WO2024021442A1 - Elevated double-track railway noise reduction system - Google Patents

Abstract

The present invention provides an elevated double-track railway noise reduction system, provided on an elevated railway having two parallel tracks. Each track comprises a substrate, a track bed, sleepers and steel rail. The system is characterized by comprising: near-rail sound barriers, which are arranged on the outer sides of each track in an extending direction of the steel rail; track sound absorbers, which are laid on the track beds in the extending direction of the steel rail; and either track bed vibration reduction pads or track bed vibration isolators, arranged between the track beds and the substrates. Each near-rail sound barrier comprises a sound barrier body, a mounting plate and a mounting frame. The mounting plates are fixedly mounted on the outer sides of each track by means of the mounting frames. The sound barrier bodies are mounted on the mounting plates. Each sound barrier body comprises a sound absorption layer, a sound transmission layer and a waterproof layer. The waterproof layer is arranged on the surface of the sound absorption layer facing the mounting plate. The sound transmission layer wraps the sound absorption layer. Edges of the sound transmission layer are fixedly connected to the surface of the waterproof layer facing the mounting plate.

Description

Elevated double track noise reduction system Technical field

The invention belongs to the technical field of track noise reduction, and specifically relates to an elevated double-track noise reduction system.

Background technique

In recent years, rail transit has developed rapidly, bringing a lot of convenience to people's travel. In the national rail transit development plan, it is clearly stipulated that elevated lines should be given priority in the later construction of urban railways. Elevated lines have the advantages of low cost, convenient construction, and beautiful riding scenery. However, at the same time, the noise pollution generated during train operation will also have an impact on the train operation. It will cause great disturbance to the lives of surrounding residents.

The noise sources when urban railway trains travel on elevated bridges generally consist of three parts: wheel-rail noise, car body noise, and bridge structure noise. Among them, wheel-rail noise, that is, the primary noise caused by the contact between the wheels and the track, is The main noise source of train operation, especially in curved sections, will also produce greater friction noise due to the relative sliding between the wheels and the track; while the structural noise of the bridge is generated by the vehicle-line-bridge coupling vibration effect, which causes the bridge beam to be damaged when the train passes by. The impact force generated by the beam causes the beam to vibrate, thereby generating secondary noise that radiates outward. In addition to direct sound, structures such as bridge decks will also produce reflected noise, further aggravating noise pollution.

In double-track sections, trains traveling on two adjacent tracks will affect each other, exacerbating vibration and noise problems. In the construction of elevated double-track tracks, it is generally used to set up track bed vibration-absorbing pads between the track bed and the bridge or to set up track bed vibration isolators in the track bed to reduce the vibration of the lower foundation, thereby reducing the formation of secondary noise, but the track bed reduces The use of vibration pads and track bed vibration isolators reduces the stability of the rails and increases the friction and collision with the wheels, exacerbating the formation of primary noise, leaving the problem of noise pollution unresolved.

Contents of the invention

The present invention is carried out to solve the above problems, and the purpose is to provide an elevated double-track noise reduction system. The present invention adopts the following technical solutions:

The invention provides an elevated double-track noise reduction system, which is arranged on an elevated track with two parallel tracks. The track includes a base, a track bed, a sleeper and a rail. It is characterized in that it includes: a near-track sound barrier along the extension of the rail. The direction is set outside the track; the track sound-absorbing panels are laid on the track bed along the extension direction of the rail; and any of the track bed vibration damping pads or track bed isolators is set between the track bed and the base, where the near-track sound barrier It includes the main body of the sound barrier, the installation plate and the installation frame. The installation plate is fixedly installed on the outside of the track through the installation frame. The main body of the sound barrier is set on the installation plate. The main body of the sound barrier includes a sound-absorbing layer, a sound-permeable layer and a waterproof layer. The waterproof layer is set on the sound-absorbing layer. The sound-permeable layer is on the surface facing the mounting plate, the sound-permeable layer is wrapped around the outside of the sound-absorbing layer, and the edge of the sound-permeable layer is fixedly connected to the surface of the waterproof layer facing the mounting plate.

The elevated double-track noise reduction system provided by the present invention can also have the following technical features: wherein the track sound-absorbing panel includes a sound-absorbing panel body, a first protrusion and a second protrusion, and the first protrusion corresponding to a single track sound-absorbing panel The number is two, and the two first protrusions are respectively provided at both ends of the sound-absorbing panel main body. The first protrusions on adjacent track sound-absorbing panels are connected to each other, and the second protrusions are provided on the side of the sound-absorbing panel main body.

The elevated double-track noise reduction system provided by the present invention can also have the following technical features: wherein the main body of the sound-absorbing panel is installed between two rails, the first protrusion is installed between two opposite sleepers, and a single track absorbs sound The number of second protrusions corresponding to the board is two. The two second protrusions are respectively provided on both sides of the main body of the sound-absorbing panel. The second protrusions are installed between two adjacent sleepers along the extension direction of the rail.

The elevated double-track noise reduction system provided by the present invention can also have the following technical features: wherein the main body of the sound-absorbing panel is installed on the outside of the rail, the first protrusion is installed on the outside of the sleeper, and the second protrusion corresponding to the single track sound-absorbing panel The number is one, and the second protrusion is provided on the side of the main body of the sound-absorbing panel close to the rail.

The elevated double-track noise reduction system provided by the present invention can also have the following technical features: the sound-permeable layer has sound-permeable holes evenly distributed in a grid shape, and the sound-permeable layer is made of fabric material with a coating on the surface, and Silver plated.

The elevated double-track noise reduction system provided by the present invention can also have the following technical features: the sound-transmitting layer has sound-transmitting holes evenly distributed in a grid shape, and the length of the sound-transmitting holes is 1 mm and the width is 0.8 mm. , the depth is 0.52㎜.

The elevated double-track noise reduction system provided by the present invention can also have the following technical features: the sound-absorbing layer uses mineral wool with a bulk density of 80g/ ^m3 , the length of the sound-absorbing layer is 2000mm, the width is 230mm, and the thickness is 100mm.

The elevated double-track noise reduction system provided by the present invention may also have the following technical features: the width of the waterproof layer is less than or equal to the width of the sound-absorbing layer, and the length of the waterproof layer is less than or equal to the length of the sound-absorbing layer.

The elevated double-track noise reduction system provided by the present invention can also have the following technical features: wherein, the track bed vibration damping pad is arranged between the track bed and the base, and includes a vibration damping pad main body and a plurality of vibration damping bosses, and a plurality of damping bosses. The vibration boss is distributed on one surface of the vibration pad body and is integrally formed with the vibration pad body. The cross-sectional area of the part of the vibration boss close to the vibration pad body is greater than or equal to the cross-sectional area of the part far away from the vibration pad body. .

The elevated double-track noise reduction system provided by the present invention can also have the following technical features: wherein, the track bed vibration isolator includes an outer sleeve, which is fixedly embedded in the track bed and penetrates along its length direction; an elastic element is provided in the outer sleeve below the barrel; the height-adjusting gasket is arranged above the elastic element; the locking gasket is embedded in the outer sleeve and is connected with the height-adjusting gasket and the elastic element through a connector; and a broken spring indicator is arranged on Above the elastic element, its indicating end is located at the upper end opening of the outer sleeve, wherein the spring element includes: a spring housing; a first steel spring, disposed in the spring housing; and a second steel spring, with an overall diameter smaller than the first steel spring , set in the first steel spring.

Invention functions and effects

According to the noise reduction system of the elevated double-track track of the present invention, any one of track bed vibration damping pads or track bed vibration isolators is installed on the track, which can reduce the vibration of the lower foundation, thereby reducing the formation of secondary noise.

Track sound-absorbing panels are laid on the track bed along the extension direction of the rail. They can absorb and eliminate sound energy near the sound source of wheel-rail noise, and reduce the spread and transmission of secondary noise sound waves from the space formed by the car box body and the track bed. Reduce the difficulty of controlling noise pollution in more peripheral areas.

The near-track sound barrier is set outside the rail, which is closer to the sound source than the traditional sound barrier. It has a larger sound shadow area than the traditional upright sound barrier. It can block some secondary noise near the wheel rail from further propagating to the external area, and has a relatively large Good noise reduction effect. The near-track sound barrier includes the main body of the sound barrier, the mounting plate and the mounting frame. The main body of the sound barrier is set on the mounting plate, which is fixedly installed on the outside of the track through the mounting bracket. The overall structure is simple, easy to install, and can be applied to existing track lines. It has a wide range of applications and strong practicability. It is different from traditional sound barriers. It uses less materials and has lower project cost, and has high promotion and application value. The main body of the sound barrier of the track sound barrier is installed in the installation groove on the side of the installation plate facing the track, which can effectively absorb the wheel-rail noise when the train is running and reduce noise pollution.

The main body of the sound barrier includes a sound-absorbing layer, a sound-permeable layer and a waterproof layer. The waterproof layer is arranged on the surface of the sound-absorbing layer facing the installation board. The sound-permeable layer is wrapped around the outside of the sound-absorbing layer and its edges are fixedly connected to the surface of the waterproof layer facing the installation board. This eliminates the need for direct adhesive fixation between the sound-transmitting layer and the sound-absorbing layer, which can effectively improve the sound transmittance of the sound-transmitting layer and achieve better noise reduction effects. In addition, the connection position between the sound-permeable layer and the waterproof layer is on the side of the sound-absorbing layer facing the installation plate, that is, facing away from the rails. This allows the waterproof layer to block rainwater without affecting the transmission of noise generated on the track side, and the appearance is smoother and more beautiful.

Due to the large differences in the location of noise sources in various parts of the elevated double-track track, and the influencing factors of noise generation and propagation are relatively complex, a single noise reduction measure cannot cover them all. Near-track sound barriers, track sound-absorbing panels, and track bed vibration-absorbing pads or The comprehensive vibration and noise reduction measures of the track bed isolator combination can more accurately reduce primary noise and secondary noise, achieving overall better noise reduction effects.

Description of drawings

Figure 1 is a schematic three-dimensional structural diagram of the track and elevated double-track noise reduction system in Embodiment 1 of the present invention;

Figure 2 is an overall cross-sectional schematic diagram of the track and elevated double-track noise reduction system in Embodiment 1 of the present invention;

Figure 3 is a partial cross-sectional schematic diagram of the track and elevated double-track noise reduction system in Embodiment 1 of the present invention;

Figure 4 is a side view of the track bed vibration-absorbing pad in Embodiment 1 of the present invention;

Figure 5 is a top view of the middle track sound-absorbing panel in Embodiment 1 of the present invention;

Figure 6 is a side view of the middle track sound-absorbing panel in Embodiment 1 of the present invention;

Figure 7 is a front view of the middle track sound-absorbing panel in Embodiment 1 of the present invention;

Figure 8 is a schematic three-dimensional structural diagram of the side track sound-absorbing panel in Embodiment 1 of the present invention;

Figure 9 is a front view of the near-track sound barrier in Embodiment 1 of the present invention;

Figure 10 is a side cross-sectional view of the near-track sound barrier in Embodiment 1 of the present invention;

Figure 11 is a top view of the near-track sound barrier in Embodiment 1 of the present invention;

Figure 12 is a layered schematic diagram of the sound barrier main body in Embodiment 1 of the present invention;

Figure 13 is a top view of the track bed in Embodiment 2 of the present invention;

Figure 14 is an enlarged view of the portion within frame A in Figure 13;

Figure 15 is a cross-sectional view of the track bed plate at the position of the vibration isolator in Embodiment 2 of the present invention;

Figure 16 is a cross-sectional view of the steel spring isolator in Embodiment 2 of the present invention;

Figure 17 is a three-dimensional structural view of the outer sleeve in Embodiment 2 of the present invention;

Figure 18 is a three-dimensional structural view of the locking gasket in Embodiment 2 of the present invention;

Figure 19 is a three-dimensional structural view of the height-adjusting gasket in Embodiment 2 of the present invention; and

Figure 20 is a three-dimensional structural view of the support tube in Embodiment 2 of the present invention.

Detailed ways

In order to make it easy to understand the technical means, creative features, objectives and effects achieved by the present invention, the elevated double-track noise reduction system of the present invention is described in detail below with reference to the embodiments and drawings. Parts not described in detail in the examples are well-known techniques in the art.

<Example 1>

Figure 1 is a schematic three-dimensional structural diagram of the track and elevated double-track noise reduction system in Embodiment 1 of the present invention. Figure 2 is an overall cross-sectional schematic diagram of the track and elevated double-track noise reduction system in Embodiment 1 of the present invention. Figure 3 is a schematic diagram of the overall structure of the track and elevated double-track noise reduction system in Embodiment 1 of the present invention. A partial cross-sectional schematic diagram of the track and elevated double-track noise reduction system in Embodiment 1 of the invention.

As shown in Figures 1 to 3, this embodiment provides an elevated double-track noise reduction system 100, which is installed on the elevated 1 with two parallel tracks 200. The track 200 includes a track bed 201, a sleeper 202, a rail 203 and a base. 204. Among them, the track bed 201 is arranged on the base 204. A plurality of sleepers 202 are arranged on the track bed 201 in pairs and evenly spaced along the length direction of the track bed 201. Two rails 203 are installed on the track bed 201 in parallel to each other through the sleepers 202.

In this embodiment, the elevated double-track noise reduction system 100 includes a near-track sound barrier 10 , a track sound-absorbing panel 20 , and a track bed vibration-absorbing pad 30 .

Figure 4 is a side view of a track bed vibration-absorbing pad according to Embodiment 1 of the present invention.

The track bed vibration damping pad 30 is disposed between the track bed 201 and the base 204 . As shown in FIG. 4 , the track bed vibration damping pad 30 includes a vibration damping pad body 31 and a plurality of vibration damping bosses 32 . The main body 31 of the damping pad is a rectangular solid flat plate structure with a certain thickness. A plurality of vibration-damping bosses 32 are evenly distributed in a matrix on the surface of the vibration-damping pad body 31 close to the base 204, and are integrally formed with the vibration-damping pad body 31. The cross-sectional area of the portion of the damping boss 32 close to the damping pad main body 31 is greater than or equal to the cross-sectional area of the portion far away from the damping pad main body 31 . In this embodiment, the vibration-absorbing bosses 32 are all in the shape of a cone. In practical applications, the vibration-absorbing bosses 32 may also be in the shape of a cylinder or a rib.

A plurality of track sound-absorbing panels 20 are laid sequentially on the track bed 201 along the extension direction of the rail 203 . The track sound-absorbing panel 20 is divided into a middle track sound-absorbing panel 20a disposed between the two rails 203 and a side track sound-absorbing panel 20b disposed outside the two rails 203.

Figure 5 is a top view of the middle track sound-absorbing panel in Embodiment 1 of the present invention. Figure 6 is a side view of the middle track sound-absorbing panel in Embodiment 1 of the present invention. Figure 7 is a front view of the middle track sound-absorbing panel in Embodiment 1 of the present invention. Figure 8 is a schematic three-dimensional structural diagram of the side track sound-absorbing panel in Embodiment 1 of the present invention.

As shown in FIGS. 5 to 8 , in this embodiment, both the side track sound absorbing panels 20 b and the middle track sound absorbing panels 20 a include a sound absorbing panel body 21 , a first protrusion 22 and a second protrusion 23 . In this embodiment, the length of the sound-absorbing panel main body 21 parallel to the extension direction of the rail 203 is 300 mm, and the length perpendicular to the extension direction of the rail 203 is 580 mm. The overall thickness of the track sound-absorbing panel 20 is 180 mm.

The number of first protrusions 22 corresponding to a single track sound-absorbing panel 20 is two. The two first protrusions 22 are symmetrically arranged at both ends of the sound-absorbing panel body 21 and extend in a direction parallel to the rail 203 . The first protrusions 22 on adjacent track sound-absorbing panels 20 are fixedly connected. The width of the first protrusion 22 perpendicular to the extension direction of the rail 203 is equal to the distance between two opposite sleepers 202. In this embodiment, the width is 580 mm, and the length parallel to the extension direction of the rail 203 is 160 mm.

In the middle track sound-absorbing panel 20a, the sound-absorbing panel body 21 is installed between the two rails 203, the first protrusion 22 is installed between the two opposite sleepers 202, and the second protrusion 23 is installed along the extension direction of the rail 203. between two adjacent sleepers 202. The number of second protrusions 23 corresponding to a single middle track sound-absorbing panel 20a is two. The two second protrusions 23 are symmetrically arranged on both sides of the sound-absorbing panel body 21 and extend in a direction perpendicular to the rail 203. The middle track The sound absorbing panel 20a has a cross shape as a whole. The width of the second protrusion 23 in the direction parallel to the extension of the rail 203 is equal to the distance between two adjacent sleepers 202 in the direction parallel to the rail 203, which is 300 mm in this implementation. The length of the second protrusion 23 perpendicular to the extension direction of the rail 203 is 200 mm.

In the side track sound-absorbing panel 20b, the sound-absorbing panel body 21 is installed on the outside of the rail 203, the first protrusion 22 is installed on the outside of the sleeper 202, and the second protrusion 23 is installed on two adjacent ones along the extension direction of the rail 203. between sleepers 202. In this embodiment, the number of second protrusions 23 corresponding to a single side track sound-absorbing panel 20b is one, and the side track sound-absorbing panel 20b is in a convex shape as a whole. The second protrusion 23 is provided on the side of the sound-absorbing panel body 21 close to the rail 203 and extends in a direction perpendicular to the rail 203 . In actual engineering applications, the side track sound-absorbing panels 20b can also adopt the same structure as the middle track sound-absorbing panels 20a if the track bed width is sufficient, making the sound-absorbing area larger and facilitating mass production.

The track sound-absorbing panel 20 is made entirely of porous non-metallic materials. The response frequency of the material corresponds to the main frequencies of wheel-rail noise and electrical equipment noise, and meets the acoustic performance indicators shown in Table 1 below and the physical properties shown in Table 2 below. index.

Frequency(Hz)	125	250	500	1000	2000	4000
Sound absorption coefficient	0.2	0.78	0.93	0.91	0.90	0.67

Table 1 Acoustic performance indicators of track sound-absorbing panels

project	unit	index
dry density	kg/m3	≤900
Compressive strength	MPa	≥5.0

Flexural strength	MPa	≥1.0
Split tensile strength	MPa	≥0.70
Water permeability coefficient	cm/s	≥0.02

Table 2 Physical performance indicators of track sound-absorbing panels

In this embodiment, the track sound-absorbing panel 20 is cast with ceramsite mixed concrete mortar. In practical applications, the track sound-absorbing panel 20 can also be made of polyester fiber board as a whole, or high-temperature ceramics, cotton materials, etc. can be used instead of ceramics. granules mixed with concrete mortar.

In this embodiment, the upper surface of the track sound-absorbing panel 20 is wavy, which can increase the surface area and improve the sound absorption effect. There is a gap between the lower surface of the track sound-absorbing panel 20 and the upper surface of the track bed 201 to facilitate lateral drainage on the track bed surface. The lower part of the track sound-absorbing panel 20 near the edge and the track bed 201 is filled with cement to support and fix the track sound-absorbing panel 20 . The track sound-absorbing panel 20 also has a fixing hole 24 opened in the vertical direction. By planting reinforcement into the track bed 201 in the fixing hole 24 and then filling and sealing it with cement, the connection between the track sound-absorbing panel 20 and the track bed 201 is further stabilized.

Figure 9 is a front view of the near-track sound barrier in Embodiment 1 of the present invention. Figure 10 is a side sectional view of the near-track sound barrier in Embodiment 1 of the present invention. Figure 11 is a schematic view of the near-track sound barrier in Embodiment 1 of the present invention. Top view.

The near-rail sound barrier 10 is arranged outside the two rails 203. As shown in Figures 9 to 11, the near-rail sound barrier 10 includes a sound barrier body 11, a mounting plate 12 and a mounting frame 13.

The mounting frame 13 includes a base plate 131 and a pair of mutually parallel columns 132 . In this embodiment, the bottom plate 131 is fixed on the outside of the rail 203 by bolting or planting reinforcement, and the upright column 132 is connected to the bottom plate 131 by welding. The upright column 132 is I-shaped, with limiting grooves 1322 matching the mounting plate 12 on both sides. The two ends of the mounting plate 12 are respectively engaged with the limiting grooves 1322 on the corresponding sides. A rubber strip is provided between the inner surface of the side of the limit groove 1322 close to the track and the installation plate 12. The rubber strip is used to reduce the collision and vibration between the installation plate 12 and the column 132 and avoid the generation of secondary noise; the limit groove 1322 The side of 1322 away from the track and the mounting plate 12 are clamped and fixed by wooden wedges, so that the mounting plate 12 is stably installed between the two columns 132 .

The surface of the mounting plate 12 facing the rail 203 has a corresponding number of mounting grooves 121 as the sound barrier body 11 . The installation groove 121 is arranged in the horizontal direction, and its shape and size are adapted to the sound barrier body 11 .

Figure 12 is a layered schematic diagram of the sound barrier main body in Embodiment 1 of the present invention.

The sound barrier main body 11 is arranged in the installation groove 121. As shown in FIG. 12, the sound barrier main body 11 includes a sound absorbing layer 111, a sound transmitting layer 112 and a waterproof layer 113.

In this embodiment, the sound-absorbing layer 111 uses two rectangular parallelepiped-shaped mineral wool 1111 . The length of a single piece of mineral asbestos 1111 is 2000mm, the width is 230mm, the thickness is 50mm, and the bulk density is 80g/m ³ . The total thickness of the sound-absorbing layer 111 formed by stacking two pieces of asbestos 1111 is 100mm. The thickness is relatively large and the specific flow resistance is small. The sound-absorbing layer 111 has a good re-absorption effect on reflected and diffracted noise, and can absorb and reduce different frequency bands. The sound absorption and noise reduction effect of the sound barrier main body 11 is greatly improved.

The waterproof layer 113 is disposed on the surface of the sound-absorbing layer 111 facing the mounting plate 12 . The width of the waterproof layer 113 is less than or equal to the width of the sound-absorbing layer 111 . The length of the waterproof layer 113 is less than or equal to the length of the sound-absorbing layer 111 .

The sound-permeable layer 112 is wrapped around the outside of the sound-absorbing layer 111 , and the edges of the sound-permeable layer 112 are fixedly connected to the surface of the waterproof layer 113 facing the mounting plate 12 . The sound-permeable layer 112 is made of fabric material. In this embodiment, the fabric material is made of polyester fiber with a thickness of 0.52 mm. It is bendable and the fiber restoring force can ensure high stability of the product shape and high compressive strength. The surfaces on both sides of the fabric material are coated with high-temperature-resistant and UV-resistant coatings, giving it high mechanical strength, ensuring its effectiveness when used outdoors and extending its service life. In order to make the sound-transmitting layer 112 have better fire resistance and strength properties, the surface of the sound-transmitting layer 112 is also silver-plated.

The sound-transmitting layer 112 has sound-transmitting holes 1121 evenly distributed in a grid shape. In this embodiment, the perforation rate on the surface of the sound-transmitting layer 112 is 35%. The length of the sound-transmitting hole 1121 is 1 mm, the width is 0.8 mm, and the depth is 0.52 mm. In practical applications, the perforation rate and sound-transmitting hole size can be adjusted according to the needs of use.

When a train passes by, part of the wheel-rail noise sound waves that have not been absorbed by the track sound-absorbing panel 20 enters the inside of the sound-absorbing layer 111 with a microporous structure through the sound-permeable layer 112, causing vibrations of the air in the micropores. Due to the viscosity of the air, Resistance, friction between the air and the hole wall, and heat conduction, etc., convert a considerable part of the sound energy into heat energy and be lost, thereby achieving the noise reduction effect.

In this embodiment, the number of mounting slots 121 on a single mounting plate 12 is set to three, and the three mounting slots 121 are arranged in parallel in the vertical direction. The number of sound barrier main bodies 11 installed on the mounting plate 12 is also set to three correspondingly, and the three sound barrier main bodies 11 are installed in the three installation grooves 121 respectively. The mounting plate 12 is arranged on the outside of the rail 203 through the I-shaped upright column 132 .

In order to meet the "equipment limit" regulations of urban railways, in this embodiment, the distance between the near-track sound barrier 10 and the track center line is set to 1900 mm.

In order to effectively block noise from the lower part of the train body such as wheel-rail noise, the height of the near-track sound barrier 10 should be connected to the carriage shell, that is, the same height as the wheels. In this embodiment, the height of the near-track sound barrier is set to be above the rail surface. 860mm.

In this embodiment, two elevated double-track noise reduction systems 100 are symmetrically arranged on two parallel tracks 200 respectively. In each elevated double-track noise reduction system 100, a plurality of near-track sound barriers 10 are provided outside the two rails 203 and along the extending directions of the two rails 203 respectively. Two adjacent near-rail sound barriers 10 on the outside of the same rail 203 share a middle column 132. The mounting plates 12 in the two near-rail sound barriers 10 cooperate with the limiting grooves 1322 on both sides of the column 132 respectively.

On the side close to the elevated edge, the number of corresponding mounting plates 12 provided in a single near-track sound barrier 10 is one. The mounting plate 12 is installed between two columns 132 , and the bottom of the mounting plate 12 is in contact with the bottom plate 131 . The three sound barrier main bodies 11 are installed in corresponding three installation grooves 121 respectively.

Between the lines, that is, on the side close to the adjacent track, the number of corresponding mounting plates 12 provided in a single near-track sound barrier 10 is two, and the six sound barrier bodies 11 are respectively installed in the corresponding six mounting slots 121 . The two mounting plates 12 are superimposed in the vertical direction. The upper mounting plate 12 has a positioning protrusion at the bottom, and the lower mounting plate 12 has a matching positioning groove at the top, so that the space between the two mounting plates 12 is Able to connect stably and not easily displaced. A limiting protrusion 1323 is provided on the inside of the limiting groove 1322. In this embodiment, the limiting protrusion 1323 is an angle iron welded on the inside of the limiting groove 1322. The limiting protrusion 1323 contacts the bottom of the mounting plate 12, thereby supporting it. There is a gap between the bottom of the mounting plate 12 and the plane of the upper surface of the bottom plate 131, and a baffle (not shown in the figure) is installed in the gap to prevent noise from leaking from the bottom.

In practical applications, the number of corresponding sound barrier bodies 11 and mounting plates 12 installed in a single track sound barrier 10 can be adjusted accordingly according to conditions such as the installation position and noise reduction range, or the setting position of the limiting protrusion 1323 can be changed. Adjust the installation height of the track sound barrier 10.

<Embodiment 2>

This second embodiment provides an elevated double-track noise reduction system. Compared with the second embodiment, the difference is that this embodiment uses a track bed resonator instead of a track bed vibration damping pad. For ease of expression, in the second embodiment, the same structures as those in the first embodiment are given the same symbols, and the same descriptions are omitted.

Figure 13 is a top view of the track bed in the second embodiment of the present invention. Figure 14 is an enlarged view of the inner part of frame A in Figure 13. Figure 15 is a cross-sectional view of the track bed plate at the position of the vibration isolator in the second embodiment of the present invention.

In the first embodiment, the track bed vibration damping pad 30 is disposed between the track bed 201 and the base 204 to form a surface support for the track bed 204. As shown in Figures 13 to 15, in the second embodiment, the track bed vibration isolator 40 is used instead of the track bed vibration damping pad 30, that is, a point support method is used to form a floating plate form, which can better avoid and reduce vibration energy. It is transmitted to the surroundings of the track line, and accordingly, more part of the vibration energy is transmitted to the rails and train vehicles themselves, and this part of the energy is absorbed by the near-track sound barrier 10 and the track sound-absorbing panel 20 .

In this embodiment, the track bed 201 is provided on the base 204 and includes a plurality of track bed plates 2011. The track bed vibration isolators 40 are steel spring isolators, which are embedded in the track bed plate 2011 in a group of two. The two track bed vibration isolators 40 in a group are located close to the two rails 203 respectively. Viewed from a plan view, the track bed vibration isolator 40 is disposed between two adjacent sleepers 202 , and one end thereof is located directly below the rail 203 .

Figure 16 is a cross-sectional view of the steel spring isolator in Embodiment 2 of the present invention.

As shown in FIG. 16 , the track bed vibration isolator 40 includes an outer sleeve 41 , a locking washer 42 , a height-adjusting washer 43 and an elastic element 44 .

Figure 17 is a three-dimensional structural view of the outer sleeve in Embodiment 2 of the present invention;

As shown in Figure 17, the outer sleeve 41 has a through-type circular cylindrical structure as a whole, which is made of metal material. The overall height (ie, the length of the outer sleeve 41) is consistent with the thickness of the track bed plate 2011, so its two ends are open. They are respectively exposed from both sides of the track bed board 2011. The inner wall of the outer sleeve 41 has three radially protruding inner barrel convex portions 411. Due to structural obstruction, only one of the inner barrel convex portions 411 is shown in Figure 5. In fact, there are three inner barrel convex portions. 411 are evenly distributed along the circumference of the inner wall and located at the same height, that is, forming the same shape as the upper port of the outer sleeve 41 .

In addition, the outer sleeve 41 is a pre-embedded outer sleeve, which is pre-embedded in the track bed slab 2011 when the concrete track bed slab 2011 is poured. To this end, two pairs of fixing pins 414 are provided on the outer wall of the outer sleeve 41. The pins 414 are arranged at different heights on the outer sleeve 41, and their extending directions are perpendicular to each other, that is, arranged in a cross, for binding and fixing in the reinforced concrete slab. The lower end of the outer sleeve 41 has a ring of outwardly protruding flange 415, forming a skirt structure for increasing the adhesion and load-bearing capacity of the pre-embedded outer sleeve.

Figure 18 is a three-dimensional structural view of the locking gasket in Embodiment 2 of the present invention.

As shown in FIG. 18 , the locking washer 42 is used to lock the height-adjusting washer 43 and the elastic element 44 within the outer sleeve 41 . The locking washer 42 is a sheet-shaped piece made of metal and has three arc-shaped protrusions of the locking piece 421, so that the shape of the locking washer 42 is consistent with the inner wall of the outer sleeve 41 at the lifting step 412. Matching, specifically, the shape of the locking gasket 42 is basically consistent with the shape of the inner wall of the outer sleeve 41 at the inner convex portion 411 of the sleeve, and the size is slightly smaller than the inner wall here. A first relief hole 422 is formed in the middle of the locking washer 42 for inserting corresponding installation tools when installing the vibration isolator. The locking washer 42 also has three radially extending first installation grooves 423, all of which are connected to the first relief hole 422 in the middle for installing connectors. The extension directions of the locking piece protrusions 421 and the first installation groove 423 are staggered, and the extension line of the first installation groove 423 is located between the two locking piece protrusions 421 . The thickness of the locking washer 42 is 10 mm.

Figure 19 is a three-dimensional structural view of the height-adjusting gasket in Embodiment 2 of the present invention.

As shown in Figure 19, the height adjustment washer 43 is used to adjust the installation height of the elastic element 44, so that the height everywhere on the surface of the track bed plate 2011 can comply with the design data. The outer contour shape of the height-adjusting washer 43 is consistent with the locking washer 42 and has three height-adjusting sheet protrusions 431, which will not be described again. A circular second relief hole 432 is opened in the middle of the height-adjusting gasket 43 , and has three second installation grooves 433 extending radially and connected with the second relief hole 432 . The height-adjusting piece protrusion 431 is in the extending direction of the second installation groove 433 .

According to the actual required installation height, one or more stacked height-adjusting gaskets 43 can be used, and the thickness of each height-adjusting gasket 43 is 2 mm to 10 mm.

The elastic element 44 includes a support tube 441 , a support base 442 , a pair of spring end stoppers 443 , a first steel spring 444 and a second steel spring 445 . The support tube 441 and the support base 442 are also the spring housings that accommodate the steel springs.

Figure 20 is a three-dimensional structural view of the support tube in Embodiment 2 of the present invention.

As shown in FIG. 20 , the support tube 441 has a semi-closed structure and includes a plate-shaped top 4411 and a cylindrical portion 4412 . The support tube 441 is made of metal material and is used to provide support for the upper ends of the first steel spring 444 and the second steel spring 445 .

The outer contour shape of the plate-shaped top 4411 is consistent with the height-adjusting gasket 43 , and its thickness is thicker than the height-adjusting gasket 43 . A circular top relief groove 4411a is provided in the middle of the top surface of the plate-like top 4411 to make way for installation tools during installation. There are three top mounting holes 4411b distributed around the top relief groove 4411a, and their position distribution corresponds to The ends of the three second installation grooves 433 of the height-adjusting gasket 43 are also used for insertion of installation tools during installation. There is a circular stopper embedding groove in the middle of the lower surface of the plate-shaped top 4411 for installing the spring end stopper 443 .

Due to the distribution of the three top mounting holes 4411b on the top of the support tube 441, the ends of the three second mounting grooves 433 on the height-adjusting gasket 43, and the ends of the three first mounting grooves 423 on the locking gasket 42 They are all consistent, so during installation, these mounting holes and mounting grooves can be aligned respectively to form three vertically penetrating connector mounting holes, so that connectors can be installed to fasten the three together. In this embodiment, the connecting parts are bolts and nuts.

The support base 442 is also made of metal material, has a circular cover shape, and is used to provide support for the lower ends of the first steel spring 444 and the second steel spring 445 . The outer diameter of the support base 442 is slightly smaller than the inner diameter of the cylindrical portion 4412, so the support base 442 and the support tube 441 are slidably fitted. The bottom of the support base 442 has a circular mounting hole for setting the limiting column 47 .

A pair of spring end stoppers 443 are respectively provided at the middle of the inner top surface of the support tube 441 and the middle of the inner bottom surface of the support base 442. As shown in FIG. 3 , the spring end limiter 443 has a substantially T-shaped cross-section and has a first cylindrical section 4431 and a second cylindrical section 4432 , and the diameter of the second cylindrical section 4432 is smaller than that of the first cylindrical section 4431 . The middle portion of the end face of the first cylindrical section 4431 extends out. Therefore, one annular end of the second steel spring 445 can be sleeved on the second cylindrical section 4432 and abut against the first cylindrical section 4431, thereby limiting both ends of the second steel spring 445. In addition, a cylindrical protrusion is formed on the other side of the first cylindrical section 4431, and the cylindrical protrusion of the upper spring end stopper 443 is fitted and fixed in the stopper embedding groove on the inner top surface of the support tube 441. The cylindrical protrusion of the lower spring end stopper 443 is fitted and fixed in the circular mounting hole on the inner bottom surface of the support base 442 .

The first steel spring 444 and the second steel spring 445 are both arranged inside the covering space formed by the fitting of the support tube 441 and the support base 442 . The overall diameter of the first steel spring 444 is larger than the second steel spring 445, and the overall diameter of the first steel spring 444 is slightly smaller than the inner diameter of the support base 442. Its two ends are respectively embedded in the support tube 441 and the support base 442. The second steel spring 445 is set in the first steel spring 444.

The first steel spring 444 and the second steel spring 445 are both made of wound steel bars. The diameter of the steel bars of the first steel spring 444 is larger than that of the second steel spring 445. The steel bars of the second steel spring 445 are wound. Make more turns.

By arranging two nested steel springs, it is easier to adjust the overall stiffness of the elastic element 44. For example, the first steel spring 444 is used as a standard part with uniform stiffness, and the second steel spring 445 is used as an adjustment part, and its steel bar is set according to actual needs. The diameter and number of winding turns give it different stiffness.

The protective cover 45 is a plate-shaped piece made of metal, and its outer contour shape is consistent with the shape of the upper end surface of the outer sleeve 41. It is used to cover the upper end opening of the outer sleeve 41 after the vibration isolator is installed to prevent dust, Debris, etc. enter through the upper opening, which affects the vibration reduction effect and service life of the vibration isolator.

The limiting column 47 is a pin-shaped metal piece used to limit the track bed vibration isolator 40 laterally. One end of the limiting column 47 is fitted into the circular mounting hole at the bottom of the supporting base 442, and the other end is driven into the base 204 for fixation.

During track construction, the track bed vibration isolator 40 is installed according to the following steps:

First, multiple outer sleeves 41 are pre-placed in the steel frame of the track bed slab 2011, thereby pouring to form the track bed slab 2011 with the outer sleeves 41 pre-embedded;

Then the track bed board 2011 is lifted up by the lifting equipment, and the elastic element 44 and the height-adjusting gasket 43 are put in sequentially from the upper opening of the outer sleeve 41, and the two are rotated 60 degrees, and then the track bed board 2011 is lowered. At this time, the three protrusions of the elastic element 44 and the height-adjusting gasket 43 respectively contact the three inner protrusions 411 of the outer sleeve 41 to form a support structure;

After that, the locking washer 42 is put in from the upper opening of the outer sleeve 41, and the locking washer 42, the height-adjusting washer 43 and the elastic element 44 are connected together through bolts and nuts, and a protective cover 45 is installed, that is, The installation of the track bed vibration isolator 40 can be completed.

Embodiment functions and effects

According to the noise reduction system of the elevated double-track track of the present invention, any one of track bed vibration damping pads or track bed vibration isolators is installed on the track, which can reduce the vibration of the lower foundation, thereby reducing the formation of secondary noise.

Track sound-absorbing panels are laid on the track bed along the extension direction of the rail. They can absorb and eliminate sound energy near the sound source of wheel-rail noise, and reduce the spread and transmission of secondary noise sound waves from the space formed by the car box body and the track bed. Reduce the difficulty of controlling noise pollution in more peripheral areas.

The track sound-absorbing panel includes a sound-absorbing panel body, a first protrusion and a second protrusion. The first protrusions on adjacent track sound-absorbing panels are connected to each other, and the second protrusion is installed on two adjacent ones along the track extension direction. between sleepers. The track sound-absorbing panel has a simple overall structure and can be applied to existing track lines. It is easy to install, has a wide range of applications, is highly practical, and has high promotion and application value.

The track sound-absorbing panels are made of porous non-metallic materials that meet certain performance indicators. They have good sound absorption performance, weather resistance and compressive strength. They can avoid damage caused by the walking of maintenance personnel and effectively extend the service life of the track sound-absorbing panels.

The near-track sound barrier is set outside the rail, which is closer to the sound source than the traditional sound barrier. It has a larger sound shadow area than the traditional upright sound barrier. It can block some secondary noise near the wheel rail from further propagating to the external area, and has a relatively large Good noise reduction effect. The near-track sound barrier includes the main body of the sound barrier, the mounting plate and the mounting frame. The main body of the sound barrier is set on the mounting plate, which is fixedly installed on the outside of the track through the mounting bracket. The overall structure is simple, easy to install, and can be applied to existing track lines. It has a wide range of applications and strong practicability. It is different from traditional sound barriers. It uses less materials and has lower project cost, and has high promotion and application value. The main body of the sound barrier of the track sound barrier is installed in the installation groove on the side of the installation plate facing the track, which can effectively absorb the wheel-rail noise when the train is running and reduce noise pollution.

The main body of the sound barrier includes a sound-absorbing layer, a sound-permeable layer and a waterproof layer. The waterproof layer is arranged on the surface of the sound-absorbing layer facing the installation board. The sound-permeable layer is wrapped around the outside of the sound-absorbing layer and its edges are fixedly connected to the surface of the waterproof layer facing the installation board. This eliminates the need for direct adhesive fixation between the sound-transmitting layer and the sound-absorbing layer, which can effectively improve the sound transmittance of the sound-transmitting layer and achieve better noise reduction effects. In addition, the connection position between the sound-permeable layer and the waterproof layer is on the side of the sound-absorbing layer facing the installation plate, that is, facing away from the rails. This allows the waterproof layer to block rainwater without affecting the transmission of noise generated on the track side, and the appearance is smoother and more beautiful. The main body of the sound barrier does not need to use traditional color steel plates or aluminum plates to seal the installation slot, which can effectively extend the service life of the sound barrier. The overall weight is lighter, and the processing and construction cycle is shorter, which can further reduce labor and time costs.

The sound-permeable layer is made of fabric material with a coating on the surface. It can be bent while ensuring high stability of the product shape and high compressive strength. It also has high mechanical strength and is not easy to tear, ensuring the effect when used outdoors. ,Extended service life. Silver plating further improves the fire resistance and strength of the sound-permeable layer.

The sound-permeable layer has sound-permeable holes evenly distributed in a grid shape. The sound-permeable performance is good, and the size of the sound-permeable holes is small. It can not only reduce the adverse effects of rainwater entering the sound-absorbing layer inside the sound-absorbing layer, but also make the sound-absorbing layer more sound-absorbing. The layer is not easy to overflow through the sound holes, which avoids causing environmental pollution and reducing the sound absorption performance of the sound barrier.

The height of the near-track sound barrier is the same as that of the wheel. Compared with traditional sound barriers, it uses less materials and has lower engineering costs. The near-track sound barrier is set outside the rail, which is closer to the sound source than the traditional sound barrier. It has a larger sound shadow area than the traditional upright sound barrier. It can block some noise near the wheel rail from further spreading to the external area, and has better Noise reduction effect.

Due to the large differences in the location of noise sources in various parts of the elevated double-track track, and the influencing factors of noise generation and propagation are relatively complex, a single noise reduction measure cannot cover them all. Near-track sound barriers, track sound-absorbing panels, and track bed vibration-absorbing pads or The comprehensive vibration and noise reduction measures of the track bed isolator combination can more accurately reduce primary noise and secondary noise, achieving overall better noise reduction effects.

The above-mentioned embodiments are only used to illustrate specific implementations of the present invention, and the present invention is not limited to the description scope of the above-mentioned embodiments.

Claims (10)

1. An elevated double-track noise reduction system is provided on an elevated platform with two parallel tracks. The track includes a base, a track bed, a sleeper and a steel rail, and is characterized by including:

   A near-track sound barrier is provided on the outside of the track along the extension direction of the rail;

   Track sound-absorbing panels are laid on the track bed along the extension direction of the rail; and

   Either a track bed vibration damping pad or a track bed vibration isolator is provided between the track bed and the base,

   Wherein, the near-track sound barrier includes a sound barrier main body, a mounting plate and a mounting frame,

   The mounting plate is fixedly installed on the outside of the track through the mounting bracket,

   The sound barrier main body is arranged on the mounting plate,

   The sound barrier main body includes a sound-absorbing layer, a sound-permeable layer and a waterproof layer,

   The waterproof layer is disposed on the surface of the sound-absorbing layer facing the mounting plate,

   The sound-transmitting layer is wrapped around the outside of the sound-absorbing layer,

   The edge of the sound-permeable layer is fixedly connected to the surface of the waterproof layer facing the mounting plate.
2. The elevated double-track noise reduction system according to claim 1, characterized in that:

   Wherein, the track sound-absorbing panel includes a sound-absorbing panel body, a first protrusion and a second protrusion,

   The number of first protrusions corresponding to a single track sound-absorbing panel is two,

   The two first protrusions are respectively provided at both ends of the sound-absorbing panel body,

   The first protrusions on the adjacent track sound-absorbing panels are connected to each other,

   The second protrusion is provided on the side of the main body of the sound absorbing panel.
3. The elevated double-track noise reduction system according to claim 2, characterized in that:

   Wherein, the main body of the sound-absorbing panel is installed between the two rails,

   The first protrusion is installed between the two opposite sleepers,

   The number of second protrusions corresponding to a single track sound-absorbing panel is two,

   The two second protrusions are respectively provided on both sides of the sound-absorbing panel body,

   The second protrusion is installed between two adjacent sleepers along the rail extension direction.
4. The elevated double-track noise reduction system according to claim 2, characterized in that:

   Wherein, the main body of the sound-absorbing panel is installed on the outside of the rail,

   The first protrusion is installed on the outside of the sleeper,

   The number of second protrusions corresponding to a single track sound-absorbing panel is one,

   The second protrusion is provided on the side of the sound-absorbing panel body close to the rail.
5. The elevated double-track noise reduction system according to claim 1, characterized in that:

   Wherein, the sound-permeable layer is made of fabric material with a coating on the surface and is silver-plated.
6. The elevated double-track noise reduction system according to claim 1, characterized in that:

   Wherein, the sound-transmitting layer has sound-transmitting holes evenly distributed in a grid shape,

   The length of the sound-transmitting hole is 1mm, the width is 0.8mm, and the depth is 0.52mm.
7. The elevated double-track noise reduction system according to claim 1, characterized in that:

   Among them, the sound-absorbing layer uses mineral wool with a bulk density of 80g/ ^m3 .

   The length of the sound-absorbing layer is 2000mm, the width is 230mm, and the thickness is 100mm.
8. The elevated double-track noise reduction system according to claim 1, characterized in that:

   Wherein, the width of the waterproof layer is less than or equal to the width of the sound-absorbing layer,

   The length of the waterproof layer is less than or equal to the length of the sound-absorbing layer.
9. The elevated double-track noise reduction system according to claim 1, characterized in that:

   Wherein, the track bed vibration-absorbing pad is disposed between the track bed and the base, and includes a vibration-absorbing pad body and a plurality of vibration-absorbing bosses,

   A plurality of the vibration-absorbing bosses are distributed on one surface of the vibration-absorbing pad body and are integrally formed with the vibration-absorbing pad body.

   The cross-sectional area of the portion of the vibration-absorbing boss close to the vibration-absorbing pad main body is greater than or equal to the cross-sectional area of the portion far away from the vibration-absorbing pad main body.
10. The elevated double-track noise reduction system according to claim 1, characterized in that:

    Wherein, the track bed vibration isolator includes an outer sleeve, which is fixedly embedded in the track bed and penetrates along its length direction;

    An elastic element is arranged below the outer sleeve;

    A height-adjusting gasket is arranged above the elastic element;

    A locking gasket is embedded in the outer sleeve and connected to the height-adjusting gasket and the elastic element through a connecting piece; and

    A broken spring indicator is arranged above the elastic element, and its indicating end is located at the upper end opening of the outer sleeve,

    Wherein, the spring element includes:

    spring housing;

    A first steel spring disposed in the spring housing; and

    The second steel spring has an overall diameter smaller than the first steel spring and is set in the first steel spring.

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