KR20190138511A - Resin Rail Fastening Track System with Inertia Meta Damper - Google Patents

Abstract

The present invention relates to a railway track, and specifically, to a track structure, which innovatively improves vibration and noise performance by forming an inertial damper structure unlike a convention clip type and embedded type track to add a function. A resin fixing track structure with an inertial damper includes: a rail gutter provided on upper portions of both sides of concrete slab; a rail installed on the rail gutter; a rail fixing resin body filled in the rail gutter so as to fix the rail; and an inertial damper installed in the rail fixing resin body along the same direction as an installation direction of the rail and having greater specific gravity than the resin, thereby allowing the inertial damper to perform a function of the damper with respect to vibration applied above the rail by a vehicle.

Description

Resin Rail Fastening Track System with Inertia Meta Damper}

The present invention relates to a railway track technology, unlike the existing clip-type and buried track, devised an inertial damper structure, and adds a function to significantly improve the vibration and noise performance.

The present invention independently achieves the vibration and noise reduction target with the inertia damper fixed track structure (IMD_ERS, Inertia Meta Damper_Embedded Rail Track System) without additional cost for vibration and noise reduction of the existing track structure. This is an eco-friendly track structure that can ensure long-term durability and safety of the railroad. It can be applied to the demand areas of light rail, urban, general and high-speed rail regardless of rail type.

Pollution caused by trains passing through areas that require pleasant vibration and noise, such as urban areas, is gradually increasing, and countermeasures are needed. The vibration and noise of railway rails are mainly caused by the vibration and noise generated by the up and down vibration caused by the dynamic excitation of the train. The web damper is mainly used as the concept of mass damper and noise blocker for vibration and noise blocking on the rail abdomen. By installing, it was possible to reduce vibrations of high frequency components. However, the web damper is not effective at low frequencies, and the vibration and noise blocking performance against the input cost is limited and ineffective because it requires the use of high performance materials for vibration and noise blocking. Recently, there have been attempts to block vibration and noise in the low frequency band in the form of a collision damper by inserting collision particles into the abdomen and installing them on the rail abdomen. When driving, there is a risk of particle breakage and additional vibration and noise.

Republic of Korea Patent Application No. 10-2011-0020741 Republic of Korea Patent Application No. 10-2014-0047422 Republic of Korea Patent Application No. 10-2012-0122944

As described above, the web damper can reduce the vibration and noise by installing a damper type reduction device specially designed on the rail abdomen, but the vibration and noise reduction performance is not effective for the installation cost or is only slightly effective in the limited frequency band. Until now, it is not used well because of these disadvantages.

Therefore, the present invention improves the vibration and noise reduction effect by more than 50% by introducing the concept of inertial damper in the existing mass or collision damper type, and significantly reduces the manufacturing and installation cost to 60% than the existing inertial damper. By developing a railroad track equipped with a railroad track, the railroad tracks with inertial dampers with sufficient performance to satisfy the demanded area will be applied.

In the fixed fixed orbit structure, the Inertia Meta Damper has independent rigid masses installed at regular intervals inside both pillar tubes, and the number of independent rigid masses in the longitudinal direction of the rail is different (meta) in the broadband band. Effective vibration and noise reduction performance. The independent stiffness mass is in a stationary state and the rail vibrates by the vehicle, and the stand-alone rigid mass generates the opposite inertia force, reducing the main vertical vibration of the rail and thus reducing the noise generated from the rail abdomen. It is a structure. Independent rigid mass is made of concrete or steel in the form of polygonal columns that can be easily and cheaply manufactured in a simple form. Independent rigid mass is installed inside the longitudinal pillar tube of the rail with a small gap of less than 0.5mm, so the inertial forces can be exhibited without collision between independent rigid masses, and thus effective performance can be maintained without fear of breakage between the independent rigid masses.

An object of the present invention is to provide an innovative track structure that can secure the target vibration and noise reduction performance without incurring costs other than the independent rigid mass by installing the inertial damper inside the existing filler tube without any additional mechanism. .

The above object is, rail grooves provided on both sides of the concrete slab;

A rail installed in the rail groove;

A rail fixing resin filled in the rail groove to fix the rail;

And an inertial damper installed in the rail fixing resin along the same direction as the rail mounting direction and having a specific gravity greater than that of the resin of the rail fixing resin.

By allowing the inertial damper to flow freely in the vertical direction or left and right inside the rail fixing resin;

The inertial damper is achieved by the structure of the resin fixed trajectory having the inertial damper, characterized in that the damping of the vibration while inertial behavior of the vibration applied on the rail by the vehicle.

Here, the interval in which the inertial damper can freely flow may be in the range of 0.01 to 10 mm.

According to another feature of the invention, the rail fixing resin is provided with a plurality of tubes that are continuously installed along the longitudinal direction of the rail;

The inertial damper is composed of a mass fitted to each of the tubes;

The mass may be free flowing in the tube.

Here, the interval in which the mass can freely flow in the tube may be 0.01 ~ 10mm.

According to another feature of the invention, the mass may be a block having the same cross-sectional shape as the cross section of the tube.

According to another feature of the invention,

It may further include a cap fitted to both ends of the tube to prevent the mass from being separated.

According to still another feature of the present invention, two or more kinds of the lengths of the tubes to be continuously installed may be combined.

According to the present invention, since the inertial damper performs a function as a mass damper, it is possible to greatly attenuate vibrations and noises caused by driving of the vehicle. In particular, the vibration and noise reduction effect for the vibration of various frequencies is great. More specifically, the vibration reduction effect in various frequency bands can be realized by installing a rigid mass sphere that behaves independently along the longitudinal direction of the track in the longitudinal direction of the rail. According to the present invention, the loss factor related to vibration reduction is increased by about 200% or more, and vibration reduction performance is also improved by about 60% or more.

1 is a schematic configuration diagram of a resin fixed orbit according to an embodiment of the present invention.
FIG. 2 is a schematic cross-sectional view taken along the line AA of FIG. 1.
3 is a schematic cross-sectional view taken along the line BB of FIG. 1.
4 is an exploded perspective view of an inertial damper according to an embodiment of the present invention.
5 is a cross-sectional view according to FIG. 2 of the resin fixed orbit according to another embodiment of the present invention.
6 is a configuration diagram for explaining the operating state of the rail track according to an embodiment of the present invention.
7 is a motion model of the inertial damper according to the embodiment of the present invention.
8 is a graph for explaining the vibration reduction effect of the rail track according to an embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings will be described an embodiment of the present invention;

The present invention relates to a stationary fixed track for train operation, the basic structure of which is the same as a conventional rail track. Therefore, the fixed fixed trajectory is a rail groove (3) provided on both sides of the concrete slab 20, the rail (1) installed in the rail groove (3); It includes a rail fixing resin (2) is filled in the rail groove (3) for fixing the rail (1). The rail 1 is placed on the rail pad 6 disposed on the bottom plate of the rail trough 3. After the provision of the rail 1, the rail is fixed by filling resin. Vibration transmitted to the rail 1 is transmitted to the concrete slab 20 and the ground through the rail pad 6 and the rail fixing resin 2.

According to the embodiment of the present invention, the inertial damper 9 is installed inside the rail fixing resin 2 along the same direction as the installation direction of the rail 1. The inertial damper 9 is a mass having a specific gravity larger than that of the resin. The inertial damper 9 is installed along the longitudinal direction (longitudinal direction) of the rail 1. The inertial damper 9 may be installed on both rail fixing resins 2 of the rail 1, as shown in FIG. 2. Installation method of the inertial damper 9 can also be variously designed. When filling the resin is generally fixed to the rail gutter (3) with a bracket, a support, and then filling the resin in general.

The inertial damper 9 serves as a damper against the vibration applied to the rail 1 by the vehicle. The inertial damper 9 is provided with a clearance between the inertial damper and the rail fixing resin so as to freely flow in the rail fixing resin 2 in the vertical direction or the left and right directions. Free flow refers to a state in which there is little or no random resistance other than resistance of air or unexpected foreign matter.

According to the embodiment of the present invention, the inertial damper 9 may include a plurality of tubes 4 continuously installed in the longitudinal direction and a mass 5 fitted to each of the tubes 4 (FIG. 4). Reference). In other words, the tube 4 having a predetermined unit length is continuously installed along the installation direction of the rail 1. The tube 4 may be a pipe of synthetic resin and is an auxiliary means for fixing the mass 5.

The mass 5 may be provided in various forms. It can be sand, gravel, rubble or soil. More preferably, however, it is in the form of a block having the same cross-sectional shape as that of the tube 5. The mass described below is based on this.

The mass 5 is a concrete block provided by curing concrete mortar by pouring it into a formwork. This can provide a convenient and inexpensive filling into the tube 4. One tube 4 may contain a mass 5 made of a plurality of concrete blocks. For example, if the length of the tube 4 is 1,000 mm and the length of the mass 5 is 250 mm, the four masses 5 can be inserted in one tube.

According to another embodiment of the present invention, caps 7 may be fitted at both ends of the tube 4 to prevent the mass 5 from being separated and to prevent the resin from flowing in. The cap 7 can be fitted outside or inside the tube 4. A predetermined interval H may be provided between the tubes 4. This spacing (H) can be 0.1 ~ 10mm, it is only meaningful that the continuously installed tube (5) to inertial damper (9) are each separated to behave independently.

According to still another embodiment of the present invention, the length of the tube to be continuously installed may be a combination of two or more kinds. As shown, the length of the tube is 2: 3: 4 and three types are installed. Furthermore, the length of the tube to be installed continuously is two or more types are combined and may be combined irregularly. The operation of the inertial damper having such a configuration will be described later.

And the rail track of the present invention may have a configuration as shown in FIG. That is, the shape of the rail 1 'and the shape of the inertial damper may vary, and the scope of the present invention is not limited by the shape. The description of FIG. 5 will be referred to the description of the previous embodiment.

Hereinafter, the structure of the resin fixed orbit using the inertial damper will be described in more detail with reference to FIGS. 1 to 2. After the roadbed construction, the first concrete slab is poured. The primary concrete slab is a part of the track slab body, and it is a construction surface for the precision construction of the track slab, and the track linear center and the steel sleeper fixtures can be marked with the feed line, so the track precision construction is possible. The steel sleeper fixture is fixed to the primary concrete slab surface with a set anchor in the center. The rail height adjustment bolt allows fine adjustment of the height of the rail installation value, and the lower part of the rail height adjustment bolt has an anti-tuck jaw to prevent track deformation caused by external pressure without additional reinforcement when concrete is placed.

After pouring the first concrete slab, mark the center line of the track on the concrete surface and mark the installation position of the steel sleeper fixture. After fixing the steel sleeper fixture with a set anchor, reinforce the rebar and adjust the rail height adjusting bolt to the track height so that only fine adjustment can be made after installing the rail, and then install the steel sleeper. After arranging the groove wall on the steel sleeper installed every 2m, fix the groove wall supporting steel with the rail height adjusting bolt nut. After the rail pads 6 are mounted on the rails, the rails are placed in the rail grooves 3, and then the rails are fixed using the rail gauge fixing tool, and then the rail fixed resin construction membrane is installed. Finally, the rail height adjusting bolt and the groove wall supporting steel are finely adjusted to adjust the track linear shape. Then, the concrete slab mold is installed on both sides of the track slab, and the secondary concrete slab 20 is completed.

The inertia meta damper 9 is composed of a tube 4, a mass 5, and a cap 7. The spacing between the masses 5 in the form of blocks (G, see FIG. 3) and the spacing between the masses 5 and the tube 4, i.e. the spacing between which the masses 5 can flow freely in the tube, is between 0.01 and 10 mm. Can be This interval may be more preferably 0.05 to 3.0 mm, with 0.1 to 1.0 mm being optimally recommended. This is important for allowing each mass to behave independently of external vibrations, ie to allow free flow without resistance such as elastic members. That is, the specific numerical value is not meaningful, and therefore, the scope of the present invention should not be limited by this numerical value.

According to such a configuration, when the external load is applied, inertial force is generated in the opposite direction to the external load, thereby canceling the rail vibration. In addition, by introducing the meta concept of installing the inertia dampers with different lengths and weights in the longitudinal direction of the rail, it is possible to achieve effective vibration and noise reduction performance in various frequency bands.

The conventionally used web damper of tuned mass concept has limited vibration reduction band, insufficient reduction effect, and high performance vibration noise reduction material, so it is not useful due to insufficient reduction effect even if excessive cost occurs. . The concept of collision damper web damper has a lot of difficulties in the production of circular collision particles and the possibility of additional vibration and noise caused by collision between particles. The inertial damper of the present invention is a concrete material and can be mass-produced at low cost and can be easily manufactured in a polygonal pillar shape. In addition, compared to the web damper of the tuned mass concept, where vibration damping performance is limited even when using a collision damper or an expensive material that uses collision, it is possible to easily install a low-cost mass in the filler tube section of the static orbit, thereby providing excellent vibration and noise reduction performance. Can be achieved. Of course, the rail fixing resin must be installed to satisfy the national and international standards for rail fastening capability.

Hereinafter, the operation and principle of the inertial damper of the present invention will be described with reference to FIGS. 6 to 8.

As shown in Figure 5, the train vibration causes the train vibration movement (Fot) to the bottom and the vibration is generated to the top by the rail elasticity when the train passes. At this time, the mass 5 of the stationary state cancels the vibration generated by the train vibration movement by generating the inertial force Fit, Fir in the opposite direction to each vibration.

The inertial damper basic model is shown in FIG. The equation for this model is the same as that of equation 1.

[Equation 1]

Where m: mass, x: displacement, F: external force,

c: damping coefficient, k: spring coefficient

The coefficient of resilience and momentum conservation equation are given in Equation 2 below.

[Equation 2]

Where e: the restitution coefficient, x: displacement, m: mass

The numerical result obtained by the above equation can be represented by the graph of FIG. That is, the inertial damper vibration reduction effect of the present invention is shown in the graph of FIG. The graph shows that the loss factor associated with vibration reduction with an inertial damper is increased by about 200% and the vibration reduction performance is also effective by about 60%.

What has been described above is only an example based on the technical idea of the present invention. Those skilled in the art will be able to make various modifications using the illustrated examples without departing from the scope of the technical spirit of the present invention as expressed through the claims. For example, all of the embodiments described above can be freely combined by one of ordinary skill in the art and should be construed that any combination is included in the scope of the present invention.

For example, masses installed on the left and right sides of the rail may also be installed to be asymmetrical to each other. And there may be more proposals to provide masses more economically. For example, construction waste may be used as a mass.

1,1 ': Rail 2: Rail fixed resin
3: rail gutter 4: tube
5 Mass 6 Rail Pad
7: cap 9: inertia damper
20: secondary concrete slab

Claims (7)

Rail gutters provided on both sides of the concrete slab;
A rail installed in the rail groove;
A rail fixing resin filled in the rail groove to fix the rail;
And an inertial damper installed in the rail fixing resin along the same direction as the rail mounting direction and having a specific gravity greater than that of the resin of the rail fixing resin.
By allowing the inertial damper to flow freely in the vertical direction or left and right inside the rail fixing resin;
The structure of the resin fixed orbit having the inertial damper, characterized in that the inertial damper attenuates the vibration while inertial behavior of the vibration applied to the rail by the vehicle
According to claim 1, The rail fixing resin is provided with a plurality of tubes that are continuously installed along the longitudinal direction of the rail;
The inertial damper is composed of a mass fitted to each of the tubes;
The mass body is a structure of a resin fixed orbit having an inertial damper, characterized in that free flowing in the tube
The method of claim 2,
The mass is a structure of a resin fixed orbit having an inertial damper, characterized in that the block-shaped mass having the same cross-sectional shape as the cross section of the tube.
The structure of the resin fixed orbit having an inertial damper according to claim 2, further comprising a cap fitted to both ends of the tube to prevent the mass from being separated.
The structure of the resin fixed orbit having an inertial damper according to claim 1, wherein the length of the continuous tube is two or more in combination.
The method of claim 1,
The space in which the inertial damper can freely flow is within the range of 0.01 to 10 mm.
The method of claim 2,
The structure of the resin fixed orbit having an inertial damper, characterized in that the interval that the mass can freely flow in the tube is 0.01 ~ 10mm

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