WO2017162060A1 - 一种中低速磁浮道岔梁减振装置及方法 - Google Patents

一种中低速磁浮道岔梁减振装置及方法 Download PDF

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WO2017162060A1
WO2017162060A1 PCT/CN2017/076412 CN2017076412W WO2017162060A1 WO 2017162060 A1 WO2017162060 A1 WO 2017162060A1 CN 2017076412 W CN2017076412 W CN 2017076412W WO 2017162060 A1 WO2017162060 A1 WO 2017162060A1
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damping
vibration
mass
tuning
noise reduction
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PCT/CN2017/076412
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English (en)
French (fr)
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靖仕元
王玉泽
郭志勇
章致
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中铁第四勘察设计院集团有限公司
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Publication of WO2017162060A1 publication Critical patent/WO2017162060A1/zh

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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D19/00—Structural or constructional details of bridges

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  • the invention belongs to the technical field of medium and low speed maglev rail transportation, and particularly relates to a medium and low speed magnetic floating channel truss vibration damping and noise reduction device and method.
  • the switch is a line connection device used in rail transit to transfer a rolling stock from one lane to another, usually in a large number of stations and marshalling stations.
  • the track of medium and low speed maglev rail transportation usually includes ballast beam, truss beam, trolley, beam upper rail, driving device, locking device, movable end rail, and electric control system.
  • the switch drive device drives the switch beam to move laterally, and drives the driven beam to move along the trolley, so that the ballast beam and the guide rail are rotated until the designated truss beam is aligned, and the locking device is locked, thereby realizing the lane change.
  • the design of the ballast beam generally adopts the light chemical steel and the diaphragm structure.
  • the natural vibration frequency of the ballast beam is 10-18Hz, and the difference of the natural frequency of each step is small, the magnetic float
  • the self-vibration frequency of the train is close to the natural vibration frequency of the ballast beam, which generates resonance.
  • the resonance will affect the service life of the ballast structure.
  • the vibration is too large, which affects the operation and comfort of the maglev, and generates noise and affects the environment. Therefore, the resonance between the maglev train and the ballast must be treated to reduce and improve the resonance phenomenon between the ballast and the maglev train.
  • the industry solves the resonance problem mainly by changing the mass of the ballast to change the vibration characteristics.
  • adding a suitable sand (cobblestone) bag (box) processing device to the active beam steel box beam the solution can improve the vibration characteristics, but the vibration damping effect and the continuous vibration reduction.
  • the medium and low speed ballast beam design adopts light chemical steel and cross baffle structure.
  • the weight of the ballast beam is about 247KN, which can meet the rotation of the 11KW motor within 15s, and increase the sand (cobblestone) bag (box) in the two beams of the active beam.
  • the quality of the ballast changes the vibration characteristics.
  • the quality of the sand (cobblestone) bag (box) should not be too large (not more than 4000kg). Otherwise, the time requirement of the ballast rotation within 15 seconds cannot be met, and the quality of the belt (box) within the 4000kg has a certain vibration reduction.
  • the vertical vibration acceleration can be reduced from 3.3 g to about 1.0 g to about 1.3 g, but it is difficult to achieve vertical vibration acceleration control within a safe and comfortable standard of no more than 0.5 g.
  • the sand (cobblestone) bag (box) changes the vibration characteristics in the two beams of the active beam.
  • its damping effect is getting worse and worse, mainly because the sand (pebble) is loose when it starts to drive. It has a certain damping effect.
  • the sand (cobblestone) becomes denser, and its damping effect becomes smaller and smaller.
  • the damping effect becomes worse and worse, and its vibration damping stability is poor.
  • the present invention provides a vibration damping and noise reduction device and method for a medium and low speed magnetic floating raft beam, which are provided by setting a plurality of sets of tuned mass dampers in a steel box ballast beam.
  • the vibration energy of the ballast beam is transferred to the vibration of the moving mass in the tuned mass damper, and the safety and comfort standard of the vertical vibration acceleration of the ballast beam can be reduced to 0.5g for a long time under the premise of ensuring that the ballast beam is rotated in the specified time.
  • the control of the vibration of the ballast beam is realized.
  • a vibration damping and noise reduction apparatus for a medium and low speed magnetic floating raft beam characterized in that the apparatus comprises:
  • the tuned mass damper comprises a main vibration system
  • the main vibration system is provided with a container with a built-in tuned damper
  • the container is filled with a damping fluid
  • the quality and rigidity of the tuned damping mechanism are adjusted
  • the damping coefficient, and adjusting the size of the container and the depth of the damping fluid therein to satisfy the mass tuning and liquid tuning conditions, respectively, in such a manner that the vibration energy energy of the ballast beam is transferred to the vibration of the moving mass and passes
  • the damping fluid dissipates the vibration energy of the active mass to achieve mass tuning and liquid tuning, thereby achieving vibration and noise reduction of the ballast beam.
  • the tuned mass dampers are four or more.
  • each set of said tuned mass dampers are symmetrically distributed on the ballast beam.
  • each set of tuned mass dampers includes three to six mass dampers that are evenly disposed laterally along the ballast beam.
  • each set of said tuned mass dampers has a damping ratio of 0.1 and a frequency preferably in the range of 16.56-17.56.
  • each set of said tuned mass dampers has a mass of 45-55 kg.
  • the medium and low speed ballast beam tuned mass damper system (TMD, Tuned Mass Damper) transfers the vibration energy of the ballast beam to the vibration of the moving mass in the TMD within the tuning range by adjusting its own frequency, within the TMD.
  • the damping device will fully dissipate the vibration energy of the moving mass to achieve the purpose of controlling the vibration of the ballast beam.
  • the invention can greatly reduce the vibration response by installing a plurality of sets of TMD tuned mass dampers in the active beam to increase the damping value.
  • a vibration damping and noise reduction method for a medium and low speed magnetic floating raft beam comprising:
  • the tuned mass damper comprises a main vibration system, the main vibration system is provided with a container with a built-in tuned damper, and the container is filled with a damping fluid ;
  • the vibration of the mass, the damping fluid dissipates the vibration energy of the active mass, achieves mass tuning and liquid tuning, and thus achieves vibration and noise reduction of the ballast beam.
  • the tuned mass dampers are four or more.
  • each set of said tuned mass dampers are symmetrically distributed on the ballast beam.
  • each set of tuned mass dampers includes three to six mass dampers that are evenly disposed laterally along the ballast beam.
  • a damping mass is further disposed in the main vibration system, and at the same time, the mass is placed in the damping fluid, and the damping fluid is pushed during the movement of the mass by adjusting the frequency of the mass and the damping parameter of the damping fluid.
  • the mass of the ballast is only increased by 1200 kg, which satisfies the requirement of 15 s rotation time, the vertical vibration acceleration of the ballast beam is reduced to 0.5 g safety and comfort standard, and the vibration damping is stable for a long time.
  • Figure 1 is a schematic view showing the principle of the vibration damping device of the present invention
  • FIG. 2 is a schematic view showing a TMD and a 1-span active beam mounting structure in a vibration damping device according to an embodiment of the present invention
  • Figure 3 (a) is a schematic view of the structure of the TMD and the 1 span of the active beam installed in the damping device of Figure 2;
  • the structure of the vibration damping device according to a preferred embodiment of the present invention is as shown in FIGS. 1 and 2.
  • the vibration damping device of the embodiment includes a plurality of sets of tuned mass dampers, and a certain thickness is welded on the bottom flange of the I-beam on both sides of the ballast beam ( For example, a pre-buried plate of 24 mm), the bottom of the tuned mass damper is bolted to the embedded plate.
  • the entire set of ballast active beams are two spans, preferably four sets per damper, each set of dampers preferably comprising three dampers arranged side by side, preferably evenly spaced transversely along the ballast beam.
  • each set of dampers preferably comprising three dampers arranged side by side, preferably evenly spaced transversely along the ballast beam.
  • the number of groups of dampers in the present invention is not limited thereto, and may be selected by modal analysis according to specific conditions.
  • the controllable frequency range is narrow for a single frequency TMD. Once the frequency of the main structure deviates from the controllable frequency range, the control effect is greatly reduced.
  • the quality of the ballast beam is light, and the frequency of the ballast beam will be affected when the train passes, and the passengers will have different degrees of influence. Therefore, the actual frequency of the ballast beam during the operation period It is not fixed, so it is controlled by multiple tuned mass liquid double tuned dampers (TLMD).
  • the medium and low speed ballast beam control vibration has the following two characteristics: 1) The controlled frequency is up to 18 Hz.
  • the main vibration frequency of the ballast beam state is 18 Hz. At this frequency, the vibration attenuation duration of the ballast beam is very short after the following car leaves. Therefore, the TMD mainly controls the vehicle state (ie, the controlled frequency is 18 Hz); 2) the ballast beam
  • the no-load frequency differs greatly from the vehicle frequency, and the vehicle frequency varies with the mass of the vehicle body. Therefore, multiple sets of frequency distributed MTMD dampers are used for vibration control.
  • a container with built-in mass tuned damper On the main vibration system with mass M, stiffness K and damping coefficient C, a container with built-in mass tuned damper is set.
  • the mass of the mass tuned damper in the container is m
  • the stiffness is k
  • the damping coefficient is c
  • the damping liquid is filled in the container, and the size of the container and the depth of the damping liquid therein are adjusted to satisfy the liquid tuning condition to achieve the vibration damping effect of the liquid tuning.
  • the mass m moves to move the damping fluid, it has a larger amplitude, which is more conducive to its absorption and dissipation of the energy of the main vibration system, that is, through the double tuning of mass and liquid, while utilizing the coupling of fluid and solid,
  • the volume of the vibration damping device is reduced, not only the parameter adjustment of the entire vibration damping device is more convenient, but also the vibration damping effect is better.
  • M, C, K the mass coefficient, damping coefficient and stiffness coefficient of the main structure
  • p(t) the external excitation of the main structure
  • y the displacement of the main structure
  • - the displacement of the i-th TMD the displacement of the i-th TMD
  • the goal of the multi-objective satisfaction control theory is that when the mass ratio of multiple TMDs is constant, the power magnifications of the main structure (the ballast beam) and the TMD take the minimum value.
  • optimization parameters for setting up four sets of TMDs by optimization are shown in the following table.
  • the maximum power amplification factor of the active beam is 6.37.
  • the vertical vibration acceleration is reduced from 3.3g without the TMD to 0.5g safety and comfort standard, and it can be stable for a long time.
  • the ballast quality is only increased by 1200kg, meeting the 15s rotation time requirement.
  • the damping fluid in the damper provides a stable and easy-to-adjust damping for the entire damping device, and also provides an anti-corrosion environment for the components of the damping device, prolonging the service life of the entire damping device and reducing the total life of the device. overall costs.

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Abstract

一种用于中低速磁浮道岔梁的减振降噪装置，包括设置在道岔梁底部翼缘上的预埋板以及安装在该预埋板上的多个调谐质量阻尼器，其中，调谐质量阻尼器包括主振动系统，其上设置有内置调谐阻尼器的容器，容器内充入有阻尼液，通过调节调谐阻尼机构的质量、刚度和阻尼系数参数，以及调整所述容器的尺寸及其内阻尼液的深度，使其分别满足质量调谐和液体调谐条件，达到质量调谐和液体调谐，进而实现对道岔梁的减振降噪。还公开了相应的减振降噪方法。在确保满足道岔梁在规定时间内转动到位前提下，能将道岔梁竖向振动加速度长期稳定降低到0.5g的安全舒适标准内，实现对道岔梁振动的控制。

Description

一种中低速磁浮道岔梁减振装置及方法 [技术领域]
本发明属于中低速磁浮轨道交通技术领域，具体涉及一种中低速磁浮道岔梁减振降噪装置及方法。
[背景技术]
道岔是轨道交通中用于使机车车辆从一股道转入另一股道的线路连接设备，通常在车站、编组站大量铺设。中低速磁浮轨道交通的道岔通常包括有道岔梁、垛梁、台车、梁上导轨、驱动装置、锁定装置、活动端导轨、电气控制系统，在需要变道时，从道岔电气控制系统接到转换命令，道岔驱动装置驱动道岔主动梁横向移动，带动从动梁沿台车移动、使得道岔梁、导轨转动到指定垛梁对齐后锁定装置锁定，进而实现变道。
磁浮列车经过道岔时，为了道岔转辙时间短，道岔梁设计一般采用轻型化工字钢加横隔板结构，这种道岔梁自振频率在10-18Hz，且各阶自振频率差值较小，磁浮列车自振频率与道岔梁自振频率接近，产生共振，这种共振一方面会影响道岔结构使用寿命，另一方面振动过大，影响磁浮列出运行稳定性及舒适性，且产生噪音，影响环境。因此，必须对磁浮列车与道岔之间的共振进行处理，降低和改善道岔与磁浮列车之间产生的共振现象。
目前，业内解决共振问题主要靠改变道岔质量改变振动特性，例如在主动梁钢箱梁内加适当砂(鹅卵石)袋(箱)处理装置，该方案能够改善振动特性，但是其减振效果以及持续减振的稳定性等方面仍存在不足，主要体现在以下两个方面：
1)难以达到预期减振目标
中低速道岔梁设计采用轻型化工字钢加横隔板结构，道岔梁重量约为247KN，可满足11KW电机在15s内转动就位，在主动梁两跨中加砂(鹅卵石)袋(箱)增加道岔质量改变振动特性，砂(鹅卵石)袋(箱)质量不宜太大(不宜超过4000kg)，否则无法满足道岔转动15秒内时间要求，而砂带(箱)质量在4000kg内虽然具有一定减振效果，竖向振动加速度可由3.3g降低至1.0g至1.3g左右，但难以达到竖向振动加速度控制在不大于0.5g安全舒适标准内。
2)减振效果不稳定
在主动梁两跨中加砂(鹅卵石)袋(箱)改变振动特性，随着磁浮列车多次运行后，其减振效果越来越差，这主要因为刚开始行车时，砂(鹅卵石)松散，具有一定阻尼作用，随着列车多次运行振动，砂(鹅卵石)变密实了，其阻尼作用越来越小，最终只有质量作用，减振效果越来越差，其减振稳定性差。
[发明内容]
针对现有技术的以上缺陷或改进需求，本发明提供了一种用于中低速磁浮道岔梁的减振降噪装置及方法，其通过在钢箱道岔梁中设置多组调谐质量阻尼器，将道岔梁的振动能量转移至调谐质量阻尼器中活动质量块的振动，在确保满足道岔梁在规定时间内转动到位前提下，能将道岔梁竖向振动加速度长期稳定降低到0.5g的安全舒适标准内，实现对道岔梁振动的控制。
为实现上述目的，按照本发明的一个方面，提供一种用于中低速磁浮道岔梁的减振降噪装置，其特征在于，该装置包括：
设置在道岔梁底部翼缘上的预埋板；
固定安装在该预埋板上的多个调谐质量阻尼器；
其中，所述调谐质量阻尼器包括主振动系统，该主振动系统上设置有内置调谐阻尼器的容器，该容器内充入有阻尼液，通过调节调谐阻尼机构的质量、刚度 和阻尼系数，以及调整所述容器的尺寸及其内阻尼液的深度，使其分别满足质量调谐和液体调谐条件，以此方式使道岔梁的振动能量能转移至活动质量块的振动，并通过阻尼液耗散活动质量块的振动能量，达到质量调谐和液体调谐，进而实现对道岔梁的减振降噪。
作为本发明的进一步优选，所述调谐质量阻尼器为四组以上。
作为本发明的进一步优选，各组所述调谐质量阻尼器对称分布在道岔梁上。
作为本发明的进一步优选，每组所述调谐质量阻尼器包括三至六个质量阻尼器，沿道岔梁横向上均匀布置。
作为本发明的进一步优选，每组所述调谐质量阻尼器的阻尼比为0.1，频率优选在16.56-17.56范围内。
作为本发明的进一步优选，每组所述调谐质量阻尼器的质量为45-55kg。
本发明中，中低速道岔梁调谐质量阻尼器系统(TMD，Tuned Mass Damper)是通过调节自身的频率，在调谐范围内，将道岔梁的振动能量转移至TMD中活动质量块的振动，TMD内的阻尼装置会充分耗散活动质量块的振动能量，以达到控制道岔梁振动的目的。
本发明通过在主动梁内安装多组TMD调谐质量阻尼器，增加阻尼值，可以大幅降低振动响应。
按照本发明的另一方面，提供一种用于中低速磁浮道岔梁的减振降噪方法，其特征在于，该方法包括：
在道岔梁底部翼缘上设置预埋板；
在该预埋板上固定安装多个调谐质量阻尼器，其中，所述调谐质量阻尼器包括主振动系统，该主振动系统上设置有内置调谐阻尼器的容器，该容器内充入有阻尼液；
调节调谐阻尼机构的质量、刚度和阻尼系数参数，以及调整所述容器的尺寸及其内阻尼液的深度，使其分别满足质量调谐和液体调谐条件，从而使得道岔梁的振动能量可转移至活动质量块的振动，阻尼液耗散活动质量块的振动能量，达到质量调谐和液体调谐，进而实现对道岔梁的减振降噪。
作为本发明的进一步优选，所述调谐质量阻尼器为四组以上。
作为本发明的进一步优选，各组所述调谐质量阻尼器对称分布在道岔梁上。
作为本发明的进一步优选，每组所述调谐质量阻尼器包括三至六个质量阻尼器，沿道岔梁横向上均匀布置。
总体而言，通过本发明所构思的以上技术方案与现有技术相比，具有以下有益效果：
(1)本发明中在主振动系统中进一步设置阻尼质量块，而且同时将质量块置于阻尼液中，通过调节质量块的频率以及阻尼液的阻尼参数，使得质量块运动时推动阻尼液运动，即通过质量与液体双调谐，同时利用流体与固体的耦合作用，在大大减小了减振装置体积的情形下，不仅使整个减振装置的参数调整更加方便，而且使其减振效果更佳；
(2)本发明中，安装阻尼器后道岔质量仅增加1200kg，满足15s转动时间要求，道岔梁竖向振动加速度降低到0.5g安全舒适标准内，而且减振长期稳定。
[附图说明]
图1为本发明的减振装置的原理示意图；
图2为按照本发明一个实施例的减振装置中TMD与1跨主动梁安装结构的示意图；
图3(a)为图2中的减振装置中TMD与1跨主动梁安装的立面结构示意图；3(b)为TMD与1跨主动梁安装的平面结构示意图；3(c)为TMD与1跨主动梁安装 的侧面结构示意图。
[具体实施方式]
为了使本发明的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本发明进行进一步详细说明。应当理解，此处所描述的具体实施例仅仅用以解释本发明，并不用于限定本发明。此外，下面所描述的本发明各个实施方式中所涉及到的技术特征只要彼此之间未构成冲突就可以相互组合。
按照本发明一个优选实施例的减振装置结构如图1和2所示，该实施例的减振装置包括多组调谐质量阻尼器，道岔梁两侧工字钢底部翼缘上焊接一定厚度(例如24mm)的预埋板，调谐质量阻尼器底部用螺栓与预埋板固定。
在一个实施例中，整组道岔主动梁两跨，每跨阻尼器优选为四组，每组阻尼器优选包括三个并列布置的阻尼器，优选是沿道岔梁横向均匀布置。当然本发明中对于阻尼器的组数并不限于此，可以根据具体情况通过模态分析进行选择。
由于TMD阻尼器对于频率的敏感性，对于单个频率的TMD来说，可控的频率范围较窄，一旦主结构的频率偏离可控频率范围以外，控制效果会大打折扣。针对磁浮工程道岔梁的减振项目而言，道岔梁质量较轻，列车通过时会对道岔梁的频率产生影响，而乘客多少则导致该影响程度不同，因此，运营期该道岔梁的实际频率不固定，故采取多重调谐质量液体双调谐阻尼器(TLMD)的方式对其进行振动控制。
实际上，中低速道岔梁控制振动具有以下两个特征：1)受控频率高达18Hz。道岔梁有车状态的主要振动频率为18Hz，在该频率下列车离开后道岔梁的振动衰减持续时间很短，因此TMD主要控制有车状态(即受控频率为18Hz)；2)道岔梁的空载频率与有车频率相差很大，且有车频率随着车体的质量变化而变化。因此采用多组频率分布式MTMD阻尼器进行振动控制。
阻尼器工作原理见图1，在质量为M，刚度为K，阻尼系数为C的主振动系统上，设置一个内置质量调谐阻尼器的容器，容器内质量调谐阻尼器的质量为m，刚度为k，阻尼系数为c，调节质量阻尼机构的质量m、刚度k、阻尼系数c等参数，使其满足质量调谐条件，以达到质量调谐的减振效果。同时，在容器内充入阻尼液，通过调整容器尺寸及其内阻尼液的深度，使其满足液体调谐条件，以达到液体调谐的减振效果。由于质量块m运动时推动阻尼液运动，使其波幅更大，更有利于其吸收并耗散主振动系统的能量，即通过质量与液体双调谐，同时利用流体与固体的耦合作用，在大大减小了减振装置体积的情形下,不仅使整个减振装置的参数调整更加方便，而且使其减振效果更佳。
图1中，阻尼器动力学方程为：
Figure PCTCN2017076412-appb-000001
式中：
M、C、K——主结构的质量系数、阻尼系数和刚度系数；p(t)—主结构受到的外界激励；y—主结构的位移；
Figure PCTCN2017076412-appb-000002
—第i个TMD的质量系数、阻尼系数和刚度系数；
Figure PCTCN2017076412-appb-000003
—第i个TMD的位移；
Figure PCTCN2017076412-appb-000004
—第i个TMD与主结构连接处的位移。
对上述振动系统进行振型分解，得到其模态方程：
Figure PCTCN2017076412-appb-000005
式中：qk—主结构第k阶位移；γk—TLMD对结构第k阶模态的相对位移；mk、ωk、ζk、Fk—主结构第k阶的模态质量、圆频率、模态阻尼和模态外力；
Figure PCTCN2017076412-appb-000006
—第i个TLMD对主结构第k阶模态的质量比、圆频率、阻尼比和安装位置处主结构的振型值。
多目标满意度控制理论的目标在于，当多重TMD的质量比一定时，主结构(道岔梁)和TMD的动力放大倍数均取最小值。
在一个实施例中，通过优化，设置四组TMD的优化参数如下表所示。
Figure PCTCN2017076412-appb-000007
在该参数下，主动梁的动力放大倍数最大值为6.37。
道岔梁通过安装TMD后，竖向振动加速度由未安装TMD时3.3g降低到0.5g安全舒适标准内，且能长期稳定，安装阻尼器后道岔质量仅增加1200kg，满足15s转动时间要求。
另外，阻尼器中的阻尼液除给整个减振装置提供稳定且便于调节的阻尼外，还给减振装置的各构件提供防锈蚀环境，延长整个减振装置使用寿命，并降低全使用期的综合成本。
本领域的技术人员容易理解，以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本发明的保护范围之内。

Claims (10)

  1. 一种用于中低速磁浮道岔梁的减振降噪装置，其特征在于，该装置包括：
    设置在道岔梁底部翼缘上的预埋板；
    固定安装在该预埋板上的多个调谐质量阻尼器；
    其中，所述调谐质量阻尼器包括主振动系统，该主振动系统上设置有内置调谐阻尼器的容器，该容器内充入有阻尼液，通过调节调谐阻尼机构的质量、刚度和阻尼系数，以及调整所述容器的尺寸及其内阻尼液的深度，使其分别满足质量调谐和液体调谐条件，以此方式使道岔梁的振动能量能转移至活动质量块的振动，并通过阻尼液耗散活动质量块的振动能量，达到质量调谐和液体调谐，进而实现对道岔梁的减振降噪。
  2. 根据权利要求1所述的用于中低速磁浮道岔梁的减振降噪装置，其中，所述调谐质量阻尼器为四组以上。
  3. 根据权利要求1或2所述的用于中低速磁浮道岔梁的减振降噪装置，其中，各组所述调谐质量阻尼器对称分布在道岔梁上。
  4. 根据权利要求3所述的用于中低速磁浮道岔梁的减振降噪装置，其中，每组所述调谐质量阻尼器包括三至六个质量阻尼器，沿道岔梁横向上均匀布置。
  5. 根据权利要求1-4中任一项所述的用于中低速磁浮道岔梁的减振降噪装置，其中，每组所述调谐质量阻尼器的阻尼比为0.1，频率优选在16.56-17.56范围内。
  6. 根据权利要求1-4中任一项所述的用于中低速磁浮道岔梁的减振降噪装置，其中，每组所述调谐质量阻尼器的质量为45-55kg。
  7. 一种用于中低速磁浮道岔梁的减振降噪方法，其特征在于，该方法包括：
    在道岔梁底部翼缘上设置预埋板；
    在该预埋板上固定安装多个调谐质量阻尼器，其中，所述调谐质量阻尼器包 括主振动系统，该主振动系统上设置有内置调谐阻尼器的容器，该容器内充入有阻尼液；
    调节调谐阻尼机构的质量、刚度和阻尼系数参数，以及调整所述容器的尺寸及其内阻尼液的深度，使其分别满足质量调谐和液体调谐条件，从而使得道岔梁的振动能量可转移至活动质量块的振动，阻尼液耗散活动质量块的振动能量，达到质量调谐和液体调谐，进而实现对道岔梁的减振降噪。
  8. 根据权利要求7所述的一种用于中低速磁浮道岔梁的减振降噪方法，其中，所述调谐质量阻尼器为四组以上。
  9. 根据权利要求7或8所述的一种用于中低速磁浮道岔梁的减振降噪方法，其中，每组所述调谐质量阻尼器包括三至六个质量阻尼器，沿道岔梁横向上均匀布置。
  10. 根据权利要求7-9中任一项所述的用于中低速磁浮道岔梁的减振降噪装置，其中，每组所述调谐质量阻尼器的阻尼比为0.1，频率优选在16.56-17.56范围内。
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