations of the track system is achieved by adjusting the elastic coefficient of the coupling device;

[0055] Installation of vibration damping pads in sequence: install the transverse high-efficiency vibration isolation damping pad 53 on the upper surface of the three-dimensional elastic vibration isolation coupling device 6 to ensure close contact, and then lay the longitudinal dynamic elastic tuning vibration damping pad 52 and the vertical high-efficiency hole tuning vibration damping pad 51 in sequence. Pay attention to keep each layer flat to avoid stress concentration. The installation direction of the vertical high-efficiency hole tuning vibration damping pad 51 must ensure that the holes are arranged vertically to maximize the tuning effect of vertical vibration. After the fastener vibration damping subsystem 5 is installed, fine-tune the positioning of each layer of vibration damping pads through the nuts 72 and screws 73 in the track fastener module to ensure uniform stress state and optimal vibration isolation performance of the system.

[0056] Specific implementation method seven: Combination Figures 1 to 19 This embodiment is described. The difference between this embodiment and the sixth embodiment is that the rail fastener module includes a rail fastener 71, a nut 72 and a screw 73. The rail fastener 71 is fastened to one side of a rail in the rail group 4. One end of the screw 73 passes through the rail fastener 71 and the fastener vibration reduction subsystem 5 in sequence and is inserted into the corresponding sleeper 2. The nut 72 is arranged above the rail fastener 71 and is sleeved on the screw 73 and is threadedly connected with the screw 73. The rail fastener 71 is tightly connected to the fastener vibration reduction subsystem 5 and the rail through the nut 72 and the screw 73. Other components and connection methods are the same as those of the sixth embodiment.

[0057] Specific implementation method eight: Combination Figures 1 to 19This embodiment is described. The difference between this embodiment and the specific embodiment seven is that the double-layer elastic vibration damping connection coupling subsystem includes a multi-layer composite vibration damping lining system 8 and an elastic support adjustment system 9. The multi-layer composite vibration damping lining system 8 includes a track interface elastic lining plate 81, an intermediate elastic vibration isolation lining plate 82 and a track bed interface vibration damping lining plate 83. The elastic support adjustment system 9 includes a rail support elastic spring layer and a track bed support elastic spring layer. The track interface elastic lining plate 81, the intermediate elastic vibration isolation lining plate 82 and the track bed interface vibration damping lining plate 83 are equidistantly arranged from top to bottom. The bottom of the track bed interface vibration damping lining plate 83 is fixedly connected to the top of the fastener vibration damping subsystem 5. The top of the elastic pad plate 81 is fixedly connected to the bottom of the rail, the rail support elastic spring layer is laid between the rail interface elastic pad plate 81 and the intermediate elastic vibration isolation pad plate 82, and the top of the rail support elastic spring layer is fixedly connected to the bottom of the rail interface elastic pad plate 81, the bottom of the rail support elastic spring layer is fixedly connected to the top of the intermediate elastic vibration isolation pad plate 82, the ballast bed support elastic spring layer is laid between the intermediate elastic vibration isolation pad plate 82 and the ballast bed interface vibration reduction pad plate 83, and the top of the ballast bed support elastic spring layer is fixedly connected to the bottom of the intermediate elastic vibration isolation pad plate 82, and the bottom of the ballast bed support elastic spring layer is fixedly connected to the top of the ballast bed interface vibration reduction pad plate 83. Other components and connection methods are the same as those of the seventh specific implementation method.

[0058] Specific implementation method nine: Combination Figures 1 to 19 This embodiment is described. The difference between this embodiment and the eighth embodiment is that the rail support elastic spring layer includes a plurality of rail support elastic springs 91, which are evenly distributed between the rail interface elastic lining plate 81 and the intermediate elastic vibration isolation lining plate 82, and the top of each rail support elastic spring 91 is fixedly connected to the bottom of the rail interface elastic lining plate 81, and the bottom of each rail support elastic spring 91 is fixedly connected to the top of the intermediate elastic vibration isolation lining plate 82. The ballast bed support elastic spring layer includes a plurality of ballast bed support elastic springs 92, which are evenly distributed between the intermediate elastic vibration isolation lining plate 82 and the ballast bed interface vibration reduction lining plate 83, and the top of each ballast bed support elastic spring 92 is fixedly connected to the bottom of the intermediate elastic vibration isolation lining plate 82, and the bottom of each ballast bed support elastic spring 92 is fixedly connected to the top of the ballast bed interface vibration reduction lining plate 83, and the structure of the rail support elastic spring 91 is the same as that of the ballast bed support elastic spring 92. Other components and connection methods are the same as those in the eighth embodiment.

[0059] Specific implementation method ten: Combination Figures 1 to 19This embodiment is described. The difference between this embodiment and the ninth embodiment is that the rail support elastic spring 91 includes a multifunctional precision elastic support base unit 911, a spring body and a connecting top seat. The spring body is arranged between the rail interface elastic liner plate 81 and the intermediate elastic vibration isolation liner plate 82 in the vertical direction. The top end of the spring body is fixedly connected to the bottom of the rail interface elastic liner plate 81 through the connecting top seat, and the bottom end of the spring body is fixedly connected to the top of the intermediate elastic vibration isolation liner plate 82 through the multifunctional precision elastic support base unit 911. A plurality of fine-tuning vibration isolation modules are arranged inside the multifunctional precision elastic support base unit 911. A plurality of fine-tuning mechanisms are arranged on the top, and each fine-tuning mechanism is arranged corresponding to a fine-tuning vibration isolation module. The bottom end of each fine-tuning mechanism passes through the shell of the multifunctional precision elastic support base unit 911 and is in close contact with the corresponding fine-tuning vibration isolation module. The fine-tuning mechanism includes a micro-adjusting nut 912 and a micro-adjusting bolt 913. The micro-adjusting nut 912 is fixed to the top of the shell in the multifunctional precision elastic support base unit 911. The bottom end of the micro-adjusting bolt 913 passes through the micro-adjusting nut 912 and the shell of the multifunctional precision elastic support base unit 911 in turn and is in contact with the top of the fine-tuning vibration isolation module, and the micro-adjusting bolt 913 is threadedly connected with the micro-adjusting nut 912.

[0060] The fine-tuning vibration isolation module includes a micro elastic element 931, a micro spring 932, a spring built-in cylinder 933 and a micro elastic connection pad 934, wherein the micro elastic element 931, the spring built-in cylinder 933 and the micro elastic connection pad 934 are arranged in sequence from top to bottom, the bottom of the micro elastic connection pad 934 is fixed to the inner bottom of the shell in the multifunctional precision elastic support base unit 911, the spring built-in cylinder 933 is arranged on the top of the micro elastic connection pad 934 in the vertical direction, and the spring built-in cylinder 93 3 is fixedly connected to the top of the micro elastic connection pad 934, the micro elastic element 931 is arranged on the top of the spring built-in cylinder 933 and is fixedly connected to the top of the spring built-in cylinder 933, the micro spring 932 is sleeved on the outside of the spring built-in cylinder 933, and the top of the micro spring 932 is fixedly connected to the micro elastic element 931, the bottom of the micro spring 932 is fixedly connected to the micro elastic connection pad 934, and the bottom end of the micro adjustment bolt 913 is in close contact with the top of the micro elastic element 931. Other components and connection methods are the same as those of the ninth embodiment.

[0061] In combination with the description of specific embodiments eight to ten, the multi-layer composite vibration-damping lining system 8 and the elastic support adjustment system 9 can be independently disassembled and assembled through a modular design, which improves the convenience of installation. The track interface elastic lining plate 81 adopts a porous energy absorption structure, which can effectively alleviate the dynamic impact between the track and the ballast bed. The intermediate elastic vibration isolation lining plate 82 adopts a high-strength composite material to enhance the vibration isolation performance and durability. The ballast bed interface vibration-damping lining plate 83 provides a flexible connection between the ballast bed and the track through a highly elastic material. The elastic coefficient of the rail support elastic spring 91 can be adjusted to meet different track load requirements. The elastic coefficient of the ballast bed support elastic spring 92 can be adjusted according to actual working conditions to meet different track load requirements. Under normal circumstances, the number of rail support elastic springs 91 is 8, and the 8 rail support elastic springs 91 are distributed in a rectangular manner in a 2×4 distribution manner between the track interface elastic lining plate 81 and the intermediate elastic vibration isolation lining plate 82. The number of ballast bed support elastic springs 92 is 9, and the 9 ballast bed support elastic springs 92 are distributed in a 3×3 manner. The arrangement is rectangular and distributed between the intermediate elastic vibration isolation lining plate 82 and the roadbed interface vibration reduction lining plate 83. The multifunctional precision elastic support base unit 911 in the rail support elastic spring 91 realizes flexible configuration of height and elastic coefficient through precise adjustment. The micro elastic element 931 in the multifunctional precision elastic support base unit 911 is made of high-performance elastic alloy, providing excellent elastic recovery ability. The micro spring 932 is connected by thread or snap connection to ensure assembly stability. The spring built-in cylinder 933 can adjust the dynamic response characteristics of the overall vibration reduction system by rotation. The micro elastic connection pad 934 is made of flexible material to alleviate local stress concentration in the connection area. In actual work, the structure of the connection top seat in the rail support elastic spring 91 can be arranged in the same structure as the multifunctional precision elastic support base unit 911, or it can be directly replaced by a composite material plate. If the vibration amplitude in the working environment changes greatly, it is recommended to adopt the former arrangement. If the vibration amplitude in the working environment changes little, it is recommended to adopt the rear arrangement.

[0062] The assembly process of the double-layer elastic vibration damping connection coupling system in actual work is as follows;

[0063] Installation of the multi-layer composite vibration-damping lining system 8: The upper surface of the track interface elastic lining plate 81 is in contact with the bottom of the track, and the lower surface of the roadbed interface vibration-damping lining plate 83 is connected to the upper surface of the concave shell type elastic vibration energy dispersion vibration-damping layer, so that the force transmission is uniform and local vibration caused by uneven force is avoided.

[0064] Layout of the elastic support adjustment system 9: the upper surface of the rail support elastic spring 91 is connected to the lower surface of the track interface elastic lining plate 81, the lower surface of the rail support elastic spring 91 is connected to the upper surface of the intermediate elastic vibration isolation lining plate 82, the lower surface of the intermediate elastic vibration isolation lining plate 82 is connected to the upper surface of the ballast bed support elastic spring 92, and the lower surface of the ballast bed support elastic spring 92 is connected to the upper surface of the ballast bed interface vibration reduction lining plate 83.

[0065] The present invention has been disclosed as above with preferred implementation cases, but it is not intended to limit the present invention. Any technician familiar with the profession can make some changes or modifications to equivalent implementation cases with equivalent changes by using the above-disclosed structures and technical contents without departing from the scope of the technical solution of the present invention. However, any simple modifications, equivalent changes and modifications made to the above implementation cases based on the technical essence of the present invention without departing from the content of the technical solution of the present invention are still within the scope of the technical solution of the present invention.

[0066] How it works

[0067] When the present application is working, the various components are first assembled according to the connection relationship described in Specific Embodiments 1 to Specific Embodiments 10. When the train passes over the rail group 4, the vibration begins to be transmitted step by step from top to bottom. The vibration has two transmission paths during the transmission process. The first transmission path is transmitted through the rail to the double-layer elastic vibration reduction connection coupling subsystem and the roadbed vibration reduction subsystem 3 and then transmitted to the roadbed 1. The second transmission path is transmitted through the rail to the fastener vibration reduction subsystem and the roadbed vibration reduction subsystem 3 and then transmitted to the roadbed 1. After the vibration is transmitted through the two paths, a total of four levels of vibration isolation are performed, and the amplitude is gradually attenuated in the four vibration isolations. When passing through the first transmission path, the vibration passes through the track interface elastic liner plate 8 1. The rail support elastic spring 91, the intermediate elastic vibration isolation lining 82, the ballast bed support elastic spring 92 and the ballast bed interface vibration isolation lining plate 83 complete the first-level vibration isolation, and in this process, the fine-tuning vibration isolation module in the rail support elastic spring 91 realizes the second-level vibration isolation, and then sequentially passes through the upper vibration isolation pad 31, the middle vibration isolation pad 32 and the lower vibration isolation pad 33 to realize the fourth-level vibration isolation. When passing through the second transmission path, the vibration passes through the rail, the vertical high-efficiency hole tuning vibration isolation pad 51, the longitudinal dynamic elastic tuning vibration isolation pad 52, the transverse high-efficiency vibration isolation damping pad 53, the three-dimensional elastic vibration isolation coupling device 6 and the sleeper to realize the third-level vibration isolation, and then sequentially passes through the upper vibration isolation pad 31, the middle vibration isolation pad 32 and the lower vibration isolation pad 33 to realize the fourth-level vibration isolation;

[0068] Vibration table experiments and field tests show that the multi-layer composite elastic vibration reduction system of the present invention can achieve effective vibration control in the vertical, lateral and longitudinal directions of the track system, and the vibration reduction effect is improved by more than 30% compared with the traditional system, and the service life is extended by about 50%, which can meet the needs of various complex working conditions;

[0069] The multi-layer composite elastic vibration reduction system of the present invention realizes multiple vibration reduction, vibration isolation and load adjustment functions through the precise combination of the ballast vibration reduction system, the fastener vibration reduction system and the double-layer elastic vibration reduction connection coupling system. The ballast vibration reduction system can effectively reduce vibration and isolate in multiple directions and frequency ranges through layered design. The fastener vibration reduction system enhances the multi-dimensional isolation effect of vibration through three-dimensional vibration isolation devices and multi-porous tuning design. The double-layer elastic vibration reduction connection coupling system further optimizes the connection between the track and the ballast, ensuring efficient vibration reduction and isolation of the entire system.

[0070] The system can not only significantly improve the vibration reduction effect of the rail transit system, but also effectively reduce the impact of rail vibration on the surrounding environment, improve the comfort and safety of the rail system, and extend the service life of the rail system. Through optimized design and the use of efficient materials, the present invention provides a highly reliable urban rail transit vibration reduction system, which is particularly suitable for urban rail transit systems with strict environmental vibration control requirements.

Claims

1. A multi-layer composite elastic vibration reduction system for urban rail transit, characterized in that: The vibration reduction system comprises a ballast vibration reduction subsystem (3), a plurality of fastener vibration reduction subsystems (5) and a plurality of double-layer elastic vibration reduction connection coupling subsystems. The ballast vibration reduction subsystem (3) is arranged between the ballast (1) and a plurality of sleepers (2), and the bottom of the ballast vibration reduction subsystem (3) is fixedly connected to the top of the ballast (1), and the bottoms of the plurality of sleepers (2) are fixedly connected to the top of the ballast vibration reduction subsystem (3). Each fastener vibration reduction subsystem (5) is correspondingly arranged between a rail group (4) and a sleeper (2), and each fastener The bottom of the vibration damping subsystem (5) is fixedly connected to the top of the sleeper (2) where it is located, the bottom of the rail group (4) is detachably connected to the top of the corresponding fastener vibration damping subsystem (5), each double-layer elastic vibration damping connection coupling subsystem is arranged between a rail in the rail group (4) and the ballast vibration damping subsystem (3), and the bottom of each double-layer elastic vibration damping connection coupling subsystem is fixedly connected to the top of the ballast vibration damping subsystem (3), and the top of each double-layer elastic vibration damping connection coupling subsystem is fixedly connected to the bottom of a rail.

2. The multi-layer composite elastic vibration reduction system for urban rail transit according to claim 1, characterized in that: The ballast vibration damping subsystem (3) comprises an upper vibration damping pad (31), a middle vibration damping pad (32) and a lower vibration damping pad (33), wherein the upper vibration damping pad (31), the middle vibration damping pad (32) and the lower vibration damping pad (33) are sequentially stacked and arranged on the ballast (1) from top to bottom, and the bottom of the lower vibration damping pad (33) is in close contact with the top of the ballast (1), the bottom of the middle vibration damping pad (32) is in close contact with the top of the lower vibration damping pad (33), the bottom of the upper vibration damping pad (31) is in close contact with the top of the middle vibration damping pad (32), and the bottoms of a plurality of sleepers (2) are in close contact with the top of the upper vibration damping pad (31).

3. The multi-layer composite elastic vibration reduction system for urban rail transit according to claim 1 is characterized in that: The upper vibration damping pad (31) is a concave shell type elastic vibration energy dispersion vibration damping layer, the middle vibration damping pad (32) is a split type porous bidirectional adjustable vibration damping layer, and the lower vibration damping pad (33) is a high-strength trapezoidal composite vibration damping layer.

4. The multi-layer composite elastic vibration reduction system for urban rail transit according to claim 3 is characterized in that: The middle-layer vibration-damping pad (32) comprises a longitudinal vibration-damping through-hole pad (321) and a directional vibration-damping through-hole pad (322); the directional vibration-damping through-hole pad (322) is located below the longitudinal vibration-damping through-hole pad (321); the bottom of the directional vibration-damping through-hole pad (322) is fixedly connected to the top of the lower-layer vibration-damping pad (33); the top of the directional vibration-damping through-hole pad (322) is fixedly connected to the bottom of the longitudinal vibration-damping through-hole pad (321); and the top of the longitudinal vibration-damping through-hole pad (321) is fixedly connected to the bottom of the upper-layer vibration-damping pad (31).

5. The multi-layer composite elastic vibration reduction system for urban rail transit according to claim 4 is characterized in that: The fastener vibration reduction subsystem (5) comprises a vertical high-efficiency hole tuning vibration reduction pad (51), a longitudinal dynamic elastic tuning vibration reduction pad (52) and a transverse high-efficiency vibration isolation damping pad (53). The vertical high-efficiency hole tuning vibration reduction pad (51), the longitudinal dynamic elastic tuning vibration reduction pad (52) and the transverse high-efficiency vibration isolation damping pad (53) are sequentially stacked and arranged on the rail sleeper (2) from top to bottom, and the bottom of the transverse high-efficiency vibration isolation damping pad (53) is fixedly connected to the top of the rail sleeper (2), the bottom of the longitudinal dynamic elastic tuning vibration reduction pad (52) is fixedly connected to the top of the transverse high-efficiency vibration isolation damping pad (53), the bottom of the vertical high-efficiency hole tuning vibration reduction pad (51) is fixedly connected to the top of the longitudinal dynamic elastic tuning vibration reduction pad (52), and two rails in the rail group (4) are detachably connected to the top of the vertical high-efficiency hole tuning vibration reduction pad (51) through two rail fastener modules.

6. The multi-layer composite elastic vibration reduction system for urban rail transit according to claim 5, characterized in that: A groove is processed on the top of the sleeper (2) along the length extension direction of the sleeper (2), and a three-dimensional elastic vibration isolation coupling device (6) is arranged in the groove. The three-dimensional elastic vibration isolation coupling device (6) includes a plurality of three-dimensional elastic vibration isolation springs. The plurality of three-dimensional elastic vibration isolation springs are arranged in sequence and equidistantly along the length extension direction of the groove, and the bottom of each three-dimensional elastic vibration isolation spring is fixedly connected to the bottom of the groove, and the top of each three-dimensional elastic vibration isolation spring is fixedly connected to the bottom of a transverse high-efficiency vibration isolation damping pad (53).

7. The multi-layer composite elastic vibration reduction system for urban rail transit according to claim 6, characterized in that: The track fastener module comprises a track fastener (71), a nut (72) and a screw rod (73); the track fastener (71) is fastened to one side of a steel rail in a steel rail group (4); one end of the screw rod (73) passes through the track fastener (71) and the fastener vibration reduction subsystem (5) in sequence and is inserted into the corresponding rail sleeper (2); the nut (72) is arranged above the track fastener (71) and is sleeved on the screw rod (73) and is threadedly connected to the screw rod (73); the track fastener (71) is tightly connected to the fastener vibration reduction subsystem (5) and the steel rail through the nut (72) and the screw rod (73).

8. The multi-layer composite elastic vibration reduction system for urban rail transit according to claim 7 is characterized in that: The double-layer elastic vibration damping connection coupling subsystem comprises a multi-layer composite vibration damping lining system (8) and an elastic support adjustment system (9), wherein the multi-layer composite vibration damping lining system (8) comprises a track interface elastic lining plate (81), an intermediate elastic vibration isolation lining plate (82) and a ballast bed interface vibration damping lining plate (83), and the elastic support adjustment system (9) comprises a rail support elastic spring layer and a ballast bed support elastic spring layer, wherein the track interface elastic lining plate (81), the intermediate elastic vibration isolation lining plate (82) and the ballast bed interface vibration damping lining plate (83) are arranged equidistantly from top to bottom, and the bottom of the ballast bed interface vibration damping lining plate (83) is fixedly connected to the top of the fastener vibration damping subsystem (5), and the track interface elastic lining plate (81) is fixedly connected to the top of the fastener vibration damping subsystem (5). The top is fixedly connected to the bottom of the rail, the rail supporting elastic spring layer is laid between the rail interface elastic lining plate (81) and the intermediate elastic vibration isolation lining plate (82), and the top of the rail supporting elastic spring layer is fixedly connected to the bottom of the rail interface elastic lining plate (81), and the bottom of the rail supporting elastic spring layer is fixedly connected to the top of the intermediate elastic vibration isolation lining plate (82), the ballast bed supporting elastic spring layer is laid between the intermediate elastic vibration isolation lining plate (82) and the ballast bed interface vibration reduction lining plate (83), and the top of the ballast bed supporting elastic spring layer is fixedly connected to the bottom of the intermediate elastic vibration isolation lining plate (82), and the bottom of the ballast bed supporting elastic spring layer is fixedly connected to the top of the ballast bed interface vibration reduction lining plate (83).

9. The multi-layer composite elastic vibration reduction system for urban rail transit according to claim 8, characterized in that: The rail support elastic spring layer includes a plurality of rail support elastic springs (91), and the plurality of rail support elastic springs (91) are evenly distributed between the rail interface elastic lining plate (81) and the intermediate elastic vibration isolation lining plate (82), and the top end of each rail support elastic spring (91) is fixedly connected to the bottom of the rail interface elastic lining plate (81), and the bottom end of each rail support elastic spring (91) is fixedly connected to the top of the intermediate elastic vibration isolation lining plate (82). The ballast bed support elastic spring layer includes a plurality of ballast bed support elastic springs (91). Elastic springs (92), multiple ballast bed supporting elastic springs (92) are evenly distributed between the intermediate elastic vibration isolation lining plate (82) and the ballast bed interface vibration reduction lining plate (83), and the top end of each ballast bed supporting elastic spring (92) is fixedly connected to the bottom of the intermediate elastic vibration isolation lining plate (82), and the bottom end of each ballast bed supporting elastic spring (92) is fixedly connected to the top of the ballast bed interface vibration reduction lining plate (83), and the structure of the rail supporting elastic spring (91) is the same as the structure of the ballast bed supporting elastic spring (92).

10. The multi-layer composite elastic vibration reduction system for urban rail transit according to claim 9, characterized in that: The rail support elastic spring (91) comprises a multifunctional precision elastic support base unit (911), a spring body and a connecting top seat. The spring body is arranged between the rail interface elastic lining plate (81) and the intermediate elastic vibration isolation lining plate (82) in the vertical direction. The top end of the spring body is fixedly connected to the bottom of the rail interface elastic lining plate (81) through the connecting top seat. The bottom end of the spring body is fixedly connected to the top of the intermediate elastic vibration isolation lining plate (82) through the multifunctional precision elastic support base unit (911). A plurality of fine-tuning vibration isolation modules are arranged inside the multifunctional precision elastic support base unit (911). A plurality of fine-tuning mechanisms are arranged on the top of the multifunctional precision elastic support base unit (911), and each fine-tuning mechanism is arranged on the top of the multifunctional precision elastic support base unit (911). The fine-tuning mechanism is arranged corresponding to a fine-tuning vibration isolation module, the bottom end of each fine-tuning mechanism passes through the shell of the multifunctional precision elastic support base unit (911) and is in close contact with the corresponding fine-tuning vibration isolation module, the fine-tuning mechanism comprises a micro-adjusting nut (912) and a micro-adjusting bolt (913), the micro-adjusting nut (912) is fixed to the top of the shell in the multifunctional precision elastic support base unit (911), the bottom end of the micro-adjusting bolt (913) passes through the micro-adjusting nut (912) and the shell of the multifunctional precision elastic support base unit (911) in sequence and is in contact with the top of the fine-tuning vibration isolation module, and the micro-adjusting bolt (913) is threadedly connected to the micro-adjusting nut (912); The fine-tuning vibration isolation module comprises a micro elastic element (931), a micro spring (932), a spring built-in cylinder (933) and a micro elastic connection pad (934), wherein the micro elastic element (931), the spring built-in cylinder (933) and the micro elastic connection pad (934) are arranged in sequence from top to bottom, the bottom of the micro elastic connection pad (934) is fixed to the inner bottom of the shell in the multifunctional precision elastic support base unit (911), the spring built-in cylinder (933) is arranged on the top of the micro elastic connection pad (934) in the vertical direction, and the spring built-in cylinder (933) is arranged on the top of the micro elastic connection pad (934) in the vertical direction. ) is fixedly connected to the top of the micro elastic connection pad (934), the micro elastic element (931) is arranged on the top of the spring built-in cylinder (933) and is fixedly connected to the top of the spring built-in cylinder (933), the micro spring (932) is sleeved on the outside of the spring built-in cylinder (933), and the top of the micro spring (932) is fixedly connected to the micro elastic element (931), the bottom of the micro spring (932) is fixedly connected to the micro elastic connection pad (934), and the bottom end of the micro adjustment bolt (913) is in close contact with the top of the micro elastic element (931).

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