CN212895713U - Continuous steel rail damper - Google Patents
Continuous steel rail damper Download PDFInfo
- Publication number
- CN212895713U CN212895713U CN202020791111.XU CN202020791111U CN212895713U CN 212895713 U CN212895713 U CN 212895713U CN 202020791111 U CN202020791111 U CN 202020791111U CN 212895713 U CN212895713 U CN 212895713U
- Authority
- CN
- China
- Prior art keywords
- rail
- transverse
- elastic element
- vertical
- steel rail
- 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
Abstract
The utility model discloses a continuous steel rail damper, which mainly comprises a vertical damping system and a transverse damping system, wherein the vertical damping system and the transverse damping system share the same mass block; the vertical damping system comprises a vertical elastic element and a mass block, and the transverse damping system comprises a transverse elastic element and a mass block; the steel rail damper can cover the whole length of the steel rail, not only can reduce the cross-middle corrugation at the fastener, but also can reduce the corrugation of the steel rail at the fastener, and greatly reduces the integral corrugation of the steel rail.
Description
Technical Field
The utility model relates to a vibration and noise field especially relate to a continuous type rail damper.
Background
The rapid development of the Chinese railways not only facilitates the travel of passengers, but also contributes to driving urban and rural construction and economic development, and has remarkable economic and social benefits. But the railway system inevitably brings a series of environmental pollutions such as noise, vibration, electromagnetic radiation and the like to urban and rural environments, wherein the noise and vibration influence during the running of trains is particularly prominent. Noise is transmitted by taking air as a medium, vibration is transmitted by solid, although the transmission ways of the noise and the vibration are different, the noise and the vibration are both vibration and can be alleviated by isolating or absorbing the vibration, and the measures for controlling the noise and the vibration of the railway at home and abroad are mainly three: (1) controlling a sound source and a vibration source; (2) sound insulation and vibration isolation of a transmission path; (3) the protected body absorbs sound and vibration.
Due to abnormal vibration caused by various reasons, the wavy abrasion phenomenon of a steel rail commonly occurs in domestic subway lines in recent years, the wavy abrasion of the steel rail causes the contact relationship of wheels and rails to be worsened, a rail system is excited by fixed frequency harmonic waves to generate a large amount of high-frequency squeal noise, so that complaints of passengers and surrounding residents in a vehicle are serious, and a steel rail resonator is generated for relieving the phenomenon.
The rail resonance damper is a vibration damper developed for controlling noise and vibration pollution of railways, and a vibration and noise reduction measure for reforming the rails is characterized in that a mass block and a damping material are adhered to the lower surfaces of the rails and are combined into a whole through an elastic buckling and pressing element. The basic principle is a dynamic vibration absorber principle, namely a single-degree-of-freedom mass spring system is additionally arranged on a resonance element, the design frequency of the dynamic vibration absorber is the same as the structural resonance frequency, and the dynamic vibration absorber plays a role in absorbing the resonance energy of the steel rail. The traditional steel rail resonance damper is generally arranged at the rail web or the rail bottom and limited by space limitation and installation conditions, the steel rail damper can not be installed at a fastener usually, as shown in fig. 2, therefore, the steel rail damper can only be installed on two sides of the fastener discretely, as shown in fig. 1, a discretely installed steel rail damper is shown, however, in practical application, the abrasion of the steel rail is only reduced in a resonator installation area, and the corrugation at the fastener still exists.
In view of the above, there is a need for a continuous rail damper that can be installed over the entire length of the rail.
SUMMERY OF THE UTILITY MODEL
In order to solve the above problems, the present inventors have conducted intensive studies and have provided a continuous rail damper which can cover the entire length of a rail, and which can reduce both the mid-span corrugation at a fastener and the corrugation of the rail at the fastener, thereby greatly reducing the corrugation of the entire rail.
Therefore, the utility model provides a continuous steel rail damper, which comprises a vertical damping system and a transverse damping system, wherein the vertical damping system and the transverse damping system share the same mass block; the vertical damping system comprises a vertical elastic element and a mass block, the transverse damping system comprises a transverse elastic element and a mass block,
the vertical elastic element, the transverse elastic element and the mass block are in a strip shape along the extending direction of the steel rail, installed across the fastener and assembled and combined by a plurality of steel rail dampers to form a continuous damping system distributed on the steel rail in the whole length;
furthermore, the mass blocks are symmetrically arranged on the outer sides of the vertical elastic element and the transverse elastic element; two opposite side surfaces of the mass block are provided with mounting holes
The mass block and the steel rail are fixed through the elastic strip, and the elastic strip comprises a middle part capable of generating clamping force and two clamping ends for buckling the mass block and the steel rail, namely a top clamping end and a bottom clamping end;
the bottom of the steel rail is provided with a sleeve, two ends of the sleeve are provided with mounting holes,
the bottom clamping end of the elastic strip is inserted into the mounting hole of the sleeve, and the top clamping end is inserted into the side mounting hole of the mass block;
according to the utility model, the elastic strip is of a single-toe elastic strip structure, namely the number of the top clamping ends and the bottom clamping ends is 1;
and the bottom of the sleeve is also provided with a threaded hole, and a bolt is arranged in the threaded hole.
According to the utility model, the vertical elastic elements are symmetrically arranged at two sides of the rail web of the steel rail and are arranged close to the upper surface of the bottom of the steel rail;
the transverse elastic elements are symmetrically arranged on the upper surface of the bottom of the steel rail and are arranged close to the rail web;
the vertical elastic element is arranged below the transverse elastic element and is provided with a gap with a preset length with the transverse elastic element.
The bottom clamping end of the elastic strip is arranged at the bottom of the steel rail, and the top clamping end is buckled and pressed on the upper surface of the mass block.
According to the utility model discloses, the bullet strip provides withholding force for the rail attenuator, vertical elastic element and horizontal elastic element tightly laminate in rail web both sides under the effect of the withholding force of bullet strip, the quality piece compresses tightly with vertical elastic element in the crowded of bullet strip and hugs closely together, the quality piece compresses tightly with horizontal elastic element in the crowded of bullet strip and hugs closely together.
According to the utility model, the single-toe elastic strip is installed on the two sides of the fastener in a sectional manner;
according to the utility model discloses, vertical elastic element and horizontal elastic element are viscoelastic element or elasticity and damping composite member, provide restoring force and maintain the quality piece vibration.
The utility model provides a rail attenuator has following beneficial effect:
(1) has better effect of reducing the abrasion of the steel rail
The continuous steel rail resonance damper can cover the whole length of the steel rail, thereby not only reducing the cross-middle corrugation at the fastener, but also reducing the corrugation of the steel rail at the fastener, and greatly reducing the corrugation of the whole steel rail;
(2) two-way freedom design capable of simultaneously reducing vertical and transverse ripples
The continuous steel rail resonance damper adopts a single mass system and a bidirectional elastic element design, can form a bidirectional mass-spring system, has an inhibiting effect on vertical and transverse corrugation of the steel rail, and can be applied to wider occasions;
(3) simple structure and convenient operation
The continuous steel rail resonance damper is assembled by adopting simple elastic strips, and is convenient to install and adjust;
(4) high reliability and low cost
The continuous steel rail resonance damper has the advantages of simple structure and modeling, no complex and precise parts, difficult damage, high reliability and low cost.
Drawings
FIG. 1 shows a schematic view of a discrete rail damper
FIG. 2 shows a top view of the rail at the clip without the rail damper installed
Fig. 3 shows a schematic cross-sectional view of the spring bar 5 of the rail damper according to the present invention;
fig. 4 shows a schematic front view structure of the rail damper according to the present invention;
fig. 5 shows a schematic cross-sectional view of a rail damper fastener 8 according to the present invention;
fig. 6 shows a schematic view of a method for using the rail damper of the present invention.
Description of the reference numerals
1-a vertical elastic element, wherein the elastic element is arranged in the vertical direction,
2-a transverse elastic element, which is,
3-a mass block, which is provided with a plurality of elastic elements,
4-a sleeve pipe is arranged in the sleeve pipe,
5-the elastic strip is arranged on the upper surface of the shell,
6-a bolt, wherein the bolt is arranged on the bolt,
7-steel rail, 701-steel rail bottom, 702-rail web,
8-fastener, 801-insulating track gauge block, 802-fastener elastic strip, 803-nut, 804-nut, 805-iron backing plate,
9-the elastic element is a flexible element,
10-a pressing-on element, which is provided with a pressing-on element,
11-a discrete type steel rail damper which comprises a damper body,
12-a lower backing plate of the rail,
13-heightening the base plate,
14-iron shim plate lower shim plate.
Detailed Description
The features and advantages of the present invention will become more apparent and appreciated from the following detailed description of the invention.
The word "exemplary" is used exclusively herein to mean "serving as an example, embodiment, or illustration. Any embodiment described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments. While the various aspects of the embodiments are presented in drawings, the drawings are not necessarily drawn to scale unless specifically indicated.
In the prior art, the rail resonance damper is generally arranged at the rail web or the rail bottom, while the rail 7 is usually fixed on the rail plate through the fastener 8, specifically, the fastener 8 mainly comprises an insulating gauge block 801, a fastener elastic strip 802 and a nut 803, and the rail 7 is mainly installed and fixed on the rail plate by buckling the insulating gauge block 801 on the upper surface of the rail bottom 701 and then locking the insulating gauge block with the fastener elastic strip 802 and the nut 803, as shown in fig. 2 and 5;
further, in order to level the steel rail 7, it is also necessary to install a rail lower pad 12, a heightening pad 13 and an iron pad lower pad 14 under the steel rail 7, as shown in fig. 5;
for the above reasons, this results in that the space available for the upper and lower surfaces of the rail bottom 701 at the clip 8 is small, which is inconvenient for installing the rail damper, and therefore, the rail damper 11 is discretely installed at both sides of the clip 8 as shown in fig. 1, however, in practical applications, it is found that the wear of the rail is reduced only at the installation area of the rail damper 11, and the corrugation phenomenon still exists at the clip 8.
Therefore, in order to solve the above problems, the present invention provides a continuous rail damper, which mainly comprises a vertical damping system and a lateral damping system, wherein the vertical damping system and the lateral damping system share the same mass block;
according to the utility model, the vertical damping system comprises a vertical elastic element 1 and a mass block 3, which can be used for tuning the vertical wave-shaped abrasion of the steel rail 7; the lateral damping system comprises a lateral elastic element 2 and a mass 3, which can be used to tune the lateral wave wear of the rail 7, as shown in fig. 3.
In order to solve the problem that can only the discrete installation in fastener 8 both sides as shown in figure 1 rail damper, simultaneously in order to alleviate fastener 8 department rail corrugation, the utility model discloses design vertical elastic element 1, horizontal elastic element 2 and quality piece 3 for rectangular form, make it can stride across fastener 8 installation to assemble the continuous damping system that the combination formed full length distribution on rail 7 through multiunit rail damper, as shown in figure 4, figure 5.
According to the preferred embodiment of the present invention, the vertical elastic element 1, the horizontal elastic element 2 and the mass block 3 are designed to be in the shape of a strip extending along the direction of the extension of the steel rail 7, and the cross-sectional area thereof is made as small as possible, so as to be installed and used under the working condition that the space of the fastener 8 is limited.
Furthermore, the vertical elastic elements 1 are symmetrically arranged on two sides of the rail web 702 of the steel rail 7 and are as close to the bottom 701 of the steel rail as possible, and the vertical elastic elements 1 are made of flexible materials, so that the vertical elastic elements can be well attached to the side surfaces of the rail web 701, as shown in fig. 3 and 5;
preferably, the transverse elastic element 2 is symmetrically mounted on the upper surface of the rail bottom 701 and as close as possible to the rail web 702; the transverse elastic element 2 is made of a flexible material, so that the transverse elastic element can be well attached to the upper surface of the steel rail bottom 701, as shown in fig. 3 and 5;
further, the vertical elastic element 1 is arranged below the transverse elastic element 2 and is provided with a gap with a preset length with the transverse elastic element 2, and the gap is mainly used for avoiding the part where the upper surface of the steel rail bottom 701 is connected with the rail web 702, so that the elastic element is prevented from generating stress at the position;
furthermore, the mass blocks 3 are symmetrically arranged at the outer sides of the vertical elastic element 1 and the transverse elastic element 2,
and mounting holes are formed in two opposite side surfaces of the mass block 3 so as to fix the elastic strips 5 conveniently.
Preferably, the mass 3 and the rail 7 are fixed by the elastic strip 5, and in particular, the elastic strip 5 comprises a middle part capable of generating a clamping force and two clamping ends for buckling the mass 3 and the rail 7, namely a top clamping end and a bottom clamping end;
preferably, the bottom clamping end of the elastic strip 5 is arranged at the bottom of the steel rail 7, and the top clamping end is buckled on the upper surface of the mass block 3.
According to the utility model discloses, bullet strip 5 provides withholding force for the rail attenuator, vertical elastic element 1 and horizontal elastic element 2 tightly laminate in 7 web of rail both sides of rail under the effect of the withholding force of bullet strip 5, quality piece 3 compresses tightly with vertical elastic element 1 in the crowded of bullet strip 5 and hugs closely together, simultaneously quality piece 3 compresses tightly with horizontal elastic element 2 in the crowded of bullet strip 5 and hugs closely together.
According to the preferred embodiment of the present invention, in order to facilitate the installation of the elastic strip 5, the sleeve 4 is installed at the bottom of the steel rail 7, and the two ends of the sleeve 4 are provided with the installation holes, as shown in fig. 3;
further, the bottom clamping end of the elastic strip 5 can be inserted into the mounting hole of the sleeve 4, and the top clamping end can be inserted into the side mounting hole of the mass block 3.
According to the utility model discloses, bullet strip 5 is for having the bullet strip structure of single toe portion, promptly the quantity of top exposed core and bottom exposed core is 1, and the aim at that so sets up installs a single toe bullet strip 5 respectively in fastener 8 both sides and can make long banding form rail damper atress balanced, and is difficult for slope or aversion, as shown in fig. 3.
According to the preferred embodiment of the invention, the bottom of the sleeve 4 is also provided with a threaded hole, a bolt 6 is arranged in the threaded hole, and the bolt 6 can be fixed on the bottom clamping end of the elastic strip 4 after being screwed so as to prevent the elastic strip from falling off in the use process and causing the failure of the steel rail damper.
According to the present invention, the vertical elastic element 1 and the horizontal elastic element 2 are viscoelastic elements, such as natural rubber or synthetic rubber, which can provide restoring force to maintain the vibration of the mass block;
according to the utility model discloses, quality piece 3 can provide inertial force for the attenuator system.
Preferably, the lengths of the vertical elastic element 1, the transverse elastic element 2 and the mass block 3 and the buckling position of the elastic strip 5 need to be adjusted according to field installation conditions and required tuning frequency.
According to the utility model discloses, still provide the application method who chooses for use this rail attenuator, as shown in fig. 6 concrete step as follows:
1) following test
According to the user feedback information, a train on a specified line is taken, a noise meter is adopted to collect noise signals, the train interval with large noise magnitude, the time position and the like are marked, and the maximum noise level, the frequency and the like of the noise are analyzed.
2) Off-line investigation
And performing off-line investigation in the section where the actual noise occurs according to the off-line investigation condition, observing and recording the rail corrugation condition, and recording the information such as the rail corrugation wavelength, the section position and the like.
3) Selection of type and parameter
And comprehensively studying and judging the selection and parameters, the installation position, the length and the like of the damper by combining the in-vehicle noise test condition and the off-line investigation condition, and performing product trial production.
4) Laboratory test
And (4) carrying out indoor tests on the trial-manufactured products, including natural frequency tests/steel rail attenuation rate tests and the like, and determining whether the characteristics meet the application requirements.
5) On-line installation
And after the indoor test meets the requirements, the product is installed on line.
6) Effect verification
After the product is installed on line, the effect of the damper is verified by testing the noise in the vehicle.
7) Tracking research
And (3) carrying out periodic tracking test on the line after the damper is installed, and observing the abrasion change of the installation section of the damper off line when necessary.
In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; the connection may be direct or indirect via an intermediate medium, and may be a communication between the two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The present invention has been described above in connection with preferred embodiments, which are merely exemplary and illustrative. On this basis, can be right the utility model discloses carry out multiple replacement and improvement, these all fall into the utility model discloses a protection scope.
Claims (10)
1. A continuous steel rail damper is characterized by comprising a vertical damping system and a transverse damping system, wherein the vertical damping system and the transverse damping system share the same mass block;
the vertical damping system comprises a vertical elastic element (1) and a mass block (3), the transverse damping system comprises a transverse elastic element (2) and a mass block (3),
the vertical elastic element (1), the transverse elastic element (2) and the mass block (3) are in a strip shape along the extending direction of the steel rail (7), installed by crossing the fastener (8), and form a continuous damping system distributed on the steel rail (7) in the full length through the assembly and combination of a plurality of steel rail dampers;
the mass blocks (3) are symmetrically arranged at the outer sides of the vertical elastic element (1) and the transverse elastic element (2); mounting holes are formed in two opposite side faces of the mass block (3);
the mass block (3) and the steel rail (7) are fixed through an elastic strip (5), and the elastic strip (5) comprises a middle part capable of generating clamping force and two clamping ends for buckling the mass block (3) and the steel rail (7), namely a top clamping end and a bottom clamping end;
a sleeve (4) is arranged at the bottom of the steel rail (7), two ends of the sleeve (4) are provided with mounting holes,
the bottom clamping end of the elastic strip (5) is inserted into the mounting hole of the sleeve (4), and the top clamping end is inserted into the side mounting hole of the mass block (3);
the elastic strip (5) is of an elastic strip structure with a single toe part, namely the number of the top clamping ends and the bottom clamping ends is 1;
and a threaded hole is also formed in the bottom of the sleeve (4), and a bolt (6) is installed in the threaded hole.
2. A rail damper according to claim 1 in which said vertical elastic elements (1) are symmetrically placed on either side of the web (702) of the rail (7) and are mounted adjacent to the upper surface of the rail foot (701);
the transverse elastic elements (2) are symmetrically arranged on the upper surface of the steel rail bottom (701) and are arranged close to the rail web (702).
3. A rail damper according to claim 1 in which said vertical elastic element (1) is mounted below the transverse elastic element (2) with a predetermined length of clearance from the transverse elastic element (2).
4. A rail damper according to claim 1 in which the spring (5) has its bottom clamping end mounted to the bottom of the rail (7) and its top clamping end crimped against the upper surface of the mass (3).
5. A rail damper according to claim 3 in which the resilient strip (5) provides a buckling force for the rail damper.
6. A rail damper according to claim 1 in which the vertical resilient member (1) and the transverse resilient member (2) are held in close contact with the rail (7) on either side of the web by the resilient strip (5).
7. A rail damper according to claim 5 in which the mass (3) and the vertically orientated resilient member (1) are held together in close proximity by compression of the resilient strip (5).
8. A rail damper according to claim 5 in which the mass (3) and the transverse resilient element (2) are held in close proximity by compression of the resilient strip (5).
9. A rail damper according to claim 1 in which the single toe spring (5) is mounted on both sides of the clip (8).
10. A rail damper according to claim 9 in which the vertical (1) and transverse (2) resilient members are visco-elastic members or resilient and damping composite members providing a restoring force to maintain the mass (3) in vibration.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020791111.XU CN212895713U (en) | 2020-05-13 | 2020-05-13 | Continuous steel rail damper |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020791111.XU CN212895713U (en) | 2020-05-13 | 2020-05-13 | Continuous steel rail damper |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212895713U true CN212895713U (en) | 2021-04-06 |
Family
ID=75263522
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020791111.XU Active CN212895713U (en) | 2020-05-13 | 2020-05-13 | Continuous steel rail damper |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212895713U (en) |
-
2020
- 2020-05-13 CN CN202020791111.XU patent/CN212895713U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| Thompson et al. | A tuned damping device for reducing noise from railway track | |
| Krylov | Noise and vibration from high-speed trains | |
| Vincent et al. | Theoretical optimization of track components to reduce rolling noise | |
| Krylov | Vibrational impact of high‐speed trains. I. Effect of track dynamics | |
| CN107254814B (en) | Multistage shearing type steel rail dynamic damping vibration absorber | |
| Thompson et al. | Noise and vibration from railway vehicles | |
| CN103088724B (en) | Rail fixing device with function of vertical guidance | |
| Wu et al. | Sound emission comparisons between the box-section and U-section concrete viaducts for elevated railway | |
| Thompson et al. | The influence of the non-linear stiffness behaviour of rail pads on the track component of rolling noise | |
| EP1657362A1 (en) | Tuned absorbers for railway rails | |
| CN111778783B (en) | Steel rail dynamic vibration absorber with embedded photonic crystal structure and using method thereof | |
| CN106758571A (en) | A kind of track vibration damping denoising device | |
| CN112252089A (en) | Rail damper | |
| CN212895713U (en) | Continuous steel rail damper | |
| CN111914356A (en) | Vibration damping supporting device, rail vehicle and train floor area vibration isolation design method | |
| US20060144659A1 (en) | Tuned absorbers for railway rails | |
| CN212865445U (en) | Vertical and horizontal bidirectional tuning steel rail damper | |
| CN201495459U (en) | Steel rail damped vibration absorber | |
| CN208717663U (en) | Combined steel rail tunes vibration and noise reducing device | |
| CN212865446U (en) | Self-locking fixed resonant type steel rail damper | |
| CN212895712U (en) | Steel rail resonance damper capable of being modulated through pretightening force | |
| CN113005826B (en) | Design method of full-frequency vibration reduction track structure | |
| CN210454472U (en) | Damping pantograph for rail transit train | |
| CN211285085U (en) | Dynamic vibration absorber | |
| JP4693743B2 (en) | Noise control structure of railway rail |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |