WO2015003634A1 - 一种轨道吸振器 - Google Patents

一种轨道吸振器 Download PDF

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Publication number
WO2015003634A1
WO2015003634A1 PCT/CN2014/081929 CN2014081929W WO2015003634A1 WO 2015003634 A1 WO2015003634 A1 WO 2015003634A1 CN 2014081929 W CN2014081929 W CN 2014081929W WO 2015003634 A1 WO2015003634 A1 WO 2015003634A1
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WO
WIPO (PCT)
Prior art keywords
mass
rail
vibration
elastic
elastic member
Prior art date
Application number
PCT/CN2014/081929
Other languages
English (en)
French (fr)
Inventor
李洪
尹学军
孙海富
孔祥斐
郭郦
曲洪啸
徐鹏
付学智
Original Assignee
铁道第三勘察设计院集团有限公司
青岛科而泰环境控制技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 铁道第三勘察设计院集团有限公司, 青岛科而泰环境控制技术有限公司 filed Critical 铁道第三勘察设计院集团有限公司
Priority to ES14822882T priority Critical patent/ES2822352T3/es
Priority to US14/903,451 priority patent/US9970161B2/en
Priority to PL14822882T priority patent/PL3020863T3/pl
Priority to EP14822882.8A priority patent/EP3020863B1/en
Publication of WO2015003634A1 publication Critical patent/WO2015003634A1/zh
Priority to HK16109207.2A priority patent/HK1221269A1/zh

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E01B19/003—Means for reducing the development or propagation of noise
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F7/00—Vibration-dampers; Shock-absorbers
    • F16F7/10—Vibration-dampers; Shock-absorbers using inertia effect
    • F16F7/104—Vibration-dampers; Shock-absorbers using inertia effect the inertia member being resiliently mounted
    • F16F7/108—Vibration-dampers; Shock-absorbers using inertia effect the inertia member being resiliently mounted on plastics springs

Definitions

  • the invention belongs to the field of vibration and noise control of rail transit, and particularly relates to a vibration damping device which is arranged on a non-working surface of a rail and is used for reducing the vibration and noise generated by the rail during the operation of the rail vehicle.
  • the research shows that among the railway noise generated during train operation, the wheel-rail noise accounts for a high proportion, and the medium- and high-frequency noise of the rail vibration radiation contributes especially to the total noise. Therefore, the vibration and noise treatment of the rail is carried out. It is of great significance for the vibration and noise reduction of urban rail transit.
  • engineers have developed various types of vibration and noise reduction products.
  • the tuned damper is more common.
  • the tuning device composed of the quality one spring generates the reaction force when the rail vibrates.
  • the vibration of the rail is reduced, for example, the rail tuning damper disclosed in the patent application No. 200480019707.1, which can achieve a certain vibration and noise reduction effect.
  • the tuned damper for such tracks has a small frequency range.
  • the elastomer is required to have high elasticity, the material is soft and easy to be torn; Control, the elastomer needs to have a large hardness, the elasticity is poor, and the vibration damping effect is not good.
  • such rail-tuned dampers also generally have the following disadvantages: (1) The mass is embedded in the elastic material, and it is difficult to achieve accurate mass tuning and damping in both directions; (2) Tuning damper It is still semi-finished at the factory, it is not assembled with the rail, and it is impossible to directly measure or debug the working frequency; (3)- Once the material is cracked, cracks will form inside, and the stiffness of the elastic component and the operating frequency of the tuned damper will change. (4) The elastic component, the damping material and the bonding material are integrated, and all parameters cannot be optimized; Once the elastic material is cracked, the TMD mass will fall off, posing a safety hazard to the train operation.
  • the existing tuned damper has limited effects of vibration and noise reduction, unstable performance, narrow frequency domain and short service life.
  • the technical problem to be solved by the present invention is to overcome the above drawbacks and provide a track vibration absorber with good vibration and noise reduction effect, strong weather resistance, stable performance, wide frequency domain, safe use and long service life.
  • the track vibration absorber comprises an elastic member, a mass and at least one coupling frame, and a surface shape of the coupling portion of the coupling frame and the rail non-working surface is the same as a shape of a corresponding surface of the rail, and the coupling frame includes at least An absorbing chamber, the mass is at least partially disposed in the absorbing chamber of the coupling frame, and an elastic member is disposed between the mass and the chamber wall of the absorbing chamber.
  • the elastic member is disposed between the mass and the chamber wall of the absorbing chamber in the vertical direction of the rail or/and the rail, or the elastic member is disposed between the mass and the chamber wall of the absorbing chamber around the mass.
  • the elastic member may be composed of at least one of rubber, elastic polyurethane or metal spring.
  • the metal spring includes a disc spring, a leaf spring, a coil spring, etc.; the rubber may specifically be a neoprene rubber, a nitrile rubber or the like.
  • the elastic element disposed between the mass and the wall of the vibration absorbing chamber can be pre-compressed, and the pre-compression displacement of the elastic element is greater than that of the mass. Relative to the amplitude of the wall of the vibration absorbing chamber.
  • pre-compression is often required when assembling the mass and the joining frame during the manufacturing process of the present invention.
  • the elastic member can also be integrally fixed with the mass, the splicing or the vulcanization joint between the mass and the wall of the absorbing chamber.
  • the track vibration absorber of the present invention may further comprise a damping element disposed between the mass and the wall of the vibration absorbing chamber.
  • the damping element may be composed of an elastic solid damping material; the damping element may also be composed of a liquid damping material.
  • the moving blade can also be arranged on the mass block, and the static vibration blade and the moving blade are arranged alternately on the wall of the vibration absorption cavity, and a liquid damping material is arranged in a part of the space between the adjacent static blade and the moving blade.
  • a spoiler or a spoiler on the moving blade or/and the stationary blade it is also possible to provide a spoiler or a spoiler on the mass.
  • the connecting frame may also be provided with a connecting plate, and the connecting plate is provided with a connecting hole, a bent connecting portion or a snap structure.
  • connection reinforcing structure may be provided on the surface of the cavity wall to which the vibration absorbing cavity cooperates with the elastic member or/and the mating surface of the mass and the elastic member.
  • the connection reinforcing structure comprises a surface convex-concave structure, a surface knurling structure or a surface pulping structure.
  • the absorbing chambers in the coupling frame When the number of the absorbing chambers in the coupling frame exceeds one, the absorbing chambers are juxtaposed in the vertical direction of the rails in the coupling frame, or/and juxtaposed along the lateral direction of the rails, or/and juxtaposed along the longitudinal direction of the rails.
  • the coupling frame of the track vibration absorber of the present invention is disposed on the non-working surface of the rail along the longitudinal direction of the rail, and the non-working surface of the rail includes the lower part of the rail head, the rail waist and the wing plate which are located outside the limit during use of the rail. And the bottom surface of the rail.
  • the beneficial effects of the present invention are: since the mass-spring system composed of the mass and the elastic member is disposed in the coupling frame,
  • the coupling frame forms an effective protection for the mass-spring system composed of the mass and the elastic member, especially when the polymer elastic material is used, the elastic material is not easily deteriorated, and the service life of the product can be greatly prolonged;
  • the track vibration absorber of the present invention achieves a breakthrough in structure, has fewer restrictions on elastic components, and has a wide selection range of elastic components.
  • an elastic component such as a metal spring can be selected instead of rubber, and the existing rubber can be circumvented. Defects in the elastic component, such as temperature sensitivity, etc., so the applicable parameter range is wider, the performance is more stable, and the weather resistance is better;
  • the mass is not disposed inside the elastic member, and the elastic member occupies less space, so that a larger and heavier mass can be set under the same space condition, thereby effectively improving Quality tuning and damping effect;
  • the elastic element, damping material and bonding material can be independent, and the respective characteristics can be optimized. Both can be mass-produced in the factory, the parameters are even and stable, the bonding material is responsible for the bonding strength, the elastic material is responsible for frequency modulation, and the damping is responsible for energy dissipation;
  • the elastic elements are independently arranged above and below the mass, and the frequency of the same mass in the vertical direction of the rail and the transverse direction of the rail can be independently adjusted to achieve tuning quality damping in both directions;
  • the track vibration absorber is already finished at the factory. It can accurately measure and debug the working frequency of the product before leaving the factory. It does not need on-site debugging. It only needs to be pasted, installed or fastener connected.
  • the track vibration absorber of the invention has the advantages of simple structure, good vibration and noise reduction effect, stable performance, good weather resistance, wide frequency domain range, long service life and excellent cost performance, which is beneficial to delaying the wear of the rail and extending the rail.
  • the service life of the market is very broad.
  • FIG. 1 is a schematic structural view and an application schematic diagram of a track vibration absorber of the present invention
  • FIG. 2 is a schematic structural view and a second application schematic diagram of the track vibration absorber of the present invention
  • FIG. 3 is a schematic structural view of the track vibration absorber of the present invention and a third application diagram thereof;
  • FIG. 4 is a schematic structural view of the track vibration absorber of the present invention and a fourth application diagram thereof;
  • Figure 5 is a schematic structural view of the track vibration absorber of the present invention and a fifth application diagram thereof;
  • FIG. 6 is a schematic structural view of the track vibration absorber of the present invention and a sixth application diagram thereof;
  • Figure 7 is a schematic structural view of the track vibration absorber of the present invention and a seventh application diagram thereof;
  • FIG. 8 is a schematic structural view of the track vibration absorber of the present invention and an application diagram thereof;
  • FIG. 9 is a schematic structural view of the track vibration absorber of the present invention and a schematic diagram of the application thereof;
  • Figure 10 is an enlarged view of a portion A in Figure 9;
  • Figure 11 is a second enlarged view of the portion A in Figure 9;
  • FIG. 12 is a schematic structural view of a track vibration absorber of the present invention and a schematic diagram of an application thereof;
  • Figure 13 is a schematic structural view of the track vibration absorber of the present invention and an application schematic diagram 11;
  • Figure 14 is a schematic structural view of the track vibration absorber of the present invention and a schematic diagram of the application 12;
  • Figure 15 is a cross-sectional view taken along line BB of Figure 14;
  • Figure 16 is a schematic structural view of the track vibration absorber of the present invention and a schematic diagram of the application thereof;
  • Figure 17 is a schematic structural view of the track vibration absorber of the present invention and a schematic diagram of the application thereof;
  • Figure 19 is a schematic structural view of the track vibration absorber of the present invention and a schematic diagram of the application thereof;
  • Figure 20 is a schematic structural view of the track vibration absorber of the present invention and a schematic diagram of the application thereof;
  • Figure 21 is a cross-sectional view taken along line C-C of Figure 20;
  • Figure 22 is a schematic structural view of the track vibration absorber of the present invention and an application diagram 18;
  • Figure 23 is an enlarged view of a portion D in Figure 22;
  • Figure 24 is a schematic structural view of the track vibration absorber of the present invention and a schematic diagram of the application thereof;
  • Figure 25 is a schematic structural view of the track vibration absorber of the present invention and a schematic diagram of the application thereof;
  • Figure 26 is a schematic structural view and a schematic diagram of the application of the track vibration absorber of the present invention.
  • Figure 27 is a schematic structural view of the track vibration absorber of the present invention and a schematic diagram of the application 22;
  • Figure 29 is an enlarged view of a portion E in Figure 28;
  • Figure 30 is a schematic structural view of the track vibration absorber of the present invention and a schematic diagram of the application thereof;
  • Figure 31 is a schematic view showing the structure of the track vibration absorber of the present invention and a twenty-fifth application diagram thereof.
  • the track vibration absorber of the present invention comprises an elastic member 4 and a mass 3, and further comprises a coupling frame 2, the surface shape of the coupling frame 2 and the rail 1 wing and the rail waist coupling portion being the same as the shape of the corresponding surface of the rail
  • the coupling frame 2 comprises an absorbing chamber 100.
  • the mass 3 is disposed in the absorbing chamber 100 of the coupling frame 2
  • the elastic member 4 is disposed between the mass 3 and the chamber wall of the absorbing chamber 100.
  • the elastic member 4 is vertically disposed between the mass 3 and the cavity wall of the vibration absorbing cavity 100 along the rail.
  • the coupling frame 2 is made of an aluminum alloy material
  • the elastic member 4 is made of a rubber material, because the rubber material has good damping.
  • the characteristic is a commonly used elastic solid damping material, so that the elastic member 4 is also a damping member, and the mass 3 is an iron block, wherein the elastic member 4 is fixedly coupled to the mass 3 and the coupling frame 2 by a vulcanization process, respectively.
  • the coupling frame and the elastic element A part of the mating surface of the piece and a part of the mating surface of the mass and the elastic element are respectively provided with a connection reinforcing structure, and the connecting reinforcing structure is specifically provided on the corresponding surface of the convex and concave structure 30 and the mass 3 provided on the corresponding surface of the coupling frame 2 The convex and concave structure 31.
  • the joint frame 2 When applied, as shown in FIG. 1 , the joint frame 2 is firmly bonded to the corresponding surface of the rail by the bonding material along the longitudinal direction of the rail, and the assembly of the rail vibration absorber and the rail of the present invention can be completed.
  • the rail vibration absorption of the present invention is required.
  • the device does not need to be arranged continuously on the rail.
  • attention should be paid to avoid the rail auxiliary components such as fasteners and fishplates, and the rails should be disposed on the corresponding non-working surfaces of the rails between the sleepers. This is applicable to all technical solutions of the present invention. , explained here together.
  • the spring clip or the like can be further enhanced to further enhance the fixing effect, which is a commonly used mounting means in the art, and is within the protection range required by the present invention.
  • the quality of the mass and the elastic element is a spring-tuned system, which generates a reaction force for the power consumption, so that the vibration of the rail is quickly attenuated and tends to be stationary.
  • the joint frame and the elastic body And the constrained damping energy dissipation structure is also formed between the mass blocks.
  • the mass block and the coupling frame When the mass block and the coupling frame are larger than 1/2 wavelength of one modal frequency, the mass block compresses the elastic element to move to the coupling frame, and the mass block and the coupling frame will The rubber material has a restraining effect, and the relative deformation between the two will shear the rubber material between the two to realize additional shear deformation energy consumption, so the vibration damping energy consumption effect can be further improved.
  • the vibration energy of the rail is attenuated rapidly, the corresponding vibration and noise radiation intensity is also rapidly reduced. Therefore, the track vibration absorber of the invention can achieve good vibration and noise reduction effects, and at the same time, can effectively reduce the wear of the rail and prolong the use of the rail. life.
  • the elastic member 4 is disposed between the upper and lower surfaces of the mass 3 and the coupling frame 1 only in the vertical direction of the rail, since the elastic member 4 has a certain elasticity in the lateral direction of the rail,
  • the track vibration absorber of the present invention described in this example can simultaneously control the vibration of the rail in the vertical and lateral directions.
  • the vibration of different frequencies can be controlled by optimizing the elasticity of the elastic member 4 and the total weight of the mass 3.
  • the track absorbers of the present invention that control different frequency vibrations are alternately disposed on the non-working surface of the rail. can.
  • the selection of the elastic member, the mass, and the coupling frame can be various.
  • the elastic member can be made of at least one of rubber, elastic polyurethane or metal spring;
  • the mass can be made of steel, iron, etc. Made of materials;
  • the joint frame can be made of high-strength, corrosion-resistant materials such as stainless steel, aluminum alloy, and glass fiber reinforced plastic.
  • the specific joining process of the elastic member and the mass block and the coupling frame may be different, for example, vulcanization, heat bonding, bonding or splicing may be used, as long as The ability to connect the three together can achieve the same effect, and is within the scope of protection required by the present invention.
  • connection reinforcing structure is provided only on the mating surface of the coupling frame and the elastic member, or
  • the connection reinforcement structure is provided only on the mating surface of the mass and the elastic member, and the specific structure of the surface convex and concave structure may be various forms such as protrusions, pits, continuous ribs or continuous grooves, and the cross section of the surface convex and concave structure
  • the shape may be various shapes such as a rectangle, a trapezoid, a circular arc, a triangle, a T-shape, etc.
  • connection reinforcing structure may be a surface knurling structure or a surface pulping structure, etc., in addition to the surface convex-concave structure already mentioned, Good results can be achieved, and the description of the drawings, which is only described in words, is within the scope of protection claimed in the present invention.
  • the track vibration absorber of the present invention has a quality one-spring system composed of a mass and an elastic member disposed in the coupling frame, which has the following advantages:
  • the coupling frame forms an effective protection for the mass-spring system composed of the mass and the elastic member, especially when the polymer elastic material is used, the elastic material is not easily deteriorated, and the service life of the product can be greatly prolonged;
  • the track vibration absorber of the present invention achieves a breakthrough in structure, has fewer restrictions on elastic components, and has a wide selection range of elastic components.
  • an elastic component such as a metal spring can be selected instead of rubber, and the existing rubber can be circumvented. Defects in the elastic component, such as temperature sensitivity, etc., so the applicable parameter range is wider, the performance is more stable, and the weather resistance is better;
  • the mass is not disposed inside the elastic member, and the elastic member occupies less space, so that a larger and heavier mass can be set under the same space condition, thereby effectively improving Quality tuning and damping effect;
  • Elastic components, damping materials and bonding materials can be independently optimized for their respective characteristics. They can be mass-produced in the factory, the parameters are even and stable, the bonding materials are responsible for the bonding strength, the elastic materials are responsible for frequency modulation, and the damping is responsible for energy dissipation;
  • the elastic elements are independently arranged above and below the mass, and the frequency of the same mass in the vertical direction of the rail and the transverse direction of the rail can be independently adjusted to achieve tuning quality damping in both directions;
  • the track vibration absorber is already finished at the factory. It can accurately measure and debug the working frequency of the product before leaving the factory. It does not need on-site debugging. It only needs to be pasted, installed or fastener connected.
  • the elastic member may be pre-tensioned or not pre-tensioned, and the limitation or fixation of the elastic member may be considered when not pre-tightening.
  • the track vibration absorber of the invention has the advantages of simple structure, good vibration and noise reduction performance, low cost, long service life and excellent cost performance, which is beneficial to delaying the wear of the rail and prolonging the service life of the rail, and the market application prospect is very good. broad.
  • the track vibration absorber of the present invention is different from the first embodiment in that the elastic member 4 is disposed between the mass 3 and the surface of the cavity wall corresponding to the vertical direction of the rail 1 and the coupling frame 2 is made of FRP material.
  • the elastic member 4 is made of a highly damped elastic polyurethane material, and the mass 3 is made of a steel material, wherein the elastic member 4 is fixedly bonded to the mass 3 and the cavity wall of the vibration absorbing chamber 100 by a chemical bonding process.
  • a joint reinforcing surface is respectively arranged on the mating surface of the joint frame and the elastic member and the mating surface of the mass and the elastic member, and the joint reinforcing structure is specifically
  • the surface embossing structure 32 provided on the corresponding surface of the coupling frame 2 and the surface knurling structure 33 provided on the corresponding surface of the mass 3 are provided. Since the highly damped elastic polyurethane material used for the elastic member 4 also has good damping characteristics and is one of the commonly used elastic solid damping materials, the elastic member 4 is also a damping member.
  • the elastic member 4 is pre-compressed when assembled with the mass 3 and the coupling frame 2, in a pre-compressed state, and the pre-compression displacement of the elastic member 4 is larger than the amplitude of the wall of the vibration-absorbing chamber 100 when the mass 3 is operated.
  • the track vibration absorber of the present invention described in this example is only in the mass 3
  • the elastic member 4 is disposed between the side surface and the coupling frame 1. Therefore, the track vibration absorber of the present invention is mainly used for controlling the vibration of the rail in the lateral direction, and of course, it also has a certain control effect on the vertical vibration.
  • the elastic member is pre-compressed, even if the high-damping elastic polyurethane material in the elastic member is cracked, there is internal crack, the rigidity of the elastic member, and the track vibration absorber of the present invention.
  • the operating frequency does not change, and its damping performance is more stable and reliable.
  • the control of vibration at different frequencies can be achieved by optimizing the elasticity of the elastic member 4 and the total weight of the mass 3.
  • the track vibration absorber of the present invention for controlling the corresponding vibration frequency may be alternately disposed on the non-working surface of the rail for a plurality of main vibration frequencies of the rail.
  • the elastic component disposed between the mass block and the coupling frame may not be pre-compressed.
  • Whether or not to pre-compress the elastic member can be selected according to the characteristics of the vibration frequency required to control the track structure.
  • the track vibration absorber of the present invention is different from the first embodiment in that the coupling frame 2 is made of steel, and the elastic member 4 is disposed between the mass 3 and the surface of the cavity wall corresponding to the transverse direction of the rail 1 of the vibration absorbing chamber 100.
  • the elastic member 4 is made of a metal spring. In this example, it is specifically a spiral steel spring. Both ends of the spiral steel spring are respectively welded and fixed to the coupling frame 2 and the mass 3.
  • the elastic element 4 is pre-compressed when assembled with the mass 3 and the coupling frame 2, in a pre-compressed state, and the elastic element 4
  • the pre-compression displacement is greater than the amplitude of the cavity 3 relative to the chamber wall of the vibration-absorbing chamber 100 when it is in operation.
  • the track vibration absorber of the present invention described in the present example has the following advantages: Since the spiral steel spring is used as the elastic member, the spiral steel spring has a good elasticity in the vertical direction, and is in the lateral direction. It also has good elasticity. Therefore, by controlling the relationship between the vertical stiffness and the lateral stiffness of the spiral steel spring, the track vibration absorber of the present invention can simultaneously control the lateral and vertical vibration of the rail, and its physical properties are affected by the temperature and humidity. When the influence of environmental factors is small, the vibration damping performance is more efficient and stable, and the service life is longer.
  • the metal spring which can be used as the elastic member can be a disc spring or a leaf spring in addition to the coil spring already mentioned, and can achieve a good effect, all of which are within the scope of protection required by the present invention.
  • the elastic element composed of a metal spring alone
  • the elastic element and the mass and the joint The pre-compression is carried out when the frame is assembled, and this also applies to the technique of the other separately applied metal spring of the present invention to constitute the elastic element. The program is explained here.
  • the present invention does not exclude the technical solution that the elastic element is not pre-compressed.
  • the elastic element may not be pre-compressed.
  • the two ends of the metal coil spring may be respectively fixed to the mass block and the coupling frame or The bonds are fixed together and the elastic elements are not pre-compressed.
  • the two ends of the metal coil spring are respectively bonded to the mass block and the coupling frame, and in addition to the positioning of the elastic element, some special functions can be realized, for example, the metal spiral is made by using a bonding material.
  • the spring coils at both ends of the spring are locked, which can eliminate the initial nonlinear problem of the spring stiffness of the metal coil spring due to machining errors or/and assembly errors, and are all within the protection scope of the present invention.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element when controlling low-frequency vibration, the elastic element can be not pre-tensioned. In practical applications, whether the elastic element can be selected according to the characteristics of the required control vibration frequency Implement pre-compression.
  • the track vibration absorber of the present invention is different from the third embodiment in that the elastic member 4 composed of the spiral steel spring is simultaneously disposed on the surface of the cavity wall corresponding to the lateral and vertical direction of the rail 1 corresponding to the mass 3 and the vibration absorbing chamber 100. between.
  • the elastic elements are independently arranged on the upper and lower sides of the mass, and the frequency of the same mass in the vertical direction of the rail and the transverse direction of the rail can be independently adjusted to realize tuning in two directions.
  • the mass is damped, the mutual interference is small, and the control precision is higher.
  • the elastic member supports the entire mass, the movement of the mass is more stable during use, and the swinging and overturning moments are less likely to occur.
  • the elastic element in this example may or may not be pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element may not be pre-tensioned. In practical applications, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention as shown in Fig. 5 differs from the technical solution shown in Fig. 4 in that the elastic member 4 provided around the mass 3 is made of an elastic polyurethane material. Further, the coupling frame 2 is further provided with a connecting plate 5, and the connecting plate 5 is provided with a connecting hole 6.
  • the connecting plate 5 is used to fasten the bottom of the rail rail, and the fastener 7 is utilized.
  • Pass The connecting holes 6 securely connect the connecting plates 5 of the track vibration absorber of the present invention disposed on the left and right sides of the rail 1, so that the stability of the rail vibration absorber and the rail assembly of the present invention can be further improved. Even if the bonding fails, the track vibration absorber of the present invention can be fixed to the surface of the rail without falling off.
  • the elastic member 4 is in a pre-tightened state, and even if the mass 3 is separated from the elastic member 4, the mass 3 is not easily detached from the vibration absorbing chamber 100, and the vehicle is not driven. Causes a safety hazard.
  • the elastic component disposed between the mass block and the coupling frame may not be pre-compressed.
  • Whether or not to pre-compress the elastic member can be selected according to the characteristics of the vibration frequency required to control the track structure.
  • the track vibration absorber of the present invention is different from the fifth embodiment in that the elastic member 4 is a composite spring composed of a rubber and a metal spring. Further, the connecting plate 5 is provided with a snap structure, and the buckle structure includes each other. The mating connecting plate 5 is provided with a card slot 8 and a claw 9 respectively. In addition to bonding, the buckle structure is used to fasten and tie the rail vibration absorbers of the present invention on both sides of the rail, and is firmly assembled with the rail.
  • the rubber material in this elastic element 4 also constitutes a damping element.
  • the elastic member 4 is composed of a composite spring of a rubber and a metal spring, and the rubber-metal composite spring is used to fully utilize the high elasticity and long life of the metal spring, and the metal material can be effectively suppressed by the rubber material.
  • the resonance of the spring during use helps to further improve the vibration damping performance and service life of the product.
  • the elastic element in this example may or may not be pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element may not be pre-tensioned. In practical applications, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention shown in Fig. 7 differs from the sixth embodiment in that the connecting plate 5 is provided with a bent connecting portion 10.
  • the coupling frame 2 is attached to the rail waist and the wing on one side of the rail 1, the connecting plate 5 covers the entire rail bottom, and the bending joint 10 is bent and fastened to the wing on the other side of the rail 1.
  • the assembly between the track vibration absorber of the present invention and the rail is achieved.
  • the track vibration absorber of the invention directly buckles on the non-working surface of the rail by using the connecting plate and the bending connecting portion, and the assembly and disassembly is convenient and quick, convenient for maintenance, safe and reliable, and should be When used, it can be alternately arranged on the left and right sides of the rail.
  • the track absorber of the present invention it is also possible to simultaneously bond to the rail by means of a bonding material.
  • the coupling frame 2 and the connecting plate 5 can also be used.
  • a layer of solid damping material is added to the contact surface of the rail.
  • the coupling frame 2, the connecting plate 5, the rail 1 and the solid damping material layer can also constitute a constrained damping structure, which can enhance the energy consumption and improve the vibration damping effect.
  • the elastic element in this example may or may not be pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element may not be pre-tensioned. In practical applications, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention is different from the seventh embodiment in that the coupling frame 2 is fastened under the rail bottom of the rail 1 through the connecting plate 5 and the bent connecting portion 10 provided on the connecting plate 5, thereby realizing the present invention. Assembly between the track absorber and the rail.
  • the elastic member 4 is composed of a composite spring made of a metal disc spring and an elastic polyurethane material, wherein the end of the metal disc spring is adjacent to the adjacent coupling frame 2 and the mass 3; One.
  • the track vibration absorber of the present invention uses the composite spring made of the metal disc spring and the elastic polyurethane material as the elastic element 4, which can fully utilize the strong bearing capacity of the disc spring, has a long service life and a small occupied space. Etc.
  • the space at the bottom of the rail can be fully utilized, which helps to set a larger mass for the space and further improve the vibration damping performance.
  • a damping material may be provided on the contact surface of the connecting plate 5 and the rail.
  • the elastic element in this example may or may not be pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element may not be pre-tensioned. In practical applications, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention is different from the seventh embodiment in that the elastic member 4 is composed of a leaf spring, the leaf spring is made of spring steel and the surface is covered with rubber. Layer 12 With the same composition, the corresponding limiting groove of the leaf spring is respectively accommodated on the mass 3. It should be noted that in the elastic member 4, the metal dome 11 mainly provides elasticity, and the rubber layer 12 mainly provides damping, and thus the rubber layer 12 is used here as a damping member.
  • the track vibration absorber described in this example is identical to the application method of the seventh embodiment and will not be repeated here.
  • the metal dome 11 in the elastic member is still connected during the working process, except that the tuning system composed of the mass and the elastic member can realize energy dissipation.
  • the rubber layer 12 between the two is continuously cut to realize the shear energy consumption, so that the energy consumption is faster and the vibration damping effect is better.
  • the elastic element in this example may or may not be pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element may not be pre-tensioned. In practical applications, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • the difference between the track damper of the present invention and the ninth embodiment is that the elastic member 4 is composed of a leaf spring, and the leaf spring is made of two metal spring pieces 14 made of spring steel and interposed therebetween.
  • the rubber layers 13 are composed in common. Similar to the embodiment 9, the rubber layer 13 is also used here as a damping element.
  • the application method and advantages of the technical solution in this example are basically the same as those in the ninth embodiment.
  • the metal elastic piece 14 and the rubber layer 13 directly constitute a constrained damping structure, and the continuation is also realized during the working process.
  • the energy consumption because the effective area of the shear damping material between the metal shrapnel 14 is larger, the shear damping energy consumption is more, the vibration energy of the attenuating rail is faster, and the vibration damping effect is better.
  • the elastic element in this example may or may not be pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element may not be pre-tensioned. In practical applications, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention as shown in FIG. 12 includes a coupling frame 18 disposed on the right side of the rail 1 rail and a coupling frame 15 disposed at the bottom of the rail, and a left side of the rail.
  • An elastic member 20 is disposed between the surfaces of the cavity walls, and the elastic member 20 is composed of a spiral steel spring and The rubber frame is composited; the coupling frame 15 includes a vibration absorbing chamber 102, and the mass chamber 16 is disposed in the vibration absorbing chamber 102.
  • the mass member 16 and the vibration absorbing chamber 102 are respectively provided with elastic members 17 along the vertical and lateral wall surfaces of the rail.
  • the elastic member 17 is made of a rubber material;
  • the coupling frame 22 includes a vibration absorbing chamber 103, and the mass chamber 23 is disposed in the vibration absorbing chamber 103.
  • the mass 23 and the vibration absorbing chamber 103 are respectively disposed between the vertical and lateral wall surfaces of the rail.
  • the elastic member 21 is composed of a spiral steel spring and a rubber material.
  • the connecting frame 15 is provided with a connecting plate 25 with a connecting hole
  • the connecting frame 22 is provided with a connecting plate 24 with a connecting hole
  • the connecting plate 25 and the connecting plate 24 are integrally connected by the connecting hole through the fastening hole 26
  • the rail vibration absorber of the present invention is firmly assembled with the rail.
  • a damping material may be provided on the contact surface of the present invention with the rail.
  • the track vibration absorber of the present invention covers the non-working surface of most rails, including the rail bottom, the wing plate and the partial rail waist, fully utilizes the space, and is provided with more mass blocks and elastic components.
  • the quality-one spring tuning system helps to attenuate the vibration energy of the rails more quickly, further improving the vibration and noise reduction performance of the product.
  • a tuning system composed of a plurality of mass blocks and elastic elements can be included, and different tuning systems can be used to control vibrations of different frequencies, and the vibration frequency of the control is more. The vibration damping effect is better.
  • the track vibration absorber of the present invention can also be provided with only the integrated coupling frame 18 and the coupling frame 15, and the connecting frame 15 is provided with the connecting plate 5, and the connecting plate 5 is provided with a folding end.
  • the bent connecting portion 10 is used for fastening to the rail 1 and also achieves a good effect, and is also within the scope of protection claimed in the present invention.
  • the elastic element can be pre-compressed or not pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned to control the low-frequency vibration.
  • the component can be pre-compacted. In practical applications, whether or not to pre-compress the elastic component can be selected according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention is different from the seventh embodiment in that the coupling frame 2 is divided into four vibration absorbing chambers by the partition 48 along the longitudinal direction of the rail, and each of the vibration absorbing chambers is provided with a mass block and An elastic member, wherein the vibration absorbing chamber 104 is provided with a mass 40 and an elastic member 41.
  • the elastic member 41 is disposed around the mass 40 between the mass and the wall of the absorbing cavity; the absorbing chamber 105 is provided with a mass 42 and an elastic member.
  • the elastic member 43 is disposed around the mass 42 between the mass and the wall of the vibration absorption chamber; the vibration chamber 106 is provided with a mass 44 and an elastic member 45, and the elastic member 45 is disposed around the mass 44 at the mass and the wall of the vibration absorption chamber.
  • the mass absorbing chamber 107 is provided with a mass 46 and an elastic member 47.
  • the elastic member 47 is disposed around the mass 46 between the mass and the wall of the absorbing chamber.
  • the masses 40, 42, 44 and 46 are each made of a cast iron material, and the elastic members 41, 43, 45 and 47 are each made of a highly damped elastic rubber material and also used as a damping member.
  • the track vibration absorber of the present invention is the same as that of the seventh embodiment, and will not be repeated.
  • the biggest advantage of the technical solution in this example is that, due to the arrangement of four shock absorbing cavities of different sizes along the longitudinal direction of the rail in the joint frame, the size of the mass in each absorbing chamber is different, The thickness of the elastic element in a vibration absorbing chamber is also different. Therefore, by optimizing the parameters of the mass and the elastic element in each of the absorbing chambers, the quality of the mass and the elastic element in each absorbing chamber can be made one by one. Controlling vibration at a specific frequency, it can control the vibration of four frequencies at the same time, and the vibration reduction and noise reduction effect after use is better.
  • the materials of the masses used in different vibration absorption chambers may be different, and the materials of the elastic elements used in different vibration absorption chambers may also be different. As long as the quality and the rigidity of the elastic elements are adjusted, a specific vibration frequency can be effectively controlled. , are all within the scope of protection required by the present invention.
  • the elastic elements located above and below the mass can also be made of different materials, so that the mass of the mass can be independently adjusted in the vertical direction of the rail and the transverse direction of the rail, and realized in two directions. The tuning quality is damped, the mutual interference is small, and the control precision is higher. This feature is also suitable for the technical solution that other elastic components are disposed between the mass block and the wall of the absorbing cavity around the mass, and the text is also used to explain the description. Within the scope of protection required by the present invention.
  • the elastic element in this example may or may not be pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element may not be pre-tensioned. In practical applications, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention is different from the embodiment 12 in that the coupling frame 2 includes a vibration absorbing chamber, and the mass chamber 40 and the elastic member 41 are disposed in the vibration absorbing chamber, and the mass 40 is made of cast steel.
  • the elastic member 41 is made of a highly damped elastic rubber, and the elastic member 41 is disposed around the mass 40 between the mass and the chamber wall of the absorbing chamber, and the elastic member 41 is also a damper member. Further, only the middle portion of the mass 40 is disposed in the absorbing chamber of the coupling frame 2, and both ends extend outside the coupling frame 2, respectively.
  • the technical solution of the present embodiment has the advantages of the track vibration absorber of the present invention shown in FIG.
  • the parameters such as the adjustment quality and the rigidity of the elastic member are more convenient, and can be used for In addition to controlling the high-frequency vibration, it is also suitable for controlling low-frequency vibrations because it can be set with a large mass, and has a wider application range.
  • the track vibration absorber of the present example also fixes the non-working surface of the rail disposed between the adjacent sleepers in the longitudinal direction of the rail, and avoids the rail components such as the fasteners during assembly, since the length of the joint frame 2 along the longitudinal direction of the rail is shorter than that of the mass 40, It also helps to save material.
  • the elastic element in this example may or may not be pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element may not be pre-tensioned. In practical applications, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention as shown in Figs. 14 and 17 is different from the thirteenth embodiment in that it comprises two coupling frames 2, and two coupling frames are respectively disposed at the ends of the mass 40, each of the coupling frames 2.
  • the absorbing chamber is provided with a mass 40 and an elastic member 41. The partial portion of the mass 40 is disposed in the absorbing chamber, and the intermediate portion is exposed between the two coupling frames.
  • the technical solution in the present example is more convenient for production and assembly, and the cross-sectional dimension of the dew section in the middle of the mass block can even be larger than the cross-sectional dimension of the coupling frame, which is advantageous for setting a larger mass and controlling a lower frequency. Vibration.
  • the two ends of the mass are matched with the elastic element and the coupling frame, and the stability is better when working.
  • the elastic element in this example may or may not be pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element may not be pre-tensioned. In practical applications, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • a plurality of vibration absorbing chambers in the coupling frame are disposed along the longitudinal direction of the rail, and the rail vibration absorber of the present invention as shown in Fig. 18 is different from the twelve embodiment in that the coupling frame 2 includes three vibration absorbing members. a cavity, three absorbing chambers are arranged along the vertical direction of the rail, wherein the uppermost absorbing chamber is provided with a mass 58 and an elastic member 59, and the middle absorbing chamber is provided with a mass 60 and an elastic member 61, and the lowermost vibration absorbing member A mass 62 and an elastic member 63 are provided in the cavity.
  • Masses 58, 60 and 62 are made of heavy concrete material, elastic Elements 59, 61 and 63 are each made of an elastic polyurethane material.
  • the track vibration absorber of the present invention described in this example is directly bonded and fixed to the bottom of the rail head of the rail 1 and the rail waist by using an adhesive material, and the spring is used to increase the reliability of the connection fixing.
  • the clip 64 cooperates to clamp the track vibration absorber of the present invention to the surface of the rail to complete the assembly between the track absorber of the present invention and the rail.
  • the track vibration absorber of the present invention can simultaneously control vibrations of a plurality of frequencies, which is convenient to use, for example, can be controlled by a tuning device composed of the mass 58 and the elastic member 59.
  • the vibration targeted to the vibration characteristics of different areas, targeted control, better damping effect. ⁇ Made of heavy concrete, it will not rust, has a long service life and can greatly reduce the cost.
  • the mass and the elastic element in different vibration absorption chambers can also be made of different materials, for example, metal springs, rubber springs and elastic polyurethane springs can be used separately, and in addition, ordinary The quality of concrete or reinforced concrete can also achieve good results, all within the scope of protection required by the present invention.
  • the elastic element in this example may or may not be pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element may not be pre-tensioned. In practical applications, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention shown in Fig. 19 differs from the fifteenth embodiment in that the coupling frame 2 includes four vibration absorbing chambers, and the four vibration absorbing chambers are arranged in a "field" shape.
  • a mass block 49 and an elastic member 50 are disposed in the upper left absorbing chamber, and a mass 51 and an elastic member 52 are disposed in the upper right absorbing chamber, and the mass 53 and the elastic member 54 are disposed in the lower left absorbing chamber, and the right lower portion absorbs vibration.
  • Masses 55 and 56 and elastic members 57 are disposed in the cavity. All masses are made of cast iron and the elastic elements 50, 52, 54 and 57 are made of different types of rubber with different stiffnesses.
  • the track vibration absorber of the present invention can also control the vibration of a plurality of frequencies at the same time.
  • two masses are arranged in the right lower suction chamber, and after optimizing the parameters, vibrations at different frequencies can be realized. Control, its damping efficiency is higher.
  • the joint frame The absorbing chamber can be vertically along the rail, or/and along the rail, or/and along the longitudinal direction of the rail, which can achieve vibration control at multiple frequencies, which is very convenient to use.
  • the elastic element in this example may or may not be pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element may not be pre-tensioned. In practical applications, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention is different from the track vibration absorber shown in FIG. 4 in that the coupling frame 2 is made of a steel plate, and the damping chamber 100 of the coupling frame is further provided with a damping member 65.
  • the damper member 65 is composed of a liquid damper material.
  • the two sides of the absorbing chamber 100 are provided with a sealing member 66.
  • the sealing member 66 is made of a steel plate. The sealing member 66 is welded and fixed to the coupling frame to completely close the absorbing chamber 100.
  • the liquid damping material is filled in a portion of the gap between the mass 3 and the wall of the absorbing chamber 100.
  • the application method of the track vibration absorber of the present invention is exactly the same as that of the first embodiment, and will not be repeated here.
  • the damping element 65 composed of the liquid damping material is added to the vibration absorption chamber 100, when the mass 3 absorbs the vibration energy of the rail, the liquid damping material generates a reaction that hinders the movement of the mass. Force, thus quickly consuming the energy of the mass. Therefore, not only can the vibration energy of the steel rail be rapidly attenuated, but also the resonance of the elastic member 4 can be suppressed, and the elastic member 4 can be quickly restored to a standstill, thereby improving the fatigue life of the elastic member and further prolonging the service life of the product of the present invention.
  • the elastic element in this example can be pre-compressed or not pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element can be pre-tightened. In the above, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention is different from the seventeenth embodiment in that the mass block 3 is provided with a spoiler convex and concave structure, and the spoiler convex and concave structure is specifically a plurality of sectional shapes provided on the surface of the mass block 3. It is a triangular rib 67.
  • the surface of the mass 3 is provided with a plurality of ribs 67, the effective contact area of the mass 3 and the damping element 65 composed of the liquid damping material is larger, and the resistance of the liquid damping material to the mass is also It is even bigger, so it consumes more energy and the vibration damping effect is better.
  • the cross-sectional shape of the rib 67 may be various shapes such as a circular arc shape, a rectangular shape, and a trapezoidal shape.
  • the spoiler convex and concave structure can be various, for example, as shown in FIG.
  • the spoiler convex and concave structure is composed of a plurality of grooves 68 provided on the surface of the mass 3; or as shown in FIG. 25, the spoiler convex and concave structure is composed of a plurality of partial protrusions 69 provided on the surface of the mass 3; or as shown in FIG. It is shown that the spoiler convex and concave structure is composed of a plurality of partial pits 70 provided on the surface of the mass 3.
  • the cross-sectional shape of the groove 68, the partial protrusion 69, and the partial dimple 70 can be various, and a good effect can be achieved as long as the effective contact area of the mass block and the liquid damping material can be improved. All are within the scope of protection required by the present invention.
  • the elastic element in this example can be pre-compressed or not pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element can be pre-tightened. In the above, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention as shown in Fig. 27 differs from that of the eighteenth embodiment in that the spoiler convex-concave structure is constituted by a plurality of spoiler holes 71 provided in the mass block 3 which are vertically penetrated along the rail.
  • the spoiler hole 71 is immersed in a damping member 65 composed of a liquid damping material.
  • the spoiler 71 provided on the mass 3 can effectively increase the effective contact area of the mass and the liquid damping material.
  • the liquid damping material in the spoiler 71 and the mass 3 will move relative to each other, so that resistance is generated to consume energy, so that the spoiler 71 is provided on the mass 3 to effectively improve the product.
  • Vibration damping performance Since the spoiler hole 71 is vertically disposed along the rail, the damping effect is most pronounced when the mass moves vertically along the rail, so the technical solution is more suitable for controlling the vertical vibration of the rail. Based on this principle, as shown in Fig. 27, it is also possible to provide a traverse hole 72 in the lateral direction of the rail on the mass to control the lateral vibration of the rail.
  • the elastic element in this example can be pre-compressed or not pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element can be pre-tightened. In the above, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention is different from the sixteenth embodiment in that the mass block 3 is further provided with a rotor blade 73, and the cavity wall of the vibration absorbing cavity 100 is provided with a stator blade 74 interlaced with the rotor blade 73.
  • a liquid damping material 65 is disposed in a portion of the gap between the adjacent stationary vanes 74 and the moving vanes 73.
  • the effective contact area between the mass block and the liquid damping material can be significantly improved.
  • the moving blade and the stationary blade cooperate with each other during the working process, and also produce an extrusion effect on the liquid damping material, so that the energy consumption is faster and the vibration damping effect is better.
  • the elastic element in this example can be pre-compressed or not pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element can be pre-tightened. In the above, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention shown in Fig. 30 differs from the embodiment 20 in that the rotor blade 73 is provided with a spoiler hole 75, and the stator blade 74 is also provided with a spoiler hole 76.
  • the turbulating holes are respectively arranged on the moving blades and the stationary blades, when the moving blades are close to the stationary blades, the liquid damping material is pressed and swayed in the turbulent holes, thereby further improving the energy consuming ability, thereby improving the vibration damping of the product. effect.
  • a spoiler convex and concave structure on the stator blade or/and the moving blade, for example, a rib, a protrusion, and a partial protrusion are provided. Or partial pits, etc., can all have similar effects, all of which are within the scope of protection required by the present invention, and are only described in words herein, and no further drawings are provided.
  • the elastic element in this example can be pre-compressed or not pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element can be pre-tightened. In the above, it is possible to select whether to pre-compress the elastic element according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention is different from the fifth embodiment in that the coupling frame 2 is provided with a part of the wing plate of the rail 1 and a part of the rail bottom.
  • the coupling frame 2 includes a vibration absorbing cavity 100, and the corresponding mass 3
  • the shape is in the shape of a "C”.
  • the elastic member 4 is made of a rubber material between the mass 3 and the vibration absorbing cavity 100 along the lateral direction of the rail and the rail.
  • the elastic member 4 passes through the vulcanization process and the mass 3 and the coupling frame 2 Tightly connected, the elastic member 4 is pre-compressed when assembled with the mass 3 and the coupling frame 2, in a pre-compressed state, and the pre-compression displacement of the elastic member 4 is greater than when the mass 3 is operated.
  • the assembly method between the track vibration absorber and the rail in this example is basically the same as that in the fifth embodiment, and will not be repeated here.
  • the technical solution of the present embodiment has a lower assembly position on the rail, and can make a position for the rail accessories such as the fishplate, thereby improving the adaptability to the rail boundary.
  • the track vibration absorber of the present invention may also be used in combination with a labyrinth constrained damping plate, which includes a connecting plate 201 and a restraining plate 200, in the application process.
  • the plate 201 and the restraining plate 200 are respectively provided with a convex and concave structure which cooperates with each other, and the damping material layer 202 is disposed in the matching gap between the connecting plate 201 and the restraining plate 200. Since the labyrinth constrained damping plate has the effect of wide-band vibration damping and noise reduction, together with the track vibration absorber of the present invention, the track vibration absorber can be used to control the specific frequency vibration that the vibration noise contribution is prominent, and then the labyrinth constrained damping plate is used at a wide frequency. The vibration noise is effectively suppressed within the range, and the comprehensive treatment effect on the vibration and noise of the rail is more excellent.
  • the track vibration absorber shown in FIG. 28 can also be used in the track vibration absorber at the same time.
  • a labyrinth constrained damping plate is added to the upper rail waist, or the rail vibration absorber shown in Fig. 22 can also add a labyrinth constrained damping plate at the bottom of the rail at the same time, which can also achieve good vibration and noise reduction.
  • the effect is only given in words here, no longer - the description of the drawings. It should be noted that, in this example, according to different needs, the elastic element in this example may be pre-compressed or not pre-compressed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned to control low-frequency vibration.
  • the elastic element may not be pre-tensioned.
  • whether or not to pre-compress the elastic element may be selected according to the characteristics of the required vibration frequency of the control structure.
  • the track vibration absorber of the present invention has a mass-spring system composed of a mass and an elastic element disposed in the coupling frame, which has at least some of the following advantages: (1)
  • the joint frame forms an effective protection for the quality of the mass and the elastic element, especially when the polymer elastic material is used, the elastic material is not easily deteriorated, and the service life of the product can be greatly prolonged; (2) due to the mass Wrapped in the elastic element as in the prior art, only in series with the elastic element, the selection of the elastic element is wider, the use of the metal spring is possible, the metal spring can be fully utilized, and the physical properties are less affected by the environment such as temperature and humidity.
  • the vibration damping performance is more efficient and stable, and the service life is long; (3)
  • the mass and the joint frame will be elastic.
  • the component and the damping element exert a restraining effect, and the relative deformation between the two will shear the two
  • the damping material realizes additional shear deformation energy consumption, so the vibration damping effect is more significant;
  • the track vibration absorber of the present invention achieves a breakthrough in structure, less restrictions on elastic components, and a wide selection range of elastic components, Low-frequency and high-frequency can choose elastic elements such as metal springs instead of rubber.
  • the present invention can avoid the defects of the existing rubber-like elastic components, such as temperature sensitivity, etc., so it has wider applicable parameters, more stable performance, and better weather resistance; (5) Since the available space of the rail surface is very limited, the present invention The middle mass is not disposed inside the elastic element, and the elastic element occupies less space, so larger and heavier masses can be set under the same space condition, thereby effectively improving the effect of mass tuning and damping; (6) elastic element, damping
  • the materials and bonding materials can be independently optimized for their respective characteristics. They can be mass-produced in factories, the parameters are even and stable, the bonding materials are responsible for the bonding strength, the elastic materials are responsible for frequency modulation, and the damping is responsible for energy dissipation.
  • the elastic member may be pre-tensioned or not, and the limit or fixation of the elastic member may be considered when the pre-tightening is not performed.
  • the elastic element when controlling high-frequency vibration, the elastic element must be pre-tensioned.
  • the elastic element When controlling low-frequency vibration, the elastic element may not be pre-tensioned. In practical applications, whether the elastic element can be selected according to the characteristics of the required control vibration frequency Implement pre-compression.
  • the track vibration absorber of the invention has strong applicability, long service life, good weather resistance, good vibration and noise reduction effect, and has a broad application prospect in the market.
  • the embodiments of the present invention are only intended to better illustrate the technical solutions of the present invention, and should not be construed as limiting the present invention, and the technical features in many embodiments may also be used interchangeably.
  • the present invention is also incapable of exhausting the assembly method with the rails, and in addition to the methods of bonding, fastening, fasteners, and the like mentioned in the embodiments, it is also possible to assemble and fix by means of a spring clip or the like.

Abstract

一种轨道吸振器，包括弹性元件（4）、质量块（3）和至少一个联接框架（2），联接框架（2）与钢轨非工作表面联接部分的表面形状相同，联接框架（2）中包含至少一个吸振腔（100），质量块（3）至少局部设置在联接框架（2）的吸振腔（100）内，质量块（3）与吸振腔（100）的腔壁之间设有弹性元件（4）。该轨道吸振器结构简单，性能稳定，耐候性好，能有效延缓钢轨的磨损，延长钢轨的使用寿命。

Description

一种轨道吸振器
技术领域
本发明属于轨道交通的振动及噪声控制领域， 尤其涉及一种设置于钢轨非工 作表面、 用于减轻轨道车辆运行过程中钢轨受迫产生的振动及噪声的减振装置。
背景技术
近年来， 我国轨道交通飞速发展， 给人们提供了快捷、 安全的出行方式的同 时， 其产生的振动和噪声问题也严重影响了周边居民的生活质量， 危及周边建筑 安全， 并且使轨道本身的稳定性、 安全性和使用寿命也受到影响。
研究表明列车运营时形成的铁路噪声中， 轮轨噪声占很高的比重， 而其中钢 轨振动辐射的中、 高频噪声对最终噪声总量的贡献尤其明显， 因此， 进行钢轨的 振动及噪声治理对城市轨道交通减振降噪具有重要意义。 为控制钢轨的振动及噪 声， 工程人员研发了多种类型的减振降噪产品， 其中调谐减振器较为常见， 其利 用质量一一弹簧构成的调谐装置在钢轨振动时产生反作用力作功耗能使得钢轨的 振动减小， 例如专利申请号 200480019707.1中公开的铁轨调谐减振器， 此类产品 可以实现一定的减振降噪效果。 但是工程应用中发现， 由于现有的此类技术方案 中普遍利用橡胶等弹性材料制成弹性元件， 然后在弹性元件中内置质量块， 而轨 道交通地域分布广阔，外界环境条件千差万别，长期直接曝露在外部环境中以后， 橡胶等弹性材料的物理性能易受到外界环境的影响，也容易被夕卜部物体划伤损坏， 进而对调谐减振器的减振降噪性能和使用寿命造成不良影响。 此外， 由于橡胶类 弹性元件对质量块形成的约束力较小， 质量块在弹性元件内部移动过程中对弹性 元件产生的拉压分量大， 剪切分量小， 因此无法实现有效的剪切耗能， 减振效果 也受到极大限制。 另外， 受结构和材料限制， 此类轨道用调谐减振器的适用频率 范围较小， 例如， 对于低频控制， 需要弹性体具有很高的弹性， 材料较软， 容易 被撕裂； 对于高频控制， 需要弹性体具备较大的硬度， 其弹性差， 减振效果不好。 再有， 此类铁轨调谐减振器还普遍存在下列不足： ( 1 )质量块镶嵌在弹性材料里 面，要同时两个方向实现的精准的质量调谐减振比较难； （2 )调谐减振器出厂时 还是半成品， 未与钢轨进行装配， 无法对工作频率进行直接测量或调试； （3 )— 旦材料开裂， 内部会形成裂缝， 弹性元件的刚度和调谐减振器的工作频率就发生 变化； （4 )弹性元件、 阻尼材料、 粘接材料集成在一起， 无法实现全部参数的优 化； （5 )弹性材料一旦开裂， TMD质量块会脱落， 对列车运行带来安全隐患。
综上可以看出， 现有调谐减振器存在减振降噪效果有限， 性能不稳定， 适用 频域窄， 使用寿命短等缺陷。
发明内容
本发明所要解决的技术问题是， 克服上述缺陷， 提供一种减振降噪效果好、 耐候性强、 性能稳定、 适用频域宽、 使用安全、 寿命长的轨道吸振器。
本发明所釆用的技术方案是， 轨道吸振器包括弹性元件、 质量块和至少一 个联接框架， 联接框架与钢轨非工作表面联接部分的表面形状与钢轨对应表面的 形状相同， 联接框架中包含至少一个吸振腔， 质量块至少局部设置在联接框架的 吸振腔内， 质量块与吸振腔的腔壁之间设有弹性元件。
优选的，弹性元件沿钢轨垂向或 /和钢轨横向设置在质量块与吸振腔的腔壁之 间， 或者弹性元件环绕质量块设置在质量块与吸振腔的腔壁之间。
所述弹性元件可以由橡胶、弹性聚氨酯或金属弹簧中的至少一种构成。其中， 金属弹簧包括碟簧、板簧和螺旋弹簧等； 橡胶具体可以是氯丁橡胶、 丁腈橡胶等。 为了保证弹性元件在使用过程中始终对质量块保持有效的弹性支承， 可以使质量 块与吸振腔腔壁之间设置的弹性元件处于预压缩状态， 并且弹性元件的预压缩位 移大于质量块工作时相对于吸振腔腔壁的振幅。 特别是对于金属弹簧， 在本发明 加工制造的过程中与质量块及联结框架进行组装时大多都需要实施预压缩。另夕卜， 弹性元件还可以与质量块及吸振腔腔壁之间粘接、 悍接或硫化连接固定成一体。
本发明轨道吸振器还可以包括阻尼元件， 阻尼元件设置在质量块与吸振腔腔 壁之间。 阻尼元件可以由弹性固体阻尼材料构成； 阻尼元件也可以由液体阻尼材 料构成， 增设液体阻尼时， 吸振腔的开口处设有密封件， 密封件将吸振腔完全封 闭， 液体阻尼材料填充在质量块与吸振腔腔壁之间的部分空隙中。 为了进一步提 高系统阻尼， 还可以在质量块上设置动叶片， 吸振腔腔壁上设有静叶片与动叶片 交错配合， 相邻的静叶片与动叶片之间的部分空隙内设有液体阻尼材料。 此外， 还可以在动叶片或 /和静叶片上设置扰流孔或扰流凸凹结构。 当然， 还可以在质量 块上设置扰流孔或扰流凸凹结构。 为了方便与钢轨进行装配， 联接框架上还可以设有连接板， 连接板上设有连 接孔、 折弯连接部或卡扣结构。 为了增加弹性元件与联接框架及质量块之间连接 的可靠性，还可以在吸振腔与弹性元件配合的腔壁表面或 /和质量块与弹性元件的 配合表面上设有连接加强结构。 所述的连接加强结构包括表面凸凹结构、 表面滚 花结构或表面拉毛结构。
联接框架中吸振腔的数量超过一个时， 吸振腔在联接框架中沿钢轨的垂向并 列设置， 或 /和沿钢轨的横向并列设置， 或 /和沿钢轨的纵向并列设置。
另外， 要说明的是， 本发明轨道吸振器的联接框架沿钢轨纵向设置在钢轨的 非工作表面上，钢轨的非工作表面包括钢轨使用过程中位于限界以外的轨头下部、 轨腰、 翼板及轨底表面。
本发明的有益效果是： 由于将质量块和弹性元件构成的质量一一弹簧系统设 置在联接框架内， 因此，
( 1 )联接框架对质量块和弹性元件构成的质量一一弹簧系统形成有效的保 护， 特别当使用高分子弹性材料时， 弹性材料不易发生老化， 可大大延长产品的 使用寿命；
( 2 ) 由于质量块未像现有技术一样包裹在弹性元件内， 仅与弹性元件串联， 因此弹性元件的选材范围更广， 金属弹簧的使用成为可能， 可以充分发挥金属弹 簧弹性好， 物理性能受温湿度等环境影响小， 减振性能更高效稳定， 使用寿命长 等优势；
( 3 )除了质量调谐减振外， 当质量块和联接框架大于一个模态频率的 1/2波 长时， 质量块和联结框架会对弹性元件及阻尼元件产生约束作用， 二者之间的相 对变形会剪切二者之间的阻尼材料， 实现额外的剪切变形耗能， 因此减振效果更 显著；
( 4 )本发明轨道吸振器在结构上实现突破， 对弹性元件的限制更少， 弹性 元件的选材范围广， 针对低频和高频可以选择金属弹簧等弹性元件替代橡胶， 可 以规避现有橡胶类弹性元件存在的缺陷， 如温度敏感性等， 因此其适用的参数范 围更宽、 性能更加稳定， 耐候性更好；
( 5 ) 由于钢轨表面可利用空间十分有限， 本发明中质量块未设置在弹性元 件内部， 弹性元件占用空间较小， 因此在相同空间条件下可以设置更大更重的质 量块， 进而有效提高质量调谐减振的效果； ( 6 )弹性元件、 阻尼材料、 粘接材料可以独立， 实现各自特性优化， 均可 以工厂化大批量生产， 参数均匀稳定， 粘结材料负责粘结强度， 弹性材料负责调 频， 阻尼负责消能；
( 7 )弹性材料万一开裂， 轨道吸振器中的质量块也不会脱落， 安全可靠；
( 8 )弹性元件在质量块上下、 左右独立设置， 同一个质量块在钢轨垂向和 钢轨横向的频率可以独立调整， 在两个方向实现调谐质量减振；
( 9 )轨道吸振器出厂时就已是成品， 可以在出厂前对产品的工作频率进行 精确测量和调试， 无需现场调试， 只需粘贴、 装卡或紧固件连接安装；
( 10 )如果弹性元件被预压缩， 即使材料开裂、 有内部裂缝， 弹性元件的刚 度和吸振器的工作频率不会发生变化。
综上， 本发明轨道吸振器的结构简单， 减振降噪效果好， 性能稳定， 耐候性 好， 适用频域范围更广， 使用寿命长， 性价比十分优越， 有利于延緩钢轨的磨损， 延长钢轨的使用寿命， 其市场应用前景十分广阔。
图 1为本发明轨道吸振器的结构示意图及应用示意图之一；
图 2为本发明轨道吸振器的结构示意图及应用示意图之二；
图 3为本发明轨道吸振器的结构示意图及应用示意图之三；
图 4为本发明轨道吸振器的结构示意图及应用示意图之四；
图 5为本发明轨道吸振器的结构示意图及应用示意图之五；
图 6为本发明轨道吸振器的结构示意图及应用示意图之六；
图 7为本发明轨道吸振器的结构示意图及应用示意图之七；
图 8为本发明轨道吸振器的结构示意图及应用示意图之八；
图 9为本发明轨道吸振器的结构示意图及应用示意图之九；
图 10为图 9中的 A部放大图之一；
图 11为图 9中的 A部放大图之二；
图 12为本发明轨道吸振器的结构示意图及应用示意图之十；
图 13为本发明轨道吸振器的结构示意图及应用示意图之十一;
图 14为本发明轨道吸振器的结构示意图及应用示意图之十二; 图 15为图 14的 B-B剖视图；
图 16为本发明轨道吸振器的结构示意图及应用示意图之十三；
图 17为本发明轨道吸振器的结构示意图及应用示意图之十四；
图 18为本发明轨道吸振器的结构示意图及应用示意图之十五；
图 19为本发明轨道吸振器的结构示意图及应用示意图之十六；
图 20为本发明轨道吸振器的结构示意图及应用示意图之十七；
图 21为图 20的 C-C剖视图；
图 22为本发明轨道吸振器的结构示意图及应用示意图之十八；
图 23为图 22中的 D部放大图；
图 24为本发明轨道吸振器的结构示意图及应用示意图之十九；
图 25为本发明轨道吸振器的结构示意图及应用示意图之二十；
图 26为本发明轨道吸振器的结构示意图及应用示意图之二十一；
图 27为本发明轨道吸振器的结构示意图及应用示意图之二十二；
图 28为本发明轨道吸振器的结构示意图及应用示意图之二十三；
图 29为图 28中的 E部放大图；
图 30为本发明轨道吸振器的结构示意图及应用示意图之二十四；
图 31为本发明轨道吸振器的结构示意图及应用示意图之二十五。
具体实施方式
实施例一
如图 1所示本发明轨道吸振器， 包括弹性元件 4和质量块 3， 此外还包括联 接框架 2， 联接框架 2与钢轨 1翼板及轨腰联接部分的表面形状与钢轨对应表面 的形状相同， 联接框架 2中包含一个吸振腔 100， 质量块 3设置在联接框架 2的 吸振腔 100内， 质量块 3与吸振腔 100的腔壁之间设有弹性元件 4。 具体的， 弹 性元件 4沿钢轨垂向设置在质量块 3与吸振腔 100腔壁之间， 联接框架 2由铝合 金材料制成， 弹性元件 4由橡胶材料制成， 由于橡胶材料具有良好的阻尼特性， 是常用的弹性固体阻尼材料， 因此弹性元件 4同时也是阻尼元件， 质量块 3为铁 块， 其中， 弹性元件 4通过硫化工艺分别与质量块 3和联接框架 2固连在一起。 为了增加弹性元件与联接框架及质量块之间连接的可靠性， 在联接框架与弹性元 件的部分配合表面以及质量块与弹性元件的部分配合表面上分别设有连接加强结 构，所述的连接加强结构具体为联接框架 2相应表面上设置的凸凹结构 30及质量 块 3相应表面上设置的凸凹结构 31。
应用时， 如图 1所示， 沿钢轨纵向利用粘接材料将联接框架 2牢固粘接在钢 轨相应表面， 即可完成本发明轨道吸振器与钢轨的装配， 需要注意的是， 本发明 轨道吸振器不需要在钢轨上连续布置， 安装时应注意避让扣件、 鱼尾板等轨道辅 助元件， 一段一段设置在轨枕之间的钢轨相应非工作表面即可， 这一点适用于本 发明所有技术方案， 在此一并说明。 当然， 除了粘接外， 还可以辅助弹簧夹等进 一步加强固定效果，都是本领域常用的安装手段，都在本发明要求的保护范围内。 当钢轨在车轮的激励下发生振动时， 质量块与弹性元件构成的质量一一弹簧调谐 系统， 产生反作用力作功耗能使得钢轨的振动迅速得以衰减， 趋于静止， 此外， 联接框架、 弹性体及质量块之间还构成约束阻尼耗能结构， 当质量块和联接框架 大于一个模态频率的 1/2波长时，质量块压缩弹性元件向联接框架移动的过程中， 质量块和联结框架会对橡胶材料产生约束作用， 二者之间的相对变形会剪切二者 之间的橡胶材料， 实现额外的剪切变形耗能， 因此可以进一步提高减振耗能的效 果。 另外， 由于钢轨的振动能量衰减快，相应的其振动噪声辐射强度也迅速降低， 因此本发明轨道吸振器可以实现良好的减振降噪效果， 同时， 可以有效减轻钢轨 的磨损， 延长钢轨的使用寿命。 需要指出的是， 本例中， 虽然仅沿钢轨垂向在质 量块 3上、 下表面与联接框架 1之间设置了弹性元件 4， 但由于弹性元件 4在钢 轨横向也具有一定的弹性， 因此本例所述本发明轨道吸振器可以实现同时控制钢 轨在垂向及横向的振动。 实际应用中， 可以通过优化弹性元件 4的弹性以及质量 块 3的总重量， 实现对不同频率振动的控制， 使用时， 将控制不同频率振动的本 发明轨道吸振器交替设置在钢轨非工作表面即可。
本发明中弹性元件、 质量块及联接框架的选材可以多种多样， 例如， 弹性元 件可以釆用橡胶、弹性聚氨酯或金属弹簧中的至少一种构成；质量块可以釆用钢、 铁等比重高的材料制成； 联接框架可以釆用不锈钢、 铝合金、 玻璃钢等高强度、 耐腐蚀的材料制成。 当然根据弹性元件、 质量块及联接框架的具体材料不同， 弹 性元件与质量块及联接框架的具体连接工艺可以有所不同， 例如可以釆用硫化、 热贴合、 粘接或悍接等， 只要能将三者牢固连接在一起， 都能起要同样的效果， 都在本发明要求的保护范围之中。 此外， 根据弹性元件、 质量块及联接框架的具 体材料不同， 也可以仅在联接框架与弹性元件的配合表面设置连接加强结构， 或 者是仅在质量块与弹性元件的配合表面上设置的连接加强结构， 表面凸凹结构的 具体结构可以是凸起、 凹坑、 连续凸棱或连续凹槽等各种形式， 表面凸凹结构的 截面形状可以是矩形、 梯形、 圓弧形、 三角形、 T字形等各种形状， 连接加强结 构除了已提到的表面凸凹结构外， 还可以是表面滚花结构或表面拉毛结构等结构 形式， 也都可以实现很好的效果， 无法——附图说明， 在此仅以文字进行说明， 都在本发明要求的保护范围之中。
与现有技术相比， 本发明轨道吸振器， 将质量块和弹性元件构成的质量一一 弹簧系统设置在联接框架内， 其具有如下优点：
( 1 )联接框架对质量块和弹性元件构成的质量一一弹簧系统形成有效的保 护， 特别当使用高分子弹性材料时， 弹性材料不易发生老化， 可大大延长产品的 使用寿命；
( 2 ) 由于质量块未像现有技术一样包裹在弹性元件内， 仅与弹性元件串联， 因此弹性元件的选材范围更广， 金属弹簧的使用成为可能， 可以充分发挥金属弹 簧弹性好， 物理性能受温湿度等环境影响小， 减振性能更高效稳定， 使用寿命长 等优势；
( 3 )除了质量调谐减振外， 当质量块和联接框架大于一个模态频率的 1/2波 长时， 质量块和联结框架会对弹性元件及阻尼元件产生约束作用， 二者之间的相 对变形会剪切二者之间的阻尼材料， 实现额外的剪切变形耗能， 因此减振效果更 显著；
( 4 )本发明轨道吸振器在结构上实现突破， 对弹性元件的限制更少， 弹性 元件的选材范围广， 针对低频和高频可以选择金属弹簧等弹性元件替代橡胶， 可 以规避现有橡胶类弹性元件存在的缺陷， 如温度敏感性等， 因此其适用的参数范 围更宽、 性能更加稳定， 耐候性更好；
( 5 ) 由于钢轨表面可利用空间十分有限， 本发明中质量块未设置在弹性元 件内部， 弹性元件占用空间较小， 因此在相同空间条件下可以设置更大更重的质 量块， 进而有效提高质量调谐减振的效果；
( 6 )弹性元件、 阻尼材料、 粘接材料可以独立实现各自特性优化， 均可以 工厂化大批量生产， 参数均匀稳定， 粘结材料负责粘结强度， 弹性材料负责调频， 阻尼负责消能；
( 7 )弹性材料万一开裂， 轨道吸振器中的质量块也不会脱落， 安全可靠； ( 8 )弹性元件在质量块上下、 左右独立设置， 同一个质量块在钢轨垂向和 钢轨横向的频率可以独立调整， 在两个方向实现调谐质量减振；
( 9 )轨道吸振器出厂时就已是成品， 可以在出厂前对产品的工作频率进行 精确测量和调试， 无需现场调试， 只需粘贴、 装卡或紧固件连接安装；
( 10 )如果弹性元件被预压缩， 即使材料开裂、 有内部裂缝， 弹性元件的刚 度和轨道吸振器的工作频率不会发生变化， 另一方面， 当用于控制高频振动时， 质量块的振幅较小， 经预压缩后， 弹性元件的刚度呈线性变化， 更容易准确设计 调控； 第三， 由于实施了预紧， 弹性材料万一开裂， 质量块也不会脱落， 安全可 靠。 本发明中弹性元件可以预紧， 也可以不预紧， 不预紧时需要考虑弹性元件的 限位或固定， 这些特点适用于本发明所有实施例， 在此一并说明， 后面实施例中 不再一一重复。 一般来说， 控制高频振动时， 必须对弹性元件实施预紧， 控制低 频振动时， 弹性元件可以不预紧， 实际应用中， 可以根据所需控制结构振动频率 的特点， 选择是否对弹性元件实施预压缩。
综上所述， 本发明轨道吸振器的结构简单， 减振降噪性能好， 成本低， 使用 寿命长， 性价比十分优越， 有利于延緩钢轨的磨损， 延长钢轨的使用寿命， 其市 场应用前景十分广阔。
实施例二
如图 2所示本发明轨道吸振器， 与实施例一的区别在于， 弹性元件 4设置在 质量块 3与吸振腔 100对应钢轨 1垂向的腔壁表面之间， 联接框架 2由玻璃钢材 料制成， 弹性元件 4由高阻尼弹性聚氨酯材料制成， 质量块 3由钢材料制成， 其 中，弹性元件 4通过化学粘接工艺分别与质量块 3和吸振腔 100腔壁固连在一起。 为了增加弹性元件与联接框架及质量块之间连接的可靠性， 在联接框架与弹性元 件的配合表面以及质量块与弹性元件的配合表面上分别设有连接加强结构， 所述 的连接加强结构具体为联接框架 2相应表面上设置的表面拉毛结构 32及质量块 3 相应表面上设置的表面滚花结构 33。 由于弹性元件 4釆用的高阻尼弹性聚氨酯材 料也具有良好的阻尼特性， 也是常用的弹性固体阻尼材料之一， 因此弹性元件 4 同时也是阻尼元件。 此外， 弹性元件 4在与质量块 3及联接框架 2进行装配时被 预压缩， 处于预压缩状态， 并且弹性元件 4的预压缩位移大于质量块 3工作时相 对于吸振腔 100腔壁的振幅。
本例所述的技术方案与钢轨之间的装配方法及优点与实施例一基本相同， 在 此不再重复。 需要指出的是， 本例所述本发明轨道吸振器中， 仅在质量块 3左右 侧面与联接框架 1之间设置了弹性元件 4， 因此本例所述本发明轨道吸振器主要 用于控制钢轨在横向的振动， 当然其对垂向振动也有一定的控制作用。 与实施例 一相比， 本例所述技术方案中， 因为对弹性元件实施了预压缩， 即使弹性元件中 的高阻尼弹性聚氨酯材料开裂， 有内部裂缝， 弹性元件的刚度和本发明轨道吸振 器的工作频率不会发生变化， 其减振性能更加稳定可靠。
实际应用中， 可以通过优化弹性元件 4的弹性以及质量块 3的总重量， 实现 对不同频率振动的控制。 使用时， 可以针对钢轨的多个主要振动频率， 将控制相 应振动频率的本发明轨道吸振器交替设置在钢轨非工作表面即可。
当然， 基于实施例一中所述的技术原理， 本例所述本发明轨道吸振器的装配 过程中， 也可以对质量块与联接框架之间设置的弹性元件不实施预压缩， 实际应 用中， 可以根据所需控制轨道结构振动频率的特点， 选择是否对弹性元件实施预 压缩。
实施例三
如图 3所示本发明轨道吸振器， 与实施例一的区别在于， 联接框架 2由钢材 制成，弹性元件 4设置在质量块 3与吸振腔 100对应钢轨 1横向的腔壁表面之间， 弹性元件 4釆用金属弹簧， 本例中具体为螺旋钢弹簧， 螺旋钢弹簧的两端分别焊 接固定在联接框架 2及质量块 3上。 此外， 为确保使用过程中， 弹性元件 4始终 对质量块 3形成有效的支承， 弹性元件 4在与质量块 3及联接框架 2进行装配时 被预压缩， 处于预压缩状态， 并且弹性元件 4的预压缩位移大于质量块 3工作时 相对于吸振腔 100腔壁的振幅。
本例所述技术方案与实施例一的应用方法相同， 在此不再重复。 此外， 与实 施例一相比， 本例所述本发明轨道吸振器还具有如下优点： 由于釆用螺旋钢弹簧 作为弹性元件， 螺旋钢弹簧除了在垂向具有艮好的弹性外， 其在横向也具有良好 的弹性， 因此通过控制螺旋钢弹簧的垂向刚度和横向刚度之间的关系， 本例所述 本发明轨道吸振器可以同时控制钢轨的横向及垂向振动， 其物理性能受温湿度等 环境因素影响小， 减振性能更高效稳定， 使用寿命更长。 另外， 可以作为弹性元 件的金属弹簧除了已经提到的螺旋弹簧外， 还可以是碟簧或板簧， 都可以实现很 好的效果， 都在本发明要求的保护范围之中。 当然， 为了保证弹性元件在使用过 程中始终对质量块保持有效的弹性支承，对于单独釆用金属弹簧构成的弹性元件， 在本发明加工制造的过程中， 优选的， 弹性元件与质量块及联结框架进行组装时 都实施预压缩， 这一点也适用于本发明其他单独应用金属弹簧构成弹性元件的技 术方案， 在此一并给予说明。
当然， 本发明也不排斥弹性元件未被预压缩的技术方案， 根据不同需要， 弹 性元件也可以不预压缩， 例如本例中可以将金属螺旋弹簧两端分别与质量块及联 接框架焊接固定或粘接固定在一起， 不对弹性元件实施预压缩。 需要指出的是， 将金属螺旋弹簧两端分别与质量块及联接框架粘接固定在一起， 除了可以实现弹 性元件的定位外， 还可以实现某些特殊的功能， 例如利用粘接材料将金属螺旋弹 簧的两端部分弹簧圈锁定，可以消除金属螺旋弹簧因加工误差或 /和装配误差引起 的弹簧刚度初始非线性问题， 都在本发明要求的保护范围之内。 一般来说， 控制 高频振动时， 必须对弹性元件实施预紧，控制低频振动时， 弹性元件可以不预紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选择是否对弹性元件实施 预压缩。
实施例四
如图 4中所示本发明轨道吸振器， 与实施例三的区别在于， 螺旋钢弹簧构成 的弹性元件 4同时设置在质量块 3与吸振腔 100对应钢轨 1横向及垂向的腔壁表 面之间。
与实施例三相比， 本例所述的技术方案中， 弹性元件在质量块上下、 左右独 立设置， 同一个质量块在钢轨垂向和钢轨横向的频率可以独立调整， 在两个方向 实现调谐质量减振， 其相互干扰小， 控制精度更高。 此外， 由于弹性元件支承着 整个质量块四周， 使用过程中质量块的运动更加稳定， 不容易产生摆动和倾覆力 矩。
当然， 根据不同需要， 本例中弹性元件可以预压缩也可以不预压缩， 一般来 说， 控制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可 以不预紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选择是否对弹 性元件实施预压缩。
实施例五
如图 5所示本发明轨道吸振器， 与图 4中所示技术方案的区别在于， 质量块 3四周设置的弹性元件 4由弹性聚氨酯材料制成。 此外， 联接框架 2上还设有连 接板 5， 连接板 5上设有连接孔 6。
应用时， 如图 5所示， 除将钢轨 1左右两侧设置的本发明轨道吸振器分别粘 接固定在钢轨表面上以外， 还利用连接板 5扣在钢轨轨底处， 利用紧固件 7通过 连接孔 6将钢轨 1左右两侧设置的本发明轨道吸振器中的连接板 5固连在一起， 这样可以进一步提高本发明轨道吸振器与钢轨装配的稳定性。 即使粘接失效， 本 发明轨道吸振器仍可以固定在钢轨表面， 不会脱落。 此外， 由于联接框架与钢轨 的连接十分可靠， 弹性元件 4又处于预紧状态， 既使质量块 3与弹性元件 4之间 分离， 质量块 3也不易从吸振腔 100中脱出， 不会对行车造成安全隐患。
当然， 基于实施例一中所述的技术原理， 本例所述本发明轨道吸振器的装配 过程中， 也可以对质量块与联接框架之间设置的弹性元件不实施预压缩， 实际应 用中， 可以根据所需控制轨道结构振动频率的特点， 选择是否对弹性元件实施预 压缩。
实施例六
如图 6所示本发明轨道吸振器， 与实施例五的区别在于， 弹性元件 4为橡胶 及金属弹簧构成的复合弹簧， 此外， 连接板 5上设置卡扣结构， 所述卡扣结构包 括相互配合的连接板 5上分别设置的卡槽 8和卡爪 9。 应用时除粘接外， 再利用 卡扣结构将钢轨两侧的本发明轨道吸振器扣合连接在一起， 进而牢固与钢轨装配 成一体。 在此弹性元件 4中的橡胶材料同时还构成阻尼元件。
本例所述技术方案中， 弹性元件 4由橡胶及金属弹簧的复合弹簧构成， 釆用 橡胶一金属复合弹簧， 既可以充分发挥金属弹簧的高弹性、 长寿命， 又可以利用 橡胶材料有效抑制金属弹簧在使用过程中的共振， 有利于进一步提升产品的减振 性能和使用寿命。
当然， 根据不同需要， 本例中弹性元件可以预压缩也可以不预压缩， 一般来 说， 控制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可 以不预紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选择是否对弹 性元件实施预压缩。
实施例七
如图 7所示本发明轨道吸振器， 与实施例六的区别在于， 连接板 5上设有折 弯连接部 10。 应用时， 联接框架 2贴合在钢轨 1一侧的轨腰及翼板处， 连接板 5 包覆整个轨底，再将折弯连接部 10折弯扣合在钢轨 1另一侧的翼板处， 实现本发 明轨道吸振器与钢轨之间的装配。
与实施例六相比， 本例所述技术方案中， 本发明轨道吸振器利用连接板及折 弯连接部直接扣合在钢轨非工作表面， 装拆方便快捷， 便于维护， 安全可靠， 应 用时， 可以在钢轨左右两侧交替设置。 当然， 也可以同时利用粘接材料将本发明 轨道吸振器与钢轨粘连在一起。 利用折弯连接部直接将本发明轨道吸振器装配在 钢轨上时， 如果联接框架釆用金属材料制成， 为防止联接框架与钢轨之间金属撞 击发声， 也可以在联接框架 2及连接板 5与钢轨的接触表面上增设一层固体阻尼 材料， 此时联接框架 2、连接板 5、钢轨 1及固体阻尼材料层还可以构成约束阻尼 结构， 增强耗能能力， 提高减振效果， 不再一一附图说明， 都在本发明要求的保 护范围之中。
当然， 根据不同需要， 本例中弹性元件可以预压缩也可以不预压缩， 一般来 说， 控制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可 以不预紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选择是否对弹 性元件实施预压缩。
实施例八
如图 8所示本发明轨道吸振器， 与实施例七的区别在于， 联接框架 2通过连 接板 5及连接板 5上设置的折弯连接部 10扣合在钢轨 1轨底下方，实现本发明轨 道吸振器与钢轨之间的装配。 此外， 吸振腔 100中， 弹性元件 4由金属碟簧与弹 性聚氨酯材料制成的复合弹簧构成， 其中金属碟簧的端部与相邻的联接框架 2及 质量块 3 ;)：早接固定成一体。
与实施例七相比， 本例所述本发明轨道吸振器利用金属碟簧与弹性聚氨酯材 料制成的复合弹簧作为弹性元件 4， 可以充分利用碟簧承载力强， 使用寿命长， 占用空间小等优点。 此外， 可以充分利用钢轨轨底的空间， 有利于留出空间设置 更大的质量块， 进一步提升减振性能。 当然， 如实施例七中所述， 如果联接框架 釆用金属材料制成， 为防止联接框架与钢轨之间金属撞击发声， 也可以在连接板 5与钢轨的接触表面上设置一层阻尼材料。
当然， 根据不同需要， 本例中弹性元件可以预压缩也可以不预压缩， 一般来 说， 控制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可 以不预紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选择是否对弹 性元件实施预压缩。
实施例九
如图 9、 图 10所示本发明轨道吸振器， 与实施例七的区别在于， 弹性元件 4 由板簧构成， 所述板簧由弹簧钢制成的金属弹片 11及其表面包覆的橡胶层 12共 同组成， 相应的在质量块 3上分别容纳板簧的限位槽。 需要指出的是， 弹性元件 4中， 金属弹片 11主要提供弹性， 橡胶层 12主要提供阻尼， 因此橡胶层 12在此 作为阻尼元件使用。
本例所述轨道吸振器与实施例七的应用方法完全相同， 在此不再重复。 与实 施例七相比， 本例所述的本发明轨道吸振器， 除了质量块与弹性元件构成的调谐 系统可以实现耗能减振以外，弹性元件中的金属弹片 11在工作过程中还在联接框 架的约束下不断剪切二者之间橡胶层 12， 实现剪切耗能， 因此耗能更快， 减振效 果也更好。
当然， 根据不同需要， 本例中弹性元件可以预压缩也可以不预压缩， 一般来 说， 控制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可 以不预紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选择是否对弹 性元件实施预压缩。
实施例十
如图 9和图 11所示本发明轨道吸振器， 与实施例九的区别在于， 弹性元件 4 由板簧构成， 所述板簧由二片弹簧钢制成的金属弹片 14及其中间夹设的橡胶层 13共同组成。 与实施例九相似， 橡胶层 13在此也作为阻尼元件使用。
本例所述技术方案的应用方法及优点均与实施例九基本相同， 唯一要说明的 是， 本例中， 金属弹片 14与橡胶层 13直接构成约束阻尼结构， 在工作过程中也 会实现持续的耗能， 由于金属弹片 14之间剪切阻尼材料的有效面积更大， 因此其 剪切阻尼耗能更多， 衰减钢轨振动能量更快， 减振效果更好。
同样， 根据不同需要， 本例中弹性元件可以预压缩也可以不预压缩， 一般来 说， 控制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可 以不预紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选择是否对弹 性元件实施预压缩。
实施例十一
基于图 6、 图 7和图 8的技术原理， 如图 12所示本发明轨道吸振器， 包括钢 轨 1轨腰右侧设置的联接框架 18和轨底设置的联接框架 15， 以及钢轨左侧设置 的联接框架 22， 其中， 联接框架 18与联接框架 15—体设置， 联接框架 18中包 含一个吸振腔 101，吸振腔 101中设置质量块 19，质量块 19与吸振腔 101沿钢轨 垂向及横向的腔壁表面之间分别设有弹性元件 20， 弹性元件 20由螺旋钢弹簧及 橡胶材料复合而成； 联接框架 15中包含一个吸振腔 102， 吸振腔 102中设置质量 块 16， 质量块 16与吸振腔 102沿钢轨垂向及横向的腔壁表面之间分别设有弹性 元件 17， 弹性元件 17由橡胶材料制成； 联接框架 22中包含一个吸振腔 103， 吸 振腔 103中设置质量块 23， 质量块 23与吸振腔 103沿钢轨垂向及横向的腔壁表 面之间分别设有弹性元件 21， 弹性元件 21 由螺旋钢弹簧及橡胶材料复合而成。 此外， 联接框架 15上设置带有连接孔的连接板 25， 联接框架 22上设置带有连接 孔的连接板 24， 利用紧固件 26通过连接孔将连接板 25及连接板 24连成一体， 进而实现将本发明轨道吸振器与钢轨牢固装配在一起。
当然， 为防止联接框架与钢轨之间金属撞击发声， 也可以在本发明与钢轨的 接触表面上设置一层阻尼材料。 此外， 为了提高连接的可靠性， 也可以同时利用 粘接材料将本发明与钢轨粘连在一起。 都是本发明装配中的简单变化， 都在本发 明要求的保护范围当中。
本例所述技术方案中， 本发明轨道吸振器覆盖了大部分钢轨的非工作表面， 包括轨底、 翼板和部分轨腰， 充分利用了空间， 设置了更多质量块与弹性元件构 成的质量一一弹簧调谐系统， 有利于更快衰减钢轨的振动能量， 进一步提高产品 的减振降噪性能。 另外值得一提的是， 由于设置了多个吸振腔， 因此可以包含多 个质量块和弹性元件构成的调谐系统， 可以利用不同的调谐系统控制不同频率的 振动， 其控制的振动频率更多， 减振效果更好。
基于本例所述的技术原理， 如图 13 所示本发明轨道吸振器， 也可以仅设置 一体的联接框架 18与联接框架 15， 联接框架 15上设置连接板 5， 连接板 5—端 设置折弯连接部 10用于与钢轨 1扣接，也能实现很好的效果，也在本发明要求的 保护范围之中。
另外， 才艮据不同需要， 本例轨道吸振器中， 弹性元件可以预压缩也可以不预 压缩， 一般来说， 控制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可以不预紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选 择是否对弹性元件实施预压缩。 实施例十二
如图 14和图 15所示本发明轨道吸振器， 与实施例七的区别在于， 联接框架 2沿钢轨纵向被隔板 48分隔成四个吸振腔，每个吸振腔中均设有质量块及弹性元 件， 其中， 吸振腔 104中设有质量块 40和弹性元件 41， 弹性元件 41环绕质量块 40设置在质量块与吸振腔腔壁之间；吸振腔 105中设有质量块 42和弹性元件 43， 弹性元件 43环绕质量块 42设置在质量块与吸振腔腔壁之间； 吸振腔 106中设有 质量块 44和弹性元件 45， 弹性元件 45环绕质量块 44设置在质量块与吸振腔腔 壁之间；吸振腔 107中设有质量块 46和弹性元件 47，弹性元件 47环绕质量块 46 设置在质量块与吸振腔腔壁之间。质量块 40、 42、 44和 46均釆用铸铁材料制成， 弹性元件 41、 43、 45和 47均釆用高阻尼弹性橡胶材料制成， 同时也作为阻尼元 件使用。
本例所述本发明轨道吸振器与实施例七的应用方式相同， 不再重复。 与实施 例七相比， 本例所述技术方案的最大优势在于， 由于联接框架中沿钢轨纵向设置 了四个尺寸不一的吸振腔， 每一个吸振腔中的质量块尺寸有所不同， 每一个吸振 腔中的弹性元件厚度也有所不同， 因此， 分别优化每一个吸振腔中质量块与弹性 元件的参数， 就可以使每一个吸振腔中质量块与弹性元件构成的质量一一弹簧调 谐系统控制某一特定频率振动， 可以同时控制四个频率的振动， 使用后的减振降 噪效果更好。 此外， 不同吸振腔中釆用的质量块的材质可以不同， 不同吸振腔中 釆用的弹性元件的材质也可以不同， 只要调整好质量与弹性元件刚度， 都可以有 效控制某一特定的振动频率， 都在本发明要求的保护范围当中。 另外， 基于实施 例四中叙述的技术原理， 位于质量块上下和左右的弹性元件也可以由不同的材料 构成， 这样质量块在钢轨垂向和钢轨横向的频率可以独立调整， 在两个方向实现 调谐质量减振， 其相互干扰小， 控制精度更高， 这一特点也适合其他弹性元件环 绕质量块设置在质量块与吸振腔腔壁之间的技术方案，在此一并用文字给予说明， 也在本发明要求的保护范围之中。
同样， 根据不同需要， 本例中弹性元件可以预压缩也可以不预压缩， 一般来 说， 控制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可 以不预紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选择是否对弹 性元件实施预压缩。
实施例十三
如图 14和图 16所示本发明轨道吸振器， 与实施例十二的区别在于， 联接框 架 2中包含一个吸振腔， 吸振腔中设置质量块 40和弹性元件 41， 质量块 40由铸 钢制成，弹性元件 41由高阻尼弹性橡胶制成，弹性元件 41环绕质量块 40四周设 置在质量块与吸振腔的腔壁之间， 在此， 弹性元件 41同时也是阻尼元件。 此外， 质量块 40仅中间段设置在联接框架 2的吸振腔内， 两端分别延伸至联接框架 2 以外。 本例所述技术方案， 除了具有图 5所示本发明轨道吸振器的全部优点外， 由 于其质量块仅部分设置在吸振腔中， 调整质量及弹性元件刚度等参数更加便利， 除可以用于控制中高频振动外， 又由于其可以设置较大的质量块， 还特别适用于 控制低频振动， 适用范围更广。 本例所述轨道吸振器同样沿钢轨纵向固定设置在 相邻轨枕之间的钢轨非工作表面， 装配时避让扣件等轨道元件， 由于联接框架 2 沿钢轨纵向的长度比质量块 40短， 因此还有利于节省材料。
同样， 根据不同需要， 本例中弹性元件可以预压缩也可以不预压缩， 一般来 说， 控制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可 以不预紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选择是否对弹 性元件实施预压缩。
实施例十四
如图 14和图 17所示本发明轨道吸振器， 与实施例十三的区别在于， 包括二 个联接框架 2， 二个联接框架分别设置在质量块 40的端部， 每个联接框架 2中包 含一个吸振腔， 吸振腔中设置质量块 40和弹性元件 41， 其中， 质量块 40仅两个 端部的局部段设置于吸振腔中 ， 中间部分棵露在二个联接框架之间。
与实施例十三相比， 本例所述技术方案， 生产装配更加方便， 质量块中间棵 露段的截面尺寸甚至可以大于联接框架截面尺寸， 有利于设置更大的质量块， 控 制更低频率的振动。 同时， 质量块两端与弹性元件及联接框架配合， 工作时稳定 性也更好。 此外， 还有利于进一步降低联接框架的材料使用量， 节约成本。
当然， 基于本例所述的技术原理， 联接框架也可以设置三个甚至更多个， 都 在本发明要求的保护范围之中。 此外， 根据不同需要， 本例中弹性元件可以预压 缩也可以不预压缩， 一般来说， 控制高频振动时， 必须对弹性元件实施预紧， 控 制低频振动时， 弹性元件可以不预紧， 实际应用中， 可以根据所需控制结构振动 频率的特点， 选择是否对弹性元件实施预压缩。
实施例十五
除了如图 15中所示， 联接框架中的多个吸振腔沿钢轨纵向设置外， 如图 18 所示本发明轨道吸振器， 与实施例十二的区别在于， 联接框架 2中包含三个吸振 腔， 三个吸振腔沿钢轨的垂向设置， 其中， 最上方的吸振腔中设有质量块 58和弹 性元件 59， 中间的吸振腔中设有质量块 60和弹性元件 61， 最下方的吸振腔中设 有质量块 62和弹性元件 63。 质量块 58、 60及 62均由重混凝土材料制成， 弹性 元件 59、 61和 63均由弹性聚氨酯材料制成。
应用时， 如图 18 所示， 将本例所述本发明轨道吸振器利用粘接材料直接粘 接固定在钢轨 1的轨头底部及轨腰处， 为增加连接固定的可靠性， 还利用弹簧夹 64配合将本发明轨道吸振器夹紧在钢轨表面，完成本发明轨道吸振器与钢轨之间 的装配。
与实施例十二相似， 通过优化质量和弹性元件刚度， 本发明轨道吸振器可以 同时控制多个频率的振动，使用起来十分方便， 例如， 可以利用质量块 58和弹性 元件 59构成的调谐装置控制轨头处的偏摆振动； 利用质量块 60和弹性元件 61 构成的调谐装置控制轨腰处的横向及垂向振动； 利用质量块 62和弹性元件 63构 成的调谐装置控制轨腰及翼板处的振动， 针对不同区域的振动特点， 有针对性的 给予控制， 减振效果更好。 釆用重混凝土制成质量块， 不会发生锈蝕， 使用寿命 长， 并可以大大降低成本。 此外， 本例中不同吸振腔中的质量块及弹性元件也可 以釆用不同的材料制成， 例如可以分别釆用金属弹簧、 橡胶弹簧和弹性聚氨脂弹 簧等， 另外， 还可以釆用普通混凝土或钢筋混凝土制作质量块， 也可以实现艮好 的效果， 都在本发明要求的保护范围之中。
同样， 根据不同需要， 本例中弹性元件可以预压缩也可以不预压缩， 一般来 说， 控制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可 以不预紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选择是否对弹 性元件实施预压缩。
实施例十六
如图 19所示本发明轨道吸振器， 与实施例十五的区别在于， 联接框架 2中 包含四个吸振腔， 四个吸振腔呈 "田" 字型布置。 其中左上方的吸振腔中设置质 量块 49和弹性元件 50，右上方的吸振腔中设置质量块 51和弹性元件 52，左下方 的吸振腔中设置质量块 53和弹性元件 54，右下方的吸振腔中设置质量块 55和 56 及弹性元件 57。 所有质量块均釆用铸铁材料制成， 弹性元件 50、 52、 54及 57分 别釆用不同类型不同刚度的橡胶材料制成。
与实施例十五相似， 本例所述本发明轨道吸振器也可以同时控制多个频率的 振动， 特别右下方吸振腔中设置了二个质量块， 优化参数后， 可以实现对不同频 率振动的控制， 其减振效率更高。
需要指出的是， 基于实施例十二、 实施例十五及本例的技术原理， 联接框架 中的吸振腔可以沿钢轨垂向、 或 /和沿钢轨横向、 或 /和沿钢轨纵向布置， 其可以 实现控制多个频率的振动， 使用十分方便。 同样， 根据不同需要， 本例中弹性元 件可以预压缩也可以不预压缩， 一般来说， 控制高频振动时， 必须对弹性元件实 施预紧， 控制低频振动时， 弹性元件可以不预紧， 实际应用中， 可以根据所需控 制结构振动频率的特点， 选择是否对弹性元件实施预压缩。
实施例十七
如图 20和图 21所示本发明轨道吸振器，与图 4所示轨道吸振器的区别在于， 联接框架 2由钢板制成， 联接框架的吸振腔 100中还设有阻尼元件 65， 所述阻尼 元件 65由液体阻尼材料构成， 吸振腔 100的两侧开口处设有密封件 66， 密封件 66由钢板制成， 密封件 66与联接框架焊接固连在一起， 将吸振腔 100完全封闭， 液体阻尼材料填充在质量块 3与吸振腔 100腔壁之间的部分空隙中。
本例所述本发明轨道吸振器的应用方法与实施例一完全相同， 在此不再重 复。 与图 4所示轨道吸振器相比， 由于吸振腔 100中增设了液体阻尼材料构成的 阻尼元件 65， 质量块 3吸收钢轨振动能量发生位移时， 液体阻尼材料会产生一个 阻碍质量块移动的反力， 从而将质量块的能量迅速消耗掉。 因此， 不但能够使钢 轨的振动能量迅速衰减， 还可以抑制弹性元件 4的共振， 使弹性元件 4迅速恢复 静止， 从而提高弹性元件的疲劳寿命， 进而延长本发明产品的使用寿命。
根据不同需要， 本例中弹性元件可以预压缩也可以不预压缩， 一般来说， 控 制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可以不预 紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选择是否对弹性元件 实施预压缩。
实施例十八
如图 22和图 23所示本发明轨道吸振器， 与实施例十七的区别在于， 质量块 3上设有扰流凸凹结构， 扰流凸凹结构具体为质量块 3表面设置的多条截面形状 为三角形的凸棱 67。
与实施例十七相比， 由于质量块 3表面设置了多条凸棱 67， 质量块 3与液体 阻尼材料构成的阻尼元件 65的有效接触面积更大，液体阻尼材料对质量块产生的 阻力也就更大， 因此耗能更快， 减振效果也更好。
基于本例所述的技术原理， 凸棱 67 的截面形状也可以是圓弧形、 矩形、 梯 形等多种形状。 此外， 扰流凸凹结构可以多种多样， 例如， 也可以如图 24所示， 扰流凸凹结构由质量块 3表面设置的多条凹槽 68构成； 或者如图 25所示， 扰流 凸凹结构由质量块 3表面设置的多个局部凸起 69构成； 再或者如图 26所示， 扰 流凸凹结构由质量块 3表面设置的多个局部凹坑 70构成。 当然除了图示形状外， 凹槽 68、局部凸起 69及局部凹坑 70的截面形状也可以多种多样， 只要能提高质 量块与液体阻尼材料的有效接触面积， 都可以实现很好的效果， 都在本发明要求 的保护范围之中。
根据不同需要， 本例中弹性元件可以预压缩也可以不预压缩， 一般来说， 控 制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可以不预 紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选择是否对弹性元件 实施预压缩。
实施例十九
如图 27 所示本发明轨道吸振器， 与实施例十八的区别在于， 扰流凸凹结构 由质量块 3上设置的多个沿钢轨垂向贯通的扰流孔 71构成。 扰流孔 71浸在液体 阻尼材料构成的阻尼元件 65中。
质量块 3上设置的扰流孔 71可以有效提高质量块与液体阻尼材料的有效接 触面积。 当质量块 3移动时，扰流孔 71中的液体阻尼材料与质量块 3会发生相对 移动， 因此会产生阻力进行耗能，所以在质量块 3上设置扰流孔 71以后可以有效 提高产品的减振性能。由于扰流孔 71沿钢轨垂向设置， 当质量块沿钢轨垂向移动 时， 减振效果最明显， 因此该技术方案更适合控制钢轨的垂向振动。 基于这种原 理， 如图 27中所示， 也可以在质量块上设置沿钢轨横向的 ·ί尤流孔 72， 以控制钢 轨的横向振动。 当然， 可以同时在质量块上设置沿钢轨垂向的扰流孔及沿钢 黄 向的扰流孔， 有利于全面提高控制钢轨振动的能力， 也在本发明要求的保护范围 之中。
根据不同需要， 本例中弹性元件可以预压缩也可以不预压缩， 一般来说， 控 制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可以不预 紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选择是否对弹性元件 实施预压缩。
实施例二十
如图 28和图 29所示本发明轨道吸振器， 与实施例十六的区别在于， 质量块 3上还设有动叶片 73， 吸振腔 100腔壁上设有静叶片 74与动叶片 73交错配合， 相邻的静叶片 74与动叶片 73之间的部分空隙内设有液体阻尼材料 65。 与实施例十八中记录的技术原理相似， 由于质量块和吸振腔的腔壁上分别设 置了相互配合的动叶片和静叶片， 可以显著提高质量块与液体阻尼材料之间的有 效接触面积， 同时动叶片和静叶片在工作过程中相互配合， 还对液体阻尼材料产 生挤出的效应， 因此耗能更快， 减振效果更好。
根据不同需要， 本例中弹性元件可以预压缩也可以不预压缩， 一般来说， 控 制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可以不预 紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选择是否对弹性元件 实施预压缩。
实施例二十一
如图 30所示本发明轨道吸振器， 与实施例二十的区别在于， 动叶片 73上设 有扰流孔 75， 静叶片 74上也设有扰流孔 76。
由于动叶片及静叶片上分别设置了扰流孔， 当动叶片靠近静叶片时， 液体阻 尼材料受压迫还会在扰流孔中串动， 进一步提高了耗能能力， 进而提升产品的减 振效果。 当然基于本例所述的技术原理， 也可以仅在动叶片或静叶片之一上设置 扰流孔， 也可以起到很好的减振效果。 另外， 基于本例所述的技术原理以及实施 例十八中所述的技术原理， 也可以在静叶片或 /和动叶片上设置扰流凸凹结构， 例 如设置凸棱、 凸起、 局部凸起或局部凹坑等， 都可以起到相近的效果， 都在本发 明要求的保护范围之中， 在此仅以文字给予说明， 不再另外附图。
根据不同需要， 本例中弹性元件可以预压缩也可以不预压缩， 一般来说， 控 制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可以不预 紧， 实际应用中， 可以根据所需控制结构振动频率的特点， 选择是否对弹性元件 实施预压缩。
实施例二十二
如图 31所示本发明轨道吸振器， 与实施例五的区别在于， 联接框架 2包裹 钢轨 1的部分翼板及部分轨底设置， 联接框架 2中包含一个吸振腔 100， 相应的 质量块 3的形状呈 "C" 字形， 质量块 3与吸振腔 100之间沿钢轨横向及钢轨垂 向分别设有橡胶材料制成的弹性元件 4， 弹性元件 4通过硫化工艺与质量块 3及 联接框架 2固连在一起， 弹性元件 4在与质量块 3及联接框架 2进行装配时被预 压缩， 处于预压缩状态， 并且弹性元件 4的预压缩位移大于质量块 3工作时相对 于吸振腔 100腔壁的振幅。
本例所述轨道吸振器与钢轨之间的装配方法与实施例五基本相同， 在此不再 重复。本例所述技术方案与实施例五相比，轨道吸振器在钢轨上的装配位置较低， 可以为鱼尾板等钢轨辅件让位， 从而提高对钢轨限界的适应能力。 此外， 如图 31 所示， 本例所述本发明轨道吸振器在应用过程中， 还可以与迷宫式约束阻尼板配 合使用， 所述迷宫式约束阻尼板包括连接板 201和约束板 200， 连接板 201与约 束板 200上分别设置相互配合的凸凹结构， 连接板 201与约束板 200之间的配合 间隙中设置阻尼材料层 202。 由于迷宫式约束阻尼板具有宽频减振降噪的效果， 与本发明轨道吸振器共同使用， 可以利用轨道吸振器控制振动噪声贡献突出的特 定频率振动， 再利用迷宫式约束阻尼板在 宽的频率范围内对振动噪声进行有效 抑制， 其对钢轨振动噪声的综合治理效果更加出色。 当然， 基于本例所述的技术 原理， 根据需要， 本发明其他技术方案也可以与迷宫式约束阻尼板配合使用， 例 如图 28所示的轨道吸振器在应用中，也可以同时在轨道吸振器上方的轨腰处增设 迷宫式约束阻尼板，或者图 22所示的轨道吸振器在应用时，也可以同时在轨底处 增设迷宫式约束阻尼板，也都能起到很好减振降噪效果，在此仅以文字给予说明， 不再——附图说明。 要说明的是， 本例中， 根据不同需要， 本例中弹性元件可以 预压缩也可以不预压缩， 一般来说，控制高频振动时， 必须对弹性元件实施预紧， 控制低频振动时， 弹性元件可以不预紧， 实际应用中， 可以根据所需控制结构振 动频率的特点， 选择是否对弹性元件实施预压缩。
通过上述实施例可以看出， 与现有技术相比， 本发明轨道吸振器， 将质量块 和弹性元件构成的质量一一弹簧系统设置在联接框架内， 其至少具有部分如下优 点： （ 1 )联接框架对质量块和弹性元件构成的质量一一弹簧系统形成有效的保护， 特别当使用高分子弹性材料时， 弹性材料不易发生老化， 可大大延长产品的使用 寿命； （ 2 )由于质量块未像现有技术一样包裹在弹性元件内，仅与弹性元件串联， 因此弹性元件的选材范围更广， 金属弹簧的使用成为可能， 可以充分发挥金属弹 簧弹性好， 物理性能受温湿度等环境影响小， 减振性能更高效稳定， 使用寿命长 等优势； （3 ) 除了质量调谐减振外， 当质量块和联接框架大于一个模态频率的 1/2 波长时， 质量块和联结框架会对弹性元件及阻尼元件产生约束作用， 二者之 间的相对变形会剪切二者之间的阻尼材料， 实现额外的剪切变形耗能， 因此减振 效果更显著； （4 )本发明轨道吸振器在结构上实现突破，对弹性元件的限制更少， 弹性元件的选材范围广，针对低频和高频可以选择金属弹簧等弹性元件替代橡胶， 可以规避现有橡胶类弹性元件存在的缺陷， 如温度敏感性等， 因此其适用的参数 范围更宽、性能更加稳定，耐候性更好； ( 5 )由于钢轨表面可利用空间十分有限， 本发明中质量块未设置在弹性元件内部， 弹性元件占用空间较小， 因此在相同空 间条件下可以设置更大更重的质量块， 进而有效提高质量调谐减振的效果； （6 ) 弹性元件、 阻尼材料、 粘接材料可以独立实现各自特性优化， 均可以工厂化大批 量生产， 参数均匀稳定， 粘结材料负责粘结强度， 弹性材料负责调频， 阻尼负责 消能； （7 )弹性材料万一开裂， 轨道吸振器中的质量块也不会脱落， 安全可靠； ( 8 )弹性元件在质量块上下、 左右独立设置， 同一个质量块在钢轨垂向和钢轨横 向的频率可以独立调整， 在两个方向实现调谐质量减振； （9 )轨道吸振器出厂时 就已是成品， 可以在出厂前对产品的工作频率进行精确测量和调试， 无需现场调 试， 只需粘贴、 装卡或紧固件连接安装； （10 )如果弹性元件被预压缩， 即使材 料开裂、 有内部裂缝， 弹性元件的刚度和轨道吸振器的工作频率不会发生变化， 另一方面， 当用于控制高频振动时， 质量块的振幅较小， 经预压缩后， 弹性元件 的刚度呈线性变化， 更容易准确设计调控； 第三， 由于实施了预紧， 弹性材料万 一开裂， 质量块也不会脱落， 安全可靠。
本发明中弹性元件可以预紧， 也可以不预紧， 不预紧时需要考虑弹性元件的 限位或固定。 一般来说， 控制高频振动时， 必须对弹性元件实施预紧， 控制低频 振动时， 弹性元件可以不预紧， 实际应用中， 可以根据所需控制结构振动频率的 特点， 选择是否对弹性元件实施预压缩。
本发明轨道吸振器适用性强， 使用寿命长， 耐候性好， 减振降噪效果好， 市 场应用前景十分广阔。此外，本发明中的实施例仅为更好说明本发明的技术方案， 并不应视为对本发明的限制， 其中许多实施例中的技术特征也可以交叉使用。 另 外本发明也无法穷尽与钢轨之间的装配方法， 除了利用实施例中提到的粘接、 扣 合连接、 紧固件连接等方法外， 还可以利用弹簧夹等技术手段进行装配固定。 基 于本发明技术原理， 本领域技术人员可以对上述实施例所述技术方案重新进行组 合或利用同类技术对其中某些元件进行简单替换， 只要基于本发明的技术原理， 都在本发明要求的保护范围内。

Claims

权利要求书
1. 一种轨道吸振器， 包括弹性元件和质量块， 其特征在于还包括至少一个联 接框架， 所述联接框架与钢轨非工作表面联接部分的表面形状与钢轨对应表面的 形状相同， 所述联接框架中包含至少一个吸振腔， 所述质量块至少局部设置在联 接框架的吸振腔内， 质量块与吸振腔的腔壁之间设有弹性元件。
2.根据权利要求 1所述的轨道吸振器， 其特征在于， 所述弹性元件沿钢轨垂 向或 /和钢轨横向设置在质量块与吸振腔的腔壁之间，或者弹性元件环绕质量块设 置在质量块与吸振腔的腔壁之间。
3.根据权利要求 1或 2所述的轨道吸振器， 其特征在于， 所述弹性元件由橡 胶、 弹性聚氨酯或金属弹簧中的至少一种构成； 其中， 所述金属弹簧包括碟簧、 板簧和螺旋弹簧。
4.根据权利要求 1所述的轨道吸振器， 其特征在于， 所述质量块与吸振腔腔 壁之间设置的弹性元件处于预压缩状态时， 弹性元件的预压缩位移要大于质量块 工作时相对于吸振腔腔壁的振幅。
5.根据权利要求 1所述的轨道吸振器， 其特征在于还包括有阻尼元件， 所述 阻尼元件设置在质量块与吸振腔腔壁之间； 所述阻尼元件由弹性固体阻尼材料或 液体阻尼材料构成； 所述阻尼元件为液体时， 吸振腔的开口处设有密封件， 密封 件将吸振腔完全封闭， 液体阻尼材料填充在质量块与吸振腔腔壁之间的部分空隙 中。
6.根据权利要求 5所述的轨道吸振器， 其特征在于， 所述质量块上设有动叶 片， 所述吸振腔腔壁上设有静叶片， 静叶片与动叶片交错配合， 相邻的静叶片与 动叶片之间的部分空隙内设有液体阻尼材料。
7.根据权利要求 6 所述的轨道吸振器， 其特征在于， 所述动叶片或 /和静叶 片上设有扰流孔或扰流凸凹结构。
8.根据权利要求 5所述的轨道吸振器， 其特征在于， 所述质量块上设有扰流 孔或 ·ί尤流凸凹结构。
9.根据权利要求 1所述的轨道吸振器， 其特征在于， 所述联接框架上设有连 接板， 连接板上设有连接孔、 折弯连接部或卡扣结构。
10. 根据权利要求 1所述的轨道吸振器， 其特征在于， 所述吸振腔与弹性元 件配合的腔壁表面或 /和质量块与弹性元件的配合表面上设有连接加强结构；所述 连接加强结构包括表面凸凹结构、 表面滚花结构或表面拉毛结构。
11. 根据权利要求 1所述的轨道吸振器， 其特征在于， 所述联接框架沿钢轨 纵向设置在钢轨的非工作表面上， 钢轨的非工作表面包括钢轨使用过程中位于限 界以外的轨头下部、 轨腰、 翼板及轨底表面。
12. 根据权利要求 1所述的轨道吸振器， 其特征在于， 所述联接框架中吸振 腔的数量超过一个， 吸振腔在联接框架中沿钢轨的垂向并列设置， 或 /和沿钢轨的 横向并列设置， 或 /和沿钢轨的纵向并列设置。
13. 根据权利要求 3所述的轨道吸振器， 其特征在于， 所述弹性元件与质量 块及吸振腔腔壁之间粘接、 焊接或硫化连接固定成一体。
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