CN221663295U - Embedded track structure suitable for existing subway vibration damping and noise reduction transformation - Google Patents

Abstract

The utility model discloses an embedded track structure suitable for vibration reduction and noise reduction transformation of existing subways, including an iron pad, an elastic pad, a lower foundation, a track plate, a rail, a filling assembly, a buffer assembly, a rubber pad, a locking assembly, a connection assembly, a fastening assembly and a limit assembly, and a base plate is provided on the top of the lower foundation. The utility model utilizes the bolt hole positions of the spring clip fastener system of the existing line of urban rail transit, and installs the embedded track on the roadbed or rail support platform of the existing line through anchor bolts, without adjusting the roadbed and track plate of the existing line, and the installation is simple and efficient. The vibration reduction and noise reduction transformation is realized by continuously supporting and continuously locking the rails with polymer materials, which reduces the environmental vibration pollution caused by the running of trains, and improves the lateral vibration reduction effect of the rails. It can better suppress lateral vibration in curved sections, has good service performance, increases the service life of the track structure, and ensures the safety of train operation.

Description

An embedded track structure suitable for vibration and noise reduction reconstruction of existing subways

Technical Field

The utility model relates to the technical field of rail transportation, in particular to an embedded rail structure suitable for vibration reduction and noise reduction reconstruction of an existing subway.

Background Art

Urban rail transit is the preferred mode of transportation for the general public because of its convenience and comfort. With the rapid advancement of new urbanization and the priority development of public transportation in cities, it has entered a stage of rapid development and has shown a speed and scale rarely seen in the world. However, the environmental vibration along the line and the secondary structural noise of buildings caused by train operation have attracted people's attention. In recent years, relevant scholars have conducted a lot of research on the vibration and noise caused by subways. Combined with actual field tests, it can be found that the environmental vibration caused by subways is mainly low-frequency. The main frequency of environmental vibration caused by trains running on viaducts is about 10-120Hz, and the main frequency of environmental vibration caused by running in tunnels is about 0-40Hz. There are many measures for vibration and noise reduction in domestic subways. According to the vibration source, they can be divided into three categories: medium vibration reduction, high vibration reduction and special vibration reduction. Medium vibration reduction is mainly elastic fasteners, high vibration reduction includes elastic sleepers, vibration reduction pad floating plates, etc., and special vibration reduction includes steel spring floating plate roadbed, rubber pad floating plate roadbed, etc.

Among the existing vibration and noise reduction measures, compared with the ordinary track structure of the subway, the vibration reduction effect of medium vibration reduction is 3-6dB, the vibration reduction effect of high vibration reduction is 5-10dB, and the vibration reduction effect of special vibration reduction is more than 10dB. As people's requirements for environmental noise increase, traditional vibration reduction methods cannot meet the needs. The steel spring floating plate has a vibration reduction effect on vibrations with a frequency greater than 10Hz, and the vibration reduction pad floating plate has a vibration reduction effect on vibrations with a frequency greater than 25Hz. It mainly has a good vibration reduction effect on medium and high frequency vibrations. The human body is more sensitive to vibrations in the frequency band of 0-80Hz. When the vibration frequency is close to the natural frequency of the human body, resonance will occur, which will cause harm to the human body. Embedded tracks are widely used in trams, and their vibration reduction effect can reach 12dB for vibration noise in the frequency band of 1-80Hz. For existing subway lines with vibration noise sections, the use of traditional vibration reduction measures has slow construction speed, is prone to front and back slopes, and has poor vibration reduction performance.

In summary, in order to solve the problem of vibration and noise reduction renovation of existing subway lines, full consideration was given to the advantages of embedded track vibration and noise reduction, and an embedded track suitable for subway vibration and noise reduction renovation was designed. It has the advantages of good vibration reduction effect, can reduce low-frequency vibration, and is easy to construct and install.

Utility Model Content

The utility model aims to solve the shortcomings in the prior art and proposes an embedded track structure suitable for vibration reduction and noise reduction reconstruction of existing subways.

In order to achieve the above purpose, the utility model adopts the following technical solutions:

An embedded track structure suitable for vibration and noise reduction reconstruction of an existing subway, comprising an iron pad, an elastic pad, a lower foundation, a track plate, a rail, a filling component, a buffer component, a rubber pad, a locking component, a connecting component, a fastening component and a limit component, wherein a base plate is provided on the top of the lower foundation, self-compacting concrete is provided on the top of the base plate, the track plate is fixedly mounted on the top of the self-compacting concrete, two rail bearing platforms of standard track gauge are symmetrically arranged on the track plate, buffer components are provided on the top surfaces of the two rail bearing platforms, iron pads are provided on the tops of a plurality of buffer components, rubber pads are provided on both sides of the iron pads, and a plurality of The limiting components are respectively located at symmetrical positions on both sides of the iron pad, the rubber pad is located between the iron pad and the limiting component, and a filling cavity is formed between the iron pad, the rubber pad and the limiting component, the steel rail is located at the symmetry axis of the limiting component, and an elastic pad is provided under the steel rail, and the filling component fills the remaining space of the filling cavity, the fastening components are arranged on both sides of the limiting component, and a connecting component and a locking component are provided between the fastening component and the adjacent limiting component, and the iron pad, elastic pad, steel rail, filling component, buffer component, rubber pad, locking component, connecting component, fastening component and limiting component are all fixedly mounted on the track plate.

Preferably, the limiting component is a steel plate with a thickness of 3 mm.

Preferably, the fastening assembly is an anchor bolt, and the material of the anchor bolt is high-quality carbon structural steel or alloy steel.

Preferably, the connection component is a spring washer, and the material of the spring washer is 60Mn or 60Si ₂ Mn.

Preferably, the locking assembly is an interlocking cover plate, and the material of the interlocking cover plate is QT450-10.

Preferably, the thickness of the rubber pad is 1 mm, the buffer component is an insulating buffer pad, the material of the insulating buffer pad is rubber-plastic and the thickness is 6 mm.

Preferably, the filling component is a polymer material. Polyurethane is selected as the polymer material in the utility model because polyurethane has the advantages of good vibration reduction and noise reduction performance, low natural frequency and good durability.

Preferably, the elastic pad is a grooved pad made of rubber material.

Preferably, the iron backing plate is QT450-10 traditional sand mold gravity casting.

Compared with the prior art, the utility model has the following beneficial effects:

1. By optimizing the design of traditional embedded rails, a new type of embedded rail structure is formed by using limit components, filling components, rubber pads, elastic pads, iron pads and rails, the embedded rail type is expanded, and the bolt holes of the spring clip fastener system of the existing line are used. The embedded rail structure is installed on the track plate through the fastening components, which is convenient for the engineering department to replace on site, improve the efficiency of vibration and noise reduction transformation of existing lines, and reduce the impact on the operation of existing lines.

2. Two limit assemblies are provided, and a filling cavity is formed between the two limit assemblies. A rail is arranged in the filling cavity. The rail is tightly wrapped by the filling assembly in the filling cavity. The rail is continuously supported and fixed. When the train is running, the rail will not bend secondary. The lateral vibration reduction performance of the curved section track is enhanced, the service life of the rail is extended, and the operation and maintenance costs are reduced.

3. The embedded rail structure filling component is polyurethane, which forms a transition vibration reduction zone between the rail and the limit component, slows down the vibration transmission, and improves the service life of the embedded rail structure. The embedded rail structure is installed on the track plate by fastening the component, and an insulating buffer pad is set between the embedded rail structure and the track plate to increase the contact area, ensure the stability of the transmission, and play a buffering role to reduce vibration transmission. The embedded rail reduces the vibration transmission of the rail layer by layer when the train is running, achieving good vibration reduction effect and a wide vibration reduction spectrum, and reducing the vibration of the surrounding environment.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a cross-sectional view of an embedded track structure suitable for vibration and noise reduction reconstruction of an existing subway proposed by the present invention.

FIG2 is a cross-sectional view of an embedded track structure proposed by the present invention and suitable for vibration and noise reduction reconstruction of an existing subway.

FIG3 is a schematic diagram of an embodiment of an embedded track structure proposed by the present invention and suitable for vibration and noise reduction reconstruction of an existing subway.

FIG4 is a schematic diagram of an embedded track structure proposed by the present invention and suitable for vibration and noise reduction reconstruction of an existing subway.

FIG5 is a three-dimensional schematic diagram of an embedded track structure proposed by the present invention and suitable for vibration and noise reduction reconstruction of an existing subway.

In the figure: 1 limit assembly, 2 fastening assembly, 3 connection assembly, 4 locking assembly, 5 rubber pad, 6 buffer assembly, 7 filling assembly, 8 rail, 9 filling cavity, 10 track plate, 11 rail support platform, 12 self-compacting concrete, 13 base plate, 14 lower foundation, 15 elastic pad, 16 iron pad.

DETAILED DESCRIPTION

The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments.

Referring to Figures 1 to 5, an embedded track structure suitable for vibration reduction and noise reduction reconstruction of an existing subway includes an iron pad 16, an elastic pad 15, a lower foundation 14, a track plate 10, a rail 8, a filling component 7, a buffer component 6, a rubber pad 5, a locking component 4, a connection component 3, a fastening component 2 and a limit component 1. A base plate 13 is provided on the top of the lower foundation 14, and a self-compacting concrete 12 is provided on the top of the base plate 13. The track plate 10 is fixedly installed on the top of the self-compacting concrete 12. Two rail bearing platforms 11 with standard track gauges are symmetrically arranged on the track plate 10, and buffer components 6 are provided on the top surfaces of the two rail bearing platforms 11. Iron pads 16 are provided on the tops of multiple buffer components 6, and rubber pads 5 are provided on both sides of the iron pads 16. Multiple limit components 1 are respectively located at symmetrical positions on both sides of the iron pad 16, the rubber pad 5 is located between the iron pad 16 and the limiting assembly 1, the limiting assembly 1, the iron pad 16 and the rubber pad 5 form a filling cavity 9, a steel rail 8 is arranged in the filling cavity 9, and the steel rail 8 is located at the symmetry axis of the limiting assembly 1, and an elastic pad 15 is arranged at the bottom of the rail 8, the filling assembly 7 enriches the remaining space of the filling cavity 9, and supports and locks the steel rail 8, the fastening assembly 2 is arranged on both sides of the limiting assembly 1, and a connecting assembly 3 and a locking assembly 4 are arranged between the fastening assembly 2 and the adjacent limiting assembly 1, the iron pad 16, the elastic pad 15, the steel rail 8, the filling assembly 7, the buffer assembly 6, the rubber pad 5, the locking assembly 4, the connecting assembly 3, the fastening assembly 2 and the limiting assembly 1 are all fixedly mounted on the track plate 10.

In the utility model, the limit component 1 is a steel plate with a thickness of 3 mm, and the iron pad 16 is a QT450-10 traditional sand mold gravity casting. The steel plate and the iron pad 16 mainly provide a filling cavity 9 for the filling component 7, and the rail 8 is placed in the filling cavity 9. The filling component 7 can continuously support and fix the rail 8 to ensure the stability and safety of the track and play a role in vibration reduction and noise reduction.

In the utility model, the thickness of the rubber pad 5 is 1 mm. The rubber pad 5 is used as a commonly used connecting piece, mainly to form an elastic transition zone between the limit assembly 1 and the iron pad 16, to improve the vibration transmission between the limit assembly 1 and the iron pad 16 under the action of vibration load, to extend the service life of the limit assembly 1 and the iron pad 16, and to avoid wear caused by direct contact.

In the utility model, the fastening component 2 is an anchor bolt, and the material of the anchor bolt is high-quality carbon structural steel or alloy steel. The anchor bolt is a fastener composed of a head and a screw rod, and is usually used in conjunction with a nut to fasten and connect two parts with through holes. The function of the anchor bolt in the track is mainly to fix the embedded rail 8 on the track plate 10 and ensure the stability and safety of the track. During track installation, the anchor bolt will anchor the connecting member steel bar to the hardened track plate 10 to form a stable track structure, ensuring the safety and smoothness of the train or vehicle. At the same time, the anchor bolt has good fatigue resistance, and is less damaged during service, which greatly reduces the operating and maintenance costs.

It is worth noting that in FIG. 2 , the position of the fastening assembly 2 corresponds to the hole positions of two different fastener systems. The group closer to the rail 8 is the hole positions of the III-type spring bar bolts, and the other group is the hole positions of the W-type spring bar bolts. The hole positions can be processed later according to the needs. In other words, the structure of the present application can be made without drilling holes first, and then drilling holes according to the existing fastener system.

In the utility model, the connection component 3 is a spring washer, and the material of the spring washer is 60Mn or 60Si ₂ Mn. 60Mn or 60Si ₂ Mn has high strength, hardness, wear resistance and toughness. The main function of the spring washer is to effectively absorb and disperse the vibration and impact between the anchor bolts and the interlocking cover plates when the train is running, reduce the damage and destruction of the anchor bolts and the interlocking cover plates, and extend the service life of the embedded track.

In the utility model, the locking component 4 is an interlocking cover plate, and the material of the interlocking cover plate is QT450-10. QT450-10 is a high-strength, high-hardness, high-toughness ductile iron with excellent mechanical properties and wear resistance. The interlocking cover plate made of QT450-10 material in the track is mainly to protect the sending and receiving equipment of the track circuit, ensure the safety and reliability of railway transportation, and prevent trains or vehicles from entering the track without corresponding signal light inspections or without permission. The interlocking cover plate is interconnected with the control system of the track circuit to ensure that at any time, the sending and receiving equipment of the track circuit is completely covered and will not be interfered with or damaged. When the train or vehicle approaches the track, the interlocking cover plate will automatically open to allow the train or vehicle to pass, while ensuring that the sending and receiving equipment of the track circuit is not affected.

In the utility model, the elastic pad 15 is a grooved pad made of rubber material, and the buffer component 6 is an insulating buffer pad. The material of the insulating buffer pad is rubber-plastic and has a thickness of 6 mm. The functions of the insulating elastic pad 15 and the insulating buffer pad in the track are mainly to reduce the overall stiffness of the track, buffer the high-speed impact vibration generated when the vehicle passes, protect the track plate 10, and electrically insulate the signal system. The rubber-plastic pad has good aging resistance and cold and heat resistance, and has a long service life.

In the utility model, the filling component 7 is a polymer compound polyurethane, which has significant advantages such as a wide vibration reduction spectrum, good vibration reduction effect, and a long service life. When performing the filling operation, it is necessary to reduce the gap between the polyurethane and the filling cavity 9 to avoid the appearance of a bubble cavity. The polyurethane is deformed by the train load transmitted by the rail 8, and the internal physical bond part is dissociated, resulting in a decrease in its natural frequency. When processing sound waves of similar frequency, materials with low natural frequencies can generate violent internal friction through the resonance effect, thereby efficiently converting sound energy into heat energy, achieving low-frequency vibration reduction and noise reduction, thereby reducing the low-frequency environmental vibration and noise caused by urban rail transit.

The detailed working process of the utility model is as follows:

The track structure is composed of a rail 8, a filling component 7, a limit component 1, a fastening component 2, a connection component 3, a locking component 4, a pad 5, a buffer component 6, a track plate 10, a self-compacting concrete 12, a base plate 13, a lower foundation 14, an elastic pad 15 and an iron pad 16 from top to bottom. The base plate 13 is provided on the top of the lower foundation 14, and the self-compacting concrete 12 is provided on the top of the base plate 13. The track plate 10 is fixedly mounted on the top of the self-compacting concrete 12. Two rail bearing platforms 11 of standard gauge are symmetrically provided on the track plate 10. The top surfaces of the two rail bearing platforms 11 are provided with buffer components 6. The tops of the multiple buffer components 6 are provided with iron pads 16. Rubber pads 5 are provided on both sides of the iron pads 16. The limit components 1 are respectively provided on the rubber pads 5, and a rubber pad 5 is formed between the iron pad 16, the rubber pad 5 and the limit components 1. Filling cavity 9, the rail 8 is located at the symmetry axis of the limiting component 1, and an elastic pad 15 is provided under the rail 8, the filling component 7 fills the remaining space of the filling cavity 9, the fastening component 2 is arranged on both sides of the limiting component 1, and a connecting component 3 and a locking component 4 are provided between the fastening component 2 and the adjacent limiting component 1, so that the iron pad 16, the elastic pad 15, the rail 8, the filling component 7, the buffer component 6, the rubber pad 5, the locking component 4, the connecting component 3, the fastening component 2 and the limiting component 1 are fixedly installed on the track plate 10.

The above is only a specific implementation of the utility model, but it cannot be understood as limiting the scope of the patent of the utility model. It should be pointed out that any technician familiar with the technical field can make equivalent replacements or changes according to the technical solution and utility model concept of the utility model within the technical scope disclosed by the utility model, and these belong to the protection scope of the utility model. Therefore, the protection scope of the utility model patent shall be based on the attached claims.

Claims (9)

1. The utility model provides an embedded track structure suitable for improvement of making an uproar falls in existing subway damping, its characterized in that includes iron backing plate (16), elastic backing plate (15), lower part basis (14), track board (10), rail (8), filling component (7), buffer unit (6), rubber pad (5), locking subassembly (4), linking subassembly (3), fastening component (2) and spacing subassembly (1), the top of lower part basis (14) is equipped with bed plate (13), the top of bed plate (13) is equipped with self-compaction concrete (12), track board (10) fixed mounting is at the top of self-compaction concrete (12), two rail bearing platforms (11) of standard track gauge are provided with on track board (10), two all be equipped with buffer unit (6) on the top surface of rail bearing platform (11), a plurality of buffer unit (6) top all is equipped with iron backing plate (16), iron backing plate (16) both sides all are equipped with rubber pad (5), a plurality of spacing subassembly (1) are located the both sides symmetry position of iron backing plate (16) respectively, iron backing plate (16) and spacing subassembly (1) are located between the spacing subassembly (1) and the spacing rubber pad (1), the steel rail (8) is located the symmetry axis department of spacing subassembly (1), and is equipped with elastic backing plate (15) under steel rail (8), fill subassembly (7) and fill cavity (9) surplus space, fastening component (2) set up in spacing subassembly (1) both sides, and all be equipped with between fastening component (2) and the adjacent spacing subassembly (1) and link up subassembly (3) and locking subassembly (4), iron backing plate (16), elastic backing plate (15), steel rail (8), fill subassembly (7), buffer module (6), rubber pad (5), locking subassembly (4), link up subassembly (3), fastening component (2) and spacing subassembly (1) all fixed mounting on track board (10).

2. An embedded track structure suitable for existing subway vibration and noise reduction reconstruction according to claim 1, wherein the limiting component (1) is a steel plate with the thickness of 3 mm.

3. The embedded track structure suitable for the vibration and noise reduction transformation of the existing subway according to claim 1, wherein the fastening component (2) is an anchor bolt, and the anchor bolt is made of high-quality carbon structural steel or alloy steel.

4. The embedded track structure suitable for vibration damping and noise reduction reconstruction of the existing subway according to claim 1, wherein the connecting component (3) is a spring washer, and the spring washer is made of 60Mn or 60Si ₂ Mn.

5. The embedded track structure suitable for vibration and noise reduction reconstruction of the existing subway according to claim 1, wherein the locking component (4) is an interlocking cover plate, and the interlocking cover plate is made of QT450-10.

6. The embedded track structure suitable for existing subway vibration and noise reduction transformation according to claim 1, wherein the thickness of the rubber pad (5) is 1mm, the buffer component (6) is an insulating buffer pad, and the insulating buffer pad is made of rubber and plastic and has a thickness of 6mm.

7. An embedded track structure suitable for existing subway vibration and noise reduction reconstruction according to claim 1, wherein the filling component (7) is high molecular compound polyurethane.

8. An embedded track structure suitable for vibration and noise reduction reconstruction of existing subways according to claim 1, characterized in that the resilient pads (15) are groove pads of rubber material.

9. An embedded track structure suitable for vibration and noise reduction reconstruction of existing subways according to claim 1, characterized in that the iron pad (16) is QT450-10 conventional sand gravity casting.