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WO2004111341A1 - Rails - Google Patents

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Publication number
WO2004111341A1
WO2004111341A1 PCT/CN2004/000628 CN2004000628W WO2004111341A1 WO 2004111341 A1 WO2004111341 A1 WO 2004111341A1 CN 2004000628 W CN2004000628 W CN 2004000628W WO 2004111341 A1 WO2004111341 A1 WO 2004111341A1
Authority
WO
WIPO (PCT)
Prior art keywords
track
damping
damping material
restraint
rail
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2004/000628
Other languages
English (en)
Chinese (zh)
Inventor
Xuejun Yin
Guozhen Qian
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of WO2004111341A1 publication Critical patent/WO2004111341A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E01B19/003—Means for reducing the development or propagation of noise

Definitions

  • the present invention relates to tracks, especially tracks of railways or tramways, such as railways, subways, urban railways, elevated light rails, high-speed railways, and the like. Background technique
  • vibration is mainly transmitted to the track bed through track contact, and then to the foundation or tunnel wall or bridge to bridge pier through the track bed, and then transmitted to the surrounding buildings through the soil to generate vibration and solid sound transmission in the building.
  • Form interference Noise is divided into primary noise and secondary noise.
  • the primary noise includes the noise generated by the vehicle itself, the noise from the track contact and the track vibration; the secondary noise refers to the noise caused by the vibration of the track bed, tunnel wall, bridge structure, etc., propagating along the solid.
  • the natural rubber's natural damping is very small, and the material's damping ratio is generally less than 1-3%.
  • the damping is too small for the track with high stiffness, and it is not a damping material, so it is only for high-frequency Vibration and noise have some damping effects, and have no effect on the vibration noise energy of the middle and low frequency parts of the rail, while most of the vibration noise energy of the rail is concentrated on the low and middle frequency parts. These energy are precisely the causes of rail wear and secondary noise.
  • the object of the present invention is to overcome the above-mentioned drawbacks and provide a track that significantly increases the damping of the track and can effectively absorb the vibration energy of the track.
  • the present invention provides a track, which includes a track body.
  • the track body is composed of a rail head, a rail waist, and a rail bottom. It is characterized in that at least a part of the non-working surface of the rail body is provided with a high damping. Damping body made of material.
  • the high-damping material referred to in the present invention is different from ordinary elastic materials or low-damping materials, such as ordinary rubber, and is also different from lead that has a large plastic damping only during large deformation. It includes any material that has a high material damping ratio and can provide sufficient damping.
  • Solid damping materials include viscoelastic and viscoplastic polymer materials, such as high damping rubber, high Damping polyurethane, superplastic silicone rubber, asphalt rubber, and high-damping modified asphalt-based materials that are solid at working temperature, etc. These damping materials have a high damping ratio, which can reach 30-50%; liquid damping materials include high Viscous viscous liquids, such as silicone oil, and modified asphalt that is viscous at operating temperatures.
  • the damping body of the present invention further includes other fillers added based on the above-mentioned damping material, such as adding short fibers, mica powder, etc. to increase the intrinsic damping of the damping material, adding rubber powder can increase the elasticity of the material, and adding metal fibers. Can increase the thermal conductivity of the material.
  • other fillers added based on the above-mentioned damping material such as adding short fibers, mica powder, etc. to increase the intrinsic damping of the damping material, adding rubber powder can increase the elasticity of the material, and adding metal fibers. Can increase the thermal conductivity of the material.
  • the damping body referred to in the present invention refers to a continuous or At least one layer of solid high-damping material is arranged at intervals.
  • the solid high-damping material can be integrated with the track body through chemical bonding, hot-melt bonding, vulcanization, pouring, clamping, spraying, and coating.
  • the damping body in the present invention refers to a damping structure provided continuously or at intervals along the length of the track body, and the damping structure is composed of a high damping material and a restraining body; the stiffness of the restraining body is preferably better than that of the damping material. Large; wherein at least part of the high damping material is disposed between the track body and the restraint body.
  • the high-damping material may be a solid high-damping material or a liquid damping material; the restraint body is plate-shaped, or a cavity is provided in the restraint body, and the cavity is filled with the solid or liquid high-damping material.
  • the damping structure in the damping body is composed of at least one layer of a solid high damping material and a restraint body, and the solid high damping material is disposed between the track body and the restraint body.
  • the damping structure in such a damping body may also be composed of at least a liquid high damping material and a restraint body, and the liquid high damping material is disposed in a cavity formed between the restraint body and the track body.
  • the cavity formed between the above-mentioned restraint body and the track body and the cavity inside the restraint body are fully sealed or open upward, and the sealing of the cavity is achieved by the seal body; or by the direct connection between the restraint body and the track body .
  • a distance piece can be arranged at intervals in the cavity.
  • the distance piece is a block, a grid,
  • the damping structure can be connected to at least part of the non-working surface of the track through clamps, fasteners or special fasteners.
  • the solid high-damping material can also be made to the track body through self-adhesion, chemical bonding, hot-melt bonding, vulcanization, pouring, clamping, spraying, and coating, etc. Constraint body connection.
  • the beneficial effects of the present invention are as follows: After the track adopts the above-mentioned damping structure, the vibration of the track during the running of the train forces the shearing-based deformation of the damping body, and the damping body generates a resistance opposite to the deformation direction due to its damping characteristic, and the The conversion of vibration energy into thermal energy effectively reduces the vibration generated by the track. Since vibration is the source of noise, the noise is also greatly reduced, especially the primary noise that is difficult to eliminate by ordinary methods, which reduces the impact on surrounding buildings and residents during the train operation. Impact. This damping vibration damping has a good vibration damping effect for various frequencies, that is, a wide-band vibration damping effect. In addition, the vibration energy of the train is effectively absorbed by the high damping material, which improves the service life of the wheels and tracks and the comfort of the train. BRIEF DESCRIPTION OF THE DRAWINGS
  • FIG. 1 is one of the structural schematic diagrams of the present invention
  • FIG. 2 is the second schematic structural diagram of the present invention.
  • FIG. 3 is the third structural diagram of the present invention.
  • FIG. 4 is a fourth structural diagram of the present invention.
  • FIG. 5 is a cross-sectional view taken along A-A of FIG. 4;
  • FIG. 6 is a fifth structural diagram of the present invention.
  • Fig. 7 is a sectional view taken along the line B-B in Fig. 6;
  • FIG. 8 is the sixth schematic diagram of the structure of the present invention.
  • 1 is the track
  • 11 is the track head
  • 111 is the top surface of the track head
  • 112 is the working side of the track head
  • 113 is the non-working side of the track head
  • 114 is the track jaw
  • 12 is the track waist
  • 13 is the track bottom
  • 131 is Above the bottom of the rail
  • 132 is the bottom of the rail.
  • 2 is a high damping material
  • 21 is a solid high damping material
  • 22 is a liquid damping material
  • 3 is a restraint structure
  • 4 is a distance member
  • 5 is a seal
  • 6 is a clamping member.
  • the track of the present invention includes a track body, which is composed of a track head 11, a track waist 12, and a track bottom 13.
  • the non-working outer surface of the track body except the track head top surface 111 and the side working surface 112 A layer of solid high damping material 21 is provided on each.
  • the solid high-damping material is a high-damping material made of high-damping modified asphalt that is solid at room temperature and adding rubber powder, talc powder, mica powder, etc., and a high-strength fiber mesh is embedded in the middle to make a damping coil. , Hereinafter referred to as modified asphalt damping coil.
  • the solid high-damping material is a viscoelastic solid at normal temperature and a viscous liquid after heating. It can be integrated with the track body by means of self-adhesive, hot-melt bonding or thermal coating.
  • the vibration of a track of this structure when the train is running will force the damping body to deform mainly in shear. Due to its damping characteristics, the damping body generates resistance opposite to the deformation direction, and converts the track's vibration energy into thermal energy. Effectively reduce the vibration generated by the track. Since vibration is the source of noise, the noise is also greatly reduced, especially the primary noise that is difficult to control by ordinary methods, thereby reducing the impact on the surrounding buildings and residents during the operation of the train.
  • This damping vibration damping has a good vibration damping effect for various frequencies, that is, a wide-band vibration damping effect.
  • the material is effectively absorbed, which improves the service life of wheels and tracks and the comfort of train operation.
  • the surface of the restraint structure 3 is usually a relatively rigid aluminum plate or color steel plate, which is bent or rolled into a profile with a cross section similar to the rail waist 12, rail jaw 114, and rail bottom 131, or engineering.
  • Plastic extruded profiles that is, restraint plates, are hot-melted and pasted with two layers of solid high-damping material 21, which is still modified asphalt damping coil material to make a damping structure, and then the non-working surface of the rail body 12, the rail The jaw 114 and the upper surface 131 of the rail bottom are directly hot-melt bonded to the rail body.
  • the high-damping material is two layers of high-damping rubber, which is vulcanized with the restraint plate in the factory to make a damping structure, which is tightly held by the clamping members 6 provided on both sides of the rail waist 12. Ground is compacted on both sides of the track body.
  • the clamping member 6 is a C-shaped clamp that is wound around the bottom of the rail between the rail sleepers, and may also be a rail fastener spring bar extending toward the rail waist, or a bolt penetrating the rail waist.
  • Examples 1 to 3 can be produced in a factory or implemented on site, but embodiment 3 is more suitable for rapid implementation on site. If it is produced in the factory, the restraint plate and the track body are directly vulcanized into one with the help of high-damping rubber. No clamping parts are needed, and the damping effect is better.
  • a chamber for accommodating the rail bottom 13 and the rail waist 12 is continuously provided on the rail body.
  • the cavity is composed of the rail bottom 13, the rail waist 12, the restraint structure 3 and the seal 5.
  • the constrained structure is formed by integrally or integrally rolling 2 to 3 rolled colored steel plates, and the chamber is filled with a liquid damping material 22, in this case, silicone oil; in order to eliminate the fluidity caused by the liquid damping material,
  • a liquid damping material in this case, silicone oil; in order to eliminate the fluidity caused by the liquid damping material,
  • the uncertainty of the distance between the chambers can be provided in the chamber containing the liquid damping material along the length interval of the distance piece 4, the distance piece 4 is respectively provided on the bottom of the rail bottom 132, the top of the bottom 131 and the rail waist 12 Side, in particular, it needs to be set at the position of the rail bottom corresponding to the fastener spring bar, because the spring bar exerts the required pressure on the track body and the restraint structure to fix the track, and the setting of the
  • the distance piece 4 is a block connecting the track body and the restraint structure.
  • the seal 5 is provided at the opening at the waist of the rail and at the rail joint, as shown in Figs. 4 and 5.
  • the seal and the distance piece are solid high-damping materials, and the seal and the distance piece are respectively connected to the track body and the restraint structure by hot-melt bonding or chemical bonding.
  • the distance piece is not limited to a block, and may be a grid, a strip, or a protrusion that restrains the structure itself.
  • the specific performance is as follows:
  • the solid high damping material and the metal plate can be connected by means of adhesion, vulcanization, etc., but as the service time increases, the damping material may be detached from the track body.
  • the damping effect is reduced, but the liquid damping material does not have this problem. It only needs to be sealed, in case of leakage, it is easy to find.
  • the elastic gradient of the liquid damping material and steel is greater, the elastic resistance to vibration transmission is greater, and the vibration reduction effect is better.
  • a constraint structure 3 having a cross-sectional shape parallel to the side of the rail waist 12 and the upper surface 131 of the rail bottom is provided between the two track support points at intervals.
  • the constraint structure 3 forms a sealed cavity on both sides of the rail waist.
  • a liquid damping material 22 is injected into the chamber.
  • This example is a high-damping modified asphalt that is liquid at normal temperature.
  • a distance member may not be provided in the chamber, and the periphery is sealed with a seal 5 to form a damping structure.
  • the damping structure body is attached to the rail body through the solid high damping material 21 on the side of the rail waist and on the bottom of the rail.
  • this embodiment is already more suitable for retrofitting an already running track.
  • the pouring and sealing of the liquid damping material and the bonding of the solid damping material and the damping structure can be performed in the factory. It is convenient and quick to paste the damping structure to the track body on the spot. Due to the spaced arrangement, the support points of the track body, such as track pads, can be avoided.
  • this example is provided with both a solid high damping material in the inner layer and a liquid damping material sandwiched between the damping structure, making full use of the advantages of the two damping materials and improving the damping effect.
  • the restraint plate 3 extends upward parallel to the rail waist to form a cavity parallel to the rail waist. The upper end of the cavity is sealed by a seal 5 and at the end, the restraint plate and the rail body are float-sealed.
  • the chamber is filled with a liquid damping material 22, such as silicone oil, and a distance-maintaining member is arranged in the chamber.
  • the chamber can also be sealed on three sides and open upwards.
  • this example is suitable for factory production, and the damping structure is continuously arranged on the track.
  • this example is provided with a solid high damping material at the bottom of the force part of the track, in order to A liquid damping material is arranged at the waist of the unstressed part, which fully combines the advantages of the two to improve the damping effect.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)

Abstract

La présente invention concerne une structure de tracé permanent destiné à des véhicules ferroviaires ou à des tramways. Cette structure comprend un rail et sur la face passive de ce rail un élément amortisseur constitué d'un matériau hautement amortisseur est fixé. Lorsque le train circule sur ces rails, ce type de rail avec l'élément amortisseur peut considérablement absorber les vibrations et les bruits produits par les rails. En particulier les premiers bruits et, la diminution de ces premiers bruits réduit naturellement la production de seconds bruits. Ce type de rail peut aussi réduire la pollution sonore affectant les bâtiments et leurs habitants lors du passage des trains sur les rails, de même qu'il permet de prolonger la durée de vie du chemin de fer.
PCT/CN2004/000628 2003-06-13 2004-06-11 Rails Ceased WO2004111341A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN03112572.7 2003-06-13
CNA031125727A CN1470706A (zh) 2003-06-13 2003-06-13 轨道

Publications (1)

Publication Number Publication Date
WO2004111341A1 true WO2004111341A1 (fr) 2004-12-23

Family

ID=30122487

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2004/000628 Ceased WO2004111341A1 (fr) 2003-06-13 2004-06-11 Rails

Country Status (2)

Country Link
CN (1) CN1470706A (fr)
WO (1) WO2004111341A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109868696A (zh) * 2019-04-16 2019-06-11 上海应用技术大学 一种新型铁路钢轨鱼尾板连接接头
CN111926631A (zh) * 2020-07-27 2020-11-13 苏州铁承轨道交通科技有限公司 一种多阶钢轨液体质量块
CN112095369A (zh) * 2019-06-18 2020-12-18 洛阳双瑞橡塑科技有限公司 一种钢轨动力阻尼复合吸振器及其制造方法

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1928235B (zh) * 2006-09-21 2011-02-09 尹学军 减振轨道
CN102268850B (zh) * 2011-06-10 2015-08-05 北京环铁联合噪声控制科技有限公司 轨道阻尼减振器
KR101922754B1 (ko) * 2011-10-17 2018-11-27 세키스이가가쿠 고교가부시키가이샤 레일의 방음 장치
CN102619147B (zh) * 2012-04-16 2014-08-20 西南交通大学 一种铁路钢轨用阻尼护套及其装配方法
CN105735057A (zh) * 2016-03-07 2016-07-06 青岛思锐科技有限公司 一种埋入式轨道钢轨包覆减振结构及其制备方法
CN110512475A (zh) * 2019-08-19 2019-11-29 陕西九域通创轨道系统技术有限责任公司 一种抑制钢轨振动及噪声的装置
CN110952395A (zh) * 2019-10-28 2020-04-03 建湖金洋科技有限公司 一种铁轨用减震固定支座
CN113936887B (zh) * 2021-10-30 2022-07-05 国网福建省电力有限公司 一种城市配变用三维隔振底座的支撑结构及设计方法

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0150264A1 (fr) * 1983-12-24 1985-08-07 Hoesch Aktiengesellschaft Rail muni de moyens d'amortissement des bruits
DE4322468A1 (de) * 1993-07-06 1995-01-19 Draebing Kg Wegu Dämpfungselement für eine Schiene
DE19706707A1 (de) * 1997-02-20 1998-09-03 Contitech Transportbandsysteme Schienensteg-Bedämpfungselement
EP1186710A2 (fr) * 2000-09-11 2002-03-13 Johann Resch Amortissement acoustique d'âme de rail
US6402044B1 (en) * 1997-02-03 2002-06-11 Yugen Kaisha Koshinsha Method of damping railroad noise and railroad noise damping members
CN2555275Y (zh) * 2002-07-05 2003-06-11 北京铁路局北京科学技术研究所 一种低噪声钢轨

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0150264A1 (fr) * 1983-12-24 1985-08-07 Hoesch Aktiengesellschaft Rail muni de moyens d'amortissement des bruits
DE4322468A1 (de) * 1993-07-06 1995-01-19 Draebing Kg Wegu Dämpfungselement für eine Schiene
US6402044B1 (en) * 1997-02-03 2002-06-11 Yugen Kaisha Koshinsha Method of damping railroad noise and railroad noise damping members
DE19706707A1 (de) * 1997-02-20 1998-09-03 Contitech Transportbandsysteme Schienensteg-Bedämpfungselement
EP1186710A2 (fr) * 2000-09-11 2002-03-13 Johann Resch Amortissement acoustique d'âme de rail
CN2555275Y (zh) * 2002-07-05 2003-06-11 北京铁路局北京科学技术研究所 一种低噪声钢轨

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109868696A (zh) * 2019-04-16 2019-06-11 上海应用技术大学 一种新型铁路钢轨鱼尾板连接接头
CN112095369A (zh) * 2019-06-18 2020-12-18 洛阳双瑞橡塑科技有限公司 一种钢轨动力阻尼复合吸振器及其制造方法
CN111926631A (zh) * 2020-07-27 2020-11-13 苏州铁承轨道交通科技有限公司 一种多阶钢轨液体质量块

Also Published As

Publication number Publication date
CN1470706A (zh) 2004-01-28

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