A rail transit frog switch core vibration reduction device and design method thereof

Abstract

The invention relates to the field of rail transit technology, and in particular to a rail transit frog switch core vibration damping device and a design method thereof. The design method of the rail transit frog switch core vibration damping device is used to design a rail transit frog switch core vibration damping device; the rail transit frog switch core vibration damping device comprises a switch core vibration damper and a fixing assembly, the switch core vibration damper is fixedly arranged on the frog through the fixing assembly, the frog is integrally cast, and comprises a heart rail, a wing rail and a bottom plate, the heart rail and the wing rail form a Y-shaped track-changing area on the bottom plate; the switch core vibration damper is arranged as a Y-shaped structure, and is overlapped in the track-changing area; the switch core vibration damper comprises a load-balancing layer and an elastic damping layer, the load-balancing layer is fixedly arranged above the elastic damping layer, so that when the wheel hub passes through the frog, the wheel hub can evenly transfer the vibration force to the elastic damping layer through the load-balancing layer, thereby driving the elastic damping layer to elastically vibrate, so as to consume the vibration energy, thereby reducing the impact of the wheel hub on the frog.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and in particular to a rail transit frog core vibration reduction device and a design method thereof. Background Art

[0002] The frog is a key component in the railway turnout. It is usually composed of a heart rail and a wing rail. Its main function is to enable the wheels to smoothly transition from one rail to another. Common frogs can be divided into two types: fixed frogs and movable frogs. Among them, fixed frogs are widely used due to their high strength and good wear resistance.

[0003] In urban rail transit, due to cost and track space limitations, small-numbered fixed frogs are often used. The wheel-rail track line is discontinuous, causing the frog to become the area in the track where the wheel-rail impact is most severe. Moreover, the wheel-rail relationship in the frog area is extremely complex, with single-point and multi-point contact. The wheel-rail dynamic response is violent, and the impact and vibration are more significant. Compared with the section line, the vibration source intensity is significantly increased, making the frog prone to problems such as increased wear and short service life.

[0004] Currently in the technical field of the industry, most of the vibration reduction measures in the frog area are copied from the section line, and are not designed for the wheel-rail contact and vibration transmission characteristics of the frog area. If this continues, the loss of the frog will only become more and more serious. Summary of the invention

[0005] Based on this, it is necessary to provide a rail transit frog switch core vibration reduction device and a design method thereof in order to solve the problem of short service life of the current frog during use.

[0006] The above purpose is achieved through the following technical solutions:

[0007] A rail transit frog switch core vibration damping device, the rail transit frog switch core vibration damping device comprises a switch core vibration damper and a fixing assembly, the switch core vibration damper is fixedly arranged on the frog through the fixing assembly, the frog is integrally cast and comprises a heart rail, a wing rail and a bottom plate, the heart rail and the wing rail form a Y-shaped track-changing area on the bottom plate; the switch core vibration damper is arranged as a Y-shaped structure and overlapped in the track-changing area; the switch core vibration damper comprises a load-balancing layer and an elastic damping layer, the load-balancing layer is fixedly arranged above the elastic damping layer, the load-balancing layer is configured to evenly transfer the vibration generated when a train passes to the elastic damping layer, and the elastic damping layer is configured to consume the vibration energy by relying on its own elastic characteristics.

[0008] Further, the fixing assembly includes a bolt, a fixing washer, a fastening washer and a first elastic member, the bolt has a rod and a head, the rod is provided with a first external thread and a second external thread, and the pitch of the first external thread is smaller than the pitch of the second external thread, the rod is threadedly inserted into the load-balancing layer through the first external thread, and the rod is threadedly inserted into the fastening washer through the second external thread; the end of the head away from the rod is provided with an elastic structure, and is stopped at the bottom of the base plate; the fixing washer is inserted into the elastic damping layer, sleeved on the rod, and fixedly provided on the base plate; the fastening washer is inserted into the elastic damping layer, and is provided above the fixing washer, and can rotate relative to the bolt, and the fastening washer forms a one-way rotation fit with the fixing washer at the same time, the first elastic member is connected between the load-balancing layer and the fastening washer, and under the action of the first elastic member, the fastening washer has a tendency to be pressed against the fixing washer.

[0009] Furthermore, the first elastic member is configured as a first compression spring.

[0010] Furthermore, one end of the head portion close to the rod portion is inserted into the rod portion and can slide along the extension direction of the rod portion; the fixing assembly also includes a second elastic member, which is connected between the head portion and the rod portion, and under the action of the second elastic member, the head portion and the rod portion have a tendency to approach each other.

[0011] Furthermore, a sliding damping fit is formed between the head portion and the rod portion.

[0012] Furthermore, the second elastic member is configured as a second compression spring.

[0013] Furthermore, the fixing assembly includes a double-headed screw and a nut and / or an adhesive.

[0014] Furthermore, the load-balancing layer and the elastic damping layer are vulcanized into an integrated structure through a high-temperature and high-pressure process.

[0015] Furthermore, three ends of the load-balancing layer are provided with slope buffer structures.

[0016] The present invention also provides a design method for a rail transit frog switch core vibration reduction device, which is used to design a rail transit frog switch core vibration reduction device. The design method for the rail transit frog switch core vibration reduction device comprises the following steps:

[0017] S1, obtaining a target frog, and determining the outer contour size of the switch core damper according to the cavity shape of the target frog;

[0018] S2, using simulation analysis software or by actually testing the vibration response signal of the target frog when the train passes through the target frog on site, and performing spectrum analysis on the vibration response signal to obtain the vibration frequency band of the switch core damper;

[0019] S3. Designing an optimal elastic material damping ratio according to the vibration frequency band of the branch core shock absorber obtained by calculation;

[0020] S4. Using dedicated dynamic simulation software, preset different stiffness parameters of the switch core vibration damper and height parameters from the load-balancing layer to the target frog rail top to obtain the optimal stiffness parameter K and height parameter H of the switch core vibration damper.

[0021] The beneficial effects of the present invention are:

[0022] The invention relates to a rail transit frog switch core vibration damping device and a design method thereof, wherein the design method of the rail transit frog switch core vibration damping device is used to design a rail transit frog switch core vibration damping device; during the use of the rail transit frog switch core vibration damping device, when a train passes through the frog, the wheel hub first contacts with a load-balancing layer, at which time the load-balancing layer can evenly disperse the vibration force applied by the wheel hub, and then transmit it to the elastic damping layer below, after receiving these evenly distributed vibration forces, the elastic damping layer begins to elastically vibrate by virtue of its own elastic characteristics, during which the vibration energy is gradually consumed and converted into other forms of energy such as heat energy and dissipated, thereby reducing the impact of the vibration force on the frog; at the same time, the load-balancing layer also plays a buffering effect, avoiding the wheel hub from locally over-extruding the elastic damping layer, thereby ensuring the stable and long-term operation of the switch core vibration damper and increasing the service life of the frog. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 A schematic diagram of the three-dimensional structure of the rail transit frog switch core vibration reduction device provided by an embodiment of the present invention when it is assembled on the frog;

[0024] Figure 2 for Figure 1 A schematic diagram of the partially enlarged structure at center A;

[0025] Figure 3 A schematic diagram of the structure of a rail transit frog switch core vibration reduction device provided by an embodiment of the present invention when it is assembled on a frog;

[0026] Figure 4 A schematic diagram of the three-dimensional structure of a fork-core vibration damper of a rail transit frog fork-core vibration damping device provided by an embodiment of the present invention Figure 1 ;

[0027] Figure 5 A schematic diagram of the three-dimensional structure of a fork-core vibration damper of a rail transit frog fork-core vibration damping device provided by an embodiment of the present invention Figure 2 ;

[0028] Figure 6 A schematic cross-sectional view of the rail transit frog switch core vibration reduction device provided by an embodiment of the present invention when assembled on a frog;

[0029] Figure 7 for Figure 6 A schematic diagram of the partially enlarged structure at B in the middle;

[0030] Figure 8 for Figure 7 A schematic diagram of the partially enlarged structure at C in the middle;

[0031] Fig. 9 for Figure 7 The schematic diagram of the local enlarged structure at D in the middle;

[0032] Fig.10 A schematic diagram of the three-dimensional structure of a fastening washer of a rail transit frog switch core vibration reduction device provided by an embodiment of the present invention.

[0033] in:

[0034] 1. Fork shock absorber; 11. Load-balancing layer; 1101. Slope buffer structure; 1102. Installation trough; 12. Elastic damping layer; 1201. First installation hole;

[0035] 21. Bolt; 211. Rod; 212. Head; 22. Fixing washer; 23. Fastening washer; 24. First compression spring; 25. Second compression spring;

[0036] 3. Guide rail;

[0037] 4. frog; 41. heart rail; 42. wing rail; 43. bottom plate; 4301. second mounting hole; 44. track change area. DETAILED DESCRIPTION

[0038] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below through embodiments and in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0039] The serial numbers assigned to the components herein, such as "first", "second", etc., are only used to distinguish the objects described and do not have any order or technical meaning. The "connection" and "coupling" mentioned herein, unless otherwise specified, include direct and indirect connections (couplings). In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", etc., indicating the orientation or position relationship are based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present invention.

[0040] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0041] like Figures 1 to 10 As shown, the rail transit frog switch core vibration reduction device provided in the embodiment of the present invention is configured to include a switch core vibration reduction device 1 and a fixing assembly. The switch core vibration reduction device 1 is fixedly arranged on the frog 4 by the fixing assembly. The frog 4 is integrally cast and includes a heart rail 41, a wing rail 42 and a bottom plate 43. The heart rail 41 and the wing rail 42 form a Y-shaped track changing area 44 on the bottom plate 43; the switch core vibration reduction device 1 is configured to be a Y-shaped structure and is overlapped in the track changing area 44; the switch core vibration reduction device 1 includes a load-balancing layer 11 and an elastic damping layer 12, and the load-balancing layer 11 is fixedly arranged above the elastic damping layer 12.

[0042] Specifically in this embodiment, Figure 3As shown, the bottom plate 43 is configured as a strip plate structure, and the plate surface is set horizontally during installation; the heart rail 41 is configured as a block structure, and the projection view on the bottom plate 43 is an acute triangle, the heart rail 41 is installed on the top of the bottom plate 43 and is located on the left side, and the tip of the heart rail 41 is set to the right along the extension direction parallel to the bottom plate 43; the wing rails 42 are configured as a C-shaped strip structure, and the two wing rails 42 are installed on the top of the bottom plate 43 and are symmetrically arranged about the heart rail 41, one notch of the two wing rails 42 is set upward, and the other notch is set downward, and two flares are formed between the two wing rails 42, one of which expands to the left and the other expands to the right, the heart rail 41 is located in the flare on the left, and the tip points to the small end of the flare to form a Y-shaped track change area 44.

[0043] like Figure 4 As shown, the load-balancing layer 11 is configured as a Y-shaped plate structure and can be made of hard special steel; the elastic damping layer 12 is configured as a Y-shaped structure and can be made of high-quality rubber or polymer damping material, and is coated on the bottom and around the outer contour of the load-balancing layer 11.

[0044] During use, when the train passes through the switch 4, the wheel hub first contacts the load-balancing layer 11. At this time, the load-balancing layer 11 can evenly disperse the vibration force applied by the wheel hub, and then transmit it to the elastic damping layer 12 below. After receiving these evenly distributed vibration forces, the elastic damping layer 12 begins to vibrate elastically by virtue of its own elastic characteristics. During this vibration process, the vibration energy is gradually consumed and converted into other forms of energy such as heat energy and dissipated, thereby reducing the impact of the vibration force on the switch 4; at the same time, the load-balancing layer 11 also has a buffering effect, avoiding local excessive extrusion of the elastic damping layer 12 by the wheel hub, thereby ensuring the stable and long-term operation of the switch core shock absorber 1 and increasing the service life of the switch 4.

[0045] In a further embodiment, the fixing assembly may be configured to include a double-start screw and a nut and / or an adhesive.

[0046] Specifically in this embodiment, in order to facilitate the insertion of the double-headed screw, as Figure 5 As shown, a plurality of first mounting holes 1201 are provided on the elastic damping layer 12; Figure 7 As shown, a number of mounting grooves 1102 equal to the number of the first mounting holes 1201 is opened at the bottom of the load-bearing layer 11, and the mounting grooves 1102 and the first mounting holes 1201 are connected to each other; a number of second mounting holes 4301 equal to the number of the first mounting holes 1201 is opened at the bottom of the base plate 43, and the second mounting holes 4301 and the first mounting holes 1201 are connected to each other.

[0047] During the installation of the switch core shock absorber 1, the switch core shock absorber 1 is first overlapped and placed in the track change area 44, and then the double-headed screw is driven from bottom to top to pass through the second mounting hole 4301, the first mounting hole 1201 and the mounting groove 1102 in sequence, and is threadedly inserted into the mounting groove 1102; then the nut is sleeved on the bottom end of the double-headed screw; then the nut is screwed until the nut is pressed against the bottom of the base plate 43 to achieve a fixed connection between the switch core shock absorber 1 and the switch 4.

[0048] Exemplary, such as Figure 5 As shown, the number of the first mounting holes 1201 can be set to six, and four of them are symmetrically opened in pairs on the two forked ends of the elastic damping layer 12, and the other two are opened at intervals on the collective end of the elastic damping layer 12; accordingly, the number of the mounting grooves 1102 and the second mounting holes 4301 are both set to six.

[0049] More specifically, adhesive may be coated between the elastic damping layer 12 and the bottom plate 43 to achieve a fixed connection between the switch core damper 1 and the frog 4 .

[0050] It is understandable that before the nut is sleeved on the bottom end of the stud screw, a washer can be sleeved on the bottom end of the stud screw to improve the fastening effect between the fork core damper and the frog 4.

[0051] It is understandable that the nut can be set as a locking nut to further improve the fastening effect between the switch core damper and the frog 4.

[0052] In the above embodiment, the fork shock absorber 1 needs to be firmly connected to the bottom plate 43 of the frog 4 by means of a double-headed screw, but this installation process has many thorny problems; specifically, the installation direction of the double-headed screw is strictly limited, that is, it can only be inserted from bottom to top into the second installation hole 4301, the first installation hole 1201 and the installation sink 1102 pre-set in the bottom plate 43 and the fork shock absorber 1, and in actual operation scenarios, the frog 4 is a key component in the track system. When laying and installing, due to the overall safety of the track, Due to considerations such as stability and height adaptability, it is usually placed close to the ground, and the reserved space at the bottom is extremely limited. When construction workers start to install the double-headed screws, the operating space is too small, and it is extremely inconvenient for the construction workers to use their hands and tools. It is difficult to accurately control the insertion angle and force of the double-headed screws, resulting in many difficulties in the insertion process. Moreover, each attempt to align the second mounting hole 4301, the first mounting hole 1201 and the mounting groove 1102 requires a lot of time and energy, which greatly slows down the installation progress.

[0053] In order to complete this difficult installation step, the construction team is often forced to choose between two undesirable solutions: one is to either dismantle the installed frog 4 as a whole, complete the installation of the double-headed screw and the switch core damper 1 in a relatively open space, and then reinstall the frog 4; the other is to either predict in advance and assemble the switch core damper 1 and the double-headed screw before the frog 4 is installed on the track. The former undoubtedly greatly increases the workload of construction, and the repeated disassembly and installation of the frog 4 is not only time-consuming and labor-intensive, but may also cause potential damage to the frog 4 itself, affecting its subsequent performance; the latter requires extremely high accuracy in construction planning. Once the early planning changes, the subsequent track laying work will become passive, which not only causes severe limitations on the use environment, but also brings many unnecessary troubles to the entire operation process.

[0054] In order to solve the problems existing in the above-mentioned embodiments, in other embodiments, the fixing assembly can also be configured to include a bolt 21, a fixing washer 22, a fastening washer 23 and a first elastic member, the bolt 21 has a rod 211 and a head 212, the rod 211 is provided with a first external thread and a second external thread, and the pitch of the first external thread is smaller than the pitch of the second external thread, the rod 211 is threadedly inserted on the load-bearing layer 11 through the first external thread, and the rod 211 is threadedly inserted on the fastening washer 23 through the second external thread; the end of the head 212 away from the rod 211 is provided with a It is arranged as an elastic structure and is stopped at the bottom of the base plate 43; the fixed washer 22 is inserted into the elastic damping layer 12, and is sleeved on the rod 211, and is fixedly set on the base plate 43; the fastening washer 23 is inserted into the elastic damping layer 12, and is arranged above the fixed washer 22, and can rotate relative to the bolt 21, and the fastening washer 23 forms a one-way rotation fit with the fixed washer 22 at the same time, and the first elastic member is connected between the load-balancing layer 11 and the fastening washer 23. Under the action of the first elastic member, the fastening washer 23 has a tendency to be pressed on the fixed washer 22.

[0055] Specifically in this embodiment, Figure 7 As shown, the rod 211 of the bolt 21 is set as a round rod structure, the first external thread is provided on the top circumferential side wall of the rod 211, and the second external thread is provided on the circumferential side wall of the rod 211 and is located below the first external thread. When installing, the rod 211 is inserted into the second mounting hole 4301, the first mounting hole 1201 and the mounting groove 1102 at the same time, and is inserted into the mounting groove 1102 through the first external thread; the head 212 of the bolt 21 is set as an inverted T-shaped structure and is inserted into the second mounting hole 4301, the bottom end of the head 212 extends out of the outside of the second mounting hole 4301, and forms a stopper with the bottom of the bottom plate 43; the fixing washer 22 is set as an annular structure and is inserted into the first mounting hole 1201, and the bottom end of the fixing washer 22 is fixedly set on the top of the bottom plate 43; as shown Fig.10As shown, the fastening washer 23 is configured as an annular structure, and four first arc-shaped protrusions are arranged on the top of the fastening washer 23, the four first arc-shaped protrusions are evenly arranged along the circumferential direction, and for the same first arc-shaped protrusion, its height in the counterclockwise direction gradually increases, so that the four first arc-shaped protrusions form a ratchet-like one-way structure; correspondingly, four second arc-shaped protrusions are arranged on the top of the fixed washer 22, the four second arc-shaped protrusions are evenly arranged along the circumferential direction, and for the same second arc-shaped protrusion, its height in the counterclockwise direction gradually increases, so that the four second arc-shaped protrusions form a ratchet-like structure; when installed, the fastening washer 23 has the end face of the first arc-shaped protrusion facing downward, so that the fastening washer 23 and the fixed washer 22 form a one-way rotation fit.

[0056] Specifically, when the fastening washer 23 rotates in the counterclockwise direction, the fastening washer 23 can rotate normally; when the fastening washer 23 rotates in the clockwise direction, the fastening washer 23 cannot rotate due to the clamping of the first arc-shaped protrusion and the second arc-shaped protrusion.

[0057] During the installation of the switch core damper 1, the frog 4 can be in a state of being installed on the track or not installed on the track; specifically, firstly, the bolt 21 and the head 212 are passed downward through the first mounting hole 1201 and the mounting groove 1102 in sequence, and the rod 211 is inserted into the mounting groove 1102 through the first external thread; then the switch core damper 1 is overlapped and placed in the track change area 44 from top to bottom, and in this process, the bolt 21 is aligned with the second mounting hole 4301 throughout the entire process. Since the end of the head 212 away from the rod 211 is set as an elastic structure, when the bottom end of the head 212 is inserted into the second mounting hole 4301, the bottom end of the head 212 can be elastically compressed under the pressure of the second mounting hole 4301; when the bottom end of the head 212 extends out of the second mounting hole 4301, the bottom end of the head 212 automatically extends under the action of its own elasticity and stops at the bottom of the base plate 43 to achieve a stable connection between the switch core damper 1 and the frog 4.

[0058] It is understandable that adhesive may also be applied between the elastic damping layer 12 and the bottom plate 43 to improve the connection stability between the switch core damper 1 and the frog 4 .

[0059] During use, if Figure 7As shown, when the train passes through the switch 4, the wheel hub will vibrate. When the wheel hub vibrates downward, it will first contact the load-balancing layer 11 and press down the load-balancing layer 11. The load-balancing layer 11 presses down the elastic damping layer 12 and the bolt 21 at the same time. While consuming the vibration energy through the elastic damping layer 12, the bolt 21 moves axially. Since the rod 211 of the bolt 21 forms a threaded fit with the fastening washer 23 through the second external thread, during the axial movement of the bolt 21, the bolt 21 and the fastening washer 23 need to rotate relative to each other. At this time, the fastening washer 23 cannot rotate under the clamping connection of the first arc-shaped protrusion and the second arc-shaped protrusion. Therefore, under the threaded fit, the bolt 21 moves axially and rotates at the same time, and is screwed into the installation groove 1102 through the threaded fit between the bolt 21 and the installation groove 1102.

[0060] When the elastic damping layer 12 is pressed down to a certain thickness, as the wheel hub vibrates upward, the elastic damping layer 12 pushes the load-balancing layer 11 upward under the action of its own elasticity. The load-balancing layer 11 simultaneously drives the bolt 21 to move upward, causing the bolt 21 to move axially. Since the rod 211 of the bolt 21 forms a threaded fit with the fastening washer 23 through the second external thread, during the axial movement of the bolt 21, the bolt 21 and the fastening washer 23 need to rotate relative to each other. At this time, the first arc-shaped protrusion and the second arc-shaped protrusion are disengaged, allowing the fastening washer 23 to rotate. Therefore, during this process, the bolt 21 moves axially and the fastening washer 23 rotates, so that the depth of the bolt 21 screwed into the mounting groove 1102 remains unchanged.

[0061] Since the bolt 21 is partially screwed into the mounting groove 1102 and the length of the bolt 21 is fixed, the elastic damping layer 12 can only be partially reset, so that the elastic damping layer 12 initially has a larger elastic potential energy when the wheel hub is pressed down next time; this accumulated elastic potential energy can react more forcefully to the wheel hub at the moment of wheel hub pressing down, thereby strengthening the fit between the switch core shock absorber 1 and the frog 4, thereby enhancing the fastening effect and more efficiently buffering and dispersing the impact force from the wheel hub; and each time the wheel passes, the newly added elastic potential energy will participate in the vibration reduction process, making the absorption and conversion of vibration energy more sufficient, reducing the transmission of vibration to the frog 4 main body and the surrounding track structure, extending the service life of the key components of the frog 4, ensuring the stability and comfort of rail transit operation, and reducing the risk of track diseases caused by long-term high-frequency vibration.

[0062] In a further embodiment, the first elastic member is configured as a first compression spring 24 .

[0063] Specifically in this embodiment, Figure 7As shown, the first compression spring 24 is sleeved on the rod 211, and the top end is fixedly connected to the bottom of the load-balancing layer 11, and the bottom end abuts against the top of the fastening washer 23. Under the action of the first compression spring 24, the load-balancing layer 11 and the fastening washer 23 tend to move away from each other.

[0064] In other embodiments, since the bolt 21 is installed manually, there is a certain installation error, so that the bottom end of the head 212 may be located at a position inserted into the second installation hole 4301, or may be located at a position away from the bottom of the base plate 43, thereby affecting the locking effect of the bolt 21; and when the switch core damper 1 vibrates, the bolt 21 may become loose, and the loosening state of each bolt 21 may be different, so that the bolt 21 with a tighter connection is subjected to a greater shear force and is damaged first, thereby affecting the connection stability between the switch core damper 1 and the frog 4. To solve this problem, it is configured that one end of the head 212 close to the rod 211 is inserted into the rod 211 and can slide along the extension direction of the rod 211; the fixing assembly is configured to also include a second elastic member, the second elastic member is connected between the head 212 and the rod 211, and under the action of the second elastic member, the head 212 and the rod 211 have a tendency to approach each other.

[0065] Specifically in this embodiment, Fig. 9 As shown, the bottom end of the rod portion 211 is provided with a shell-like structure, and the top end of the head portion 212 is slidably inserted into the shell-like structure to form a piston-like sliding structure.

[0066] During use, by setting the retractable form of the bolt 21, on the one hand, during installation, according to different installation conditions (installation position and depth of the second installation hole 4301, etc.), the bottom end of the head 212 can always stop at the bottom of the bottom plate 43, so as to improve the accuracy during installation and ensure the locking effect of each bolt 21. On the other hand, when the switch core shock absorber 1 vibrates, the bottom end of the head 212 can always stop at the bottom of the bottom plate 43, so that the bolt 21 can always lock the switch core shock absorber 1 and the frog 4, thereby reducing the difference in the degree of looseness between different bolts 21, which is conducive to extending the service life of the bolt 21.

[0067] In a further embodiment, in order to further consume vibration energy, a sliding damping fit is formed between the head 212 and the rod 211 .

[0068] Specifically in this embodiment, Fig. 9 As shown, a piston disk is coaxially arranged at the top of the head 212, and the piston disk divides the chamber inside the shell-like structure into an upper chamber and a lower chamber, and a plurality of piston holes are opened on the end surface of the piston disk, and the piston holes connect the upper chamber and the lower chamber; the shell-like structure is filled with damping fluid.

[0069] Exemplarily, the number of piston holes can be two and they are symmetrically arranged.

[0070] During use, when the switch core shock absorber 1 vibrates, the rod 211 and the head 212 will move relative to each other, so that the damping fluid is exchanged between the upper chamber and the lower chamber through the piston hole, thereby consuming part of the vibration energy on the one hand, and on the other hand, when the vibration frequency of the switch core shock absorber 1 is high, under the damping action of the damping fluid, the rod 211 and the head 212 do not move relative to each other, so that the bolt 21 is of fixed length, thereby being able to resist high-frequency vibrations and improve the connection stability between the switch core shock absorber 1 and the frog 4.

[0071] In other embodiments, the second elastic member is configured as a second compression spring 25 .

[0072] Specifically in this embodiment, Fig. 9 As shown, the second compression spring 25 is inserted into the shell-like structure of the rod 211 and is sleeved on the head 212. The top end of the second compression spring 25 is arranged on the head 212, and the bottom end abuts against the inner bottom surface of the shell-like structure. Under the action of the second compression spring 25, the rod 211 and the head 212 tend to approach each other.

[0073] In a further embodiment, when a piston disc is provided, the top end of the second compression spring 25 abuts against the bottom of the piston disc, and the bottom end abuts against the inner bottom surface of the shell-like structure.

[0074] In other embodiments, in order to improve the connection strength between the load-balancing layer 11 and the elastic damping layer 12, the load-balancing layer 11 and the elastic damping layer 12 are vulcanized into an integrated structure through a high temperature and high pressure process.

[0075] In other embodiments, in order to reduce the rigid collision between the wheel hub and the load-balancing layer 11 when the wheel hub passes through the frog 4 , slope buffer structures 1101 are provided at the three ends of the load-balancing layer 11 .

[0076] Specifically in this embodiment, Figure 4 As shown, the slope buffer structure 1101 located at the forked end of the load-balancing layer 11 is set to increase its height gradually in the direction from the forked end to the collecting end, and the slope buffer structure 1101 located at the collecting end of the load-balancing layer 11 is set to decrease its height gradually in the direction from the forked end to the collecting end, so that when the train passes through the switch 4, it can move smoothly to the load-balancing layer 11 through the slope buffer structure 1101 located at the collecting end of the load-balancing layer 11, and then can smoothly leave the load-balancing layer 11 through the slope buffer structure 1101 located at the forked end of the load-balancing layer 11.

[0077] In other embodiments, in order to improve the smoothness of the train switching tracks, such as Figure 3As shown, two guide rails 3 are symmetrically arranged on the top of the two wing rails 42. The two guide rails 3 and the heart rail 41 are arranged opposite to each other. The guide rails 3 are arranged as a strip structure and are embedded in the wing rails 42 and extend in the horizontal direction. When installed, one end of the guide rail 3 away from the heart rail 41 is hinged on the wing rail 42, and the other end is suspended.

[0078] The guide rail 3 can swing around the hinge point and has a first position and a second position before and after the swing. When in the first position, the guide rail 3 is extended along the extension direction parallel to the bottom plate 43. When in the second position, the guide rail 3 is extended in the direction pointing to the center rail 41. Figure 3 As shown, at this time, the guide rail 3 located on the upper side is in the second position, and the guide rail 3 located on the lower side is in the first position, so that when the train passes through the frog 4, under the guidance of the guide rail 3 located on the upper side, the train can smoothly switch to the track below the heart rail 41.

[0079] In a further embodiment, in order to facilitate the provision of driving force for the swinging of the guide rail 3, the rail transit switch core vibration reduction device is configured to also include two drive motors, the two drive motors are respectively inserted in the two wing rails 42, and the motor shafts are both arranged upward in the vertical direction and fixedly inserted on the guide rail 3, and the axis of the motor shaft of the drive motor coincides with the hinge point.

[0080] Another embodiment of the present invention further provides a design method for a rail transit frog switch core vibration reduction device, which is used to design a rail transit frog switch core vibration reduction device. The design method for the rail transit frog switch core vibration reduction device includes the following steps:

[0081] S1, obtaining a target frog 4, and determining the outer contour size of the fork core damper 1 according to the cavity shape of the target frog 4;

[0082] Specifically, the target frog 4 can be scanned by a high-precision 3D laser scanner to obtain its accurate 3D geometric model; the high-precision 3D laser scanner can capture the shape data of each part of the target frog 4 with millimeter-level or even higher accuracy, so as to provide a basis for subsequent analysis; then the 3D geometric model of the target frog 4 can be imported into an industrial-grade computer and professional modeling software (such as SolidWorks, UG, etc.) to facilitate technicians to visualize and analyze the cavity shape of the target frog 4, and assist in determining the outer contour size of the switch core damper 1.

[0083] The specific operation steps are: first use a high-precision three-dimensional laser scanner to scan the target fork 4 in all directions to generate point cloud data, then convert the point cloud into a solid model through an industrial-grade computer and professional modeling software, and then measure the length, width, depth of the cavity of the target fork 4 and the curvature radius of key parts and other geometric dimensions. Based on these dimensions, reserve reasonable installation and buffer space, and preliminarily determine the length, width, height, contour curve and other external contour dimensions of the switch core shock absorber 1.

[0084] S2, using simulation analysis software or by actually testing the vibration response signal of the target frog 4 when the train passes through the target frog 4 on site, and performing spectrum analysis on the vibration response signal to obtain the vibration frequency band of the switch core damper 1;

[0085] Specifically, when using simulation analysis software to test the vibration response signal of the target frog 4 when the train passes through the target frog 4, simulation analysis software (such as ANSYS, ABAQUS, etc.) can be used, which can simulate the complex mechanical process when the train passes through the target frog 4 and output high-precision vibration response data.

[0086] The specific operation steps are as follows: first, accurately establish the coupled dynamic model of the train and the target switch 4 in the simulation software, set the train speed, load and other parameters, and extract the vibration acceleration time history data of the key nodes of the target switch 4 after running the simulation; then import the data into the spectrum analyzer to obtain the spectrum diagram of the vibration acceleration, observe the frequency range with larger amplitude, and determine the main vibration frequency band. For example, if an obvious peak appears in the frequency band of 50 to 200 Hz, this is the key vibration frequency band.

[0087] When the vibration response signal of the target frog 4 when the train passes through the target frog 4 is actually tested on site, the acceleration sensor can be installed at the key position of the target frog 4, so that the vibration acceleration signal generated when the train passes through the target frog 4 can be collected in real time; then the data acquisition instrument is connected to the acceleration sensor, which is responsible for converting the analog signal obtained by the sensor into a digital signal and storing it. The sampling frequency must be high enough, for example, set to above 10kHz to ensure that high-frequency vibration information is not lost; and whether it is data collected on site or data output by simulation software, it needs to be processed by a spectrum analyzer to convert the vibration response signal in the time domain into a frequency domain signal to clearly show the amplitude distribution of each frequency component.

[0088] The specific operation steps are as follows: the acceleration sensor is firmly installed on the switch core 4 of the target frog, the wing rail 42 and other parts. When the train passes, the data acquisition instrument synchronously records the vibration response signal, and then the spectrum analyzer is used to perform the same spectrum analysis and processing. The average value is taken after multiple tests to accurately locate the frequency band where the vibration is concentrated.

[0089] S3. Designing an optimal elastic material damping ratio according to the vibration frequency band of the branch core shock absorber 1 obtained by calculation;

[0090] Specifically, the mechanical properties of different elastic materials, such as tensile, compression, and shear modulus, can be tested by a material testing machine to provide basic data for subsequent damping ratio calculations; and / or the storage modulus and loss modulus of the material under alternating stress can be accurately measured by a dynamic mechanical analyzer (DMA) to calculate the damping ratio.

[0091] The specific operation steps are as follows: based on the vibration frequency band obtained in the previous step, screen out potentially applicable elastic materials, such as rubber, polyurethane, etc.; use a material testing machine to determine the basic mechanical parameters of the material, then put the material sample into a dynamic thermomechanical analyzer, set the test frequency to match the vibration frequency band determined in the previous step, and set the temperature to simulate the actual working temperature; obtain the storage modulus E' and loss modulus E'' of the material through DMA testing, and calculate the damping ratio values ​​of different materials according to the damping ratio calculation formula ξ=E'' / (2πE'), and compare and select the material with the best damping ratio and the corresponding damping ratio value in the vibration frequency band. For example, the damping ratio of a certain rubber material is calculated to be 0.3 in the target vibration frequency band, and this is determined to be the optimal value after comprehensive evaluation.

[0092] S4. Using dedicated dynamic simulation software, preset different stiffness parameters of the switch core damper 1 and height parameters from the load-balancing layer 11 to the rail top of the target frog 4 to obtain the optimal stiffness parameter K and height parameter H of the switch core damper 1.

[0093] Specifically, the stiffness parameter K can be achieved through a special structural design of the elastic damping layer 12 ; and the height parameter H can be achieved through a structural height design of the branch-core vibration damper 1 .

[0094] More specifically, dedicated dynamic simulation software (such as Simpack, RecurDyn and other professional rail transit dynamics simulation software) can be used: these software have a special modeling component library and algorithm for rail transit equipment dynamics, which can efficiently and accurately simulate the dynamic characteristics of the target switch 4 system including shock absorbers; then through a computer cluster (depending on the scale of calculation): due to the huge amount of simulation calculation data and complex calculations under a large number of parameter combinations, ordinary computers cannot bear it, and it may be necessary to use a computer cluster to use multiple high-performance computers for parallel calculations to accelerate the calculation process and reduce the overall time consumption.

[0095] The specific operation steps are as follows: a detailed dynamic model including the switch core damper 1, the target switch 4 and the track is built in the dynamic simulation software; first, according to experience and theoretical knowledge, the initial value range of the stiffness parameter K and the height parameter H is set, for example, the stiffness parameter K is in the range of 10 to 100 kN / mm, and the height parameter H is in the range of 50 to 200 mm, and multiple value points are divided at a certain interval; these parameter combinations are substituted in turn for dynamic simulation, focusing on observing the vibration amplitude of the key parts of the target switch 4, the wheel-rail force and other evaluation indicators; the simulation results under different parameter combinations are compared to find the stiffness parameter K and height parameter H that minimize the vibration amplitude and the most uniform wheel-rail force distribution. For example, when K=30 kN / mm and H=120 mm, the comprehensive optimal indicators are determined as the optimal parameters.

[0096] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0097] The above-mentioned embodiments only express several implementation methods of the present invention, and the description thereof is relatively specific and detailed, but it cannot be understood as limiting the scope of the present invention. It should be pointed out that for ordinary technicians in this field, several modifications and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention.

Claims

1. A rail transit frog switch core vibration reduction device, characterized in that: The rail transit frog switch core vibration damping device comprises a switch core vibration damper and a fixing assembly, wherein the switch core vibration damper is fixedly arranged on the frog through the fixing assembly, the frog is integrally cast and comprises a heart rail, a wing rail and a bottom plate, wherein the heart rail and the wing rail form a Y-shaped track-changing area on the bottom plate; the switch core vibration damper is arranged as a Y-shaped structure and overlappedly arranged in the track-changing area; the switch core vibration damper comprises a load-balancing layer and an elastic damping layer, wherein the load-balancing layer is fixedly arranged above the elastic damping layer, wherein the load-balancing layer is configured to evenly transfer the vibration generated when a train passes by to the elastic damping layer, and wherein the elastic damping layer is configured to consume the vibration energy by relying on its own elastic characteristics; The fixing assembly includes a bolt, a fixing washer, a fastening washer and a first elastic member, the bolt has a rod and a head, the rod is provided with a first external thread and a second external thread, and the pitch of the first external thread is smaller than the pitch of the second external thread, the rod is inserted into the load-balancing layer through the first external thread, and the rod is inserted into the fastening washer through the second external thread; the end of the head away from the rod is set as an elastic structure and is stopped at the bottom of the base plate; the fixing washer is inserted into the elastic damping layer, sleeved on the rod, and fixedly arranged on the base plate; the fastening washer is inserted into the elastic damping layer, and is arranged above the fixing washer, and can rotate relative to the bolt, and the fastening washer forms a one-way rotation fit with the fixing washer at the same time, the first elastic member is connected between the load-balancing layer and the fastening washer, and under the action of the first elastic member, the fastening washer has a tendency to be pressed against the fixing washer.

2. The rail transit frog switch vibration reduction device according to claim 1, characterized in that: The first elastic member is configured as a first compression spring.

3. The rail transit frog switch vibration reduction device according to claim 1, characterized in that: One end of the head portion close to the rod portion is inserted into the rod portion and can slide along the extension direction of the rod portion; the fixing assembly also includes a second elastic member, which is connected between the head portion and the rod portion. Under the action of the second elastic member, the head portion and the rod portion tend to approach each other.

4. The rail transit frog switch vibration reduction device according to claim 3, characterized in that: A sliding damping fit is formed between the head and the rod.

5. The rail transit frog switch vibration reduction device according to claim 3, characterized in that: The second elastic member is configured as a second compression spring.

6. The rail transit frog switch vibration reduction device according to claim 1, characterized in that: The load-balancing layer and the elastic damping layer are vulcanized into an integrated structure through a high-temperature and high-pressure process.

7. The rail transit frog switch vibration reduction device according to claim 1, characterized in that: The three ends of the load-balancing layer are all provided with slope buffer structures.

8. A design method for a rail transit frog switch core vibration reduction device, characterized in that: For designing a rail transit frog switch core vibration reduction device according to any one of claims 1 to 7, the design method of the rail transit frog switch core vibration reduction device comprises the following steps: S1, obtaining a target frog, and determining the outer contour size of the switch core damper according to the cavity shape of the target frog; S2, using simulation analysis software or by actually testing the vibration response signal of the target frog when the train passes through the target frog on site, and performing spectrum analysis on the vibration response signal to obtain the vibration frequency band of the switch core damper; S3. Designing an optimal elastic material damping ratio according to the vibration frequency band of the branch core shock absorber obtained by calculation; S4. Using dedicated dynamic simulation software, preset different stiffness parameters of the switch core vibration damper and height parameters from the load-balancing layer to the target frog rail top to obtain the optimal stiffness parameter K and height parameter H of the switch core vibration damper.

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