Urban rail transit multilayer composite elastic damping system

Abstract

The application relates to a kind of urban rail transit multilayer composite elastic damping systems, belong to urban rail transit vibration field, in order to solve the problem that traditional damping device is difficult to meet the requirement of modern rail transit to high-efficiency damping and long-term stability, the application realizes multiple damping, vibration isolation and load adjustment function through the precise combination of track bed damping subsystem, fastener damping subsystem and double-layer elastic damping connection coupling subsystem, track bed damping subsystem can effectively damp and isolate in multiple directions and frequency range through layered design, fastener damping subsystem enhances the multi-dimensional isolation effect of vibration through three-dimensional vibration isolation device and porous tuning design, double-layer elastic damping connection coupling subsystem optimizes the connection between track and track bed, ensures the efficient damping and vibration isolation of the whole system. The application is used as damping structure in urban rail transit, which is beneficial to improve the comfort and safety of rail transit and prolong the service life of rail system.

Description

Technical Field

[0001] This invention belongs to the field of urban rail transit vibration, specifically relating to a multi-layer composite elastic vibration reduction system for urban rail transit. Background Technology

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

[0003] Existing track vibration reduction technologies mostly employ single-layer damping pads, local dampers, or unidirectional vibration isolation designs. While these technologies can alleviate vibration problems to some extent, their isolation effect gradually diminishes under complex vibration frequencies or long-term operating conditions, failing to meet the demands of modern rail transit for efficient vibration reduction and long-term stability. With the continuous increase in train speeds, the energy and complexity of track system vibrations also increase, placing higher demands on vibration reduction systems. Traditional vibration reduction devices are no longer sufficient to meet the comprehensive requirements of high-speed railways, urban rail transit, and suburban railways for efficient vibration isolation, structural durability, and economy. Therefore, a multi-layered, multi-directional composite elastic vibration reduction system is urgently needed 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 cannot meet the requirements of modern rail transit for efficient vibration reduction and long-term stability, this invention provides a multi-layer composite elastic vibration reduction system for urban rail transit.

[0005] A multi-layer composite elastic vibration reduction system for urban rail transit includes a track bed vibration reduction subsystem, multiple fastener vibration reduction subsystems, and multiple double-layer elastic vibration reduction connection coupling subsystems. The track bed vibration reduction subsystem is arranged between the track bed and multiple sleepers, with its bottom fixedly connected to the top of the track bed. The bottoms of the multiple sleepers are all fixedly connected to the top of the track bed vibration reduction subsystem. Each fastener vibration reduction subsystem is correspondingly arranged between a rail assembly and a sleeper, with its bottom fixedly connected to the top of the sleeper. The bottom of the rail assembly is detachably connected to the top of the corresponding fastener vibration reduction subsystem. Each double-layer elastic vibration reduction connection coupling subsystem is arranged between one rail in the rail assembly and the track bed vibration reduction subsystem, with its bottom fixedly connected to the top of the track bed vibration reduction subsystem and its top fixedly connected to the bottom of one rail.

[0006] Furthermore, the track bed vibration damping subsystem includes an upper vibration damping pad, a middle vibration damping pad, and a lower vibration damping pad. The upper, middle, and lower vibration damping pads are stacked on the track bed from top to bottom, with the bottom of the lower vibration damping pad in close contact with the top of the track bed, the bottom of the middle vibration damping pad in close contact with the top of the lower vibration damping pad, the bottom of the upper vibration damping pad in close contact with the top of the middle vibration damping pad, and the bottom of multiple sleepers in close contact with the top of the upper vibration damping pad.

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

[0008] Furthermore, 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 layer 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 layer vibration damping pad.

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

[0010] Furthermore, the top of the sleeper is machined with a groove extending along the length of the sleeper. A three-dimensional elastic vibration isolation coupling device is installed in the groove. The three-dimensional elastic vibration isolation coupling device includes multiple three-dimensional elastic vibration isolation springs. The multiple three-dimensional elastic vibration isolation springs are arranged equidistantly along the length of the groove. 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] Furthermore, the track fastener module includes a track fastener, a nut, and a screw. The track fastener is fastened to one side of a rail in the rail assembly. One end of the screw passes through the track fastener and the fastener vibration damping subsystem in sequence and is inserted into the corresponding sleeper. The nut is set above the track fastener and is sleeved on the screw and threadedly connected to the screw. The track fastener is tightly connected to the fastener vibration damping subsystem and the rail through the nut and the screw.

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

[0013] Furthermore, the rail support elastic spring layer includes multiple rail support elastic springs, which are evenly distributed between the track interface elastic pad and the intermediate elastic vibration isolation pad. The top end of each rail support elastic spring is fixedly connected to the bottom end of the track interface elastic pad, and the bottom end of each rail support elastic spring is fixedly connected to the top end of the intermediate elastic vibration isolation pad. The track bed support elastic spring layer includes multiple track bed support elastic springs, which are evenly distributed between the intermediate elastic vibration isolation pad and the track bed interface vibration damping pad. The top end of each track bed support elastic spring is fixedly connected to the bottom end of the intermediate elastic vibration isolation pad, and the bottom end of each track bed support elastic spring is fixedly connected to the top end of the track bed interface vibration damping pad. The structure of the rail support elastic spring is the same as that of the track bed support elastic spring.

[0014] Furthermore, the rail support elastic spring includes a multi-functional precision elastic support base unit, a spring body, and a connecting top seat. The spring body is vertically positioned between the rail interface elastic pad and the intermediate elastic vibration isolation pad. The top of the spring body is fixedly connected to the bottom of the rail interface elastic pad via the connecting top seat. The bottom of the spring body is fixedly connected to the top of the intermediate elastic vibration isolation pad via the multi-functional precision elastic support base unit. The multi-functional precision elastic support base unit contains multiple fine-tuning vibration isolation modules. The top of the multi-functional precision elastic support base unit contains multiple fine-tuning mechanisms, each corresponding to a fine-tuning vibration isolation module. The bottom of each fine-tuning mechanism passes through the housing of the multi-functional 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 housing of the multi-functional precision elastic support base unit. The bottom of the micro-adjusting bolt passes through the micro-adjusting nut and the housing of the multi-functional precision elastic support base unit in sequence and is in contact with the top of the fine-tuning vibration isolation module. 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-embedded cylinder, and a micro elastic connecting pad. The micro elastic element, spring-embedded cylinder, and micro elastic connecting pad are arranged sequentially from top to bottom. The bottom of the micro elastic connecting pad is fixed to the inner bottom of the housing in the multi-functional precision elastic support base unit. The spring-embedded cylinder is set vertically on top of the micro elastic connecting pad, and the bottom of the spring-embedded cylinder is fixedly connected to the top of the micro elastic connecting pad. The micro elastic element is set on top of the spring-embedded cylinder and is fixedly connected to the top of the spring-embedded cylinder. The micro spring is sleeved on the outside of the spring-embedded cylinder, and 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 connecting pad. The bottom end of the micro adjusting 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:

[0017] This application provides a multi-layer composite elastic vibration reduction system for urban rail transit. Compared with existing technologies, this 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 maintains high-efficiency vibration isolation capability under different operating conditions by adjusting the configuration of elastic elements and the selection of materials. A precision adjustment device enables flexible configuration of elastic supports to adapt to the needs of different track loads and operating conditions. The efficient vibration reduction design effectively prevents structural damage caused by excessive vibration and extends the service life of track facilities.

[0018] This 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. It is particularly suitable for areas with strict requirements for environmental vibration control and can significantly reduce the impact of vibrations generated during rail transit operation on surrounding buildings and the environment.

[0019] This 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 voltage regulation, vibration energy dispersion, and multi-dimensional vibration isolation technology, it not only significantly enhances the vibration isolation effect but also extends the service life of the device and adapts to various complex working conditions and environmental requirements. This technology provides a highly efficient and reliable new solution for vibration control in the field of rail transit. Attached Figure Description

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

[0021] Figure 2 This is a cross-sectional schematic diagram of the upper vibration damping pad in the vibration damping system described in this application;

[0022] Figure 3 This is a cross-sectional schematic diagram of the middle layer vibration damping pad in the vibration damping system described in this application;

[0023] Figure 4 This is a cross-sectional schematic diagram of the lower vibration damping pad in the vibration damping system described in this application;

[0024] Figure 5 This is a cross-sectional schematic diagram of the track bed vibration reduction system described in this application.

[0025] Figure 6 This is a schematic diagram showing the arrangement of the fastener vibration damping subsystem and the double-layer elastic vibration damping connection coupling subsystem in the vibration damping system described in this application;

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

[0027] Figure 8 This is a cross-sectional schematic diagram of the vertically efficient perforated tuning damping pad in the vibration reduction system described in this application;

[0028] Figure 9 This is a cross-sectional schematic diagram of the longitudinal dynamic elastic tuning damping pad in the vibration reduction system described in this application;

[0029] Figure 10 This is a cross-sectional schematic diagram of the transverse high-efficiency vibration isolation damping pad in the vibration reduction system described in this application;

[0030] Figure 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] Figure 12 This is a structural schematic diagram of the track fastener module in the vibration reduction system described in this application;

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

[0033] Figure 14 for Figure 13 A magnified view of a section at point A in the middle;

[0034] Figure 15 This is an exploded view of the double-layer elastic vibration damping connection coupling subsystem in the vibration damping system described in this application;

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

[0036] Figure 17 This is a side view of the double-layer elastic vibration damping connection coupling subsystem in the vibration damping system described in this application;

[0037] Figure 18 This is a schematic diagram showing the connection between the multifunctional precision elastic support base unit and the intermediate elastic vibration isolation liner in the vibration reduction system described in this application.

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

[0039] The diagram shows: 1. Track bed; 2. Sleeper; 3. Track bed vibration damping subsystem; 31. Upper vibration damping pad; 32. Middle vibration damping pad; 33. Lower vibration damping pad; 321. Longitudinal vibration damping through-hole pad; 322. Directional vibration damping through-hole pad; 4. Rail assembly; 5. Fastener vibration damping subsystem; 51. Vertical high-efficiency perforated tuned vibration damping pad; 52. Longitudinal dynamic elastic tuned vibration damping pad; 53. Lateral high-efficiency vibration isolation damping pad; 6. Three-dimensional elastic vibration isolation coupling device; 71. Track fastener; 72. Nut; 73. Screw; 8. Multi-layer composite vibration damping liner system; 81. Track interface elastic liner plate; 82. Intermediate elastic vibration isolation liner plate; 83. Track bed interface vibration damping liner plate; 9. Elastic support adjustment system. 91 Rail support elastic spring, 911 Multifunctional precision elastic support base unit, 912 Miniature adjusting nut, 913 Miniature adjusting bolt, 92 Track bed support elastic spring, 931 Miniature elastic element, 932 Miniature spring, 933 Spring built-in cylinder, and 934 Miniature elastic connecting pad. Detailed Implementation

[0040] Specific implementation method one: Combining Figures 1 to 19This embodiment describes a multi-layer composite elastic vibration reduction system for urban rail transit. The system includes a track bed vibration reduction subsystem 3, multiple fastener vibration reduction subsystems 5, and multiple double-layer elastic vibration reduction connection coupling subsystems. The track bed vibration reduction subsystem 3 is arranged between the track bed 1 and multiple sleepers 2, with its bottom fixedly connected to the top of the track bed 1. The bottoms of the multiple sleepers 2 are all fixedly connected to the top of the track bed vibration reduction subsystem 3. Each fastener vibration reduction subsystem 5 is correspondingly arranged between a rail assembly 4 and a sleeper 2, with its bottom fixedly connected to the top of the sleeper 2. The bottom of the rail assembly 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 one rail in the rail assembly 4 and the track bed vibration reduction subsystem 3, with its bottom fixedly connected to the top of the track bed vibration reduction subsystem 3 and its top fixedly connected to the bottom of one rail.

[0041] This embodiment provides a multi-layer composite elastic vibration reduction system for urban rail transit. The track bed vibration reduction subsystem 3 achieves the first level of vibration reduction, multiple fastener vibration reduction subsystems 5 achieve the second level of vibration reduction, and multiple double-layer elastic vibration reduction connection coupling subsystems achieve the third and fourth levels of vibration reduction. Through this multi-layer composite vibration reduction design, the vibration reduction effect of rail transit is effectively enhanced, significantly improving the overall vibration reduction capacity and reducing the impact of vibration on the surrounding environment. Furthermore, the vibration isolation subsystems in this application all adopt a multi-layer composite material design combined with a multi-level vibration isolation system, effectively avoiding the singularity and limitations of traditional vibration reduction systems and providing a more flexible and efficient vibration control solution.

[0042] Specific Implementation Method Two: Combining Figures 1 to 19 This embodiment differs from specific embodiment one in that the track bed vibration damping subsystem 3 includes an upper vibration damping pad 31, a middle vibration damping pad 32, and a lower vibration damping pad 33. These three pads are stacked sequentially on the track bed 1 from top to bottom. The bottom of the lower vibration damping pad 33 is in close contact with the top of the track bed 1, the bottom of the middle vibration damping pad 32 is in close contact with the top of the lower vibration damping pad 33, and the bottom of the upper vibration damping pad 31 is in close contact with the top of the middle vibration damping pad 32. The bottoms of all the sleepers 2 are in close contact with the top of the upper vibration damping pad 31. Other components and connections are the same as in specific embodiment one.

[0043] Specific implementation method three: Combining Figures 1 to 19This embodiment differs from Specific Embodiment Two in that the upper damping pad 31 is a concave shell type elastic vibration energy dispersion damping layer, the middle damping pad 32 is a split type porous bidirectional adjustable damping layer, and the lower damping pad 33 is a high-strength trapezoidal composite damping layer. Other components and connection methods are the same as in Specific Embodiment Two.

[0044] Specific implementation method four: Combining Figures 1 to 19 This embodiment differs from Specific Embodiment Three in that the middle layer 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 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. Other components and connection methods are the same as in Specific Embodiment Three.

[0045] In conjunction with the descriptions of specific embodiments two to four, the upper vibration damping pad 31 effectively disperses vibration energy and reduces vibration transmission efficiency through the concave shell structure. 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, which facilitates adjustment and disassembly. The lower vibration damping pad 33 is in direct contact with the track bed surface, providing stable support and vibration damping and isolation functions.

[0046] The track bed vibration damping subsystem 3 is assembled as follows in actual operation:

[0047] Installation of the lower vibration damping pad 33: The high-strength trapezoidal composite vibration damping layer is laid flat on the surface of the track bed 1, and it is ensured that the high-strength trapezoidal composite vibration damping layer is in close contact with the track bed surface. The high-strength trapezoidal composite vibration damping layer adopts a trapezoidal structure design to provide high load-bearing capacity, while effectively absorbing the residual vibration energy from the track system.

[0048] Assembly of the middle layer vibration damping pad 32: The middle layer vibration damping pad 32 is a split multi-porous bidirectional adjustable vibration damping layer. During installation, the directional vibration damping through-hole pad 322 is first laid on the upper surface of the lower layer vibration damping pad 33 to ensure good contact between the two. Then, the longitudinal vibration damping through-hole pad 321 is installed on the upper surface of the directional vibration damping through-hole pad 322. Through its special hole arrangement, it can absorb and buffer lateral vibration.

[0049] Installation of the upper vibration damping pad 31: The concave shell type elastic vibration energy dispersion and 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: Combining Figures 1 to 19 This embodiment differs from specific embodiment four in that the fastener vibration damping subsystem 5 includes a vertical high-efficiency perforated tuning damping pad 51, a longitudinal dynamic elastic tuning damping pad 52, and a transverse high-efficiency vibration isolation damping pad 53. These three pads are stacked sequentially from top to bottom on the sleeper 2. 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 damping pad 52 is fixedly connected to the top of the transverse high-efficiency vibration isolation damping pad 53, and the bottom of the vertical high-efficiency perforated tuning damping pad 51 is fixedly connected to the top of the longitudinal dynamic elastic tuning damping pad 52. The two rails in the rail assembly 4 are detachably connected to the top of the vertical high-efficiency perforated tuning damping pad 51 via two rail fastener modules. Other components and connection methods are the same as in specific embodiment four.

[0051] Specific implementation method six: Combining Figures 1 to 19 This embodiment differs from Specific Embodiment Five in that the top of the sleeper 2 is machined with a groove extending along the length of the sleeper 2. A three-dimensional elastic vibration isolation coupling device 6 is installed within the groove. The three-dimensional elastic vibration isolation coupling device 6 includes multiple three-dimensional elastic vibration isolation springs, which are arranged equidistantly along the length of the groove. 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 damping pad 53. Other components and connection methods are the same as in Specific Embodiment Five.

[0052] In conjunction with the descriptions of specific implementation methods five and six, the vertical high-efficiency perforated tuned vibration damping pad 51 includes a multi-perforated distribution design to enhance the vertical vibration isolation effect. The aperture and distribution of the vertical high-efficiency perforated tuned vibration damping pad 51 can be flexibly adjusted according to the track design requirements. The longitudinal dynamic elastic tuned vibration damping pad 52 improves the vibration damping capacity through a specific directional elastic tuning design. The longitudinal dynamic elastic tuned vibration damping pad 52 further adopts a built-in damper design to enhance the longitudinal vibration damping capacity and improve the vibration damping performance through a specific directional elastic tuning design. The transverse high-efficiency vibration isolation damping pad 53 uses a high-damping composite material, which can effectively absorb transverse vibration. The three-dimensional elastic vibration isolation coupling device 6 is located in the middle of the sleeper and achieves multi-dimensional vibration mitigation through a three-dimensional vibration isolation design, realizing multi-dimensional isolation of transverse, longitudinal and vertical vibrations, optimizing the vibration response of the sleeper, and having the function of adjusting the vibration amplitude in the middle of the sleeper.

[0053] The fastener vibration damping subsystem 5 is assembled as follows 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. By adjusting the elastic coefficient of the coupling device, multi-dimensional adjustment of the vertical, lateral and longitudinal vibration of the track system can be achieved.

[0055] Sequential installation of vibration damping pads: Install the transverse high-efficiency vibration isolation damping pad 53 on the upper surface of the three-dimensional elastic vibration isolation coupling device 6, ensuring tight contact. After that, lay the longitudinal dynamic elastic tuning vibration damping pad 52 and the vertical high-efficiency perforated tuning vibration damping pad 51 in sequence. Note that each layer should be kept flat to avoid stress concentration. The installation direction of the vertical high-efficiency perforated tuning vibration damping pad 51 should 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 by using the nuts 72 and screws 73 in the track fastener module to ensure the uniform stress state and optimal vibration isolation performance of the system.

[0056] Specific implementation method seven: Combining Figures 1 to 19 This embodiment differs from specific embodiment six in that the track fastener module includes a track fastener 71, a nut 72, and a screw 73. The track fastener 71 is fastened to one side of one rail in the rail assembly 4. One end of the screw 73 passes sequentially through the track fastener 71 and the fastener vibration damping subsystem 5 and is inserted into the corresponding sleeper 2. The nut 72 is positioned above the track fastener 71, sleeved on the screw 73, and threadedly connected to the screw 73. The track fastener 71 is tightly connected to the fastener vibration damping subsystem 5 and the rail through the nut 72 and the screw 73. Other components and connection methods are the same as in specific embodiment six.

[0057] Specific implementation method eight: Combining Figures 1 to 19This embodiment differs from specific embodiment seven in that the double-layer elastic vibration damping connection coupling subsystem includes a multi-layer composite vibration damping liner system 8 and an elastic support adjustment system 9. The multi-layer composite vibration damping liner system 8 includes a track interface elastic pad 81, an intermediate elastic vibration isolation liner 82, and a track bed interface vibration damping liner 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 pad 81, the intermediate elastic vibration isolation liner 82, and the track bed interface vibration damping liner 83 are arranged equidistantly from top to bottom. The bottom of the track bed interface vibration damping liner 83 is fixedly connected to the top of the track bed vibration damping subsystem 3. The top of the elastic pad 81 is fixedly connected to the bottom of the rail. The rail support elastic spring layer is laid between the rail interface elastic pad 81 and the intermediate elastic vibration isolation pad 82, and the top of the rail support elastic spring layer is fixedly connected to the bottom of the rail interface elastic pad 81, while the bottom of the rail support elastic spring layer is fixedly connected to the top of the intermediate elastic vibration isolation pad 82. The track bed support elastic spring layer is laid between the intermediate elastic vibration isolation pad 82 and the track bed interface vibration damping pad 83, and the top of the track bed support elastic spring layer is fixedly connected to the bottom of the intermediate elastic vibration isolation pad 82, while the bottom of the track bed support elastic spring layer is fixedly connected to the top of the track bed interface vibration damping pad 83. Other components and connection methods are the same as in specific embodiment seven.

[0058] Specific implementation method nine: Combining Figures 1 to 19 This embodiment differs from Specific Embodiment Eight in that the rail support elastic spring layer includes multiple rail support elastic springs 91, which are evenly distributed between the track interface elastic pad plate 81 and the intermediate elastic vibration isolation pad plate 82. The top end of each rail support elastic spring 91 is fixedly connected to the bottom end of the track interface elastic pad plate 81, and the bottom end of each rail support elastic spring 91 is fixedly connected to the top end of the intermediate elastic vibration isolation pad plate 82. Similarly, the track bed support elastic spring layer includes multiple track bed support elastic springs 92, which are evenly distributed between the intermediate elastic vibration isolation pad plate 82 and the track bed interface vibration damping pad plate 83. The top end of each track bed support elastic spring 92 is fixedly connected to the bottom end of the intermediate elastic vibration isolation pad plate 82, and the bottom end of each track bed support elastic spring 92 is fixedly connected to the top end of the track bed interface vibration damping pad plate 83. The structure of the rail support elastic springs 91 is the same as that of the track bed support elastic springs 92. Other components and connection methods are the same as in Specific Embodiment Eight.

[0059] Specific Implementation Method Ten: Combining Figures 1 to 19This embodiment differs from specific embodiment nine in that the rail support elastic spring 91 includes a multi-functional precision elastic support base unit 911, a spring body, and a connecting top seat. The spring body is vertically positioned between the rail interface elastic pad plate 81 and the intermediate elastic vibration isolation pad plate 82. The top of the spring body is fixedly connected to the bottom of the rail interface elastic pad plate 81 via the connecting top seat, and the bottom of the spring body is fixedly connected to the top of the intermediate elastic vibration isolation pad plate 82 via the multi-functional precision elastic support base unit 911. The multi-functional precision elastic support base unit 911 contains multiple fine-tuning vibration isolation modules. The top is equipped with multiple fine-tuning mechanisms, and each fine-tuning mechanism is correspondingly set with a fine-tuning vibration isolation module. The bottom end of each fine-tuning mechanism passes through the housing of the multi-functional 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 housing of the multi-functional precision elastic support base unit 911. The bottom end of the micro-adjusting bolt 913 passes through the micro-adjusting nut 912 and the housing of the multi-functional precision elastic support base unit 911 in sequence and is in contact with the top of the fine-tuning vibration isolation module. The micro-adjusting bolt 913 is threadedly connected to the micro-adjusting nut 912.

[0060] The fine-tuning vibration isolation module includes a micro elastic element 931, a micro spring 932, a spring-embedded cylinder 933, and a micro elastic connecting pad 934. The micro elastic element 931, the spring-embedded cylinder 933, and the micro elastic connecting pad 934 are arranged sequentially from top to bottom. The bottom of the micro elastic connecting pad 934 is fixed to the inner bottom of the housing of the multifunctional precision elastic support base unit 911. The spring-embedded cylinder 933 is vertically positioned on top of the micro elastic connecting pad 934, and its bottom is fixedly connected to the top of the micro elastic connecting pad 934. The micro elastic element 931 is positioned on top of the spring-embedded cylinder 933 and is fixedly connected to its top. The micro spring 932 is sleeved on the outside of the spring-embedded cylinder 933, and its top is fixedly connected to the micro elastic element 931. The bottom of the micro spring 932 is fixedly connected to the micro elastic connecting pad 934. The bottom end of the micro adjusting bolt 913 is in close contact with the top of the micro elastic element 931. Other components and connection methods are the same as in specific implementation method nine.

[0061] As described in Specific Embodiments 8 to 10, the multi-layer composite vibration damping liner system 8 and the elastic support adjustment system 9 can be independently disassembled and assembled through modular design, improving the convenience of installation. The track interface elastic liner 81 adopts a porous energy-absorbing structure, which can effectively alleviate the dynamic impact between the track and the track bed. The intermediate elastic vibration isolation liner 82 adopts a high-strength composite material to enhance vibration isolation performance and durability. The track bed interface vibration damping liner 83 provides a flexible connection between the track bed and the track through a highly elastic material. The elastic coefficient of the rail support elastic spring 91 is adjustable to adapt to different track load requirements. The elastic coefficient of the track bed support elastic spring 92 can be adjusted according to actual working conditions to adapt to different track load requirements. Under normal circumstances, there are 8 rail support elastic springs 91 arranged in a rectangular pattern of 2×4 between the track interface elastic liner 81 and the intermediate elastic vibration isolation liner 82. There are 9 track bed support elastic springs 92 arranged in a 3×3 pattern. The rail support elastic spring 91 is arranged in a rectangular pattern between the intermediate elastic vibration isolation liner 82 and the track bed interface vibration damping liner 83. The multi-functional precision elastic support base unit 911 in the rail support elastic spring 91 can achieve flexible configuration of height and elastic coefficient through precision adjustment. The miniature elastic element 931 in the multi-functional precision elastic support base unit 911 is made of high-performance elastic alloy, providing excellent elastic recovery capability. The miniature spring 932 is connected by threads or snaps to ensure assembly stability. The spring-embedded cylinder 933 can adjust the dynamic response characteristics of the overall vibration reduction system by rotation. The miniature elastic connecting pad 934 is made of flexible material to alleviate local stress concentration in the connection area. In actual work, the structure of the connecting top seat in the rail support elastic spring 91 can be arranged in the same way as the multi-functional precision elastic support base unit 911, or a composite material plate can be used directly instead. If the vibration amplitude changes greatly in the working environment, it is recommended to use the former arrangement. If the vibration amplitude changes little in the working environment, it is recommended to use the latter 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 liner system 8: The upper surface of the track interface elastic liner 81 is brought into contact with the bottom of the track, and the lower surface of the track bed interface vibration damping liner 83 is connected to the upper surface of the concave shell elastic vibration energy dispersion damping layer, so that the force is transmitted evenly and local vibration is avoided due to uneven force.

[0064] Arrangement 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 pad 81, the lower surface of the rail support elastic spring 91 is connected to the upper surface of the intermediate elastic vibration isolation pad 82, the lower surface of the intermediate elastic vibration isolation pad 82 is connected to the upper surface of the track bed support elastic spring 92, and the lower surface of the track bed support elastic spring 92 is connected to the upper surface of the track bed interface vibration damping pad 83.

[0065] The present invention has been disclosed above with preferred embodiments, but it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed structure and technical content to create equivalent embodiments without departing from the scope of the present invention. However, any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

[0066] Working principle

[0067] In operation, this application first assembles the various components according to the connection relationships described in Specific Embodiments 1 to 10. When a train passes over the rail assembly 4, the vibration is transmitted from top to bottom in stages. The vibration has two transmission paths: the first path is through the rail to the double-layer elastic vibration damping coupling subsystem and the track bed vibration damping subsystem 3, and then to the track bed 1; the second path is through the rail to the fastener vibration damping subsystem and the track bed vibration damping subsystem 3, and then to the track bed 1. After the vibration is transmitted through these two paths, it undergoes four levels of vibration isolation, and the amplitude gradually decreases during these four isolations. When passing through the first transmission path, the vibration passes through the track interface elastic pad 8. 1. The rail support elastic spring 91, intermediate elastic vibration isolation liner 82, track bed support elastic spring 92 and track bed interface vibration damping liner 83 complete the first-level vibration isolation. During this process, the fine-tuning vibration isolation module in the rail support elastic spring 91 achieves the second-level vibration isolation. Then, the vibration passes through the upper vibration damping pad 31, the middle vibration damping pad 32 and the lower vibration damping pad 33 to achieve the fourth-level vibration isolation. When passing through the second transmission path, the vibration passes through the rail, the vertical high-efficiency hole tuned vibration damping pad 51, the longitudinal dynamic elastic tuned vibration damping pad 52, the transverse high-efficiency vibration damping pad 53, the three-dimensional elastic vibration isolation coupling device 6 and the sleeper to achieve the third-level vibration isolation. Then, the vibration passes through the upper vibration damping pad 31, the middle vibration damping pad 32 and the lower vibration damping pad 33 to achieve 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. 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 damping system of this invention achieves multiple vibration reduction, vibration isolation, and load adjustment functions through a precise combination of a track bed vibration damping system, a fastener vibration damping system, and a double-layer elastic vibration damping connection coupling system. The track bed vibration damping system, through its layered design, can effectively reduce and isolate vibrations in multiple directions and frequency ranges. The fastener vibration damping system, through its three-dimensional vibration isolation device and multi-hole tuning design, enhances the multi-dimensional isolation effect of vibration. The double-layer elastic vibration damping connection coupling system further optimizes the connection between the track and the track bed, ensuring the efficient vibration reduction and isolation of the entire system.

[0070] This system not only significantly improves the vibration reduction effect of rail transit systems but also effectively reduces the impact of track vibration on the surrounding environment, enhances the comfort and safety of the rail system, and extends its service life. Through optimized design and the use of efficient materials, this invention provides a highly reliable vibration reduction system for urban rail transit, particularly suitable for urban rail transit systems with stringent 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 includes a track bed vibration reduction subsystem (3), multiple fastener vibration reduction subsystems (5), and multiple double-layer elastic vibration reduction connection coupling subsystems. The track bed vibration reduction subsystem (3) is arranged between the track bed (1) and multiple sleepers (2), and the bottom of the track bed vibration reduction subsystem (3) is fixedly connected to the top of the track bed (1). The bottoms of the multiple sleepers (2) are all fixedly connected to the top of the track bed vibration reduction subsystem (3). Each fastener vibration reduction subsystem (5) is correspondingly set between the 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 set between a rail in the rail group (4) and the track bed vibration damping subsystem (3). The bottom of each double-layer elastic vibration damping connection coupling subsystem is fixedly connected to the top of the track bed vibration damping subsystem (3). The top of each double-layer elastic vibration damping connection coupling subsystem is fixedly connected to the bottom of a rail. The fastener vibration damping subsystem (5) includes a vertical high-efficiency perforated tuning damping pad (51), a longitudinal dynamic elastic tuning damping pad (52), and a transverse high-efficiency vibration isolation damping pad (53). The vertical high-efficiency perforated tuning damping pad (51), the longitudinal dynamic elastic tuning damping pad (52), and the transverse high-efficiency vibration isolation damping pad (53) are stacked on the sleeper (2) from top to bottom. 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 damping pad (52) is fixedly connected to the top of the transverse high-efficiency vibration isolation damping pad (53), and the bottom of the vertical high-efficiency perforated tuning damping pad (51) is fixedly connected to the top of the longitudinal dynamic elastic tuning damping pad (52). The two rails in the rail group (4) are respectively detached and connected to the top of the vertical high-efficiency perforated tuning damping pad (51) through two rail fastener modules. The top of the sleeper (2) is machined with a groove extending along the length of the sleeper (2). A three-dimensional elastic vibration isolation coupling device (6) is provided in the groove. The three-dimensional elastic vibration isolation coupling device (6) includes multiple three-dimensional elastic vibration isolation springs. The multiple three-dimensional elastic vibration isolation springs are arranged equidistantly along the length of the groove. The bottom of each three-dimensional elastic vibration isolation spring is fixedly connected to the bottom of the groove. The top of each three-dimensional elastic vibration isolation spring is fixedly connected to the bottom of the transverse high-efficiency vibration damping pad (53).

2. The multi-layer composite elastic vibration reduction system for urban rail transit according to claim 1, characterized in that: The track bed vibration damping subsystem (3) includes an upper vibration damping pad (31), a middle vibration damping pad (32) and a lower vibration damping pad (33). The upper vibration damping pad (31), the middle vibration damping pad (32) and the lower vibration damping pad (33) are stacked on the track bed (1) from top to bottom. The bottom of the lower vibration damping pad (33) is in close contact with the top of the track bed (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 bottom of multiple sleepers (2) is 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 2, characterized in that: The upper damping pad (31) is a concave shell type elastic vibration energy dispersion damping layer, the middle damping pad (32) is a split type porous bidirectional adjustable damping layer, and the lower damping pad (33) is a high-strength trapezoidal composite damping layer.

4. The multi-layer composite elastic vibration reduction system for urban rail transit according to claim 3, characterized in that: The middle layer 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 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). 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, characterized in that: The track fastener module includes a track fastener (71), a nut (72), and a screw (73). The track fastener (71) is fastened to one side of a rail in the rail assembly (4). One end of the screw (73) passes through the track fastener (71) and the fastener vibration damping subsystem (5) in sequence and is inserted into the corresponding sleeper (2). The nut (72) is set above the track fastener (71) and sleeved on the screw (73) and threadedly connected to the screw (73). The track fastener (71) is tightly connected to the fastener vibration damping subsystem (5) and the rail through the nut (72) and the screw (73).

6. The multi-layer composite elastic vibration reduction system for urban rail transit according to claim 5, characterized in that: The double-layer elastic vibration damping connection coupling subsystem includes a multi-layer composite vibration damping liner system (8) and an elastic support adjustment system (9). The multi-layer composite vibration damping liner system (8) includes a track interface elastic liner (81), an intermediate elastic vibration isolation liner (82), and a track bed interface vibration damping liner (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 liner (81), the intermediate elastic vibration isolation liner (82), and the track bed interface vibration damping liner (83) are arranged equidistantly from top to bottom. The bottom of the track bed interface vibration damping liner (83) is fixedly connected to the top of the track bed vibration damping subsystem (3). The track interface elastic liner (81) The top is fixedly connected to the bottom of the rail. The rail support elastic spring layer is laid between the rail interface elastic pad (81) and the intermediate elastic vibration isolation pad (82). The top of the rail support elastic spring layer is fixedly connected to the bottom of the rail interface elastic pad (81), and the bottom of the rail support elastic spring layer is fixedly connected to the top of the intermediate elastic vibration isolation pad (82). The track bed support elastic spring layer is laid between the intermediate elastic vibration isolation pad (82) and the track bed interface vibration damping pad (83). The top of the track bed support elastic spring layer is fixedly connected to the bottom of the intermediate elastic vibration isolation pad (82), and the bottom of the track bed support elastic spring layer is fixedly connected to the top of the track bed interface vibration damping pad (83).

7. The multi-layer composite elastic vibration reduction system for urban rail transit according to claim 6, characterized in that: The rail support elastic spring layer includes multiple rail support elastic springs (91), which are evenly distributed between the track interface elastic pad plate (81) and the intermediate elastic vibration isolation pad plate (82). The top end of each rail support elastic spring (91) is fixedly connected to the bottom end of the track interface elastic pad plate (81), and the bottom end of each rail support elastic spring (91) is fixedly connected to the top end of the intermediate elastic vibration isolation pad plate (82). The track bed support elastic spring layer includes multiple track bed supports. Elastic springs (92), multiple track bed support elastic springs (92) are evenly distributed between the intermediate elastic vibration isolation liner (82) and the track bed interface vibration damping liner (83), and the top of each track bed support elastic spring (92) is fixedly connected to the bottom of the intermediate elastic vibration isolation liner (82), and the bottom of each track bed support elastic spring (92) is fixedly connected to the top of the track bed interface vibration damping liner (83), and the structure of the rail support elastic spring (91) is the same as the structure of the track bed support elastic spring (92).

8. A multi-layer composite elastic vibration reduction system for urban rail transit according to claim 7, characterized in that: The rail support elastic spring (91) includes a multi-functional precision elastic support base unit (911), a spring body, and a connecting top seat. The spring body is vertically positioned between the rail interface elastic pad plate (81) and the intermediate elastic vibration isolation pad plate (82). The top of the spring body is fixedly connected to the bottom of the rail interface elastic pad plate (81) via the connecting top seat. The bottom of the spring body is fixedly connected to the top of the intermediate elastic vibration isolation pad plate (82) via the multi-functional precision elastic support base unit (911). The multi-functional precision elastic support base unit (911) is equipped with multiple fine-tuning vibration isolation modules inside, and the top of the multi-functional precision elastic support base unit (911) is equipped with multiple fine-tuning mechanisms, and each fine-tuning module has multiple fine-tuning mechanisms. Each adjustment mechanism is correspondingly set with a fine-tuning vibration isolation module. The bottom end of each fine-tuning mechanism passes through the housing of the multi-functional 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 at the top of the housing of the multi-functional precision elastic support base unit (911). The bottom end of the micro-adjusting bolt (913) passes through the micro-adjusting nut (912) and the housing of the multi-functional precision elastic support base unit (911) in sequence and is in contact with the top of the fine-tuning vibration isolation module. The micro-adjusting bolt (913) is threadedly connected to the micro-adjusting nut (912). The fine-tuning vibration isolation module includes a miniature elastic element (931), a miniature spring (932), a spring-embedded cylinder (933), and a miniature elastic connecting pad (934). The miniature elastic element (931), the spring-embedded cylinder (933), and the miniature elastic connecting pad (934) are arranged sequentially from top to bottom. The bottom of the miniature elastic connecting pad (934) is fixed to the inner bottom of the housing in the multifunctional precision elastic support base unit (911). The spring-embedded cylinder (933) is vertically positioned on top of the miniature elastic connecting pad (934). The bottom of the micro elastic connecting pad (934) is fixedly connected to the top of the micro elastic element (931), the micro elastic element (931) is set on the top of the spring-in-the-cylinder (933) and fixedly connected to the top of the spring-in-the-cylinder (933), the micro spring (932) is sleeved on the outside of the spring-in-the-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 connecting pad (934), and the bottom end of the micro adjusting bolt (913) is in close contact with the top of the micro elastic element (931).

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