1. A method for increasing the damping performance of a steel rail damper is characterized in that: the steel rail damper is formed by overlapping a plurality of parts, and vibration energy is dissipated in a friction mode between adjacent parts, so that the damping performance is improved.

2. The method of increasing the damping capacity of a rail damper of claim 1, wherein: through the mode of converting vertical vibration into horizontal vibration, produce the friction between the part that makes mutual contact to increase friction power consumption.

3. The method of increasing the damping capacity of a rail damper of claim 2, wherein: vertical vibration is converted into horizontal vibration by arranging the parts with the V-shaped or inverted V-shaped inclined surfaces, so that friction is generated between the parts which are in contact with each other.

4. A rail damper for implementing the method of increasing the damping performance of a rail damper according to any one of claims 1 to 3, comprising: go up wearing and tearing layer (21), energy-absorbing layer (22), lower wearing and tearing layer (23) and base (24), go up wearing and tearing layer (21), energy-absorbing layer (22), lower wearing and tearing layer (23) and base (24) from last to coincide its characterized in that in proper order down: the base (24) comprises a first base (241) and a second base (243), the first base (241) and the second base (243) are elastically connected through a plate spring (242), and the contact surface of the lower abrasion layer (23) and the base (24) is V-shaped or inverted V-shaped.

5. A rail damper as claimed in claim 4, wherein: the first base (241) and the second base (243) are in a right-angled trapezoid shape, and the plate spring (242) is in an arc shape; the first base (241) and the second base (243) are symmetrically and fixedly arranged at two ends of the plate spring (242).

6. A rail damper as claimed in claim 5, wherein: the lower abrasion layer (23) is in V-shaped or inverted V-shaped with the lower surface (232) of the lower abrasion layer contacting with the base (24), and the upper surface (2411) of the first base and the upper surface (2431) of the second base are inclined surfaces jointed with the lower surface (232) of the lower abrasion layer.

7. A rail damper as claimed in claim 6, wherein: the lower wearing layer (23) is made of nylon materials, and a boss (A) is arranged on the upper surface (231) of the lower wearing layer.

8. A rail damper as claimed in claim 6, wherein: the upper wearing layer (21) is made of nylon materials, and a boss (A) is arranged on the lower surface (212) of the upper wearing layer.

9. A rail damper according to any one of claims 4 to 8 in which: the energy absorption layer (22) is made of polyurethane materials and is arranged between the upper abrasion layer (21) and the lower abrasion layer (23).

10. A rail damper as claimed in claim 9 in which: the upper surface (221) of the energy absorption layer, which is in contact with the upper abrasion layer (21), of the energy absorption layer (22) is provided with a concave pit (B), and the lower surface (222) of the energy absorption layer, which is in contact with the lower abrasion layer (23), of the energy absorption layer (22) is provided with a concave pit (B).

Background

In the high-speed development of domestic subways, ballastless tracks are adopted in a large number, ballastless tracks lack a ballast vibration reduction energy consumption layer between a steel rail and a track foundation, and meanwhile the steel rail is fixed in a discrete supporting mode, so that short-wave corrugation is easily caused. Rail corrugation has become a stubborn problem for subway operations. In order to control rail corrugation and wheel out-of-round, a large amount of manpower and material resource investment is needed by a rail management department and a train operation department, and the research on the vibration reduction rail is carried out.

The steel rail damper has the functions of supporting the steel rail between the fasteners, enabling the steel rail to be approximately continuously supported, inhibiting wheel rail vibration caused by discrete support of the steel rail, dissipating the vibration energy of the steel rail and reducing periodic abrasion of the wheel rail and wheel rail noise; the product contains friction energy dissipation and elastic energy dissipation devices, the energy dissipation capacity of a ballastless track system is effectively improved, the vibration suppression and energy dissipation effects on wheel rail vibration are very strong, the periodic abrasion of the wheel rail, high-order out-of-round wheels and rail corrugation are effectively improved, and the high-frequency vibration effect of the wheel rail is controlled.

Through patent retrieval, the following patents mainly exist, which have a certain relationship with the invention:

1. the invention discloses a ballastless track steel rail fixing structure and a steel rail supporting device thereof, and is a Chinese invention patent with the application number of 201511025716.8, the application date of 2015.12.30, the publication number of CN105421165B and the publication date of 2017.05.10, named as ' ballastless track steel rail fixing structure and steel rail supporting device thereof ', and the application person of the invention is ' Limited responsibility company of engineering group of Federal institute of Central iron and II ' and ' the invention patent aims to effectively inhibit the elastic vibration of the steel rail, dissipate the vibration energy of the steel rail and solve the problems of periodic abrasion of a wheel rail, the noise of the wheel rail, the environmental vibration pollution and the like caused by the vibration of the wheel rail. Rail fixed knot constructs, including rail and the basis under the rail, set up the fastener system along rail extending direction interval, make rail and the basis formation fixed connection under the rail through the fastener system, be provided with rail strutting arrangement between two adjacent fastener systems between rail and the basis under the rail, this rail strutting arrangement has vertical elasticity and power consumption structure. The steel rail supporting device comprises a fixing device, an elastic body and a heightening base, wherein the fixing device is connected with the steel rail, the heightening base is located under the rail, the elastic body is arranged below the fixing device, and the energy dissipation structure is arranged between the elastic body and the heightening base.

2. The invention relates to a crossed silent steel rail, which comprises a rail body (1), a connecting body (2), a damping body (3) and a restraining body (4), wherein the connecting body (2) is coated on the non-working surface of the rail body (1), the restraining body (4) is arranged at the periphery of the connecting body (2), the restraining body (4) is in an inverted T-shaped structure, and the crossed silent steel rail is characterized in that a plurality of labyrinth units are arranged between the connecting body (2) and the restraining body (4), and the damping body (3) is filled in a gap formed by matching the connecting body (2) and the restraining body (4). The force between the connecting body and the restraining body is transmitted between the damping bodies in disorder by adopting the special-shaped labyrinth unit, so that the shearing strain of the damping bodies is increased, and the effects of vibration reduction, noise reduction and energy consumption are improved.

3. The invention relates to a steel rail fastener relating to rail transit, which is a Chinese invention patent with the application number of 201410201877.7, the application date of 2014.05.14, the publication number of CN103938504A, the publication date of 2014.07.23, the name of a cast-free plastic-free high-adjustment high-elasticity anti-theft steel rail fastener and the application name of Zhangxin. The steel rail fastener is used for solving the problems that the existing steel rail fastener which is large in position adjustment amount and good in shock absorption is complex in structure, high in price and the like. The invention relates to a method for manufacturing parts of a steel rail fastener by combining rolled section steel and machining. The structure is as follows: the lower part of the embedded seat is embedded in the undersized foundation; the embedded seat and the locknut together enable the elastic strip to generate buckling pressure; the buckling pressure is applied to the base under the rail through the gauge block, the steel rail, the rubber pad, the height-adjusting base plate and the shock pad, and the steel rail is fixed in the vertical direction; fixing the steel rail in the horizontal direction by the embedded seat and the gauge block; the maximum adjustment amounts of the rail height and the rail gauge respectively reach more than 30mm and 24 mm; low vertical stiffness can be provided, increasing track flexibility. The invention has the characteristics of no casting, no plastic, high strength, high elasticity, large adjustment amount, theft prevention, few parts, low cost and the like, and is suitable for various types of tracks with or without ballasts and the like of railway and urban rail transit.

4. The invention discloses a steel rail vibration absorber structure which takes a ball screw combination device as a vibrator, and belongs to the technical field of vibration reduction and noise reduction of rail traffic, and the steel rail vibration absorber structure is arranged on two sides of the rail waist of a steel rail and comprises elastic damping bodies, wherein the elastic damping bodies are tightly fixed on the steel rail, one or more ball screw vibrators are embedded in the elastic damping bodies at uniform intervals, each ball screw vibrator comprises a square frame, springs are arranged on four sides of each ball screw vibrator, a pair of parallel two sides of each ball screw vibrator are connected through a plurality of ball screws, the steel rail vibration absorber structure which takes the ball screw combination device as the vibrator is arranged at a straight section of the steel rail, the ball screw is arranged in parallel to the rail web, the steel rail vibration absorber structure taking the ball screw combination device as a vibrator is arranged at the curved section of the steel rail, and the ball screw is arranged perpendicular to the rail web. The invention has the advantages of simple whole structure, convenient use and strong applicability.

5. The damping steel rail comprises a steel rail base layer, a damping unit and a damping layer I, wherein the damping unit comprises a damping layer A and a heightening layer, the heightening layer is positioned at one side close to the damping layer I, and the damping layer A is positioned at one side close to the steel rail base layer. The thickness ratio of the high cushion layer to the damping layer A is 4-16; the thickness ratio of the high cushion layer to the damping layer I is 4-16. The high padding layer is made of carbon nano tube modified polyurethane foam. A plurality of hollow grooves are uniformly distributed in the carbon nano tube modified polyurethane foam. The carbon nanotube modified hollow groove foam is used as the padding high layer, so that the padding high layer and the original damping structure form the padding high damping structure, the shear strength of the padding high layer can be increased (the shear strength of the padding high layer is required to be as high as possible from the vibration damping perspective), the fireproof performance of the padding high layer is improved, the damping effect of the padding high layer is increased, and the problem of too low strength of the padding high layer caused by more hollow grooves is solved.

6. The invention discloses a Chinese patent with the application number of '202010798527.9', the application date of '2020.08.11', the publication number of 'CN 111926632A', the publication number of '2020.11.13', the name of 'an energy storage type steel rail vibration absorber' and the application name of 'Zhongzhui electric locomotive Co., Ltd', which comprises an energy storage device, a vibration absorbing device, a hydraulic pipe and a power generating device, wherein the vibration absorbing device comprises a fixing piece, a first belt rod piston and a first hydraulic cylinder, the piston end of the first belt rod piston is positioned in the first hydraulic cylinder, and the other end of the first belt rod piston is connected with the fixing piece; the power generation device comprises a second piston with a rod, a second hydraulic cylinder, a transmission device and a power generator, wherein the piston end of the second piston with the rod is positioned in the second hydraulic cylinder, and the other end of the second piston with the rod is connected with the power generator through the transmission device; two ends of the hydraulic pipe are respectively communicated with the first hydraulic cylinder and the second hydraulic cylinder; the generator is electrically connected with the energy storage device. According to the invention, the vibration energy of the steel rail can be transmitted remotely through hydraulic liquid, and the vibration energy is transmitted through the hydraulic liquid, so that compared with the transmission of energy through a mechanical structure, the loss of energy is smaller, and the transmission rate of vibration energy is high.

The 'ballastless track steel rail fixing structure and the steel rail supporting device thereof' with the publication number of 'CN 105421165B' in the patent is the closest prior art, and the patent adopts a vertical elastic energy dissipation structure, the energy dissipation and the damping performance of a steel rail damper of the structure are to be improved, the vertical rigidity is large (5-10 KN/mm), and the mass is heavy (15 Kg). Therefore, the steel rail damper with small vertical rigidity (less than 5KN/mm), light weight (less than 5Kg) and good damping performance is needed to be developed.

Disclosure of Invention

The invention aims to solve the technical problem of providing a method for improving the damping performance of a steel rail damper and the steel rail damper aiming at the defects in the prior art.

In order to solve the technical problems, the technical scheme adopted by the invention is as follows: a method for increasing the damping performance of a steel rail damper is disclosed, wherein the steel rail damper is formed by overlapping a plurality of components. The vibration energy is dissipated by generating friction between adjacent parts, thereby increasing the damping performance.

Furthermore, friction is generated between parts which are in mutual contact through a mode of converting vertical vibration into horizontal vibration, so that friction energy consumption is increased.

Further, by providing the members with the V-shaped or inverted V-shaped inclined surfaces, vertical vibration is converted into horizontal vibration, so that friction is generated between the members in contact with each other.

The invention also relates to a steel rail damper for realizing the method for increasing the damping performance of the steel rail damper, which comprises the following steps: the energy absorption device comprises an upper wearing layer, an energy absorption layer, a lower wearing layer and a base, wherein the upper wearing layer, the energy absorption layer, the lower wearing layer and the base are sequentially overlapped from top to bottom. The base comprises a first base and a second base, the first base is elastically connected with the second base through a plate spring, and the contact surface of the lower abrasion layer and the base is in a V shape or an inverted V shape. The lower surface of the lower abrasion layer in a V shape or an inverted V shape is utilized to decompose the vertical load into two reverse component forces in the horizontal direction, so that the first base and the second base are pushed to move in the reverse direction, friction is generated between the upper surfaces of the first base and the second base and the lower surface of the lower abrasion layer, vibration energy is consumed, and the damping performance of the steel rail damper is improved.

Furthermore, the first base and the second base are right-angled trapezoids, and the plate spring is arc-shaped; the first base and the second base are symmetrically and fixedly arranged at two ends of the plate spring. The distance between the first base and the second base is changed by utilizing the plate spring, and the vertical vibration of the lower wearing layer is converted into horizontal and reverse vibration formed by the first base and the second base; and the base I and the base II rub the lower friction layer in the horizontal vibration process to dissipate energy.

Furthermore, the lower surface of the lower wearing layer, which is in contact with the base, is in a V shape or an inverted V shape, and the upper surface of the first base and the upper surface of the second base are inclined planes attached to the lower surface of the lower wearing layer. The upper surfaces of the first base and the second base are attached to the lower surface of the lower abrasion layer, so that the contact area is increased, and the friction energy consumption is increased.

Furthermore, the lower wearing layer is made of nylon materials, and a boss is arranged on the upper surface of the lower wearing layer. So as to be embedded with the pits of the energy absorption layer to form reliable connection.

Furthermore, the upper wearing layer is made of nylon materials, and a boss is arranged on the lower surface of the upper wearing layer. So as to be embedded with the pits of the energy absorption layer to form reliable connection.

Furthermore, the energy absorption layer is made of polyurethane materials and arranged between the upper abrasion layer and the lower abrasion layer so as to reduce the rigidity of the steel rail damper.

Furthermore, the upper surface of the energy absorption layer, which is in contact with the upper abrasion layer, of the energy absorption layer is provided with a concave pit, and the lower surface of the energy absorption layer, which is in contact with the lower abrasion layer, of the energy absorption layer is provided with a concave pit. So as to be embedded with the bosses on the surfaces of the upper wearing layer and the lower wearing layer to form reliable connection.

The invention has the beneficial effects that: through setting up the lower wearing layer that has V-arrangement or the inclined plane of falling V-arrangement and setting up the base into elastic connection's two parts to turn into the horizontal vibration of base with the vertical vibration on wearing layer down, thereby make between wearing layer and the base dissipate the vibration energy with the mode that produces friction down, thereby increase the damping performance of rail attenuator, in order to gain better damping noise reduction effect.

Drawings

FIG. 1 is a schematic perspective view of a damper for a rail,

figure 2 is a schematic perspective view of a rail damper,

figure 3 is a schematic perspective view of the upper wearing layer,

figure 4 is a schematic front view of the upper wearing course,

figure 5 is a schematic top view of the upper wear layer,

figure 6 is a schematic bottom view of the upper wear layer,

FIG. 7 is a schematic perspective view of an energy absorption layer,

FIG. 8 is a schematic front view of an energy absorbing layer,

figure 9 is a schematic top view of an energy absorbing layer,

figure 10 is a schematic bottom view of the energy absorbing layer,

figure 11 is a schematic perspective view of a lower abrasion layer,

figure 12 is a schematic front view of a lower wear layer,

figure 13 is a schematic top view of the lower wear layer,

figure 14 is a schematic bottom view of the lower wear layer,

figure 15 is a schematic perspective view of the base,

figure 16 is a schematic view of a front view of the base,

figure 17 is a schematic view of condition 1 with minimal vertical loading,

figure 18 is a schematic view of state 2 during vertical load increase,

figure 19 is a schematic view of state 3 when vertical loading is maximized,

figure 20 is a schematic view of state 4 when the vertical load begins to decrease,

figure 21 is a schematic view of state 5 during vertical load reduction,

figure 22 is a schematic view of condition 6 when vertical loading is minimized,

figure 23 is a schematic diagram of the process of converting vertical vibration into horizontal friction energy consumption,

FIG. 24 is a graphical illustration of static stiffness curves.

In the figure: 1-steel rail, 2-steel rail damper and 3-track foundation;

21-upper wearing layer, 211-upper wearing layer upper surface, 212-upper wearing layer lower surface, 213-upper wearing layer flange;

22-energy absorption layer, 221-energy absorption layer upper surface and 222-upper wearing layer lower surface;

23-lower wearing layer, 231-upper surface of lower wearing layer, 232-lower surface of lower wearing layer and 233-limiting rib;

24-base, 241-base one, 2411-base one upper surface, 242-leaf spring, 243-base two, 2431-base two upper surface;

a-boss, B-pit, F1-minimum vertical load, F2-average vertical load, F3-maximum vertical load, H1-total height at minimum vertical load, H2-total height at average vertical load, H3-total height at maximum vertical load, H1-height of energy absorbing layer at minimum vertical load, H2-height of energy absorbing layer at average vertical load, H3-height of energy absorbing layer at maximum vertical load, L1-base width at minimum vertical load, L2-base width at average vertical load, L3-base width at maximum vertical load, F-friction direction and v-base moving direction.

Detailed Description

The invention is further described by the following specific embodiments in conjunction with the attached drawings:

as shown in fig. 1: the rail damper 2 is arranged between the rail 1 and the rail foundation 3 as a supplementary support for the rail 1 in addition to the sleepers. When the steel rail 1 vibrates up and down, the steel rail generates elastic deformation for consuming vibration energy and reducing noise caused by vibration.

The rail damper of the invention is shown in figure 2: the method comprises the following steps: the abrasion-resistant layer comprises an upper abrasion layer 21, an energy absorption layer 22, a lower abrasion layer 23 and a base 24, wherein the upper abrasion layer 21, the energy absorption layer 22 and the lower abrasion layer 23 are sequentially overlapped or adhesively connected from top to bottom, and the lower abrasion layer 23 is overlapped on the base 24.

The upper wearing course 21 is shown in figures 3 to 6: the wear-resistant layer is formed by injection molding of polymer materials such as nylon and POM, and a boss A is arranged on the lower surface 212 of the upper wear layer. The two sides of the upper surface 211 of the upper wearing layer are provided with upper wearing layer ribs 213, the distance between the upper wearing layer ribs 213 on the two sides is larger than the width of the steel rail 1, and the upper wearing layer 21 can slide relative to the steel rail 1 to form a friction energy dissipation structure.

The energy absorbing layer 22 is shown in fig. 7 to 10: the energy absorption layer 22 is formed by foaming polyurethane material to form an elastomer with small rigidity. The energy absorbing layer upper surface 221 and the upper wearing layer lower surface 222 are provided with recesses B which fit with the bosses a so as to be engaged with the bosses on the surfaces of the upper wearing layer 21 and the lower wearing layer 23 to form a reliable connection.

The lower wearing course 23 is shown in figures 11 to 14: the wear-resistant layer is formed by injection molding of polymer materials such as nylon and POM, the upper surface 231 of the wear layer and the lower surface 232 of the lower wear layer are V-shaped or inverted V-shaped, the upper surface 231 of the wear layer is provided with a boss A, and the middle position of the lower surface 232 of the lower wear layer is provided with a limiting rib 233.

The base 24 is shown in fig. 15 to 16: the spring type spring seat comprises a first base 241, a spring and a second base 243, wherein the cross sections of the first base 241 and the second base 243 are right-angled trapezoids, and the spring is an arc-shaped plate spring 242. The first base 241 and the second base 243 are symmetrically fixed at two ends of the plate spring 242, so that the first base 241 and the second base 243 form an elastic connection in the horizontal direction. The upper surface 2411 of the first base and the upper surface 2431 of the second base are inclined planes, and the two are combined to form a V shape or an inverted V shape.

After the rail damper 2 is installed, the plate spring 242 is initially deformed to generate a certain elastic force. When the steel rail 11 vibrates, the upper wearing layer 21 vibrates, the energy absorbing layer 22 is elastically deformed, the lower wearing layer 23 is driven to vibrate, and the V-shaped or inverted V-shaped lower wearing layer lower surface 232, the first base 241 and the second base 243 jointly act to cause the plate spring 242 to periodically deform, so that the vibration of the steel rail 1 is reduced, and the elastic supporting effect is achieved on the steel rail 1. Meanwhile, the friction energy dissipation effect is generated, and the aim of damping vibration reduction is fulfilled.

FIG. 17 is a schematic view of a rail damper in state 1: the vertical load F1 born at this time is the smallest, the height H1 of the energy absorbing layer at the smallest vertical load is the highest, and the total height H1 at the smallest vertical load is the highest. The component force of the minimum vertical load F1 in the horizontal direction is small, the deformation of the plate spring 242 is small, the distance between the first base 241 and the second base 243 is large, and the width L1 of the base is the widest when the vertical load is the minimum. Because the lower wear layer 23 has the effect of splitting the minimum vertical load F1 into components in the horizontal direction, the base one 241 and the base two 243 have a tendency to move toward each other, creating a sliding friction surface between the base one upper surface 2411 and the base two upper surface 2431 and the lower wear layer lower surface 232.

FIG. 18 is a schematic view of state 2 of the rail damper: the vertical load born at the moment is gradually increased, the average vertical load F2 is obtained, the height H2 of the energy absorption layer during the average vertical load and the total height H2 during the average vertical load are compressed and reduced, and a vertical elastic loss structure and dissipation vibration energy are formed. The component force of the average vertical load F2 in the horizontal direction is increased, and the leaf spring 242 is compressed, so that the base I241 and the base II 243 move towards each other, and the width between the base I241 and the base II 243 is reduced to the base width L2 under the average vertical load. During the movement of the first base 241 and the second base 243, sliding friction is formed between the first base upper surface 2411, the second base upper surface 2431 and the lower wear layer lower surface 232 to dissipate vibration energy. Meanwhile, the first base 241 and the second base 243 move in opposite directions, so that the upper wearing layer 21, the energy absorption layer 22 and the lower wearing layer 23 which are arranged on the base 24 integrally and vertically descend, the vertical stroke of the steel rail damper is increased, the vertical rigidity of the steel rail damper is reduced, and the vibration and noise reduction effects are further improved.

FIG. 19 is a schematic view of state 3 of the rail damper: the vertical load that bears at this moment increases to biggest vertical load F3 gradually, and height H3 of energy-absorbing layer during the biggest vertical load and overall height H3 will be compressed to the minimum during the biggest vertical load for spacing muscle 233 of wearing and tearing layer lower surface 232 presses on leaf spring 242 down, with the restriction vertical vibration stroke. The vibration energy is dissipated during compression of the energy absorbing layer 22. Meanwhile, the component force of the maximum vertical load F3 in the horizontal direction is the largest, and the plate spring 242 is further compressed, so that the first base 241 and the second base 243 further move towards each other, and the width between the first base 241 and the second base 243 is reduced to the base width L3 when the vertical load is the maximum. During the further movement of the first base 241 and the second base 243, sliding friction is formed between the first base upper surface 2411 and the second base upper surface 2431 and the lower wear layer lower surface 232 to dissipate vibration energy. Meanwhile, due to the opposite movement of the first base 241 and the second base 243, the upper abrasion layer 21, the energy absorption layer 22 and the lower abrasion layer 23 which are arranged on the base 24 further integrally and vertically descend, so that the vertical stroke of the steel rail damper is increased, the vertical rigidity of the steel rail damper is reduced, and the vibration and noise reduction effects are further improved.

FIG. 20 is a state 4 schematic of the rail damper: at this time, the vertical load applied tends to decrease, and the component force of the maximum vertical load F3 resolved to the horizontal direction also tends to decrease, which is smaller than the horizontal elastic force generated by the deformation of the plate spring 242, and the first base 241 and the second base 243 tend to move in opposite directions under the elastic force of the plate spring 242.

FIG. 21 is a state 5 schematic of the rail damper: the vertical load born at the moment is gradually reduced to the average vertical load F2, and the height and the total height of the energy absorption layer rebound to the height H2 of the energy absorption layer under the average vertical load and the total height H2 under the average vertical load. The component force of the vertical load resolved to the horizontal direction is reduced and is smaller than the horizontal elastic force generated by the deformation of the plate spring 242, under the elastic force of the plate spring 242, the base I241 and the base II 243 move in opposite directions, and the width between the base I241 and the base II 243 is restored to the base width L2 when the average vertical load is achieved. In the process of moving the first base 241 and the second base 243 in opposite directions, sliding friction is formed between the first base upper surface 2411, the second base upper surface 2431 and the lower wear layer lower surface 232 to dissipate vibration energy.

FIG. 22 is a state 6 schematic of the rail damper: the vertical load born at the moment is gradually reduced to the minimum, and the height and the total height of the energy absorption layer rebound to the height H1 of the energy absorption layer under the minimum vertical load and the total height H1 of the energy absorption layer under the minimum vertical load. The component force resolved from the vertical load to the horizontal direction is further reduced, the base I241 and the base II 243 further move in opposite directions under the elastic force of the plate spring 242, and the width between the base I241 and the base II 243 is restored to the base width L1 when the vertical load is minimum. In the process of moving the first base 241 and the second base 243 in opposite directions, sliding friction is formed between the first base upper surface 2411, the second base upper surface 2431 and the lower wear layer lower surface 232 to dissipate vibration energy.

Fig. 23 is a schematic diagram of the entire process described above: in the process, the vertical vibration is converted into the horizontal vibration of the first base 241 and the second base 243 through the cooperation of the lower abrasion layer 23 with the V-shaped or inverted V-shaped inclined surface and the first base 241 and the second base 243 which are horizontally and elastically connected. During the horizontal vibration of the first base 241 and the second base 243, a friction surface is formed between the contact surfaces of the first base 241 and the second base 243 and the lower wear layer 23, so that vibration energy is dissipated in a friction mode, and the damping performance of the steel rail damper is improved.

The test method and test data of the steel rail damper are as follows:

1. test equipment:

300kN electronic universal tester, 300mm long GB60 steel rail, supporting steel plate A, displacement sensor,

2. The vertical static stiffness test method comprises the following steps:

3. test data:

4. and (4) test conclusion:

through tests, the test rigidity of the steel rail damper is 4.7KN/mm, and a specific static rigidity curve is shown in an attached figure 24. The technical effects of small vertical rigidity, light weight and good damping performance of the damping device are realized.

The steel rail damper has a horizontal vibration energy dissipation structure and good damping and vibration attenuation performance, and has vertical rigidity of less than 5KN/mm and mass of less than 5 Kg. The steel rail damper is not used as a main supporting part of a rail, so that the steel rail damper is stressed less, the design strength meets the strength requirement of materials, and the supporting device is connected with the steel rail 1 and the rail foundation 3, so that the design rigidity is lower, and the overall rigidity of a rail system is not influenced; the product design adopts a mode of overlapping materials, is completely compatible with a ballastless track structure through the deformation of the spring steel plate, and can be directly applied to the existing ballastless track and can also be applied to a newly-built ballastless track.

In summary, the following steps: the invention has the beneficial effects that: through setting up the lower wearing layer that has V-arrangement or the inclined plane of falling V-arrangement and setting up the base into elastic connection's two parts to turn into the horizontal vibration of base with the vertical vibration on wearing layer down, thereby make between wearing layer and the base dissipate the vibration energy with the mode that produces friction down, thereby increase the damping performance of rail attenuator, in order to gain better damping noise reduction effect.

The above embodiments are provided for illustrative purposes only and not for limiting the present invention, and those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and therefore all equivalent technical solutions should fall within the scope of the present invention, and the scope of the present invention should be defined by the claims.