Vibration and noise reduction device and method for rail transit steel rail

Abstract

A rail transit steel rail vibration and noise reduction device comprises damping modules with damping vibration reduction functions, resonance modules with vibration absorption functions and clamps, and is characterized in that the damping modules are symmetrically attached to the two sides of a steel rail and extend to a rail bottom from a rail web, and the clamps are fixed to the damping modules and stretch across the rail bottom to hoop the damping modules to the steel rail; the resonance module is arranged in the longitudinal direction of the steel rail and detachably installed on the damping module, and the clamp and the resonance module are in longitudinal positioning fit with the damping module respectively. The positioning reliability of the damping module on the steel rail is improved, the reliability of vibration and noise reduction is improved, the resonance module is effectively prevented from loosening and shifting, targeted vibration suppression is carried out according to the vibration working condition of a line where the steel rail is located, directional dominant frequency suppression is achieved, high energy caused by specific excitation frequency is solved, energy consumption is improved, and the service life is prolonged. Steel rail vibration is reduced. The invention further provides a rail transit steel rail vibration and noise reduction method.

Description

Technical Field

[0001] The present invention relates to a vibration and noise reduction device and method for rail transit rails, belonging to the technical field of vibration and noise reduction of rail transit rails. Background Technique

[0002] When a train runs normally, wheel-rail noise is the main noise source. Therefore, reducing wheel-rail noise is very important in the whole railway noise. Wheel-rail noise is mainly composed of the noise of three parts: the wheel, the rail and the sleeper. The vibration noise of the rail is an important part of wheel-rail noise. According to the wheel-rail noise spectrum diagram, it can be seen that: in the frequency band below 500 Hz, the wheel-rail rolling noise mainly comes from the contribution of the sleeper; in the frequency band of 500 Hz - 2000 Hz, it mainly comes from the contribution of the rail; when the frequency band is greater than 2000 Hz, it mainly comes from the contribution of the wheel, and at the same time, the rail noise is still significant. Therefore, suppressing the rail noise can effectively reduce the wheel-rail noise. Among the measures to suppress the vibration and noise of the rail, the rail damping or the rail dynamic absorber has the characteristics of convenient transformation, remarkable effect, less investment, and quick installation. In recent years, a large number of researches and extensive applications have been carried out.

[0003] The damping rail uses viscoelastic polymers to achieve the purpose of attenuating the radiated noise of the rail, and has good vibration and noise reduction effects on the vibration noise of the rail in the medium and high frequency bands, but the attenuation effect on the first-order pinned-pinned resonance of the rail that causes the peak value of the track radiated noise is not significant.

[0004] The damping rail uses clips to fix the elastic damping plate on the rail. The elastic damping plate is generally a material with non-linear stiffness, such as rubber, polyurethane, etc. It is difficult to ensure rigid contact. The clips respectively restrain the elastic damping plate at the rail waist and the rail bottom, and the installation is troublesome. The longitudinal vibration displacement of the clips reduces the binding force of the elastic damping plate at the rail waist, which is easy to cause the displacement of the elastic damping plate and reduce the reliability of the damping and noise reduction.

[0005] The dynamic absorber mainly reduces the vibration amplitude near certain frequencies by reducing vibration and noise in specific frequency bands of the structure, but it will also result in a narrow vibration reduction frequency band and poor applicability to structures with a wide range of vibration and noise frequencies such as rails. Moreover, the composite rail damper with damping noise reduction and dynamic absorption functions is usually designed as an integral structure and cannot be directionally designed according to the resonance frequency. Summary of the Invention

[0006] The vibration and noise reduction device for rail transit rails provided by the present invention improves the positioning reliability of the damping module on the rail, improves the reliability of vibration and noise reduction, effectively prevents the loosening and displacement of the resonance module, forms targeted vibration suppression according to the vibration conditions of the line where the rail is located, so as to achieve directional main frequency suppression, solve the high energy caused by specific excitation frequencies, improve energy consumption, and reduce the vibration of the rail. The present invention also provides a vibration and noise reduction method for rail transit rails.

[0007] To achieve the above object, the technical solution adopted by the present invention is as follows: A vibration and noise reduction device for rail transit rails, comprising a damping module with a damping and vibration reduction function, a resonance module with a vibration absorption function, and a fixture. It is characterized in that: the damping modules are symmetrically attached to both sides of the rail and extend from the rail waist to the rail bottom. The fixture is fixed on the damping module and spans across the rail bottom to clamp the damping module on the rail. The resonance module is arranged longitudinally along the rail and is detachably installed on the damping module. The fixture and the resonance module respectively form a longitudinal positioning fit of the rail with the damping module.

[0008] Preferably, the damping module includes two damping constraint plates arranged in mirror symmetry. The damping constraint plate includes a damping plate with damping characteristics and attached to the rail, and a constraint plate vulcanized and pasted on the damping plate. The damping plate extends from the rail waist to the lower edge of the rail, and the constraint plate extends from the rail waist to the rail bottom to completely cover the damping plate. The fixture is attached and fixed to the constraint plate.

[0009] Preferably, positioning plates for installing the resonance module and limiting and strengthening ribs distributed at intervals longitudinally along the track are fixed on the constraint plate. The resonance module is installed between the two positioning plates and cooperates with the limiting and strengthening ribs to form the longitudinal positioning of the resonance module on the constraint plate along the rail.

[0010] Preferably, the resonance module includes damping blocks with a damping function and particle mass units longitudinally connected between the two damping blocks along the rail. The damping blocks are placed on the constraint plate and abutted against the positioning plates, and the damping blocks and the positioning plates are connected by bolts.

[0011] Preferably, the bottom surface of the damping block forms a conforming fit with the constraint plate, and the opposite side surfaces of the two damping blocks are respectively abutted against the limiting and strengthening ribs.

[0012] Preferably, the particle mass unit includes a steel pipe vulcanized and connected between the two damping blocks longitudinally along the rail and a damping medium filled in the steel pipe, which is a mixture of damping particles and damping liquid.

[0013] Preferably, the fixture includes two clamps respectively attached and clamped on the damping constraint plates. The two clamps are respectively arranged at both ends of the damping constraint plate and are arranged in mirror symmetry on both sides of the rail. The clamp extends from the damping constraint plate on one side of the rail across the rail bottom to the damping constraint plate on the other side of the rail, and the clamp is in conformity with the rail bottom.

[0014] Preferably, the two clamps are arranged between the two outermost limiting and strengthening ribs, and the clamps are respectively abutted against the outermost limiting and strengthening ribs to form the longitudinal positioning of the fixture on the damping constraint plate along the rail.

[0015] The rail transit rail vibration reduction and noise reduction method is characterized in that: the rail transit rail vibration reduction and noise reduction device described above is installed on the rail, and the length of the damping module and the spacing between adjacent damping modules are designed according to the vibration conditions of the route where the rail is located to improve the damping performance of the rail during the load-bearing process, and the vibration absorption frequency of the resonance module is adjusted according to the frequency range of rail vibration noise formed on the route where the rail is located, so that the vibration absorption frequency of the resonance module matches the vibration noise frequency range of the rail under the load-bearing condition.

[0016] Preferably, "adjusting the vibration absorption frequency of the resonance module" refers to adjusting the thickness of the damping block, the length of the particle mass unit, and adjusting the mass of the damping particles and the damping liquid in the steel pipe in the particle mass unit.

[0017] The beneficial effects of the invention are: The rail transit rail vibration reduction and noise reduction device of the present invention comprises a damping module and a resonance module. The clamp clamps the damping module on the rail, and the resonance module is detachably mounted on the damping module to form a modular design and installation, which improves the convenience of module installation and matching. The damping module is symmetrically fitted on both sides of the rail and extends from the rail waist to the rail bottom. The clamp is fixed to the damping module and spans the rail bottom to form a clamp that is adapted to the shape of the rail from the rail waist to the rail bottom, ensuring that the damping module is subjected to force at the rail waist and the rail bottom at the same time, and the damping module is clamped on the rail. The rail, the damping module and the clamp form an integrated structure, and the installation and positioning of the damping module on the rail is more convenient, and fewer parts are used. The clamp and the damping module form a longitudinal positioning match for the rail, which prevents the clamp from loosening and shifting during vibration, and improves the damping module. The positioning reliability of the block on the rail is improved, and the reliability of vibration reduction and noise reduction is improved; the resonance module is detachably installed on the damping module along the longitudinal direction of the rail, and forms a positioning match with the damping module in the longitudinal direction of the rail to prevent the resonance module from vibrating along the longitudinal direction of the rail on the damping module during the vibration absorption process, improve the installation stability of the resonance module on the damping module, and effectively prevent the resonance module from loosening and shifting. The vibration absorption frequency of the resonance module can be designed according to the frequency range of rail vibration noise formed on the route where the rail is located, so that the vibration absorption frequency of the resonance module matches the vibration noise frequency range of the rail under the load condition, forming a targeted vibration suppression according to the vibration condition of the line where the rail is located, so as to achieve directional main frequency suppression, solve the high energy caused by specific excitation frequency, improve energy consumption, and reduce rail vibration. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the rail transit rail vibration and noise reduction device of the present invention.

[0019] Figure 2 Another schematic diagram of the rail vibration and noise reduction device for rail transit.

[0020] Figure 3 Schematic diagram of a clamp clamped on a damping constraint plate.

[0021] Figure 4 Side view of the damped constraint plate.

[0022] Figure 5 Schematic diagram of the resonance module. Specific implementation mode

[0023] The following will be combined with Figures 1 to 5 to elaborate in detail on the embodiments of the present invention.

[0024] The rail vibration reduction and noise reduction device for rail transit includes a damping module 1 with a damping and vibration reduction function, a resonance module 2 with a vibration absorption function, and a fixture 3. It is characterized in that: the damping module 1 is symmetrically attached to both sides of the rail and extends from the rail waist to the rail bottom. The fixture 3 is fixed on the damping module 1 and straddles the rail bottom to hoop the damping module onto the rail. The resonance module 2 is arranged longitudinally along the rail and is detachably installed on the damping module. The fixture 3 and the resonance module 2 respectively form a longitudinal positioning fit with the damping module 1 on the rail.

[0025] The above-mentioned rail vibration reduction and noise reduction device for rail transit includes a damping module 1 and a resonance module 2. The fixture 3 hoops the damping module 1 onto the rail 100. The resonance module 2 is detachably installed on the damping module 1, forming a modular design and installation, which improves the convenience of module installation and matching. The damping module 1 is symmetrically attached to both sides of the rail 100 and extends from the rail waist to the rail bottom. The fixture 3 is fixed to the damping module 1 and straddles the rail bottom, forming a fixture 3 that adapts to the shape of the rail from the rail waist to the rail bottom, ensuring that the damping module 1 is stressed simultaneously at the rail waist and the rail bottom, hooping the damping module 1 onto the rail. The rail, the damping module 1, and the fixture 3 form an integral structure, making the installation and positioning of the damping module 1 on the rail more convenient and using fewer components. The fixture 3 and the damping module 1 form a longitudinal positioning fit on the rail, preventing the fixture 3 from loosening and shifting during vibration, improving the positioning reliability of the damping module 1 on the rail, and enhancing the reliability of vibration reduction and noise reduction. The resonance module 2 is detachably installed longitudinally along the rail on the damping module 1 and forms a longitudinal positioning fit with the damping module 1 on the rail, preventing the resonance module 2 from vibrating longitudinally on the damping module 1 during vibration absorption, improving the installation stability of the resonance module 2 on the damping module, effectively preventing the resonance module 2 from loosening and shifting, and the absorption frequency of the resonance module can be designed according to the frequency range of the rail vibration noise formed by the rail line where the rail is located, so that the absorption frequency of the resonance module matches the frequency range of the rail vibration noise under the load condition, forming targeted vibration suppression according to the vibration condition of the rail line where the rail is located to achieve directional main frequency suppression, solving the high energy caused by specific excitation frequencies, increasing energy consumption, and reducing rail vibration.

[0026] Among them, the damping module 1 includes two damping constraint plates 4 arranged in mirror symmetry. The damping constraint plate 4 includes a damping plate 41 with damping characteristics and attached to the rail, and a constraint plate 42 vulcanized and pasted on the damping plate 41. The damping plate 41 extends from the web of the rail to the lower edge of the rail, and the constraint plate 42 extends from the web of the rail to the bottom of the rail to completely cover the damping plate 41. The fixture 3 is fixedly attached to the constraint plate 42. As can be seen from the drawings, the damping plate 41 is shaped to fit the profile of the rail, the constraint plate 42 covers the damping plate 41 and extends to the bottom of the rail, and the bottom of the constraint plate 42 has a hook shape adapted to the bottom corner of the rail. The cooperation between the constraint plate 42 and the bottom corner of the rail forms a preliminary positioning of the damping constraint plate 4. The fixture 3 is fixedly attached to the constraint plate 42 and spans the bottom of the rail, synchronously clamping the two damping constraint plates 4 arranged in mirror symmetry onto the rail 100. The two damping constraint plates 4 are synchronously constrained and positioned by the fixture 3. The fixture 3 clamps the two damping constraint plates 4 into a whole, forming a mutual constraint and positioning of the two damping constraint plates 4, which not only makes the installation and positioning of the damping constraint plate 4 more convenient and simple, but also improves the positioning reliability of the damping constraint plate 4.

[0027] Among them, a positioning plate 43 for installing the resonance module and limiting and strengthening ribs 44 distributed at intervals along the longitudinal direction of the track are fixed on the constraint plate 42. The resonance module 2 is installed between the two positioning plates 43 and cooperates with the limiting and strengthening ribs 44 to form a longitudinal positioning of the resonance module on the constraint plate 42 along the rail. The resonance module 2 is installed between the two positioning blocks 43, and the longitudinal positioning of the resonance module 2 along the rail is formed through the limiting and strengthening ribs 43, preventing the resonance module 2 from moving longitudinally along the rail on the damping module 1, improving the installation stability of the resonance module 2 on the damping module 1, effectively preventing the resonance module 2 from loosening and shifting. At the same time, the setting of the limiting and strengthening ribs 44 also increases the stiffness of the damping constraint plate 4, thereby enhancing the damping and noise reduction effect of the constrained damping, and making the damping constraint plate 4 not easily deformed.

[0028] Among them, the resonance module 2 includes a damping block 21 with damping function and a particle mass unit 22 longitudinally connected between the two damping blocks 21 along the rail. The damping block 21 is placed on the constraint plate 42 and abuts against the positioning plate 43. The damping block 21 and the positioning plate 43 are connected by bolts. The positioning plate 43 abuts against the end face of the damping plate 21 and is fixed by bolts, forming the resonance module 2 detachably installed on the damping module 1. The installation and disassembly of the resonance module 2 are both convenient and simple, and it is easy to replace the resonance module 2 according to different vibration absorption requirements.

[0029] Among them, the bottom surface of the damping block 21 is in surface fit with the constraint plate 42, and the opposite side surfaces of the two damping blocks 21 are respectively abutted against the limiting and strengthening ribs 44. The bottom surface of the damping block 21 is in surface fit with the constraint plate 42, and through the cooperation of the limiting and strengthening ribs 44 and the damping block 21, the resonance module 1 is positioned on the constraint plate 42, preventing the resonance module 1 from shifting longitudinally along the rail on the constraint plate 42 and improving the installation stability of the resonance module 1.

[0030] Among them, the particle mass unit 22 includes a steel pipe vulcanized and connected between two damping blocks longitudinally along the rail and a damping medium filled in the steel pipe, which is a mixture of damping particles and damping liquid. The steel pipe is easy to be vulcanized and connected with the damping block. The damping medium in the steel pipe moves in the steel pipe when the rail vibrates to absorb and consume the vibration energy, forming dynamic vibration absorption. And the vibration absorption frequency of the resonance module 2 can be designed directionally by adjusting the thickness of the damping block 21, the length of the steel pipe and the mass of the damping liquid and damping particles in the steel pipe, so that the vibration absorption frequency of the resonance module matches the vibration noise frequency range of the rail under the loading condition, forming targeted vibration suppression according to the vibration condition of the line where the rail is located to achieve directional main frequency suppression. Moreover, the damping medium formed by mixing the damping liquid and damping particles can effectively expand the resonance frequency range and widen the noise reduction frequency range of the whole device.

[0031] Among them, the fixture 3 includes two clamps 31 respectively fitting and clamping on the damping constraint plate 4. The two clamps are respectively arranged at both ends of the damping constraint plate 4 and are symmetrically arranged on both sides of the rail 100 in a mirror image. The clamp 31 extends across the rail bottom from the damping constraint plate 4 on one side of the rail to the damping constraint plate 4 on the other side of the rail, and the clamp 31 is in fit with the rail bottom. The clamp 31 extends from the damping constraint plate 4 on one side of the rail to the damping constraint plate 4 on the other side and straddles across the rail bottom in fit, synchronously clamping the two mirror-symmetrically arranged damping constraint plates 4 on the rail 100 to form an integral structure of the damping constraint plate 4 and the clamp 31, enabling the two damping constraint plates 4 to be mutually constrained and positioned, and improving the positioning reliability of the damping module 1 on the rail.

[0032] Among them, the two clamps 31 are arranged between the two outermost limiting and strengthening ribs 44, and the clamps 31 are respectively abutted against the outermost limiting and strengthening ribs 44 to form the longitudinal positioning of the fixture 3 on the damping constraint plate 4 along the rail. Preventing the fixture 3 from loosening and shifting during vibration, improving the positioning reliability of the damping module 1 on the rail, and improving the reliability of vibration reduction and noise reduction.

[0033] The present invention protects a method for reducing vibration and noise of rail transit rails, which is characterized in that: the above-mentioned rail transit rail vibration and noise reduction device is installed on the rail 100, and the length of the damping module 1 and the spacing between adjacent damping modules 1 are designed according to the vibration conditions of the route where the rail is located, so as to improve the damping performance of the rail during the loading process. The vibration absorption frequency of the resonance module 2 is adjusted according to the frequency range of the rail vibration noise formed by the route where the rail is located, so that the vibration absorption frequency of the resonance module 2 matches the frequency range of the rail vibration noise under the loading condition.

[0034] The above-mentioned method for reducing vibration and noise of rail transit rails forms targeted vibration reduction and noise reduction and dynamic vibration absorption according to the vibration conditions of the rail line, so as to achieve directional main frequency suppression, solve the high energy caused by specific excitation frequencies, improve energy consumption, and reduce rail vibration.

[0035] Among them, "adjusting the vibration absorption frequency of the resonance module 2" means adjusting the thickness of the damping block 21, the length of the particle mass unit 22, and the mass of the damping particles and damping liquid in the steel pipe in the particle mass unit. By adjusting the thickness of the damping block 21, the length of the steel pipe, and the mass of the damping liquid and damping particles in the steel pipe, the vibration absorption frequency of the resonance module 2 is designed directionally, so that the vibration absorption frequency of the resonance module matches the frequency range of the rail vibration noise under the loading condition, forming targeted vibration suppression according to the vibration conditions of the rail line, so as to achieve directional main frequency suppression. Moreover, the damping medium formed by mixing the damping liquid and damping particles can effectively expand the resonance frequency range and widen the noise reduction frequency range of the entire device.

[0036] The technical solutions of the embodiments of the present invention are completely described above in conjunction with the accompanying drawings. It should be noted that the described embodiments are only a part of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without making creative efforts shall fall within the scope of protection of the present invention.

Claims

1. A rail transit rail vibration reduction and noise reduction device, comprising a damping module with a damping and vibration reduction function and a resonance module and a clamp with a vibration absorption function, characterized in that: The damping modules are symmetrically fitted on both sides of the rail and extend from the rail waist to the rail bottom. The clamp is fixed on the damping module and straddles the rail bottom to clamp the damping module on the rail. The resonance module is arranged along the longitudinal direction of the rail and is detachably mounted on the damping module. The clamp and the resonance module respectively form a longitudinal positioning match with the damping module.

2. The rail transit rail vibration reduction and noise reduction device according to claim 1, characterized in that: The damping module includes two damping constraint plates arranged in mirror symmetry, the damping constraint plates include a damping plate with damping characteristics and fitted to the rail and a constraint plate vulcanized and adhered to the damping plate, the damping plate extends from the rail waist to the lower edge of the rail, the constraint plate extends from the rail waist to the rail bottom to completely cover the damping plate, and the clamp is fitted and fixed on the constraint plate.

3. The rail transit rail vibration reduction and noise reduction device according to claim 2, characterized in that: The constraint plate is fixed with a positioning plate for installing the resonance module and limiting reinforcement ribs spaced longitudinally along the track. The resonance module is installed between the two positioning plates and cooperates with the limiting reinforcement ribs to form the longitudinal positioning of the resonance module on the constraint plate.

4. The rail transit rail vibration reduction and noise reduction device according to claim 3 is characterized in that: The resonance module comprises a damping block with a damping function and a particle mass unit connected between two damping blocks along the longitudinal direction of the rail. The damping block is placed on the constraint plate and abuts against the positioning plate. The damping block and the positioning plate are connected by bolts.

5. The rail transit rail vibration reduction and noise reduction device according to claim 4, characterized in that: The bottom surface of the damping block is in profile with the constraint plate, and the opposite side surfaces of the two damping blocks are respectively against the limiting reinforcement ribs.

6. The rail transit rail vibration reduction and noise reduction device according to claim 4, characterized in that: The particle mass unit comprises a steel pipe vulcanized and connected between two damping blocks along the longitudinal direction of the rail and a damping medium filled in the steel pipe and mixed with damping particles and damping liquid.

7. The rail transit rail vibration and noise reduction device according to claim 3, characterized in that: The clamp comprises two clamps which are respectively fitted and clamped on the damping constraint plate. The two clamps are respectively arranged at the two ends of the damping constraint plate and are mirror-symmetrically arranged on both sides of the rail. The clamp extends from the damping constraint plate on one side of the rail across the bottom of the rail to the damping constraint plate on the other side of the rail, and the clamp fits the bottom of the rail.

8. The rail transit rail vibration and noise reduction device according to claim 7, characterized in that: The two clamps are arranged between the two outermost limiting reinforcement ribs, and the clamps are respectively against the outermost limiting reinforcement ribs to form the longitudinal positioning of the rail of the clamp on the damping constraint plate.

9. A method for reducing vibration and noise of rail transit rails, characterized in that: The rail transit rail vibration reduction and noise reduction device according to any one of claims 1 to 8 is installed on the rail, and the length of the damping module and the spacing between adjacent damping modules are designed according to the vibration conditions of the route where the rail is located to improve the damping performance of the rail during load-bearing, and the vibration absorption frequency of the resonance module is adjusted according to the frequency range of rail vibration noise formed on the route where the rail is located, so that the vibration absorption frequency of the resonance module matches the vibration noise frequency range of the rail under the load-bearing condition.

10. The rail transit rail vibration and noise reduction method according to claim 9, characterized in that: "Adjusting the vibration absorption frequency of the resonance module" refers to adjusting the thickness of the damping block, the length of the particle mass unit, and adjusting the mass of the damping particles and the damping fluid in the steel pipe in the particle mass unit.

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