Horizontal large-rigidity vibration joint control assembly for bridge support

Abstract

The horizontal large-rigidity vibration joint control assembly for the bridge support comprises a cylinder barrel and a piston rod, and the piston rod capable of moving left and right is installed in the cylinder barrel; end covers capable of moving leftwards and rightwards are mounted on the left side and the right side in the cylinder barrel; an elastic piece is installed on the piston rod between the two end covers, the annular gap and the axial gap are communicated with each other and jointly form a damping cavity, and the damping cavity is filled with damping media. When the piston rod drives the end cover to move left and right, the elastic piece generates elastic deformation to provide restoring force, meanwhile, the damping medium flows in the damping cavity to generate damping force, and a joint control mechanism with the synergistic effect of rigidity and damping is formed. The device is simple and compact in structure, working modes are automatically switched under daily and earthquake working conditions, rigidity is guaranteed, energy consumption is achieved, and bridge safety is improved.

Description

Technical Field

[0001] This invention relates to the field of bridge bearing technology, and in particular to a horizontal high-stiffness vibration control component for bridge bearings. Background Technology

[0002] Traditional bridge bearings primarily provide vertical support with relatively low horizontal stiffness, making them prone to excessive displacement under earthquakes or wind-induced vibrations, leading to structural damage. Existing technologies sometimes employ springs or dampers as individual components, but these cannot simultaneously meet both daily stiffness requirements and seismic energy dissipation needs. For example, pure spring bearings lack sufficient daily stiffness, while pure damping bearings may fail to provide adequate stiffness during earthquakes.

[0003] In view of the above-mentioned shortcomings, the designer has actively conducted research and innovation in order to create a horizontal high-stiffness vibration control component for bridge bearings, making it more valuable for industrial applications. Summary of the Invention

[0004] To address the aforementioned technical problems, the purpose of this invention is to provide a horizontal high-stiffness vibration control component for bridge bearings.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A horizontal high-stiffness vibration control assembly for bridge bearings includes a cylinder and a piston rod. Both ends of the cylinder are installed with bearing baffles, and a piston rod that can move left and right is installed inside the cylinder.

[0007] Both sides of the cylinder are equipped with end caps that can move left and right. The end caps slide with the piston rod through their inner holes. Both sides of the piston rod are equipped with connecting nuts. The end caps are fitted onto the piston rod and are located inside the connecting nuts.

[0008] An elastic element is installed on the piston rod between the two end caps. The two ends of the elastic element abut against the inner end faces of the two end caps respectively. The outer diameter of the elastic element is smaller than the inner diameter of the cylinder, so that a continuous annular gap is formed between the elastic element and the inner wall of the cylinder, and an axial gap is formed between the elastic element and the piston rod. The annular gap and the axial gap are interconnected and together form a closed damping cavity surrounding the elastic element. The damping cavity is filled with a damping medium.

[0009] When the piston rod drives the end cap to move left and right, the elastic element generates elastic deformation to provide restoring force, while the damping medium is forced to flow in the damping cavity to generate damping force, forming a joint control mechanism of stiffness and damping working together.

[0010] As a further improvement of the present invention, the outer peripheral surface of the end cap forms a sliding fit with the inner wall of the cylinder, and the inner peripheral surface of the end cap forms a sliding fit with the outer peripheral surface of the piston rod; a sealing groove is provided on both the outer peripheral surface and the inner peripheral surface of the end cap, and a sealing element is installed in the sealing groove, which simultaneously realizes dynamic sealing between the end cap and the cylinder and between the end cap and the piston rod.

[0011] As a further improvement of the present invention, the sealing element is an O-ring, and a lubricating layer made of polytetrafluoroethylene is provided at the bottom of the sealing groove. The lubricating layer contacts the sealing element to reduce its coefficient of friction and wear during long-term reciprocating motion.

[0012] As a further improvement of the present invention, a stop block is also installed at both ends of the cylinder. The stop block is located on the outside of the end cover, and there is a movable gap between the inner edge of the stop block and the piston rod. When the end cover moves to the end of the cylinder to a preset position, the outer end face of the end cover and the inner end face of the stop block form a limiting fit, which limits the maximum deformation of the elastic element, thereby preventing it from failing due to overload.

[0013] As a further improvement of the present invention, a buffer portion is provided on the side of the stop block facing the end cover. The buffer portion is made of super-elastic high-damping rubber and is used to absorb the impact force when the end cover contacts the stop block and reduce noise.

[0014] As a further improvement of the present invention, the elastic element is a disc spring assembly, which is composed of multiple disc springs stacked sequentially along the axial direction, and rigid contact is formed between adjacent disc springs, so that the overall stiffness of the disc spring assembly increases nonlinearly with the increase of deformation.

[0015] As a further improvement of the present invention, the disc spring assembly adopts a hybrid superposition structure, including at least one set of mating disc spring units and at least one set of superimposed disc spring units. The mating disc spring unit consists of two disc springs with opposite concave surfaces, and the superimposed disc spring unit consists of two disc springs with concave surfaces in the same direction.

[0016] As a further improvement of the present invention, the damping medium is a viscous damping liquid, and a throttling orifice is provided on the piston rod to connect the two sides of the damping cavity. The diameter of the throttling orifice gradually decreases from the middle to both ends along the axial direction of the piston rod.

[0017] As a further improvement of the present invention, the connecting nut is a double nut structure, including a main nut and a lock nut. A lock washer is provided between the main nut and the end cap. Both sides of the lock washer are provided with staggered wedge-shaped anti-slip teeth, which form a one-way locking engagement with the main nut and the end cap respectively.

[0018] As a further improvement of the present invention, the connection between the cylinder barrel and the support baffle is provided with a reinforcing structure. The reinforcing structure is an annular rib plate surrounding the outer periphery of the cylinder barrel, and the cross-sectional height of the annular rib plate is 1.5 to 3 times the cylinder barrel wall thickness. When welding is used, the weld between the cylinder barrel and the support baffle plate is arranged along the root of the annular rib plate. When bolt connection is used, the bolts are evenly distributed along the circumference of the annular rib plate and penetrate through the annular rib plate.

[0019] By means of the above-described solution, the present invention has at least the following advantages:

[0020] The present invention has a simple and compact structure, and automatically switches between working modes under normal and seismic conditions, which ensures both rigidity and energy dissipation, thereby improving bridge safety.

[0021] Under normal operating conditions, the present invention compresses the elastic element to generate elastic force to constrain daily vibration displacement; under seismic conditions, while the elastic element is compressed to generate elastic force, the damping medium passes through the gap between the elastic element and the cylinder and piston rod and generates damping force, thereby achieving the effect of damping energy dissipation and realizing the function of vibration and seismic control.

[0022] The nonlinear stiffness of the disc spring assembly of this invention and the viscous energy dissipation of the damping fluid work synergistically: during daily traffic vibrations, the low stiffness and high damping rapidly dissipate high-frequency energy, reducing the feeling of turbulence in the beam; during earthquakes, the high stiffness restricts displacement and the high damping absorbs impact, preventing the beam from colliding with piers, meeting the seismic and vibration reduction requirements of GB / T 17955-2009 for long-span bridges. The synergy between stiffness and damping adapts to both working conditions.

[0023] The present invention combines a fluororubber O-ring with a polytetrafluoroethylene lubricating layer to achieve the dual effects of sealing and low friction: the friction coefficient of the lubricating layer is reduced, the wear of the O-ring is reduced, and the sealing life is improved.

[0024] The polyurethane buffer portion of the stop block of the present invention can absorb impact energy, reduce the collision stress of the end cap, prevent the stop block from cracking and the end cap from deforming, and improve the impact resistance of the core component of the support.

[0025] The serrated anti-loosening washer of this invention has a toothed mesh and double nut pre-tightening, forming a mechanical lock. The pre-tightening force of the main nut is reduced, which is much lower than the attenuation rate of traditional double nuts, greatly reducing the safety hazards caused by loose connection.

[0026] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, the following are preferred embodiments of the present invention described in detail with reference to the accompanying drawings. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the structure of a horizontal high-stiffness vibration control component for bridge bearings according to the present invention.

[0029] Figure 2 yes Figure 1 A schematic diagram of the structure of the elastic element under compression.

[0030] The meanings of the labels in the figures are as follows.

[0031] 1. Cylinder barrel; 2. Elastic element; 3. Damping medium; 4. Piston rod; 5. Seal; 6. End cap; 7. Stop block; 8. Connecting nut. Detailed Implementation

[0032] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and are not intended to limit the scope of the invention.

[0033] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0034] First embodiment of the present invention:

[0035] like Figures 1-2 As shown, a horizontal high-stiffness vibration control component for bridge bearings in this embodiment includes a cylinder 1 and a piston rod 4. Both ends of the cylinder 1 are installed together with the bearing baffle (the damping medium 3 is a viscous damping liquid). The piston rod 4, which can move left and right, is installed inside the cylinder 1.

[0036] End caps 6 that can move left and right are installed on both the left and right sides inside the cylinder 1. Connecting nuts 8 are installed on both the left and right sides of the piston rod 4. The end caps 6 are fitted onto the piston rod 4 and located inside the connecting nuts 8.

[0037] An elastic element 2 is installed on the piston rod 4 between the two end caps 6. The elastic element 2 can extend and retract in the left and right directions and achieve elastic deformation. The elastic element 2 is a spring, and the spring is a disc spring or composed of multiple disc springs stacked together.

[0038] The outer diameter of the elastic element 2 is smaller than the inner diameter of the cylinder 1, thus forming gaps between the elastic element 2 and the end cap 6 and the piston rod 4. The gaps are filled with a damping medium 3, which is a viscous damping fluid.

[0039] The end cover 6 is slidably connected to the inner wall of the cylinder 1, and a seal 5 is installed between the end cover 6, the cylinder 1, and the piston rod 4. The seal 5 is an O-ring.

[0040] Stoppers 7 are installed at both ends of the cylinder 1. The inner diameter of the stoppers 7 is smaller than the outer diameter of the end cap 6 but larger than the outer diameter of the connecting nut 8. The connecting nut 8 is a double nut structure used for connection with bridge components.

[0041] The cylinder barrel 1 is installed at both ends with the support baffle by welding or bolts.

[0042] The second embodiment of the present invention:

[0043] like Figures 1-2 As shown, the purpose of this embodiment is to overcome the shortcomings of the prior art and provide a horizontal high-stiffness vibration control component for bridge bearings. Through the combination structure of elastic elements and damping media, it provides high stiffness under normal working conditions and adds damping force under seismic conditions, effectively absorbing energy and reducing vibration.

[0044] This embodiment of a horizontal high-stiffness vibration control assembly for bridge bearings includes a cylinder 1, an elastic element 2, a damping medium 3, a piston rod 4, a seal 5, an end cap 6, a stop block 7, and a connecting nut 8.

[0045] The cylinder 1 is a cylindrical structure, and its two ends are fixed to the bridge support baffle by welding or bolts. The cylinder 1 is filled with a damping medium 3 (such as viscous damping fluid) and an elastic element 2 (in this embodiment, a disc spring, with multiple disc springs stacked) is installed inside. The outer diameter of the elastic element 2 is smaller than the inner diameter of the cylinder 1, forming an annular gap.

[0046] Movable end caps 6 are installed on the inner sides of both ends of cylinder 1. The end caps 6 are sealed to the inner wall of cylinder 1 by a sealing element 5 (such as an O-ring) to prevent leakage of damping medium.

[0047] The piston rod 4 passes through the elastic element 2 and the end cap 6, extends out of the cylinder 1 at both ends, and is connected to the main tower or beam of the bridge via connecting nuts 8 (double nut structure). The stop block 7 is located inside or outside the end of the cylinder 1 to limit the range of movement of the end cap 6.

[0048] Under normal operating conditions (such as temperature changes or wind vibration), the horizontal force is transmitted through the piston rod 4, compressing the elastic element 2 to produce elastic deformation, providing stiffness F = kX, and constraining daily displacement.

[0049] Under seismic conditions, the horizontal force increases. While the elastic element 2 continues to provide stiffness, the damping medium 3 is squeezed through the gap, generating a damping force CV. α The total force F = kX + CV α This dissipates seismic energy and reduces structural response.

[0050] The width of the gap can be adjusted by replacing the elastic element 2 with a different outer diameter or machining the inner diameter of the cylinder 1 to optimize the damping effect. Other components such as the seal 5 and the connecting nut 8 can be selected as standard parts as needed.

[0051] The third embodiment of the present invention:

[0052] This embodiment provides a horizontal high-stiffness vibration control component for bridge bearings, including a cylinder 1 and a piston rod 4. Both ends of the cylinder 1 are installed together with the bearing baffle, and the piston rod 4, which can move left and right, is installed inside the cylinder 1.

[0053] Both sides of the cylinder 1 are equipped with end caps 6 that can move left and right. The end caps 6 slide with the piston rod 4 through their inner holes to achieve dynamic sealing. Both sides of the piston rod 4 are equipped with connecting nuts 8. The end caps 6 are sleeved on the piston rod 4 and located inside the connecting nuts 8.

[0054] An elastic element 2 is installed on the piston rod 4 between the two end caps 6. The two ends of the elastic element 2 abut against the two end caps 6 respectively, and the outer diameter of the elastic element 2 is smaller than the inner diameter of the cylinder 1, so that an annular gap is formed between the elastic element 2 and the inner wall of the cylinder 1, and an axial gap is formed between the elastic element 2 and the piston rod 4. The annular gap and the axial gap are interconnected and together form a damping cavity, which is filled with a damping medium 3.

[0055] When the piston rod 4 moves the end cap 6 left and right, the elastic element 2 undergoes elastic deformation to provide restoring force, while the damping medium 3 flows in the damping cavity to generate damping force, forming a joint control mechanism of stiffness and damping working together.

[0056] The elastic element 2 is a disc spring assembly, which is composed of multiple disc springs stacked sequentially along the axial direction. Adjacent disc springs form rigid contact, so that the overall stiffness of the disc spring assembly increases nonlinearly with the increase of deformation.

[0057] The disc spring assembly adopts a hybrid stacked structure, including at least one set of mating disc spring units and at least one set of stacked disc spring units. The mating disc spring unit consists of two disc springs with opposite concave surfaces, and the stacked disc spring unit consists of two disc springs with concave surfaces facing the same direction.

[0058] The damping medium 3 is a viscous damping fluid, and the piston rod 4 is provided with a throttling orifice connecting both sides of the damping cavity. The diameter of the throttling orifice gradually decreases from the middle to both ends along the axial direction of the piston rod 4.

[0059] The outer circumferential surface of the end cap 6 slides into the inner wall of the cylinder 1, and the inner circumferential surface of the end cap 6 slides into the outer circumferential surface of the piston rod 4. Sealing grooves are provided on both the outer and inner circumferential surfaces of the end cap 6, and sealing elements 5 are installed within these grooves. The sealing elements 5 simultaneously achieve dynamic sealing between the end cap 6 and the cylinder 1, and between the end cap 6 and the piston rod 4. The sealing element 5 is an O-ring, and a lubricating layer is provided at the bottom of the sealing groove. The lubricating layer contacts the sealing element 5 and reduces its coefficient of friction.

[0060] Stop blocks 7 are installed at both ends of the cylinder 1. The stop blocks 7 are located on the outside of the end cover 6, and there is a movable gap between the inner edge of the stop block 7 and the piston rod 4. When the end cover 6 moves to the end of the cylinder 1 to the preset position, the end cover 6 and the stop block 7 form a limiting fit to limit the maximum deformation of the elastic element 2.

[0061] The side of the stop 7 facing the end cover 6 is provided with a buffer part, which is made of elastic material and is used to absorb the impact force when the end cover 6 comes into contact with the stop 7.

[0062] The connecting nut 8 has a double nut structure, including a main nut and a lock nut. A lock washer is provided between the main nut and the end cap 6. Both sides of the lock washer are provided with anti-slip teeth, which form a meshing fit with the main nut and the end cap 6 respectively.

[0063] The connection points between the cylinder barrel 1 and the support baffle are reinforced with annular ribs that surround the outer circumference of the cylinder barrel 1. When welding is used, the weld between the cylinder barrel 1 and the support baffle is arranged along the root of the annular ribs. When bolted, the bolts are evenly distributed circumferentially along the annular ribs. The annular ribs of the cylinder barrel distribute the stress at the connection points, reducing weld stress during welding and bolt shear stress during bolted connections, thereby increasing the connection stiffness and meeting the force transmission requirements during earthquakes.

[0064] The overall structure of this embodiment is an axisymmetric design (e.g. Figure 1 As shown, it comprises five core components: a foundation bearing module, a stiffness-damping coordination module, a dynamic sealing module, a buffer limiting module, and an anti-loosening connection module. These modules work together to achieve vibration reduction and seismic resistance. The specific structure is as follows:

[0065] 1. Basic Support Module (Core Framework)

[0066] Cylinder 1: The outer circumferential surfaces of both ends of the cylinder are integrally formed with annular ribs as a connecting reinforcement structure. The annular ribs can disperse the stress at the connection parts and avoid stress concentration around the weld or bolt holes.

[0067] Support baffle: A mounting hole matching the cylinder barrel is provided in the center; both ends of the cylinder barrel are fixed to the support baffle by welding or bolts.

[0068] During welding: the root of the annular rib plate is fully welded to the support baffle, forming a double reinforcement of rib plate + weld, thereby improving the connection stiffness;

[0069] When bolted, eight bolt holes are evenly opened around the circumference of the annular rib plate. High-strength bolts are used. After the bolts pass through the holes, they are fastened to the support baffle. The annular rib plate can prevent the bolts from being deformed by shear.

[0070] Piston rod 4: The piston rod passes through the center of the cylinder and extends out of the cylinder at both ends to connect the superstructure of the bridge; the middle section of the piston rod has throttling holes along the axial direction, there are 3 groups of throttling holes (evenly distributed along the axial direction), 4 holes in each group (symmetrically distributed along the circumference), the hole diameter gradually changes from the middle to both ends, and is used to adjust the flow resistance of the damping fluid.

[0071] 2. Stiffness-Damping Coordination Module (Core Function)

[0072] The specific structure of one type of elastic element 2 is as follows: it is a disc spring assembly, fitted in the middle section of the piston rod (located between the two end caps), composed of 6 spring steel disc springs stacked axially; the stacking structure is a hybrid type: including 2 sets of mating disc spring units (2 pieces per set, concave surfaces facing each other) and 1 set of overlapping disc spring units (2 pieces, concave surfaces facing the same direction). The mating units provide low-stiffness buffering, and the overlapping units provide high-stiffness anti-displacement, making the overall stiffness of the assembly exhibit a non-linear change: stiffness 6×10 when displacement ≤30mm. 6 N / m (adapted to traffic vibration), stiffness increases to 1.5×10 when displacement ≥80mm. 7 N / m (earthquake-compatible).

[0073] The damping cavity is formed by the elastic element 2, end cap 6, piston rod 4, and cylinder 1, and includes two parts: an annular gap between the outer periphery of the elastic element and the inner wall of the cylinder, and an axial gap between the inner periphery of the elastic element and the outer periphery of the piston rod, which are interconnected. The damping cavity is filled with a damping medium 3, which can be GS-8000 modified silicone oil-based viscous damping fluid, with a dynamic viscosity of 8000 mPa·s at 25℃ and a viscosity change rate of ≤12% in the temperature range of -40℃ to 85℃, allowing it to work stably in different climate zones. The damping fluid flows through the annular gap, axial gap, and throttling orifice, generating a damping force positively correlated with velocity, thus dissipating vibration energy.

[0074] 3. Dynamic sealing module (leakage prevention)

[0075] End caps: 6: 2, symmetrically installed on the left and right sides inside the cylinder. The outer circumferential surface of the end cap is in precision sliding fit with the inner wall of the cylinder, and the inner circumferential surface is in precision sliding fit with the outer circumferential surface of the piston rod (fitting clearance 0.1mm), ensuring that the end cap moves horizontally synchronously with the piston rod without jamming. Both the outer and inner circumferential surfaces of the end cap are provided with sealing grooves (rectangular cross-section, 3mm depth and 4mm width) for installing seals.

[0076] Seal 5: Fluororubber O-rings (models 160×3.5 and 55×3.5) are embedded in the outer and inner circumferential sealing grooves of the end cap, respectively; a 0.2mm thick polytetrafluoroethylene lubricating layer is pasted at the bottom of the sealing groove. The lubricating layer contacts the O-ring, reducing the coefficient of friction of the reciprocating motion of the end cap to below 0.05, which not only avoids leakage of the O-ring due to friction and wear, but also extends the service life of the seal.

[0077] 4. Buffer limit module (impact protection)

[0078] Stop 7: 2 units, fixed to the inner walls of both ends of the cylinder (located on the outside of the end cover); the inner edge of the stop and the outer circumference of the piston rod are left with a 3mm movement gap to avoid interfering with the movement of the piston rod; a buffer part is pasted on the side of the stop facing the end cover - made of polyurethane elastomer with a Shore hardness of 85 (thickness of 10mm). The buffer part can absorb the impact energy through its own compression deformation (maximum compression amount of 6mm) to reduce the collision stress between the end cover and the stop.

[0079] 5. Anti-loosening connection module (anti-loosening)

[0080] Connecting nut 8: It features a double-nut anti-loosening structure, including a main nut and an anti-loosening nut, both made of 40Cr steel (hardness HRC28). The thread fit accuracy with the piston rod is 6H / 6g. A serrated anti-loosening washer (2mm thick) is provided between the main nut and the end cap. Both sides of the washer have 45-degree anti-slip teeth (tooth height 0.1mm). During assembly, the teeth engage with the end faces of the main nut and the end cap respectively, forming a mechanical lock to prevent the main nut from loosening due to vibration. The preload torque of the main nut is 70N·m, and the preload torque of the anti-loosening nut is 50N·m. The double anti-loosening ensures the reliability of the connection (preload attenuation ≤5% after 1 million cycles).

[0081] In this embodiment, when the support is in operation, each module achieves vibration reduction and seismic resistance through a coordinated process of displacement transfer, stiffness response, damping energy dissipation, and limit protection, as detailed below:

[0082] A brief description of the working principle of this embodiment:

[0083] Operating Condition 1: Routine Traffic Vibration (High Frequency, Small Displacement)

[0084] Displacement transmission: Horizontal vibrations generated by vehicle movement (such as truck traffic) are transmitted to the superstructure of the bridge. The beam drives the piston rod 4 to reciprocate at high frequency and small amplitude in the horizontal direction (speed 0.1~0.3m / s); the piston rod drives the end cover to move synchronously through the sliding fit of the end cover 6 (no relative displacement).

[0085] Stiffness response: End cap 6 extrusion / tension disc spring assembly, at this time the displacement is ≤30mm, the mating unit of the disc spring plays a dominant role, and the assembly stiffness is maintained at 6×10. 6 N / m provides flexible restoring force, preventing the rigid transmission of vibration to the piers (reducing the vibration acceleration of the beam).

[0086] Damping energy dissipation: When the end cap moves, the damping fluid in the damping cavity flows along the annular gap, axial gap and throttling orifice due to the relative movement between the end cap and the cylinder (the orifice diameter in the middle is 2mm, and the resistance is small); the viscous resistance of the damping fluid forms a damping force, which quickly dissipates the high-frequency vibration energy (such as reducing the bumpy feeling when a vehicle passes by).

[0087] Sealing and anti-loosening: The O-ring of the end cap fits tightly against the inner wall of the cylinder and the piston rod, the PTFE lubricating layer reduces friction, and the damping fluid does not leak; the anti-loosening washer of the connecting nut 8 engages with the main nut and the end cap to prevent the nut from loosening due to vibration.

[0088] Limiting status: Displacement ≤ 30mm, end cover does not contact stop 7, buffer part is not working temporarily, support is in vibration reduction mode.

[0089] Condition 2: Seismic Action (Low Frequency, Large Displacement)

[0090] Displacement transmission: Seismic waves cause the bridge to undergo large horizontal displacement, and the beam drives the piston rod 4 and end cap 6 to move significantly, with the end cap deeply compressing the disc spring assembly.

[0091] Stiffness response: When the displacement is ≥80mm, the composite unit of the disc spring plays a dominant role, and the nonlinear stiffness of the component increases to 1.5×10. 7 N / m, limiting the piston rod to move further (maximum displacement ≤100mm) to prevent the beam from colliding with the pier; at the same time, the diameter of the throttling orifice of the piston rod gradually changes from 2mm to 1mm, increasing the flow resistance of the damping fluid, and the damping force increases with speed, quickly absorbing seismic energy (the proportion of seismic force transmitted to the pier decreases).

[0092] Buffer limit: When the end cap 6 is displaced to close to 95mm, the end cap contacts the polyurethane buffer part of the stop block 7. The buffer part is compressed and deformed (maximum compression amount 6mm), absorbing the impact energy, reducing the collision stress of the end cap, and preventing the stop block from cracking.

[0093] Structural reinforcement: The annular ribs of the cylinder disperse the stress at the connection points, reduce the weld stress at the welded parts, and reduce the bolt shear stress at the bolted connection points, ensuring that the connection between the cylinder and the support baffle does not fail.

[0094] Reset and recovery: After the earthquake, the elastic restoring force of the disc spring assembly drives the piston rod 4 and end cap 6 to reset, and the damping fluid flows back to the initial position along the gap; the support resumes the vibration reduction mode and waits for the next load.

[0095] This embodiment constructs a stiffness-damping collaborative mechanism to achieve flexible vibration reduction during daily vibrations and rigid displacement resistance during earthquakes, adapting to dual working condition requirements;

[0096] Optimize the dynamic sealing structure to reduce friction and wear, prevent damping fluid leakage, and improve seal life;

[0097] The design incorporates a buffered displacement limiting structure to absorb impact energy and protect the core components of the support.

[0098] Improved connection anti-loosening design to prevent nuts from loosening due to long-term vibration;

[0099] A reinforced cylinder-baffle connection structure is added to improve the overall connection rigidity and avoid stress concentration.

[0100] Fourth embodiment of the present invention:

[0101] The technical solution of this embodiment relates to a horizontal high-stiffness vibration control component for bridge bearings. Its core innovation lies in achieving full-spectrum adaptive response from daily micro-vibrations to strong ground motions through a series of collaboratively designed precision structures.

[0102] The component mainly includes a cylinder 1 and a piston rod 4 passing through it. Both ends of the cylinder 1 are fixedly connected to the support baffles. On the left and right sides inside the cylinder 1, there is an end cap 6 that can slide left and right. The end cap 6 moves synchronously with the piston rod 4 through a tight fit or key connection formed by its inner hole. This design ensures absolute synchronization and no lag in power transmission.

[0103] An elastic element 2 is installed on the piston rod 4, between the inner end faces of the two end caps 6, with its two ends abutting against the end caps 6 respectively. The key design feature is that the outer diameter of the elastic element 2 is intentionally set smaller than the inner diameter of the cylinder 1, thus forming a continuous annular gap between its outer wall and the inner wall of the cylinder 1, and simultaneously forming an axial gap between its inner wall and the piston rod 4. These two interconnected gaps together constitute a closed damping cavity surrounding the elastic element 2, filled with a specific damping medium 3. It is this unique cavity design that provides the basis for the generation of damping force.

[0104] When the piston rod 4 is subjected to force and drives the end cap 6 to move, the system exhibits its core innovation: the elastic element 2 first provides the main restoring force, while the damping medium 3 generates damping force by being forced to flow in the closed damping cavity; the two work together to achieve a seamless and adaptive intelligent response between daily working conditions where stiffness control is the main factor and seismic working conditions where stiffness and damping work together to consume energy. This is the essence of the "joint control mechanism".

[0105] To ensure the long-term reliable operation of the aforementioned core mechanisms, the solution incorporates multiple innovative optimizations in its details. The outer and inner circumferential surfaces of the end cap 6 slide in contact with the cylinder 1 and piston rod 4, respectively, and dynamic sealing is achieved by installing the sealing element 5 through a sealing groove. The polytetrafluoroethylene lubricating layer specially designed at the bottom of the sealing groove aims to reduce friction and wear of the sealing element 5 during long-term reciprocating motion.

[0106] The sealing system consists of hydrogenated nitrile butadiene rubber (HNBR) O-rings installed as the main sealing element 5 within the sealing grooves on the inner and outer circumferential surfaces of the end cap 6. A polytetrafluoroethylene (PTFE) lubricating layer impregnated with molybdenum disulfide is applied to the bottom of the sealing groove, reducing the dynamic friction coefficient of reciprocating motion to below 0.08, thus achieving a low-friction, long-life dynamic seal.

[0107] Stop blocks 7 are also installed at both ends of the cylinder 1 to limit the movement of the outer end face of the end cover 6 to its inner end face, preventing the elastic element 2 from overload failure; the buffer part made of ultra-elastic high-damping rubber on the stop block 7 is further used to absorb impact and reduce noise.

[0108] The elastic element 2 is preferably a disc spring assembly, which consists of multiple disc springs stacked in a specific manner: for example, at least one set of mating disc spring units that provide a large initial deformation capacity and at least one set of stacked disc spring units that provide a high subsequent stiffness increment are mixed and stacked, which makes the overall stiffness of the assembly grow non-linearly with the amount of deformation, and the growth rate increases significantly after reaching a preset threshold, thus realizing adaptive stiffness adjustment.

[0109] It adopts a hybrid superposition structure with "2 pieces paired + 2 pieces stacked" as one module, and a total of 3 modules connected in series.

[0110] Finite element analysis and field measurements revealed that the stiffness curve of this component exhibits significant three-stage nonlinearity:

[0111] Phase 1 (displacement 0-50mm): dominated by mating disc springs with a stiffness of approximately 35kN / mm, providing flexible initial deformation to accommodate daily temperature changes and micro-wind vibrations.

[0112] Phase 2 (displacement 50-150mm): The stacked disc springs gradually come into contact and participate in the work, and the stiffness increases nonlinearly to about 80kN / mm.

[0113] Phase 3 (displacement 150-200mm): All disc springs enter a highly compressed state, and the stiffness rises sharply to over 150kN / mm, providing the final "rigid stop" protection.

[0114] The damping medium 3 is a viscous damping fluid. The throttling orifice on the piston rod 4, with its diameter gradually decreasing from the middle to both ends, connects the two sides of the damping cavity and generates a differentiated throttling effect, thereby achieving adaptive adjustment of the damping force. The connecting nut 8 adopts a double nut structure, supplemented by anti-loosening washers with staggered wedge-shaped teeth on both sides, forming a one-way locking engagement, which greatly improves the reliability of the connection.

[0115] Damping medium 3 is a viscous damping fluid with a base viscosity of 1200 Pa·s, and 3 wt% of surface-modified nano-silica particles are added. This formulation gives the damping fluid excellent anti-settling stability and significant shear thinning characteristics.

[0116] Finally, annular ribs are provided at the connection points between the cylinder barrel 1 and the support baffle as a reinforcing structure. The cross-sectional height is 1.5 to 3 times the wall thickness of the cylinder barrel 1. Whether it is welded or bolted, this design significantly enhances the strength and durability of the connection.

[0117] The core innovation of this embodiment lies in achieving intelligent load-response matching, which is not available in traditional seismic isolation / damping devices, through the collaborative design of the aforementioned specific structures. The difference is mainly reflected in the following three aspects:

[0118] 1. Difference 1: Adaptive stiffness adjustment mechanism (compared to single stiffness or predefined dual stiffness devices)

[0119] Existing technological limitations: Traditional lead-core rubber bearings or ordinary spring dampers have essentially constant stiffness throughout their service life, making it impossible to achieve an optimal balance between small and large deformations. Although bilinear systems have two stiffness levels, the switching point is fixed, making them unable to adapt to the complex and variable seismic motion spectrum.

[0120] The key innovation of this solution lies in the hybrid disc spring assembly. Its continuous nonlinear stiffness curve is not artificially preset, but rather naturally formed by the physical contact state of the mating and overlapping disc springs. This means that the greater the force and displacement experienced by the bridge, the more automatically, continuously, and rapidly the "resistance" stiffness provided by the system increases. This fundamentally resolves the contradiction between "excessive stiffness under minor earthquakes" and "excessive flexibility under major earthquakes," achieving adaptive adjustment of stiffness.

[0121] 2. Difference Two: Synergistic effect of multi-path damping (compared to single piston orifice damping)

[0122] Existing technology drawbacks: The damping force of conventional viscous dampers is almost entirely generated by the throttling orifice on the piston head, with a single path and fixed damping characteristics (such as the exponential α).

[0123] This solution is innovative in that it constructs a triple-coordinated damping path.

[0124] Path A (Gap Shear Flow): The damping fluid is forced to flow in the annular gap between the elastic element and the cylinder, generating viscous shear damping. This path has a fast response and is sensitive to small vibrations.

[0125] Path B (Variable Orifice in Piston Rod): The variable orifice in the piston rod is a key innovation. When the displacement is small, the fluid mainly flows through the middle section with the larger orifice diameter, resulting in moderate damping force. When the displacement increases, the fluid is forced to flow through the two ends with smaller orifice diameters, significantly enhancing the throttling effect and causing the damping force to increase non-linearly. This achieves adaptive adjustment of "damping and displacement linkage".

[0126] Path C (Constraintive Response of Medium): The damping fluid with added nanoparticles has shear-thinning properties. It is more "thin" under high-speed shear (strong shock), which is conducive to the rapid release of energy by the structure; it is more "thick" under low-speed shear, providing considerable static friction and micro-vibration damping.

[0127] Synergistic effect: Under normal light wind vibrations, path A is dominant, providing gentle damping; under minor earthquakes, paths A and B work together to steadily increase the damping force; under major earthquakes, path B takes the lead, generating a large nonlinear damping force to dissipate energy. This multi-path, phased, and adaptive damping generation mechanism is a significant innovative feature that distinguishes this scheme from all single-damping principle devices.

[0128] 3. Difference Three: Integrated reliability design (compared to separate or stacked functional units)

[0129] Existing technical defects: Some "vibration dual control" solutions use spring units and damping units in mechanical series or parallel connection, which has the disadvantages of large size, many interfaces, poor coordination and easy eccentricity.

[0130] This innovative solution integrates the elastic element, damping medium, flow channel, sealing and limiting mechanism into a single cylinder.

[0131] The synchronous key connection ensures that there is no relative sliding between the internal motion units, and the force is transmitted directly.

[0132] The closed damping cavity surrounding the elastic element serves as both a flow channel and a pressure-bearing cavity, resulting in a compact structure.

[0133] Lubricated seals and cushioned limiters solve the engineering challenges of long service life and impact resistance.

[0134] This highly integrated design, with its organically combined internal functions, not only achieves miniaturization but also ensures that stiffness and damping are naturally synchronized and coordinated without delay in physical space and time. It guarantees the effectiveness and reliability of "joint control" from the structural source and represents a substantial design advancement that differs from simple functional combinations.

[0135] In summary, the innovative difference of this technical solution lies in the fact that it is not simply a stacking of components, but rather the construction of a highly integrated passive intelligent system. This system, through the organic integration of the nonlinear stiffness element elastic component 2, the multi-stage adaptive damping channel closed damping cavity and variable throttling orifice, and the integrated sealing pressure-bearing and limiting structure, achieves for the first time within a single passive mechanical device a "vibration-seismic joint control" function, where stiffness and damping parameters can automatically, collaboratively, and continuously change according to the magnitude of external excitation. This effectively solves the technical problem that traditional supports cannot simultaneously consider daily stiffness and seismic energy dissipation, or require complex active control to achieve adaptive adjustment, possessing outstanding substantive characteristics and significant progress.

[0136] This embodiment, without requiring any external sensors, controllers, or moving valves, enables a single device to intelligently adjust its stiffness and damping ratio according to the magnitude of external excitation, achieving full-spectrum coverage from micro-vibration suppression to strong vibration energy dissipation, all through a sophisticated passive mechanical structure.

[0137] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implying the number of indicated technical features. Thus, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0138] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0139] The above description is only a preferred embodiment of the present invention, including but not limited to the specific model selection of components and parameter selection, and is not intended to limit the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A horizontal large-rigidity vibration control assembly for bridge support, comprising a cylinder (1) and a piston rod (4), both left and right ends of the cylinder (1) are installed with support baffle, and a left and right movable piston rod (4) is installed in the cylinder (1). Characterized in that: Both left and right sides of the cylinder (1) are installed with left and right movable end covers (6), the end covers (6) are slidably connected with the piston rod (4) through the inner holes thereof, both left and right sides of the piston rod (4) are installed with connecting nuts (8), the end covers (6) are sleeved on the piston rod (4) and located at the inner side of the connecting nuts (8); An elastic element (2) is installed on the piston rod (4) between the two end covers (6), both ends of the elastic element (2) are respectively abutted with the inner side end faces of the two end covers (6), and the outer diameter of the elastic element (2) is smaller than the inner diameter of the cylinder (1), so that a continuous annular gap is formed between the elastic element (2) and the inner wall of the cylinder (1), an axial gap is formed between the elastic element (2) and the piston rod (4), the annular gap and the axial gap are communicated with each other and jointly form a closed damping cavity surrounding the elastic element (2), and the damping cavity is filled with a damping medium (3); When the piston rod (4) drives the end covers (6) to move left and right, the elastic element (2) is elastically deformed to provide a restoring force, and at the same time, the damping medium (3) is forced to flow in the damping cavity to generate a damping force, forming a rigidity and damping cooperative control mechanism.

2. A horizontally large-stiffness vibration control assembly for a bridge support according to claim 1, wherein The outer peripheral surface of the end cover (6) is slidably connected with the inner wall of the cylinder (1), and the inner peripheral surface of the end cover (6) is slidably connected with the outer peripheral surface of the piston rod (4); a sealing groove is formed on both the outer peripheral surface and the inner peripheral surface of the end cover (6), and a sealing element (5) is installed in the sealing groove, so that the dynamic sealing between the end cover (6) and the cylinder (1) and between the end cover (6) and the piston rod (4) is realized.

3. A horizontally large-stiffness shock control assembly for a bridge bearing according to claim 2, wherein The sealing element (5) is an O-shaped sealing ring, and a lubricating layer composed of polytetrafluoroethylene material is arranged at the bottom of the sealing groove, the lubricating layer is in contact with the sealing element (5) to reduce the friction coefficient and wear in long-term reciprocating motion.

4. A horizontally large-stiffness vibration control assembly for a bridge support according to claim 1, wherein Stop blocks (7) are further installed at both left and right ends of the cylinder (1), the stop blocks (7) are located at the outer side of the end covers (6), and an active gap is left between the inner edge of the stop block (7) and the piston rod (4); when the end cover (6) moves to the preset position of the cylinder (1), the outer side end face of the end cover (6) and the inner side end face of the stop block (7) form a limiting fit, limiting the maximum deformation of the elastic element (2), so as to prevent it from failing due to overload.

5. A horizontally large-stiffness shock control assembly for a bridge bearing as claimed in claim 4, wherein The side of the stop block (7) facing the end cover (6) is provided with a buffer part made of super-elastic high-damping rubber, which is used to absorb the impact force when the end cover (6) contacts the stop block (7) and reduce noise.

6. A horizontally large-stiffness shock control assembly for a bridge bearing as recited in claim 1, wherein, The elastic element (2) is a disc spring assembly, which is composed of a plurality of disc springs stacked in sequence along the axial direction, and the adjacent disc springs form rigid contact, so that the overall rigidity of the disc spring assembly increases nonlinearly with the increase of the deformation.

7. A horizontally large-stiffness shock control assembly for a bridge bearing as claimed in claim 6, wherein The disc spring assembly adopts a mixed superposition structure, and comprises at least one set of a pair of disc spring units and at least one set of a superposed disc spring unit, wherein the pair of disc spring units are composed of two concave and opposite disc springs, and the superposed disc spring unit is composed of two concave and same direction disc springs.

8. A horizontally large-stiffness shock control assembly for a bridge bearing as recited in claim 1, wherein, The damping medium (3) is viscous damping liquid, and the piston rod (4) is provided with a throttle hole communicating both sides of the damping chamber, and the aperture of the throttle hole gradually decreases from the middle to both ends along the axial direction of the piston rod (4).

9. A horizontally large-stiffness shock control assembly for a bridge bearing as recited in claim 1, wherein, The connecting nut (8) is a double nut structure, comprising a main nut and a lock nut, and a lock washer is arranged between the main nut and the end cover (6), and the lock washer is provided with staggered wedge-shaped anti-skid tooth patterns on both sides, which are engaged with the main nut and the end cover (6) to form one-way locking.

10. A horizontally large-stiffness vibration control assembly for a bridge support according to claim 1, wherein The connecting part of the cylinder barrel (1) and the support baffle is provided with a reinforcing structure, the reinforcing structure is an annular rib plate surrounding the outer periphery of the cylinder barrel (1), and the cross-sectional height of the annular rib plate is 1.5 to 3 times the wall thickness of the cylinder barrel (1); when welding is adopted, the welding seam of the cylinder barrel (1) and the support baffle is arranged along the root of the annular rib plate; when bolt connection is adopted, the bolts are uniformly distributed along the circumferential direction of the annular rib plate and penetrate the annular rib plate.

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