CN212477284U - Rail transit passage base rail side noise reduction system - Google Patents
Rail transit passage base rail side noise reduction system Download PDFInfo
- Publication number
- CN212477284U CN212477284U CN202021461543.0U CN202021461543U CN212477284U CN 212477284 U CN212477284 U CN 212477284U CN 202021461543 U CN202021461543 U CN 202021461543U CN 212477284 U CN212477284 U CN 212477284U
- Authority
- CN
- China
- Prior art keywords
- noise reduction
- section
- reduction device
- track
- width
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Train Traffic Observation, Control, And Security (AREA)
- Railway Tracks (AREA)
Abstract
The utility model discloses a track traffic route base track side noise reduction system, which comprises a first noise reduction device and a second noise reduction device, wherein the first noise reduction device is symmetrically arranged on the outer side of a track, and the second noise reduction device is arranged between the two tracks, and the first noise reduction device is arranged between the outer side of the track and a cable trough and is 180-330 cm away from the central line of the track; the first noise reduction device consists of an upper section, a middle section and a lower section embedded into the roadbed, wherein the section of the upper section in the vertical direction is of an arc structure, a stepped structure, a rectangular structure or an angular structure, and the sections of the middle section and the lower section in the vertical direction are rectangular; the distance between the second noise reduction device and the central line of the track on two sides is consistent, the second noise reduction device is composed of an upper part positioned on the roadbed and a lower part embedded into the roadbed, and the sections of the two parts in the vertical direction are rectangular. The noise reduction system is closer to a sound source, improves the noise reduction effect, overcomes the defect of insufficient noise reduction effect when a vehicle far end runs, and is low in construction cost, extremely small in maintenance workload and long in service life.
Description
Technical Field
The utility model relates to a track traffic road bed noise control field especially relates to a track traffic route base rail side noise reduction system.
Background
Rail transit has become one of the common transportation modes for people to go out. With the increasing construction and the increasing running speed of rail transit, the noise generated during the passage of rail transit affects the life, work and study of residents along the line. How to reduce the noise outside the rail transit vehicle is a general international concern.
The noise sources of rail transit mainly come from wheel track areas, pantograph areas, workshop connection areas and the like. Wherein, the noise of the wheel track area is the largest noise source, and the energy accounts for 70% -90%. The sound barrier is a traditional technical measure adopted by the control of the noise outside the rail transit vehicle, and can effectively reduce the noise outside the vehicle. The sound barrier adopted in the track traffic roadbed section is mainly vertical and is usually positioned outside a roadbed cable groove, the height of the sound barrier is usually 3-5 m, and the noise reduction effect is about 4dB (A) -13 dB (A).
However, the conventional upright sound barrier as a noise reduction measure for the track traffic road base section has the following disadvantages: (1) the manufacturing cost of the single-side 2.3m high-metal sound barrier is about 3000 yuan/linear meter, and for the section with noise exceeding 4dB (A), the cost performance of the sound barrier is lower; (2) when the train runs at a far rail, the distance between the sound barrier and the sound source is about 9.5m, and the noise reduction effect is poor; (3) for the section exceeding 10dB (A), the height of the sound barrier needs to be at least more than 4m, which can cause the sight of passengers to be blocked; (4) the field of noise control outside rail transit vehicles does not have measures against the requirement of noise reduction within 4dB (A). If a 3m high metal sound barrier is adopted, the manufacturing cost is too high, the maintenance workload is large, and when the service life is reached (the design service life of the sound barrier unit plate is 25 years), the sound barrier unit plate needs to be replaced, and the maintenance cost is higher.
Disclosure of Invention
In order to overcome the problem that exists among the prior art, the utility model discloses according to track traffic road bed section noise energy distribution law and circuit characteristics, provide a cost performance ratio, far away the other noise reduction system of track traffic route base rail that the rail noise reduction effect is good, the visual landscape is good, the maintenance volume is little, long service life for fall the road bed section of the demand of making an uproar within 4dB (A).
In addition, the combined mode of the noise reduction structure beside the roadbed rail and the sound barrier is adopted, the noise reduction effect is improved on the premise that the height of the sound barrier is unchanged, and the visual landscape requirements of passengers are met.
In order to achieve the above purpose, the utility model adopts the following technical scheme:
a trackside noise reduction system of a track traffic roadbed extends longitudinally along a track, and comprises first noise reduction devices and second noise reduction devices, wherein the first noise reduction devices are symmetrically arranged on the outer side of the track, the second noise reduction devices are arranged between the two tracks, the first noise reduction devices are arranged between the outer side of the track and a cable trough, and are 180-330 cm away from the central line of the track and 55-180 cm away from a wheel track; the first noise reduction device consists of an upper section, a middle section and a lower section embedded into the roadbed, wherein the section of the upper section in the vertical direction is of an arc structure, a stepped structure, a rectangular structure or an angular structure, and the sections of the middle section and the lower section in the vertical direction are rectangular; the distance between the second noise reduction device and the central line of the tracks on the two sides is consistent, the second noise reduction device is composed of an upper part positioned on the roadbed and a lower part embedded into the roadbed, and the sections of the two parts in the vertical direction are both rectangular.
The arc-shaped structure is formed by sequentially connecting an inner surface, a top surface, an outer surface and a bottom surface, and the inner surface and the outer surface are in the same bending direction and face one side of the train; the bottom surface is positioned on the middle section, and the width of the bottom surface and the width of the middle section are both 10-30 cm; the inner surface and the top surface are connected outside the limit of the railway building. Preferably, the total height of the arc-shaped structure and the middle section is 75-300 cm, and the radius of the arc is more than 20 cm; the width of the top surface is less than or equal to the width of the bottom surface.
The stepped structure is integrally formed with the middle section, the top surface of the stepped structure is formed by sinking from the side of the top surface close to the inner side, and the stepped structure comprises a first transverse straight section, a vertical straight section and a second transverse straight section which are sequentially connected from the inner side to the outer side; and one ends of the first and second transverse straight sections close to the inner sides are positioned outside the limit of the railway building. Preferably, the total height of the stepped structure and the middle section is 75-300 cm; the width of the first transverse straight section and the width of the second transverse straight section are both 5-15 cm, and the total width of the first transverse straight section and the second transverse straight section is 10-30 cm.
The rectangular structure and the middle section are integrally formed, the width of the rectangular structure is 10-30 cm, and the total height of the rectangular structure and the middle section is 75-300 cm; the upper end of the inner surface of the rectangular structure is outside the limit of the railway building.
The inner surface of the angle-shaped structure inclines outwards, and the outer surface of the angle-shaped structure consists of a vertical section and an outer inclined section; the vertical section is connected with the inner surface through the upper surface, and the inner side of the top of the middle section is outside the limit of the railway building.
Preferably, the height of the middle section of the first noise reduction device is 50-250 cm, the width of the middle section of the first noise reduction device is 10-30 cm, the height of the angle-shaped structure is 25-100 cm, and the overall height of the angle-shaped structure and the middle section is 75-300 cm; the included angle between the inner surface of the angle-folding structure and the inner vertical surface is 90-180 degrees, and the included angle between the outer inclined section (9d) and the outer vertical surface is 90-180 degrees.
Preferably, the height of the lower section of the first noise reduction device and the lower part of the second noise reduction device embedded into the roadbed is less than or equal to the height of the ground part, and the width of the embedded roadbed is more than or equal to the width of the ground part.
When the road base rail side noise reduction system is installed on the outer side of the ballast track, the road base rail side noise reduction system is arranged close to the inner side of the cable trough and is 320cm away from the central line of the track.
The sound absorption material adopted by the road foundation trackside noise reduction system is ultrahigh-strength concrete, ceramsite concrete and/or aggregate sand.
The invention also provides a high-speed railway noise reduction system which is formed by combining the noise reduction structure and the sound barrier.
When the base trackside noise reduction system of the track traffic path is used for an existing line, an underground part structure needs to be embedded at an installation position, and then the ground part of the trackside noise reduction system is connected by using bolts or a steel plate is embedded and welded; when the system is used for building a new line, the trackside noise reduction system and the roadbed construction are integrally poured.
It should be noted that the noise reduction system is suitable for high-speed railways, general-speed railways, urban rail transit and urban fast rails.
The utility model discloses following beneficial effect has:
1. the utility model discloses a track traffic route is other noise reduction system of base rail installs in the track both sides, and is nearer apart from the sound source, can produce the sound wave diffusion dilution effect, improves noise reduction effect.
2. The utility model discloses a other noise reduction system of track traffic route base rail installs in the middle of two tracks, can effectively compensate the influence that the noise reduction effect was not enough to bring when the vehicle was in the operation of distal end, improves noise reduction effect.
3. The utility model discloses a track traffic route base other noise reduction system mounted position of rail is nearer from wheel rail and automobile body lower part, adopts the other noise reduction system of rail of different height different forms, can reduce within environmental noise 4dB (A). According to the noise reduction requirement, a corresponding trackside noise reduction structure can be selected to meet the noise reduction requirement of all sections within 4dB (A).
4. By adopting the combination of the road base trackside noise reduction system and the 3m metal sound barrier, the problem of increasing the height of the sound barrier due to the requirement of noise reduction effect is solved, and a better landscape effect is achieved.
Drawings
Fig. 1-5 are schematic structural diagrams of five embodiments of the trackside noise reduction system of the track traffic path base track of the present invention.
Wherein:
1. a track; 2. a roadbed; 3. a railway building clearance; 4. a wheel rail; 5. a lower part of the train; 6a, an arc-shaped inner surface;
6b, an arc-shaped outer surface; 6c, a top surface; 6d, bottom surface; a first transverse straight section; 7b. a first vertical section;
7c. a second transverse straight section; 8. a rectangular structure; 9a. inner surface; 9b, upper surface; 9c. a second vertical section;
9d, an inclined section; 10. a cable trough; A. lower segment B, middle segment C, lower segment D, upper segment.
Detailed Description
The following describes the noise reduction system beside the base rail of the track traffic path in detail with reference to the specific embodiment.
Example one
As shown in fig. 1, a base-track side noise reduction system for a track transit way is mounted on a ballastless track, extends longitudinally along the track, and is used for reducing noise outside a vehicle.
In detail, the noise reduction system is installed on the outer side of the rail and comprises a first noise reduction device symmetrically arranged on the outer side of the rail 1 and a second noise reduction device arranged between two rails 1. The first noise reduction device is arranged between the outer side of the track 1 and the cable groove 10 and is 200cm away from the center of the track. The first noise reduction means consists of an upper section, a middle section B and a lower section a embedded in the subgrade 2. The cross section of the upper section in the vertical direction is of an arc-shaped structure, and the cross sections of the middle section B and the lower section A in the vertical direction are both rectangular. The distance between the second noise reduction device and the central line of the track 1 at two sides is consistent, the second noise reduction device is composed of an upper part D positioned on the ground and a C embedded in the roadbed 2, and the sections of the two parts in the vertical direction are both rectangular.
The arc-shaped structure of the upper section consists of an arc-shaped inner surface 6a, an arc-shaped outer surface 6b, a top surface 6c and a bottom surface 6d, and the arc-shaped inner and outer surfaces are at the same height. The middle section B is arranged on the roadbed 2 and has the width of 20 cm. The top surface 6c has a width of 7 cm. The radius of the arc section of the arc-shaped inner surface 6a is 332.1cm, the radius of the arc section of the outer surface 6b is 305.5cm, and the bending directions of the inner surface and the outer surface are consistent and both face to one side of the vehicle body. The overall height of the arc-shaped structure and the middle section B is 175cm, the projection width of the arc-shaped structure is 19.8cm, and the upper end of the arc-shaped inner surface 6a is tightly attached to the railway building boundary 3.
The second noise reduction device is arranged between the two rails, and the section of the upper part D of the second noise reduction device along the vertical direction is rectangular, the width of the second noise reduction device is 20cm, and the height of the second noise reduction device is 175 cm.
The cross sections of the lower section A of the first noise reduction device and the lower section C of the second noise reduction device in the vertical direction are rectangular, the width of each lower section A of the first noise reduction device is 30cm, and the height of each lower section C of the second noise reduction device is 175 cm.
Example two
As shown in fig. 2, a base-rail side noise reduction system for a rail transit way is installed on a ballast rail, and extends longitudinally along the rail to reduce noise outside a vehicle.
In detail, the noise reduction system is mounted on the outside of the rail, next to the inside of the cable trough, at a distance of 310cm from the center of the rail. The first noise reduction means consists of an upper section, a middle section B and a lower section a embedded in the subgrade 2. The cross section of the upper section in the vertical direction is of an arc-shaped structure, and the cross sections of the middle section B and the lower section A in the vertical direction are both rectangular. The distance between the second noise reduction device and the central line of the track 1 at two sides is consistent, the second noise reduction device is composed of an upper part D positioned on the roadbed 2 and a lower part C embedded into the roadbed 2, and the sections of the two parts in the vertical direction are rectangular.
The arc-shaped structure is composed of an arc-shaped inner surface 6a, an arc-shaped outer surface 6b, a top surface 6c and a bottom surface 6d, and the arc-shaped inner surface and the arc-shaped outer surface are the same in height. The middle section B is arranged on the roadbed 2 and has the width of 20 cm. The top surface 6c has a width of 7 cm. The radius of the arc section of the circular arc inner surface 6a is 332.1cm, and the radius of the arc section of the outer surface 6b is 305.5 cm. The overall height of the arc-shaped structure and the middle section B is 175cm, the projection width of the arc-shaped structure is 19.8cm, and the upper end of the arc-shaped inner surface 6a is tightly attached to the railway building boundary 3.
The second noise reduction device is arranged between the two rails, the section of the upper portion D of the second noise reduction device along the vertical direction is rectangular, the width of the second noise reduction device is 20cm, and the height of the second noise reduction device is 120 cm.
The cross sections of the lower section A of the first noise reduction device and the lower section C of the second noise reduction device in the vertical direction are rectangular, the width of each lower section A of the first noise reduction device is 30cm, and the height of each lower section C of the second noise reduction device is 120 cm.
EXAMPLE III
As shown in fig. 3, a base-track side noise reduction system for a track transit way is mounted on a ballastless track, extends longitudinally along the track, and is used for reducing noise outside a vehicle.
In detail, the noise reduction system is installed on the outer side of the rail and comprises a first noise reduction device symmetrically arranged on the outer side of the rail 1 and a second noise reduction device arranged between two rails 1. The first noise reduction device is arranged between the outer side of the track 1 and the cable groove 10 and is 200cm away from the center of the track. The first noise reduction means consists of an upper section, a middle section B and a lower section a embedded in the subgrade 2. The cross section of the upper section in the vertical direction is of a stepped structure, and the cross sections of the middle section B and the lower section A in the vertical direction are both rectangular. The distance between the second noise reduction device and the central line of the track 1 at two sides is consistent, the second noise reduction device is composed of an upper part D positioned on the roadbed 2 and a lower part C embedded into the roadbed 2, and the sections of the two parts in the vertical direction are rectangular.
The stepped structure is integrally formed with the middle section B, the top surface of the stepped structure is formed by sinking from the inner side of the top surface, and the stepped structure comprises a first transverse straight section 7a, a first vertical section 7B and a second transverse straight section 7c which are sequentially connected from the inner side to the outer side; the ends of the first and second horizontal straight sections close to the inner sides are both positioned outside the railway building boundary 3. The width of the first transverse and straight section 8a is 10cm, the width of the second transverse and straight section 8c is 10cm, and the height of the vertical section 8b is 15 cm; the overall height of the stepped structure and the middle section B is 140 cm. The inner ends of the two horizontal straight sections are tightly attached to the railway building boundary 3.
The second noise reduction device is arranged between the two rails, and the section of the upper part D of the second noise reduction device along the vertical direction is rectangular, the width of the second noise reduction device is 20cm, and the height of the second noise reduction device is 175 cm.
The cross sections of the lower section A of the first noise reduction device and the lower section C of the second noise reduction device in the vertical direction are rectangular, the width of each lower section A of the first noise reduction device is 30cm, and the height of each lower section C of the second noise reduction device is 140 cm.
Example four
As shown in fig. 4, a base-track side noise reduction system for a track transit way is mounted on a ballastless track, extends longitudinally along the track, and is used for reducing noise outside a vehicle.
In detail, the noise reduction system is installed on the outer side of the rail and comprises a first noise reduction device symmetrically arranged on the outer side of the rail 1 and a second noise reduction device arranged between two rails 1. The first noise reduction device is arranged between the outer side of the track 1 and the cable groove 10 and is 200cm away from the center of the track. The first noise reduction means consists of an upper section, a middle section B and a lower section a embedded in the subgrade 2. The cross section of the upper section in the vertical direction is of a rectangular structure, and the cross sections of the middle section B and the lower section A in the vertical direction are both rectangular. The distance between the second noise reduction device and the central line of the track 1 at two sides is consistent, the second noise reduction device is composed of an upper part D positioned on the roadbed 2 and a lower part C embedded into the roadbed, and the sections of the two parts in the vertical direction are both rectangular.
The rectangular structure 8 is integrally formed with the middle section B, the total height of the rectangular structure is 125cm, the width of the rectangular structure is 20cm, and the top end of the inner side of the rectangular section is tightly attached to the railway building boundary 3.
The second noise reduction device is arranged between the two rails, and the section of the upper part D of the second noise reduction device along the vertical direction is rectangular, the width of the second noise reduction device is 20cm, and the height of the second noise reduction device is 175 cm.
The cross sections of the lower section A of the first noise reduction device and the lower section C of the second noise reduction device in the vertical direction are rectangular, the width of each lower section A of the first noise reduction device is 30cm, and the height of each lower section C of the second noise reduction device is 140 cm.
EXAMPLE five
As shown in fig. 5, a base-track side noise reduction system for a rail transit way is mounted on a ballastless track, extends longitudinally along the track, and is used for reducing noise outside a vehicle.
In detail, the noise reduction system is installed on the outer side of the rail and comprises a first noise reduction device symmetrically arranged on the outer side of the rail 1 and a second noise reduction device arranged between two rails 1. The first noise reduction device is arranged between the outer side of the track 1 and the cable groove 10 and is 200cm away from the center of the track. The first noise reduction means consists of an upper section, a middle section B and a lower section a embedded in the subgrade 2. The cross section of the upper section in the vertical direction is of an angle structure, and the cross sections of the middle section B and the lower section A in the vertical direction are both rectangular. The distance between the second noise reduction device and the central line of the track 1 at two sides is consistent, the second noise reduction device is composed of an upper part D positioned on the roadbed 2 and a lower part C embedded into the roadbed, and the sections of the two parts in the vertical direction are both rectangular.
The width of the middle section B is 20cm, and the height is 120 cm. The inner surface 9a of the dog-ear structure is inclined to the outside and the outer surface is formed by a second vertical section 9c and an outer inclined section 9d. The angle of inclination of the inner surface 9a is 30 °; the outer inclined section 9d of the outer surface is parallel to the inner surface 9a. The outer and inner surfaces are connected by an upper surface 9b. The overall height of the angled structure and the middle section B is 175cm, the projected width of the angled structure is 19.8cm, and the upper end of the inner surface 9a of the angled structure is in close contact with the railway building boundary 3.
The second noise reduction device is arranged between the two rails, and the section of the upper part D of the second noise reduction device along the vertical direction is rectangular, the width of the second noise reduction device is 20cm, and the height of the second noise reduction device is 175 cm.
The cross sections of the lower section A of the first noise reduction device and the lower section C of the second noise reduction device in the vertical direction are rectangular, the width of each lower section A of the first noise reduction device is 30cm, and the height of each lower section C of the second noise reduction device is 175 cm.
Claims (10)
1. A rail transit wayside noise reduction system extending longitudinally along a rail, characterized by: the trackside noise reduction system comprises a first noise reduction device and a second noise reduction device, wherein the first noise reduction device and the second noise reduction device are symmetrically arranged on the outer sides of the tracks (1),
the first noise reduction device is arranged between the outer side of the track (1) and the cable trough (10), is 180-330 cm away from the central line of the track (1), and is 55-180 cm away from the wheel track (4); the first noise reduction device consists of an upper section, a middle section B and a lower section A embedded into the roadbed (2), wherein the section of the upper section in the vertical direction is of an arc structure, a stepped structure, a rectangular structure or a polygonal structure, and the sections of the middle section B and the lower section A in the vertical direction are rectangular;
the distance between the second noise reduction device and the central line of the rails (1) on the two sides is consistent, the second noise reduction device is composed of an upper part D positioned on the roadbed (2) and a lower part C embedded into the roadbed (2), and the sections of the two parts in the vertical direction are rectangular.
2. The rail transit access base trackside noise reduction system of claim 1, wherein: the arc-shaped structure is formed by sequentially connecting an arc-shaped inner surface (6a), a top surface (6c), an outer surface (6b) and a bottom surface (6d), and the arc-shaped inner surface (6a) and the arc-shaped outer surface (6b) have the same bending direction and face one side of the train; the bottom surface (6d) is positioned on the middle section B, and the width of the bottom surface and the width of the middle section B are both 10-30 cm; the connection between the circular arc inner surface (6a) and the top surface (6c) is positioned outside the railway building clearance (3).
3. The rail transit access base trackside noise reduction system of claim 2, wherein: the total height of the arc-shaped structure and the middle section B is 75-300 cm, and the radius of the arc is more than 20 cm; the width of the top surface (6c) is less than or equal to the width of the bottom surface (6 d).
4. The rail transit access base trackside noise reduction system of claim 1, wherein: the stepped structure is integrally formed with the middle section B, the top surface of the stepped structure is stepped, is formed by sinking from the inner side to the outer side of the top surface, and comprises a first transverse straight section (7a), a first vertical section (7B) and a second transverse straight section (7c) which are sequentially connected from the inner side to the outer side; and one ends of the first and second transverse straight sections close to the inner sides are positioned outside the railway building clearance (3).
5. The rail transit access base trackside noise reduction system of claim 4, wherein: the total height of the stepped structure and the middle section B is 75-300 cm; the width of the first transverse straight section (7a) and the width of the second transverse straight section (7c) are both 5-15 cm, and the total width of the first transverse straight section and the second transverse straight section is 10-30 cm.
6. The rail transit access base trackside noise reduction system of claim 1, wherein: the rectangular structure (8) and the middle section B are integrally formed, the width of the rectangular structure is 10-30 cm, and the total height of the rectangular structure and the middle section B is 75-300 cm; the upper end of the inner surface of the rectangular structure is outside the railway building clearance (3).
7. The rail transit access base trackside noise reduction system of claim 1, wherein: the inner surface (9a) of the angle-shaped structure inclines outwards, and the outer surface of the angle-shaped structure consists of a second vertical section (9c) and an outer inclined section (9 d); the second vertical section (9c) is connected to the inner surface (9a) by an upper surface (9B), the top inner side of the middle section B being outside the railway building boundary (3).
8. The rail transit access base trackside noise reduction system of claim 7, wherein: the height of the middle section B is 50-250 cm, the width of the middle section B is 10-30 cm, the height of the angle-shaped structure is 25-100 cm, and the overall height of the angle-shaped structure (9) and the middle section B is 75-300 cm; the included angle between the inner surface (9a) of the angle-folding structure (9) and the inner vertical surface is 90-180 degrees, and the included angle between the outer inclined section (9d) and the outer vertical surface is 90-180 degrees.
9. The rail transit access base trackside noise reduction system of claim 1, wherein: the height of the part, buried in the roadbed (2), of the lower section A of the first noise reduction device and the lower part C of the second noise reduction device is less than or equal to the height of the ground part, and the width of the part buried in the roadbed (2) is greater than or equal to the width of the ground part.
10. The rail transit access base trackside noise reduction system of claim 1, wherein: when the road base rail side noise reduction system is installed on the outer side of the ballast track, the road base rail side noise reduction system is arranged close to the inner side of the cable trough (10) and is about 320cm away from the central line of the track (1).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021461543.0U CN212477284U (en) | 2020-07-22 | 2020-07-22 | Rail transit passage base rail side noise reduction system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021461543.0U CN212477284U (en) | 2020-07-22 | 2020-07-22 | Rail transit passage base rail side noise reduction system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212477284U true CN212477284U (en) | 2021-02-05 |
Family
ID=74452508
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202021461543.0U Active CN212477284U (en) | 2020-07-22 | 2020-07-22 | Rail transit passage base rail side noise reduction system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212477284U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113969522A (en) * | 2020-07-22 | 2022-01-25 | 中国铁路设计集团有限公司 | Rail transit path base rail side noise reduction system |
-
2020
- 2020-07-22 CN CN202021461543.0U patent/CN212477284U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113969522A (en) * | 2020-07-22 | 2022-01-25 | 中国铁路设计集团有限公司 | Rail transit path base rail side noise reduction system |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN201843076U (en) | Groove-shaped steel bridge deck structure of high-speed railway steel tied arched bridge | |
| CN212477284U (en) | Rail transit passage base rail side noise reduction system | |
| CN107419655A (en) | A kind of straddle-seat type single traffic rail beam girder falling retractor device | |
| CN104911964B (en) | Magnetic levitation traffic curve track beam | |
| CN2758310Y (en) | Biblock type rail bearing | |
| CN115573199B (en) | Rail arrangement structure for rail transit | |
| CN113969522A (en) | Rail transit path base rail side noise reduction system | |
| CN213267554U (en) | High-speed railway noise reduction structure and noise reduction system | |
| CN213507844U (en) | Novel vibration reduction track structure for elevated section sleeve track | |
| CN113969548A (en) | Noise reduction structure for high-speed railway | |
| CN109572719B (en) | Side-hanging type elevated rail transit turnout system | |
| CN208844449U (en) | A kind of sound barrier device of straddle-type monorail | |
| CN114382024B (en) | Overhead section structure based on four-rail backflow city B-type vehicle limit design | |
| CN112030712A (en) | Cable-stay bridge suitable for rubber tyer tram is built with municipal administration passageway altogether | |
| CN202945544U (en) | Novel ballastless track | |
| CN207277224U (en) | Saddle ride type monorail transit bridge reversely hung Yong sound barrier | |
| CN111058392A (en) | Sound absorption short barrier beside high-speed railway track | |
| CN2758311Y (en) | Overhead I type beam rail system of train | |
| CN207828720U (en) | The integrated structure of tramcar and overpass | |
| CN110424239A (en) | A kind of overhead interval structure of administrative region of a city railway | |
| CN101092141A (en) | Light-duty underground train system | |
| CN103835231A (en) | Novel ballastless track | |
| CN112406907B (en) | Wiring structure for tramcar to go in and out of yard | |
| CN218989739U (en) | Aerial railway steering hub for bidirectional track | |
| CN211079915U (en) | Plate body structure for track and lower bearing type continuous supporting track system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |