Vibration and noise reduction device for rail transit steel rail

Abstract

The invention relates to the technical field of rail traffic, in particular to a rail traffic steel rail vibration and noise reduction device which comprises a steel rail section, the left side and the right side of the steel rail section are both fixedly connected with vibration reduction mechanisms, and the tops of the two vibration reduction mechanisms are both movably connected with noise reduction mechanisms. The efficient and stable rail transit steel rail vibration and noise reduction function is achieved, when a vehicle passes through the vibration reduction mechanism and the noise reduction mechanism, vibration and noise generated by the vehicle can be effectively absorbed and buffered, a spring assembly in the vibration reduction mechanism elastically deforms under the pressure of the vehicle, vibration energy is converted into elastic potential energy, and the vibration reduction mechanism is arranged on the vibration reduction mechanism. Excessive transmission of vibration is avoided; and parts such as a rubber pressing plate and a second spring in the noise reduction mechanism preliminarily buffer the pressure of the vehicle and reduce noise through self deformation and elastic recovery when the vehicle passes by, and meanwhile, the stability of the whole device is greatly improved through the linkage design of all the parts.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and more specifically, to a vibration reduction and noise reduction device for rail transit. Background Technology

[0002] Rail transit refers to a type of public transportation or transport system where vehicles need to run on specific tracks. It has significant advantages such as large capacity, high speed, safety, reliability, and high punctuality. Common rail transit systems include subways, light rail, trams, and maglev trains. In urban transportation, rail transit plays a vital role, effectively alleviating surface traffic congestion, reducing vehicle emissions, and improving the quality of the urban environment. At the same time, the development of rail transit has also driven the prosperity of the economy along the line, promoted the rational layout of cities, and facilitated regional coordinated development. In the rail transit system, the rail is a key component, directly bearing the load of the train and guiding its direction of travel. However, the train generates vibrations and noise on the rail during operation, which not only affects the comfort of passengers but may also disturb the living environment of surrounding residents. Therefore, the development of rail vibration reduction and noise reduction devices is of great practical significance.

[0003] According to patent document CN120231256A, a vibration reduction and noise reduction device for rail transit includes a damping module with damping vibration reduction function, a resonant module with vibration absorption function, and a clamp. The device is characterized in that the damping module is symmetrically attached to both sides of the rail and extends from the rail web to the rail base. The clamp is fixed to the damping module and spans across the rail base to secure the damping module to the rail. The resonant module is longitudinally arranged along the rail and detachably mounted on the damping module. The clamp and the resonant module respectively form a longitudinal positioning fit with the damping module on the rail. This invention improves the positioning reliability of the damping module on the rail, enhances the reliability of vibration reduction and noise reduction, effectively prevents the resonant module from loosening and shifting, and forms targeted vibration suppression based on the vibration conditions of the rail line, achieving directional dominant frequency suppression, solving the problem of high energy caused by specific excitation frequencies, improving energy consumption, and reducing rail vibration. This invention also provides a method for vibration reduction and noise reduction of rail transit.

[0004] Traditional rail vibration damping technology typically involves installing simple components such as rubber pads or damping blocks directly under or around the rails. Rubber pads rely primarily on their high elasticity to absorb and buffer vibrations and impacts generated during high-speed train operation. However, the effectiveness of this damping method is often unsustainable. Rubber materials are prone to aging, hardening, and even deformation when exposed to the natural environment and subjected to continuous dynamic loads, significantly reducing their original damping performance. On the other hand, while conventional damping blocks can dissipate some vibration energy through internal friction or deformation, their relatively fixed structural design and simple installation methods lack sufficient flexibility and adaptability. They are difficult to optimize and adjust according to the specific vibration conditions of different railway lines, thus limiting their damping effect in complex and variable actual operating environments. Summary of the Invention

[0005] To overcome the aforementioned deficiencies of the prior art, this invention provides a vibration reduction and noise reduction device for railway rails. The technical problem to be solved by this invention is that rubber materials are prone to aging, hardening, and even deformation when exposed to the natural environment for a long time and subjected to continuous dynamic loads, which significantly reduces their original vibration reduction performance. On the other hand, although conventional damping blocks can consume some vibration energy through internal friction or deformation, their structural design is relatively fixed and their installation method is relatively simple, lacking sufficient flexibility and adaptability. It is difficult to make targeted optimization and adjustment according to the specific vibration conditions of different railway lines. Therefore, in the complex and ever-changing actual operating environment, their vibration reduction effect is often limited.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0007] A rail vibration reduction and noise reduction device for rail transit includes a rail section, on both the left and right sides of the rail section, a vibration damping mechanism is fixedly connected, and a noise reduction mechanism is movably connected to the top of each of the two vibration damping mechanisms.

[0008] Both of the shock absorption mechanisms include shock absorption frames, and the inner walls of both shock absorption frames are slidably connected with stabilizing components. Pulling components are provided on the left and right sides of the front and rear sides of both shock absorption frames.

[0009] As a further embodiment of the present invention: both of the shock-absorbing frames include a base plate, and a T-shaped side plate is fixedly connected to the middle of the outer side of each of the two base plates. Vertical connecting blocks are fixedly connected to the four sides of the middle of the top of each of the two base plates. Vertical guide plates are fixedly connected to the middle of the top of each of the base plates, and a sliding groove is provided in the middle of the middle of each of the two vertical guide plates.

[0010] As a further embodiment of the present invention: the top of the two sets of vertical connecting blocks on the left and the two sets of vertical connecting blocks on the right are all fixedly connected with horizontal L-shaped hinge blocks, the outer sides of the two sets of horizontal L-shaped hinge blocks on the left and the two sets of horizontal L-shaped hinge blocks on the right are all fixedly connected with spring connecting blocks, and the top of the two sets of horizontal L-shaped hinge blocks on the left and the two sets of horizontal L-shaped hinge blocks on the right are all fixedly connected with top side plate connecting plates.

[0011] As a further embodiment of the present invention: the top of the two sets of top side plate connecting uprights on the left and the two sets of top side plate connecting uprights on the right are all fixedly connected with guide top side plates, and the front and rear sides of the inner sides of the two T-shaped side plates are slidably connected with inverted L-shaped expansion and contraction fixing rods.

[0012] As a further aspect of the present invention: each of the multiple sets of pulling components includes an arc-shaped rotating arm, the middle of the outer wall of the two sets of arc-shaped rotating arms on the left and the two sets of arc-shaped rotating arms on the right are rotatably connected to the inner side of the two sets of horizontal L-shaped hinge blocks on the left and the two sets of horizontal L-shaped hinge blocks on the right, the top of the two sets of arc-shaped rotating arms on the left and the two sets of arc-shaped rotating arms on the right are rotatably connected to an H-shaped bidirectional hinge block, and the bottom of the two sets of arc-shaped rotating arms on the left and the two sets of arc-shaped rotating arms on the right are rotatably connected to a Y-shaped pull rod.

[0013] As a further embodiment of the present invention: each of the two stabilizing components includes two L-shaped blocks, and a lifting side connecting rod is fixedly connected to the outer side of each of the two sets of L-shaped blocks. A slider is fixedly connected to the bottom of each of the two sets of blocks. The outer walls of the two sliders are slidably connected to the inner walls of the grooves opened by the two vertical guide plates. Springs are fixedly connected to both sides of the bottom of the two sliders. The bottom ends of the two sets of springs are fixedly connected to the bottom of the inner walls of the grooves opened by the two vertical guide plates.

[0014] As a further aspect of the present invention: both the left and right sides of the two sliders are rotatably connected to the front and rear sides of the sliders, and the inner sides of the two sets of arc-shaped rotating rods on the left and the two sets of arc-shaped rotating rods on the right are rotatably connected to the outer sides of the two sets of arc-shaped rotating arms on the left and the two sets of arc-shaped rotating arms on the right.

[0015] As a further embodiment of the present invention: stabilizing side plates are fixedly connected to the front and rear sides of the bottom of the left and right sets of lifting side connecting rods, and positioning plates are fixedly connected to the outer sides of the left and right sets of stabilizing side plates.

[0016] As a further embodiment of the present invention: both noise reduction mechanisms include rubber pressure plates, and rotating short rods are rotatably connected to both sides of the bottom center of the two rubber pressure plates. L-shaped expansion and contraction horizontal plates are rotatably connected to the bottom of the left and right sets of rotating short rods. The outer walls of the left and right sets of L-shaped expansion and contraction horizontal plates are slidably connected to the inner sides of the left and right sets of guide top side plates. Second springs are fixedly connected to the inner sides of the two left and right L-shaped expansion and contraction horizontal plates. Arc-shaped expansion and contraction pressure plates are fixedly connected to the outer sides of the left and right sets of L-shaped expansion and contraction horizontal plates. The outer sides of the left and right sets of arc-shaped expansion and contraction pressure plates are fixedly connected to the inner sides of the left and right sets of inverted L-shaped expansion and contraction fixing rods on opposite sides.

[0017] As a further embodiment of the present invention: both sides of the left and right sides of the two sets of L-shaped expansion and contraction horizontal plates are rotatably connected to L-shaped transition side blocks; the outer sides of the two sets of L-shaped transition side blocks on the left and the two sets of L-shaped transition side blocks on the right are fixedly connected to second spring connecting blocks; the bottom of the inner sides of the two sets of L-shaped transition side blocks on the left and the two sets of L-shaped transition side blocks on the right are rotatably connected to the top of the two sets of Y-shaped tie rods on the left; the top of the outer sides of the two sets of L-shaped transition side blocks on the left and the two sets of L-shaped transition side blocks on the right are rotatably connected to the side away from the arc-shaped swing arm of the two sets of H-shaped bidirectional hinge blocks on the left and the two sets of H-shaped bidirectional hinge blocks on the right; the bottom of the multiple sets of second spring connecting blocks is fixedly connected to third springs; and the bottom of the multiple sets of third springs is fixedly connected to the top of the multiple sets of spring connecting blocks.

[0018] The beneficial effects of this invention are as follows:

[0019] This invention achieves efficient and stable vibration and noise reduction for rail transit by incorporating rail sections, a vibration damping mechanism, and a noise reduction mechanism. Through the cleverly designed vibration damping and noise reduction mechanisms, the vibrations and noise generated by passing vehicles are effectively absorbed and buffered. The spring assembly in the vibration damping mechanism undergoes elastic deformation under vehicle pressure, converting vibration energy into elastic potential energy and preventing excessive vibration transmission. The rubber pressure plate and second spring in the noise reduction mechanism, through their own deformation and elastic recovery when a vehicle passes, initially buffer the vehicle pressure and reduce noise. Simultaneously, the interconnected design of the components greatly enhances the stability of the entire device, stabilizing the side pressure plate and positioning. The pressure plate moves accordingly when the slider slides, reinforcing the device and ensuring its structural stability even with frequent vehicle passage, thus maintaining its vibration and noise reduction effects. Furthermore, the device automatically returns to its initial state after the vehicle leaves, thanks to the elastic restoring force of the spring, without manual intervention. This not only improves the device's efficiency but also reduces maintenance costs, providing a reliable guarantee for the long-term stable operation of rail transit. Moreover, the innovative and practical design of this invention significantly reduces vibration interference and noise pollution caused by vehicle movement to the track structure and surrounding environment, meeting the environmental and comfort requirements of modern rail transit and possessing broad application prospects in the rail transit field. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the main three-dimensional structure of the present invention;

[0021] Figure 2 This is a schematic diagram of the three-dimensional separation structure of the main body of the present invention;

[0022] Figure 3 This is a three-dimensional structural diagram of a single shock absorption mechanism and noise reduction mechanism of the present invention;

[0023] Figure 4 This is a schematic diagram of the three-dimensional separation structure of a single shock absorption mechanism and a noise reduction mechanism according to the present invention;

[0024] Figure 5 This is a three-dimensional structural diagram of a single shock absorption mechanism of the present invention;

[0025] Figure 6 This is a schematic diagram of the three-dimensional separation structure of a single shock absorption mechanism according to the present invention;

[0026] Figure 7 This is a three-dimensional structural diagram of a single shock-absorbing frame of the present invention;

[0027] Figure 8 This is a three-dimensional structural diagram of a single-unit pulling component of the present invention;

[0028] Figure 9This is a three-dimensional structural diagram of a single stabilizing component of the present invention;

[0029] Figure 10 This is a three-dimensional structural diagram of a single noise reduction mechanism of the present invention.

[0030] In the diagram: 1. Rail section; 2. Vibration damping mechanism; 21. Vibration damping frame; 211. Base plate; 212. T-shaped side plate; 213. Vertical connecting block; 214. Vertical guide plate; 215. Horizontal L-shaped hinge block; 216. Spring connecting block; 217. Guide top side plate; 218. Inverted L-shaped expansion and contraction fixing rod; 219. Slide groove; 2110. Top side plate connecting vertical plate; 22. Pulling assembly; 221. Arc-shaped swing arm; 222. H-shaped bidirectional hinge block; 223. Y 23. L-shaped pull rod; 23. Stabilizing component; 231. L-shaped block; 232. Slider; 233. Arc-shaped rotating pull rod; 234. Spring; 235. Lifting side connecting rod; 236. Stabilizing side plate pressure plate; 237. Positioning pressure plate; 3. Noise reduction mechanism; 31. Rubber pressure plate; 32. Rotating short rod; 33. L-shaped retractable horizontal plate; 34. Second spring; 35. Arc-shaped retractable pressure plate; 36. L-shaped adapter side block; 37. Second spring connecting block; 38. Third spring. Detailed Implementation

[0031] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] like Figure 1-2 As shown, the present invention provides a rail vibration reduction and noise reduction device for rail transit, including a rail section 1, with vibration damping mechanisms 2 fixedly connected to both the left and right sides of the rail section 1, and noise reduction mechanisms 3 movably connected to the top of both vibration damping mechanisms 2.

[0033] like Figure 3-10As shown, both damping mechanisms 2 include damping frames 21. Stabilizing components 23 are slidably connected to the inner walls of both damping frames 21. Pulling components 22 are provided on the left and right sides of both damping frames 21. Both damping frames 21 include base plates 211. T-shaped side plates 212 are fixedly connected to the outer center of both base plates 211. Vertical connecting blocks 213 are fixedly connected to the four sides of the top center of both base plates 211. Vertical guide plates 214 are fixedly connected to the center of the top of both base plates 211. Sliding grooves 219 are provided in the center of both vertical guide plates 214. Horizontal L-shaped hinge blocks 215 are fixedly connected to the tops of the two sets of vertical connecting blocks 213 on the left and the two sets of horizontal L-shaped hinge blocks 215 on the right. Spring connecting blocks 216 are fixedly connected to the outer sides of each set of horizontal L-shaped hinge blocks 215. Top side plate connecting uprights 2110 are fixedly connected to the tops of the two sets of horizontal L-shaped hinge blocks 215 on the left and the two sets of horizontal L-shaped hinge blocks 215 on the right. Guide top side plates 217 are fixedly connected to the tops of the two sets of top side plate connecting uprights 2110 on the left and the two sets of top side plate connecting uprights 2110 on the right. Inverted L-shaped expansion and contraction fixing rods 218 are slidably connected to the front and rear sides of the inner sides of the two T-shaped side plates 212. Multiple sets of pulling components 22 all include arc-shaped rotating arms 221. The middle of the outer walls of the two sets of arc-shaped rotating arms 221 on the left and the two sets of arc-shaped rotating arms 221 on the right are rotatably connected to the inner sides of the two sets of horizontal L-shaped hinge blocks 215 on the left and the two sets of horizontal L-shaped hinge blocks 215 on the right. The top of each of the two sets of arc-shaped rotating arms 221 on the right is rotatably connected to an H-shaped bidirectional hinge block 222. The bottom of each of the two sets of arc-shaped rotating arms 221 on the left and the two sets of arc-shaped rotating arms 221 on the right is rotatably connected to a Y-shaped tie rod 223. Each of the two stabilizing components 23 includes two L-shaped blocks 231. The outer sides of each of the two sets of L-shaped blocks 231 are fixedly connected to a lifting side connecting rod 235. The bottom of each of the two sets of L-shaped blocks 231 is fixedly connected to a slider 232. The outer walls of the two sliders 232 are slidably connected to the inner walls of the grooves 219 opened in the two vertical guide plates 214. The two sides of the bottom of each of the two sliders 232 are fixedly connected to springs 234. The bottom ends of the two springs 234 are fixedly connected to the inner walls of the grooves 219 opened in the two vertical guide plates 214. At the bottom, the front and rear sides of the two sliders 232 are rotatably connected to arc-shaped rotating rods 233. The inner sides of the two sets of arc-shaped rotating rods 233 on the left and right sides, away from the sliders 232, are rotatably connected to the outer sides of the two sets of arc-shaped rotating arms 221 on the left and right sides, respectively. The front and rear sides of the bottom of the two sets of lifting side connecting rods 235 on the left and right sides are fixedly connected to stabilizing side plate pressure plates 236. The outer sides of the two sets of stabilizing side plate pressure plates 236 on the left and right sides are fixedly connected to positioning pressure plates 237. Both noise reduction mechanisms 3 include rubber pressure plates 31. The two sides of the bottom center of the two rubber pressure plates 31 are rotatably connected to rotating short rods 32. The bottom of the two sets of rotating short rods 32 on the left and right sides are rotatably connected to L-shaped expanding and contracting horizontal plates 33.The outer walls of the left and right sets of L-shaped retractable horizontal plates 33 are slidably connected to the inner sides of the left and right sets of guide top side plates 217. Second springs 34 are fixedly connected to the inner sides of the two left and right L-shaped retractable horizontal plates 33. Arc-shaped retractable pressure plates 35 are fixedly connected to the outer sides of the left and right sets of L-shaped retractable horizontal plates 33. The outer sides of the two arc-shaped retractable pressure plates 35 are fixedly connected to the inner sides of the left and right sets of inverted L-shaped retractable fixing rods 218 on opposite sides. L-shaped transition side blocks 36 are rotatably connected to the left and right sides of the left and right sets of L-shaped retractable horizontal plates 33. The two left sets of L-shaped transition side blocks 36 are rotatably connected to the two right sets of L-shaped transition side blocks 36. Each of the outer sides of block 36 is fixedly connected to a second spring connecting block 37. The bottom inner sides of the two sets of L-shaped transition side blocks 36 on the left and the two sets of L-shaped transition side blocks 36 on the right are rotatably connected to the top of the two sets of Y-shaped pull rods 223 on the left. The top outer sides of the two sets of L-shaped transition side blocks 36 on the left and the two sets of L-shaped transition side blocks 36 on the right are rotatably connected to the side of the two sets of H-shaped bidirectional hinge blocks 222 on the left and the two sets of H-shaped bidirectional hinge blocks 222 on the right away from the arc-shaped rotating arm 221. The bottom of each of the multiple sets of second spring connecting blocks 37 is fixedly connected to a third spring 38, and the bottom of each of the multiple sets of third springs 38 is fixedly connected to the top of the multiple sets of spring connecting blocks 216.

[0034] When the vehicle travels to the noise reduction mechanism 3 area, its wheels will directly press on the upper surface of the rubber pressure plate 31. After bearing the pressure of the vehicle, the rubber pressure plate 31 will move downward in the vertical direction. This downward movement drives the rotating short rod 32, which is rotatably connected to the rubber pressure plate 31, causing the rotating short rod 32 to rotate and translate accordingly. The rotating short rod 32 then pushes the L-shaped expansion and contraction plate 33, making it slide smoothly along the track inside the guide top side plate 217. Since the inner side of the L-shaped expansion and contraction plate 33 is connected to the second spring 34, the second spring 34 is gradually compressed during its sliding process. It absorbs part of the impact energy through elastic deformation, thereby achieving the initial buffering and noise reduction effect on the vibration and noise when the vehicle passes by.

[0035] At the same time, the lateral sliding of the L-shaped retractable horizontal plate 33 also causes the arc-shaped retractable pressure plate 35, which is fixedly connected to its outer side, to move. During the movement, the arc-shaped retractable pressure plate 35 pushes the inverted L-shaped retractable fixing rod 218, so that it slides smoothly in the guide structure inside the T-shaped side plate 212. This linkage further transmits and disperses the load from the vehicle.

[0036] Furthermore, the movement of the L-shaped expanding and contracting horizontal plate 33 also causes the L-shaped transition side block 36, which is rotatably connected to it, to rotate. The rotation of the L-shaped transition side block 36, on the one hand, pushes the Y-shaped pull rod 223 connected to it to move, and the Y-shaped pull rod 223 in turn pulls the arc-shaped rotating arm 221, causing it to rotate around its axis; on the other hand, the rotation of the L-shaped transition side block 36 also causes the H-shaped bidirectional hinge block 222 connected to it to shift, thereby further influencing and coordinating the adjustment of the rotation amplitude of the arc-shaped rotating arm 221. The rotation of the arc-shaped rotating arm 221 then pulls the arc-shaped rotating pull rod 233, which is hinged to it. The arc-shaped rotating pull rod 233 drives the slider 232 to reciprocate within the groove 219 opened on the vertical guide plate 214. The sliding mechanism compresses or stretches the springs 234 mounted on both sides of its bottom. Through the elastic deformation of these springs 234, the vibration and noise energy transmitted when the vehicle passes is effectively absorbed and buffered. Moreover, the sliding of the slider 232 also drives the stabilizing side plate pressure plate 236 and the positioning pressure plate 237 to move accordingly through the lifting side connecting rod 235. The displacement of the stabilizing side plate pressure plate 236 and the positioning pressure plate 237 can play an important role in reinforcing and stabilizing the entire vibration reduction and noise reduction device, ensuring that the device can maintain structural stability and efficient operation throughout the entire process of the vehicle passing, and continuously perform vibration reduction and noise reduction functions, thereby significantly reducing the vibration interference and noise pollution caused by vehicle travel to the track structure and the surrounding environment.

[0037] Once the vehicle has completely left the noise reduction mechanism 3 area, the external forces on each component disappear, and the elastic elements such as the second spring 34 and spring 234 gradually rebound under the action of their own elastic restoring force, driving each moving part in the device to return to its initial state in an orderly manner, making full preparation for the vibration reduction and noise reduction work when the vehicle passes by again.

[0038] The working principle of this invention is as follows: When the vehicle passes the noise reduction mechanism 3, the vehicle presses against the top of the rubber pressure plate 31. Under pressure, the rubber pressure plate 31 moves downwards. This downward movement of the rubber pressure plate 31 drives the rotating short rod 32, which is rotatably connected to it, to move. The rotating short rod 32 pushes the L-shaped retractable horizontal plate 33 to slide inside the guide top side plate 217. Since a second spring 34 is connected to the inner side of the L-shaped retractable horizontal plate 33, the second spring 34 is compressed during the sliding process, playing a preliminary role in buffering and reducing noise. Simultaneously, the L-shaped retractable horizontal plate 33... The sliding motion causes the arc-shaped expansion and contraction pressure plate 35, which is fixedly connected to its outer side, to move. The arc-shaped expansion and contraction pressure plate 35 pushes the inverted L-shaped expansion and contraction fixing rod 218 to slide inside the T-shaped side plate 212. In addition, the movement of the L-shaped expansion and contraction horizontal plate 33 also drives the L-shaped transition side block 36, which is rotatably connected to it, to rotate. The rotation of the L-shaped transition side block 36, on the one hand, pushes the Y-shaped tie rod 223 connected to it to move, and the Y-shaped tie rod 223 pulls the arc-shaped rotating arm 221 to rotate. On the other hand, the rotation of the L-shaped transition side block 36 also causes the H-shaped double-sided hinge connected to it to move. The movement of the connecting block 222 further affects the rotation of the arc-shaped rotating arm 221. The rotation of the arc-shaped rotating arm 221 pulls the arc-shaped rotating rod 233 connected to it. The arc-shaped rotating rod 233 drives the slider 232 to slide within the groove 219 of the vertical guide plate 214. The sliding of the slider 232 causes the springs 234 on both sides of its bottom to be compressed or stretched. The deformation of the springs 234 further absorbs and buffers the vibration and noise generated when the vehicle passes by. Moreover, the sliding of the slider 232 also drives the stabilizing side plate through the lifting side connecting rod 235. The movement of pressure plate 236 and positioning pressure plate 237 further stabilizes the entire device, ensuring that the vibration reduction and noise reduction device can work stably and efficiently when a vehicle passes by, continuously performing its vibration reduction and noise reduction function, and reducing the adverse effects of the vehicle on the track and the surrounding environment during the vehicle's operation. After the vehicle leaves the noise reduction mechanism 3, each spring, under the action of its own elastic restoring force, restores each component of the device to its initial position, preparing for the next vehicle to pass by.

[0039] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. A vibration reduction and noise reduction device for rail transit, comprising a rail section (1), characterized in that: Both sides of the rail section (1) are fixedly connected to shock absorption mechanisms (2), and the top of each of the two shock absorption mechanisms (2) is movably connected to a noise reduction mechanism (3). Both of the shock absorption mechanisms (2) include shock absorption frames (21), and the inner walls of both shock absorption frames (21) are slidably connected with stabilizing components (23). Pulling components (22) are provided on the left and right sides of the front and rear sides of both shock absorption frames (21).

2. The rail vibration reduction and noise reduction device for rail transit according to claim 1, characterized in that: Both of the shock-absorbing frames (21) include a base plate (211). T-shaped side plates (212) are fixedly connected to the middle of the outer side of both base plates (211). Vertical connecting blocks (213) are fixedly connected to the four sides of the top middle of both base plates (211). Vertical guide plates (214) are fixedly connected to the middle of the top of both base plates (211). Sliding grooves (219) are opened in the middle of both vertical guide plates (214).

3. The rail vibration reduction and noise reduction device for rail transit according to claim 2, characterized in that: The top of the two sets of vertical connecting blocks (213) on the left and the two sets of vertical connecting blocks (213) on the right are all fixedly connected with horizontal L-shaped hinge blocks (215). The outer sides of the two sets of horizontal L-shaped hinge blocks (215) on the left and the two sets of horizontal L-shaped hinge blocks (215) on the right are all fixedly connected with spring connecting blocks (216). The top of the two sets of horizontal L-shaped hinge blocks (215) on the left and the two sets of horizontal L-shaped hinge blocks (215) on the right are all fixedly connected with top side plate connecting plates (2110).

4. The rail vibration reduction and noise reduction device for rail transit according to claim 3, characterized in that: The top of the two sets of top side plate connecting uprights (2110) on the left and the two sets of top side plate connecting uprights (2110) on the right are all fixedly connected with guide top side plates (217), and the front and rear sides of the inner sides of the two T-shaped side plates (212) are slidably connected with inverted L-shaped expansion and contraction fixing rods (218).

5. The rail vibration reduction and noise reduction device for rail transit according to claim 1, characterized in that: Each of the multiple sets of the pulling components (22) includes an arc-shaped rotating arm (221). The middle part of the outer wall of the two sets of arc-shaped rotating arms (221) on the left and the two sets of arc-shaped rotating arms (221) on the right are rotatably connected to the inner side of the two sets of horizontal L-shaped hinge blocks (215) on the left and the two sets of horizontal L-shaped hinge blocks (215) on the right. The top of the two sets of arc-shaped rotating arms (221) on the left and the two sets of arc-shaped rotating arms (221) on the right are rotatably connected to an H-shaped bidirectional hinge block (222). The bottom of the two sets of arc-shaped rotating arms (221) on the left and the two sets of arc-shaped rotating arms (221) on the right are rotatably connected to a Y-shaped pull rod (223).

6. The rail vibration reduction and noise reduction device for rail transit according to claim 1, characterized in that: Both of the stabilizing components (23) include two L-shaped blocks (231). The outer sides of both sets of L-shaped blocks (231) are fixedly connected with lifting side connecting rods (235). The bottom of both sets of L-shaped blocks (231) is fixedly connected with sliders (232). The outer walls of the two sliders (232) are slidably connected to the inner walls of the grooves (219) opened by the two vertical guide plates (214). The two sides of the bottom of the two sliders (232) are fixedly connected with springs (234). The bottom ends of the two sets of springs (234) are fixedly connected to the bottom of the inner walls of the grooves (219) opened by the two vertical guide plates (214).

7. The rail vibration reduction and noise reduction device for rail transit according to claim 6, characterized in that: Both sides of the two sliders (232) are rotatably connected to arc-shaped rotating rods (233). The inner sides of the two sets of arc-shaped rotating rods (233) on the left and the two sets of arc-shaped rotating rods (233) on the right are rotatably connected to the outer sides of the two sets of arc-shaped rotating arms (221) on the left and the two sets of arc-shaped rotating arms (221) on the right.

8. The rail vibration reduction and noise reduction device for rail transit according to claim 6, characterized in that: The bottom front and rear sides of the two sets of lifting side connecting rods (235) are fixedly connected with stabilizing side plate pressure plates (236), and the outer sides of the two sets of stabilizing side plate pressure plates (236) are fixedly connected with positioning pressure plates (237).

9. The rail vibration reduction and noise reduction device for rail transit according to claim 1, characterized in that: Both noise reduction mechanisms (3) include rubber pressure plates (31). Rotating short rods (32) are rotatably connected to both sides of the bottom center of the two rubber pressure plates (31). L-shaped expansion and contraction plates (33) are rotatably connected to the bottom of the left and right sets of rotating short rods (32). The outer walls of the left and right sets of L-shaped expansion and contraction plates (33) are slidably connected to the inner sides of the left and right sets of guide top side plates (217). The inner sides of the left two L-shaped expansion and contraction plates (33) and the right two L-shaped expansion and contraction plates (33) are fixedly connected to the second spring (34). The outer sides of the left and right sets of L-shaped expansion and contraction plates (33) are fixedly connected to the arc-shaped expansion and contraction pressure plates (35). The outer sides of the left and right sets of arc-shaped expansion and contraction pressure plates (35) are fixedly connected to the inner sides of the left and right sets of inverted L-shaped expansion and contraction fixing rods (218) on the side away from each other.

10. The rail vibration reduction and noise reduction device for rail transit according to claim 9, characterized in that: Both sides of the left and right sets of L-shaped retractable horizontal plates (33) are rotatably connected to L-shaped transition side blocks (36). The outer sides of the two sets of L-shaped transition side blocks (36) on the left and right are fixedly connected to second spring connecting blocks (37). The bottom of the inner sides of the two sets of L-shaped transition side blocks (36) on the left and right are rotatably connected to the top of the two sets of Y-shaped pull rods (223) on the left. The top of the L-shaped transition side block (36) and the two sets of L-shaped transition side blocks (36) on the right are rotatably connected to the side of the two sets of H-shaped bidirectional hinge blocks (222) on the left and the two sets of H-shaped bidirectional hinge blocks (222) on the right away from the arc-shaped rotating arm (221). The bottom of the multiple sets of second spring connecting blocks (37) is fixedly connected to a third spring (38), and the bottom of the multiple sets of third springs (38) is fixedly connected to the top of the multiple sets of spring connecting blocks (216).

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