JP5762363B2 - Rail damping device and damping rail - Google Patents

Description

  In railroads, the wheels excite the rails when the train is running and induce a resonance at the natural frequency of the rails, generating a large noise. The object is to reduce the sound and, further, the solid-borne sound generated by the vibration transmitted to the structure.

  Conventionally known damping technology is generally a polymer damping material, which is also applied to the side of the rail in the railway field (Patent Document 1). The principle of the structure is shown in FIG. 1, but there are unconstrained type and constrained type. In the figure, 1 is a base (target to be damped), 2 is a damping material, 3 is a restraint plate, and it will only show its performance when it is fixed to the base (mainly rail web) 1 with an adhesive (not shown). , Both are important points.

  On the other hand, there is a magnetic type damping material that does not use adhesive (Patent Document 2), but in this case, the smoothness of the attracting surface is required, and there is a problem of demagnetization of magnetic force. Yes, it is difficult to apply in the case of a rail-like shape.

  However, the present inventors have already proposed a new technique described in Patent Document 3 as a vibration damping device having a complicated cross section such as a rail. This technique is a railroad rail noise reduction tool that combines a pair of damping members, a pair of mounting brackets, and a fastening member, and reduces noise by sandwiching the rail web of the railroad rails from the left and right. is there.

JP 52-109206 A JP 2008-280722 A Design Registration No. 1418759 “Railway Rail Noise Reduction Tool”

  The rails must be regularly inspected to ensure safety, and the rail damping device must be removable. Therefore, there is a problem that it is difficult to apply the vibration damping structure according to the prior art using the above-described adhesive or using magnetic force. In other words, a significant point is that the damping function is exhibited without being adhered to a thick plate structure such as a rail by adhesion or the like.

  The technology in the proposed Patent Document 3 introduces a new concept for many problems as described above and greatly improves the vibration damping performance with a simple structure. The present invention further improves this. The present invention also provides a rail damping device and a damping rail that are more effective.

  The present invention has been made in order to achieve the above object, and the first of the invention is that the damping rubber is attached to the rail web surface and the rail flange bottom surface so as not to be loosened and detachably pressed. This is a rail damping device characterized by the following. And each structure is based on a vibration damping rubber, a crimping plate, and a tightening jig from the rail side.

  More specifically, each of these configurations includes a rail web surface pressing member including a vibration damping rubber and a pressure-bonding plate fixed and integrated on the outside, and a vibration-damping rubber and a bottom pressure bonding plate fixed and integrated on the outside. A rail flange bottom surface pressing member, a head end pressing the pressure bonding plate, a tail end pressing the bottom surface pressing plate, and a center portion sandwiching the rail flange and the rail flange bottom surface pressing member, and the center portion This is a rail damping device with fastening bolts that are tightened from the left and right, and as the fastening jig passed in parallel to the rail flange is tightened, the damping rubber is attached to the rail web surface and the bottom surface of the rail flange via each crimping plate. It is configured to be crimped. More specifically, the bottom surface pressing plate has a mountain-shaped inclined surface on its outer surface, while the sandwich plate has a valley-shaped inclined surface facing this mountain-shaped inclined surface. It is.

  The second aspect of the invention is a rail using the first invention described above, wherein at least one rail is provided between the rail fastening portions, or one staggered arrangement is provided between the rail fastening portions. The damping rail is provided.

  In the present invention, it is possible to provide a rail damping device that is safe and easy to attach by crimping the damping rubber to the rail web surface and the bottom surface of the flange without using an adhesive or magnetic force, Resonance due to the natural vibration of the rail is effectively suppressed, and the damping performance is greatly improved.

FIG. 1 is a cross-sectional view showing the structure of a conventional damping material. FIG. 2 is a cross-sectional view of Example 1 of the rail vibration damping device of the first invention. FIG. 3 is a side view of the rail damping device of the first invention shown in FIG. FIG. 4 is a plan view of the rail damping device of the first invention shown in FIG. FIG. 5 is a sectional view showing a second embodiment of the rail vibration damping device of the first invention.

FIG. 6 is a diagram showing an outline of the hammering method. FIG. 7 is a diagram showing vibration transfer characteristics when no rail damping device is attached. FIG. 8 is a diagram showing vibration transmission characteristics when damping rubber is pressure-bonded only on the rail web surface. FIG. 9 is a diagram showing the vibration transfer characteristics when the rail damping device in Example 1 is mounted. FIG. 10 is a diagram illustrating a vibration transmission characteristic when the rail damping device according to the second embodiment is mounted. FIG. 11 is a diagram showing vibration transmission characteristics when damping rubber is crimped only on the bottom surface of the rail flange.

  The greatest point of the present invention is that the damping rubber is pressure-bonded to the rail web surface and the rail flange bottom surface through the respective pressure-bonding plates as the tightening jig is tightened. The damping rubber that is pressure-bonded to the rail web surface is preferably pressure-bonded to both surfaces, but in some cases, one surface may be used. In this case, one side of the sandwich plate is the rail flange and the rail flange bottom surface. The structure is such that only the pressing member is sandwiched.

  The vibration-damping rubber used is preferably butyl rubber, and rubber rubber having a hardness of 40 to 70 ° and a thickness of 3 to 30 mm is preferably used.

  The rail damping device of the present invention does not need to be continuously attached to the rail, and is at least one piece between the rail fastening portions, or one piece between the fastening portions with respect to two rail fastening portions. It is effective to use as a staggered arrangement.

  In the rail vibration damping device of the present invention, the size of the vibration-damping rubber to be pressure-bonded depends on the respective requirements, but the rail is 60 kg (60 kg / m) per 1 m in length and the web surface. : Width 50mm to 80mm, Length 150mm to 500mm, Thickness 10mm to 30mm, Flange bottom: Width 100mm to 145mm, Length 70mm to 300mm, Thickness 0.5mm to 10mm, Length 1kg 50kg (50kg / m) The web surface: 50mm to 80mm in width, 150mm to 500mm in length, 10mm to 30mm in thickness, bottom of flange: 100mm to 130mm in width, 70mm to 300mm in length, 0.5mm to 10mm in thickness Good.

  For this reason, the standard size of damping rubber is 65mm width, 200mm length, 20mm thickness for both 60kg / m rail and 50kg / m rail, and the bottom of the flange is for 60kg / m rail. Is 145 mm wide, 88 mm long, 2.5 mm thick, and for a 50 kg / m rail, it should have a width of 127 mm, 88 mm long, and 2.5 mm thick.

FIG. 2 shows a cross-sectional view of the main part of the rail damping device of the embodiment of the first invention, FIG. 3 is a side view thereof, and FIG. 4 is a plan view thereof.
In the figure, 10 is a rail, 11 is a rail head, 12 is a rail web, 13 is a rail web surface, 14 is a rail flange portion, and 15 is a rail flange bottom surface.

  20 is a rail damping device of the present invention, 21 is a damping rubber to be crimped to the rail web surface 13, 22 is a crimping plate fixed integrally to this damping rubber 21, rail rail surface pressing The member P1 is formed. Reference numeral 23 denotes a vibration-damping rubber that is pressure-bonded to the rail flange bottom surface 15, and 24 is a bottom-surface pressure-bonding plate that is integrally fixed to the vibration-damping rubber 23 to form a rail flange bottom surface pressing member P2. The outer surface of the bottom surface crimping plate 24 forms a mountain-shaped inclined surface 25 with respect to the width direction of the rail 10.

  26 is a sandwich plate, the head end of which presses against the pressure-bonding plate 22, the tail end presses against the bottom surface pressure-bonding plate 24, and the central portion 26A is a depression that sandwiches the rail flange 14 and the rail flange bottom surface pressing member P2. Has become a department. A fastening portion 30 is provided at the center portion 26A of the sandwiching plate 26 so as to be parallel to the rail flange bottom surface 15 and tightened from the left and right. In the illustrated example, a long hole 22A is formed in the pressure-bonding plate 22, and the tip of the head end of the sandwiching plate 26 is inserted and used for pressing.

Then, as the fastening jig (fastening bolt) 30 is tightened, the rail web surface pressing member P1 is pressure-bonded to the rail web surface 13 via the head portion of the clamping plate 26. On the other hand, on the inner side of the tail end of the sandwich plate 26, a trough-shaped inclined surface 27 is provided so as to face the mountain-shaped inclined surface 25, and both inclined surfaces come into contact with each other as the fastening jig (fastening bolt) 30 is tightened. The rail flange bottom surface pressing member P2 is pressure-bonded to the rail flange bottom surface 15. In the illustrated example, an inclined surface fitting 29 is provided on the inner side of the tail end of the sandwiching plate 26 via a rubber packing 28, whereby a valley-shaped inclined surface 27 is formed.
As the pressure at the time of ^{crimping, 50g / cm 2 ~1000g / cm} 2 about it is preferable, it is a matter of course vary depending on the required damping function.

In the first embodiment, the vibration damping rubber 21 is pressure-bonded to both surfaces 13 of the rail web 12. However, the vibration-damping rubber 21 may be pressure-bonded only to one side of the web. As shown in FIG.
Accordingly, in this case, one side of the sandwiching plate 26 has a sandwiching plate 26B structure that sandwiches the rail flange 14 and the rail flange bottom surface pressing member P2.

In order to confirm the effect of the present invention, both ends of the rail were supported, and the effect with and without the vibration damping device was compared by the hammering method. For comparison, the transfer function of the output-side vibration acceleration with respect to the input-side impulse hammer striking force was measured, and the damping performance (resonance suppression performance) was evaluated.
Fig. 6 shows the outline of the hammering method adopted here. The vibration damping device 20 is attached to the center of the web surface 13 of the rail (60 kg / m) 10 with a length of 1000 mm. The impact position of the impulse hammer was used. On the other hand, a wood piece abutment was laid 550 mm away from the center of the flange bottom surface 15 of the rail 10, and the point B on the top surface of the flange 14 50 mm inside the wood piece abutment was taken as the vibration acceleration evaluation position.

  FIG. 7 is a diagram showing vibration transmission characteristics when a rail damping device is not mounted, FIG. 8 is a diagram showing vibration transmission characteristics when damping rubber is crimped only on the rail web surface, and FIG. FIG. 10 is a diagram illustrating vibration transmission characteristics when a rail damping device is mounted, and FIG. 10 is a diagram illustrating vibration transmission characteristics when a rail damping device is mounted according to the second embodiment. In each figure, the thin line is the transfer characteristic, and the thick line is the envelope.

  In particular, in the case of only the rail shown in FIG. 7 (when no damping device is attached), sharp resonance is seen at 1000 Hz to 3000 Hz (which is also the peak of solid-borne sound of the rail), whereas FIG. 9 and FIG. As shown in FIG. 10, by mounting the vibration damping device of the present invention, the most important 1000 Hz has a reduction effect of about 30 dB. Thus, in the present invention, it has been proved that the resonance of the rail is greatly suppressed. As a matter of course, the best results are obtained when both the web surfaces and the bottom surface of the flange are fully damped, but even in the case of the web one surface, the resonance is sufficiently suppressed practically.

  FIG. 11 shows a case where only the bottom surface of the flange is damped. In this case, the resonance of the rail web surface is not completely removed, but the resonance of about 20 dB is suppressed as compared with the case of the rail alone, and the effectiveness of the damping rubber pressure bonding type of the present invention is reduced. Show.

  As described above, according to the present invention, the resonance due to the natural vibration of the rail can be effectively suppressed, and a safe and easy-to-install rail damping device can be provided. It is also effective in damping high structural materials and can be applied in a wide range of fields such as architecture, civil engineering, and mechanical equipment.

1 Foundation (subject to vibration control)
2 Damping material
3 Restraint plate
10 rails
11 Rail head
12 rail web
13 Rail web surface
14 Rail flange
15 Bottom of rail flange
20 rail damping device
21 Damping rubber
22 Crimp plate
22A long hole
23 Damping rubber
24 Bottom pressure plate
25 angled slope
26, 26B clamping plate
26A Centering plate
27 Valley inclined surface
28 Rubber packing
29 Inclined surface bracket
30 Fastening bolt
P1 Rail web surface pressing member
P2 Rail flange bottom surface pressing member

Claims (4)

A rail web surface pressing member comprising: a web damping rubber that comes into contact with the web of a rail having a web and a lower flange; and a crimping plate fixedly integrated to the outside of the web damping rubber;
A flange damping rubber that contacts the bottom surface of the lower flange, and a bottom surface pressure-bonding plate that is fixedly integrated with the bottom surface of the flange damping rubber and that has a chevron inclined surface that is bent at both ends and inclined downward. Rail flange bottom surface pressing member,
A pair of inclined surface fittings having a valley-shaped inclined surface abutting against the angled inclined surface formed on the upper surface;
A pair of clamping plates that support the crimping plate with an upper end portion and a lower end portion sandwiches the lower flange, the rail flange bottom surface pressing member, and the inclined surface metal fitting from both sides of the rail;
A clamping jig that penetrates the pair of clamping plates and clamps the pair of clamping plates from both sides;
Rail damping device equipped with. The rail damping device according to claim 1, wherein the web damping rubber and the flange damping rubber are butyl rubber and have a rubber hardness of 40 to 70 ° and a thickness of 3 to 30 mm. As tightening the clamping jig, said through cover web damping rubber is crimped to said web, said flange damping rubber through the bottom cover is crimped to the bottom flange, claim 1 or The rail damping device according to claim 2 .   A damping rail comprising at least one rail damping device according to any one of claims 1 to 3 disposed between fastening portions of the rail.