Built-in damping device for track system

Abstract

The utility model discloses a built-in vibration damper for a track system. The built-in vibration damper is embedded in a load-bearing structure below a steel rail. The device comprises a box body shell, a spring and a mass tuning container are arranged in the box body shell, a plurality of baffles are arranged in the mass tuning container, the mass tuning container is divided into a plurality of independent cavities by the baffles, and the cavities are closed containers and are filled with damping particles; vibration energy is consumed through collision and friction between the damping particles and the inner wall of the cavity and mutual collision and friction between the damping particles. The spring is arranged between the mass tuning container and the box body shell, so that the energy consumption efficiency is improved, and the mass tuning container can be protected; according to the device, the movement distance and the kinetic energy of the particle units are increased by utilizing the displacement and the acceleration of the mass tuning container, the energy consumption is increased, the vibration and noise reduction means are enriched and increased, and a good economic effect can be achieved.

Description

Technical Field

[0001] This utility model belongs to the field of vibration and noise control in rail transit, specifically a built-in vibration reduction device for rail systems. Background Technology

[0002] Rail transit refers to a type of transportation or system where vehicles need to run on specific tracks, including subways, light rail, and railway systems. However, in actual vehicle operation, varying degrees of vibration and noise are generated, among which vertical vibration poses the greatest threat and damage to railway systems.

[0003] Most existing vibration reduction measures in rail transit utilize the mass-spring system theory, converting vibration energy into vibrations in the track slab, sleepers, and ballast, thereby achieving vibration reduction. However, increasing theoretical and experimental data show that track vibrations with medium, high, and special vibration reduction measures accumulate in the track superstructure, making them more susceptible to mechanical damage to rails, wheels, and their components. Secondly, track slab and rail vibrations are transmitted to the car body through the vehicle suspension system, radiating noise into the passenger compartment. Thirdly, existing track vibration and noise reduction measures primarily rely on reducing (lossing) the stiffness of the track structure. This method increases track structure vibration displacement, inducing rail corrugation, resulting in uneven vehicle operation, decreased comfort, and potential damage such as broken fasteners and cracked track slabs.

[0004] The root cause of the above problems lies in the fact that reducing (lossing) the stiffness of the track structure is the main means. Although the system energy can be effectively redistributed, it cannot be consumed. These measures are accompanied by a significant increase in in-vehicle noise, corrugation, and uneven operation. Therefore, it is necessary and urgent to explore technical means such as increasing component damping and maintaining uniform and constant track structure stiffness in order to ensure the smoothness and comfort of vehicle operation and reduce related defects.

[0005] Damped particle generators utilize collisions and friction between particles or between particles and a container to dissipate vibration energy, exhibiting excellent vibration control performance. They are characterized by simple structure, low cost, easy installation, excellent fatigue resistance, significant vibration reduction and noise reduction effects, and convenient operation and maintenance.

[0006] According to investigations, high-frequency vibrations from the track structure have a short propagation distance due to attenuation by the surrounding geology, resulting in minimal impact on nearby sensitive buildings. However, the natural frequencies of structural components such as concrete are low-frequency, making them prone to resonance under train loads and propagating far through the surrounding geology. Therefore, by incorporating mass tuning, the low-frequency vibrations of concrete components can be partially canceled out by the opposing motion of the mass tuning blocks, achieving a good vibration reduction effect. However, the damping particles are only compatible with a limited range of vibration frequencies, smaller than the range generated by passing trains, leading to less than ideal vibration reduction in some cases.

[0007] Based on this, the inventors have conducted in-depth research on vibration reduction devices in order to design a new vibration reduction device that can solve the above problems. Utility Model Content

[0008] To overcome the aforementioned problems, the inventors conducted intensive research and designed a built-in vibration damping device for track systems. This device is pre-embedded in a load-bearing structure beneath the rail, such as a sleeper, track bed, track slab, or base. The device includes a housing shell containing a spring and a mass tuning container. Multiple baffles divide the mass tuning container into several independent cavities, which are sealed containers filled with damping particles. Vibration damping is achieved through collisions and friction between the damping particles and the inner walls of the cavities, and through the interaction between the damping particles... The vibration energy is consumed by mutual collision and friction; the spring is set between the mass tuning container and the outer shell of the box, amplifying the displacement and rate of the vibration of the mass tuning container, improving energy consumption efficiency, and also avoiding direct contact between the mass tuning container and the outer shell of the box; the device utilizes the displacement and acceleration of the mass tuning container to increase the movement distance and kinetic energy of the particle unit, increase the energy consumed by particle friction and collision, overcome the many defects of the current method of simply adjusting the stiffness of the track structure for vibration reduction and noise reduction, enrich and increase the means of vibration reduction and noise reduction, and achieve good economic results, thus completing this utility model.

[0009] Specifically, the purpose of this utility model is to provide a built-in vibration damping device for a track system. The device is pre-embedded in the load-bearing structure under the rail, and the load-bearing structure is a trapezoidal sleeper, track bed, track slab or base.

[0010] The device includes a housing shell 1, inside which a spring 2 and a mass tuning container 3 are arranged. The mass tuning container 3 is a sealed container filled with damping particles 6, which are selected from one or more of iron sand, lead granules, steel balls, and sand.

[0011] Vibrational energy is consumed through the collision and friction between damping particles 6 and the wall surface, and through the collision and friction between damping particles.

[0012] The spring 2 is disposed between the mass tuning container 3 and the outer shell 1. The spring 2 amplifies the displacement and velocity of the vibration of the mass tuning container 3, thereby improving the energy dissipation efficiency of the damping particles 6 in the mass tuning container 3. The spring 2 also prevents the mass tuning container 3 from directly contacting the outer shell 1.

[0013] Among them, a mass tuning container 3 is provided in the outer shell 1 of the box, and multiple baffles 4 are provided in each mass tuning container 3, which divide the mass tuning container 3 into multiple independent cavities 5 through the baffles 4.

[0014] The wall surface is the inner wall surface of the cavity 5 formed by the inner wall of the mass tuning container 3 and the baffle 4.

[0015] In the cavity 5, the volume percentage of the damping particle 6 material is 80-90%.

[0016] The internal volume of each cavity 5 is the same, that is, the baffle 4 evenly divides the mass tuning container 3 into multiple cavities 5.

[0017] In each mass tuning container 3, there are 20 to 30 cavities 5.

[0018] During the casting of the load-bearing structure, the outer shell 1 of the box is embedded inside it;

[0019] When one of the box shells 1 is provided, the box shell 1 is embedded in the middle of the load-bearing structure;

[0020] When multiple outer shells 1 are provided, the outer shells 1 are symmetrically embedded in the load-bearing structure.

[0021] When the load-bearing structure is a trapezoidal sleeper 7, 1 to 3 of the aforementioned box shells 1 are pre-embedded in the trapezoidal sleeper with a sleeper length of 6 meters. The total effective volume of the mass tuning container 3 in each box shell 1 is 100×100×5600mm, and the effective volume of a single cavity 5 is 100×100×200mm. The effective volume is the space volume that can be used to hold and accommodate damping particles.

[0022] When the load-bearing structure is a track bed, a maximum of 10 to 12 box shells 1 are pre-embedded in any section of the track bed. The length of the box shell 1 is 3 meters. Multiple cavities 5 are provided in the mass tuning container 3 of each box shell 1. The effective volume of a single cavity 5 is 100×100×200mm. The effective volume is the space volume that can be used to hold and accommodate damping particles.

[0023] When the load-bearing structure is a track slab, 8 to 10 of the aforementioned box shells 1 are pre-embedded in the track slab, which is 6 meters long and 2.5 meters wide. The total effective volume of the mass tuning container 3 in each box shell 1 is 100×100×5600mm, and the effective volume of the single cavity 5 is 100×100×200mm. The effective volume is the space volume that can be used to hold and accommodate the damping particles.

[0024] When the load-bearing structure is a base, at most 3 to 4 of the box shells 1 are pre-embedded in any base section. The total effective volume of the mass tuning container 3 in each box shell 1 is 100×100×5600mm, and the effective volume of a single cavity 5 is 100×100×200mm. The effective volume is the space volume that can be used to hold and accommodate damping particles.

[0025] The beneficial effects of this utility model include:

[0026] (1) The built-in vibration damping device for track systems provided by this utility model is embedded in the load-bearing structure and is processed as a whole, so the construction plan of rail transit is basically the same as the original plan and will not add extra difficulty. At the same time, due to the addition of this device, the requirements for traditional vibration damping devices are greatly reduced.

[0027] (2) The built-in vibration damping device for track systems provided by this utility model can be embedded in different load-bearing structures. Different embedding positions and embedding methods can be selected according to the characteristics of the track section, thereby maximizing the vibration damping effect.

[0028] (3) The built-in damping particle vibration reduction device provided by this utility model is provided with a mass tuning container, and multiple independent cavities are provided in the mass tuning container. The cavities are filled with damping particles, thereby consuming vibration energy through the collision and friction between the damping particles and the wall surface, and the collision and friction between the damping particles.

[0029] (4) The built-in vibration damping device for track system provided by this utility model has a spring in the outer shell of the box and on the outside of the mass tuning container. By selecting appropriate spring stiffness, vibration frequency, weight of the mass tuning container, etc., the natural frequency of the entire vibration damping device is close to the natural frequency of the load-bearing structure, so as to increase the effective vibration damping frequency range of the vibration damping device and improve the vibration damping effect of the vibration damping device as a whole.

[0030] (5) The built-in vibration damping device for track systems provided by this utility model fills the cavity with damping particles with a particle size between 0.1 and 1 mm, which has the best "energy dissipation" and "vibration reduction" effects; the preferred material order is: lead, steel, iron, sand, etc.; the particle shape of the damping particles is mainly spherical, and the spherical shape is most conducive to vibration, collision and energy dissipation.

[0031] (6) The built-in vibration damping device for track systems provided by this utility model uses damping particles that fill approximately 80-90% of the cavity volume. Multiple experiments and theoretical studies have proven that the volume ratio within this range has the best vibration damping effect. An excessively large volume ratio is not conducive to particle movement and collision; an excessively small volume ratio results in poor effect due to the low probability of collision.

[0032] (7) The built-in vibration damping device for track systems provided by this utility model is equipped with a spring. Since particles need to move to collide with each other, too small a displacement of the surrounding environment is not enough to excite the particles to "move". The spring in this application has a dual effect: first, it can amplify the motion effect, thereby stimulating the particle motion; second, it provides the elastic foundation function of mass tuning, thereby providing the necessary means of motion for the entire vibration damping mass tuning container. When a vehicle passes by, since its vibration displacement is small, the vibration displacement of the track slab, rail, track bed, etc. needs to rely on the spring to excite the movement of the damping particles and the mass tuning container in order to achieve a better vibration damping effect.

[0033] (8) The built-in vibration damping device for track systems provided by this utility model can be integrated with the load-bearing structure, that is, a part of the load-bearing structure is regarded as the box shell, thereby achieving the effect of reducing costs. Attached Figure Description

[0034] Figure 1 This diagram shows the structure of the built-in vibration damping device for a track system provided by this utility model when it is embedded in a trapezoidal sleeper.

[0035] Figure 2 This invention provides a cross-sectional view of a built-in vibration damping device for a track system.

[0036] Figure 3 This invention provides a three-dimensional perspective view of the built-in vibration damping device for a track system.

[0037] Figure 4 An exploded view of the built-in vibration damping device for track systems provided by this utility model is shown.

[0038] Figure Labels

[0039] 1-Casing shell

[0040] 2-Spring

[0041] 3-Mass Tuning Container

[0042] 4-baffle

[0043] 5-Cavity

[0044] 6-Damping particles

[0045] 7- Track slabs or sleepers

[0046] 8-Container sealing plate Detailed Implementation

[0047] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Through these descriptions, the features and advantages of the present invention will become clearer and more apparent.

[0048] The term “exemplary” as used herein means “serving as an example, embodiment, or illustration.” Any embodiment illustrated herein as “exemplary” is not necessarily to be construed as superior to or better than other embodiments. Although various aspects of embodiments are shown in the accompanying drawings, the drawings are not necessarily drawn to scale unless specifically indicated otherwise.

[0049] This utility model provides a built-in vibration damping device for track systems, such as... Figure 1 and Figure 4 As shown, the device is pre-embedded in the load-bearing structure under the rail, which is a trapezoidal sleeper, track bed, track slab, or base. In this application, the pre-embedding refers to embedding the device in the load-bearing structure during the manufacturing process, so that the resulting load-bearing structure is basically consistent with the shape of the traditional structure, in order to facilitate subsequent construction.

[0050] The device includes a housing 1, which can be made of steel plate or other materials with sufficient physical properties, such as cement, which is consistent with the material of the load-bearing structure. The housing 1 can be omitted from the internal structural design of the track slab, sleepers, etc., requiring only the fixing and installation of the springs 2.

[0051] like Figure 2 and Figure 3 As shown, a spring 2 and a mass tuning container 3 are installed inside the outer shell 1 of the housing. The mass tuning container 3 is a sealed container, sealed by a container sealing plate 8. The container sealing plate 8 can be welded to the other walls of the mass tuning container 3 for sealing. The mass tuning container 3 is filled with damping particles 6, which are selected from one or more of iron sand, lead granules, steel balls, and sand. The inventors have found that the preferred order of damping particle materials is: lead, steel, iron, sand, etc. Suitable damping particles can be selected according to vibration reduction performance requirements and economic considerations.

[0052] Preferably, in this application, the damping particles are approximately spherical in shape. The approximately spherical shape allows for more irregular collisions and vibrations, resulting in the best overall vibration reduction effect. More preferably, the particle size of the damping particles is 0.1–1 mm, preferably 0.2–0.8 mm. The multiple damping particles filled in a mass tuning container 3 do not necessarily have the same particle size, as long as they are all within the specified range. The inventors have found that when the particle size is controlled within the range of 0.2–0.8 mm, the overall vibration reduction effect is optimal.

[0053] Vibrational energy is dissipated through the collision and friction between damping particles 6 and the wall surface, as well as the collision and friction between damping particles themselves.

[0054] Preferably, the spring 2 is disposed between the mass tuning container 3 and the outer shell 1 to avoid direct contact between the mass tuning container 3 and the outer shell 1.

[0055] At least two springs are installed on the inner wall of each housing shell 1. The dimensions and elastic modulus of each spring are basically the same. The spring at the bottom can be appropriately lengthened or thickened to cope with the influence of the weight of the mass tuning container 3 itself. Spring 2 is essential in this application. Its stiffness needs to be determined by calculation in order to maximize the "motion" of the tuning container 3 at resonance and maintain an appropriate degree of displacement, recovery, velocity, etc. Ultimately, the frequency of the mass tuning container of this vibration damping device should be as close as possible to or consistent with the natural frequency of the structure to be damped, i.e., the load-bearing structure.

[0056] Preferably, the spring can be replaced by a damping elastic material. If only a spring is provided, liquid or solid damping should be provided inside the outer shell 1 of the housing to adapt to the damping characteristics required for the exterior of the mass-tuning container. The use of a spring component in this invention is only for the purpose of making the mechanical model of this invention more intuitive and convenient, and is not a specific recommended engineering practice for implementation.

[0057] Preferably, multiple baffles 4 are provided in the mass tuning container 3, and the baffles 4 divide the mass tuning container 3 into multiple independent cavities 5. That is, each baffle 4 is sealed to the baffle and the mass tuning container 3. When the mass tuning container 3 and the baffles 4 are both made of steel, they are connected to each other by welding.

[0058] The wall surface is the inner wall surface of the cavity 5 formed by the inner wall of the mass tuning container 3 and the baffle 4.

[0059] In a preferred embodiment, the damping particles 6 are filled in the cavity 5; that is, each cavity 5 is filled with the damping particles 6, and the volume ratio of the damping particles 6 in each cavity 5 is the same, so that the vibration reduction performance is consistent throughout the mass tuning container 3, and the vibration reduction performance of the vibration reduction device is uniform and reliable.

[0060] In a preferred embodiment, the damping particles 6 constitute 80-90% of the volume in the cavity 5; preferably around 85%. The applicant has found that, considering the vibration characteristics of railway systems, a volume fraction of around 85% provides the best vibration reduction performance and maximizes the vibration reduction effect.

[0061] In a preferred embodiment, the internal volume of the multiple mass tuning containers 3 installed in the same load-bearing structure is consistent, and the internal volume of the multiple cavities 5 is consistent, that is, the baffle 4 evenly divides the mass tuning containers 3 into multiple cavities 5; this arrangement can also ensure that the overall vibration reduction effect of the vibration reduction device is uniform and stable, and improve the service life of the load-bearing structure.

[0062] In a preferred embodiment, the number of cavities 5 in each mass tuning container 3 is 20 to 30.

[0063] Preferably, during the casting of the load-bearing structure, the outer shell 1 of the box is embedded inside it;

[0064] When one of the box shells 1 is provided, the box shell 1 is embedded in the middle of the load-bearing structure;

[0065] When multiple outer shells 1 are provided, the outer shells 1 are symmetrically embedded in the load-bearing structure.

[0066] In a preferred embodiment, such as Figure 1 As shown, when the load-bearing structure is a trapezoidal sleeper 7, 1 to 3 of the aforementioned box shells 1 are uniformly embedded in the trapezoidal sleeper with a sleeper length of 6 meters. The total effective volume of the mass tuning container 3 in each box shell 1 is 100×100×5600mm, and the effective volume of a single cavity 5 is 100×100×200mm. That is, the internal width of the mass tuning container 3 is 100mm, the height is 100mm, and the length is 5600mm. A total of 28 cavities 5 are provided. The effective volume is the space volume that can be used to hold and accommodate damping particles.

[0067] In this application, since the length of the mass tuning container is too large, it is not conducive to increasing the collision opportunities between the damping particles and between them and the container wall. By adding baffle 4 to divide the container into several smaller containers, the collision effect can be greatly improved.

[0068] In a preferred embodiment, when the load-bearing structure is a track bed, a maximum of 10 to 12 box shells 1 are pre-embedded in any section of the track bed; the length of each box shell 1 can be arranged according to the requirements of the actual construction section length, and it is recommended that its length be slightly greater than 3000mm, so that 15 cavities with an effective volume of 100×100×200mm can be arranged in the mass tuning container, wherein the effective volume is the space volume that can be used to hold and accommodate damping particles;

[0069] The cavity size of "100×100×200mm" in this application is the optimal volume size. Through theoretical calculations and several experiments, the inventors have found that cavity sizes that are too small or too large are not conducive to the collision and energy dissipation of the damping particles 6, and will produce phenomena that are not conducive to vibration reduction, such as particle rolling, too small displacement, too small speed, accumulation, and caking.

[0070] In a preferred embodiment, when the load-bearing structure is a track slab, 8 to 10 of the aforementioned box shells 1 are uniformly embedded in the track slab, which is approximately 6 meters long and 2.5 meters wide. The total effective volume of the mass tuning container 3 in each box shell 1 is 100×100×5600mm, and the effective volume of a single cavity 5 is 100×100×200mm. The effective volume is the space volume that can be used to hold and accommodate the damping particles; that is, 28 cavities 5 are opened in each mass tuning container 3.

[0071] In a preferred embodiment, when the load-bearing structure is a base, a maximum of 3 to 4 of the box shells 1 are pre-embedded in any base section. The total effective volume of the mass tuning container 3 in each box shell 1 is 100×100×3000mm, and the effective volume of a single cavity 5 is 100×100×200mm. The effective volume is the space volume that can be used to hold and accommodate damping particles; that is, 15 cavities 5 are opened in the mass tuning container 3.

[0072] Example

[0073] Three mass-tuned, particle-damped composite vibration damping devices are evenly embedded in a 6-meter-long trapezoidal sleeper. Each damping device includes a housing, and within each housing are multiple springs and a mass-tuning container. Figure 1As shown, each mass-tuning container is divided into 28 cavities by partitions. The effective volume of each cavity is 100×100×200mm, which is the space volume that can accommodate the damping particles. The external volume of each vibration damping device accounts for 10% of the total volume of the trapezoidal sleeper, and the external volume of the three vibration damping devices accounts for 30% of the total volume of the trapezoidal sleeper. The damping ratio of the spring is 0.05, and its stiffness makes the natural frequency of the vibration damping device approximately equal to the natural frequency of the load-bearing structure, which is 18-35Hz.

[0074] Each cavity is filled with iron sand particles with a particle size of 0.2 to 0.4 mm; the volume percentage of iron sand particles in each mass-tuning container is 85%.

[0075] The trapezoidal sleeper was laid on a complete standard railway track. A 6-car B-type subway train with an axle load of 14 tons was used. The fixed distance and wheelbase of the cars were 12.6m and 2.25m respectively. When the train passed through the standard track at a speed of 69 km / h, the vertical vibration level of the tunnel wall at this mileage section was measured to be 73.6dB.

[0076] Then, the subway train, consisting of 6 B-type cars, was driven at a speed of 69 km / h through other sections of the standard track, namely sections with the same geological conditions, fasteners, and sleeper locations, and with ordinary trapezoidal sleepers. The vertical vibration level of the tunnel wall at this mileage section was measured to be 79.3 dB.

[0077] This demonstrates that the trapezoidal sleeper equipped with the mass-tuned particle damping composite built-in vibration reduction device can significantly reduce the vibration generated when a train passes by.

[0078] Comparative Example 1

[0079] Two mass-tuned particle-damped composite built-in vibration damping devices are uniformly embedded in a 6-meter-long trapezoidal sleeper. Each damping device includes a housing shell containing multiple springs and a mass-tuned container. Each mass-tuned container is divided into 28 cavities by partitions. The effective volume of each cavity is 100×100×200mm, which is the space volume sufficient to hold and accommodate the damping particles. The external volume of each damping device accounts for 10% of the total volume of the trapezoidal sleeper, and the external volume of the two damping devices accounts for 20% of the total volume of the trapezoidal sleeper. The damping ratio of the springs is 0.05, and their stiffness ensures that the natural frequency of the damping device is approximately equal to the natural frequency of the load-bearing structure, which is 18–35 Hz.

[0080] Each cavity is filled with iron sand particles with a particle size of 0.2 to 0.4 mm; the volume percentage of iron sand particles in each mass-tuning container is 85%.

[0081] The trapezoidal sleeper was laid on a complete standard railway track. A 6-car B-type subway train with an axle load of 14 tons was used to pass through the standard track at a speed of 69 km / h. The vertical vibration level of the tunnel wall at this mileage section was measured to be 77.2 dB.

[0082] Then, the subway train, consisting of 6 B-type cars, was driven at a speed of 69 km / h through other sections of the standard track, namely sections with the same geological conditions, fasteners, and sleeper locations, and with ordinary trapezoidal sleepers. The vertical vibration level of the tunnel wall at this mileage section was measured to be 79.3 dB.

[0083] Comparative Example 2

[0084] Three mass-tuned particle-damped composite built-in vibration damping devices are uniformly embedded in a 6-meter-long trapezoidal sleeper. Each vibration damping device includes a housing shell, within which multiple springs and a mass-tuned container are installed. Each mass-tuned container is divided into 28 cavities by partitions. The effective volume of each cavity is 100×100×200mm, which is the space volume sufficient to hold and accommodate the damping particles. The external volume of each vibration damping device accounts for 10% of the total volume of the trapezoidal sleeper, and the external volume of the three vibration damping devices accounts for 30% of the total volume of the trapezoidal sleeper. The damping ratio of the springs is 0.05, and their stiffness ensures that the natural frequency of the vibration damping device is approximately equal to the natural frequency of the load-bearing structure, which is 18–35 Hz.

[0085] Each cavity is filled with iron sand particles with a particle size of 0.2 to 0.4 mm; the volume percentage of iron sand particles in each mass-tuning container is 50%.

[0086] The trapezoidal sleeper was laid on a complete standard railway track. A 6-car B-type subway train with an axle load of 14 tons was used. The fixed gauge and wheelbase of the train were 12.6m and 2.25m respectively. When the train passed through the standard track at a speed of 69 km / h, the vertical vibration level of the tunnel wall at this mileage section was measured to be 76.8dB.

[0087] Then, the subway train, consisting of 6 B-type cars, was driven at a speed of 69 km / h through other sections of the standard track, namely sections with the same geological conditions, fasteners, and sleeper locations, and with ordinary trapezoidal sleepers. The vertical vibration level of the tunnel wall at this mileage section was measured to be 79.3 dB.

[0088] Comparative Example 3

[0089] Three mass-tuned particle-damped composite built-in vibration damping devices are uniformly embedded in a 6-meter-long trapezoidal sleeper. Each vibration damping device includes a housing shell, within which multiple springs and a mass-tuned container are installed. Each mass-tuned container is divided into 14 cavities by partitions. The effective volume of each cavity is 100×100×400mm, which is the space volume sufficient to hold and accommodate the damping particles. The external volume of each vibration damping device accounts for 10% of the total volume of the trapezoidal sleeper, and the external volume of the three vibration damping devices accounts for 30% of the total volume of the trapezoidal sleeper. The damping ratio of the springs is 0.05, and their stiffness ensures that the natural frequency of the vibration damping device is approximately equal to the natural frequency of the load-bearing structure, which is 18–35 Hz.

[0090] Each cavity is filled with iron sand particles with a particle size of 0.2 to 0.4 mm; the volume percentage of iron sand particles in each mass-tuning container is 85%.

[0091] The trapezoidal sleeper was laid on a complete standard railway track. A 6-car B-type subway train with an axle load of 14 tons was used. The fixed distance and wheelbase of the cars were 12.6m and 2.25m respectively. When the train passed through the standard track at a speed of 69 km / h, the vertical vibration level of the tunnel wall at this mileage section was measured to be 76.1dB.

[0092] Then, the subway train, consisting of 6 B-type cars, was driven at a speed of 69 km / h through other sections of the standard track, namely sections with the same geological conditions, fasteners, and sleeper locations, and with ordinary trapezoidal sleepers. The vertical vibration level of the tunnel wall at this mileage section was measured to be 79.3 dB.

[0093] By comparing the embodiments with Comparative Examples 1, 2, and 3, it is shown that the relatively optimal parameters for the built-in vibration damping device used in the track system in the embodiments are as follows:

[0094] Total volume of vibration damping device / volume of load-bearing structure: 30%;

[0095] The dimensions of a single cavity are: 100×100×200mm;

[0096] The volume percentage of damping particles in the cavity is 0.85.

[0097] As can be seen from the above embodiments, the built-in vibration damping device for track systems provided in this application can significantly reduce the vibration generated when a train passes by.

[0098] The present invention has been described above with reference to preferred embodiments; however, these embodiments are merely exemplary and serve only an illustrative purpose. Based on this, various substitutions and improvements can be made to the present invention, all of which fall within the protection scope of the present invention.

Claims

1. A built-in vibration damping device for a track system, characterized in that, The device is pre-embedded in the load-bearing structure under the rail, which is a trapezoidal sleeper, ballast bed, track slab, or base. The device includes a housing shell (1), inside which a spring (2) and a mass tuning container (3) are provided. The mass tuning container (3) is a sealed container filled with damping particles (6). Vibrational energy is consumed by the collision and friction between the damping particles (6) and the wall, and by the collision and friction between the damping particles. The spring (2) is placed between the mass tuning container (3) and the outer shell (1). The spring (2) amplifies the displacement and rate of vibration of the mass tuning container (3), thereby improving the energy consumption efficiency of the damping particles (6) in the mass tuning container (3). The spring (2) also prevents the mass tuning container (3) from directly contacting the outer shell (1). A mass tuning container (3) is provided in the outer shell (1) of the box. Multiple baffles (4) are provided in each mass tuning container (3) to divide the mass tuning container (3) into multiple independent cavities (5). The wall surface is the inner wall surface of the cavity (5) formed by the inner wall of the mass tuning container (3) and the baffle (4).

2. The built-in vibration damping device for a track system according to claim 1, characterized in that, In the cavity (5), the volume percentage of the damping particle (6) material is 80-90%.

3. The built-in vibration damping device for a track system according to claim 1, characterized in that, The internal volume of each cavity (5) is the same, that is, the baffle (4) evenly divides the mass tuning container (3) into multiple cavities (5).

4. The built-in vibration damping device for a track system according to claim 3, characterized in that, In each mass tuning container (3), the number of cavities (5) is 20 to 30.

5. The built-in vibration damping device for a track system according to claim 3, characterized in that, During the casting of the load-bearing structure, the outer shell (1) of the box is embedded inside it; When one of the box shells (1) is provided, the box shell (1) is embedded in the middle of the load-bearing structure; When there are multiple outer shells (1), the outer shells (1) are symmetrically embedded in the load-bearing structure.

6. The built-in vibration damping device for a track system according to claim 5, characterized in that, When the load-bearing structure is a trapezoidal sleeper (7), 1 to 3 of the aforementioned box shells (1) are pre-embedded in the trapezoidal sleeper with a length of 6 meters. The total effective volume of the mass tuning container (3) in each box shell (1) is 100×100×5600mm, and the effective volume of a single cavity (5) is 100×100×200mm. The effective volume is the space volume that can be used to hold and accommodate damping particles.

7. The built-in vibration damping device for a track system according to claim 5, characterized in that, When the load-bearing structure is a track bed, a maximum of 10 to 12 box shells (1) are pre-embedded in any section of the track bed. The length of the box shell (1) is 3 meters. Multiple cavities (5) are provided in the mass tuning container (3) of each box shell (1). The effective volume of a single cavity (5) is 100×100×200mm. The effective volume is the space volume that can be used to hold and accommodate damping particles.

8. The built-in vibration damping device for a track system according to claim 5, characterized in that, When the load-bearing structure is a track slab, 8 to 10 of the aforementioned box shells (1) are pre-embedded in the track slab, which is 6 meters long and 2.5 meters wide. The total effective volume of the mass tuning container (3) in each box shell (1) is 100×100×5600mm, and the effective volume of the single cavity (5) is 100×100×200mm. The effective volume is the space volume that can be used to hold and accommodate damping particles.

9. The built-in vibration damping device for a track system according to claim 5, characterized in that, When the load-bearing structure is a base, at most 3 to 4 of the box shells (1) are pre-embedded in any base section. The total effective volume of the mass tuning container (3) in each box shell (1) is 100×100×5600mm, and the effective volume of a single cavity (5) is 100×100×200mm. The effective volume is the space volume that can be used to hold and accommodate damping particles.

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