Steel rail damping noise and vibration reduction device

Abstract

According to the steel rail damping, noise-reducing and vibration-reducing device, more than two positioning clamping grooves distributed in the length direction of a damping, noise-reducing and vibration-reducing body are formed in the outer wall of the middle of the damping, noise-reducing and vibration-reducing body; the steel rail and the damping noise reduction and vibration reduction bodies on the two sides of the steel rail are integrally clamped and connected in the mode that the steel rail and the lower middle sections of the damping noise reduction and vibration reduction bodies are wrapped in the steel rail and the damping noise reduction and vibration reduction bodies, and the two upper ends of the clamping springs are matched with the positioning clamping grooves in the same side. The damping noise reduction and vibration reduction body comprises rubber, a mass block and a sound absorption body, a mounting groove is formed in the inner side wall of the rubber, the sound absorption body is embedded in the mounting groove, and the mass block is located on the outer side of the sound absorption body and wrapped in the rubber. The influence of radiation noise of the steel rail is effectively reduced, resonance with the steel rail is achieved through the combination of the mass block and the rubber, vibration energy of the steel rail is effectively absorbed and transferred, the vibration reduction and noise reduction effects are achieved, the sound absorption material and the steel rail waist are not completely contacted, a wheel rail noise reflection attenuation area is formed, and noise reduction is achieved. Transverse vibration energy consumption of the steel rail is improved, and vibration capacity is prevented from being transmitted in the rail direction.

Description

Technical Field

[0001] The utility model belongs to the technical field of rail transit, and particularly relates to a rail damping, noise reduction and vibration reduction device. Background Art

[0002] With the acceleration of the urbanization process, the urban rail transit system plays a more important role in the future urban development and residents' travel. With the rapid development of urban rail transit, the problems of rail corrugation and the resulting vibration and noise problems have attracted more and more attention. These problems directly affect the comfort of passengers and the service quality of rail transit. Therefore, rail damping products have begun to be rapidly applied in urban rail transit. Their effects are mainly reflected in vibration reduction and noise reduction. By attaching damping materials to the rails, the vibration attenuation rate of the rails can be reduced, thereby effectively reducing the impact of rail radiation noise. The design and installation of such damping rails can not only improve the comfort of train operation, but also reduce the impact on the surrounding environment and residents' lives. However, the products on the current market are mostly used for noise control, with complex structures and high costs. Therefore, how to effectively reduce the rail radiation noise and noise pollution during train operation without significantly increasing the construction cost is a technical problem that urgently needs to be solved at present. Summary of the Utility Model

[0003] The technical problem solved by the utility model: Provide a rail damping, noise reduction and vibration reduction device. By arranging damping, noise reduction and vibration reduction bodies on both sides of the rail, the outer walls of which include rubber, mass blocks and sound absorbers, and using a plurality of snap rings that wrap the middle and lower sections of the rail and the damping, noise reduction and vibration reduction bodies inside and the two upper ends of which are respectively adapted to the positioning slots on the same side for clamping and fastening into one body, the impact of rail radiation noise is effectively reduced. The combination of the mass blocks and the rubber realizes resonance with the rail, thereby effectively absorbing and transferring the vibration energy of the rail, achieving the effect of vibration reduction and noise reduction. The sound-absorbing material and the rail web do not completely contact, forming a wheel-rail noise reflection attenuation area, improving the consumption of the lateral vibration energy of the rail and suppressing the transmission of the vibration ability along the track direction.

[0004] The technical solution adopted by the utility model: A rail damping, noise reduction and vibration reduction device, including damping, noise reduction and vibration reduction bodies whose inner walls on both sides of the rail are adapted to contact the rail web and the upper surface of the rail base. Two or more positioning slots are formed on the outer wall of the middle part of the damping, noise reduction and vibration reduction body along its length direction. The rail and the damping, noise reduction and vibration reduction bodies on both sides of it are clamped and fastened into one body by snap rings that wrap the middle and lower sections of the rail and the damping, noise reduction and vibration reduction bodies inside and the two upper ends of which are respectively adapted to the positioning slots on the same side. The damping, noise reduction and vibration reduction body includes rubber, mass blocks and sound absorbers. An installation groove is formed on the inner wall of the rubber, and the sound absorber that does not completely contact the rail is embedded in the installation groove. The mass blocks are located outside the sound absorber and wrapped inside the rubber.

[0005] Among them, the rubber includes a high-damping rubber that is adapted to be in contact with the rail waist and the upper surface of the rail base, and a waterproof and corrosion-resistant rubber that is integrally hot-melted with the high-damping rubber and leaks outside.

[0006] Further, both the damping, noise-reducing and vibration-reducing body and the mass block have a structure in which the outer wall in the middle bulges outwards and the thickness in the middle is greater than that at both ends, and the position where the thickness changes on the outer walls of the damping, noise-reducing and vibration-reducing body and the mass block is a transition inclined plane.

[0007] Further, the cross-sectional shape of the mass block is a trough-shaped structure with grooves formed on the inner side wall, and a plurality of waist-shaped holes are evenly distributed in the length direction of the mass block. When the rubber is integrally hot-melted with the mass block, the hot-melt adhesive penetrates through the waist-shaped holes and is connected with the mass block as a whole.

[0008] Further, the length of the positioning card slot is greater than the width of the snap ring, and the slot surface of the positioning card slot is an arc-shaped concave surface adapted to the upper end of the positioning card slot.

[0009] Advantages of the present utility model compared with the prior art:

[0010] 1. In this technical solution, by arranging damping, noise-reducing and vibration-reducing bodies with rubber, mass blocks and sound-absorbing bodies on the outer walls on both sides of the rail, and using a plurality of snap rings that wrap the middle and lower sections of the rail and the damping, noise-reducing and vibration-reducing bodies inside and the two upper ends are respectively adapted to the positioning card slots on the same side and are tightly connected as a whole, the influence of the rail radiation noise is effectively reduced, and the best noise-reducing and vibration-reducing effects are achieved;

[0011] 2. In this technical solution, the combination of the mass block wrapped inside the rubber and the rubber realizes resonance with the rail, thereby effectively absorbing and transferring the vibration energy of the rail, achieving the effects of vibration reduction and noise reduction;

[0012] 3. In this technical solution, a structure in which the sound-absorbing body is not in complete contact with the rail waist is adopted to form a wheel-rail noise reflection attenuation area, improving the consumption of the lateral vibration energy of the rail and suppressing the transmission of the vibration ability along the track direction;

[0013] 4. This technical solution has a simple structure, reasonable design and low cost. Without significantly increasing the construction cost, it effectively reduces the noise pollution during the train operation, improves the comfort of the train, and greatly reduces the impact on the surrounding environment and the lives of residents. Description of the Drawings

[0014] Figure 1 It is a three-dimensional structural schematic diagram of the present utility model;

[0015] Figure 2 It is the front view of the present utility model;

[0016] Figure 3 It is the top view of the present utility model;

[0017] Figure 4 Schematic diagram of the half-section structure of the present utility model;

[0018] Figure 5 Schematic three-dimensional structure diagram of the mass block of the present utility model. Specific embodiments

[0019] Next, in combination with the Figures 1-5 in the embodiments of the present utility model, the technical solutions in the embodiments of the present utility model will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. Based on the embodiments in the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present utility model.

[0020] It should be noted that in this article, without contrary description, it should be understood that: the orientation or positional relationship indicated by the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present invention. In addition, the terms "first", "second", "third", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0021] In this article, the term "comprising", "including" or any other variant thereof is intended to cover a non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation. The element defined by the statement "including one..." does not exclude the existence of additional identical elements in the process, method, article or device including the said element.

[0022] The rail damping, noise reduction and vibration reduction device, as Figures 1-3 shown, includes damping, noise reduction and vibration reduction bodies 2 arranged on the inner side walls on both sides of the rail 1 and in fitting contact with the web and the upper surface of the rail base of the rail 1. Two or more positioning card slots 3 are formed on the outer wall of the middle part of the damping, noise reduction and vibration reduction body 2 and distributed along its length direction. The rail 1 and the damping, noise reduction and vibration reduction bodies 2 on both sides thereof are clamped and fixedly connected into one body by a snap spring 4 that wraps the middle and lower sections of the rail 1 and the damping, noise reduction and vibration reduction bodies 2 inside and the two upper ends of which are respectively adapted to the positioning card slots 3 on the same side. The connection is simple, convenient and fast; as Figure 4As shown in the figure, the specific structure of the damping, noise reduction and vibration reduction body 2 is as follows: The damping, noise reduction and vibration reduction body 2 includes rubber 2-1, a mass block 2-2 and a sound absorber 2-3. An installation groove 2-4 is formed on the inner side wall of the rubber 2-1, and the sound absorber 2-3 that is not in complete contact with the rail 1 is embedded in the installation groove 2-4. The mass block 2-2 is located outside the sound absorber 2-3 and is wrapped inside the rubber 2-1. In the above structure, by arranging the damping, noise reduction and vibration reduction body 2 with rubber 2-1, a mass block 2-2 and a sound absorber 2-3 on the outer wall on both sides of the rail 1, and using multiple snap rings 4 that wrap the middle and lower sections of the rail 1 and the damping, noise reduction and vibration reduction body 2 inside and whose two upper ends are respectively adapted to the positioning card slots 3 on the same side to be clamped and connected into one body, the influence of the rail radiation noise is effectively reduced, achieving the best noise reduction and vibration reduction effect; the combination of the mass block 2-2 wrapped in the rubber and the rubber 2-1 realizes resonance with the rail 1, thereby effectively absorbing and transferring the vibration energy of the rail 1, achieving the effect of vibration reduction and noise reduction; adopting the structure where the sound absorber 2-3 is not in complete contact with the waist of the rail 1 forms a wheel-rail noise reflection attenuation area, improving the consumption of the lateral vibration energy of the rail 1 and suppressing the transmission of the vibration ability along the track direction;

[0023] The composition and distribution position of the rubber 2-1 are specifically as follows: The rubber 2-1 includes a high-damping rubber 2-11 that is adapted to be in contact with the rail waist and the upper surface of the rail bottom of the rail 1 and a waterproof and corrosion-resistant rubber 2-12 that is melted together with the high-damping rubber 2-11 and leaks outside. Among them, the waterproof and corrosion-resistant rubber 2-12 is made of chlorosulfonated polyethylene rubber, ethylene propylene rubber, butyl rubber or chloroprene rubber, and has high weather resistance, water resistance, waterproofness, chemical resistance, tensile strength and elongation, wear resistance and tear resistance, insulation performance, environmental protection and safety; The high-damping rubber 2-11 uses natural rubber or synthetic rubber as the main raw material, and by adding various damping fillers such as carbon black, white carbon black, barite powder, calcined kaolin, etc. into the rubber matrix, a rubber material with high damping performance is prepared; Specifically, both the damping, noise reduction and vibration reduction body 2 and the mass block 2-2 have a structure where the outer wall in the middle bulges outwards and the thickness in the middle is greater than that at both ends, and the position where the thickness changes on the outer walls of the damping, noise reduction and vibration reduction body 2 and the mass block 2-2 is a transition inclined plane; Using the rubber vulcanization process, during implementation, only the high-damping rubber 2-11 and the waterproof and corrosion-resistant rubber 2-12 need to be filled and laid at the corresponding positions; Among them, due to the stronger damping ability of the high-damping rubber 2-11, it can effectively absorb and dissipate vibration and noise; The high-damping rubber 2-11 has good vibration reduction and sound insulation effects, achieving excellent vibration reduction and noise reduction effects; The high-damping rubber 2-11 has good buffering effects, provides better support and comfort, and improves the riding comfort of the train.

[0024] As Figure 5As shown in the figure, the specific structure of the mass block 2-2 is as follows: the cross-sectional shape of the mass block 2-2 is a groove-shaped structure with grooves formed on the inner side wall, and a plurality of waist-shaped holes 2-21 are evenly distributed in the length direction of the mass block 2-2. When the rubber 2-1 and the mass block 2-2 are hot-melted into one body, the hot-melt adhesive passes through the waist-shaped holes 2-21 and is connected to the mass block 2-2 as one body.

[0025] Among them, the length of the positioning card slot 3 is greater than the width of the snap ring 4, and the slot surface of the positioning card slot 3 is an arc-shaped concave surface adapted to the upper end of the positioning card slot 3.

[0026] The technical solution of the present invention has a simple structure, reasonable design and low cost. Without significantly increasing the construction cost, it effectively reduces the noise pollution during the train operation, improves the comfort of the train, and greatly reduces the impact on the surrounding environment and the lives of residents.

[0027] For those skilled in the art, it is obvious that the present invention is not limited to the details of the above exemplary embodiments, and without departing from the spirit or basic characteristics of the present invention, the present invention can be implemented in other specific forms. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-limiting. The scope of the present invention is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be included in the present invention. Any reference signs in the claims should not be construed as limiting the claimed rights.

[0028] In addition, it should be understood that although this specification is described according to the embodiments, not every embodiment only contains an independent technical solution. This narrative way of the specification is only for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. Rail damping noise reduction and vibration reduction device, characterized by: The invention comprises a damping noise reduction and vibration reduction body (2) whose inner side walls are arranged on both sides of a rail (1) and are in adaptive contact with the waist and the upper surface of the rail bottom of the rail (1); the middle outer wall of the damping noise reduction and vibration reduction body (2) is provided with more than two positioning slots (3) distributed along the length direction thereof; the rail (1) and the damping noise reduction and vibration reduction body (2) on both sides thereof are connected by wrapping the middle and lower sections of the rail (1) and the damping noise reduction and vibration reduction body (2) inside thereof, and the two upper ends are respectively connected with the positioning slots (3) on the same side. ) are clamped and fixedly connected as a whole by a matching clamping spring (4); the damping noise reduction and vibration reduction body (2) comprises rubber (2-1), a mass block (2-2) and a sound absorber (2-3); an installation groove (2-4) is formed on the inner side wall of the rubber (2-1), and the sound absorber (2-3) which is not in complete contact with the rail (1) is embedded in the installation groove (2-4); the mass block (2-2) is located on the outside of the sound absorber (2-3) and wrapped inside the rubber (2-1).

2. The rail damping noise reduction and vibration reduction device according to claim 1 is characterized in that: The rubber (2-1) comprises a high damping rubber (2-11) which is in adaptive contact with the upper surface of the waist and bottom of the steel rail (1) and a waterproof and corrosion-resistant rubber (2-12) which is thermally melted into one with the high damping rubber (2-11) and is exposed to the outside.

3. The rail damping noise reduction and vibration reduction device according to claim 2 is characterized in that: The damping, noise reduction and vibration reduction body (2) and the mass block (2-2) are both structures in which the middle outer wall protrudes outward and the thickness of the middle portion is greater than the thickness of the two ends, and the thickness change position on the outer wall of the damping, noise reduction and vibration reduction body (2) and the mass block (2-2) is a transition slope.

4. The rail damping noise reduction and vibration reduction device according to claim 2 is characterized in that: The cross-sectional shape of the mass block (2-2) is a groove-shaped structure with a groove formed on the inner side wall, and a plurality of waist-shaped holes (2-21) are evenly distributed in the length direction of the mass block (2-2). When the rubber (2-1) and the mass block (2-2) are hot-melted into one, the hot-melt adhesive penetrates the waist-shaped holes (2-21) and is connected to the mass block (2-2) into one.

5. The rail damping noise reduction and vibration reduction device according to any one of claims 1 to 4, characterized in that: The length of the positioning slot (3) is greater than the width of the clamping spring (4), and the slot surface of the positioning slot (3) is an arc-shaped concave surface adapted to the upper end of the positioning slot (3).

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