Profile vibration reduction structure based on particle damping and rail train

Abstract

The utility model discloses a sectional material vibration attenuation structure based on particle damping and a rail train, the sectional material vibration attenuation structure comprises a chassis sectional material of a train body, a plurality of particle dampers are arranged on the upper surface and / or the lower surface of the chassis sectional material, each particle damper comprises a shell and damping particles filled in the shell, and the damping particles are arranged on the upper surface and / or the lower surface of the chassis sectional material. Acoustic radiation energy and / or vibration energy is consumed by the impact and friction between the damping particles. According to the utility model, the full-band vibration magnitude can be effectively reduced, the full-band sound insulation index is improved, the comfort level of passengers in the vehicle is improved, the influence of temperature is avoided, the original structure of the vehicle body is not changed, and the installation is convenient.

Description

Technical Field

[0001] This utility model relates to the field of rail transit, and in particular to a profile vibration reduction structure based on particle damping and a rail train. Background Technology

[0002] Early rail train designs could no longer keep up with the pace of technological advancement. Some existing rail trains with speeds below 300 km / h need to be upgraded and modified. Upgrading and speeding up face many difficulties, among which wind resistance, wind noise, and vibration noise generated by speeding up are particularly noticeable. Based on this, vibration reduction and noise reduction designs were developed for the train models that are about to be upgraded.

[0003] Existing solutions generally involve filling the vehicle body with multiple layers of sound-absorbing and sound-insulating materials to address noise issues. These materials offer significant noise reduction, especially in the high-frequency range where they noticeably improve sound insulation, but their effectiveness is weaker in the low-frequency range. Another approach is to increase vehicle body damping by extensively using viscoelastic damping materials (damping coatings, damping sheets) on the vehicle body as a common method for vehicle vibration reduction and noise reduction.

[0004] Some scholars have studied the vibration reduction effects of different combinations of damping coatings applied to the aluminum profiles of the car body's underframe by spraying them with different thicknesses and configurations. Damping coatings have a certain inhibitory effect on the vibration of the underframe structure, playing a positive role in suppressing vibration and reducing the propagation of vibration noise in high-speed trains. However, damping coatings or patches have poor thermal stability; they lose their damping function after low-temperature embrittlement and harden and decrease their damping performance after high-temperature aging. Furthermore, their installation process results in poor adhesion strength, posing risks such as bulging and detachment. For structures with a thickness exceeding 2mm, the vibration reduction efficiency is low, and the amount applied is large, resulting in a significant added mass. Utility Model Content

[0005] This invention addresses the technical problems existing in the prior art by providing a profile vibration reduction structure and a rail train based on particle damping, which can effectively reduce the vibration level across the entire frequency band and improve the sound insulation across the entire frequency band.

[0006] The technical solution adopted by this utility model to solve its technical problem is: a profile vibration reduction structure based on particle damping, including a chassis profile of a vehicle body, wherein multiple particle dampers are arranged on the upper and / or lower surfaces of the chassis profile, and each particle damper includes a shell and damping particles filled inside the shell, so as to consume sound radiation energy and / or vibration energy through the collision and friction between the damping particles.

[0007] Furthermore, each particle damper is connected to the upper or lower surface of the base frame profile using at least one adapter.

[0008] Furthermore, the base frame profile is a corrugated plate, and its corrugations extend along the length direction of the base frame profile, while the adapter is provided along the width direction of the base frame profile.

[0009] Furthermore, each particle damper is connected to the base frame profile by a plurality of adapters, and the plurality of adapters are arranged along the length direction of the base frame profile.

[0010] Furthermore, each particle damper is connected to the base frame profile by two adapters, and the two adapters are located at both ends of the particle damper in the length direction of the base frame profile. The particle damper is provided with mounting plates on both sides in the length direction of the base frame profile, and each mounting plate is connected to the corresponding adapter.

[0011] Furthermore, the adapter is an adapter plate, which includes an upper horizontal plate, a lower horizontal plate, and a vertical plate disposed between the upper horizontal plate and the lower horizontal plate. The particle damper is connected to the upper horizontal plate, and the lower horizontal plate is connected to the upper or lower surface of the base frame profile.

[0012] Furthermore, the cross-section of the adapter is U-shaped.

[0013] Furthermore, the vehicle body is the body of a railcar, and the multiple particle dampers are distributed in the modal sensitive area of ​​the underframe profile and are arranged in an array.

[0014] Furthermore, the damping particles have a particle size of 0.1–20 mm, the damping particles have a filling rate of 80%–98% in the cavities, and the damping particles are made of one or a combination of iron-based, ceramic-based, and glass materials; the shell has multiple cavities inside, each of which is filled with the damping particles, and the number of cavities is 4–10.

[0015] This utility model also provides a rail train, including the profile vibration reduction structure based on particle damping as described above.

[0016] Compared with the prior art, the present invention has the following beneficial effects:

[0017] 1. This utility model arranges particle dampers on the chassis profile of the vehicle body. It uses the collision and friction of damping particles inside the particle damper to consume sound radiation energy and / or vibration energy. It can effectively reduce the vibration level across the entire frequency band, improve the sound insulation across the entire frequency band, improve the comfort of passengers in the vehicle, and is not affected by temperature. It does not change the original structure of the vehicle body and is easy to install.

[0018] 2. Each particle damper is connected to the upper surface of the base frame profile by at least one adapter, which can not only realize the installation of the particle damper and the base frame profile, but also improve the stiffness of the base frame profile, thereby improving the vibration reduction and noise reduction performance.

[0019] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments; however, the present invention's profile vibration reduction structure based on particle damping and the rail train are not limited to the embodiments. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of the railcar body of this utility model (showing a partial view);

[0021] Figure 2 This is a top view of the combined structure of the base frame profile and particle damper of this utility model.

[0022] Figure 3 This is a partial structural diagram of the base frame profile and particle damper of this utility model in a combined state;

[0023] Figure 4 This is a partially enlarged schematic diagram of the base frame profile and particle damper of this utility model in a combined state;

[0024] In the diagram, 1 is the vehicle body; 2 is the underframe profile; 3 is the particle damper; 31 is the mounting plate; 4 is the adapter; 41 is the upper horizontal plate; 42 is the lower horizontal plate; and 43 is the vertical plate. Detailed Implementation

[0025] In the description of this utility model, unless otherwise stated, "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. In the description of this utility model, unless otherwise explicitly specified and limited, terms such as "installation" and "connection" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0026] Please see Figures 1-4As shown, this utility model discloses a profile vibration reduction structure based on particle damping, including a chassis profile 2 of a vehicle body 1. The vehicle body 1 is specifically a railcar body, but is not limited to this. Multiple particle dampers 3 are arranged on the upper and / or lower surfaces of the chassis profile 2. Each particle damper 3 includes a shell and damping particles filled inside the shell. Specifically, the shell has multiple cavities, each filled with damping particles. These damping particles are used to broaden the frequency range and isolate vibration energy. In this embodiment, multiple particle dampers 3 are arranged only on the upper surface of the chassis profile 2 to improve vehicle driving safety and avoid the risk of the particle dampers 3 falling downwards due to insecure fixation when arranged on the lower surface of the chassis profile 2.

[0027] The aforementioned multiple particle dampers 3 are specifically distributed in the modal sensitive region of the base frame profile 2, and are arranged in an array, such as... Figure 2 As shown, the modal sensitive area of ​​the base frame profile 2 refers to the area closest to the vibration source where the vibration is most obvious.

[0028] In this embodiment, the base frame profile 2 is a corrugated plate, and its corrugations extend along the length direction of the base frame profile 2. Each particle damper 3 is connected to the upper surface of the base frame profile 2 by at least one adapter 4, and the adapter 4 is arranged along the width direction of the base frame profile 2, that is, the length direction of the adapter 4 is consistent with the width direction of the base frame profile 2. In this way, the installation of the particle damper 3 and the base frame profile 2 can be realized, and the stiffness of the base frame profile 2 can be improved, thereby improving the vibration reduction and noise reduction performance. The connection method between the particle damper 3 and the adapter 4, and the connection method between the adapter 4 and the base frame profile 2, includes, but is not limited to, welding, screw fastening, etc.

[0029] In this embodiment, each particle damper 3 is connected to the base frame profile 2 using multiple adapters 4, and the multiple adapters 4 are arranged along the length direction of the base frame profile 2. Specifically, this utility model takes the example of each particle damper 3 being connected to the base frame profile 2 using two adapters 4, but is not limited thereto; the two adapters 4 are located at both ends of the particle damper 3 along the length direction of the base frame profile 2, and horizontal mounting plates 31 are respectively provided on both sides of the particle damper 3 along the length direction of the base frame profile 2, and each mounting plate is connected to the corresponding adapter 4.

[0030] like Figure 3 , Figure 4As shown, the adapter 4 is an adapter plate, which includes an upper horizontal plate 41, a lower horizontal plate 42, and a vertical plate 43 disposed between the upper horizontal plate 41 and the lower horizontal plate 42. Specifically, the cross-section of the adapter 4 is approximately U-shaped, but not limited to this. The particle damper 3 is connected to the upper horizontal plate 41, that is, each mounting plate 31 of the particle damper 3 is respectively connected to the upper horizontal plate 41 of the corresponding adapter 4, and the lower horizontal plate 42 of the adapter 4 is connected to the upper surface of the base frame profile 2.

[0031] The energy dissipation of the particle damper 3 is mainly affected by factors such as material, particle size, filling rate, and number of cavities. The material of the damping particles is a major factor affecting the vibration reduction effect of the particle damper 3. Different materials result in different densities and coefficients of restitution. The density of the damping particles determines the magnitude of the force chain during collisions, while the coefficient of restitution determines the frequency of force chain breakage and reorganization after collisions. This invention, through calculation and experimentation, selects, but is not limited to, one or a combination of several materials such as iron-based, ceramic-based, and glass as the material for the damping particles.

[0032] Within the defined shape and filling space of the particle damper 3, neither a larger nor a smaller particle size is necessarily better; the particle size and the energy dissipation effect of the particle damper 3 are not directly proportional. Under vibration excitation, the damping particles in the particle damper 3 exhibit both rigid geometric characteristics and fluid flow characteristics. To achieve the optimal vibration reduction effect of the particle damper 3 without affecting the overall pipeline structure, the particle assembly in the particle damper 3 must simultaneously possess both rigid and fluid characteristics. Among these, the particle size (i.e., the diameter of the damping particles) is the primary influencing factor. This invention, through calculation and experimentation, selects the particle size of the damping particles, but not limited to a diameter of φ0.1–20 mm.

[0033] The change in particle filling rate is essentially a change in particle flow regime, manifested as a change in the particle's equivalent viscosity coefficient. The process of particles changing from a low filling rate to a high filling rate is actually a process of particles changing from inertial flow to elastic flow. In inertial flow, energy dissipation between particles is mainly due to particle collisions, while in elastic flow, energy dissipation is mainly due to the buckling deformation of the particle system's force chains and the mutual shearing and friction between the constituent particles. Therefore, different forms of flow regime characteristics have a significant impact on the energy dissipation of the particle damper 3. This invention, through calculation and experimentation, selects, but is not limited to, a filling rate of 80%–98% for the damping particles.

[0034] Within a given shape and filling space, the number of particle stacking layers in the particle damper 3 affects its vibration reduction efficiency. When the number of layers is excessive, the energy attenuation during the transfer of external vibration energy to its center is significant, preventing the central particles from effectively dissipating energy. By dividing the limited space into multiple cavities, the number of particle stacking layers in each cavity is reduced, improving the energy dissipation efficiency of the damping particles. Furthermore, the addition of cavities increases the structural strength of the outer shell through the partitions between adjacent cavities, making the product more robust and durable. Through calculation and experimentation, the number of cavities in the outer shell of this invention is selected, but not limited to, 4 to 10.

[0035] This utility model discloses a profile vibration reduction structure based on particle damping. Regarding the arrangement scheme of particle dampers 3, firstly, modal analysis of the base frame profile 2 is performed using finite element simulation software to obtain the modal sensitive area of ​​the base frame profile 2. Particle dampers 3 are concentrated at locations with significant vibration, such as structural modal peaks, to achieve precise damping control. They can be added as needed, while also considering avoiding existing vehicle body structures or components, such as wooden frames or cable trays, to finally form an installation scheme.

[0036] This invention matches a suitable particle damper 3 in areas with a large contribution of sound radiation. The sound radiation energy is consumed by the collision and friction of the damping particles inside the particle damper 3. Furthermore, through optimized design, the particle damper 3 is installed using an adapter 4, which can improve the stiffness of the structure and further enhance the vibration reduction and noise reduction performance.

[0037] Compared with the prior art, this utility model has many advantages such as good vibration reduction effect, wide operating frequency range, small modification to the original structure, flexible layout, low cost, no maintenance and long service life; in addition, the adapter 4 can also improve the surface stiffness of the underframe profile 2 in addition to installing the particle damper 3, thereby reducing the impact of the bogie vibration transmission on the underframe profile 2.

[0038] The present invention relates to a rail train, comprising a profile vibration reduction structure based on particle damping as described above.

[0039] For details on the construction and working principle of the profile vibration reduction structure based on particle damping, please refer to the previous description section; it will not be repeated here.

[0040] This utility model discloses a profile vibration reduction structure and a rail train based on particle damping. The parts not described herein are the same as or can be implemented using existing technologies.

[0041] The above embodiments are only used to further illustrate a particle damping-based profile vibration reduction structure and rail train of this utility model. However, this utility model is not limited to the embodiments. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of this utility model shall fall within the protection scope of this utility model.

Claims

1. A profile vibration reduction structure based on particle damping, comprising a chassis profile of a vehicle body, characterized in that: The upper and / or lower surfaces of the base frame profile are provided with multiple particle dampers. Each particle damper includes a shell and damping particles filled inside the shell, so as to consume sound radiation energy and / or vibration energy through collision and friction between the damping particles. The shell is provided with multiple cavities, the number of which is 4 to 10. Each cavity is filled with the damping particles. The particle size of the damping particles is 0.1 to 20 mm. The filling rate of the damping particles in the cavity is 80% to 98%. The material of the damping particles is one or a combination of iron-based, ceramic-based, and glass.

2. The profile vibration reduction structure based on particle damping according to claim 1, characterized in that: Each particle damper is connected to the upper or lower surface of the base frame profile by at least one adapter.

3. The profile vibration reduction structure based on particle damping according to claim 2, characterized in that: The base frame profile is a corrugated plate, and its corrugations extend along the length direction of the base frame profile. The adapter is provided along the width direction of the base frame profile.

4. The profile vibration reduction structure based on particle damping according to claim 2, characterized in that: Each particle damper is connected to the base frame profile by a plurality of adapters, and the plurality of adapters are arranged along the length of the base frame profile.

5. The profile vibration reduction structure based on particle damping according to claim 2, characterized in that: Each particle damper is connected to the base frame profile by two adapters, and the two adapters are located at both ends of the particle damper in the length direction of the base frame profile. The particle damper is provided with mounting plates on both sides in the length direction of the base frame profile, and each mounting plate is connected to the corresponding adapter.

6. The profile vibration reduction structure based on particle damping according to any one of claims 2-5, characterized in that: The adapter is an adapter plate, which includes an upper horizontal plate, a lower horizontal plate, and a vertical plate disposed between the upper horizontal plate and the lower horizontal plate. The particle damper is connected to the upper horizontal plate, and the lower horizontal plate is connected to the upper or lower surface of the base frame profile.

7. The profile vibration reduction structure based on particle damping according to claim 6, characterized in that: The cross-section of the adapter is U-shaped.

8. The profile vibration reduction structure based on particle damping according to claim 1, characterized in that: The vehicle body is the body of a rail train, and the multiple particle dampers are distributed in the modal sensitive area of ​​the underframe profile and are arranged in an array.

9. A rail train, characterized in that: Includes the profile vibration reduction structure based on particle damping as described in any one of claims 1-8.

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