Connecting device for vibration reduction of subway track

Abstract

The utility model discloses a connecting device for vibration reduction of a subway track. Relates to the field of subway damping, and comprises a bottom plate fixedly connected to a base, the bottom plate is located below the junction of two track plates, the bottom plate is connected with a top plate through a plurality of elastic damping assemblies, and the top plate is fixedly connected with the bottoms of the two adjacent track plates; through the arrangement of the top plate, the bottom plate and the elastic damping assembly, when a train passes, the downward displacement amount generated by the track plate is smaller than the pre-compression amount of the elastic damping assembly, and after a spring absorbs most vibration, pressure is applied downwards; therefore, the whole track structure only absorbs less external energy, and the damage of the track structure and the mechanical displacement under the action of the vibration load are reduced, so that the track structure can be quickly restored to the original shape, and the normal working capability is kept.

Description

Technical Field

[0001] The utility model relates to the field of subway vibration reduction, in particular to a connecting device for subway track vibration reduction. Background Art

[0002] With the continuous development of urbanization and population growth, the demand for efficient, fast, and safe transportation is constantly increasing. As an important means of public transportation, the smooth operation of rail transit is directly related to the passenger travel experience. Railway tracks consist of track plates and rails laid on a base. During rail transit operation, track plate vibration can cause fatigue and damage to the track structure and vehicle components, reduce passenger comfort, and cause noise pollution to the surrounding environment. Rail transit vibration reduction is a complex systemic issue involving multiple influencing factors such as track structure, vehicle system, operating parameters, geological conditions of the surrounding rock mass, and building structure. Even when the vehicle, track, and sub-track infrastructure are basically the same, different geological conditions can have significant differences in the propagation and attenuation of vibration waves. Gaps and non-uniformities are easily formed at the joints of adjacent track plates, resulting in additional vibration and noise during train operation. Over time, track joints may wear and loosen due to the reciprocating action of the vehicle, which will increase the vibration amplitude.

[0003] Currently, there are two main effective methods for addressing vibration and noise issues: fastener damping and under-pillow damping. Fastener damping primarily uses different types of fasteners installed on the rails to dampen vibrations. Under-pillow damping, on the other hand, uses different types of damping track plates to reduce vibrations. Therefore, there is currently a lack of external equipment to dampen the track plates. Utility Model Content

[0004] In order to ensure that the track structure can quickly return to its original state and maintain normal working capacity, the present application provides a connection device for subway track vibration reduction.

[0005] This application provides a connection device for subway track vibration reduction, which adopts the following technical solution:

[0006] A connection device for subway track vibration reduction includes a bottom plate fixedly connected to a base, the bottom plate is located below the junction of two track plates, the bottom plate is connected to a top plate via an elastic shock-absorbing component, and the top plate is fixedly connected to the bottoms of two adjacent track plates.

[0007] Optionally, a shock-absorbing pad is fixedly connected to the bottom plate, and the elastic shock-absorbing assembly is arranged between the shock-absorbing pad and the top plate.

[0008] Optionally, the elastic shock-absorbing assembly includes a sleeve, a spring and an adjustment assembly for adjusting the damping of the spring. The sleeve is arranged between the shock-absorbing pad and the top plate in the vertical direction. The two ends of the spring are respectively mounted on the two sleeves and fixedly connected to the shock-absorbing pad and the top plate.

[0009] Optionally, the adjustment component includes a conductor and an excitation coil, the conductor is arranged between the shock-absorbing pad and the top plate, the excitation coil is spirally wound around the conductor from top to bottom, and the excitation coil is connected to a variable frequency alternating power supply.

[0010] Optionally, a sensor for sensing the distance to the train is further provided on the top plate; when the distance to the train is relatively close, the frequency of the alternating power supply is increased.

[0011] Optionally, a positioning plate is further provided on the top plate, and the positioning plate is overlapped on two adjacent track plates at the same time.

[0012] Optionally, two wing plates are provided on the positioning plate, and the two wing plates are respectively in contact with two adjacent track plates.

[0013] Optionally, the top plate is a sound-absorbing plate, and is coated with a noise-proof coating.

[0014] In summary, this application has the following beneficial technical effects:

[0015] The present application arranges a top plate, a bottom plate and an elastic shock-absorbing assembly. When a train passes, the downward displacement of the track plate is less than the pre-compression of the elastic shock-absorbing assembly. After the spring absorbs most of the vibration, it applies downward pressure. As a result, the entire track structure only absorbs less external energy, reducing damage to the track structure and mechanical displacement under vibration loads, thereby ensuring that the track structure can quickly return to its original state and maintain normal working capacity. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the installation position of a connection device for subway track vibration reduction in the present application;

[0017] Figure 2 This is an overall axonometric diagram of a connection device for subway track vibration reduction according to the present application;

[0018] Figure 3 This is a partial structural side view of a connecting device for subway track vibration reduction in the present application.

[0019] Description of reference numerals:

[0020] 11. Track; 12. Fastener; 13. Track plate; 14. Base; 15. Entire device; 21. Bottom plate; 211. Bolt hole; 22. Shock-absorbing pad; 23. Top plate; 24. Positioning plate; 241. Wing plate; 25. Sensor; 3. Elastic shock-absorbing assembly; 31. Spring; 32. Sleeve; 33. Conductor; 34. Excitation coil. DETAILED DESCRIPTION

[0021] The following is combined with Figure 1-3 This application is described in further detail.

[0022] The embodiment of the present application discloses a connection device for subway track vibration reduction, which is installed on a subway track plate 13. The device includes a bottom plate 21 fixedly connected to a base, and a bolt hole 211 for connecting to the bottom plate 21 is opened on the bottom plate 21; the bottom plate 21 is placed below the junction of the two track plates 13; a shock-absorbing pad 22 is fixedly connected to the bottom plate 21, and a top plate 23 is connected to the shock-absorbing pad 22 through an elastic shock-absorbing component 3, and the top plate 23 is a sound-absorbing material and is coated with a noise-proof coating; the top plate 23 is connected to the two adjacent track plates 13; a groove is opened on the lower surface of the track plate 13 at the connection point; the two grooves are spliced ​​for the top plate 23 to be inserted; at the same time, in order to facilitate the positioning of the connection device, a positioning plate 24 is also provided on the top plate 23, and the positioning plate 24 is arranged along the width direction of the track plate 13, and two wing plates 241 are provided on the positioning plate 24, and the two wing plates 241 respectively abut against the inner sides of the two track plates 13.

[0023] In this embodiment, the elastic shock-absorbing assembly 3 includes a sleeve 32, a spring 31 and an adjustment assembly for adjusting the damping of the spring 31; the sleeve 32 is arranged in the vertical direction and is fixedly connected between the shock-absorbing point and the top plate 23, and the two ends of the spring 31 are respectively sleeved on the two sleeves 32, and are fixedly connected to the shock-absorbing point and the top plate 23; the sleeve 32 can provide a guiding effect for the spring 31, and prevent the spring 31 from twisting; when the train passes, the downward displacement of the track plate 13 is less than the pre-compression amount of the spring 31 damper, and the spring 31 damper absorbs most of the vibration and then applies pressure downward.

[0024] The adjustment component includes a conductor 33 and an excitation coil 34. The conductor 33 is arranged between the top plate 23 and the shock-absorbing pad 22. The excitation coil 34 is spirally wound around the conductor 33 from top to bottom. At the same time, the excitation coil 34 is connected to a variable-frequency alternating power supply. When the current flowing through the excitation coil 34 changes, it will generate a magnetic field. The strength of this magnetic field changes with the change of the current. Then, the changing magnetic field will excite eddy currents in the conductor 33, and the eddy currents themselves will generate a magnetic field. According to Lenz's law, this magnetic field will act in the opposite direction to the original magnetic field, generating a force that will resist the change of current in the conductor 33 (that is, resist the change of the original magnetic field). This will generate a damping force between the spring 31 and the excitation coil 34. This damping force will affect the movement of the spring 31 and change its damping characteristics.

[0025] The spring damping characteristics are changed according to the distance of the train, so that the connecting device can continuously and smoothly suppress the vibration of the track plate, reduce the vertical displacement difference of the plate ends of the track structure components, improve the smoothness of the track structure, provide a smoother riding experience, and reduce the bumpy feeling during driving; finally, in order to facilitate the monitoring of the distance between the train and the connecting device, a sensor 25 is also provided on the top plate.

[0026] The above are all preferred embodiments of the present application, and are not intended to limit the scope of protection of the present application. Therefore, any equivalent changes made based on the structure, shape, and principle of the present application should be included in the scope of protection of the present application.

Claims

1. A connection device for subway track vibration reduction, characterized in that: The invention comprises a bottom plate (21) fixedly connected to a base (14), wherein the bottom plate (21) is located below the junction of two track plates (13), and a top plate (23) is connected to the bottom plate (21) via a plurality of elastic shock absorbing components (3), and the top plate (23) is fixedly connected to the bottoms of two adjacent track plates (13).

2. The connection device for subway track vibration reduction according to claim 1, characterized in that: A shock-absorbing pad (22) is fixedly connected to the bottom plate (21), and the elastic shock-absorbing component (3) is arranged between the shock-absorbing pad (22) and the top plate (23).

3. The connection device for subway track vibration reduction according to claim 2, characterized in that: The elastic shock-absorbing component (3) comprises two sleeves (32), a spring (31) and an adjustment component for adjusting the damping of the spring (31); the two sleeves (32) are arranged on the shock-absorbing pad (22) and the top plate (23) in a vertical direction; the two ends of the spring (31) are respectively sleeved on the two sleeves (32) and fixedly connected to the shock-absorbing pad (22) and the top plate (23).

4. The connection device for subway track vibration reduction according to claim 3, characterized in that: The regulating assembly comprises a conductor (33) and an excitation coil (34), wherein the conductor (33) is arranged between the shock-absorbing pad (22) and the top plate (23), and the excitation coil (34) is spirally wound around the conductor (33) from top to bottom, and the excitation coil (34) is connected to a variable-frequency alternating power supply.

5. The connection device for subway track vibration reduction according to claim 4, characterized in that: The top plate (23) is also provided with a sensor (25) for sensing the distance of the train.

6. The connection device for subway track vibration reduction according to claim 1, characterized in that: A positioning plate (24) is also provided on the top plate (23), and the positioning plate (24) is simultaneously overlapped on two adjacent track plates (13).

7. The connection device for subway track vibration reduction according to claim 6, characterized in that: The positioning plate (24) is provided with two wing plates (241), and the two wing plates (241) are respectively in contact with two adjacent track plates (13).

8. The connection device for subway track vibration reduction according to claim 1, characterized in that: The top plate (23) is a sound-absorbing plate, and a noise-proof coating is coated on the top plate (23).

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