Rail transit shock absorber assisting in noise reduction

Abstract

The utility model discloses a rail transit shock absorber assisting in noise reduction, and relates to the technical field of rail transit, the rail transit shock absorber comprises a main shock absorption frame and hydraulic shock absorption columns, the hydraulic shock absorption columns are vertically installed at the left end and the right end of the interior of the main shock absorption frame, and a noise reduction column is installed in the middle of the main shock absorption frame; and the front side and the rear side of the main damping frame are connected with stabilizing frames. According to the rail transit shock absorber capable of assisting in noise reduction, the main shock absorption frame is made of damping alloy materials, the structural strength of the whole device is ensured, meanwhile, the good shock absorption and noise reduction effects can be achieved by means of the characteristics of the materials, and therefore vibration and noise generated by structural contact between a rail and wheels can be reduced; and the noise reduction columns and the stabilizing frames can further guarantee the supporting performance and stability between the structures and can assist the main damping frame in absorbing and relieving vibration and noise afterwaves, and therefore the noise reduction and damping effects of the whole device are guaranteed to the maximum degree.

Description

Technical Field

[0001] The utility model relates to the technical field of rail transit, and particularly relates to a rail transit shock absorber for auxiliary noise reduction. Background Art

[0002] Rail transit is a transportation system in which operating vehicles need to run on specific tracks. This transportation system includes not only long-distance land transportation but also is widely used in medium and short-distance urban public transportation. Common types of rail transit include traditional railways, subways, light rails, and trams. In addition, there are also new types of rail transit such as maglev track systems, monorail systems, and automated people movers;

[0003] Among them, in the construction and laying of track work, rail transit shock absorbers, that is, rail shock absorbers, are often used. The main function of rail shock absorbers is to reduce rail vibration and noise, and improve the safety and comfort of railway operation. They are usually installed under or beside the rails, and reduce the impact of vibration on the surrounding environment and buildings by absorbing and dispersing vibration energy.

[0004] Due to the characteristics of its material and structure, although the conventional rail transit shock absorber can provide the best shock absorption and buffering effect during use, it also generates a certain amount of noise due to the friction and collision between structures during shock absorption. Therefore, it is difficult to achieve a good noise reduction effect while assisting in rail transit shock absorption.

[0005] Therefore, in view of this, research and improvement are carried out on the existing structure and deficiencies, and a rail transit shock absorber for auxiliary noise reduction is proposed. Summary of the Utility Model

[0006] The purpose of the utility model is to provide a rail transit shock absorber for auxiliary noise reduction to solve the problems raised in the above background art.

[0007] To achieve the above purpose, the utility model provides the following technical solution: A rail transit shock absorber for auxiliary noise reduction, including a main shock absorber frame and hydraulic shock absorber columns. Hydraulic shock absorber columns are vertically installed at both the left and right ends inside the main shock absorber frame, a sound-absorbing column is installed in the middle of the main shock absorber frame, and stabilizing frames are connected to both the front and back sides of the main shock absorber frame. The main shock absorber frame includes an upper support plate, a sound-absorbing plate, a lower support plate, and a limiting column. A sound-absorbing plate is horizontally arranged directly below the upper support plate, a lower support plate is arranged directly below the sound-absorbing plate, and a limiting column is vertically installed in the middle between the upper support plate and the lower support plate.

[0008] Furthermore, the structures between the upper support plate and the lower support plate are the same, and the upper end of the limiting column is fixed to the bottom of the upper support plate.

[0009] Furthermore, the lower end of the limiting post vertically penetrates through the lower support plate, and the limiting post is slidably connected to the lower support plate.

[0010] Furthermore, the limiting posts vertically penetrate through the middle ends of both sides of the sound insulation board symmetrically from left to right, and the hydraulic shock-absorbing columns vertically penetrate through the front and back sides of one end of the sound insulation board.

[0011] Furthermore, the sound insulation post includes a damping support post, a sound insulation pile, and a buffer post. The damping support post is connected with the sound insulation piles at both the upper and lower ends, and a buffer post is vertically installed on the side of the sound insulation pile away from the main shock-absorbing frame.

[0012] Furthermore, the damping support posts are symmetrically arranged between the upper and lower sound insulation piles from left to right, and the damping support post has the same structure as the buffer post.

[0013] Furthermore, the stabilizing frame includes a base, a rubber pile, and a connecting pile. The rubber piles are vertically installed at both the left and right ends of the base, and the connecting pile is connected to the top of the rubber pile.

[0014] Furthermore, the rubber pile itself adopts a telescopic structure, and the rubber pile and the connecting pile are fixedly connected. Moreover, the side of the connecting pile away from the rubber pile is fixedly connected to the side of the upper support plate.

[0015] The utility model provides a rail transit shock absorber for auxiliary noise reduction, which has the following beneficial effects:

[0016] 1. In the utility model, through the structural arrangement of the main shock-absorbing frame, the upper support plate, the sound insulation board, the lower support plate, and the limiting posts are all made of damping alloy material. By utilizing the material characteristics of the damping alloy, the vibration and noise generated by the mutual friction between the wheels and the track are absorbed and alleviated to the greatest extent, thereby playing an effective role in noise reduction and shock absorption. In addition, the use of the damping alloy enables the strength and support of the entire structure to be effectively guaranteed, ensuring that the overall structure can have a sufficient service life. By fixing the limiting posts at the bottom of the upper support plate and making them vertically penetrate through the sound insulation board and the lower support plate, with this structure, it can not only ensure the up-and-down structural compression mobility between the upper support plate and the lower support plate, but also, to the greatest extent, avoid the problem of structural dislocation and offset when the entire device is subjected to a horizontal reverse force, playing a role in strengthening and stabilizing the structure.

[0017] 2. In this utility model, sound-absorbing columns are symmetrically installed at the middle part of the main shock absorber successively. The sound-absorbing piles connected to the upper and lower ends of the damping support columns are respectively fixed to one side of the bottom of the upper support plate and one side of the top of the lower support plate. At the same time, with the structural support of the sound-absorbing piles and the buffer columns, the sound waves and vibrations transmitted to the surface of the entire main shock absorber can be effectively absorbed and reduced in a decentralized manner. In addition, since the stabilizing frame is fixedly connected to the front and rear sides of the main shock absorber, the rubber piles with telescopic structures cooperate with the connecting piles, which can not only provide a certain degree of shielding protection for the hydraulic shock absorber, but also will not cause structural interference to the structural mobility of the entire device, and can also assist the entire device structure to absorb and reduce external sound waves and vibrations, thereby ensuring the noise reduction and shock absorption effect of the entire device. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 FIG. is a schematic side view structure of the body of a rail transit shock absorber with auxiliary noise reduction according to this utility model;

[0019] Figure 2 FIG. is a schematic structure diagram of the main shock absorber of a rail transit shock absorber with auxiliary noise reduction according to this utility model;

[0020] Figure 3 FIG. is a schematic three-dimensional structure diagram of the sound-absorbing column of a rail transit shock absorber with auxiliary noise reduction according to this utility model;

[0021] Figure 4 FIG. is a schematic three-dimensional structure diagram of the stabilizing frame of a rail transit shock absorber with auxiliary noise reduction according to this utility model.

[0022] In the figure: 1. Main shock absorber; 101. Upper support plate; 102. Sound-absorbing plate; 103. Lower support plate; 104. Limit column; 2. Hydraulic shock absorber; 3. Sound-absorbing column; 301. Damping support column; 302. Sound-absorbing pile; 303. Buffer column; 4. Stabilizing frame; 401. Base; 402. Rubber pile; 403. Connecting pile. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0023] The following further describes the embodiments of this utility model in detail with reference to the drawings and examples. The following examples are used to illustrate this utility model, but cannot be used to limit the scope of this utility model.

[0024] As Figures 1 to 4As shown in the figure, a rail transit shock absorber for auxiliary noise reduction includes a main shock absorber frame 1 and a hydraulic shock absorber column 2. Hydraulic shock absorber columns 2 are vertically installed at both the left and right ends inside the main shock absorber frame 1, and a sound-absorbing column 3 is installed in the middle of the main shock absorber frame 1. Moreover, stabilizing frames 4 are connected to both the front and rear sides of the main shock absorber frame 1. The main shock absorber frame 1 includes an upper support plate 101, a sound-absorbing plate 102, a lower support plate 103, and a limiting column 104. A sound-absorbing plate 102 is horizontally arranged directly below the upper support plate 101, and a lower support plate 103 is arranged directly below the sound-absorbing plate 102. Moreover, a limiting column 104 is vertically installed in the middle between the upper support plate 101 and the lower support plate 103. The structures between the upper support plate 101 and the lower support plate 103 are the same. The upper end of the limiting column 104 is fixed to the bottom of the upper support plate 101. The lower end of the limiting column 104 vertically penetrates the lower support plate 103, and the limiting column 104 is slidably connected to the lower support plate 103. The limiting column 104 vertically penetrates both ends of the middle of the sound-absorbing plate 102 symmetrically from left to right, and the hydraulic shock absorber column 2 vertically penetrates the front and rear sides of one end of the sound-absorbing plate 102. Among them, the upper support plate 101, the sound-absorbing plate 102, the lower support plate 103, and the limiting column 104 are all made of damping alloy material. Utilizing the material characteristics of the damping alloy, the vibrations and noises generated by the mutual friction between the wheels and the track are absorbed and alleviated to the greatest extent.

[0025] As Figures 1 to 4 shown in the figure, the sound-absorbing column 3 includes a damping support column 301, a sound-absorbing pile 302, and a buffer column 303. Sound-absorbing piles 302 are connected to both the upper and lower ends of the damping support column 301, and a buffer column 303 is vertically installed on the side of the sound-absorbing pile 302 away from the main shock absorber frame 1. The damping support columns 301 are symmetrically arranged left and right between the upper and lower sound-absorbing piles 302, and the damping support column 301 has the same structure as the buffer column 303. The stabilizing frame 4 includes a base 401, a rubber pile 402, and a connecting pile 403. Rubber piles 402 are vertically installed at both the left and right ends of the base 401, and a connecting pile 403 is connected to the top of the rubber pile 402. The rubber pile 402 itself has a telescopic structure, and the rubber pile 402 and the connecting pile 403 are fixedly connected. Moreover, the side of the connecting pile 403 away from the rubber pile 402 is fixedly connected to the side of the upper support plate 101. Among them, the sound-absorbing piles 302 connected to both the upper and lower ends of the damping support column 301 are respectively fixed to one side of the bottom of the upper support plate 101 and fixed to one side of the top of the lower support plate 103. At the same time, with the structural support of the sound-absorbing pile 302 and the buffer column 303, and the setting of the stabilizing frame 4, the sound waves and vibrations transmitted to the entire surface of the main shock absorber frame 1 can be effectively absorbed and dispersed in a decentralized manner.

[0026] In summary, as Figures 1 to 4As shown, when the auxiliary noise-reducing rail transit shock absorber is in use, when external forces and sound waves are transmitted to the surface of the main shock absorber frame 1, they will first be absorbed and reduced once by the upper support plate 101, and then the remaining sound waves and vibrations will be transmitted to the sound-absorbing plate 102 and the lower support plate 103 through the limit posts 104 for further absorption and reduction;

[0027] At the same time, the hydraulic shock-absorbing columns 2 on the left and right sides inside the main shock absorber frame 1, as well as the damping support column 301 and the buffer column 303 fixed to the middle of the main shock absorber frame 1 by the sound-absorbing piles 302, will undergo structural contraction under the influence of the vibration force, and at this time, the vibration transmitted here will be possibly reduced;

[0028] At the same time, the stabilizing frames 4 connected to the front and rear sides of the main shock absorber frame 1 by the connecting piles 403 and the bases 401 will also absorb vibrations and sound waves synchronously, and under the structural expansion and contraction of the rubber piles 402, the remaining waves will be absorbed and reduced to the greatest extent, thereby playing a good role in noise reduction and buffering.

[0029] The embodiments of the present invention are given for purposes of illustration and description, and are not exhaustive or limit the present invention to the disclosed form. Many modifications and variations are obvious to those of ordinary skill in the art. The embodiments are chosen and described in order to better illustrate the principles and practical applications of the present invention, and to enable those of ordinary skill in the art to understand the present invention and thus design various embodiments with various modifications suitable for specific purposes.

Claims

1. A rail transit shock absorber for auxiliary noise reduction, comprising a main shock absorber frame (1) and a hydraulic shock absorber column (2), characterized in that: Hydraulic shock-absorbing columns (2) are vertically installed at both the left and right ends inside the main shock-absorbing frame (1). A sound-absorbing column (3) is installed in the middle of the main shock-absorbing frame (1). Stable frames (4) are connected to both the front and rear sides of the main shock-absorbing frame (1). The main shock-absorbing frame (1) includes an upper support plate (101), a sound-absorbing plate (102), a lower support plate (103), and a limiting column (104). A sound-absorbing plate (102) is horizontally arranged directly below the upper support plate (101). A lower support plate (103) is arranged directly below the sound-absorbing plate (102). A limiting column (104) is vertically installed in the middle between the upper support plate (101) and the lower support plate (103).

2. The auxiliary noise-reducing rail transit shock absorber according to claim 1, wherein, The structures between the upper support plate (101) and the lower support plate (103) are the same, and the upper end of the limiting column (104) is fixed to the bottom of the upper support plate (101).

3. An auxiliary noise-reducing rail transit shock absorber according to claim 1, characterized in that, The lower end of the limiting column (104) vertically penetrates through the lower support plate (103), and the limiting column (104) is slidably connected to the lower support plate (103).

4. An auxiliary noise-reducing rail transit shock absorber according to claim 1, characterized in that, The limiting column (104) symmetrically penetrates through the middle of both ends of the sound-absorbing plate (102) vertically, and the hydraulic shock-absorbing column (2) vertically penetrates through the front and rear sides of one end of the sound-absorbing plate (102).

5. An auxiliary noise-reducing rail transit shock absorber according to claim 1, characterized in that, The sound-absorbing column (3) includes a damping support column (301), a sound-absorbing pile (302), and a buffer column (303). Sound-absorbing piles (302) are connected to both the upper and lower ends of the damping support column (301). A buffer column (303) is vertically installed on the side of the sound-absorbing pile (302) away from the main shock-absorbing frame (1).

6. An auxiliary noise-reducing rail transit shock absorber according to claim 5, characterized in that, The damping support columns (301) are symmetrically arranged between the upper and lower sound-absorbing piles (302), and the damping support column (301) has the same structure as the buffer column (303).

7. An auxiliary noise-reducing rail transit shock absorber according to claim 1, characterized in that, The stable frame (4) includes a base (401), a rubber pile (402), and a connecting pile (403). Rubber piles (402) are vertically installed at both the left and right ends of the base (401). A connecting pile (403) is connected to the top of the rubber pile (402).

8. An auxiliary noise reduction rail transit shock absorber according to claim 7, characterized in that, The rubber pile (402) itself adopts a telescopic structure, and the rubber pile (402) is fixedly connected to the connecting pile (403). The side of the connecting pile (403) away from the rubber pile (402) is fixedly connected to the side of the upper support plate (101).

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