CN114892455A - Construction and installation method of high-energy-consumption vibration-damping steel rail and steel rail applying same - Google Patents
Construction and installation method of high-energy-consumption vibration-damping steel rail and steel rail applying same Download PDFInfo
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Classifications
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
- E01B19/003—Means for reducing the development or propagation of noise
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B5/00—Rails; Guard rails; Distance-keeping means for them
- E01B5/02—Rails
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A30/00—Adapting or protecting infrastructure or their operation
- Y02A30/30—Adapting or protecting infrastructure or their operation in transportation, e.g. on roads, waterways or railways
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Mechanical Engineering (AREA)
- Railway Tracks (AREA)
Abstract
The invention discloses a construction and installation method of a high-energy-consumption vibration-damping steel rail and a steel rail applying the method, which comprises the following steps: s1; uniformly laying sleepers on the roadbed, and erecting steel rails on the sleepers; s2; filling particle damping into a container to form a vibration damping module, and fixing the vibration damping module on one side or two sides of the rail web of the steel rail through a clamp; s3; the middle point between two sections of sleepers is defined as a modal point, a damping module attached to the inclined plane on the rail web and the rail bottom of the steel rail is arranged on each modal point or equidistant modal points, the damping modules which are arranged on the same row at equal intervals, the same point and the uniform distribution can form a complete noise reduction zone, the noise of the train passing through the steel rail is suppressed in the range of the noise reduction zone, and compared with the damping modules in distributed construction, the damping effect is more prominent.
Description
Technical Field
The invention relates to a particle damper, in particular to a construction and installation method of a high-energy-consumption vibration-damping steel rail and a steel rail applying the method.
Background
At present, various measures are provided for damping the vibration of the rail in the market, and a vibration absorber (or a dynamic vibration absorber) is commonly arranged on the rail web side of the steel rail. The conventional dynamic vibration absorber (also called frequency modulation vibration absorber) is formed by vulcanizing a plurality of iron blocks and is arranged on two sides of a rail web of a steel rail through a clamp; and take discrete granule type dynamic vibration absorber, in order to promote the effect of frequency modulation formula bump leveller, it is narrower to improve the damping frequency band of traditional bump leveller, the condition of low frequency effect ideal inadequately (low frequency is because the wavelength is long, its penetrability is strong, difficult decay), a little container has been replaced to the iron plate in the bump leveller of many new technologies now, inside loads the granule, through the collision of granule, the energy-absorbing of bump leveller is increased to the friction, its principle is with traditional dynamic bump leveller, exactly he has changed the iron plate into container + granule, increase the power consumption with this, promote whole bump leveller effect. But the particles in the inner part are limited, and most of the inner part is not provided with the sub-cavity, so that the whole energy consumption effect is limited.
In the prior art, damping particles are applied to vibration reduction of a steel rail, but the damping particles are only applied to a certain point of the steel rail, and compared with the whole section of the steel rail, the damping particles are important to the position installation of a damping module in the construction process, if the damping particles are randomly arranged on the rail, damping and noise reduction areas are easily overlapped, the vibration reduction effect of a partial area is obvious, the vibration reduction effect of the partial area is weak, and the vibration generated on the rail when a train runs can cause adverse effects on the partial area along the way.
Disclosure of Invention
The invention provides a construction and installation method of a high-energy-consumption vibration-damping steel rail, which can effectively solve the problems.
The invention is realized by the following steps:
a construction and installation method of a high-energy-consumption vibration-damping steel rail comprises the following steps:
s1; uniformly laying sleepers on the roadbed, and erecting steel rails on the sleepers;
s2; filling particle damping into a container to form a vibration damping module, and fixing the vibration damping module on one side or two sides of the rail web of the steel rail through a clamp;
s3; defining the middle point between two sections of sleepers as a modal point, and arranging a vibration damping module attached to the inclined planes on the rail web and the rail bottom of the steel rail on each modal point or the modal points at equal intervals.
As a further improvement, the filling of particle damping into the container forms a vibration damping module, and the vibration damping module is fixed on one side or two sides of the rail web of the steel rail through a clamp, and the vibration damping module comprises: filling the particle damper into different sub-cavities in the container, wherein the filling rate of the particle damper is 60-99% of the volume of the container.
As a further improvement, the particle damping is filled into the container to form a damping module, the damping module is fixed on one side or two sides of the rail web of the steel rail through a clamp, and the damping device further comprises: the vibration reduction module is fixed on the inner side of the rail web of the steel rail through a clamp, or the vibration reduction module is fixed on the outer side of the rail web of the steel rail through a clamp, or the vibration reduction module is fixed on two sides of the rail web of the steel rail through a clamp.
As a further improvement, the defining of the middle point between two sections of sleepers as a modal point, and setting a damping module attached to the inclined plane on the rail web and the rail bottom of the steel rail on each modal point or on the modal points at equal intervals, includes: and a vibration damping module attached to the inclined planes on the rail web and the rail bottom of the steel rail is arranged on each modal point.
As a further improvement, the defining of the middle point between two sections of sleepers as a modal point, and setting a damping module attached to the inclined plane on the rail web and the rail bottom of the steel rail on each modal point or on the modal points at equal intervals, further comprises: and vibration reduction modules attached to the inclined planes on the rail web and the rail bottom of the steel rail are arranged on the modal points at equal intervals.
As a further improvement, the even sleeper is laid on the roadbed, and the steel rail is erected on the sleeper, and the even sleeper comprises: the steel rail is divided into a straight line section and a curve section, a vibration damping module is arranged on a modal point of the straight line section, and the vibration damping modules are arranged on the modal point of the curve section and the modal point of the straight line section.
The invention also provides a high-energy-consumption vibration-damping steel rail, which comprises: a track laid on the sleepers, and a middle point between two sections of sleepers is defined as a modal point; the barycenter sets up damping module on the mode point, damping module includes a inclosed container, and sets up the inside particle damping of container, the container passes through the fixed laminating of anchor clamps at the rail web of orbital and the last inclined plane at the bottom of the rail.
As a further improvement, it is defined that one side of the container in the extending direction of the steel rail is long, the other side of the container parallel to the inclined plane on the rail bottom is high, the other side of the container away from the rail web and parallel to the side edge of the rail bottom is wide, the length of the container is less than 40-70% of the distance between two sections of sleepers, the width of the container is not more than the lower part of the rail top of the steel rail, and the height of the container is not more than the side edge of the rail bottom.
As a further improvement, the container is an iron-based alloy housing.
As a further improvement, the particle damper is copper-based alloy, titanium-based alloy, iron-based alloy, aluminum-based alloy, tungsten-based alloy, nickel-based alloy, zinc-based alloy, lead-based alloy, sodium-based alloy; one or more of alumina ceramics, magnesia ceramics, silicon nitride ceramics, aluminum nitride ceramics and glass ceramics.
The invention has the beneficial effects that:
the vibration attenuation modules with particle damping are equidistantly and uniformly arranged on each modal point on the track, vibration and noise generated when a train passes through the track are well inhibited, the vibration attenuation modules are uniformly constructed and are all arranged on the modal area, and the mass center is more arranged on the modal point, so that the inhibition vibration attenuation effects of all areas are the same, steel rails of residential areas passing along the train can be subjected to vibration attenuation and noise reduction treatment, the phenomenon of sudden change of noise cannot occur, the vibration attenuation effects are stable and uniform, meanwhile, the vibration attenuation modules which are equidistantly, identically and uniformly distributed on the same row can form a complete noise reduction zone, the noise of the train passing through the steel rails is suppressed in the range of the noise reduction zone, and compared with the vibration attenuation modules which are constructed in a distributed manner, the vibration attenuation effect is more prominent.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
Fig. 1 is a schematic structural diagram of a construction and installation method of a high-energy-consumption vibration-damping steel rail provided by the invention.
Fig. 2 is a schematic structural diagram of a steel rail provided by the invention.
Fig. 3 is a schematic axial view of a high-energy-consumption vibration-damping steel rail provided by the invention.
Fig. 4 is a schematic view of a mode point on a steel rail provided by the invention.
FIG. 5 is a vertical vibration damping effect diagram of different attachment positions of the vibration damping module attached to the steel rail provided by the invention.
Fig. 6 is a diagram of the lateral vibration damping effect of the vibration damping module attached to different attachment positions on the steel rail.
Fig. 7 is a schematic view of the vibration damping module provided by the invention installed at a modal point and installed at two sides of a rail web of a steel rail.
Fig. 8 is a schematic view of the damping module provided by the present invention installed at a mode point and installed outside a rail web.
Fig. 9 is a schematic view of the damping module provided by the present invention installed at a mode point and installed inside a rail web.
Fig. 10 is a schematic view of the damping modules of the present invention installed on both sides of the rail web at a modal point.
Fig. 11 is a schematic view of the vibration damping module provided by the present invention installed on both sides of the rail web with two modal points in between.
FIG. 12 is a vertical vibration damping effect diagram of vibration damping modules arranged at different positions of a steel rail according to the present invention.
FIG. 13 is a diagram of the lateral damping effect of the damping modules arranged at different positions of the rail according to the present invention.
FIG. 14 is a graph showing the vertical clamping force and damping effect of the rail straight line segment of the present invention.
FIG. 15 is a diagram of the lateral clamping force and damping effect of the curved section of rail provided by the present invention.
FIG. 16 is a graph comparing the vertical damping effect of different material containers in a vibration damping module according to the present invention.
FIG. 17 is a graph comparing the lateral damping effect of different material containers in a vibration damping module according to the present invention.
FIG. 18 is a comparative graph showing the vertical damping effect of particles made of different materials for particle damping in the damping module according to the present invention.
FIG. 19 is a graph comparing the lateral damping effect of particles made of different materials for particle damping in the vibration damping module provided by the present invention.
Detailed Description
The embodiments of the present invention are within the scope of the present invention. Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.
In the description of the present invention, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating the purposes, technical solutions and advantages of the embodiments of the present invention, which will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments. All other implementations that can be derived by one of ordinary skill in the art based on the embodiments of the present invention show or imply relative importance or implicitly indicate the number of technical features indicated, without inventive step. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.
Referring to fig. 1 to 19, a construction method of a high-energy-consumption vibration-damping steel rail includes:
s1; uniformly laying sleepers on a roadbed, and erecting steel rails 1 on the sleepers;
s2; filling particle damping into a container to form a vibration damping module 2, and fixing the vibration damping module 2 on one side or two sides of a rail web 12 of a steel rail 1 through a clamp;
s3; the middle point between two sections of sleepers is defined as a modal point 14, and each modal point 14 or the modal points 14 at equal intervals are provided with a damping module 2 attached to the inclined planes of the rail web 12 and the rail bottom 13 of the steel rail 1.
The combination position of the container with particle damping and the steel rail 1 has a decisive influence on the vibration damping effect, the prior container with particle damping is fixed on the side edge of the rail web 12 or the rail bottom 13, if the container is only arranged on the side surface of the rail web 12, the container is not attached to the lower inclined surface of the rail web 12, and the width is smaller, so that the whole attaching surface is less, the vibration damping effect is limited, particularly, the container with particles is not directly attached to the steel rail 1 at the vertical position of the steel rail 1, all the vibration energy can be transmitted to the container only through the rail web 12 side, the vibration energy transmission is lower, the energy consumption efficiency is low, if the container is arranged on the rail bottom 13, the installation and maintenance are difficult due to the limited space, the container is not suitable for the vibration damping of the steel rail 1 from the installation difficulty and cost, so the container with particle damping is fixed on the inclined surface of the rail web 12 and the rail bottom 13, can play a better role in damping vibration in both the vertical and horizontal directions of the steel rail 1.
When calculating the vibration reduction effect of the damper, reference can be made to the standard BS EN
15461 + A1-2010, the standard proposes a method for statically testing the attenuation rate DR of the steel rail 1, wherein a static transfer function FRF is obtained by knocking the steel rail 1, so that 1/3 octaves are derived, and the attenuation rate of the steel rail 1 is calculated. (the vibration attenuation rate DR of the steel rail 1 is an important index for quantifying the dynamic damping characteristic and the longitudinal vibration transmission capability of the track system, the index divides a frequency band on an 1/3 octave to describe the vibration attenuation capability of the track system along the longitudinal direction of the steel rail 1, if the vibration attenuation rate of the steel rail 1 is high in a certain frequency band, the damping of the track system is large, and the vibration attenuation capability of the track system in the frequency band is strong).
Referring to fig. 5-6, which are a vertical vibration damping effect diagram and a horizontal vibration damping effect diagram of different bonding positions of the vibration damping module 2 and the steel rail 1, it can be seen from fig. 5-6 that when the bonding position of the damper is the upper inclined surface of the rail web 12 surface and the rail bottom 13, the larger the attenuation rate is at the middle and high frequencies, the better the vibration damping effect is.
Referring to fig. 7-11, in the initial stage of construction, the mode points 14 are determined first, and after the mode points 14 are determined, the damping modules 2 may be fixed on each mode point 14, but it is hard to define how the damping modules 2 are distributed on the rail 1 to optimize the damping effect, in one embodiment, the damping modules 2 are fixed on both sides of the rail 1 of each adjacent sleeper at equal intervals, and in other embodiments, the damping modules 2 are fixed on both sides of the rail 1 of each adjacent sleeper at equal intervals, or the damping modules 2 are fixed on both sides of the rail 1 of each adjacent sleeper at intervals of two mode points 14, the number of modal points 14 spaced between the damping modules 2 is not too large, preferably not more than two, otherwise, the situation that no damping module is arranged in the steel rail 1 per unit length and local noise and vibration are too large easily occurs.
By combining the above construction methods, fig. 12 to 13 show that: comparing the vertical and horizontal vibration damping effects caused by different installation methods, it is preferable that the vibration damping modules 2 are installed on both sides of the corresponding rail 1 at the mode point 14 between each sleeper, and the vibration damping rates in the vertical and horizontal directions are the largest.
In another embodiment of the invention, the linear portion of the track is distinguished from the curved portion:
referring to fig. 14, on the straight portion of the steel rail 1, the train runs straight, and the friction and collision between the wheels of the train and the steel rail 1 are mainly concentrated in the direction vertical to the ground, so when the train runs on the straight steel rail 1, the damping module 2 in the straight portion needs to apply a clamping force of 100 plus 2000 in the vertical direction, preferably, when 1200-2000N, the damping effect is best at medium-high frequency; however, the effect is similar to that of the clamping force value range of 400-1200N, so that the clamping force of the clamp is designed to be 400-1200N, and the vibration damping module 2 can have a good effect;
referring to fig. 15, on the curved portion of the rail 1, that is, when the train passes through a curve, the side edge of the lower edge of the wheel of the train will rub and collide with the inner side of the rail top 11 of the rail 1, so as to generate a sharp noise, and the vibration and noise are both large, and at this time, the vibration damping module 2 is mainly concentrated in the transverse direction, so when the train runs on the curved rail 1, the vibration damping module 2 at the curved portion needs to apply a clamping force of 100 plus 2000N in the transverse direction, preferably, when the damping module is 1200-2000N, the medium-high frequency vibration damping effect is the best; however, the effect is not much different from the effect of the clamping force value range of 400-1200N, so that the damping module 2 can have a good effect when the clamping force of the clamp is designed to be 400-1200N.
In the above case, the increase of the clamping force in the vertical direction or the lateral direction can be achieved by increasing the tightening degree of the clamps or increasing the number of the clamps.
When a train runs in a curve, for example, in a section of a rail 1 which is deviated to the left, the wheels of the train press the weight on the left side of the rail 1, that is, the friction and the collision on the left side where the rail 1 is fixed are large, so in order to solve the problem, the mode of densely distributing the damping modules 2 is adopted on the left side of the rail web 12 of the rail 1, and at this time, the damping modules 2 are not limited to be distributed on the modal points 14 between sleepers (the damping modules 2 distributed on the modal points 14 are still existed), the damping modules 2 are also arranged at the positions above the sleepers corresponding to the rail web 12 of the rail 1, so as to improve the distribution density of the damping modules 2, but it is emphasized that a certain space needs to be reserved between the damping modules 2, on one hand, the difficulty of installation and maintenance is reduced, the construction is more convenient when the rail 1 needs to be replaced or maintained, and if the rail section is deviated to the right, the vibration damping module 2 may be installed at a position opposite to the above.
Under the condition that curve and straight line are matched, the vibration damping module 2 is arranged from the initial position of the steel rail 1 to the tail end of the steel rail 1 no matter the straight line section or the curve section: on a straight line section, on two sides of a track and an upper inclined plane of a track bottom 13, the damping module 2 is fixed on a modal point 14 between sleepers through a clamp, and therefore a uniformly distributed noise reduction belt is formed on the straight line section;
on the curved section, on the side where the curve is deviated, on the two sides of the track and the inclined plane on the rail bottom 13, the vibration damping module 2 is fixed on the modal point 14 between the sleepers and the position of the rail 1 corresponding to the top of the sleeper through the clamp, therefore, even if single-side noise and vibration enhancement occur on the curved section, the 'noise reduction belt' on the curved section is not damaged through single-side point-to-point reinforcement, and after the 'noise reduction belt' of the straight section and the 'noise reduction belt' of the curved section are combined, the whole track forms a complete 'noise reduction belt' relative to the passing area of the track, and it needs to be emphasized that, unlike dynamic vibration absorption, the noise reduction belt involved in the embodiment is a process of absorbing and then counteracting the collision instead of absorbing energy and then releasing energy.
Referring to fig. 1 to 4, the present invention also provides a high energy consumption vibration damping rail 1, including: a track laid on the sleeper defines the middle point between two sections of sleepers as a modal point 14; the mass center sets up damping module 2 on the mode point 14, damping module includes a confined container to and set up and is in the particle damping of container inside, the container passes through the fixed laminating of anchor clamps and is in the last inclined plane of orbital web 12 and rail end 13.
In the construction method described above, the larger the contact surface between the container with particle damping and the rail 1, the better the vibration damping effect, but the larger the volume or area ratio of the elongated container to increase the contact surface, the more adverse effect is, so in the present embodiment, it is defined that the container is long on one side in the extending direction of the rail 1, high on one side parallel to the inclined surface on the rail bottom 13, wide on the side away from the rail web 12 and parallel to the rail web 12, the length of the container is less than 40 to 70% of the distance between the two sections of sleepers, the width of the container is not more than the rail top lower portion of the rail 1, the height of the container is not more than the side of the rail bottom 13, the contact surface with the rail 1 is important in the area ratio setting of the container, and the vibration is the largest at the rail 1 corresponding to the modal point 14 between the two sections of sleepers when the train is running, and the noise is also the largest here, therefore, in order to improve the using effect of the damper, the container is arranged at the modal point 14, the mass center of the container is close to the position of the modal point 14 as much as possible, and further the damping effect is improved, if the attached length, height and width are short, the contact area is small, the transferable area is correspondingly reduced, and the vibration damping is not beneficial, but if the length is lengthened, the whole section of the container is arranged between two sections of sleepers, the mass center of the container is difficult to be close to the modal point 14, the damping effect is also influenced, so the length of the container is limited to 40-70%, the height of the container is not more than the side edge of the rail bottom 13, the proportion of the whole container is balanced, and the mass center of the container is close to the modal point 14 as much as possible while the container is attached to the steel rail 1 as much as possible.
Furthermore, it should be particularly emphasized that the container is an iron-based alloy shell, compared with an aluminum alloy shell, a zinc alloy shell, the iron-based alloy shell can be formed by stamping, the inside of the whole container is smooth without dividing a cavity, the movement among damping particles is more unimpeded, and compared with casting, the stamping mode has stronger overall rigidity and is more suitable for being applied to the severe environment such as outdoor rails, and compared with a nylon shell, the metal shell has better vibration damping effect, higher strength, more stability and impact resistance and more guarantee on the safety of the rails, so the iron-based alloy shell is most reasonable, in other embodiments, the shells can be stamped and welded by sheet metal of other alloys, but the cost is considered, specifically, the damping effect difference between the iron-based alloy shell and the aluminum alloy shell, the zinc alloy shell and the nylon shell is shown in fig. 16-17, as can be seen from fig. 16 to 17, the vibration damping rate of the iron-based alloy shell is better as a whole in both the vertical direction and the lateral direction.
For the utilization of particle damping, the particle damping used in this embodiment is an iron-based alloy or a mixture of an iron-based alloy and a ceramic base, and preferably, the material of the particle damping is a copper-based alloy, a titanium-based alloy, an iron-based alloy, an aluminum-based alloy, a tungsten-based alloy, a nickel-based alloy, a zinc-based alloy, a lead-based alloy, or a sodium-based alloy; in the case of the same container, the vibration damping module 2 formed by mixing the iron-based alloy or the iron-based alloy with the ceramic matrix has better vibration damping effect in the vertical direction and the transverse direction as can be seen from fig. 18 to 19 by filling particles with the same mass to compare the vibration damping effect of different particles.
The particle size of the particle damper is preferably 2-5mm, the filling rate is 60% -99%, preferably 90% -99%, the high filling rate can reduce the noise of the particle damper, if the filling amount is small, the particle damper can easily generate the noise when colliding in a container, and meanwhile, the particle damper can be bagged or directly arranged in bulk.
Inside the damping container, can set up multiple minute chamber, divide the chamber management with the particle damping, in the cavity of difference, can prevent the particle damping of different particle diameters to improve whole damping module 2's adaptability, otherwise, also can not take the minute chamber, directly utilize the particle damping of a particle diameter or the direct mixed use of particle damping of multiple particle diameter, the particle of different particle diameters mixes the collision that the striking produced more strong, and the damping effect is stronger.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A construction and installation method of a high-energy-consumption vibration-damping steel rail is characterized by comprising the following steps:
s1; uniformly laying sleepers on the roadbed, and erecting steel rails on the sleepers;
s2; filling particle damping into a container to form a vibration damping module, and fixing the vibration damping module on one side or two sides of the rail web of the steel rail through a clamp;
s3; defining the middle point between two sections of sleepers as a modal point, and arranging a vibration damping module attached to the inclined planes on the rail web and the rail bottom of the steel rail on each modal point or the modal points at equal intervals.
2. The construction and installation method of a high-energy-consumption vibration-damping steel rail according to claim 1, wherein the particle damping is filled into the container to form a vibration-damping module, and the vibration-damping module is fixed on one side or two sides of the rail web through a clamp, and the method comprises the following steps:
filling the particle damper into different sub-cavities in the container, wherein the filling rate of the particle damper is 60-99% of the volume of the container.
3. The construction and installation method of a high-energy-consumption vibration-damping steel rail according to claim 2, wherein the particle damping is filled into the container to form a vibration-damping module, and the vibration-damping module is fixed on one side or two sides of the rail web through a clamp, further comprising:
and fixing the vibration damping module on the inner side of the rail web of the steel rail through a clamp, or fixing the vibration damping module on the outer side of the rail web of the steel rail through a clamp, or fixing the vibration damping module on two sides of the rail web of the steel rail through a clamp.
4. The construction and installation method of the high-energy-consumption vibration-damping steel rail as claimed in claim 1, wherein the midpoint between the two sections of sleepers is defined as a modal point, and a vibration-damping module attached to the inclined plane on the rail web and the rail bottom is arranged on each modal point or on the modal points at equal intervals, and the method comprises the following steps:
and a vibration damping module attached to the inclined planes on the rail web and the rail bottom of the steel rail is arranged on each modal point.
5. The construction and installation method of the high-energy-consumption vibration-damping steel rail as claimed in claim 4, wherein the midpoint between the two sections of sleepers is defined as a modal point, and a vibration-damping module attached to the inclined planes on the rail web and the rail bottom is arranged on each modal point or on the modal points at equal intervals, further comprising:
and mounting vibration reduction modules attached to the inclined planes on the rail web and the rail bottom of the steel rail on the modal points at equal intervals.
6. The construction and installation method of a high energy consumption and vibration reduction steel rail according to claim 1, wherein the uniform sleepers are arranged on the roadbed, and the steel rail is erected on the sleepers, and the method comprises the following steps:
the steel rail is divided into a straight line section and a curve section, a vibration damping module is arranged on a modal point of the straight line section, and the vibration damping modules are arranged on the modal point of the curve section and the modal point of the straight line section.
7. A high energy consumption vibration-damping steel rail is characterized by comprising:
a track laid on the sleepers, and a middle point between two sections of sleepers is defined as a modal point;
the barycenter sets up damping module on the mode point, damping module includes a inclosed container, and sets up the inside particle damping of container, the container passes through the fixed laminating of anchor clamps at the rail web of orbital and the last inclined plane at the bottom of the rail.
8. A high energy consumption vibration damping rail as claimed in claim 7, wherein said container is defined as long on one side in the direction of extension of the rail, high on the side parallel to the inclined plane on the rail bottom and wide on the side parallel to the rail bottom side remote from the rail web, said container has a length less than 40-70% of the distance between two sections of sleepers, said container has a width not exceeding the lower portion of the rail top of said rail, and said container has a height not exceeding the side of said rail bottom.
9. A high energy consumption vibration damping rail according to claim 7, wherein the container is an iron-based alloy shell.
10. The high energy consumption vibration damping steel rail according to claim 7, wherein the particle damper is copper-based alloy, titanium-based alloy, iron-based alloy, aluminum-based alloy, tungsten-based alloy, nickel-based alloy, zinc-based alloy, lead-based alloy, sodium-based alloy; one or more of alumina ceramic, magnesia ceramic, silicon nitride ceramic, aluminum nitride ceramic and glass ceramic.
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