CN217810251U

CN217810251U - Overhead double-track noise reduction system

Info

Publication number: CN217810251U
Application number: CN202221907118.9U
Authority: CN
Inventors: 陈天平; 王博; 龚平; 孟凡东; 林坚勋
Original assignee: Zhejiang Tiantie Industry Co Ltd
Current assignee: Zhejiang Tiantie Industry Co Ltd
Priority date: 2022-07-23
Filing date: 2022-07-23
Publication date: 2022-11-15
Anticipated expiration: 2032-07-23

Abstract

The utility model provides an overhead double-line track noise reduction system sets up on having two overhead that are parallel orbital, and the track includes basement, railway roadbed, sleeper and rail, a serial communication port, include: the near-rail sound barrier is arranged outside the rail along the extending direction of the steel rail; the track acoustic board is laid on the track bed along the extending direction of the steel rail; and any one of ballast damping pad or ballast isolator, the setting is between ballast and basement, wherein, the nearly rail sound barrier includes the sound barrier main part, mounting panel and mounting bracket, the mounting panel passes through mounting bracket fixed mounting in the track outside, the sound barrier main part sets up on the mounting panel, the sound barrier main part includes the sound-absorbing layer, sound-transmitting layer and waterproof layer, the waterproof layer sets up on the surface of sound-absorbing layer towards the mounting panel, the outside on the sound-absorbing layer is wrapped up in to the sound-transmitting layer, the marginal fixed connection on sound-transmitting layer is on the surface of waterproof layer towards the mounting panel.

Description

Overhead double-track noise reduction system

Technical Field

The utility model belongs to the technical field of the track is fallen and is fallen, concretely relates to overhead double-line track noise reduction system.

Background

In recent years, rail transit is rapidly developed, and great convenience is brought to people for traveling. In the national rail transit development planning, later-stage urban railway construction is definitely specified to take overhead lines into priority, and the overhead lines have the advantages of low cost, convenience and quickness in construction, beautiful riding landscape and the like, but noise pollution generated in the running process of trains can also generate great interference on the life of surrounding residents.

A noise source of an urban railway train in the running process on an overhead bridge generally consists of three parts: the noise source comprises wheel-rail noise, vehicle body noise and bridge structure noise, wherein the wheel-rail noise, namely primary noise formed by contact between wheels and a track, is a main noise source for train operation, and particularly in a curve section, larger friction noise can be generated due to relative sliding between the wheels and the track; the bridge structure noise is generated by a vehicle-line-bridge coupling vibration effect, and the impact force generated on a bridge body when a train runs through causes the bridge body to vibrate, so that secondary noise is generated and radiated outwards. Besides the direct sound, structures such as the bridge deck can also generate reflected noise, further aggravating noise pollution.

In a two-track section, the trains running on two adjacent tracks can also affect each other, and the problems of vibration and noise are aggravated. In the construction of overhead double-track, generally adopt and set up the mode of railway roadbed damping pad or setting up the railway roadbed isolator in the railway roadbed between railway roadbed and bridge to reduce the vibration of lower part basis to reduce the formation of secondary noise, nevertheless the stability of the use rail of railway roadbed damping pad and railway roadbed isolator reduces, and the increase of friction collision between the wheel, the formation of noise once of aggravation makes the noise pollution problem can not be solved.

SUMMERY OF THE UTILITY MODEL

The utility model relates to a go on for solving above-mentioned problem, aim at provides an overhead double-line track noise reduction system, the utility model discloses a following technical scheme:

The utility model provides an overhead double-track noise reduction system can also have such technical characteristic: the track sound-absorbing board comprises a sound-absorbing board main body, first bulges and second bulges, the number of the first bulges corresponding to a single track sound-absorbing board is two, the two first bulges are respectively arranged at two ends of the sound-absorbing board main body, the first bulges on the adjacent track sound-absorbing boards are mutually connected, and the second bulges are arranged on the side surface of the sound-absorbing board main body.

The utility model provides an overhead double-track noise reduction system can also have such technical characteristic: the acoustic board main body is installed between the two steel rails, the first bulges are installed between the two opposite sleepers, the number of the second bulges corresponding to the acoustic board of the single rail is two, the two second bulges are respectively arranged on two sides of the acoustic board main body, and the second bulges are installed between the two adjacent sleepers in the extending direction of the steel rails.

The utility model provides an overhead double-track noise reduction system can also have such technical characteristics: the sound-absorbing board main body is arranged on the outer side of the steel rail, the first bulges are arranged on the outer side of the sleeper, the number of the second bulges corresponding to the single track sound-absorbing board is one, and the second bulges are arranged on one side, close to the steel rail, of the sound-absorbing board main body.

The utility model provides an overhead double-track noise reduction system can also have such technical characteristic: the sound-transmitting layer is made of a fabric material with a coating on the surface and is subjected to silver plating treatment.

The utility model provides an overhead double-track noise reduction system can also have such technical characteristics: the sound-transmitting layer is provided with sound-transmitting holes which are uniformly distributed in a grid shape, the length of the sound-transmitting holes is 1 mm, the width of the sound-transmitting holes is 0.8 mm, and the depth of the sound-transmitting holes is 0.52 mm.

The utility model provides an overhead double-track noise reduction system can also have such technical characteristics: wherein, the sound absorption layer adopts mineral wool with the volume weight of 80g/m < 3 >, the length of the sound absorption layer is 2000mm, the width is 230mm, and the thickness is 100mm.

The utility model provides an overhead double-track noise reduction system can also have such technical characteristic: the width of the waterproof layer is smaller than or equal to that of the sound absorption layer, and the length of the waterproof layer is smaller than or equal to that of the sound absorption layer.

The utility model provides an overhead double-track noise reduction system can also have such technical characteristic: the vibration-damping pad is arranged between the ballast bed and the substrate and comprises a vibration-damping pad main body and a plurality of vibration-damping bosses, the plurality of vibration-damping bosses are distributed on one surface of the vibration-damping pad main body and are integrally formed with the vibration-damping pad main body, and the cross-sectional area of the part, close to the vibration-damping pad main body, of each vibration-damping boss is larger than or equal to the cross-sectional area of the part, far away from the vibration-damping pad main body.

The utility model provides an overhead double-track noise reduction system can also have such technical characteristics: the ballast bed vibration isolator comprises an outer sleeve which is fixedly embedded in a ballast bed and is communicated along the length direction of the ballast bed vibration isolator; the elastic element is arranged below the outer sleeve; the height-adjusting gasket is arranged above the elastic element; the locking gasket is embedded in the outer sleeve and is connected with the height-adjusting gasket and the elastic element together through a connecting piece; and a spring breakage indicator disposed above the elastic member and having an indicating end located at an opening at an upper end of the outer sleeve, wherein the spring member includes: a spring housing; the first steel spring is arranged in the spring shell; and the second steel spring is smaller than the first steel spring in overall diameter and is sleeved in the first steel spring.

Utility model with the functions and effects

According to the utility model discloses an overhead double-line track noise reduction system adopts any kind of setting in the railway roadbed damping pad or the railway roadbed isolator on the track, can reduce the vibration on lower part basis to reduce the formation of secondary noise.

The track acoustic panel is laid on the track bed along the extending direction of the steel rail, and can absorb and eliminate sound energy at a sound source close to wheel rail noise, reduce the sound wave of secondary noise, and reduce the treatment difficulty of noise pollution of more peripheral areas by outwards diffusing and transferring from the space formed by the carriage body and the track bed.

The sound barrier of nearly rail sets up in the rail outside, and more traditional sound barrier is closer to the sound source, and is bigger than traditional vertical type sound barrier sound shadow area, can be close to the further diffusion of outside regional propagation of wheel rail department separation part secondary noise, has better noise reduction effect. The near-rail sound barrier comprises a sound barrier main body, a mounting plate and a mounting frame. The sound barrier main part sets up on the mounting panel, and the mounting panel passes through mounting bracket fixed mounting in the track outside, and overall structure is simple, simple to operate, and can be applicable to existing track circuit, and application scope is wide, and the practicality is strong, compares with traditional sound barrier that the material still less, engineering cost is lower, has higher popularization and application and worth. The sound barrier main part of the track sound barrier is arranged in the mounting groove on the mounting plate and towards one side of the track, so that the wheel track noise generated when a train runs can be effectively absorbed, and the noise pollution is reduced.

The sound barrier main part includes sound absorbing layer, sound transmission layer and waterproof layer, and the waterproof layer setting is on the surface of sound absorbing layer towards the mounting panel, and sound transmission layer parcel is in the outside on sound absorbing layer and edge fixed connection on the waterproof layer towards the mounting panel on the surface for need not direct sticky fixed between sound transmission layer and the sound absorbing layer, can effectively improve the sound transmission rate on sound transmission layer, reach better noise reduction. In addition, the sound-transmitting layer is towards the mounting panel in the sound-absorbing layer with the hookup location of waterproof layer one side of rail promptly dorsad for the noise that the waterproof layer does not influence the track side and produces when blockking the rainwater sees through, also levels more beautifully in appearance.

Because the position difference of each part noise source in the overhead double-line track is great, and the influence factor that noise production and propagation are comparatively complicated, single noise reduction measure can't all cover, the comprehensive damping noise reduction measure of taking nearly rail sound barrier, track abatvoix and railway roadbed damping pad or railway roadbed isolator combination can be more accurately to fall the noise to noise and secondary noise, and the better noise reduction effect of totality realization.

Drawings

Fig. 1 is a schematic perspective view of a noise reduction system for a middle rail and an overhead two-wire rail according to an embodiment of the present invention;

fig. 2 is an overall cross-sectional schematic view of a noise reduction system for a middle rail and an overhead two-wire rail according to an embodiment of the present invention;

fig. 3 is a schematic partial cross-sectional view of a noise reduction system for a mid-track and overhead two-track according to an embodiment of the present invention;

FIG. 4 is a side view of a vibration-damping mattress for a middle bed according to an embodiment of the present invention;

FIG. 5 is a top view of a middle rail acoustic panel according to an embodiment of the present invention;

FIG. 6 is a side view of a middle rail acoustic panel according to an embodiment of the present invention;

fig. 7 is a front view of a middle rail sound-absorbing plate according to a first embodiment of the present invention;

fig. 8 is a schematic perspective view of a lateral rail sound-absorbing panel according to an embodiment of the present invention;

fig. 9 is a front view of a near-rail sound barrier according to an embodiment of the present invention;

fig. 10 is a side sectional view of a near-rail sound barrier according to an embodiment of the present invention;

fig. 11 is a top view of a mid-near rail sound barrier according to an embodiment of the present invention;

fig. 12 is a schematic layered diagram of a sound barrier body according to an embodiment of the present invention;

FIG. 13 is a top view of a ballast bed according to a second embodiment of the present invention;

FIG. 14 is an enlarged view of a portion of FIG. 13 within box A;

fig. 15 is a sectional view of a second middle bed plate of the embodiment of the invention at the position of the vibration isolator;

figure 16 is a cross-sectional view of a steel spring vibration isolator according to a second embodiment of the present invention;

fig. 17 is a perspective view of the outer sleeve according to the second embodiment of the present invention;

fig. 18 is a perspective view of a locking washer according to a second embodiment of the present invention;

fig. 19 is a perspective view of a height-adjustable spacer according to a second embodiment of the present invention; and

fig. 20 is a perspective view of a support cylinder according to a second embodiment of the present invention.

Detailed Description

In order to make the utility model discloses the technological means, creation characteristic, achievement purpose and efficiency that realize are easily understood and are known, and it is right to combine embodiment and drawing below the utility model discloses an overhead double-line track noise reduction system does specifically to explain. The parts not described in detail in the examples are well known in the art.

< example one >

Fig. 1 is the utility model discloses the spatial structure schematic diagram of track and overhead double-line track noise reduction system in the embodiment one, fig. 2 is the utility model discloses a track and overhead double-line track noise reduction system's whole cross-section schematic diagram in the embodiment one, fig. 3 is the utility model discloses a track and overhead double-line track noise reduction system's local cross-section schematic diagram in the embodiment one.

As shown in fig. 1 to 3, the present embodiment provides an overhead two-wire track noise reduction system 100, which is disposed on an overhead 1 having two parallel tracks 200, wherein the tracks 200 include a track bed 201, sleepers 202, steel rails 203, and a substrate 204. Wherein, a track bed 201 is arranged on a substrate 204, a plurality of sleepers 202 are arranged on the track bed 201 in a length direction of the track bed 201 in a pairwise opposite and interval-uniform manner, and two steel rails 203 are installed on the track bed 201 in parallel with each other through the sleepers 202.

In this embodiment, overhead twin track noise reduction system 100 includes a near-rail sound barrier 10, a track sound absorbing panel 20, and a track bed damping pad 30.

Fig. 4 is a side view of a vibration-damping mattress for a middle bed according to an embodiment of the present invention.

The track bed damping pad 30 is disposed between the track bed 201 and the base 204, and as shown in fig. 4, the track bed damping pad 30 includes a damping pad body 31 and a plurality of damping bosses 32. The damping pad main body 31 has a rectangular solid flat plate structure having a certain thickness. The damping bosses 32 are uniformly distributed on the surface of the damping pad body 31 close to the substrate 204 in a matrix form, and are integrally formed with the damping pad body 31. The sectional area of the portion of the damping boss 32 close to the damping pad main body 31 is greater than or equal to the sectional area of the portion away from the damping pad main body 31. In the embodiment, the damping bosses 32 are conical, and in practical applications, the damping bosses 32 may also be cylindrical or prismatic.

A plurality of track sound-absorbing panels 20 are laid in sequence on the track bed 201 in the direction of extension of the rails 203. The rail sound-absorbing plate 20 is divided into a center rail sound-absorbing plate 20a disposed between the two rails 203 and side rail sound-absorbing plates 20b disposed outside the two rails 203.

Fig. 5 is the utility model discloses a middle part track abatvoix's top view in the embodiment one, fig. 6 is the utility model discloses a middle part track abatvoix's side view in the embodiment one, fig. 7 is the utility model discloses a middle part track abatvoix's main view in the embodiment one, fig. 8 is the utility model discloses a lateral part track abatvoix's spatial structure schematic diagram in the embodiment one.

As shown in fig. 5 to 8, in the present embodiment, each of the side rail sound-absorbing plates 20b and the center rail sound-absorbing plate 20a includes a sound-absorbing plate main body 21, first protrusions 22, and second protrusions 23. In this embodiment, the sound-absorbing panel main body 21 has a length of 300mm in the direction parallel to the extending direction of the rails 203, a length of 580mm in the direction perpendicular to the extending direction of the rails 203, and the overall thickness of the track sound-absorbing panel 20 is 180mm.

The number of the first protrusions 22 corresponding to the single-track sound-absorbing plate 20 is two, and the two first protrusions 22 are symmetrically arranged at both ends of the sound-absorbing plate main body 21 and extend in a direction parallel to the rails 203. The first bulges 22 on the adjacent track sound-absorbing plates 20 are fixedly connected. The width of the first projection 22 in the direction perpendicular to the extension of the rail 203 is equal to the distance between the two opposite sleepers 202, in this embodiment 580mm wide and 160mm long in the direction parallel to the extension of the rail 203.

In the center rail sound-absorbing panel 20a, a sound-absorbing panel main body 21 is mounted between two rails 203, a first projection 22 is mounted between two opposing sleepers 202, and a second projection 23 is mounted between two sleepers 202 adjacent in the extending direction of the rails 203. The number of the second protrusions 23 corresponding to the single middle rail sound-absorbing plate 20a is two, the two second protrusions 23 are respectively and symmetrically arranged on two sides of the sound-absorbing plate main body 21 and extend in the direction perpendicular to the steel rails 203, and the whole middle rail sound-absorbing plate 20a is in a cross shape. The width of the second projection 23 in the direction parallel to the extension of the rail 203 is equal to the distance between two sleepers 202 adjacent in the direction parallel to the rail 203, which in the present embodiment is 300mm. The length of the second protrusion 23 in a direction perpendicular to the extension of the rail 203 is 200mm.

In the side rail sound-absorbing panel 20b, the sound-absorbing panel main body 21 is mounted on the outer side of the rail 203, the first projection 22 is mounted on the outer side of the tie 202, and the second projection 23 is mounted between two ties 202 adjacent in the extending direction of the rail 203. In the present embodiment, the number of the second protrusions 23 corresponding to a single side rail sound-absorbing plate 20b is one, and the side rail sound-absorbing plate 20b is in a convex shape as a whole. The second projection 23 is provided on the side of the sound-absorbing panel main body 21 close to the rail 203 and extends in a direction perpendicular to the rail 203. In practical engineering applications, the side rail sound-absorbing plate 20b can also adopt the same structure as the middle rail sound-absorbing plate 20a under the condition that the width condition of the ballast bed is sufficient, so that the sound-absorbing area is larger, and the mass production and the manufacture are convenient.

The track sound-absorbing plate 20 is made of porous non-metallic materials, the response frequency of the materials corresponds to the dominant frequency of wheel-rail noise and electrical equipment noise, and the acoustic performance indexes shown in the following table 1 and the physical performance indexes shown in the following table 2 are met.

Frequency (Hz)	125	250	500	1000	2000	4000
							Coefficient of sound absorption	0.2	0.78	0.93	0.91	0.90	0.67

TABLE 1 Acoustic Performance index of track acoustical panel

TABLE 2 physical Properties of the track Acoustic Panel

In this embodiment, the track sound-absorbing plate 20 is formed by casting ceramsite mixed with concrete mortar, and in practical application, the track sound-absorbing plate 20 may also be a polyester fiber plate as a whole, or may also be made of high-temperature ceramics, cotton materials and the like instead of the ceramsite mixed with the concrete mortar.

In the present embodiment, the upper surface of the track sound-absorbing plate 20 is wavy, which can increase the surface area and improve the sound-absorbing effect. A gap is reserved between the lower surface of the track sound-absorbing plate 20 and the upper surface of the track bed 201, and therefore transverse drainage of the surface of the track bed is facilitated. The lower portion of the track sound-absorbing plate 20 is filled with cement between the edge and the ballast bed 201, and the track sound-absorbing plate 20 can be supported and fixed. The track sound-absorbing plate 20 is also provided with fixing holes 24 which are formed along the vertical direction, and the connection between the track sound-absorbing plate 20 and the track bed 201 is further stabilized by means of embedding ribs into the track bed 201 in the fixing holes 24 and then pouring cement for filling and plugging.

Fig. 9 is a front view of a first mid-near-rail sound barrier according to an embodiment of the present invention, fig. 10 is a side view of a first mid-near-rail sound barrier according to an embodiment of the present invention, and fig. 11 is a top view of a first mid-near-rail sound barrier according to an embodiment of the present invention.

The near-rail sound barrier 10 is provided outside the two rails 203, and as shown in fig. 9 to 11, the near-rail sound barrier 10 includes a sound barrier main body 11, a mounting plate 12, and a mounting bracket 13.

The mounting bracket 13 includes a base plate 131 and a pair of posts 132 parallel to each other. In this embodiment, the bottom plate 131 is fixed to the outer side of the rail 203 by means of bolts or planting bars, and the upright 132 is connected to the bottom plate 131 by means of welding. The upright post 132 is i-shaped, both sides of the upright post have a limit slot 1322 adapted to the mounting plate 12, and both ends of the mounting plate 12 are respectively engaged with the limit slots 1322 of the corresponding sides. A rubber strip is arranged between the inner surface of one side of the limiting groove 1322 close to the rail and the mounting plate 12, and the rubber strip is used for reducing collision and vibration between the mounting plate 12 and the upright post 132 and avoiding secondary noise; the side of the limiting slot 1322 away from the rail is fixed to the mounting plate 12 by a wood wedge, so that the mounting plate 12 is stably mounted between the two columns 132.

The surface of the mounting plate 12 facing the rail 203 has a corresponding number of mounting grooves 121 to the sound barrier body 11. The mounting groove 121 is disposed along the horizontal direction, and the shape and size thereof are adapted to the sound barrier body 11.

Fig. 12 is a schematic layered diagram of a sound barrier main body according to an embodiment of the present invention.

The sound barrier main body 11 is disposed in the mounting groove 121, and as shown in fig. 12, the sound barrier main body 11 includes a sound absorbing layer 111, a sound transmitting layer 112, and a waterproof layer 113.

In this embodiment, two pieces of mineral wool 1111 in a rectangular parallelepiped shape are used as the sound absorbing layer 111. The single piece of mineral wool 1111 has a length of 2000mm, a width of 230mm, a thickness of 50mm and a bulk weight of 80g/m3. The total thickness of the sound absorbing layer 111 that two mineral wools 1111 stacked up and formed is 100mm, and thickness is great, and is less than the flow resistance for sound absorbing layer 111 is effectual to the noise reabsorption of reflection and diffraction, and can absorb the noise that reduces different frequency channels, makes the sound absorption noise reduction effect of sound barrier main part 11 improve greatly.

The waterproof layer 113 is disposed on a surface of the sound absorbing layer 111 facing the mounting plate 12, the width of the waterproof layer 113 is less than or equal to the width of the sound absorbing layer 111, and the length of the waterproof layer 113 is less than or equal to the length of the sound absorbing layer 111.

The sound-transmitting layer 112 is wrapped outside the sound-absorbing layer 111, and the edge of the sound-transmitting layer 112 is fixedly connected to the surface of the waterproof layer 113 facing the mounting plate 12. The sound-transmitting layer 112 is made of a fabric material, in this embodiment, the fabric material is made of polyester fibers with a thickness of 0.52 mm, and the fabric material is bendable while the fiber restoring force can ensure high stability of the product shape and high compressive strength. The surfaces of two sides of the fabric material are coated with high-temperature-resistant and ultraviolet-resistant coatings, so that the fabric material has high mechanical strength, the effect in outdoor use can be ensured, and the service life is prolonged. In order to provide sound-transmitting layer 112 with better fire-retardant and strength properties, the surface of sound-transmitting layer 112 is also silver-plated.

The sound-transmitting layer 112 has sound-transmitting holes 1121 uniformly distributed in a grid shape. In this embodiment, the perforation rate on the surface of the sound-transmitting layer 112 is 35%, the length of the sound-transmitting hole 1121 is 1 mm, the width is 0.8 mm, and the depth is 0.52 mm. In practical application, the perforation rate and the sound transmission hole size can be adjusted according to the use requirement.

When a train runs through, part of the sound waves of the wheel track noise which are not absorbed by the track sound-absorbing plate 20 enter the sound-absorbing layer 111 with the micropore structure through the sound-transmitting layer 112, so that the air in the micropores vibrates, and due to the viscous resistance of the air, the friction and heat conduction between the air and the hole wall and the like, a certain part of sound energy is converted into heat energy and is lost, so that the noise reduction effect is realized.

In the present embodiment, the number of the mounting grooves 121 on a single mounting plate 12 is set to 3, and the 3 mounting grooves 121 are arranged in parallel in the vertical direction. The number of the sound barrier main bodies 11 mounted on the mounting plate 12 is also set to three correspondingly, and 3 sound barrier main bodies 11 are correspondingly mounted in 3 mounting grooves 121 respectively. Mounting plate 12 is disposed outboard of rail 203 by means of i-shaped stud 132.

To meet the urban railway "equipment clearance" regulations, in this embodiment, the distance of the near-rail sound barrier 10 from the center line of the rail is set to 1900mm.

In order to effectively block the noise at the lower part of the train body, such as the noise of the wheel track, the height of the sound barrier 10 should be equal to the height of the carriage shell, i.e. equal to the height of the wheels, in this embodiment, the height of the sound barrier is set to 860mm above the rail surface.

In this embodiment, two overhead two-wire track noise reduction systems 100 are symmetrically disposed on two parallel tracks 200, respectively. In each overhead double-track noise reduction system 100, a plurality of near-rail sound barriers 10 are provided outside two steel rails 203, respectively, in the extending direction of the two steel rails 203. Two adjacent near-rail sound barriers 10 on the outer side of the same steel rail 203 share the middle upright post 132, and the mounting plates 12 in the two near-rail sound barriers 10 are respectively matched with the limiting grooves 1322 on the two sides of the upright post 132.

On the side close to the overhead edge, the number of the corresponding mounting plates 12 in a single near-rail sound barrier 10 is 1, the mounting plates 12 are mounted between the two columns 132, and the bottom of the mounting plates 12 abuts against the bottom plate 131. The 3 sound barrier main bodies 11 are respectively installed in the corresponding 3 installation grooves 121.

Between the lines, i.e., on the side near the adjacent tracks, the number of the correspondingly disposed mounting plates 12 in a single near-rail sound barrier 10 is two, and 6 sound barrier bodies 11 are respectively mounted in the corresponding 6 mounting grooves 121. Two mounting panels 12 are along vertical direction stack, and the mounting panel 12 bottom that is located the top has the location arch, and the mounting panel 12 top that is located the below has the positioning groove with it looks adaptation to can stable connection, difficult aversion between making two mounting panels 12. The inner side of the limiting groove 1322 is provided with a limiting protrusion 1323, in this embodiment, the limiting protrusion 1323 is an angle iron welded on the inner side of the limiting groove 1322, the limiting protrusion 1323 abuts against the bottom of the mounting plate 12, so as to support the mounting plate 12, a gap exists between the bottom of the mounting plate 12 and the plane where the upper surface of the bottom plate 131 is located, and a baffle (not shown in the figure) is installed at the gap to prevent noise from leaking from the bottom.

In practical applications, the number of the sound barrier main bodies 11 and the mounting plates 12 correspondingly mounted in a single rail sound barrier 10 can be adjusted according to conditions such as the mounting position and the noise reduction range, and the mounting height of the rail sound barrier 10 can also be adjusted by changing the setting position of the limiting protrusion 1323.

< example two >

The second embodiment provides an overhead two-track noise reduction system, which is different from the second embodiment in that the second embodiment adopts a track bed resonator instead of a track bed damping pad. For convenience of expression, in the second embodiment, the same reference numerals are given to the same structures as those in the first embodiment, and the same descriptions are omitted.

Fig. 13 is a plan view of a ballast bed in the second embodiment of the present invention, fig. 14 is an enlarged view of a portion of the middle frame a in fig. 13, and fig. 15 is a sectional view of a ballast bed plate in the second embodiment of the present invention at the vibration isolator.

In the first embodiment, the track bed damping pad 30 is disposed between the track bed 201 and the base 204, and forms a surface support for the track bed 204. As shown in fig. 13 to 15, in the second embodiment, the track bed vibration isolator 40 is used to replace the track bed vibration-damping pad 30, that is, the floating plate is formed by point support, so that the vibration energy transmission to the periphery of the track line can be better avoided and reduced, and accordingly, more vibration energy is transmitted to the rail and the train vehicle itself and absorbed by the near-rail sound barrier 10 and the track sound-absorbing plate 20.

In this embodiment, the track bed 201 is disposed on a base 204 and includes a plurality of track bed panels 2011. The ballast bed vibration isolators 40 are steel spring vibration isolators and are embedded in the ballast bed plate 2011 in a group of two ways, and the two ballast bed vibration isolators 40 in a group are respectively positioned at positions close to the two steel rails 203. The ballast bed vibration isolator 40 is disposed between two adjacent sleepers 202 in plan view, and has one end thereof located directly below the rail 203.

Fig. 16 is a sectional view of a steel spring vibration isolator according to a second embodiment of the present invention.

As shown in fig. 16, the ballast isolator 40 includes an outer sleeve 41, a locking washer 42, a leveling washer 43, and a resilient member 44.

Fig. 17 is a perspective view of the outer sleeve in the second embodiment of the present invention;

as shown in fig. 17, the outer sleeve 41 has a through-type circular cylindrical structure as a whole, is made of a metal material, and has a height as a whole (i.e., a length of the outer sleeve 41) corresponding to a thickness of the bed plate 2011, and therefore, openings at both ends thereof are exposed from both surfaces of the bed plate 2011. The inner wall of the outer sleeve 41 has 3 radially projecting in-barrel projections 411. Due to structural occlusion, only one of the in-barrel projections 411 is shown in fig. 5, and in fact the 3 in-barrel projections 411 are evenly distributed along the circumference of the inner wall and are located at the same height, i.e. forming the same shape as the upper port of the outer sleeve 41.

In addition, the outer sleeve 41 is a pre-buried outer sleeve, which is pre-buried in the road bed board 2011 when the concrete road bed board 2011 is poured, for this reason, two pairs of fixing pins 414 are further provided on the outer wall of the outer sleeve 41, the two pairs of fixing pins 414 are provided at different heights on the outer sleeve 41, and the extending directions are perpendicular to each other, that is, arranged in a cross shape, and used for binding and fixing in a reinforced concrete slab. The lower end of the outer sleeve 41 has a ring of outwardly projecting flanges 415 forming a skirt structure for increasing the traction and load bearing capacity of the underembedded outer sleeve.

Fig. 18 is a perspective view of a locking washer according to a second embodiment of the present invention.

As shown in fig. 18, a locking washer 42 is used to lock the height-adjusting washer 43 and the elastic member 44 in the outer sleeve 41. The locking washer 42 is a sheet-shaped member made of metal and has three locking washer protrusions 421 protruding in an arc shape, so that the shape of the locking washer 42 is matched with the inner wall of the outer sleeve 41 at the jacking step 412, specifically, the shape of the locking washer 42 is substantially consistent with the shape of the inner wall of the outer sleeve 41 at the inner protrusion 411 of the sleeve, and the size of the locking washer is slightly smaller than the inner wall of the inner protrusion. The middle part of the locking washer 42 is provided with a first abdicating hole 422 for a corresponding mounting tool to extend into when the vibration isolator is mounted. The locking washer 42 further has three first mounting grooves 423 extending radially, each communicating with the first relief hole 422 in the middle, for mounting a connector. The extending directions of the locking plate protrusions 421 and the first mounting grooves 423 are staggered, and the extension line of the first mounting groove 423 is located between the two locking plate protrusions 421. The thickness of the lock washer 42 is 10mm.

Fig. 19 is a perspective view of the height-adjustable gasket according to the second embodiment of the present invention.

As shown in fig. 19, the height-adjusting pads 43 are used to adjust the installation height of the elastic members 44, so that the height of the road bed 2011 can be adjusted to meet design data. The outer contour shape of the height-adjusting gasket 43 is the same as that of the locking gasket 42, and three height-adjusting sheet protrusions 431 are provided, which are not described in detail. The middle part of the height-adjusting gasket 43 is provided with a circular second yielding hole 432 and is provided with three second mounting grooves 433 which radially extend and are communicated with the second yielding hole 432. The height-adjusting piece protrusion 431 is in the extending direction of the second mounting groove 433.

One or more stacked height-adjusting shims 43 may be used, each height-adjusting shim 43 having a thickness of 2mm to 10mm, depending on the actual desired mounting height.

The elastic member 44 includes a support cylinder 441, a support base 442, a pair of spring end stoppers 443, a first steel spring 444, and a second steel spring 445. Wherein the supporting cylinder 441 and the supporting base 442 are also spring housings accommodating steel springs.

Fig. 20 is a perspective view of a supporting cylinder according to a second embodiment of the present invention.

As shown in fig. 20, the support cylinder 441 has a semi-closed structure and includes a plate-shaped top portion 4411 and a cylindrical portion 4412. The support cylinder 441 is made of a metal material to provide support for the upper ends of the first and second steel springs 444 and 445.

The outer contour of the plate-shaped top 4411 is shaped to conform to the height-adjusting shim 43 and is thicker than the height-adjusting shim 43. The middle of the top surface of the plate-shaped top 4411 is provided with a circular top abdicating groove 4411a for abdicating a mounting tool during mounting, three top mounting holes 4411b are distributed around the top abdicating groove 4411a, the positions of the top abdicating grooves are distributed corresponding to the end parts of the three second mounting grooves 433 of the height-adjusting gasket 43, and the top abdicating groove is also used for the mounting tool to extend into during mounting. The plate top 4411 has a circular retainer nest in the middle of its lower surface for mounting the spring end retainer 443.

Because the distribution of the end parts of the three top mounting holes 4411b at the top of the supporting cylinder 441, the end parts of the three second mounting grooves 433 on the heightening gasket 43 and the end parts of the three first mounting grooves 423 on the locking gasket 42 are all the same, when the device is installed, the mounting holes and the mounting grooves can be respectively aligned to form three vertically through mounting holes of the connecting piece, so that the connecting piece can be arranged to fasten the three together. In this embodiment, the connecting member is a bolt and a nut.

The support base 442 is also made of a metal material, and has a circular cap shape for providing support to the lower ends of the first and second steel springs 444 and 445. Since the outer diameter of the support base 442 is slightly smaller than the inner diameter of the cylindrical portion 4412, the support base 442 is slidably fitted to the support cylinder 441. The bottom of the support base 442 has a circular mounting hole for disposing the stopper 47.

A pair of spring end stoppers 443 are respectively provided at the middle of the inner top surface of the supporting cylinder 441 and the middle of the inner bottom surface of the supporting base 442. As shown in FIG. 3, the spring end stop 443 has a generally T-shaped cross-section with a first cylindrical section 4431 and a second cylindrical section 4432, with the second cylindrical section 4432 having a smaller diameter than the first cylindrical section 4431 and extending from the middle of the end face of the first cylindrical section 4431. Therefore, the annular end of the second steel spring 445 can be sleeved on the second cylindrical section 4432 and abut against the first cylindrical section 4431, thereby limiting the two ends of the second steel spring 445. Further, a cylindrical protrusion is formed on the other side of the first cylindrical section 4431, the cylindrical protrusion of the upper spring end-limiting piece 443 is fitted and fixed in the limiting piece insertion groove on the inner top surface of the support cylinder 441, and the cylindrical protrusion of the lower spring end-limiting piece 443 is fitted and fixed in the circular mounting hole on the inner bottom surface of the support base 442.

The first steel spring 444 and the second steel spring 445 are both disposed in the space surrounded by the support cylinder 441 and the support base 442. The first steel spring 444 has an overall diameter larger than that of the second steel spring 445, the first steel spring 444 has an overall diameter slightly smaller than the inner diameter of the support base 442, and both ends thereof are fitted in the support cylinder 441 and the support base 442, respectively. The second steel spring 445 is nested within the first steel spring 444.

The first steel spring 444 and the second steel spring 445 are each made by winding a steel bar, wherein the diameter of the steel bar of the first steel spring 444 is larger than that of the second steel spring 445, and the number of turns of the steel bar of the second steel spring 445 is larger.

By providing two nested steel springs, it is easier to adjust the overall stiffness of the elastic element 44, for example, the first steel spring 444 is used as a standard component with uniform stiffness, and the second steel spring 445 is used as an adjusting component with different stiffness by setting the diameter of the steel bar and the number of winding turns according to actual needs.

The protective cover plate 45 is a plate-shaped member made of metal, and the shape of the outer contour of the protective cover plate is consistent with the shape of the upper end face of the outer sleeve 41, so that the protective cover plate is used for covering the upper end opening of the outer sleeve 41 after the vibration isolator is installed, and dust, impurities and the like are prevented from entering from the upper end opening to influence the vibration reduction effect and the service life of the vibration isolator.

The stopper posts 47 are shaft pin-shaped metal members for laterally stopping the ballast bed vibration isolator 40, and have one ends fitted into circular mounting holes in the bottom of the support pedestal 442 and the other ends driven into the base 204 for fixation.

When the track construction is carried out, the ballast bed vibration isolator 40 is installed according to the following steps:

firstly, placing a plurality of outer sleeves 41 in a reinforcement frame of a road bed plate 2011 in advance, and thus pouring to form the road bed plate 2011 with the outer sleeves 41 pre-embedded;

then, the bed plate 2011 is jacked up by jacking equipment, the elastic element 44 and the height-adjusting gasket 43 are sequentially put into the opening at the upper end of the outer sleeve 41 and are rotated by 60 degrees, and then the bed plate 2011 is put down, so that the three convex parts of the elastic element 44 and the height-adjusting gasket 43 are respectively abutted against the three in-sleeve convex parts 411 in the outer sleeve 41 to form a supporting structure;

and then, putting the locking washer 42 into the opening at the upper end of the outer sleeve 41, connecting the locking washer 42, the height-adjusting washer 43 and the elastic element 44 together through bolts and nuts, and installing the protective cover plate 45 to complete the installation of the ballast bed vibration isolator 40.

Examples effects and effects

The track acoustic panel is laid on the track bed along the extending direction of the steel rail, and can absorb and eliminate acoustic energy at a sound source close to wheel rail noise, reduce the outward diffusion and transmission of sound waves of secondary noise from the space formed by the box body and the track bed, and reduce the treatment difficulty of noise pollution of a more peripheral area.

The rail sound-absorbing plate comprises a sound-absorbing plate main body, first bulges and second bulges, the first bulges on the adjacent rail sound-absorbing plates are connected with each other, and the second bulges are arranged between two adjacent sleepers in the extending direction of the rail. The track sound-absorbing board is simple in overall structure, suitable for existing track lines, convenient to install, wide in application range, high in practicability and high in popularization and application value.

The track acoustic panel adopts the porous non-metallic material that satisfies certain performance index, has better sound absorption performance, weatherability and compressive strength, can avoid guaranteeing the personnel walking damage because of the engineering maintenance, effectively prolongs the life of track acoustic panel.

The sound barrier of nearly rail sets up in the rail outside, and more traditional sound barrier is closer to the sound source, and is bigger than traditional vertical type sound barrier sound shadow area, can be close to the further diffusion of outside regional propagation of wheel rail department separation part secondary noise, has better noise reduction effect. The near-rail sound barrier comprises a sound barrier main body, a mounting plate and a mounting frame. The sound barrier main part sets up on the mounting panel, and the mounting panel passes through mounting bracket fixed mounting in the track outside, and overall structure is simple, simple to operate, and can be applicable to existing track circuit, and application scope is wide, and the practicality is strong, compares with traditional sound barrier that the material still less, engineering cost is lower, has higher popularization and application and worth. The sound barrier main part of the track sound barrier is arranged in the mounting groove on the mounting plate and towards one side of the track, so that the noise of the wheel track when the train runs can be effectively absorbed, and the noise pollution is reduced.

The sound barrier main part includes sound absorbing layer, sound transmission layer and waterproof layer, and the waterproof layer setting is on the surface of sound absorbing layer towards the mounting panel, and sound transmission layer parcel is in the outside on sound absorbing layer and edge fixed connection on the waterproof layer towards the mounting panel on the surface for need not direct sticky fixed between sound transmission layer and the sound absorbing layer, can effectively improve the sound transmission rate on sound transmission layer, reach better noise reduction. In addition, the sound-transmitting layer and the waterproof layer are connected at the sound-absorbing layer towards the mounting plate, namely, one side of the mounting plate back to the steel rail, so that the waterproof layer does not influence the transmission of noise generated on the track side while blocking rainwater, and the waterproof layer is more smooth and attractive in appearance. The sound barrier main part need not to use traditional various steel sheet or aluminum plate shutoff mounting groove, can effectively prolong the life of sound barrier, and whole quality is lighter, and processing, construction cycle are also shorter, can further reduce manpower and time cost.

The sound-transmitting layer is made of a fabric material with the surface coating, the flexible sound-transmitting layer can ensure high stability and high compressive strength of the shape of a product, and the sound-transmitting layer has high mechanical strength and is not easy to tear, the effect in outdoor use can be ensured, and the service life is prolonged. The silver plating treatment further improves the fire resistance and strength of the sound-transmitting layer.

The sound transmission layer is provided with the sound transmission holes which are uniformly distributed in a latticed manner, the sound transmission performance is better, the sizes of the sound transmission holes are smaller, the adverse effect of rainwater on the use performance of the sound absorption layer inside the sound absorption layer can be reduced, the sound absorption layer is not prone to overflowing through the sound transmission holes, and the sound absorption performance of an acoustic barrier is prevented from causing environmental pollution and being reduced.

The height of the near-rail sound barrier is equal to that of the wheels, and compared with the traditional sound barrier, the near-rail sound barrier has the advantages of less material and lower engineering cost. The sound barrier of nearly rail sets up in the rail outside, and more traditional sound barrier is closer to the sound source, and is bigger than traditional vertical type sound barrier sound shadow area, can be close to further outside regional propagation diffusion of wheel rail department separation part noise, has better noise reduction.

Because the position difference of each part of the noise source in the overhead double-line track is large, the influence factors of noise generation and transmission are complex, and a single noise reduction measure cannot cover the whole overhead double-line track, the comprehensive vibration reduction and noise reduction measure combining the near-rail sound barrier, the track sound absorption plate and the track bed vibration absorption pad or the track bed vibration isolator can accurately reduce the noise aiming at primary noise and secondary noise, and the better noise reduction effect is realized overall.

The above embodiments are merely illustrative of specific embodiments of the present invention, and the present invention is not limited to the description of the above embodiments.

Claims

1. An overhead dual track noise reduction system disposed on an overhead having two parallel tracks, the tracks including a substrate, a track bed, a tie, and a rail, comprising:

a near-rail sound barrier provided outside the rail in an extending direction of the steel rail;

the track acoustic panel is laid on the track bed along the extending direction of the steel rail; and

either a ballast bed vibration damping mat or a ballast bed vibration isolator disposed between the ballast bed and the foundation,

wherein the near-rail sound barrier comprises a sound barrier main body, a mounting plate and a mounting frame,

the mounting plate is fixedly arranged on the outer side of the track through the mounting frame,

the sound barrier main body is arranged on the mounting plate,

the sound barrier main body comprises a sound absorption layer, a sound transmission layer and a waterproof layer,

the waterproof layer is arranged on the surface of the sound absorption layer facing the mounting plate,

the sound-transmitting layer is wrapped outside the sound-absorbing layer,

the edge of the sound-transmitting layer is fixedly connected to the surface, facing the mounting plate, of the waterproof layer.

2. The overhead two-wire track noise reduction system of claim 1, wherein:

wherein the track sound-absorbing plate comprises a sound-absorbing plate main body, a first bulge and a second bulge,

the number of the first protrusions corresponding to a single rail sound-absorbing plate is two,

the two first bulges are respectively arranged at the two ends of the sound-absorbing plate main body,

the first bulges on the adjacent track sound-absorbing boards are connected with each other,

the second protrusions are arranged on the side face of the sound-absorbing plate body.

3. The overhead twin track noise reduction system of claim 2, wherein:

wherein the sound-absorbing board main body is arranged between the two steel rails,

the first projection is mounted between two opposing sleepers,

the number of the second protrusions corresponding to a single rail sound-absorbing panel is two,

the two second protrusions are respectively arranged on two sides of the sound-absorbing plate main body,

the second protrusion is installed between two sleepers adjacent to each other in the extending direction of the steel rail.

4. The overhead twin track noise reduction system of claim 2, wherein:

wherein the sound-absorbing board main body is arranged on the outer side of the steel rail,

the first protrusion is mounted on the outside of the sleeper,

the number of the second bulges corresponding to the single track sound-absorbing plate is one, and the second bulges are arranged on one side, close to the steel rail, of the sound-absorbing plate main body.

5. The overhead two-wire track noise reduction system of claim 1, wherein:

wherein, the sound-transmitting layer adopts a fabric material with a coating on the surface and is subjected to silver plating treatment.

6. The overhead two-wire track noise reduction system of claim 1, wherein:

wherein the sound-transmitting layer is provided with sound-transmitting holes which are uniformly distributed in a grid shape,

the length of the sound-permeable holes is 1 mm, the width of the sound-permeable holes is 0.8 mm, and the depth of the sound-permeable holes is 0.52 mm.

7. The overhead two-wire track noise reduction system of claim 1, wherein:

wherein the sound absorption layer adopts mineral wool with the volume weight of 80g/m < 3 >,

the sound absorption layer has the length of 2000mm, the width of 230mm and the thickness of 100mm.

8. The overhead two-wire track noise reduction system of claim 1, wherein:

wherein the width of the waterproof layer is less than or equal to the width of the sound absorption layer,

the length of the waterproof layer is less than or equal to that of the sound absorption layer.

9. The overhead two-wire track noise reduction system of claim 1, wherein:

wherein the ballast bed damping pad is arranged between the ballast bed and the substrate and comprises a damping pad main body and a plurality of damping bosses,

the plurality of damping bosses are distributed on one surface of the damping pad main body and are integrally formed with the damping pad main body,

the cross-sectional area of the part, close to the damping pad main body, of the damping boss is larger than or equal to that of the part, far away from the damping pad main body.

10. The overhead two-wire track noise reduction system of claim 1, wherein:

the ballast bed vibration isolator comprises an outer sleeve which is fixedly embedded in the ballast bed and penetrates through the ballast bed along the length direction of the ballast bed vibration isolator;

an elastic element disposed below the outer sleeve;

the height-adjusting gasket is arranged above the elastic element;

the locking gasket is embedded in the outer sleeve and is connected with the height-adjusting gasket and the elastic element together through a connecting piece; and

the spring breaking indicator is arranged above the elastic element, the indicating end of the spring breaking indicator is positioned at the opening at the upper end of the outer sleeve,

wherein the elastic member includes:

a spring housing;

the first steel spring is arranged in the spring shell; and

and the second steel spring is smaller than the first steel spring in overall diameter and is sleeved in the first steel spring.