CN103498392B - A kind of damping steel rail - Google Patents

Abstract

The invention relates to a damping rail, comprising a rail body, the rail body having a waist rail, a top rail located at the upper end of the waist rail, and a rail seat located at the lower end of the waist rail; the surface of the waist rail has a layered structure body, the layered structure extends along the waist rail to the top rail and the rail seat; and the layered structure has elastic energy dissipation layers, magnetic adsorption layers, damping layers, Constraint and protection layers. The damping rail of the present invention adopts a composite structure of dynamic vibration absorption and restraint damping, which can significantly widen the frequency range of vibration absorption and noise reduction, especially the middle and low frequency vibration and noise of the rail can be effectively controlled. It is especially suitable for the laying of new lines or the renovation of old lines such as urban subways, light rails, intercity railways and high-speed railways.

Description

a damping rail

technical field

The invention belongs to the technical field of rail traffic vibration reduction and noise reduction. More specifically, the invention relates to a damping rail used for laying new lines or reconstructing old lines such as urban subways, light rails, intercity railways, and high-speed rail traffic.

Background technique

Noise is a source of environmental pollution, which is extremely harmful to human health. As urban rail trains continue to increase in speed, the wheel-rail noise caused by the increase in train speed is on the rise. Wheel-rail noise is one of the main sound sources when trains are running, and rail vibration is the main cause of wheel-rail noise.

In the field of rail transit, the free damping or constrained damping treatment of the rail, that is, the damping treatment on the surface of the rail, is an effective method to deal with the vibration and noise of the rail. Regardless of free-style damping or constrained damping, in order to achieve the effect of vibration and noise reduction, it is necessary to ensure the tight bonding between the damping layer and the joint surface of the rail. The usual method is to use adhesive bonding. However, due to the phenomenon of corrosion and rust on the rail, under the long-term dynamic load of the train, the bonding strength of the damping structure to the rail body will gradually decrease partially or as a whole, thus gradually losing the effect of vibration and noise reduction.

In addition, the damping material is selective to the operating temperature and the vibration reduction frequency, and only has a good absorption effect on the vibration of a specific frequency range in a narrow temperature range, while the vibration frequency of the subway line is wide, and the temperature difference of some road sections, especially the ground line The change is large, so it is not suitable to be treated by ordinary damping plate.

Contents of the invention

In order to solve the above-mentioned technical problems in the prior art, the object of the present invention is to provide a damping steel rail.

In order to achieve the above object, the present invention adopts the following technical solutions:

The damping rail of the present invention includes a rail body, the rail body has a waist rail, a top rail located at the upper end of the waist rail, and a rail seat located at the lower end of the waist rail; it is characterized in that: the surface of the waist rail It has a layered structure, and the layered structure has an elastic energy dissipation layer, a magnetic adsorption layer, a damping layer, a constraining layer and a protective layer from inside to outside along the surface of the waist rail.

Wherein, the layered structure extends along the waist rail to the top rail and the rail seat.

Wherein, the damping layer includes a first damping layer and a second damping layer; the constrained layer includes a first constrained layer and a second constrained layer. And the first damping layer, the first constraining layer, the second damping layer and the second constraining layer are distributed from inside to outside along the waist rail.

Compared with the prior art, the technical solution of the present invention has the following beneficial effects:

The damping rail of the present invention adopts a composite structure of dynamic vibration absorption and restraint damping, and each component structure bears different functions respectively. The elastic energy dissipation layer and the magnetic adsorption layer have the functions of shock absorption and buffering; the constrained damping layer has a high loss factor and can play a good shock absorption effect. The composite structure of vibration absorption and double-layer restraint damping can significantly broaden the frequency range of vibration absorption and noise reduction, especially the middle and low frequency vibration and noise of the rail can be effectively controlled.

Description of drawings

Fig. 1 is a structural schematic diagram of a damping rail according to the present invention.

detailed description

The structure and function of the damping rail of the present invention will be further described below in conjunction with specific embodiments, so as to help those skilled in the art have a more complete, accurate and in-depth understanding of the inventive concepts and technical solutions of the present invention.

Example 1

As shown in Figure 1, the damping rail in this embodiment includes a rail body 10, the rail body 10 has a waist rail 12, a top rail 11 located at the upper end of the waist rail 12, and a top rail 11 located at the lower end of the waist rail 12. The rail seat 13; the surface of the waist rail 12 has a layered structure, and the layered structure extends along the waist rail 12 to the top rail 11 and the rail seat 13 and the layered structure extends along the waist rail The surface has elastic energy dissipation layer 20, magnetic adsorption layer 21, first damping layer 31, first constrained layer 41, second damping layer 32, second constrained layer 42 and protective layer 50 from inside to outside. The elastic energy-dissipating layer described in this embodiment can effectively absorb the energy of the low-frequency vibration of the rail; and the first damping layer and the second damping layer can further absorb the energy of the middle and high-frequency vibration components of the rail vibration.

In this embodiment, the elastic energy dissipation layer is formed of polyurethane and polymethyl methacrylate copolymer. The copolymer is obtained by combining 20~30wt% of MDI, 12~15wt% of polytetrahydrofuran ether glycol, 15~18% of 1,4-butanediol, 1.5~2.5wt% of trimethylsilimidazole, 2.0~2.5wt% 2-methyl-1-vinylimidazole, 0.20~0.25wt% dibutyltin dilaurate, 0.02~0.03wt% dilauroyl peroxide, 0.02wt% 2-hydroxybenzyl It is prepared by uniformly mixing ketone and the rest of polymethyl methacrylate and reacting in a twin-screw extruder at 208-215°C for 2.5-3.5 minutes. The elongation at break of the copolymer is ≥1200%, and the impact energy of the copolymer at -20~50°C is 40~150kJ/m ² ; it can be seen that the copolymer not only has excellent vibration damping and shock absorption properties , and excellent tear resistance, extremely long service life.

In this embodiment, the magnetic adsorption layer is made of ferromagnetic metal material; and the first constrained layer and the second constrained layer are both composed of iron-based metal plate layers; The body attracts each other, and also attracts the first constraining layer and the second constraining layer of the outer layer, so that the layered structure is better fixed and connected together, and it is not easy to fall off, ensuring the reliability of the layered structure . In this embodiment, the magnetic adsorption layer can be connected to the outside of the elastic energy dissipation layer by conventional bonding methods, preferably, an acrylic adhesive can be used to bond them together reliably and permanently. Likewise, the first constraining layer and the second constraining layer can also be connected to the first damping layer and the second damping layer respectively through an adhesive.

In this embodiment, the first damping layer is composed of 12-15wt% methyl methacrylate, 25-35wt% thermoplastic polyurethane elastomer, 5-8wt% methyl etherified melamine resin, 5-8wt% % of silicon dioxide and the balance of ferric oxide formed by spraying. The second damping layer is formed by spraying 12-15wt% of thermoplastic polyurethane elastomer, 12-15wt% of sodium carboxymethyl cellulose, 8-12wt% of silicon dioxide and the balance of ferric oxide. The first damping layer and the second damping layer are formed of organic components and inorganic components with different qualities and properties, which can effectively enhance the effects of absorbing and damping noises of different frequencies.

In this embodiment, the protective layer is used for waterproof, anti-corrosion and anti-aging functions. The protective layer is formed by spraying weather-resistant paint on the surface of the second constrained layer. The weather-resistant coating is composed of 16~20wt% methyl methacrylate, 20~25wt% methyl etherified melamine resin, 10~15wt% bisphenol A epoxy resin, 1.5~2.5wt% leveling agent , 0.5~1.0wt% dispersant, 8~15wt% ethyl methyl carbonate and the balance isopropanol. The protective layer has excellent properties such as weather resistance, corrosion resistance and impact resistance, and also has the advantages of film thickness, high hardness and high wear resistance.

It is shown by measurement that after adding the layered structure described in Embodiment 1 on the rail body, when the train speed is greater than 100km/h, the damping noise reduction effect is obvious, and the noise can be reduced by 12 ~ 18dB; When the speed is 80~100km/h, the noise can be reduced by 8~12dB. It can be seen that the damping rail of the present invention is particularly applicable to the laying of new lines or the renovation of old lines such as urban subways, light rails, intercity railways, and high-speed railways.

For those of ordinary skill in the art, the specific embodiment is only an exemplary description of the present invention in conjunction with the accompanying drawings. Obviously, the specific implementation of the present invention is not limited by the above-mentioned method, as long as the method concept and technical solution of the present invention are used to implement the present invention. Various insubstantial improvements, or directly applying the concept and technical solutions of the present invention to other occasions without improvement, are all within the protection scope of the present invention.

Claims (4)

1. A damping rail, comprising a rail body, the rail body has a waist rail, a top rail positioned at the upper end of the waist rail, and a rail seat positioned at the lower end of the waist rail; it is characterized in that: the surface of the waist rail has A layered structure, and the layered structure has an elastic energy dissipation layer, a magnetic adsorption layer, a damping layer, a constraining layer and a protective layer from the inside to the outside along the surface of the waist rail; the damping layer includes a first damping layer and a second damping layer; the constrained layer includes a first constrained layer and a second constrained layer; and along the waist rail from inside to outside according to the first damping layer, the first constrained layer, the second damping layer and the second constrained The order distribution of layers; the elastic energy dissipation layer is formed by polyurethane and polymethyl methacrylate copolymer; the copolymer is made by mixing 20~30wt% of MDI, 12~15wt% of polytetrahydrofuran ether glycol, 15 ~18% 1,4-butanediol, 1.5~2.5wt% trimethylsilimidazole, 2.0~2.5wt% 2-methyl-1-vinylimidazole, 0.20~0.25wt% dilauric acid Dibutyltin, 0.02~0.03wt% of dilauroyl peroxide, 0.02wt% of 2-hydroxybenzophenone and the rest of polymethyl methacrylate are uniformly mixed and then heated in a twin-screw extruder at 208-215°C It is prepared by reacting for 2.5-3.5 minutes; and the elongation at break of the copolymer is ≥1200%, and the impact energy of the copolymer at -20-50°C is 40-150kJ/m ² . 2 . The damping steel rail according to claim 1 , wherein the layered structure extends along the waist rail to the top rail and the rail seat. 3 . 3. A damping rail according to claim 1, characterized in that: the first damping layer is composed of 12-15wt% methyl methacrylate, 25-35wt% thermoplastic polyurethane elastomer, 5-8wt% % of methyl etherified melamine resin, 5-8wt% of silicon dioxide and the remainder of ferric oxide are formed by spraying; the second damping layer is composed of 12~15wt% thermoplastic polyurethane elastomer, 12~15wt% The sodium carboxymethyl cellulose, 8~12wt% of silicon dioxide and the balance of ferric oxide are formed by spraying. 4. A damping rail according to claim 1, characterized in that: the protective layer is formed by spraying a weather-resistant paint on the surface of the second constrained layer; the weather-resistant paint is composed of 16-20wt% methyl methacrylate, 20~25wt% methyl etherified melamine resin, 10~15wt% bisphenol A epoxy resin, 1.5~2.5wt% leveling agent, 0.5~1.0wt% dispersant, 8~15wt% carbonic acid Ethyl methyl ester and the balance isopropanol.