An assembled isotropic frequency steel rail damping vibration absorber

Abstract

The application relates to an assembled isotropic frequency steel rail damping vibration absorber, which comprises a shell installed on the rail waist on both sides of the steel rail, cooperates with the surface shape of the rail waist, is flush with the rail bottom on the outer side, and defines an installation space in the shell, both ends of the installation space are open, and end covers are detachably connected to the end portions of the two ends; the elastic bodies are cylindrical, the axes of the elastic bodies are arranged in parallel with the length direction of the steel rail, there are two elastic bodies, one end of each elastic body is detachably connected to the inner side wall of the end cover; a mass block is installed in the installation space and is detachably connected with the other end of the two elastic bodies in a one-to-one correspondence; and the gap reserved between the mass block and the shell is greater than or equal to 5 mm. The application utilizes the rubber cutting performance to reduce the rigidity of the steel rail vibration absorber product, adopts the assembled replaceable components, quickly adjusts the resonance frequency, reduces material waste, has better vibration absorption performance, has a wider application range, and prolongs the service life of the elastic body and the mass block which are located in the shell.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail vibration damping technology, and more particularly to an assembled isotropic frequency steel rail damping vibration absorber. BACKGROUND

[0002] With the continuous development of urban rail transit in China, the rapid growth of the mileage, the densification of the line network, and the increase in the volume, passengers' requirements for the operation quality have gradually increased with the improvement of the living standards. With the continuous increase in the service time of the line, the rail state will be worn in different degrees and different forms. When the steel rail produces short-wave corrugation, under the high-speed running of the train, extremely violent vibration impact will be generated on the steel rail. The frequency of this impact is fixed, and the strength is large, thereby radiating extremely strong wheel-rail noise, which greatly reduces the riding comfort. To solve the above problems, the steel rail damping vibration absorber has been widely used. The resonance mode is used to improve the wheel-rail interaction, and the longitudinal attenuation rate of the steel rail is increased, which is beneficial to alleviate the occurrence of the short-wave corrugation of the steel rail.

[0003] The installation position of the steel rail vibration absorber product in the prior art is generally located at the rail waist of the steel rail, and the installation space is extremely limited. The existing steel rail vibration absorber product generally adopts the mode of wrapping the mass block with rubber. Rubber is an isotropic material (rubber is generally a non-crystalline structure, and even if the rubber has crystallinity, the crystallinity is relatively low, so the rubber material is generally isotropic). According to the mechanical principle of the isotropic material (G=E / [2(1+v)]), the elastic modulus is generally 3 times or more than the shear modulus. Taking a plate-type rubber support as an example, the compression elastic modulus is generally 6 MPa, and the shear elastic modulus is about 1.5 MPa. Therefore, when the compression performance of the rubber is used as the elasticity of the steel rail vibration absorber, the size of the rubber material cannot be increased due to the limitation of the installation space, so that the stiffness is difficult to reduce, and the resonance frequency of the corresponding steel rail vibration absorber product is difficult to be lower. The resonance frequency of the existing steel rail vibration absorber product is generally 250 Hz or more.

[0004] However, the existing technology can only adjust the vertical and horizontal vibration frequencies in the cross section of the steel rail, but the actual line state is complex, and the wheel-rail interaction is particularly complex. When the vehicle wheel rim state difference is large, the steel rail vibration main frequency direction is different when the train passes through the installation section of the steel rail vibration absorber. The existing steel rail vibration absorber product cannot adapt to the change of the vibration main frequency direction, so that the vibration absorption effect is uneven.

[0005] Once the existing rail absorber product is produced and completed, its inherent vibration characteristics are formed, and any parameter adjustment cannot be performed. At this time, if the rail corrugation shape (wavelength) or vehicle operation diagram is adjusted to cause the vehicle speed to change, the characteristic frequency (vehicle speed / wavelength) changes, the absorber product loses the vibration attenuation effect of the characteristic frequency, and even causes the vibration to be amplified. Only the newly designed rail absorber product can be replaced to adapt to the change of the characteristic frequency, causing waste of manpower and materials.

[0006] At the same time, the elastic material of the existing rail absorber product is exposed, and when used in open conditions, it is affected by high temperature, cold, rain, snow, sunlight and other harsh environments, and is extremely aged and denatured, loses the original design elasticity, the overall durability of the product is reduced, the service life is shortened, the vibration absorption effect is lost, and even the rail vibration is amplified.

[0007] Therefore, in view of the above problems, how to provide an assembled isotropic frequency rail damping absorber is a problem that those skilled in the art need to solve. SUMMARY

[0008] The present application aims to at least solve one of the above technical problems in the prior art to some extent.

[0009] To this end, the purpose of the present application is to provide an assembled isotropic frequency rail damping absorber to solve the deficiencies of the existing rail damping absorber.

[0010] The present application provides an assembled isotropic frequency rail damping absorber, comprising:

[0011] The shell is mounted on the rail waist on both sides of the rail, and cooperates with the surface shape of the rail waist. The outer side is flush with the rail bottom, and the inside of the shell defines an installation space, both ends of which are open. The end cap is detachably connected to the end of the two ends;

[0012] The elastic body is cylindrical, and its axis is arranged in parallel with the length direction of the rail. There are two elastic bodies, and one end of each elastic body is detachably connected to the inner side wall of the end cap;

[0013] The mass is mounted in the installation space, and the other end of the two elastic bodies is detachably connected to the other end of the two elastic bodies; wherein the gap between the mass and the shell is greater than or equal to 5mm.

[0014] Compared with the prior art, the application provides an assembled isotropic frequency steel rail damping vibration absorber, the elastic stiffness of the steel rail vibration absorber product is reduced by using the shear reduction performance of the elastic body, thereby the natural frequency of the steel rail vibration absorber is reduced, (according to f=v / λ, wherein f is the steel rail vibration frequency, v is the vehicle driving speed, and λ is the rail corrugation wavelength), the steel rail vibration absorber can be applied to a rail corrugation section with a lower vehicle speed and a longer wavelength; the cylindrical elastic body is connected with the mass block, the shear stiffness of the elastic body in each direction in the cross section plane of the elastic body is consistent due to the circular cross section of the elastic body, the resonant frequencies of the steel rail vibration absorber in each direction in the rail cross section are the same, and therefore the main frequency of the steel rail vibration in any direction can be adjusted, the difference in the main frequency of the steel rail vibration in different directions caused by the vehicle flange is well adapted, 360-degree full coverage is realized, and the vibration absorption effect is improved.

[0015] The components of the steel rail damping vibration absorber are detachably connected, and the assembled structure is used for assembly and manufacturing, so that the poor adaptability of the prior art (product) to the change of the characteristic frequency (vehicle speed / wavelength) can be maximally solved; if the corrugation form or the vehicle running speed changes, the elastic element in the original steel rail damping vibration absorber can be taken out and replaced, so that the material waste can be maximally reduced, the steps of redesign and production are reduced, and the changes can be responded to at the fastest speed.

[0016] The elastic body is wrapped in the shell, the adaptability to a harsh environment is improved, the aging speed is effectively delayed, and the service life of the vibration absorber is prolonged.

[0017] Further, the end cover and the shell are connected by bolts. The end of the shell is provided with bolt holes, and the end cover is provided with light holes or bolt holes corresponding to the positions of the bolt holes, and then the bolts are inserted and fixed.

[0018] Further, the end cover and the shell are connected by buckles; and the installation and dismounting are more convenient.

[0019] Further, the top and the side of the shell are provided with buckle mounting positions; the end cover is provided with connecting pieces corresponding to the buckle mounting positions; the bottom of the buckle is mounted on the buckle mounting position; the hanging ring of the buckle is buckled on the connecting piece; and the buckle is a damping self-locking buckle. Thus, the buckle is provided with a self-locking device, so that the vibration loosening in the long-term service is prevented.

[0020] Further, the connecting piece is a protrusion extending out of the edge of the end cover, and the protrusion and the end cover are integrally arranged, so that the connecting strength is ensured.

[0021] Further, the installation sides of the shell and the end cover close to the rail waist are connected in a plug-in mode.

[0022] The shell is provided with a plurality of small grooves on the side away from the side abutting the rail waist, and the corresponding part of the end cover is provided with a protrusion matched with the small groove. During installation, the protrusion on the end cover is first inserted into the groove of the main body shell, then the buckle ring on the shell is embraced around the protrusion on the end cover, and finally the buckle pressing plate is pressed tightly.

[0023] Further, the inner side wall of the end cover and the end part of the mass are both provided with a mounting groove with a notch opposite to each other, and the elastic body is embedded in the mounting groove at both ends; the elastic body is convenient to replace according to the use condition.

[0024] Further, the mounting groove is in an embedded type, or is a groove formed by the protrusion of the inner side wall of the end cover, and a groove formed by the protrusion of the end part of the mass.

[0025] Further, the elastic body is provided with an embedded end integrally connected at both ends, the embedded end is in interference fit with the mounting groove, and the elastic body is completely attached to the mounting groove.

[0026] Further, the inner surface of the mounting groove is in a conical cylinder structure, and the outer surface of the embedded end is provided with a conical structure matched with the mounting groove, and the embedded end is connected to the mounting groove in a self-locking type through the conical structure.

[0027] Further, the inner surface of the mounting groove is in a cylindrical cylinder structure, and the outer surface of the embedded end is provided with a cylindrical structure matched with the mounting groove. BRIEF DESCRIPTION OF DRAWINGS

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are only embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative effort on the basis of the provided drawings.

[0029] Figure 1 The drawing is a structural schematic diagram of the external structure of an assembled isotropic frequency steel rail damping vibration absorber provided by the present application.

[0030] Figure 2 The drawing shows a structural schematic diagram of the internal structure of an assembled isotropic frequency steel rail damping vibration absorber provided by the present application.

[0031] Figure 3 The drawing shows one embodiment of the installation of the end cover, the elastic body and the mass.

[0032] Figure 4 The drawing shows another embodiment of the installation of the end cover, the elastic body and the mass.

[0033] Figure 5 The drawing shows another embodiment of the installation of the end cover, the elastic body and the mass.

[0034] In the figure: 100 - shell, 101 - snap-on mounting position, 200 - elastomer, 300 - mass, 400 - end cap, 401 - protrusion, 500 - mounting groove, G - rail. DETAILED DESCRIPTION

[0035] Embodiments of the present application are described in detail below with reference to examples illustrated in the accompanying drawings, in which the same or similar elements or elements having the same or similar functions are denoted by the same or similar reference numerals throughout. The embodiments described below by reference to the accompanying drawings are exemplary and are intended to explain the present application, and cannot be understood as limiting the present application.

[0036] In the description of the present application, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0037] In addition, the terms "first", "second" are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise explicitly specified and limited.

[0038] In the present application, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection", "fixing" and the like should be broadly understood, for example, can be fixedly connected, or can be detachably connected, or can be integrated; can be mechanically connected, or can be electrically connected; can be directly connected, or can be indirectly connected through an intermediate medium; can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0039] Since the existing rail vibration absorber product generally uses rubber to wrap the mass, when the compression performance of the rubber is used as the elasticity of the rail vibration absorber, the size of the rubber material cannot be increased due to the limitation of the installation space, so that the stiffness is difficult to reduce, and the resonant frequency of the corresponding rail vibration absorber product is difficult to be lower, the resonant frequency of the existing rail vibration absorber product is generally above 250Hz, and the vibration absorption effect is poor. Therefore, the embodiment of the present application discloses a fabricated isotropic frequency rail damping vibration absorber, as shown in the accompanying Figures 1-2, specifically comprising:

[0040] The shell 100 is installed on the rail waist of the rail G on both sides, which cooperates with the rail waist surface shape of the rail G, and the outer side is flush with the rail bottom of the rail G, the inside of the shell 100 defines an installation space, both ends are open, and the end cover 400 is detachably connected to the end of both ends;

[0041] The elastic body 200 is cylindrical, and the axis is parallel to the length direction of the rail G, and has two, and one end of each elastic body 200 is detachably connected to the inner side wall of the end cover 400;

[0042] The mass block 300 is installed in the installation space, and the other end of the two elastic bodies 200 is detachably connected to the other end of the two elastic bodies 200; wherein the gap reserved between the mass block 300 and the shell 100 is greater than or equal to 5mm.

[0043] The present application discloses a kind of assembled isotropic frequency rail damping vibration absorber, utilize the shear reduction performance of elastic body, make the elastic stiffness of rail vibration absorber product reduce, thereby reduce the natural frequency of rail vibration absorber, (according to f=v / λ, wherein f is rail vibration frequency, v is vehicle speed, λ is rail corrugation wavelength), it can be applicable to lower speed and longer wavelength rail corrugation section;Cylindrical elastic body is used, and is connected with mass block, since the cross section of elastic body is circular, the shear stiffness of elastic body in each direction in its cross section plane is uniform, so that the resonant frequency of rail vibration absorber in each direction in rail section is same, therefore, the main frequency of rail vibration in any direction can be adjusted, well adapt to the difference of main frequency direction of rail vibration caused by different vehicle flanges, realize 360 degree full coverage, improve the vibration absorption effect;

[0044] The components of rail damping vibration absorber are detachably connected, and assembled by assembly type structure, which can maximize the adaptability of existing technology (product) to the change of characteristic frequency (speed / wavelength), if the corrugation form or vehicle running speed changes, the elastic element in the original rail damping vibration absorber is removed and replaced, which can minimize material waste, reduce the steps of redesign and production, and also can respond to the above changes at the fastest speed.

[0045] The elastic body is wrapped in the shell, which improves the adaptability to harsh environment, effectively delays the aging speed, and prolongs the service life of the vibration absorber. The gap reserved between the mass block and the shell is greater than or equal to 5mm, so that the mass block can perform resonant frequency tuning.

[0046] In an embodiment of the present application, the end cover 400 and the shell 100 are connected by bolts; the end of the shell is provided with bolt holes, and the end cover is provided with light holes or bolt holes corresponding to the bolt hole positions, and then fixed by inserting bolts.

[0047] In another embodiment of the present application, the end cover 400 and the shell 100 are connected by a snap connection, which is convenient for mounting and dismounting and convenient for replacing the elastic body.

[0048] Specifically, the top and the side of the shell 100 are provided with snap mounting positions 101, and the end cover 400 is provided with connecting pieces corresponding to the snap mounting positions 101, and the bottom of the snap is mounted on the snap mounting position 101, and the hanging ring of the snap is buckled on the connecting piece, and the snap is a damping self-locking snap. Thus, the snap is provided with a self-locking device to prevent vibration loosening during long-term service.

[0049] Advantageously, the connecting piece is a protrusion 401 extending out of the edge of the end cover 400; the protrusion and the end cover are integrally arranged to ensure the connection strength.

[0050] More advantageously, the mounting side of the shell 100 and the end cover 400 close to the rail waist is connected in a plug-in manner. The side of the shell away from the side close to the rail waist is provided with a plurality of small grooves, and the corresponding part of the end cover is provided with protrusions matched with the small grooves. During installation, the protrusions on the end cover are first inserted into the grooves of the main shell, then the snap ring of the shell is wrapped around the protrusions on the end cover, and finally the snap plate is pressed tightly.

[0051] In other embodiments of the present application, referring to the accompanying drawings, Figures 3-5 The inner side wall of the end cover 400 and the end of the mass block 300 are both provided with mounting grooves 500 with opposite notches, and the elastic body 200 is embedded in the mounting grooves 500. It is convenient to replace the elastic body according to the use condition.

[0052] Specifically, referring to the accompanying drawings, Figure 3 The mounting groove 500 is an embedded type, referring to the accompanying drawings, Figure 4 The mounting groove is a groove formed by the plane where the protrusion of the end cover 400 is located and the plane where the protrusion of the mass block 300 is located.

[0053] Advantageously, the elastic body 200 has an embedded end integrally connected to each end, and the embedded end is in interference fit with the mounting groove 500; the size of the elastic body is larger than the size of the mounting groove by about 0.5mm, so that the two are connected tightly. The embedded end and the body of the elastic body can form a dumbbell structure, the middle waist of which is a cylindrical body, and the head of both ends can be a cylindrical body, a cuboid or other polygonal column, which is an integral structure, and the cross-sectional size of the embedded end can be larger than the cross-sectional size of the middle waist cylindrical body. The radius of the middle waist cylindrical body is 15-40mm, and the height is 10-50mm. The embedded end is preferably a cylindrical body, and the material of the elastic body is generally rubber or polyurethane, which is commonly made of rubber.

[0054] Referring to the accompanying drawings, Figure 5The inner surface of the mounting groove is a conical cylinder structure, the outer surface of the embedded end has a conical structure consistent with the mounting groove, and the embedded end is connected with the mounting groove through the conical structure.

[0055] Referring to the drawings Figure 4 The inner surface of the mounting groove is a cylindrical cylinder structure, the outer surface of the embedded end has a cylindrical structure consistent with the mounting groove, and the embedded end is connected with the mounting groove through the deformation of the embedded end.

[0056] In the above embodiments of the application, the mass block is made of steel, and its weight is different according to the different characteristic wavelengths of rail corrugation and vehicle speed, generally in the range of 1-10 kg, and its appearance can be any shape, but for easy production, it is generally a cylinder, a cuboid or other polygonal column.

[0057] The main function of the shell is to support the overall structure and protect the cylindrical elastic body and the mass block inside from external force and harsh environment. The cylindrical elastic body is the elastic element of the rail vibration absorber product and is the main component for adjusting the resonance frequency. The mass block is the main component for participating in resonance and suppressing rail vibration. The shell is generally made of steel plate or alloy through rolling or mold casting. The size of the shell along the length direction of the rail is 200-400mm.

[0058] The present application utilizes the shear reduction performance of rubber to reduce the stiffness of the rail vibration absorber product, and by adjusting the size of the shear elastic body, the resonance frequency can be as low as 50Hz, the application range is wider, and the vibration absorption performance is better. The rail vibration absorber is a assembled structure, which can be quickly assembled, and the production cycle is greatly shortened. Each component can be replaced, and the disassembly is convenient, which can quickly respond to the changes of corrugation form or vehicle speed adjustment. The cylindrical elastic body is used as the stiffness support, so that the resonance frequency of the product in each direction in the plane of the rail cross section is consistent, which can respond to the changes of vibration main frequency direction caused by various wheel-rail actions.

[0059] When the corrugation form or vehicle speed changes, the existing technology product will lose the vibration absorption effect, and even amplify the effect, and must be redesigned and replaced. The components of the present product are assembled and disassembled, and the resonance frequency of the rail damping vibration absorber can be quickly adjusted by opening the end cover and replacing the elastic body according to the relationship between the corrugation form and the vehicle speed, which can quickly respond to the changes, minimize material waste, reduce the design and production process, and respond to the above changes at the fastest speed. The elastic body and the mass block are located inside the shell, so that the two main components are not affected by the harsh environment and the service life is affected.

[0060] In the description of the specification, the description using the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" etc. means that the particular feature, structure, material or characteristic being described is included in at least one embodiment or example of the present application. The illustrative appearance of the above-mentioned terms in various places in the specification does not necessarily refer to the same embodiment or example. Moreover, the particular features, structures, materials or characteristics can be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and combine different embodiments or examples described in the specification.

[0061] Although the embodiments of the present application have been shown and described above, it is understood that the above-described embodiments are exemplary, and are not to be construed as limiting the present application, and those skilled in the art can make changes, modifications, replacements and variations to the above-described embodiments within the scope of the present application.

Claims

1. A prefabricated isotropic, same-frequency rail damping vibration absorber, characterized in that, include: The outer casing (100) is installed on the web of the rail (G) on both sides. It matches the shape of the web surface of the rail (G). Its outer side is flush with the bottom of the rail (G). The interior of the outer casing (100) defines an installation space. Both ends are open. End caps (400) are detachably connected to both ends. An elastomer (200) is cylindrical, with its axis arranged parallel to the length direction of the rail (G). There are two elastomers, one end of which can be detached from the inner wall of the end cap (400). A mass block (300) is installed in the installation space and its two ends are detachably connected to the other ends of the two elastic bodies (200) respectively; wherein the gap reserved between the mass block (300) and the outer shell (100) is greater than or equal to 5mm; The end cap (400) and the outer shell (100) are connected by a snap fastener; The top and side of the outer shell (100) are provided with buckle mounting positions (101); the end cap (400) is provided with a connector corresponding to the buckle mounting position (101), the bottom of the buckle is installed on the buckle mounting position (101), the hook ring of the buckle is fastened to the connector, and the buckle is a vibration-damping self-locking buckle. The connector is a protrusion (401) extending from the edge of the end cap (400); The outer shell (100) and the end cap (400) are connected by a plug-in method on the mounting side near the rail web; The inner wall of the end cap (400) and the end of the mass block (300) are both provided with mounting grooves (500) with opposite openings, and the two ends of the elastic body (200) are embedded in the mounting grooves (500); The mounting groove (500) is embedded; or it is a groove formed by protruding from the inner sidewall of the end cap (400) and a groove formed by protruding from the end of the mass block (300). The elastomer (200) has an embedded end at both ends that is integrally connected to it, and the embedded end is interference-fitted with the mounting groove (500).

2. The assembled isotropic, same-frequency rail damping vibration absorber according to claim 1, characterized in that, The inner surface of the mounting groove (500) is a conical structure, and the outer surface of the embedded end has a conical structure that matches the mounting groove (500). The embedded end and the mounting groove (500) are connected by a self-locking clamping connection through the conical structure; or the inner surface of the mounting groove (500) is a cylindrical structure, and the outer surface of the embedded end has a cylindrical structure that matches the mounting groove (500).

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