WO2008043249A1

WO2008043249A1 - A rail with vibration damper

Info

Publication number: WO2008043249A1
Application number: PCT/CN2007/002700
Authority: WO
Inventors: Xuejun Yin
Original assignee: Xuejun Yin
Priority date: 2006-09-21
Filing date: 2007-09-12
Publication date: 2008-04-17
Also published as: CN1928235B; CN1928235A; WO2008043249A8

Abstract

A rail with vibration damper includes a rail body (1), a restrictor (3) and a damper (2) which are connected with the rail body (1). On the non-working surface of the rail body (1), there is a connector (4) with protruding edges (5) or a convex-concave structure, and the inner surface of the restrictor (3) also has the protruding edges (5) or the convex-concave structure corresponding to the connector (4). The damper (2) is adapted between the connector (4) and the restrictor (3) or between the connector (4), the rail body (1) and the restrictor (3), which forms a maze structure. The maze structure extends continuously or distantly along the longitudinal direction of the rail body (1).

Description

Vibration damping track

The present invention relates to a track, and more particularly to a rail track for use in railways or trams. Background technique

With the rapid development of economic construction and transportation infrastructure construction, rail transportation modes such as subway, elevated light rail, ordinary railway and high-speed railway are playing an increasingly important role in freight and passenger transportation because of their large carrying capacity, convenience, safety and reliability. The role. How to reduce the noise pollution during rail transportation, reduce the vibration and wear of rails during transportation, extend the life of the rails, improve the safety and comfort of rail transportation, and become a problem closely related to the people's production and life. Concerned by governments and science and technology workers. During the rail transportation process, the wheel-rail noise is the main sound source when the train travels at speeds below 250km/h. The rail vibration is the main cause of noise, and the transportation vehicle is more serious, the load is heavy, and the vehicle speed is higher. Therefore, the resulting track and wheel wear and related problems are also very serious. For example, the corrugated wear on the top surface of the rail rail and the wear on the wheel and wheel sides of the curved section of the wheel have all buried safety hazards to the rail transportation, and frequent maintenance has increased the cost of transportation. In the current vibration and noise reduction measures, the sound insulation screen is set to be limited by the azimuth and distance, and the sound insulation and vibration reduction effects are poor. The patented technology of China Patent No. ZL02240002. 8 published on June 11, 2003 provides a low-noise rail with a damping structure composed of at least one set of damping plates and metal restraining plates on both sides of the rail rail. When the train travels to cause the rail vibration and radiate noise, the additional damping structure embedded on both sides of the rail waist absorbs the vibration mechanical energy of the rail and dissipates it, thereby achieving the purpose of weakening the radiation energy of the rail noise. However, since the damping body consumes the orbital vibration energy by generating a shear-based resistance opposite to the direction in which the vibration is forced, the vibration-damping performance and the contact area between the damping body and the rail, that is, the damping body is subjected to the shearing The actual working area of the shear force is roughly proportional. For this reason, the flat sheet damping material used in the above patent is limited by the size of the rail rail, and the effective working area of the damping material is limited, so it can achieve the vibration and noise reduction effect. It is also very limited, so such a track cannot achieve the desired vibration and noise reduction effect. Summary of the invention The object of the present invention is to overcome the above drawbacks, and to provide an effective working area with a damper structure subjected to shear deformation larger than the surface area of the rail covered by the damper structure, which can quickly and effectively absorb the vibration energy of the rail, thereby reducing self and wheel wear and prolonging the service life. Damping track.

The invention is realized in that a connecting body with a rib or a convex-concave structure is fixedly disposed on the non-working surface of the rail body, and the inner surface of the restraining body corresponding to the connecting body has a rib or a concave-convex structure, and the damping body is disposed on the connecting body Between the binding body and the connecting body, the rail body and the binding body, a labyrinth constrained damping structure is formed, and the labyrinth constraining damping structure extends the longitudinal direction of the rail body continuously or at intervals. '

Wherein, the connecting body may be a separate rib or a plate with a rib or a concave-convex structure on the surface, and the connecting body and the rail body may be fixed by welding, riveting, bonding, card slot, fastener or fastening. The pieces are connected and guaranteed to have sufficient strength and joint stiffness. The connecting body may also be part of the rail body itself, for example, when the rail is rolled, the rib is directly formed on the rail waist surface; the damper may be continuously disposed between the connecting body and the restraining body, or may be disposed at intervals. The material stiffness of the connecting body and the binding body is greater than the stiffness of the damping material, and the material of the damping body may be a solid damping material or a liquid damping material. Commonly used solid damping materials include modified asphalt, high damping polyurethane, high damping rubber, soft metal lead tin and alloys thereof; commonly used liquid damping materials include silicone oil and modified damping asphalt which is liquid at working temperature. In addition, the damping body of the present invention further comprises a synthetic material obtained by adding other additives to the damping material as a base, such as adding short fibers and mica powder to increase the internal damping of the damping material; adding rubber powder can increase the elasticity of the material; adding metal Fiber can increase the thermal conductivity of the material. The use of these polymer materials or synthetic materials as damping bodies can also achieve good vibration and noise reduction effects. When a liquid damping material is used, the periphery of the damping layer is to be sealed, and a spacer for maintaining the thickness of the damping layer may be disposed in the middle.

The thickness of the damping body in the normal direction of each convex-concave structure surface is smaller than that of other directions, and the total area of the single side of the damping body is larger than the surface area of the rail covered by the damping body. The rib or convex and concave structure extends in a direction substantially perpendicular to the bending peak of the main curved undulation of the track body, preferably parallel to the longitudinal axis of the track. The cross-sectional shape of the convex portion or the concave portion in the rib or convex-concave structure may be an arc shape, a trapezoidal shape, a triangular shape, a rectangular shape, a T shape, an L shape, an arch shape, a watt shape or a wave shape.

In order to reduce the weight and cost, and to increase the effective working area of the damping material and the rigidity of the restraining body as much as possible, a cavity or a sandwich structure may be arranged on the connecting body or/and the restraining body, and a damping material is arranged in the cavity, a sound absorbing material, a foamed material, a high specific gravity material or a bulk material thereof, or A small hole communicating with the external space is disposed on the cavity wall.

In the present invention, the labyrinth constrained damping structure composed of the connecting body, the damping body and the restraining body is disposed on one side or both sides of the rail body, and may be provided with multiple layers, and the convexity of the constraining structure in the different labyrinth constrained damping structure layer The rib extension directions are arranged parallel or perpendicular to each other. It is also possible to provide reinforcing ribs between adjacent ribs on the constraining body in the same layer or different constraining damping structures in which the rib extending directions intersect each other in the same layer. Preferably, the ribs of the binding body are continuously arranged to preferentially ensure the constraint. The restraining stiffness of the body, preferably the rib extensions of the different restraining body damping structures are perpendicular to each other. The restraining structure is locked on the rail body by fasteners, rivets, elastic clips, or the restraining structure is locked on the rail body by a card slot or a retaining edge formed on the rail, or by a high elastic adhesive, high strength An adhesive or high strength damping material bonds the constraining structure to the track surface. Join. In addition, the labyrinth constrained damping structure can also be covered in sections on the sides of the rail waist, the upper surface of the rail bottom and the lower surface of the rail bottom, and the segments are firmly connected and interlocked by means of a card slot, a buckle, a bolt, a riveting or a bonding.

The invention provides a connecting body between the rail body and the damping body, and utilizes the convex-concave structure provided on the connecting body or the convex-concave structure formed by the combination with the rail body, thereby greatly increasing the effective contact area with the damping body, and the damping body The actual working area subjected to shearing force is significantly increased, and the cavity and the sandwich structure can achieve greater constraint body stiffness under the same material usage, and the shear deformation is large, so that the damping body can absorb the track more effectively. Vibration energy, reduce the vibration generated by the track, and then control the vibration and noise of the track from the source, and effectively reduce the rail and wheel wear caused by the release of energy from the track vibration, thus obtaining good vibration and noise reduction effects, greatly improving The service life of the wheels and tracks and the safety and comfort of the train. DRAWINGS

Figure 1 is a schematic view of the structure of the present invention.

Fig. 2 is an enlarged view of a portion A of Fig. 1.

Figure 3 is a second schematic view of the structure of the present invention.

Fig. 4 is an enlarged view of a portion B of Fig. 3.

Figure 5 is a third schematic view of the structure of the present invention.

Figure 6 is a fourth schematic view of the structure of the present invention. Figure 7 is a fifth schematic view of the structure of the present invention.

Figure 8 is a sixth schematic view of the structure of the present invention.

Fig. 9 is an enlarged view of a portion D of Fig. 8.

Figure 10 is a seventh schematic view of the structure of the present invention.

Figure 11 is a schematic view of the structure of the present invention.

Fig. 12 is an enlarged view of a portion E of Fig. 11;

Figure 13 is a schematic view of the structure of the present invention.

Figure 14 is a schematic view of the structure of the present invention.

Figure 15 is a perspective view of the structure of the present invention.

Fig. 16 is an enlarged view of a portion F of Fig. 15.

Figure 17 is a schematic view of the structure of the present invention.

Figure 18 is a thirteenth structural diagram of the present invention.

Figure 19 is a fourteenth structural diagram of the present invention.

Figure 20 is a fifteenth view of the structure of the present invention. detailed description

Example 1

As shown in FIG. 1 and FIG. 2, the vibration damping rail of the present invention comprises a rail body 1, a damping body 2 composed of high damping rubber, and a steel restraining body 3, and steel is further disposed between the rail body 1 and the damping body 2. The connecting body 4 and the connecting body 4 are welded to the non-working surface on both sides of the rail body 1 by electric resistance welding. For the convenience of construction, the connecting body is divided into two sections according to the shape change on each side of the rail main body. The connecting body 4 and the damping body 2 are provided with a trapezoidal rib 5 on the side adjacent to the damping body 2, and a side of the binding body 3 adjacent to the damping body 2 is provided with a trapezoidal rib 6 which is interlaced with the connecting body trapezoidal rib 5, and the damping body 2 The connecting body 4 and the restraining body 3 are vulcanized into one body by the high damping rubber of the damping body 2 in the fitting gap of the connecting body 4 and the restraining body 3. The labyrinth-constrained damping structure composed of the damping body 2, the restraining body 3 and the connecting body 4 extends the longitudinal direction of the rail body 1 continuously on both sides of the rail waist, and is spaced apart from the flap to avoid the fastener.

When the train runs on the track to cause the track body 1 to vibrate, its main mode shape (vibration mode) is a wave-shaped curve perpendicular to the rail waist and the rail floor. The wave extends mainly in the longitudinal direction, and the vibration will quickly pass through the rigid material. The connecting body 4 is transmitted to the damping body 2, and the damping body 2 is forced to produce shearing The deformation of the damping body 2 due to its damping characteristics produces a resistance opposite to the deformation direction, consuming the vibration energy of the orbit. Since the rib structure on the connecting body 4 and the binding body 3 is perpendicular to the bending peak, the contact and the working area of the damping material with the connecting body and the binding body are significantly enlarged, which not only increases the constraint damping force but also bends the neutral surface of the rail body. The acting moment also increases the bending stiffness of the restraining body and the restraining effect on the corresponding main modal shape. The damping force and damping energy generated by the damper body 2 are greatly increased, so that the absorbing and absorbing vibration energy is more and more efficient and effective. The ground reduces the vibration intensity of the track. Since the control is carried out from the source, the noise generated by the vibration and the resulting wear of the wheel and the track are also greatly reduced, so that the service life of the wheel and the track and the comfort and safety of the train operation are greatly improved.

According to actual needs, the labyrinth constrained damping structure composed of the connecting body, the damping body and the restraining body may be disposed on a part of the non-working surface of the rail or even on all non-working surfaces, and may be disposed on both sides of the rail, Can be set to only one side. As for the cross-sectional shape of the rib, in addition to the trapezoid, it may be curved, triangular, rectangular, T-shaped, L-shaped, arch-shaped, tile-shaped or wavy, etc., all of which can achieve a good effect. In order to ensure that the vibration can be transmitted in time, the connecting body and the rail body must be tightly and firmly connected together.

Example 2

As shown in FIG. 3 and FIG. 4, the vibration damping rail of the present invention comprises a rail body 1, a damping body 2 composed of a modified damping asphalt which is liquid at a working temperature, and an aluminum alloy sheet restraining body 3, in the rail body 1 and the damping body 2 A connecting body 4 made of an aluminum alloy material is also disposed between the two, and the connecting body 4 is firmly bonded to both sides of the rail body 1 by a high-strength damping material. When bonding with high-strength damping materials, the bonding layer should be as thin as possible to ensure high bonding rigidity. The outer surface of the connecting body 4 is provided with a triangular rib 5, and the side of the restraining body 3 adjacent to the damping body 2 has a triangular rib 6 which is interlaced with the rib 5. The damper body 1 is disposed in a fitting gap between the connecting body 4 and the restraining body 3. The constraining structure is locked on the rail by using the card slot 9 formed on the rail body, and the slot can be formed by rolling, continuous welding or intermittent welding, and the function is to prevent the constrained damping structure from falling off accidentally and ensuring the safe operation of the train. The labyrinth-constrained damping structure composed of the damper body 2, the restraining body 3, and the connecting body 4 is arranged at intervals in the longitudinal direction of the orbiting body 1.

In order to prevent the damping material from leaking out during use, a sealant may be provided at the open end of the damping structure, and after it is cured, a sealing layer 10 is formed to close the damping body layer chamber.

This embodiment uses a viscous liquid damping material with high damping component and low elastic component. The effect of the track stiffness is small. In addition, the connecting body and the rail body are bonded by a high-strength damping material, and an additional layer of damping is added while ensuring the joint strength and the joint rigidity, thereby improving the damping of the rail.

Example 3

As shown in FIG. 5, the vibration damping rail of the present invention comprises a rail body 1, a damping body 2 composed of solid modified asphalt and an aluminum profile restraining body 3, and an aluminum profile connecting body 4 is further disposed between the rail body 1 and the damping body 2. The connecting body 4 is firmly bonded to the rail body 1 by using a high elastic adhesive. The connecting body 4 has ribs and the hollow rectangular bosses on the binding body 3 cross-fit each other, and the damping body 2 is disposed on the connecting body and the restraint Within the fit gap between the bodies.

In order to facilitate the construction, the corresponding connecting body and the binding body are made according to the outer section of the rail. Since the bottom space of the rail is small and the plane area of the rail bottom is large, the connecting body is omitted under the rail, and the connecting body is directly disposed between the binding body and the rail. Damping body. The constraining body can have tiny projections or ribs, or it can be a plain constraining plate. And the fastening structure provided on the binding body profile between the segments and the segments is used to lock the parts into one piece. The gap of the buckle is also filled with a damping material or a bonding material. This is a safety measure. Since the restraining structures of the segments are locked to each other, even if the restraining structure is accidentally peeled off from the rail body, it will not fall off. The constrained damping structure of the rail waist portion during construction can be continuous, and the constrained damping structure of the upper and lower surfaces of the rail bottom plate should be avoided to avoid the rail fastener.

In this embodiment, since the constraining structure is implemented in sections on the cross section, the connecting body, the restraining body and the damping material can be pre-composited into the constrained damping structural plate at the factory, and only the bonding is required on the site (the bottom with the micro-tooth plate damping) Material bonding), construction speed is fast. In addition, the connecting body and the restraining body are made of aluminum alloy extruded profiles, which are high in precision and beautiful in appearance.

The rib of the binding body is set as a hollow rectangle, extending longitudinally for the main bending vibration shape, and the bending rigidity is large, so the constraint stiffness to the longitudinal bending wave is large; to prevent the cavity from resonating, the cavity is filled with fine sand 26, and Increase frictional damping.

Example 4

As shown in FIG. 6 , the vibration damping rail of the present invention comprises a rail body 1 and a restraining body 3 made of a steel plate. The plurality of iron rectangular connecting bodies 4 are fixed on the rail body by using a high-strength adhesive, and the connecting body 4 and The rectangular ribs 6 provided on the restraining body 3 are matched, and a high damping polyurethane is disposed in the cavity formed by the connecting body 4, the rail body 1 and the restraining body 3 as the damping body 2, and the damping body 2 also binds the restraining body 3 and The connecting body 4 and the rail body 1 are coupled together. The damper body 2, the restraining body 3, and the connecting body 4 are disposed at intervals in the longitudinal direction of the rail body 1. In the operation similar to the embodiment in which the adhesive is used to fix the joint, the adhesive used must have a stiffness after curing which is greater than the stiffness of the damper material.

Example 5

The vibration damping wheel of the present invention shown in Fig. 7 differs from the fourth embodiment in that the connecting body 4 is a part of the rail body 1 itself, and the binding body is formed by an aluminum rib plate 3a, a honeycomb panel 3b, and a flat plate 3c. . The sandwich structure can increase the rigidity of the restraint under the most economical conditions, strengthen the restraining effect, and increase the shear deformation and damping of the damping body.

In the embodiment, the connecting body and the rail body are rolled and formed together, the bonding material is omitted, the joint strength and rigidity are large, and the restraining structure is not easy to fall off, which is safe and reliable.

Example 6

As shown in FIG. 8 and FIG. 9, the vibration damping rail of the present invention comprises a rail body 1, a damping body 1 made of silicone oil, and an aluminum alloy restraint 3, and a steel plate is further disposed between the rail body 1 and the damping body 1. The connecting body 4, the connecting body 4 is welded to both sides of the rail body 1. For the convenience of construction, the connecting body is divided into two sections according to the shape change on each side of the rail main body. The connecting body 4 has a rectangular rib 5 on the side adjacent to the damper body 2, and a side of the binding body 3 adjacent to the damper body 2 has a rectangular rib 6 which is interlaced with the rectangular rib 5 of the connecting body, and the rib 5 The inside of the rib 6 is provided with a cavity, and the cavity is filled with iron sand as the damping body 8 in the cavity. To prevent the iron sand from leaking out during use, it can be closed after being cured by the sealant at the open end (not shown). . The damping body 2 is disposed in the fitting gap of the connecting body 4 and the binding body 3, and a sealing layer 10 for preventing leakage of the liquid damping material is disposed at the end surface, and a distance member 7 for holding the thickness of the damping layer is further disposed in the fitting gap. . The labyrinth-shaped constraining damping structure composed of the damper body 1, the restraining body 3 and the connecting body 4 is arranged at intervals in the longitudinal direction of the rail body 1.

In the present embodiment, a cavity is provided inside the connecting body and the constraining body, and a high specific gravity material is disposed in the cavity. This method can effectively increase the weight of the track body. The higher shield can provide inertial impedance, and the friction between the sand particles can provide damping, thus further improving the vibration resistance of the track body in the high frequency region. The noise reduction effect is better, so the vibration reduction and noise reduction effect is better.

In the actual application process, in order to reduce the weight of the material and reduce the cost, the method of setting the cavity is often adopted, but the air inside the cavity is easy to resonate and amplify certain frequencies, so in this embodiment, it is empty. Some specific materials are placed in the cavity to prevent the occurrence of symbiosis. Health. In addition, a sound absorbing material may be disposed in the cavity to absorb the acoustic energy in the cavity, or a foaming material may be disposed to make it unable to resonate. If the damping material is provided, in addition to preventing air resonance, additional damping is provided, which is beneficial for further reduction. The vibration of the track can achieve good results.

Example 7

As shown in FIG. 10, unlike the first embodiment, the rail body 1 is formed with a retaining flange by the welding baffle 12, and the labyrinth constrained damping structure composed of the connecting body 4, the damping body 2 and the restraining body 3 utilizes the retaining edge structure. Lock on both sides of the rails.

In order to ensure the tight connection between the connecting body and the surface of the rail body, it is also possible to apply a high-strength damping glue on the contact surface of the connecting body and the rail body for auxiliary bonding.

Example 8

As shown in FIG. 11 and FIG. 12, the difference between the present embodiment and the first embodiment is that the labyrinth constrained damping structure composed of the connecting body 3, the damping body 2, and the restraining body 4 attached to the rail body 1 is provided with The two layers, the two ribs extend longitudinally along the track, and the layers are tightly adhered by the high-strength damping material, and the flange formed by the baffle 12 welded on the rail body is locked on the rail waist. Since this structure further enlarges the actual working area of the damping material subjected to the shearing force, the vibration damping performance is more obvious.

Based on the inventive spirit of the present embodiment, the labyrinth-constrained damping structure provided on the rail body can also exceed two layers.

Example 9

As shown in Fig. 13, this embodiment differs from the embodiment 8 in that the connecting body and the restraining body located in the middle of the two-layer constrained damping structure are integrated to form an intermediate restraint body 14 having ribs on both sides. This simplifies the joining process of the constrained damping structure and increases the strength of the system.

Example 10

As shown in Fig. 14, the difference between this embodiment and the embodiment 8 is that the rib directions of the different labyrinth-constrained damping structure layers are changed from being arranged in parallel to each other to be perpendicular to each other. That is, the rib direction of the damped structural layer near the rail body 1 is the longitudinal direction of the rail (Y-axis direction), and the rib direction of the outer constrained damping structure layer is the vertical direction (Z-axis direction).

By this change, it is possible to effectively suppress the bending or torsional vibration deformation of the rail waist covered by the constrained damping structure layer in both directions. Based on this principle, the auxiliary constraint resistance perpendicular to the direction of the rib extension of the main constrained damping structure can be crossed in the same constrained damping structure layer. The Ni structure can also set the rib directions of the constrained damping structures disposed on both sides of the rail waist to be perpendicular to each other, and can also achieve a good effect.

Example 11

As shown in Fig. 15 and Fig. 16, the vibration-damping rail of the present invention is rolled into a corrugated plate with ribs as a connecting body 4 by using a thin steel plate. To strengthen the rigidity of the restraining body, the corrugated board 3e and the thin steel plate 3f are welded by welding. The machine body is integrally formed as a restraining body, and the damper body 2 is disposed in a fitting gap between the connecting body and the restraining body. In order to further enhance the sound absorbing effect, a foaming material 11 is provided in the cavity of the connecting body. In order to reduce the processing cost, no additional material is placed in the cavity of the restraining body, and instead, the small holes 13 are connected to the outside of the steel plate 3f corresponding to the cavity, and these small holes are used as air damping holes, if they occur Resonance, air in and out of the small hole will consume energy, equivalent to the small hole throttling energy in the hydraulic shock absorber, but also absorb the noise from the outside.

During installation, the labyrinth constrained damping structure composed of the connecting body, the damping body and the restraining body is pressed into the card slot 9 formed on the rail body 1 by a certain pressure by using a good deformability of the thin steel plate, by bonding or multi-pointing. The welding connects the connecting body and the rail body tightly together, which can effectively prevent the restraining structure from falling off accidentally, and is safe and reliable.

In this embodiment, the steel plate is used as the connecting body and the restraining body, and the stamping or roll forming can be performed in large quantities, the cost is low, the joint rigidity and the restraining rigidity are large, and thus the damping is also high.

Example 12 '

As shown in Fig. 17, the damper rail of the present invention has its rail body 1 padded on the elastic pad 17 and fixedly mounted on the sleeper 19 by fasteners 16 and fixing bolts 18. After the binding body plate is properly extended, the fixing bolt 18 of the fastener is used to connect it with the rail body, and the entire labyrinth constraining damping structure composed of the connecting body 4, the damping body 2 and the restraining body 3 is also fastened to the bottom surface of the rail. In order to ensure the tight connection, the connecting body and the rail are firmly bonded.

Since the constrained damping mainly has a damping constraint on wavelengths shorter than and close to the length of the constraining structure, it does not have a large effect on wavelengths whose length is several times longer than the length of the constraining structure. Therefore, in each of the examples of the present invention, the length of the labyrinth constraining structure should be as long as possible, and the segments should be locked to each other at the end to ensure that the restraining action can be transmitted across the segments.

In this embodiment, in addition to its own restraining effect, the restraining body is also supported by the sleeper, the restraining rigidity is larger, and the restraining damping is larger. At the same time, it not only has a damping effect on the high-frequency vibration (short wavelength) of the orbit, but also has a good damping effect on the low-frequency vibration (long-wave) of the orbit, such as wheel rolling. The obsolete track compresses the settling deformation of the elastic pad.

When the ribs of the constraining body and the connecting body are perpendicular to the track (as shown in Fig. 17), the labyrinth constrained damping structure can improve the lateral damping of the track while having a higher vertical damping.

When the ribs are arranged in the longitudinal direction, the longitudinal damping of the rail can be improved, since the bending stiffness of the restraining body is larger at this time, the vertical damping of the rail is higher, and if the labyrinth constraining structure is continuously arranged under the rail (at this time) The elastic pad should be placed under the labyrinth constrained structure), spanning multiple sleepers, and the restraining effect on the track is stronger.

According to the principle of the present embodiment, the restraining body 3 can be integrally fixed to the fastener 16 by a process such as welding, and the fastener 16 can be directly formed as a part of the restraining body 3.

Of course, in this embodiment, the labyrinth portion of the rail body can be provided with a labyrinth-constrained damping structure at the same time.

Example 13

The vibration damping rail of the present invention shown in Fig. 18 differs from the embodiment 12 in that the restraining body 3 is directly supported on the track bed 20, and the labyrinth type constraining damping structure comprising the connecting body 4, the damping body 2 and the restraining body 3 is further formed. Fastened on the underside of the track. The restraining body 3 is fixed by a foot bolt 21 preset in the track bed 20. After the binding body is coupled with the track bed, the binding body is supported by the track bed, which not only weakens the vibration on the rail less than the length of the restraining plate, but also forces the damping body to shear deformation and consume energy for the low frequency and macroscopic vibration of the rail. Get effective control.

Example 14

19 is a longitudinal cross-sectional view of the labyrinth-type constrained damping structure of the vibration-damping rail side of the present invention, wherein the connecting body 4 is an integrally formed discontinuous projection on the rail body 1, and the projection extends in the longitudinal direction of the rail. The restraining body 3 is a plate material having a corresponding groove, and the restraining body 3 is fastened to the connecting body 4, and the damping body 2 is disposed in a matching gap therebetween. The restraining body 3 is locked to the rail body 1 by means of a retaining edge provided on the track rail (multiple times mentioned in the above embodiment, not shown in the figure).

In this example, the constraining body has ribs extending along the length of the track, and ribs disposed perpendicular thereto, and the vertically disposed ribs can be used as the ribs 25 to increase the rigidity of the restraining body and limit the orbit. Vibration in the vertical direction. It should be pointed out that such ribs can also be arranged on the outside of the restraint body. For the sake of aesthetics, for the restraint body with the cavity, even the rib can be placed in the cavity, which can also achieve good results. .

In such applications, in order to ensure the overall stiffness of the constraining body, it is preferred that the ribs of the constraining body are continuous Set, and separate the connectors, because the connectors are attached to the rail body, the rigidity is higher, and only a higher bonding rigidity is required.

Example 15

As shown in Fig. 20, the main difference between this embodiment and the embodiment 14 is that the extending direction of the connecting body 4 is perpendicular to the rail bottom. The labyrinth constrained damping structure composed of the restraining body 3, the damping body 2 and the connecting body 4 shown in this example is simultaneously suitable for controlling the vertical vibration of the rail body 1. Of course, the technical solution of this embodiment can also be used on the track simultaneously with the technical solution of the embodiment 14.

The vibration damping track of the invention has the advantages of simple structure, good vibration and noise reduction effect, long service life, safety and reliability, and does not affect the urban landscape and the driver's vision as compared with the sound insulation barrier, and has excellent economic and environmental effects, and can be widely applied to railways, Metro, urban railway, elevated light rail, high-speed railway and other rail transit sites, especially curved sections with high noise levels, braking sections and high-speed sections and stations.

Claims

Claim

A vibration-damping rail comprising a rail body and a binding body and a damping body connected to the rail body, wherein the non-working surface of the rail body is fixedly provided with a connecting body with a rib or a convex-concave structure, corresponding to the connecting body The inner surface of the constraint has a rib or a concave-convex structure, and the damping body is disposed between the connecting body and the binding body or between the connecting body, the rail body and the binding body, and forms a labyrinth constrained damping structure. The length direction of the rail body is continuous or spaced.

2. The vibration damping track according to claim 1, wherein the damping body is disposed continuously or at intervals between the connecting body and the binding body, and the material of the damping body is a solid damping material or a liquid damping material, and the material of the binding body The stiffness is greater than the stiffness of the damping material.

3. A vibration-damping track according to claim 2, wherein the damping body has a thickness in the normal direction of the convex-concave structure surface that is smaller than the other direction, and the total area of the single side of the damping body is larger than the surface area of the rail it covers.

4. A vibration-damping track according to claim 1, wherein the rib or convex-concave structure extends in a direction substantially perpendicular to the bending peak of the main bending mode of the track body, preferably parallel to the longitudinal axis of the track.

5. The vibration-damping rail according to claim 4, wherein the convex portion or the concave portion of the rib structure has a cross-sectional shape of an arc shape, a trapezoidal shape, a triangular shape, a rectangular shape, a T shape, and an L shape. Arched, tiled or wavy.

6. The vibration-damping rail according to claim 1, wherein the connecting body or/and the binding body are provided with a cavity or a sandwich structure, and the cavity is provided with a damping material, a sound absorbing material, a foaming material, and a high specific gravity. The material or the bulk material of its composition, or a small hole in the cavity wall.

7. The vibration damping track according to claim 1, wherein the connecting body and the rail body are of a unitary structure.

S. The vibration-damping rail according to claim 1, wherein the labyrinth-shaped constraining damping structure composed of the connecting body, the damping body and the restraining body is disposed on one side or two sides of the rail body, and may be provided with multiple layers, different The rib extension directions of the constraining structures in the labyrinth constrained damping structure layer are arranged parallel or perpendicular to each other.

9. The vibration-damping track according to claim 8, characterized in that within the same layer The ribs are disposed between the adjacent ribs on the beam body or the different labyrinth-type constrained damping structures intersecting the rib extending directions in the same layer. Preferably, the ribs of the binding body are continuously disposed. - .

10. The vibration-damping rail according to claim 8, wherein the restraining structure is locked to the rail body by a fastener, a stud bolt, a bonding, an elastic clip, or a card groove or a retaining edge formed on the rail. The constraining structure is locked to the rail body or the restraining structure is firmly bonded to the rail surface by an adhesive or damping material.

11. A vibration damping track according to claim 1 or 8, wherein the constraint body of the labyrinth constrained damping structure disposed on the track body is coupled to the track bed or fastener.

12. The vibration-damping rail according to claim 1, wherein the labyrinth-shaped constraining damping structure is covered on both sides of the rail waist, the upper surface of the rail bottom and the lower surface of the rail bottom, and the card slot, the buckle and the bolt are used between the segments. , riveting or bonding are firmly bonded to each other and interlocked.