RU2624147C1 - Plate for rail track, passively absorbing dynamic vibrations - Google Patents

Abstract

FIELD: construction.

SUBSTANCE: plate for a rail track, passively absorbing dynamic vibrations, contains the main plate part. The additional mass unit is provided in the space area, in which there is no contact with the rail. Between the unit and the main plate part a flexible connection is made, having the rigidity and the ability to provide cushioning effect.

EFFECT: possibility of effective vibrations reduce.

12 cl, 17 dwg

Description

Technical field

The present invention relates to a rail track structure, in particular, it relates to a rail passively absorbing dynamic vibration plate for a rail track, wherein a rail track plate generally means a rail track plate in a rail structure, a ballast plate, a base plate, floating plate and other structures in the form of steel-reinforced concrete plates; of course, it also contains trapezoidal sleepers, such as trapezoidal sleepers used in rail tracks.

State of the art

In the city metro, rail tracks with trapezoidal cross ties and rail tracks with floating plates are often used, made mainly in the form of ballast-less vibration-reducing tracks. A rail with trapezoidal cross ties is a structure of rails, fasteners, trapezoid cross ties, reducing vibration of the elements, etc., in which the trapezoid cross ties are connected by a pair of longitudinal reinforced concrete beams and transverse steel pipes longitudinally spaced at certain intervals, like a “staircase”, hence the name. The trapezoidal cross ties, under which the vibration-reducing gaskets are provided, form a lightweight, mass-spring-based system that can significantly reduce vibrations arising from train-borne loads on the environment. A track with floating plates contains, of course, concrete slabs having a mass and stiffness for a track, which are located on the base by means of a damper (steel spring or rubber damper); the mass inertia force of the plates used for the rail track balances the dynamic load caused by the movement of the train. Since the first use of rails with floating slabs in Germany in 1965, in view of their ability to optimally reduce vibrations, they have been widely used both in the domestic and foreign city metro.

It is well known that slabs for rail track are widely used today in the construction of railways, while mainly coming from rails, fasteners and wheels, the load is evenly transmitted to the roadbed, bridges and other supporting structures located below, and this can be considered a vibration-reducing system between by train and below base. From the point of view of mechanics, the design of the rails can be considered based on the principle of "mass-spring-shock absorption" system. Currently, rails with floating plates on steel springs are rail designs with the best vibration reduction effect. The frequency of natural oscillations at the first stage for modern rails with floating plates is about 10 Hz. The frequency of natural oscillations at the first stage for rails with floating plates with sleepers of a trapezoidal section is about 20 Hz. Rails with trapezoidal cross ties and rails with floating plates cannot reduce low-frequency vibrations (f≤20 Hz), which must be eliminated in real life and production, but, on the contrary, can increase the vibration effect in a certain frequency range due to the fact that vibrations in this frequency range, they approach their natural vibration frequency, and resonance arises.

To increase the cushioning effect, in which the rail structure affects the low-frequency components of the vibrations, the natural vibration frequency of the rail structure is usually reduced, while the mass of the rail structure is increased or the stiffness of the rail is reduced. Due to restrictions in the construction of the railway foundation, the effect of depreciation caused by an increase in the mass of the slab as one of the important elements is limited; in the case of a decrease in the rigidity of the rail track structure, the frequency of natural vibrations can be reduced, but an excessive decrease in rigidity causes an increase in the rail displacement, also puts the train in serious jeopardy, therefore, it is impossible to reduce vibrations within low frequencies using the above method.

The low-frequency components of vibrations not only easily cause fatigue damage to the structure, affect the life of the equipment, but also affect the condition of surrounding structures and buildings built along the railway, and the correct operation of precision instruments along the railway, but also lead to disruption of electrical components and automatic control systems, while the low-frequency vibration inevitably creates noise, which affects the work, health and psyche of staff. Therefore, it is necessary to apply new technologies to further improve the properties of plates that reduce low-frequency vibrations.

SUMMARY OF THE INVENTION

The technical task of the present invention is to provide a passively absorbing dynamic vibration of the plate for the rail track, which effectively reduces the vibration components close to the natural frequency of the rail structure, and reduces the vibration components of the main part of the plate for the rail track.

The technical problem underlying the present invention is solved by the following technical solution.

According to the invention, there is provided a passively absorbing dynamic vibration plate for a rail track, comprising a main part of the plate for the rail track, wherein in the indicated main part of the plate for the rail track, in the area of the space in which there is no contact with the rail, an additional mass block is provided, while between the flexible mass block and the main part of the rail track plate have a stiffness and ability to exert a shock absorbing effect.

In addition, between the specified block of additional mass and the main part of the plate for the rail track, the degree of freedom of movement vertically is maintained, or the degree of freedom of movement vertically and horizontally is maintained, or the degree of freedom of movement vertically and horizontally, as well as in the longitudinal direction, is maintained.

In addition, the indicated surface block is provided with an upper surface, a lower surface or a side surface of the main part of the rail track plate.

In addition, on the indicated trapezoidal cross ties, with an interval in the direction of the path along the adjoining territory, an additional mass block is provided, while the additional mass block is flexibly connected to the trapezoid cross ties by means of elastic elements.

In addition, the specified block of additional mass is flexibly connected to the inner side wall of one longitudinal sleepers of trapezoidal section.

In addition, the specified block of additional mass of each of its two lateral sides is respectively flexibly connected to the inner side wall of one longitudinal sleepers of trapezoidal section.

In addition, blocks of additional mass in the amount of two pieces form a group, while two blocks of additional mass in one group are flexibly connected respectively to the inner side wall and the outer side wall of one longitudinal sleepers of trapezoidal section.

In addition, on each of these two longitudinal sleepers of trapezoidal section installed blocks of additional mass in one group.

Furthermore, said main part of the rail track plate is a floating plate, wherein at least one additional mass unit is provided within the length of said floating plate, wherein the additional mass block is flexibly connected by means of elastic elements to the floating plate.

In addition, the specified floating plate is made in the form of a frame structure having a frame space, while the additional mass unit is installed in the frame space.

In addition, the specified block of additional mass is made in the form of a reinforced concrete element or element of a metal material with a high density coefficient.

In addition, the specified block of additional mass is made in the form of a monolithic element or an element of individual blocks.

The positive effect according to the invention is that the main objective of the present invention is to reduce vibration at low frequencies not by increasing the mass of the plate for the rail track or by reducing the rigidity of the plate support for the rail track, but by applying the principle of passive absorption of dynamic vibrations, due to a rational choice of the shape of the block structure of the additional mass, dynamic parameters, as well as the adhesion ratio in the design of rail tracks and the possibility of opposing the phase of vibrats th block extra mass at the site design natural frequency tracks the phase structure of track vibration and effectively eliminate harmful vibrations design of tracks in said frequency range to reduce the main part of the vibration plate for constituting a track; the present invention is characterized by a simple design, as well as ease of implementation and will become an important means to reduce vibration of plates for the rail track.

Within the length of the floating plate, at least one additional mass block is provided, and due to the rational choice of the design form of the additional mass block, dynamic parameters, as well as the adhesion ratio of the floating plate, it is possible to counterbalance the vibration phase of the additional mass block to the floating vibration phase plates to reduce the low-frequency components of the vibrations of the floating plate and eliminate harmful vibrations of the rail structure in the specified range ONET frequencies.

An additional mass block is mounted on the trapezoidal cross ties, which is elastically connected to it; moreover, due to the rational choice of the additional mass block design, dynamic parameters, as well as the adhesion ratio in the rail construction, it is possible to carry out phase opposition in the natural frequency section of the rail construction vibration block additional mass phase vibration sleepers trapezoidal section, which eliminates harmful vibration design rail pu In the indicated frequency range, the low-frequency components of the vibration of the sleepers of a trapezoidal section decrease.

Description of graphic materials

Graphic materials in the form of 17 figures are attached to this description, on which:

FIG. 1 is a first schematic diagram of a structure for passively absorbing dynamic vibrations of a plate for a rail track according to the invention;

FIG. 2 is a second schematic diagram of a structure for passively absorbing dynamic vibrations of a plate for a rail track according to the invention;

FIG. 3 is a third schematic diagram of a structure for passively absorbing dynamic vibrations of a plate for a rail track according to the invention;

FIG. 4 is a fourth schematic diagram of a structure for passively absorbing dynamic vibrations of a plate for a rail track according to the invention;

FIG. 5 is a fifth schematic illustration of a structure for passively absorbing dynamic vibrations of a plate for a rail track according to the invention;

FIG. 6 is a sixth schematic diagram of a structure for passively absorbing dynamic vibrations of a plate for a rail track according to the invention;

FIG. 7 is a first schematic diagram of a structure for passively absorbing dynamic vibrations of a rail track plate according to the invention, in which the main part of the rail track plate is a trapezoidal cross tie;

FIG. 8 is a second schematic diagram of a structure for passively absorbing dynamic vibrations of a rail track plate according to the invention, in which the main part of the rail track plate is a trapezoidal cross tie;

FIG. 9 is a third schematic illustration of a structure for passively absorbing dynamic vibrations of a rail track plate according to the invention, in which the main part of the rail track plate is a trapezoidal cross tie;

FIG. 10 is a fourth schematic diagram of a structure for passively absorbing dynamic vibrations of a rail track plate according to the invention, in which the main part of the rail track plate is a trapezoidal cross tie;

FIG. 11 is a fifth schematic illustration of a structure for passively absorbing dynamic vibrations of a rail track plate according to the invention, in which the main part of the rail track plate is a trapezoidal cross tie;

FIG. 12 is a sixth schematic diagram of a structure for passively absorbing dynamic vibrations of a rail track plate according to the invention, in which the main part of the rail track plate is a trapezoidal cross tie;

FIG. 13 is a schematic illustration of a structure with a cavity passively absorbing dynamic vibrations of a rail track plate according to the invention, in which the main part of the rail track plate is a floating plate;

FIG. 14 is a schematic illustration of a monolithic structure passively absorbing dynamic vibrations of a rail track plate according to the invention, in which the main part of the rail track plate is a floating plate;

FIG. 15 is a first schematic diagram of a structure for passively absorbing dynamic vibrations of a rail track plate according to the invention, in which the main part of the rail track plate is a floating plate;

FIG. 16 is a second schematic diagram of a structure for passively absorbing dynamic vibrations of a rail track plate according to the invention, in which the main part of the rail track plate is a floating plate;

FIG. 17 is a third schematic diagram of a structure for passively absorbing dynamic vibrations of a rail track plate according to the invention, in which the main part of the rail track plate is a floating plate.

Name of elements and their corresponding reference positions: the main part 10 of the slab for the rail track; block of additional mass 20; elastic element 30; sleepers 101 trapezoidal section; mounting space 101a; connecting element 102; rail 104; fastener 105; floating plate 111; frame space 111a; damper 112; supporting base 113.

Specific method of implementation

The present invention is described in more detail below with reference to the accompanying graphic materials.

When a train passes, a huge downward force is applied to the main part 10 of the plate for the rail track, the main part 10 of the plate for the rail track, in turn, transfers this force to the lower base. In the existing rail track designs, due to the springs, rubber and other vibration-reducing elements located between the main part 10 of the rail track plate and the lower base of the vibration, a shock-absorbing effect is first achieved, however, since the rail track structure is limited by the frequency of natural vibrations, not only it is impossible to exert a damping effect on the vibration components near the frequency of natural vibrations of the rail track structure, but, on the contrary, due to resonance they can increase There are components of vibrations in the indicated frequency range, which depends on the natural, intrinsic characteristics of existing rail track structures.

As seen in FIG. 1-6, the invention proposes a rail passively absorbing dynamic vibration plate for a rail track comprising a main part 10 of a rail track plate, wherein a block is provided in said main part 10 of the rail track plate in a region of space in which there is no contact with the rail 20 additional mass, while the block 20 of additional mass is provided with an interval in the direction of the path along the adjacent territory; however, between the block 20 of the additional mass and the main part 10 of the plate for the rail track, a flexible joint having rigidity and the ability to exert a damping effect is made. Between the specified block 20 of the additional mass and the main part 10 of the plate for the rail track, the degree of freedom of movement vertically is maintained, or the degree of freedom of movement vertically and horizontally is maintained, or the degree of freedom of movement vertically and horizontally as well as in the longitudinal direction is maintained. The main part 10 of the rail track plate is generally understood to mean a rail track plate in a rail construction, a ballast plate, a support plate or other structure in the form of a steel-reinforced concrete plate, and also a pair of trapezoidal cross ties in a rail design with trapezoidal cross ties, defined the number of floating plates sequentially laid in the direction of the construction path of rail tracks with floating plates along the adjacent territory, and other reinforced concrete struction in the form of strips and plates.

According to the invention, due to large displacement vibrations of the additional mass block 20, the vibrations absorbed by the train to the main part 10 of the plate for the rail track are absorbed, and due to the rational choice of the structural design of the additional mass block 20, dynamic parameters, as well as the adhesion ratio in the rail structure in the section the natural vibration frequencies of the rail track structure, it is possible to contrast the phase of vibrations of the additional mass block with the vibration phase of the rail track structure so that projectively eliminate harmful vibrations track structure in said frequency range and achieve the main goal of reducing the main part constituting the vibration plate to the track. If we take as an example the design of rail tracks usually used in the metro with floating plates on steel springs, then it is possible to effectively reduce the low-frequency components of vibrations in the range of 5-15 Hz.

As the specified additional mass unit 20, a reinforced concrete element or an element of a metal material with a high density coefficient is usually used. The specified flexible connection can be obtained in many ways: for example, a flexible connection can be made in the form of installed between the block 20 of the additional mass and the main part 10 of the plate for the rail track of the elastic element 30, or, for example, the block 20 of the additional mass itself can have rigidity and ability have a cushioning effect and is connected to the main part 10 of the rail track plate. As the elastic element 30, rubber, colloidal substance, spring or steel reinforcement is usually used, while the rubber and colloidal substance are placed in the gap between the main part 10 of the rail track plate and the additional mass unit 20 by pouring or pouring, while the two ends of the elastic element firmly connected respectively to the main part 10 of the plate for the rail track and the block 20 of the additional mass.

As seen in FIG. 1, FIG. 2, FIG. 4, FIG. 5 and FIG. 6, a monolithic element is used as the indicated additional mass unit 20, or, as can be seen in FIG. 3, it is an element of individual blocks. As seen in FIG. 1, FIG. 2 and FIG. 3, said additional mass unit 20 is placed in a trough-shaped space concave in the upper surface of the main part 10 of the rail track plate, or, as seen in FIG. 5 is placed in the space in the form of a gutter made convex in the lower surface of the main part 10 of the rail track plate. As seen in FIG. 4 and FIG. 6, said additional mass unit 20 can also be placed externally on the upper surface or side surface of the main part 10 of the rail track plate.

As seen in FIG. 7-12, the construction of rail tracks with trapezoidal cross ties contains a pair of longitudinally trapezoidal cross ties 101, located on a supporting base 113, while the trapezoidal cross ties 101 from the pair in the transverse direction are connected integrally by means of connecting elements 102, while by means of fasteners 105 on rails 101 of trapezoidal section, rails 104 are firmly mounted.

The indicated main part 10 of the plate for the rail track is a trapezoidal cross tie, while on the indicated trapezoidal cross tie 101, with an interval in the direction of the path along the adjacent territory, an additional mass unit 20 is provided, while the additional mass unit 20 is flexibly connected by means of elastic elements 30 with a sleeper 101 trapezoidal section.

The main objective of the present invention is to reduce vibration at low frequencies not by increasing the mass of the plate for the rail track or by reducing the rigidity of the plate support for the rail, but by applying the principle of passive absorption of dynamic vibrations, the additional mass unit 20 mounted on the trapezoidal rail 101 cross-section and / or on a support base 113 and elastically connected to them, installation on a sleeper based on the principle of "spring-depreciation-mass" of the substructure corresponding to the choice of rmy execution of said substructure, dynamic parameters and the relationship clutch designs of tracks and contrast in the intended frequency range of phase vibration phase substructure sleepers or sleeper which provides a support base for the vibration reducing low frequency components of vibration track structure by means of large additional mass unit displacement vibrations.

The installation of the specified block 20 additional weight can be performed in many ways. As seen in FIG. 7-11, said connecting elements 102 are mounted adjacent to the rails 104 with an interval in the direction of travel, with two adjacent connecting elements 102 forming a mounting space 101a, while at least one additional mass unit 20 is usually installed in said mounting space 101a.

As seen in FIG. 7, said additional mass unit 20 in the mounting space 101a is flexibly connected to the inner side wall of one longitudinal trapezoidal cross ties 101.

As seen in FIG. 8, said additional mass unit 20 in the mounting space 101a of each of its two lateral sides is respectively flexibly connected to the inner side wall of one longitudinal trapezoidal cross ties 101.

As seen in FIG. 9, two additional mass blocks 20 in the amount of two pieces form a group, while two additional mass blocks 20 in one group are flexibly connected respectively to the inner side wall and the outer side wall of one longitudinal sleepers 101 of trapezoidal section.

As seen in FIG. 10 and FIG. 11, on each of these two longitudinal trapezoidal cross ties 101, additional mass blocks 20 are installed in one group, while two additional mass 20 blocks in one group are resiliently connected to the inner side wall and the outer side wall of one longitudinal trapezoidal cross ties 101.

As seen in FIG. 12, said additional mass unit 20 in the mounting space 101a is flexibly connected to the supporting base 113. From the very beginning, the additional mass block 20 can be inserted into the supporting base 113 or attached to the surface of the supporting base 113.

As seen in FIG. 13-17, the construction of rail tracks with floating plates comprises a floating plate 111, which supports the base 113 and the rails 104, while the rails 104 are fastened firmly to the floating plate 111 by means of fasteners 105, while the floating plate 111 is mounted on the supporting support by means of dampers 112 base 113.

Said main part 10 of the rail track plate is a floating plate, wherein at least one additional mass unit 20 is provided within the length of said floating plate 111, while the additional mass block 20 is flexibly connected by means of elastic elements to the floating plate 111.

The main objective of the present invention is to reduce vibrations at low frequencies not by increasing the mass of the plate for the rail track or by reducing the rigidity of the plate support for the rail, but by applying the principle of passive absorption of dynamic vibrations, installation on a floating plate or on a base supporting the floating plate based on the principle of "spring-cushioning-mass" of the substructure, the corresponding choice of the form of the specified substructure, dynamic parameters, as well as the adhesion ratio in rail track designs with floating plates and contrasting the vibration phase of the sub-structure with the vibration phase of the rail construction of the proposed frequency range of the rail to reduce the low-frequency components of the vibration of the floating plate or supporting the floating base plate by means of large vibration displacement of the additional mass block.

In comparison, the design of rail tracks with floating plates, which are passively absorbing dynamic vibrations on the upper and lower surfaces of floating plates, differs significantly from the rail structure in the form of a partially limited structure on the upper and lower surfaces of floating plates in that, in the first, the deformation of the main part of the floating plate causes a shear deformation of the damping material layer, as a result, the damping coefficient of the damping material used is high, and the vibrations of the main part of the plate for the rail track are absorbed. Thus, the cushioning effect of the design of rail tracks with floating plates only increases, and the frequency of natural vibrations of the design of rail tracks with floating plates does not change, therefore, it is still impossible to eliminate the frequency of natural vibrations of the design of rail tracks to cope with an increase in vibration components. In the design of passively absorbing dynamic vibrations of the design of rail tracks with floating plates, a dynamic substructure installed on the main part of the floating plate based on the principle of mass-rigidity-damping is used, due to the increase in mass and rigidity, the initial frequency of natural vibrations of the design of rail tracks with floating plates changes the regulation of the initial frequency of natural vibrations of the design of rail tracks with floating plates is to obtain new parts one that above and below the original natural frequency, thereby achieving the main objective is to obtain a low-frequency natural vibrations of the structure of track. At the same time, due to the optimal shock-absorbing effect provided by the substructure installed, it is possible to ensure that the vibration value of the main part of the floating plate is the smallest. The results of theoretical calculations show that the reduction of vibrations in relation to the frequency of natural vibrations passively reducing the dynamic vibrations of the design of rail tracks with floating plates on steel springs compared with the conventional design of rail tracks with floating plates on steel springs reaches 10-15 dB, and low-frequency ones can be effectively reduced components of vibrations in the range of 5-15 Hz.

With respect to the additional mass unit 20 on the floating plate 111, many installation methods can be applied; for example, it is mounted on the upper surface or outer surface of the floating plate 111. Preferably, as seen in FIG. 13, FIG. 14 and FIG. 15, it is possible to install the extra mass unit 20 of the large volume, and to obtain an excellent effect of reducing vibrations, and it is more convenient to install the extra mass unit 20, wherein said floating plate 111 is made in the form of a frame structure having the frame space 111a, while the additional mass unit 20 installed in the frame space 111a. In this case, a floating plate 111 is used, which is a rectangular frame structure cut from a traditional monolithic floating plate, and at least one additional mass unit 20, and the principle of passive absorption of dynamic vibrations is applied: in the frame space 111a of the floating plate 111, the additional mass block 20 flexibly connected to the floating plate 111 or supporting base 113, and large displacement vibrations of the additional mass unit 20 absorb the vibrations transmitted by the train to the supporting e support base 113, resulting in reduced low-frequency components of the vibration frequency of the natural vibrations of the design of rail tracks with a floating plate.

The specified block 20 of the additional mass is a reinforced concrete block or a block of metal material with a high density coefficient, and thus, better functioning is achieved. As seen in FIG. 14, said additional mass unit 20 is a monolithic structure. As seen in FIG. 17, said additional mass unit 20 can also be used in the form of a structure of separate blocks, that is, an formed group of several blocks. The specified elastic element is rubber, spring, synthetic resin or steel reinforcement.

As seen in FIG. 15, one monolithic block of additional mass 20 is installed in the frame space of the floating plate 111, while flexible connection is made by means of elastic elements 30 between the outer side walls of the specified block of additional mass 20 and the side walls of the floating plate.

As seen in FIG. 16, one monolithic additional mass block 20 is installed in the frame space of the floating plate 111, while flexible connection is made between the lower wall of the additional mass block 20 and the surface of the supporting base 113.

As seen in FIG. 17, an additional mass unit 20 formed by a group of several blocks is mounted in the frame space of the floating plate 111, a flexible connection is made between the lower wall of each of several blocks and the surface of the supporting base 113. The additional mass unit 20 from the very beginning can be inserted into the supporting base 113 or mounted on the surface of the supporting base 113.

As the specified additional mass unit 20, a reinforced concrete element or an element of a metal material with a high density coefficient is usually used. The specified flexible connection is usually provided by an elastic element 30 or block 20 of additional mass, which in itself has rigidity and the ability to exert a cushioning effect. As the elastic element 30, rubber, colloidal substance, spring or steel reinforcement is usually used, while the rubber and colloidal substance are placed in the gap between the main part 10 of the rail track plate and the additional mass unit 20 by pouring or pouring, while the two ends of the elastic element firmly connected respectively to the main part 10 of the plate for the rail track and the block 20 of the additional mass.

Claims (12)

1. Passively absorbing dynamic vibrations of a rail track plate comprising a main part (10) of a rail track plate, characterized in that in said main part (10) of the rail track plate, in a region of a space in which there is no contact with the rail, is provided a block (20) of additional mass, while between the block (20) of the additional mass and the main part (10) of the rail track plate, a flexible joint having rigidity and the ability to exert a damping effect is made. 2. A passively absorbing dynamic vibration plate for a rail track according to claim 1, characterized in that between the specified block (20) of the additional mass and the main part (10) of the plate for the rail track, a degree of freedom of movement along the vertical is maintained, or the degree of freedom of movement along vertical and horizontal, or the degree of freedom of movement is maintained vertically and horizontally, as well as in the longitudinal direction. 3. A passively absorbing dynamic vibration plate for a rail track according to claim 1, characterized in that the indicated surface (20) of the additional mass is provided with an upper surface, a lower surface or a side surface of the main part (10) of the rail track plate. 4. A passively absorbing dynamic vibration plate for a rail track according to claim 1, characterized in that said main part (10) of the plate for a rail track is a trapezoidal cross tie, while on the said trapezoidal cross tie (101), with an interval in the direction of passage the path along the adjacent territory, an additional mass block (20) is provided, while the additional mass block (20) is flexibly connected by means of elastic elements to a trapezoidal cross ties (101). 5. A passively absorbing dynamic vibration plate for a rail track according to claim 4, characterized in that said additional mass block (20) is flexibly connected to the inner side wall of one longitudinal sleepers (101) of a trapezoidal section. 6. A passively absorbing dynamic vibration plate for a rail track according to claim 4, characterized in that said block (20) of additional mass of each of its two lateral sides is respectively flexibly connected to the inner side wall of one longitudinal sleepers (101) of trapezoidal section. 7. Passively absorbing dynamic vibrations plate for a rail track according to claim 4, characterized in that the blocks (20) of additional mass in the amount of two pieces form a group, while two blocks of additional mass in one group are flexibly connected respectively to the inner side wall and the outer the side wall of one longitudinal sleepers (101) of a trapezoidal section. 8. Passively absorbing dynamic vibration plate for the rail track according to claim 7, characterized in that on each of these two longitudinal sleepers of trapezoidal section installed blocks of additional mass in one group. 9. A passively absorbing dynamic vibration plate for a rail track according to claim 1, characterized in that said main part (10) of the rail track plate is a floating plate (111), while at least a length of said floating plate (111) is provided at least at least one block (20) of additional mass, while the block (20) of additional mass is flexibly connected by means of elastic elements with a floating plate (111). 10. A passively absorbing dynamic vibration plate for a rail track according to claim 9, characterized in that said floating plate is made in the form of a frame structure having a frame space, while the additional mass unit (20) is installed in the frame space. 11. A passively absorbing dynamic vibration plate for a rail track according to claim 1, characterized in that said additional mass block (20) is made in the form of a reinforced concrete element or an element made of a metal material with a high density coefficient. 12. A passively absorbing dynamic vibration plate for a rail track according to claim 1, characterized in that said additional mass unit (20) is made in the form of a monolithic element or an element of separate blocks.

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