CN206815108U - A kind of dismountable multistage resonant track railway roadbed power vibration damping assembly - Google Patents

Abstract

The utility model relates to a detachable multi-stage resonance track bed dynamic damping assembly, the vibration damping assembly (1) includes more than two multi-stage resonance units (2), and the multi-stage resonance unit (2) includes Resonant mass bodies (3) and resonant elastic elements (4) with more than two stiffness-to-mass ratios or not less than two modes, and the multi-order resonant unit (2) is arranged in a combination of more than two along the track direction; The multi-order resonant unit (2) is fixed on the ballast bed plate (5) through the constrained elastic anchor (6); the equivalent stiffness of the constrained elastic anchor (6) is less than that of the multi-order resonant unit (2) Minimum resonance stiffness. Compared with the prior art, the multi-order resonant frequency of the utility model includes the multi-order excitation frequency under the vehicle running condition and the natural characteristic frequency of the track structure under the vehicle load condition, thus solving the traditional single noise reduction in the track vibration and noise reduction. It is difficult to solve the complex multi-frequency actual vibration and noise radiation problems, especially the low-frequency vibration of the ballast bed structure caused by the track vibration isolation system.

Description

A detachable multi-stage resonant track bed dynamic damping combination

technical field

The utility model belongs to the field of track technology, in particular to a detachable multi-stage resonant track bed dynamic damping assembly.

Background technique

Prefabricated track bed slabs have been widely used in the construction of various lines of rail transit in my country. After the improvement of various domestic research institutions and the improvement of the production process, there have been many deformations. However, its basic structure is still a solid slab and a hollow frame track bed slab in the middle, and the bottoms of the rails on both sides are continuous solid bodies.

In the combined frame bed plate described in Chinese patent ZL201110102334.6, in order to facilitate the disassembly of the track bed plate and the replacement of the bottom vibration isolation pad, a lifting mechanism is added in the hollow center. During use, a drainage ditch can be arranged at the center of the ballast bed foundation along the advancing direction of the track. However, due to the hollow design of the middle part of the frame track bed slab, the participatory vibration quality of the track bed slab is reduced. If the thickness or width of the track bed slab is increased under the same condition of the vibration participatory mass, the design space of the ballast bed structure needs to be increased. For tracks with limited space System may not apply.

The detachable track running cover plate and elastic seal described in Chinese patent ZL201410185629.8 prevent debris from falling into the ditch and facilitate maintenance personnel to walk in the middle of the track. However, the patented technology is only a simple and unified cover plate and seal, and the quality does not change to suit different frequency requirements.

The passive dynamic damping floating slab track structure described in Chinese patent ZL201310524476.08 introduces the theoretical model of the dynamic vibration damping principle to absorb the vibration at the structural natural frequency (5-15Hz) of the track floating slab track bed slab. But usually the high peak vibration problem of the track system is mainly above 20Hz. The high peak vibration problem is more due to the excitation frequency of the vehicle track operation, the support resonance frequency of the elastic fastener of the track under the vehicle load condition, etc. This patent does not solve the main vibration of the ballast bed problems and corresponding structural design solutions.

The track will generate strong vibration due to the impact of the vehicle and the roughness of the wheel-rail contact surface, especially the vibration at or near the characteristic frequency of the track system is often strong.

The range of these characteristic frequencies is very wide, including 1) the excitation frequency of vehicle track operation: such as the passing frequency of track discontinuous support (for a vehicle speed of 50km/h to 400km/h, approximately from 20Hz to 200Hz) and the axle spacing passing frequency (for a vehicle speed of 50km/h /h to 400km/h, approximately from 5Hz to 50Hz); 2) Resonance frequency of each order of the track system: such as the support frequency of the track elastic fastener (generally from 20Hz to 100Hz), the vibration isolation frequency of the floating slab ballast bed (generally at 5Hz to 30Hz range).

The structure of the track system, especially the vibration of the ballast bed slab or the running slab, not only generates noise radiation, but also its vibrations are transmitted to adjacent buildings through the ballast bed foundation. Due to the different working conditions of the track structure and running vehicles, it is difficult to solve the complex multi-band actual vibration and noise radiation problems with a single traditional vibration reduction measure.

Contents of the invention

The purpose of this utility model is to overcome the defects of the above-mentioned prior art and provide a kind of effective solution to the complex multi-band actual vibration and noise radiation that is difficult to solve by traditional single effective vibration reduction measures in track vibration reduction and noise reduction. The problem of detachable multi-order resonant track bed dynamic vibration damping combination.

The purpose of this utility model can be achieved through the following technical solutions: a detachable multi-stage resonance track bed dynamic damping assembly, characterized in that the vibration damping assembly (1) includes more than two multi-stage resonance units (2), the multi-order resonance unit (2) includes more than two stiffness-to-mass ratios or no less than two modes of resonance mass body (3) and resonant elastic element (4), the multi-order resonance unit ( 2) arranged in combination of more than two along the track direction; the multi-order resonance unit (2) is fixed on the ballast bed plate (5) through the constrained elastic anchor (6); the constrained elastic anchor (6) The equivalent stiffness of is smaller than the minimum resonance stiffness of the multi-order resonance unit (2).

The resonant frequency range of the vibration-damping combination (1) is composed of more than two multi-order resonance units (2), and the frequency band range formed by the vibration-damping combination (1) is a wide frequency band or a plurality of sub-bands with a certain bandwidth. segment frequency band.

The resonant frequency range of the damping assembly (1) covers the main train passing excitation frequency and the main track structure characteristic frequency;

The train passing excitation frequency includes the axle passing frequency f _ea corresponding to the train wheelbase a, or the rail supporting frequency f _es corresponding to the rail support spacing l:

f _ea =v/a Eq(1a)

f _es =v/l Eq(1b)

Here v is the vehicle speed; f _ea is the excitation frequency of the wheelbase passing; f _es is the excitation frequency of the train passing through the rail support spacing;

The characteristic frequency of the track structure includes the natural frequency f _p2 of the rail support P2 under the vehicle load condition, or the vibration isolation frequency f _i of the ballast bed, and the pp frequency f of the discontinuous support of the rail, where

The natural frequency f _p2 of the rail support P2 or the vibration isolation frequency f _i of the ballast bed can be calculated by the following formula:

f _p2 ＝(k _ep2 /m _ep2 ) ^0.5 /(2π) Eq(2a)

f _i ＝(k _ei /m _ei ) ^0.5 /(2π) Eq(2b)

Among them, k _ep2 is the track modal equivalent support stiffness, m _ep2 is the corresponding modal equivalent mass; k _ei is the modal equivalent stiffness of the track vibration isolation system, m _ei is the corresponding track vibration isolation system modal equivalent quality;

The p-p frequency f of discontinuous rail support is calculated by the following formula:

Among them, E is the elastic modulus of the rail material, I is the moment of inertia of the rail section, m _r is the equivalent mass per unit length of the rail, l is the support distance of the rail fastener, r _g is the radius of gyration of the rail, and ν is the poise of the rail material Loose ratio, and κ (0.34) are the rail section shear constants.

The design resonant frequency of the multi-order resonant unit (2) is the same or close to the train passing excitation frequency and the characteristic frequency of the track structure respectively, and the resonant mass body (3) and the resonant elastic element (4) are selected according to the designed resonant frequency ): first calculate the resonant frequency range, then select the appropriate mass body and elastic element according to the frequency range, the resonant frequency range of the damping assembly (1) at least includes one or more train passing excitation frequencies and one or more Orbital structure eigenfrequencies.

The multi-order resonance unit (2) is combined and arranged along the track direction, and its position on the track bed can be flexibly designed according to the actual situation:

The multi-stage resonance unit (2) is combined and arranged in the track bed cavity (51) in the middle track bed plate (5) of the track bed and/or above the track bed plate (5) along the track direction.

The multi-order resonance unit (2) is combined and arranged on the side (53) of the ballast bed plate (5) on both sides of the ballast bed along the direction of the track, or above the end (54) of the ballast bed plate (5), or On the side groove (55) of the bed board.

The combined arrangement of the multi-stage resonance units (2) along the track direction does not exceed the length of the ballast bed slab or two times the wheelbase of the train bogie, and the length of the damping assembly (1) is in the range of 0.3-6.0m.

The resonant elastic element (4) is arranged between the resonant mass body (3) and the ballast bed plate (5) to form a multi-order resonance, and the multi-order resonance is passed by the elastic stiffness resonant elastic element (4) having two or more directions The resonant mass body (3) realizes resonant modes in more than two directions, and the resonant modes in more than two directions include three translational modes and three torsional modes or combinations of different modes.

The resonant mass body (3) is step-shaped, and is clamped on the cavity (51) of the ballast bed plate, and the resonant elastic element (4) is arranged on the bottom surface and the side surface of the resonant mass body (3);

Alternatively, the resonant mass body (3) is in the shape of a cuboid, and the resonant elastic element (4) is the same shape as it and is located on its bottom surface;

Alternatively, the resonant mass body (3) is L-shaped, and the resonant elastic element (4) has the same shape as the resonant mass body (3) and is located on the bottom surface and the side surface.

A pre-embedded part (56) for installing constrained elastic anchors (6) is arranged on the ballast bed plate (5);

The constrained elastic anchor (6) is composed of a constrained fastener (61), a constrained pressing plate (62) and a constrained elastic pad (63); the constrained fastener (61) passes through the constrained pressing plate (62) And the constraint elastic pad (63) is connected with the embedded part (56) to constrain the resonant mass body (3).

In order to facilitate installation and disassembly, the resonant mass body (3) is provided with a lifting device (31).

The material of the resonant mass body (3) is metal or concrete or composite material;

The resonant elastic element (4) is elastic body made of rubber or geotextile or synthetic resin or mortar.

The damping assembly (1) is arranged corresponding to the space between the two corbels of the trapezoidal sleeper.

Compared with the prior art, the utility model can greatly reduce the broadband excitation frequency and multiple The multi-peak vibration level at the characteristic frequency of the track system, the use of multiple multi-order resonance units designed and arranged along the direction of the track not only solves the multi-peak vibration of the excitation frequency and the resonance frequency of the ballast bed system, these wide ranges of frequencies include the discontinuous support of the track. Frequency, support resonance P2 frequency of track elastic fasteners, track discontinuous support p-p frequency, etc., also solves the problem of increased vibration level of the track bed at the vibration isolation frequency of the usual vibration isolation ballast bed system, such as floating slab ballast bed, thereby reducing the ballast bed Low-frequency noise radiation caused by structural vibration absorbs low-frequency vibration energy more effectively to control low-frequency vibration, especially the transmission of ground vibration in the 1-80Hz frequency band and the vibration of adjacent buildings. The implementation of the detachable multi-stage resonant track bed dynamic vibration reduction combination of the utility model is simple and easy, and it is convenient for maintenance and replacement, and can effectively reduce the vibration level of the excitation frequency band or the resonance of the track bed plate to more than 10dB. The utility model is applied In the underground line, it can reduce the vibration level of the ground or buildings above the line by 5-10dB or more, effectively solving the complex multi-frequency band actual vibration and its problems that are difficult to solve by traditional single effective vibration reduction measures in track vibration and noise reduction. Noise radiation problem.

Description of drawings

Fig. 1 is the structural top view of the utility model embodiment 1;

Fig. 2 is A-A sectional view of Fig. 1;

The structural representation of the middle road bed board in Fig. 3 embodiment 1;

Figure 4 is a schematic diagram of constrained elastic anchors

Fig. 5 is a structural top view of Embodiment 2 of the utility model;

Fig. 6 is the B-B sectional view of Fig. 5;

Fig. 7 is a C-C sectional view of Fig. 5;

Fig. 8 is a structural top view of Embodiment 3 of the present utility model;

Fig. 9 is a D-D sectional view of Fig. 8;

Fig. 10 is a structural top view of other implementation examples of the present utility model;

Fig. 11a is the E-E sectional view of Fig. 10;

Figure 11b is an enlarged view of part F of Figure 11a;

Fig. 11c is an enlarged view of part G of Fig. 11a;

Fig. 11d is an enlarged view of another structure of part G of Fig. 11a;

Fig. 12a is the F-F sectional view of Fig. 10;

Figure 12b is an enlarged view of part H of Figure 12a;

Fig. 12c is an enlarged view of another structure of part H of Fig. 12a;

Figure 13a is a G-G sectional view of Figure 10;

Fig. 13b is an enlarged view of part K of Fig. 13a;

Fig. 14a is the H-H sectional view of Fig. 10;

Figure 14b is an enlarged view of part L of Figure 14a;

Fig. 14c is an enlarged view of another structure of part L of Fig. 14a;

Fig. 15 is a schematic diagram of the layout of the multi-order resonance unit of the vibration-damping combination;

Fig. 16 is a schematic diagram of excitation frequency.

All figures are schematic and not drawn to scale;

In the figure: 1. Damping assembly; 2. Multi-order resonance unit; 3. Resonant mass body; 4. Resonant elastic element; 5. Ballast bed plate; 6. Constrained elastic anchor; 7. Car body; 9. Bogie spacing; 10. Wheelbase; 11. Rail support spacing; 21. Multi-order resonance unit I-1; 22. Multi-order resonance unit II-1; 23. Multi-order resonance unit I-2; 31. Lifting Device; 33. The vertical resonance direction of the multi-order resonance unit; 34. The transverse resonance direction of the multi-order resonance unit; 35. The torsional resonance direction of the multi-order resonance unit; 51. The cavity of the track bed; 53. The side of the track bed; 54. The track bed End; 55, track bed side groove; 56, embedded parts; 61, restraint fastener; 62, restraint pressure plate; 63, restraint elastic pad; 71, bogie; 72, wheel; 81, sleeper.

detailed description

The utility model will be described in detail below in conjunction with the accompanying drawings and specific embodiments.

Example 1 - subway application:

This embodiment is aimed at the operating conditions of the subway: the vehicle speed range is 40-100km/h, the distance between the fasteners is 0.55-0.65m, the stiffness of the fasteners is 5-50kN/mm, and the minimum wheelbase is 2-3m.

As shown in Figure 16, the track bed plate 5 is provided with a sleeper 81, the rail 8 is arranged on the sleeper 81, the subway car body 7 runs on the rail 8, the wheels 72 are set under the bogie 71 of the car body 7, and the two wheels of the same bogie 71 72 wheels, the wheelbase 10 is a, the distance 9 between adjacent bogies is b, and the distance 11 between rail supports is l.

Figure 16 shows a simple schematic diagram of each frequency listed in Equation 1-3

Excitation frequency f _ea =v/a Eq(1a) for wheelbase passing

The excitation frequency f _es of the train passing the rail support spacing ＝v/l Eq(1b)

Bogie passing frequency f _eb =v/b

Here v is the vehicle speed, a is the wheelbase of the train, l is the distance between rail supports, and b is the distance between bogies.

Rail support P2 natural frequency f _p2 ＝(k _ep2 /m _ep2 ) ^0.5 /(2π) Eq(2a)

Ballast bed vibration isolation frequency f _i ＝(k _ei /m _ei ) ^0.5 /(2π) Eq(2b)

Here k _ep2 is the track modal equivalent support stiffness, m _ep2 is the corresponding modal equivalent mass; k _ei is the modal equivalent stiffness of the track vibration isolation system, m _ei is the corresponding track vibration isolation system modal equivalent quality;

Rail discontinuous support pp frequency

The following frequency ranges can be calculated from the above formula:

The range of excitation frequency f _es for trains supported by rails: 17-50Hz;

Rail support natural frequency f _P2 frequency range: 22-60Hz;

The rail is discontinuously supported in the transverse direction p-p frequency f range: 400-600Hz;

Therefore, the actual design resonant frequency considered is divided into two sections, and the frequency ranges are section I: 15-70 Hz, and section II: 400-600 Hz.

In this example, two-stage resonant frequency range design:

The first section I adopts the third-order center frequency for resonance design, including two multi-order resonance units. The first multi-order resonance unit I-121 is a two-order resonance unit. The design resonance center frequencies of the two-order resonance units are respectively 16Hz and 31.5Hz, the corresponding modal stiffness and modal mass ratio are: 1.0E4 and 3.9E4 respectively; the second multi-order resonance unit I-2 23 is also a two-order resonance unit, and the design resonance center of the two-order resonance unit The frequencies are 31.5Hz and 63Hz respectively, and the corresponding modal stiffness and modal mass ratios are 3.9E4 and 1.57E5 respectively. The mode of the two-order resonant unit is composed of the same resonant mass body and two resonant elastic elements, and the two resonant elastic elements with different modal stiffness are respectively arranged in the vertical direction and transverse direction of the resonant mass body, as shown in Figure 2. The vertical resonance direction 33 of the resonance unit and the horizontal resonance direction 34 of the multi-order resonance unit.

The second section II adopts the second-order center frequency for resonance design, and only includes one multi-order resonance unit II-1 22. The multi-order resonance unit is a third-order resonance unit, and the designed resonance center frequency of the third-order resonance unit is 400Hz. , 500Hz and 630Hz, the corresponding modal stiffness modal mass ratios are: 6.3E6, 9.9E6 and 1.56E7. The modes of the third-order resonant unit are composed of the same resonant mass body and equivalent resonant elastic elements in the vertical direction, transverse direction and torsion. The multi-order resonant unit shown in Fig. The transverse resonance direction 34 and the multi-order resonant unit twist the resonance direction 35 .

Here the modal stiffness to modal mass ratio is determined by the following formula:

k _e /m _e ＝(2πf _r ) ²

Here ke is the modal stiffness, me is the modal mass, and fr is the design resonance center frequency.

The weight of each resonant mass body is in the range of 20-300kg, and the equivalent stiffness design of the corresponding resonant elastic element is calculated by the following formula:

k _e ＝(2πf _r ) ² m _e

2 multi-order resonance units I-1 21 and multi-order resonance units I-2 23 in the first section I and 1 multi-order resonance unit II-1 22 in the second section II are composed of 3 multi-order resonance units The track walking vibration damping combination 1, the layout of the three multi-order resonance units is arranged in a combination of (I-1)-(II-1)-(I-2) along the track direction, as shown in Figure 15, the track walking damping The length of vibration combination 1 is 550-650mm, and the design of three multi-order resonance units (I-1)-(II-1)-(I-2) is divided into two series, one is suitable for flat-bottomed track bed, As shown in FIG. 6 , the bottom of the resonant mass body 3 is flat, and a flat-shaped resonant elastic element 4 is arranged underneath, and is fixed on the ballast bed plate 5 by restraining elastic anchors 6 . One is the setting corresponding to the center of the ballast bed plate with the cavity 51 of the track bed plate. As shown in FIG. The bottom and sides of the track bed are fixed on the ballast bed plate 5 by constrained elastic anchors 6.

As shown in FIG. 1 and FIG. 2 , each resonant unit includes a resonant mass body 3 and a resonant elastic element 4 as shown in FIG. 2 . For the setting of the ballast bed plate cavity 51 in the center of the ballast bed plate, the resonant unit in the cover plate combination is restrained at the cavity 51 of the ballast bed by the constrained elastic anchor 6 .

The resonant mass bodies 3 and the resonant elastic elements 4 of the track walking vibration-damping assembly 1 described in this example are matched with the cavity 51 of the track bed slab, and the resonant elastic elements 4 are located along the resonant mass body 3 of the resonant unit. The sides and bottom of the track direction. The elastic support of the vibration-damping assembly 1 relies on the resonant elastic element 4 and the constraint elastic anchor 6 ( FIG. 4 ), while there is a gap between the bottom surface of the vibration-damping assembly 1 and the bottom surface of the ballast bed plate 5 .

The resonant mass body 3 of the resonant unit 2 of the vibration-damping assembly 1 has a lifting device 31 to facilitate the removal of the cover plate; the lifting device 31 is a lifting ring or a pre-embedded lifting sleeve or a pre-embedded lifting steel bar.

As shown in Figure 4, the constrained elastic anchor 6 is composed of a constrained fastener 61, a constrained pressing plate 62 and a constrained elastic pad 63; the constrained fastener passes through the constrained pressing plate and the constrained elastic The pad is connected with the embedded part 56 on the ballast bed plate to constrain the resonant mass body 3 .

Example 2 - Intercity Railway Application

The operating conditions of the intercity railway are as follows: the vehicle speed range is 100-200km/h, the fastener spacing is 0.55-0.65m, the fastener stiffness is 10-50kN/mm, and the minimum wheelbase is 2-3m. From this the following frequency ranges can be calculated:

Train passing excitation frequency: 40-100Hz;

Rail support natural frequency P2 frequency range: 30-60Hz;

Therefore, the actual design resonant frequency range considered is 30-100Hz.

In this example, the 6th-order center frequency is used for resonance design, and the installation includes three two-resonance unit rail travel vibration-damping assemblies 1, and each second-order resonance frequency is realized by vertical and transverse resonance modes, as shown in Figure 2 The vertical resonance direction of the multi-order resonance unit is 33 and the horizontal resonance direction of the multi-order resonance unit is 34. The design resonance center frequencies of the three resonance units are 31.5Hz and 63Hz; 40Hz and 80Hz; and 50Hz and 100Hz. The former is the vertical direction mode mode, the latter is the landscape mode. The determination and design methods of modal stiffness, modal mass ratio and mass stiffness are the same as in Example 1, and the corresponding modal stiffness modal mass ratios are: 3.92E4 and 1.57E5; 6.3E4 and 2.52E5; 9.86E4 and 3.94 E5.

The track walking vibration damping assembly 1 comprising 3 resonant units of this example can be arranged as shown in Fig. 1 and Fig. 2 in the ballast bed cavity 51 that the center of the corresponding ballast bed plate has, and the resonant unit in the cover plate combination consists of The constrained elastic anchor 6 ( FIG. 4 ) is constrained at the cavity 51 of the ballast bed plate of the ballast bed.

The rail travel damping combination 1 comprising 3 resonant units can also be arranged on the ballast bed plate 5 as shown in FIG. 5 , FIG. 6 and FIG. 7 . The constrained elastic anchor 6 constrains the resonant mass body 3 of the resonant unit and the resonant elastic element 4 matched thereto on the surface of the ballast bed slab. The position and quantity of constraining elastic anchors 6 are arranged according to specific conditions and design requirements, and FIG. 5 is only a schematic illustration. The B-B sectional view 6 and the C-C sectional view 7 of FIG. 5 show the positions of the two constrained elastic anchors 6 .

Example 3: High-speed rail application

The high-speed rail operating conditions are as follows:

The vehicle speed range is 250-350km/h, the fastener spacing is 0.55-0.65m, the fastener stiffness is 10-50kN/mm, and the minimum wheelbase is 2-3m. From this, the following frequency range can be calculated:

Train passing excitation frequency: 100-160Hz; rail support natural frequency P2 frequency range: 30-60Hz

Therefore, the actual design resonance frequency range considered is 30-160Hz

In this example, the 4th-order center frequency is used for resonance design, and the track walking vibration damping assembly 1 including 2 two-order resonance units is installed. The design resonance center frequencies of each resonance unit are 31.5Hz and 125Hz; and 63Hz and 160Hz, respectively. The two-order resonance center frequency is achieved by the vertical and lateral resonance units respectively. As shown in Figure 2, the vertical resonance direction 33 of the multi-order resonance unit and the horizontal resonance direction 34 of the multi-order resonance unit, the modes corresponding to the two second-order resonance units The state stiffness modal masses are: 3.92E4 and 6.17E5; and 1.57E5 and 1.01E6, respectively.

The rail travel vibration damping assembly 1 comprising two resonant units of this example can be arranged on the track bed plate according to the installation methods of the above-mentioned examples 1 and 2. Also can according to Fig. 8-Fig. 14 be arranged in the different positions of ballast bed plate depending on concrete engineering condition.

Fig. 8 and Fig. 9 have provided the schematic diagram that described resonant unit resonant mass body 3 and its matching resonant elastic element 4 are arranged in the ballast bed plate cavity 51 above the ballast bed plate 5, and the resonant unit resonant mass body 3 is connected with the track bed plate cavity 51. The bottom surface of the bed board cavity 51 will leave a gap. The restraint mode of the resonant unit resonant mass body 3 and its matching resonant elastic element 4 on the ballast bed is similar to that of Example 1.

Example 4:

It is the same as Embodiment 1 to Example 3, but the rail travel vibration damping assembly 1 is arranged outside the ballast bed slab.

Fig. 10 and Fig. 11-14 show several other arrangements of the resonant mass body 3 of the resonant unit and the resonant elastic element 4 matched therewith on the ballast bed slab 5 . The resonant mass body 3 of the resonant unit and the corresponding resonant elastic element 4 can be arranged along the outer surface 53 of the track bed 5 , the side end 54 of the track bed 5 or the side groove 55 of the track bed.

Each of the resonant units includes a resonant unit resonant mass body 3 and a resonant elastic element 4 matching it, and its placement position on the ballast bed slab 5 and the position and quantity of the constrained elastic anchors 6 can be determined according to specific engineering applications Optimal design is required.

The above examples are also applicable to trapezoidal sleepers and other forms of ballast bed structures.

The resonant mass body 3 of the multi-order resonant cover plate is made of metal, concrete or composite material.

The resonant elastic element 4 of the multi-order resonant cover plate is elastic body made of rubber or geotextile or synthetic resin or mortar.

The above is just a brief description of some principles and structures of the utility model, not only the structures and forms of expression, and all simple modifications and equivalents utilizing the utility model all belong to the scope of patents protected by the utility model.

Claims (10)

1. A detachable multi-stage resonance track bed dynamic damping assembly, characterized in that, the vibration-damping assembly (1) comprises more than two multi-order resonance units (2), and the multi-order resonance unit (2 ) includes a resonant mass body (3) and a resonant elastic element (4) with more than two stiffness-to-mass ratios or no less than two modes, and the multi-order resonant unit (2) is combined in two or more along the track direction Arrangement; the multi-order resonance unit (2) is fixed on the ballast bed plate (5) by the restraint elastic anchor (6); the equivalent stiffness of the restraint elastic anchor (6) is less than the multi-order resonance unit (2 ) minimum resonance stiffness. 2. A detachable multi-stage resonant track bed dynamic vibration damping combination according to claim 1, characterized in that, the resonance frequency range of the vibration damping combination (1) consists of more than two multi-order The resonance unit (2) is formed, and the frequency band range formed by the vibration-damping assembly (1) is a wide frequency band or a plurality of segmental frequency bands with certain bandwidths. 3. A detachable multi-stage resonance track ballast bed dynamic vibration damping combination according to claim 1, characterized in that, the multi-stage resonance unit (2) is combined and arranged on the middle track bed plate ( 5) in the track bed board cavity (51), and/or above the track bed board (5). 4. A detachable multi-stage resonant track bed dynamic damping combination according to claim 1, characterized in that, said multi-stage resonant unit (2) is combined and arranged on the track bed boards on both sides of the ballast bed along the track direction (5) on the track bed plate side (53), or on the track bed plate end (54) of the track bed plate (5), or on the track bed plate side groove (55). 5. A detachable multi-stage resonant track bed dynamic vibration damping combination according to claim 1, characterized in that the length of the combined arrangement of the multi-stage resonant unit (2) along the track direction does not exceed the track bed plate The length of the train bogie or the two sides of the wheelbase of the train bogie, the length of the damping assembly (1) ranges from 0.3 to 6.0m. 6. A detachable multi-stage resonant track ballast bed dynamic vibration damping combination according to claim 1, characterized in that, the resonant elastic element (4) is arranged between the resonant mass body (3) and the ballast bed plate ( Between 5), a multi-order resonance is formed, and the multi-order resonance is realized by the resonant elastic element (4) with elastic stiffness in more than two directions through the resonant mass body (3) to realize the resonance mode in more than two directions. The resonant modes include three translational modes and three torsional modes or a combination of different modes. 7. A detachable multi-stage resonant track ballast bed dynamic vibration damping assembly according to claim 3, characterized in that, the resonant mass body (3) is stepped, and is clamped in the ballast bed plate cavity ( 51), the resonant elastic element (4) is arranged on the bottom surface and the side surface of the resonant mass body (3); Alternatively, the resonant mass body (3) is in the shape of a cuboid, and the resonant elastic element (4) is the same shape as it and is located on its bottom surface; Alternatively, the resonant mass body (3) is L-shaped, and the resonant elastic element (4) has the same shape as the resonant mass body (3) and is located on the bottom surface and the side surface. 8. A detachable multi-stage resonant track ballast bed dynamic vibration damping combination according to claim 1, characterized in that, the said ballast bed plate (5) is arranged with a pre-installed restraint elastic anchor (6) Embedded parts (56); The constrained elastic anchor (6) is composed of a constrained fastener (61), a constrained pressing plate (62) and a constrained elastic pad (63); the constrained fastener (61) passes through the constrained pressing plate (62) And the constraint elastic pad (63) is connected with the embedded part (56) to constrain the resonant mass body (3). 9. A detachable multi-stage resonant track bed dynamic vibration damping assembly according to claim 1, characterized in that the resonant mass body (3) is provided with a lifting device (31). 10. A detachable multi-stage resonant track bed dynamic vibration damping assembly according to claim 1, characterized in that, the material of the resonant mass body (3) is metal or concrete or a composite material; The resonant elastic element (4) is elastic body made of rubber or geotextile or synthetic resin or mortar.