Steel rail damper and design method

Abstract

The invention provides a steel rail damper. The steel rail damper comprises a shell, a plurality of damping modules and an elastic piece. The shell is suitable for being assembled on a steel rail; the multiple damping modules are sequentially installed in the shell in the extending direction of the steel rail, and the damping modules are filled with damping particles in a free state; the elastic piece is arranged between the plurality of damping modules and the inner wall of the shell; wherein at least two damping modules are filled with damping particles with different particle diameters and / or filling rates. The invention further provides a design method applied to the steel rail damper.

Description

Technical Field

[0001] The present disclosure relates to the technical field of rail vibration and noise control, and more specifically, to a rail damper and a design method thereof. Background Art

[0002] With the rapid development of rail transit, the public's requirements for vibration and noise comfort are increasing. At present, elastic fasteners are generally installed in sensitive areas of rails. Although they effectively reduce vibration, they also cause the problem of rail corrugation. Especially in small curve sections with a track curvature radius of less than or equal to 800 meters, the excitation vibration energy between the wheel and the rail cannot be effectively transmitted, resulting in short-wave corrugation with a frequency of 300~350Hz on the track, which not only increases the wheel-rail excitation force, but also amplifies the vibration noise to the ground buildings.

[0003] Since the damping of the rail itself is very small and cannot effectively suppress vibration, implementing damping and vibration reduction technology on the rail has become a key way to reduce vibration noise. Studies have shown that wheel-rail noise is mainly generated by wheel and rail vibration, of which the contribution of medium and high frequency noise radiated by rail vibration exceeds 90%. As a commonly used control method, tuned mass dynamic absorber (TMD) attenuates vibration by matching the natural frequency or excitation frequency of the mass-spring system with the rail to generate opposite inertial force. However, the application of TMD has certain limitations, including its narrow action frequency range, difficulty in adapting to frequency changes caused by changes in train speed, and difficulty in controlling the stiffness of TMD's elastic elements, all of which affect the vibration reduction effect. In addition, the rubber or polyurethane materials used in TMD are prone to aging in natural environments, reducing their environmental tolerance.

[0004] Therefore, there is an urgent need for a rail damper that can effectively reduce vibration in multiple frequency bands and has good environmental tolerance to achieve more efficient vibration and noise reduction effects. Summary of the invention

[0005] In view of this, the present disclosure provides a rail damper, in which a plurality of damping modules are arranged inside an outer shell, and elastic members are arranged between the outer shell and the damping modules to form a resonance system, and at least two damping modules are filled with damping particles with different particle diameters and / or filling rates to reduce vibrations in different frequency bands.

[0006] One aspect of the present disclosure provides a rail damper, comprising: a shell, suitable for being assembled on a rail; a plurality of damping modules, sequentially installed inside the shell in the extension direction of the rail, the damping modules being filled with damping particles in a free state; and an elastic member, arranged between the plurality of damping modules and the inner wall of the shell; wherein at least two of the damping modules are filled with the damping particles having different particle diameters and / or filling rates.

[0007] According to an embodiment of the present disclosure, the damping module comprises: a box body configured in a cylindrical shape, the box body being suitable for accommodating the damping particles and the damping medium; and two sealing plates mounted on mounting holes reserved at both ends of the box body by fasteners.

[0008] According to an embodiment of the present disclosure, the fastener includes a screw and a nut, which is suitable for passing through the mounting holes on the box body of the multiple damping modules, fixing the two sealing plates of each damping module at both ends of the box body, and connecting and fixing the multiple damping modules.

[0009] According to an embodiment of the present disclosure, each of the damping modules further comprises a plurality of partitions, which are cross-arranged in the box body and separate a plurality of accommodating cavities in the box body; wherein the filling rate of the damping particles in the plurality of accommodating cavities of each of the damping modules is the same.

[0010] According to an embodiment of the present disclosure, the box body and the plurality of partitions are configured to extend in the extension direction of the rails and are integrally formed through a drawing process.

[0011] According to an embodiment of the present disclosure, at least two elastic clips are also included, which are suitable for fixing the above-mentioned shell on the above-mentioned rail.

[0012] According to an embodiment of the present disclosure, the housing includes a cylindrical shell extending in the extending direction of the rail and two end covers installed at both ends of the shell.

[0013] According to an embodiment of the present disclosure, the surface of the shell facing the waist of the rail is configured to have the same shape as the waist of the rail; wherein the shell and the waist of the rail are bonded together by structural adhesive.

[0014] According to an embodiment of the present disclosure, at least two groups of limiting units are spaced apart on the outer surface of the shell in the extension direction of the rail, and the limiting units are suitable for limiting the movement of the elastic buckle in the extension direction of the rail.

[0015] Another aspect of the present disclosure provides a design method, which is applied to the above-mentioned rail damper, including the steps of: S100: obtaining a target frequency of rail vibration reduction of a target track line; S200: establishing a dynamic model of a rail-rail damper according to the target frequency to obtain design parameters of the rail damper, the above-mentioned design parameters include: a mass ratio of the rail damper to the rail, the number and mass of the damping modules, and the particle parameters of the damping particles in each of the above-mentioned damping modules; S300: performing simulation analysis according to the design parameters to obtain a tuning frequency and a vibration reduction effect of the rail damper; S400: judging whether the tuning frequency and the vibration reduction effect meet the design requirements; S410: if the tuning frequency and the vibration reduction effect do not meet the design requirements, adjusting the design parameters, including: adjusting the mass and number of the above-mentioned damping modules according to the tuning frequency, and adjusting the particle parameters of the damping particles in the damping modules, including the filling rate and the particle diameter, to improve the vibration reduction effect; thereafter, executing step S300; and S420: if the tuning frequency and the vibration reduction effect meet the design requirements, outputting the design parameters.

[0016] According to the embodiments of the present disclosure, by sequentially installing multiple damping modules inside the shell and filling them with damping particles of different particle diameters and / or filling rates, a multi-level resonance system is formed, which enhances its overall vibration reduction effect. In addition, the setting of the elastic member optimizes the interaction between the damping module and the inner wall of the shell, further improving the dynamic response performance and stability of the damper. In addition, the combination of damping particles of different particle diameters and filling rates in multiple damping modules enables the damper to adapt to the complex vibration modes generated by the rails under different operating conditions, thereby achieving effective control of wide-band vibrations. It can cover a wider range of vibration frequencies, thereby effectively reducing rail vibration and noise and improving ride comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above and other objects, features and advantages of the present disclosure will become more apparent through the following description of the embodiments of the present disclosure with reference to the accompanying drawings, in which:

[0018] Figure 1 A perspective view of a rail damper according to an embodiment of the present disclosure is schematically shown.

[0019] Figure 2 An exploded view of a rail damper according to an embodiment of the present disclosure is schematically shown.

[0020] Figure 3 A perspective view of a damping module according to an embodiment of the present disclosure is schematically shown.

[0021] Figure 4 An exploded view of a damping module according to an embodiment of the present disclosure is schematically shown.

[0022] Figure 5A three-dimensional view of a box body of a damping module according to an embodiment of the present disclosure is schematically shown.

[0023] Figure 6 The schematic diagram shows the installation relationship between the rail damper and the rail according to the embodiment of the present disclosure.

[0024] Figure 7 yes Figure 6 The cross-sectional view perpendicular to the extending direction of the rail shows the installation relationship between the rail damper and the rail.

[0025] Figure 8 yes Figure 6 A side view showing the mounting relationship of the rail damper to the rail.

[0026] Fig. 9 A cross-sectional view perpendicular to the extending direction of the rail of a rail damper according to an embodiment of the present disclosure is schematically shown.

[0027] Fig.10 A cross-sectional view perpendicular to the extending direction of the rail of a rail damper according to another embodiment of the present disclosure is schematically shown.

[0028] Fig.11 A flow chart of a design method for a rail damper according to an embodiment of the present disclosure is schematically shown.

[0029] In the drawings, the meanings of the reference numerals are as follows:

[0030] 100. Rail damper;

[0031] 1. Shell;

[0032] 11. Shell;

[0033] 12. End cap;

[0034] 13. Limit unit;

[0035] 2. Damping module;

[0036] 21. Box body;

[0037] 211, mounting hole;

[0038] 212, accommodating chamber;

[0039] 22. Sealing plate;

[0040] 23. Fasteners;

[0041] 24. Partition;

[0042] 3. Damping particles;

[0043] 4. Elastic parts;

[0044] 5. Elastic buckle;

[0045] 6. Structural adhesive;

[0046] 200, rails;

[0047] 201, rail waist;

[0048] 300. Sleeper. DETAILED DESCRIPTION

[0049] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the present disclosure. In the following detailed description, for ease of explanation, many specific details are set forth to provide a comprehensive understanding of the embodiments of the present disclosure. However, it is apparent that one or more embodiments may also be implemented without these specific details. In addition, in the following description, descriptions of known structures and technologies are omitted to avoid unnecessary confusion of the concepts of the present disclosure.

[0050] The terms used herein are only for describing specific embodiments and are not intended to limit the present disclosure. The terms "comprise", "include", etc. used herein indicate the existence of the features, steps, operations and / or components, but do not exclude the existence or addition of one or more other features, steps, operations or components.

[0051] All terms used herein, including technical and scientific terms, have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification, and should not be interpreted in an idealized or overly rigid manner.

[0052] When using expressions such as "at least one of A, B and C", it should generally be interpreted according to the meaning of the expression commonly understood by technical personnel in this field. For example, "a system having at least one of A, B and C" should include but is not limited to a system having A alone, B alone, C alone, A and B, A and C, B and C, and / or A, B, C, etc.

[0053] Figure 1 A perspective view of a rail damper according to an embodiment of the present disclosure is schematically shown. Figure 2 An exploded view of a rail damper according to an embodiment of the present disclosure is schematically shown.

[0054] The embodiment of the present disclosure provides a rail damper, such as Figure 1 and Figure 2As shown, it includes a shell 1, a plurality of damping modules 2 and an elastic member 4. The shell 1 is suitable for being assembled on a rail 200; the plurality of damping modules 2 are sequentially installed inside the shell 1 in the extension direction of the rail 200, and the damping modules 2 are filled with damping particles 3 in a free state; and the elastic member 4 is arranged between the plurality of damping modules 2 and the inner wall of the shell 1; wherein at least two damping modules 2 are filled with damping particles 3 with different particle diameters and / or filling rates.

[0055] According to the above-mentioned configuration, by sequentially installing multiple damping modules 2 inside the housing 1 and filling the damping particles 3 with different particle diameters and / or filling rates, a multi-level resonance system is formed, thereby enhancing the vibration reduction effect of the rail damper 100. When the rail damper 100 resonates with the rail 200, the damping particles 3 in each damping module 2 can vibrate independently, thereby increasing the degree of freedom of the internal vibration system of the rail damper 100 and improving the overall absorption and dissipation efficiency of the vibration energy transmitted by the rail. The configuration of the elastic member 4 optimizes the interaction between the damping module 2 and the inner wall of the housing 1, thereby forming an integral resonance system, further improving the dynamic response performance and stability of the rail damper 100. In addition, the configuration of the damping particles 2 with different particle diameters and / or filling rates in multiple damping modules 2 enables at least two damping modules 2 to adapt to the resonance frequency generated by the rail 200 under different operating conditions, thereby achieving effective control of broadband vibration. It can cover a wider vibration frequency range, thereby effectively reducing the vibration and noise of the rail 200 and improving riding comfort.

[0056] In detail, by changing the mass of each damping module 2, that is, the particle diameter and filling rate of the damping particles 3, the rail damper 100 can selectively absorb vibration energy within a specific frequency range and function in different vibration frequency bands, thereby achieving control of vibration in a wide frequency range.

[0057] It should be noted that the action frequency of the resonant system depends on its mass, stiffness and damping characteristics. By changing the particle diameter or filling rate of the damping particles 3 in each damping module 2, the plurality of damping modules 2 have different total masses, so as to change the action frequency of the rail damper 100 in a targeted manner.

[0058] Furthermore, under the same conditions, the damping particles 3 with a large particle diameter have a larger mass, so their movement speed is slower, resulting in the damping module 2 being more effective in the low frequency band. Conversely, the damping particles 3 with a small particle diameter move faster, so they are more effective in the high frequency band. Similarly, the gaps between particles with a high filling rate are small, and the movement of the damping particles 3 is restricted, which may lead to a better damping effect of the damping module 2 in the high frequency band. The gaps between particles with a low filling rate are large, and the damping particles 3 can move more freely, which may provide a better damping effect in the low frequency band. Therefore, changes in particle diameter and filling rate not only change the mass of the damping module 2, but also change the action frequency and vibration reduction effect of the damping particles 3.

[0059] In an illustrative embodiment, the elastic member 4 includes an elastic rubber layer 2 including a rubber-like substance having certain elasticity and damping properties; the elastic member 4 is arranged between the damping module 2 and the outer shell 1, and fills the internal cavity of the outer shell 1, bonding and solidifying the outer shell 1 and multiple damping modules 2 into a whole.

[0060] In an illustrative embodiment, the elastic member 4 includes two-component silicone, which can be micro-foamed by adjusting the two components to play the role of a spring, and form a mass spring together with the damping module 2. That is, the action frequency of the rail damper 100 can be changed by adjusting the elastic modulus of the elastic member 4 and the damping module 2.

[0061] In an illustrative embodiment, Figure 2 As shown, the housing 1 has a certain thickness, and the material of the housing 1 includes but is not limited to aluminum alloy, carbon steel, stainless steel, fiberglass and the like.

[0062] Figure 3 A perspective view of a damping module according to an embodiment of the present disclosure is schematically shown. Figure 4 An exploded view of a damping module according to an embodiment of the present disclosure is schematically shown.

[0063] In an illustrative embodiment, Figure 3 and Figure 4 As shown, the damping module 2 comprises: a box body 21 and two sealing plates 22. The box body 21 is cylindrical and suitable for accommodating the damping particles 3 and the damping medium; the two sealing plates 22 are mounted on the mounting holes 211 reserved at both ends of the box body 21 through fasteners 23.

[0064] According to the above-mentioned arrangement, by adopting the structure of the cylindrical box body 21 and the two sealing plates 22, the damping particles 3 and the damping medium are effectively accommodated and fixed, while ensuring the sealing and stability of the damping system, thereby improving the vibration reduction performance of the damper in a wide frequency range and the reliability in long-term use.

[0065] In an illustrative embodiment, the material of the damping particles 3 includes but is not limited to steel or stainless steel, the particle recovery coefficient is 0.2, the static friction coefficient is 0.2, and the rolling friction coefficient is 0.01.

[0066] In an illustrative embodiment, the damping particles 3 include: metal particles, such as steel, aluminum, copper, etc., non-metal particles, such as ceramics, plastics, rubber, etc., and composite particles, such as metal-plastic composites, metal-ceramic composites, etc.

[0067] In an illustrative embodiment, the damping medium includes but is not limited to air, liquid, and silicone rubber elastomer. The embodiment of the present disclosure selects air as the medium.

[0068] In an illustrative embodiment, Figure 3 and Figure 4 As shown, the fastener 23 includes fastening screws, and the sealing plate 22 is fixed to the mounting holes 211 at both ends of the box body 21 by the fastening screws.

[0069] In detail, the sealing plate 22 is made of an aluminum plate with a thickness of 2-3 mm, and the diameter of the mounting hole 211 is 3 mm.

[0070] In an illustrative embodiment, the fastener 23 includes a screw and a nut, which is suitable for passing through the mounting holes 211 on the box body 21 of the multiple damping modules 2, fixing the two sealing plates 22 of each damping module 2 at both ends of the box body 21, and connecting and fixing the multiple damping modules 2.

[0071] According to the above-mentioned setting method, by passing through the mounting holes 211 on the box body 21 of multiple damping modules 2, not only the two sealing plates 22 of each damping module 2 are effectively fixed to the two ends of the box body 21, ensuring the sealing and stability of a single damping module 2, but also convenient connection and fixation between multiple damping modules 2 are achieved, thereby improving the structural strength and installation efficiency of the overall damping system, and enhancing the overall damping performance and maintainability of the rail damper 100.

[0072] Figure 5 A three-dimensional view of a box body of a damping module according to an embodiment of the present disclosure is schematically shown.

[0073] In an illustrative embodiment, Figure 5 As shown, each damping module 2 further includes a plurality of partitions 24, which are cross-arranged in the box body 21 and separate a plurality of accommodating cavities 212 in the box body 21; wherein the filling rate of the damping particles 3 in the plurality of accommodating cavities 212 of each damping module 2 is the same.

[0074] According to the above-mentioned setting mode, the partition 24 is used to divide the cavity, which increases the collision frequency and contact area between the damping particles 3 and the wall of the accommodating cavity 212, thereby effectively improving the vibration reduction effect. Specifically, the multiple accommodating cavities 212 can make the damping particles 3 move more frequently in a smaller space when vibrated, increasing the number of collisions between the damping particles 3 and the cavity wall, which not only improves the energy absorption efficiency, but also enhances the overall vibration reduction capacity of the damping system. In addition, it also helps to disperse and evenly transmit vibration energy, further optimizing the vibration reduction performance of the damping module 2.

[0075] In an illustrative embodiment, Figure 5 As shown, the box body 21 and the plurality of partitions 24 are configured to extend in the extending direction of the rail 200 and are integrally formed through a drawing process.

[0076] According to the above-mentioned setting mode, since the vibration of the rail 200 mainly occurs in the vertical and horizontal directions, the partition 24 is constructed to extend in the extension direction of the rail 200, and divide the cross section of the box body 21 into a structure of multiple cavities such as four-grid, six-grid and nine-grid. When the rail 200 vibrates, the frequency of the collision between the damping particles 3 and the wall surface of the partition 24 is increased, the energy absorption efficiency is increased, and the vibration reduction effect is improved. At the same time, the partition 24 and the box body 21 are integrally formed along the extension direction of the rail, which enhances the structural stability of the box body 21, so that the damping module 2 can still maintain good working performance when subjected to complex vertical and lateral vibrations.

[0077] In an illustrative embodiment, the thickness of the partition 24 is 1-2 mm, and the cross-sectional size of the accommodating cavity 212 is greater than or equal to 20 mm×20 mm.

[0078] Figure 6 The schematic diagram shows the installation relationship between the rail damper and the rail according to the embodiment of the present disclosure. Figure 7 yes Figure 6 The cross-sectional view perpendicular to the extending direction of the rail shows the installation relationship between the rail damper and the rail.

[0079] In an illustrative embodiment, Figure 1 , Figure 2 , Figure 6 and Figure 7 As shown, at least two elastic buckles 5 are also included, which are suitable for fixing the housing 1 on the rail 200.

[0080] In an illustrative embodiment, Figure 7As shown, the elastic buckle 5 is constructed as a C-shaped elastic strip structure. When working, one end of the elastic buckle 5 is wrapped around the bottom of the rail 200 and fastened to the bottom edge of the rail 200, and the other end is abutted against the top of the shell 1, forming a structure with a high fastening force. The elasticity of the elastic buckle 5 is used to apply a force toward the rail 200 to the shell 1, so that the shell 1 is pressed and fixed on the rail 200.

[0081] In an illustrative embodiment, the material of the elastic buckle 5 includes 65Mn spring steel, and the surface is treated for corrosion. Specifically, the vertical clamping force of the elastic buckle 5 is greater than or equal to 500N (when the vertically stretched spring buckle 5 produces a displacement deformation of 0.1mm).

[0082] In an illustrative embodiment, Figure 6 and Figure 7 As shown, the rail dampers 100 are grouped in pairs and are symmetrically mounted on both sides of the rail waist 201 of the rail 200 through two elastic buckles 5 .

[0083] In an illustrative embodiment, Figure 1 and Figure 2 As shown, the housing 1 includes a cylindrical shell 11 configured to extend in the extending direction of the rail 200 and two end covers 12 installed at both ends of the shell 11 .

[0084] According to the above-mentioned arrangement, the cylindrical structure of the housing 11 gives it excellent ductility in the extension direction of the rail 200, effectively promoting the dispersion and absorption of vibration energy along this direction. The end caps 12 installed at both ends not only ensure the stable positioning of the internal damping module 2, but also seal the internal cavity, effectively isolating external factors such as air and water, and preventing internal components from being corroded or damaged, thereby ensuring the long-term stable operation and reliability of the rail damper 100.

[0085] In an illustrative embodiment, the end cover 13 and the end of the housing 11 are sealed by a sealant.

[0086] In an illustrative embodiment, Figure 7 As shown, the surface of the housing 11 facing the rail waist 201 of the rail 200 is constructed to have the same shape as the rail waist 201 ; wherein the housing 11 and the rail waist 201 are bonded by a structural adhesive 6 .

[0087] According to the above-mentioned setting mode, the shape matching of the shell 11 and the rail waist 201 ensures the close contact between the rail damper 100 and the rail 200, which can more effectively transmit and absorb the vibration energy of the rail 200, thereby improving the vibration reduction and noise reduction effect. The use of structural adhesive 6 for fixing by bonding can simplify the installation process to a certain extent, and can be relatively easy to operate when the rail damper 100 needs to be maintained or replaced. The structural adhesive 6 also has good durability and environmental resistance, which ensures that the rail damper 100 can still maintain good bonding performance during long-term use and is not easily invalidated due to external factors such as temperature and humidity changes.

[0088] In detail, the rail damper is installed on both sides of the rail waist, so the housing 11 is bonded to the side of the rail waist and the upper surface of the rail bottom, and the bonding parts are all bonded with structural adhesive 6. The structural adhesive 6 includes a two-component methacrylate adhesive, which is cured at room temperature and has good high temperature resistance (85 degrees Celsius, 10,000 hours / short-term high temperature resistance of 200 degrees Celsius), chemical resistance, tensile strength ≧19MPa, hardness, Shore D not less than 69, and elongation 25-30%. The present disclosure is not limited to this, and other high-strength structural adhesives 6 with equivalent parameters to the above can also be used.

[0089] In an illustrative embodiment, Figure 1 and Figure 2 As shown, at least two groups of limiting units 13 are arranged at intervals on the outer surface of the housing 11 in the extension direction of the rail 200 , and the limiting units 13 are suitable for limiting the movement of the elastic buckle 5 in the extension direction of the rail 200 .

[0090] Detailed, such as Figure 1 and Figure 2 As shown, the limiting unit 13 includes two limiting protrusions that are spaced apart, and the distance between two adjacent limiting protrusions is equal to the width of the elastic fastener 5 , which is suitable for fastening the elastic fastener 5 .

[0091] According to the above-mentioned setting method, the limiting unit 13 provides precise positioning for the elastic buckle 5, ensuring that the elastic buckle 5 will not make unnecessary displacement in the extension direction of the rail 200 during installation and vibration, thereby improving the overall stability of the rail damper 100 in the extension direction of the rail 200.

[0092] Figure 8 yes Figure 6 A side view showing the mounting relationship of the rail damper to the rail.

[0093] In an illustrative embodiment, Figure 8 As shown, the rail damper 100 is installed at the mid-span position between two adjacent sleepers 300 .

[0094] In detail, the length L of the rail damper 100 is adjusted according to the spacing of the sleepers 300. For example, the spacing of the sleepers 300 is usually 500-700 mm. Therefore, it is recommended that the length L is 360-460 mm.

[0095] According to the above-mentioned setting method, it is ensured that the rail damper 100 can accurately adapt to the common spacing of the sleepers 300 (i.e., 500-700 mm), thereby optimizing the installation position and coverage range of the rail damper 100, improving the absorption efficiency of the vibration energy of the rail 200, and enhancing the shock absorption performance.

[0096] Fig. 9 A cross-sectional view perpendicular to the extending direction of the rail of a rail damper according to an embodiment of the present disclosure is schematically shown. Fig.10 A cross-sectional view perpendicular to the extending direction of the rail of a rail damper according to another embodiment of the present disclosure is schematically shown.

[0097] In an illustrative embodiment, Fig. 9 and Fig.10 As shown, the height H of the rail damper 100 is set to 80-110 mm according to the interface relationship between the wheel and the rail 200 .

[0098] In detail, according to the change of the height H and the influence of the thickness of the limiting unit 13, in the vertical direction, the number of the accommodating cavities 212 in the box body 21 can be two or three, forming a four-grid, six-grid or nine-grid structure.

[0099] Fig.11 A flow chart of a design method for a rail damper according to an embodiment of the present disclosure is schematically shown.

[0100] According to the embodiments of the present disclosure, minimizing the amplitude ratio of the main vibration system (i.e., the ratio of the amplitude of the rail 200 to the static deformation of the rail 200) is the design goal of the rail damper 100, and the greater the mass ratio of the rail damper 100 to the rail 200, the more conducive to vibration reduction. Increasing the mass ratio can improve the vibration reduction effect and reduce the amplitude ratio of the main vibration system. However, this will make the overall structure heavier, resulting in high cost and poor economy. In order to avoid adding too much weight, the mass ratio is usually controlled at about 0.3.

[0101] In detail, assuming that the mass per unit length (m) of the rail 200 is 60 kg, the interval length between two adjacent sleepers 300 is 0.625 m, and since the rail dampers 100 are symmetrically arranged on both sides of the rail waist 201 and the number is 2, the design weight of the rail damper 100 should be controlled at about 5.6 kg.

[0102] The embodiment of the present disclosure also provides a design method, such as Fig.11As shown, the rail damper 100 applied to the above-mentioned rail damper includes steps: S100~S420.

[0103] In step S100, a target frequency for vibration reduction of the rail 100 of a target track line is obtained.

[0104] According to an embodiment of the present disclosure, the rail vibration frequency of the actual line is obtained by performing a static rail hammer frequency response test in a vehicle-free state and a rail vibration response test in a vehicle-running state, the frequency band of the pinned-pinned modal frequency of the rail is determined, and the target frequency is determined to match the pinned-pinned modal frequency of the rail.

[0105] In detail, the static rail hammer frequency response test is carried out using the force hammer method. By arranging vibration sensors at the mid-span position of the rail and striking it with a force hammer, the vertical and lateral vibration responses of the rail and the transfer function between the force hammer are obtained respectively, and the pinned-pinned modal frequency of the rail is analyzed based on the transfer function.

[0106] In step S200, a dynamic model of the rail-rail damper is established according to the target frequency to obtain design parameters of the rail damper, the design parameters including: the mass ratio of the rail damper to the rail 200, the number and mass of the damping modules 2, and the particle parameters of the damping particles 3 in each damping module 2;

[0107] According to the embodiment of the present disclosure, a structural model of the rail damper 100 is established. Considering that the rail damper 100 is rigidly connected to the rail waist 201 and the rail bottom of the rail 200, the surface of the housing 1 of the rail damper 100 is fully constrained and fixed. Since the rail damper 100 is distributed along the longitudinal direction of the rail 200, the Pinned-Pinned resonance mode of the rail 200 generates bending along the longitudinal direction. Therefore, the vertical elastic bending modulus of the damping module 2 will not be considered to suppress the Pinned-Pinned resonance mode, and the damping module 2 is set as a rigid body with greater stiffness. Its vertical bending mode frequency is consistent with the design frequency.

[0108] Among them, the damping particles 3 in the damping module 2 are calculated according to the equivalent mass under different filling rate conditions, as shown in Table 1; the Young's modulus parameter of the elastic member 4 is taken from the test value of the two-component glue at different densities, and 5Mpa is taken in the embodiment of the present disclosure.

[0109] Table 1

[0110]

[0111] In step S300, a simulation analysis is performed according to the design parameters to obtain the tuning frequency and vibration reduction effect of the rail damper.

[0112] In step S400, it is determined whether the tuning frequency and the vibration reduction effect meet the design requirements.

[0113] According to an embodiment of the present disclosure, by establishing discrete units, assuming that an amplitude of 2 mm and an excitation frequency of 10 Hz are applied on the upper surface of the box body 21 of the damping module 2, a simple harmonic excitation with an amplitude of A=1 mm and a frequency of 10 Hz is applied to the damping module 2 for one cycle, and the equivalent damping ratio is obtained by calculating the sum of the kinetic energy and potential energy E1 of the box body 21 under the initial state and the sum of the kinetic energy and potential energy E2 of the damping particles 3 under the initial state. In practical applications, the simulation of the damping particles 3 is achieved by continuously optimizing the combined parameters of the mass ratio, the particle diameter Dp, and the particle filling rate ρp to obtain the optimal solution that is compatible with the structure of the rail 200.

[0114] In step S410, if the tuning frequency and the vibration reduction effect do not meet the design requirements, the design parameters are adjusted, including: adjusting the mass and quantity of the damping module 2 according to the tuning frequency, and adjusting the particle parameters of the damping particles 3 in the damping module 2, including the filling rate and particle diameter, to improve the vibration reduction effect; then, step S300 is executed.

[0115] In step S420, if the tuning frequency and the vibration reduction effect meet the design requirements, the design parameters are output.

[0116] The embodiments of the present disclosure are described above. However, these embodiments are only for illustrative purposes and are not intended to limit the scope of the present disclosure. Although the embodiments are described above, this does not mean that the measures in the various embodiments cannot be used in combination to advantage. Without departing from the scope of the present disclosure, those skilled in the art may make a variety of substitutions and modifications, which should all fall within the scope of the present disclosure.

Claims

1. A rail damper, characterized in that: include: A housing (1) adapted to be assembled on a rail (200); A plurality of damping modules (2) are sequentially installed inside the housing (1) in the extension direction of the rail (200), and the damping modules (2) are filled with damping particles (3) in a free state; and An elastic member (4) is arranged between the plurality of damping modules (2) and the inner wall of the housing (1); At least two of the damping modules (2) are filled with damping particles (3) having different particle diameters and / or filling rates.

2. The rail damper according to claim 1, characterized in that: The damping module (2) comprises: A box body (21) is configured in a cylindrical shape, and the box body (21) is suitable for accommodating the damping particles (3) and the damping medium; and The two sealing plates (22) are mounted on mounting holes (211) reserved at both ends of the box body (21) via fasteners (23).

3. The rail damper according to claim 2, characterized in that: The fastener (23) comprises a screw and a nut, and is suitable for passing through the mounting holes (211) on the box body (21) of the plurality of damping modules (2), fixing the two sealing plates (22) of each damping module (2) to the two ends of the box body (21), and connecting and fixing the plurality of damping modules (2).

4. The rail damper according to claim 2, characterized in that: Each of the damping modules (2) further comprises a plurality of partitions (24), wherein the plurality of partitions (24) are cross-arranged in the box body (21) and separate a plurality of accommodating chambers (212) in the box body (21); The filling rates of the damping particles (3) in the plurality of accommodating cavities (212) of each damping module (2) are the same.

5. The rail damper according to claim 4, characterized in that: The box body (21) and the plurality of partitions (24) are configured to extend in the extension direction of the steel rail (200) and are integrally formed through a drawing process.

6. The rail damper according to claim 1, characterized in that: It also comprises at least two elastic buckles (5) suitable for fixing the housing (1) on the steel rail (200).

7. The rail damper according to claim 6, characterized in that: The housing (1) comprises a cylindrical shell (11) configured to extend in the extension direction of the rail (200) and two end covers (12) mounted at both ends of the shell (11).

8. The rail damper according to claim 7, characterized in that: The surface of the housing (11) facing the rail waist (201) of the steel rail (200) is configured to have the same shape as the rail waist (201); The shell (11) and the rail waist (201) are bonded together by means of structural adhesive (6).

9. The rail damper according to claim 7, characterized in that: At least two groups of limiting units (13) are arranged at intervals on the outer surface of the housing (11) in the extension direction of the steel rail (200), and the limiting units (13) are suitable for limiting the movement of the elastic buckle (5) in the extension direction of the steel rail (200).

10. A design method, applied to the rail damper according to any one of claims 1 to 9, comprising the steps of: S100: Obtaining a target frequency of rail vibration reduction of a target track line; S200: Establishing a dynamic model of the rail-rail damper according to the target frequency to obtain design parameters of the rail damper, wherein the design parameters include: The mass ratio of the rail damper to the rail (200), the number and mass of the damping modules (2), and the particle parameters of the damping particles (3) in each of the damping modules (2); S300: Perform simulation analysis according to design parameters to obtain the tuning frequency and vibration reduction effect of the rail damper; S400: Determine whether the tuning frequency and vibration reduction effect meet the design requirements; S410: If the tuning frequency and the vibration reduction effect do not meet the design requirements, adjust the design parameters, including: adjusting the mass and quantity of the damping module (2) according to the tuning frequency, and adjusting the particle parameters of the damping particles (3) in the damping module (2), including the filling rate and the particle diameter, to improve the vibration reduction effect; Afterwards, step S300 is executed; and S420: If the tuning frequency and the vibration reduction effect meet the design requirements, the design parameters are output.

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