Frequency-adjustable steel rail vibration absorption structure, device and method based on particle damping technology

Abstract

The invention discloses an adjustable-frequency steel rail vibration absorption structure, device and method based on the particle damping technology, and the adjustable-frequency steel rail vibration absorption structure based on the particle damping technology comprises a fastening piece which is fixed to a steel rail through a fixing piece, and the fastening piece is provided with a vibration absorption face making contact with the steel rail; the two foundation mass blocks are symmetrically arranged on the two sides of the fastening piece through cantilever pieces; and the two damping bins are arranged at the ends, away from the fasteners, of the basic mass blocks correspondingly, storage spaces are formed in the damping bins, and the storage spaces are used for containing vibration absorption particles. The inherent frequency of the steel rail vibration absorption device is adjusted by accurately regulating and controlling the mass, rigidity and damping parameters of the vibration absorption structure and adjusting the type and filling rate of particles in the cylinder, effective energy dissipation is carried out on steel rail vibration of a corresponding frequency band generated by interaction between wheel rails, and the effects of restraining steel rail corrugation and reducing wheel rail noise are achieved.

Description

Technical Field

[0001] This application generally relates to the field of rail transit technology, and specifically to a frequency-adjustable rail vibration-absorbing structure, device and method based on particle damping technology. Background Technology

[0002] Rail corrugation is a common track defect in rail transit systems, characterized by periodic, wavy wear on the rail surface. This phenomenon is particularly pronounced in small-radius curve sections of urban subways, with typical wavelengths ranging from 30 to 100 millimeters. The formation and development of corrugation is a complex dynamic process involving the interaction between the wheel and rail systems, rail wear, and vehicle-track dynamics.

[0003] The hazards of rail corrugation to rail transit systems are mainly manifested in three aspects: First, it significantly increases wheel-rail noise, especially in underground sections, leading to excessive noise levels inside the train and seriously affecting the hearing health of passengers and drivers; second, it causes damage to vehicles and track components, such as breakage of fasteners and spring clips, increasing maintenance costs; and third, it increases environmental vibration and noise, especially in elevated sections where corrugation-induced noise can lead to complaints from nearby residents. Traditional methods for addressing corrugation primarily involve rail grinding, but corrugation often recurs quickly after grinding, and frequent grinding shortens the rail's lifespan, significantly increasing operating costs. Rail corrugation has become a problem that urgently needs to be solved. Summary of the Invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, it is desirable to provide a frequency-adjustable rail vibration absorption structure, device and method based on particle damping technology, which can simultaneously achieve the main objectives of suppressing rail corrugation and reducing wheel-rail noise.

[0005] In a first aspect, this application provides a frequency-adjustable rail vibration-absorbing structure based on particle damping technology, comprising: Fasteners, which are fixed to the rail by fasteners, and the fasteners are provided with vibration-absorbing surfaces that contact the rail; Two basic mass blocks are symmetrically arranged on both sides of the fastener via cantilever components; Two damping chambers are respectively located at the end of the base mass block away from the fastener. Each damping chamber has a storage space for accommodating vibration-absorbing particles.

[0006] Optionally, the adjustable frequency rail vibration absorption structure based on particle damping technology can adjust the overall natural frequency of the vibration absorption structure and tune the vibration frequency of the rail by adjusting one or more of the types, particle sizes, and filling rates of the vibration absorption particles in the storage space, thereby increasing damping and widening the frequency band.

[0007] Optionally, the vibration-absorbing particles are made of one or more of steel, lead, aluminum, and glass.

[0008] Optionally, the fastener includes a main body and a snap-fit ​​part, the vibration-absorbing surface is disposed on the main body and adapted to the shape of the rail web, and the snap-fit ​​part is integrally formed with the main body and snaps into the bottom of the rail.

[0009] Optionally, a snap-fit ​​interface is formed between the main body and the snap-fit ​​portion, and a transition zone is provided between the vibration-absorbing surface and the snap-fit ​​interface in the main body, wherein the transition zone is not in contact with the rail.

[0010] Optionally, the cantilever is rod-shaped, and the main body has a through hole for the cantilever to pass through, and is welded at the through hole; The two basic mass blocks are symmetrically fixed at both ends of the connecting rod relative to the fasteners; The damping chamber is fixed to the end of the base mass block away from the fastener.

[0011] Optionally, both the damping chamber and the foundation mass block are not in contact with the rail; The damping chamber and the base mass block are fixedly connected by a threaded structure. The damping chamber is a ring-shaped structure closed at one end, and the other end of the damping chamber is provided with an internal thread. The base mass block is provided with an external thread.

[0012] Secondly, this application provides a frequency-adjustable rail vibration-absorbing device based on particle damping technology, comprising at least one set of frequency-adjustable rail vibration-absorbing structures based on particle damping technology as described above, each set comprising two frequency-adjustable rail vibration-absorbing structures based on particle damping technology symmetrically arranged on both sides of the rail; the two frequency-adjustable rail vibration-absorbing structures based on particle damping technology in each set are fixed to the rail by the same fastener, the fastener comprising a bolt rod and a nut cooperating with the bolt rod, the bolt rod passing through the fasteners of the two frequency-adjustable rail vibration-absorbing structures based on particle damping technology and being fixedly connected to the nut.

[0013] Thirdly, this application provides a vibration absorption method for a frequency-adjustable rail vibration absorption device based on particle damping technology, the method comprising: By testing rail vibration and rail surface roughness, the target vibration dominant frequency of each segment along the rail extension direction is obtained in sections, and the corrugation excitation frequency on each rail segment is calculated by combining the corrugation wavelength and the train running speed. Based on the target vibration dominant frequency, determine the structural parameters corresponding to different groups of the adjustable frequency rail vibration absorption device based on particle damping technology as described above, so that the natural frequency of the vibration absorption structure is consistent with the target vibration dominant frequency; the structural parameters include one or more of the following: the counterweight, diameter, and length of the foundation mass block, cantilever component, and damping chamber. Based on the structural parameters and the wave milling excitation frequency, adjustment parameters corresponding to different groups are determined. The adjustment parameters include stiffness, mass, and damping parameters. The damping parameters include one or more of the following: type, particle size, and filling rate of the vibration-absorbing particles in the damping chamber. Each group of adjustable frequency rail vibration absorption structures based on particle damping technology is installed according to the corresponding rail segment area.

[0014] The technical solutions provided by the embodiments of this application may include the following beneficial effects: The adjustable frequency rail vibration absorption structure, device, and method based on particle damping technology provided in this application precisely control the mass, stiffness, and damping parameters of the vibration absorption structure to match its natural frequency with the dominant vibration frequency of rail corrugation. By adjusting the type and filling rate of particles inside the cylinder, the natural frequency of the rail vibration absorption device is adjusted, effectively dissipating the energy of rail vibration in the corresponding frequency band caused by the interaction between the wheel and rail, thereby effectively suppressing corrugation of the corresponding wavelength generated in the corresponding frequency band.

[0015] Particle damping has a nonlinear vibration reduction effect, which can achieve wide-frequency vibration control. The track with vibration absorption structure installed will reduce the wheel-rail force in a specific frequency range, while increasing the track attenuation rate in that frequency range. Therefore, the vibration absorption structure has the effect of suppressing rail corrugation and reducing wheel-rail noise. Attached Figure Description

[0016] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings: Figure 1 A schematic diagram of a frequency-adjustable rail vibration-absorbing structure based on particle damping technology is provided for an embodiment of this application; Figure 2 An installation schematic diagram of a frequency-adjustable rail vibration-absorbing structure based on particle damping technology provided for an embodiment of this application; Figure 3 An installation side view of an adjustable frequency rail vibration absorption structure based on particle damping technology provided for an embodiment of this application; Figure 4 A schematic diagram of the structure of a fastener provided for an embodiment of this application; Figure 5 A schematic diagram of a basic mass block and damping chamber provided for embodiments of this application; Figure 6 A schematic diagram illustrating the principle of a frequency-adjustable rail vibration-absorbing structure based on particle damping technology, provided for embodiments of this application; Figure 7 A schematic diagram of the structure of a frequency-adjustable rail vibration absorption device based on particle damping technology provided for embodiments of this application; Figure 8 A graph illustrating the effect of the rail vibration-absorbing structure provided in the embodiments of this application on the track admittance; Figure 9 A graph illustrating the effect of the rail vibration-absorbing structure provided in the embodiments of this application on the rail attenuation rate; Figure 10 A graph showing the effect of different weight rail vibration-absorbing structures on corrugation suppression in the embodiments of this application; Figure 11 A graph showing the test results of the rail origin admittance provided for an embodiment of this application; Figure 12 A graph showing the test results of rail attenuation rate provided for embodiments of this application; Figure 13 A graph showing the comparison of acceleration admittance for different particulate materials used in embodiments of this application; Figure 14 A bar chart showing the damping ratio of different particulate materials at 100% fill for embodiments of this application; Figure 15 A graph comparing the acceleration admittance of steel ball particles with different filling rates provided for embodiments of this application; Figure 16 A bar chart comparing the damping ratio of steel ball particles with different filling rates provided in the embodiments of this application.

[0017] 100. Structure; 200. Rail; 1. Fasteners; 2. Fixtures; 3. Vibration-absorbing surfaces; 4. Foundation mass blocks; 5. Cantilever components; 6. Damping chambers; 7. Vibration-absorbing particles; 8. Bolt rods; 9. Nuts; 11. Main body; 12. Connecting part; 13. Connecting interface; 14. Transition zone; 21. Rail web; 22. Rail bottom. Detailed Implementation

[0018] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0019] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0020] Please see details. Figure 1-3 This application provides a frequency-adjustable rail vibration-absorbing structure 100 based on particle damping technology, comprising: Fastener 1, which is fixed to the rail 200 by a fixing member 2, and the fastener 1 is provided with a vibration-absorbing surface 3 that contacts the rail 200; Two basic mass blocks 4 are symmetrically arranged on both sides of the fastener 1 via cantilever components 5; Two damping chambers 6 are respectively disposed at the end of the base mass block 4 away from the fastener 1. Each damping chamber 6 has a storage space for accommodating vibration-absorbing particles 7.

[0021] The adjustable frequency rail vibration absorption structure 100 based on particle damping technology described in this application adjusts the overall natural frequency of the vibration absorption structure 100 and tunes the vibration frequency of the rail 200 by adjusting one or more of the types, particle sizes, and filling rates of the vibration absorption particles 7 in the storage space.

[0022] This application employs a dynamic vibration absorption structure 100 for rail 200 based on particle damping technology. It combines the working mechanisms of tuned mass dampers and particle dampers to form a multi-layered broadband vibration absorption system. The core of this system lies in two aspects: firstly, the tuned mass damper absorbs vibration energy in a specific frequency band of the rail 200 through resonance; secondly, the particle damper dissipates broadband vibrations, especially high-frequency components. This combination overcomes the shortcomings of traditional vibration absorption structures 100, such as narrow bandwidth and limited frequency range.

[0023] The particles play a dual role in the system: on the one hand, they contribute to the total mass of the vibration-absorbing structure 100; on the other hand, they provide damping through inelastic impacts. This dual function makes it possible to fine-tune the performance of the vibration-absorbing structure 100 by adjusting the particle filling ratio. By adjusting the type and filling ratio of particles in the particle chamber, the natural frequency of the system can be fine-tuned, significantly improving the adaptive matching capability of the vibration-absorbing structure 100 to the vibration characteristics of the rail 200.

[0024] Particle damping is the core of the broadband energy dissipation of the vibration-absorbing structure 100. It utilizes the nonlinear motion of the particle group filled in the particle bin under vibration excitation to dissipate vibration energy. When the vibration of the rail 200 is transmitted to the vibration-absorbing structure 100, the particles in the particle bin will undergo three-dimensional collisions, friction, and rolling. These inelastic mechanical interactions can convert mechanical energy into heat energy, achieving efficient vibration dissipation. This achieves multi-level, high-efficiency absorption and attenuation of the vibration energy that causes short-wave corrugation of the rail 200.

[0025] The unique advantage of particle damping in this application lies in its nonlinear characteristics and wideband energy dissipation capability. Unlike traditional viscous damping, the energy dissipation efficiency of particle damping increases with the increase of vibration intensity, making it particularly suitable for wheel-rail vibration environments with strong impact and randomness.

[0026] In the embodiments of this application, the vibration-absorbing particles 7 are made of one or more of steel, lead, aluminum, and glass. Specifically, particle damping is affected by various parameters, including the density, shape, particle size distribution, and filling rate of the particle material. For example, high-density particles (such as steel and lead) can provide greater inertial impact force, which is suitable for suppressing the vibration of high-energy rails 200; while low-density particles (such as glass and aluminum) are more sensitive to high-frequency micro-amplitude vibrations. Optimizing these parameters can significantly improve the overall performance of the vibration-absorbing structure 100. In different embodiments, selective control of vibrations in different frequency bands can be achieved by scientifically configuring the particle size distribution and filling rate, and this application does not limit this.

[0027] In one embodiment, the rail 200 may have an I-shaped cross-section, consisting of three parts: rail head, rail web 21, and rail base 22. The fastener 1 includes a main body 11 and a snap-fit ​​part 12. The vibration-absorbing surface 3 is disposed on the main body 11 and adapted to the shape of the rail web 21 of the rail 200. The snap-fit ​​part 12 is integrally formed with the main body 11 and snaps into the rail base 22 of the rail 200.

[0028] Specifically, such as Figure 4 As shown, a snap-fit ​​interface 13 is formed between the main body 11 and the snap-fit ​​portion 12. A transition zone 14 is provided between the vibration-absorbing surface 3 and the snap-fit ​​interface 13 on the main body 11. The transition zone 14 is not in contact with the rail 200. In a specific implementation, the bottom of the snap-fit ​​portion 12 is horizontally drilled, the contact surface with the rail 200 is inclined, and it snaps into the rail base 22.

[0029] The cantilever 5 is rod-shaped, and the main body 11 is provided with a through hole for the cantilever 5 to pass through, and is welded at the through hole; the two basic mass blocks 4 are symmetrically fixed at both ends of the connecting rod relative to the fastener 1; the damping chamber 6 is fixed at the end of the basic mass block 4 away from the fastener 1.

[0030] Both the damping chamber 6 and the foundation mass block 4 are not in contact with the rail 200. The damping chamber 6 and the foundation mass block 4 form a cantilever vibration absorption and damping structure 100 at both ends of the cantilever member 5. Figure 5 As shown, the damping chamber 6 and the base mass block 4 are fixedly connected by a threaded structure 100. The damping chamber 6 is a closed-loop annular structure 100, and the other end of the damping chamber 6 is provided with an internal thread. The base mass block 4 is provided with an external thread. Of course, in other embodiments, the damping chamber 4 and the base mass block 4 can also be fixedly connected by welding or other methods, and this application is not limited to this.

[0031] The basic principle of vibration-absorbing structure 100 is as follows: Figure 6 As shown, it consists of a cantilever beam, a hollow mass block (basic mass block 4 + damping chamber 6), and vibration-absorbing particles 7. The cantilever beam and the mass block are rigidly connected to form a cantilever unit. The particles fill the cavity of the mass block to provide damping and form a damping unit.

[0032] The mechanism by which the rail vibration-absorbing structure 100 suppresses corrugation is to precisely control the mass, stiffness, and damping parameters of the vibration-absorbing structure 100 so that its natural frequency matches the dominant vibration frequency of the rail 200 corrugation. When the rail 200 vibrates at a specific frequency, the mass block of the vibration-absorbing structure 100 resonates and generates a counterforce, thereby canceling out and dissipating the vibration energy of the target frequency band.

[0033] It should be noted that in this embodiment, the cantilever unit (basic mass block 4 + damping chamber 6) and damping unit (vibration-absorbing particles 7) in the vibration-absorbing structure 100 are not simply superimposed, but form an organic synergistic mechanism. When the rail 200 vibrates, it causes the vibration-absorbing structure 100 to vibrate as well. The cantilever unit first absorbs the vibration energy of the rail 200 and converts it into regular vibration of the mass block. Subsequently, the damping unit further converts the regular vibration into random motion through inelastic collisions and friction between particles and between particles and the cavity wall, and finally dissipates it into heat energy. This two-stage energy conversion mechanism achieves multi-level and efficient absorption of vibration energy.

[0034] like Figure 7As shown, this application also provides a frequency-adjustable rail vibration absorption device based on particle damping technology, including at least one set of frequency-adjustable rail vibration absorption structures 100 based on particle damping technology as described above, each set including two frequency-adjustable rail vibration absorption structures 100 based on particle damping technology symmetrically arranged on both sides of the rail 200.

[0035] Continue to refer to Figure 3 In each group, two of the adjustable frequency rail vibration absorption structures 100 based on particle damping technology are fixed to the rail 200 by the same fastener 2. The fastener 2 includes a bolt rod 8 and a nut 9 that cooperates with the bolt rod 8. The bolt rod 8 passes through the fasteners 1 of the two adjustable frequency rail vibration absorption structures 100 based on particle damping technology and is fixedly connected to the nut 9.

[0036] In sections with severe corrugation, this application involves installing a set of rail vibration-absorbing structures 100 between each sleeper spacing. When a train passes, multiple sets of vibration-absorbing structures 100 work together to control vibration and corrugation.

[0037] From a dynamic perspective, the formation of corrugation is closely related to the specific vibration modes of the track structure 100. Studies have shown that P2 resonance, commonly found in subway lines, is one of the important factors leading to long-wave corrugation. When a wheel passes over a rail gap or uneven rail surface, high-frequency impacts are generated between the wheel and rail, exciting the bending vibration of the rail 200. This vibration, coupled with the wheelset mass, forms P2 resonance, causing a significant increase in wheel-rail force within a specific frequency range, which in turn triggers periodic wear on the surface of the rail 200. Furthermore, the track structure 100 has low damping and a small track attenuation rate at frequencies above 200Hz. The vibrations generated by adjacent wheelsets on the track will generate dynamic amplification at specific frequencies. This mechanism is the main reason for the formation of 20-40mm short-wave corrugation.

[0038] Since the type of track, track type, train speed and vehicle type all affect the corrugation characteristics of curved sections, the rail vibration absorption structure 100 must be designed for different sections.

[0039] This application also provides a vibration absorption method for a frequency-adjustable rail vibration absorption device based on particle damping technology, the method comprising: S1. By testing rail vibration and rail surface roughness, the target vibration frequency of each segment along the extension direction of rail 200 is obtained in sections, and the corrugation excitation frequency on each segment of rail 200 is calculated by combining the corrugation wavelength and the train running speed.

[0040] In this embodiment, the corrugation and vibration of the rail 200 on the target line are first tested on-site. This is achieved by deploying rail 200 acceleration sensors and measuring rail 200 roughness. Frequency domain analysis is performed on the measured data to obtain the dominant frequency components of the rail 200 vibration; simultaneously, the corrugation excitation frequency is calculated by combining the corrugation wavelength and the train speed. Based on these results, the main vibration frequency inducing corrugation is determined, providing a target vibration frequency for the subsequent design of the vibration-absorbing structure 100.

[0041] S02. Based on the target vibration dominant frequency, determine the structural parameters 100 corresponding to different groups of the adjustable frequency rail vibration absorption device based on particle damping technology as described above, so that the natural frequency of the vibration absorption structure 100 is consistent with the target vibration dominant frequency; the structural parameters 100 include one or more of the counterweight, diameter and length of the foundation mass block 4, cantilever 5 and damping chamber 6.

[0042] In this embodiment, after obtaining the target dominant frequency, a simulation analysis is performed on the vibration-absorbing structure 100 to determine its structural parameters. It should be noted that in this embodiment, the counterweight of the damping chamber 6 includes the total weight of the vibration-absorbing particles 7 within the damping chamber 6. The vibration-absorbing structure 100 is designed to match the natural frequency of the vibration-absorbing structure 100 with the target dominant frequency by adjusting the outer diameter, inner diameter, and wall thickness of the base mass block 4, the cantilever component 5, and the damping chamber 6, as well as the diameter and length of the cantilever component 5.

[0043] In this embodiment, a vibration platform or modal testing system is used to excite the sample to test its dynamic characteristics. An accelerometer or laser vibration measurement device is used to obtain its response curve, thereby obtaining the natural frequency and damping characteristics of the vibration-absorbing structure 100. The test results are compared with the simulation analysis predictions. If the natural frequency deviation exceeds the allowable range, the dimensions of structure 100 are corrected and the test is repeated until the design requirements are met.

[0044] S03. Based on the parameters of the structure 100 and the vibration excitation frequency, determine the adjustment parameters corresponding to different groups. The adjustment parameters include stiffness, mass, and damping parameters. The damping parameters include one or more of the type, particle size, and filling rate of the vibration-absorbing particles 7 in the damping chamber 6.

[0045] In this embodiment, during the operation of the rail 200 vibration absorption device, the vibration wave of the rail 200 caused by the wheel-rail interaction is transmitted to the rail vibration absorption structure 100. This structure 100 tunes the target frequency by changing the type and filling rate of the particles, efficiently converting harmful vibration energy into concentrated vibration of the mass block. Inelastic collisions and friction occur between the particles and between the particles and the cavity wall, thereby further converting the vibration energy of the mass block into heat dissipation.

[0046] After determining the natural frequency, the characteristics of the damping chamber 6 of the vibration-absorbing structure 100 are further adjusted, especially the stiffness, mass, and damping parameters of the damping chamber, and the selection and tuning of the internal particulate damping material. In this embodiment, steel balls are selected as the damping medium. By adjusting the filling amount, particle size, and ratio of the particles, the damping ratio of the vibration-absorbing structure 100 is made to reach the target range, thereby optimizing its energy dissipation capability. Through experiments, different filling schemes are compared, and the optimal damping performance (particulate damping tuned mass vibration-absorbing structure 100) is finally obtained. This application achieves precise frequency tuning and widens the frequency band by changing the damping parameters.

[0047] S04. Install each set of adjustable frequency rail vibration absorption structures 100 based on particle damping technology in the 200 segmented area of ​​the rail.

[0048] The optimized vibration-absorbing structure 100 is placed on the rail 200 of the test track. The installation position of the vibration-absorbing structure 100 is set between two adjacent sleepers, and the length of the installation should not be less than 12.5m. The admittance and attenuation rate of the track after the installation of the vibration-absorbing structure 100 are tested by hammer impact test to verify the vibration reduction effect of the vibration-absorbing structure 100 of the present invention in the actual track and its ability to suppress the development of corrugation.

[0049] Figure 8 This figure compares the track admittance calculated using a track dynamics model, showing the difference between tracks with and without a rail vibration-absorbing structure (TMD). The admittance unit is m / N, representing the vertical displacement of rail 200 under a unit load. The figure illustrates the effect of the TMD on the dynamic characteristics of track structure 100 when the dominant frequency of the TMD is set to 300Hz. After installing the vibration-absorbing structure 100, the resonant frequency of the track system shifts significantly to lower frequencies, and a significant admittance trough appears near the tuning frequency of the vibration-absorbing structure 100, indicating that vibration energy is effectively absorbed.

[0050] Figure 9 This chart compares the track attenuation rates before and after installing the rail vibration damping structure 100, with and without the TMD structure. The track attenuation rate represents the amount of vibration reduction along the track, expressed in dB / m, meaning the vibration reduction per meter. The chart shows that for ordinary tracks, when the vibration frequency exceeds 200Hz, the track attenuation rate drops below 2dB / m, making it difficult to prevent vibration propagation. After installing the rail vibration damping structure 100, the track attenuation rate significantly increases to 10dB / m at the TMD's dominant frequency (300Hz). This increased track attenuation rate suppresses the mechanism that triggers shortwave corrugation.

[0051] Figure 10The simulation analysis shows the development of corrugation. The figure shows the effect of three different weights of vibration-absorbing structure 100 on the suppression of corrugation. It can be seen that when the main frequency of the added vibration-absorbing structure 100 is consistent with the main frequency of the wheel-rail force, the corrugation is greatly suppressed. Moreover, the corrugation suppression effect increases with the increase of the weight of the vibration-absorbing structure 100.

[0052] like Figure 11 , Figure 12 Specific test data shows that the condition with four additional mass blocks exhibits an admittance trough at 323Hz and an admittance peak near 350Hz; while the condition without additional mass blocks shows an admittance trough at 368Hz and an admittance peak near 387Hz, with significant attenuation rate peaks near 350Hz and 390Hz. Comprehensive field test results indicate that the adjustable frequency range of this rail vibration absorption structure 100 is 323Hz-368Hz. Within this range, it can effectively dissipate the vibration energy of the rail 200, significantly improving the track attenuation rate, and providing reliable experimental evidence for suppressing short-wave rail 200 corrugation.

[0053] After installing the cantilevered, frequency-adjustable rail vibration-absorbing structure 100 based on particle damping technology, the first-order resonance peak of the rail 200 shifts significantly to the lower frequency direction, thereby effectively dissipating the energy of the rail 200 vibration in the corresponding frequency band caused by the interaction between the wheel and the rail, and thus effectively suppressing the corrugation of the corresponding wavelength generated in the corresponding frequency band.

[0054] Based on verifying the effectiveness of the vibration-absorbing structure 100, this application conducted experimental research on the selection of granular materials and the filling rate to further optimize performance. Three different granular materials, namely steel balls, lead balls, and aluminum balls, were selected, with a particle diameter of 4 mm. Figure 13 The frequency response and damping characteristics of different particulate materials are shown. From the acceleration admittance curves, it can be seen that steel balls exhibit the best vibration damping effect at 361.2 Hz, aluminum balls reach a peak at 365.0 Hz, hollow structure 100 reaches a peak at 387.5 Hz, and solid structure 100 has the best performance at 300.0 Hz. This frequency distribution characteristic confirms that particulate materials of different densities have unique vibration damping frequency band selection characteristics.

[0055] Figure 14 The results show the damping test results for different filled particles. Particles with 100% filling rate exhibit good overall performance in the mid-frequency range, with the damping ratio increasing with particle density. By scientifically proportioning particles with different properties, a synergistic working mechanism can be constructed to effectively control vibrations across a wide frequency range from 300Hz to 388Hz. The experimental data provides a clear basis for the optimized selection of particle materials, and the particle combination scheme can be adjusted accordingly for vibration suppression requirements in specific frequency bands.

[0056] Figure 15 and Figure 16 The figures show the changes in infill ratio from 0% to 100%, with 100% structural admittance and damping. Experiments with the steel ball infill ratio and acceleration admittance tests revealed that different infill ratios significantly affected the system's resonant frequency and vibration suppression effect: when the infill ratio was 30%, the system resonant frequency was 371.2 Hz; when the infill ratio increased to 50%, the resonant frequency decreased to 347.5 Hz; and when the infill ratio reached 90%, the resonant frequency increased to 377.5 Hz. This frequency variation trend indicates that a moderate infill ratio (30%-70%) can effectively adjust the system's dynamic characteristics.

[0057] Damping ratio test data further confirms that the damping ratios corresponding to different fill ratios range from 0.48% to 5.18%. While excessively low fill ratios (e.g., <30%) can maintain sufficient space for particle movement, the number of collisions is limited, resulting in poor damping. As the fill ratio increases (30%-50%), the damping ratio gradually increases, the particle collision friction effect is enhanced, and the resonant frequency gradually decreases. However, when the fill ratio continues to increase (50%-90%), the particle collision conditions become limited, leading to an increase in the resonant frequency. Excessively high fill ratios (>90%) restrict particle movement, causing the system to approach a fixed mass block, weakening the damping effect. Therefore, based on experimental data, a fill ratio range of 50% ± 20% may be the ideal choice for achieving synergistic effects in vibration-absorbing structures.

[0058] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention.

[0059] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0060] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for descriptive purposes only and is not intended to limit the invention. Terms such as “setup” appearing herein can refer to either a component being directly attached to another component or a component being attached to another component via an intermediary. A feature described in one embodiment herein may be applied, alone or in combination with other features, to another embodiment, unless that feature is not applicable in that other embodiment or is otherwise stated.

[0061] The present invention has been described through the above embodiments; however, it should be understood that the above embodiments are for illustrative purposes only and are not intended to limit the present invention to the described embodiments. Those skilled in the art will understand that many variations and modifications can be made based on the teachings of the present invention, and all such variations and modifications fall within the scope of protection claimed by the present invention.

Claims

1. A tunable rail vibration absorber based on particle damping technology, characterized in that, The application relates to a frequency-adjustable rail vibration-absorbing structure based on a particle damping technology. The frequency-adjustable rail vibration-absorbing structure based on the particle damping technology comprises a fastener fixed on a steel rail through a fixing member, a vibration-absorbing surface arranged on the fastener and in contact with the steel rail, two base masses symmetrically arranged on both sides of the fastener through a cantilever member, and two damping bins arranged at the ends of the base masses away from the fastener, wherein the damping bins are provided with storage spaces for accommodating vibration-absorbing particles. The frequency-adjustable rail vibration-absorbing structure based on the particle damping technology adjusts the overall natural frequency of the vibration-absorbing structure and tunes the vibration frequency of the steel rail by adjusting one or more of the type, particle size and filling rate of the vibration-absorbing particles in the storage spaces. The vibration-absorbing particles are made of one or more of steel, lead, aluminum and glass.

2. The tunable rail vibration absorber based on particle damping technology according to claim 1, characterized in that, The fastener comprises a main body and a clamping part, the vibration-absorbing surface is arranged on the main body and matches the rail waist shape of the steel rail, and the clamping part is integrated with the main body and clamped with the rail bottom of the steel rail.

3. The tunable rail vibration absorber based on particle damping technology according to claim 1, wherein, A clamping interface is formed between the main body and the clamping part, the main body is provided with a transition zone between the vibration-absorbing surface and the clamping interface, and the transition zone is not in contact with the steel rail.

4. The tunable rail vibration absorber based on particle damping technology of claim 1, wherein, The cantilever member is in the shape of a rod, the main body is provided with a through hole for the cantilever member to pass through, and the through hole is welded; 5. The tunable rail vibration absorber based on particle damping technology according to claim 4, characterized in that, The two base masses are symmetrically fixed on both ends of the connecting rod relative to the fastener; 6. The tunable rail vibration absorber based on particle damping technology according to claim 4, wherein, The damping bins are fixed at the ends of the base masses away from the fastener.

7. The frequency-adjustable rail vibration-absorbing structure based on the particle damping technology according to claim 1, wherein The damping bins and the base masses are not in contact with the steel rail; The damping bins and the base masses are fixedly connected through a threaded structure, the damping bins are in the shape of a ring with one end closed, the other end of the damping bins is provided with an internal thread, and the base masses are provided with an external thread. The application further discloses a method for adjusting the frequency of a steel rail vibration-absorbing structure based on a particle damping technology. The method comprises the following steps:

8. A tunable rail vibration absorber based on particle damping technology, characterized in that, Through steel rail vibration tests and steel rail surface roughness tests, the target vibration main frequency of each section in the extension direction of the steel rail is obtained in sections, and the corrugation excitation frequency on each section of the steel rail is calculated in combination with the corrugation wavelength and the train running speed; 9. The tunable frequency rail dampers based on granular damping technology as claimed in claim 8, wherein, Based on the target vibration main frequency, the structural parameters corresponding to different groups of the frequency-adjustable rail vibration-absorbing device based on the particle damping technology are determined, so that the natural frequency of the vibration-absorbing structure is consistent with the target vibration main frequency; the structural parameters comprise one or more of the weight, diameter and length of the base mass, the cantilever member and the damping bin.

10. A vibration absorbing method of an adjustable frequency rail vibration absorber based on particle damping technology, characterized by, ​ ​ ​ Determine adjustment parameters corresponding to different groups based on the structural parameters and the wave excitation frequency, the adjustment parameters including stiffness, mass, damping parameters; the damping parameters including one or more of the kind, particle size, filling rate of the vibration-absorbing particles in the damping bin; According to the segmented areas of the steel rail, respectively install each group of adjustable frequency steel rail vibration-absorbing structures based on the particle damping technology.

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