Elastic support for vibration and noise reduction of railway passenger car

Abstract

The utility model relates to the technical field of vibration and noise reduction of railway passenger cars, in particular to an elastic support for vibration and noise reduction of a railway passenger car, which comprises a vibration reduction rubber mat, a first aluminum profile, a vibration reduction sound insulation layer and a second aluminum profile. The vibration reduction and sound insulation layer is located between the first aluminum profile and the second aluminum profile, and the vibration reduction rubber mat is arranged on the upper surface of the first aluminum profile. The vibration reduction and sound insulation layer comprises a polyurethane rubber base body, and a plurality of silencing holes are sequentially formed in the polyurethane rubber base body in the length direction. The shock absorber has the advantages that the shock absorption and sound insulation layer is arranged between the first aluminum profile and the second aluminum profile through the elastic support, the shock absorption and sound insulation layer comprises the polyurethane rubber base body, the strength of polyurethane rubber is far higher than that of common rubber, and the polyurethane rubber has higher fatigue damage resistance, so that the fatigue life of the shock absorber can be remarkably prolonged, and the service life of the shock absorber is prolonged. And the vibration and noise reduction effects are obvious. In addition, kidney-shaped holes are evenly formed in the polyurethane rubber base body, the vibration and noise reduction performance is further improved, and the sound insulation index reaches Rw45.4.

Description

TECHNICAL FIELD

[0001] The utility model relates to rail passenger car vibration and noise reduction technical field especially relates to a rail passenger car vibration and noise reduction elastic support. BACKGROUND

[0002] Due to the increasing demand of rail passenger car industry on the vibration and noise reduction of whole vehicle, all related products are required to improve the vibration and noise reduction performance. The vibration and noise between the wheel and the track will be spread to the passenger room through the elastic support of the wheel, the body bottom framework and the floor, thereby affecting the comfort of riding. Especially when the speed is higher, the noise is larger. The existing elastic support structure used in the train has significant defects. During the operation of the vehicle, the noise under the vehicle is mostly transmitted to the passenger room. This is because the existing product is designed with aluminum profile and ordinary rubber as the main material, and the structure is unreasonable, which not only leads to fast sound propagation speed, but also large static stiffness, thereby seriously affecting the comfort of passengers. SUMMARY

[0003] Therefore, the utility model aims at providing a rail passenger car vibration and noise reduction elastic support. The elastic support uses polyurethane rubber as the main material, which has much higher strength than ordinary rubber and stronger fatigue damage resistance, thereby significantly improving the fatigue life of the damper and the vibration and noise reduction effect. In addition, the waist-shaped holes are uniformly arranged on the polyurethane rubber, thereby further improving the vibration and noise reduction performance.

[0004] To achieve the above-mentioned purpose, the technical scheme of the utility model is as follows: a rail passenger car vibration and noise reduction elastic support, comprising a damping rubber pad, a first aluminum profile, a damping and sound insulation layer and a second aluminum profile; the damping and sound insulation layer is located between the first aluminum profile and the second aluminum profile, and the damping rubber pad is arranged on the upper surface of the first aluminum profile; the damping and sound insulation layer comprises a polyurethane rubber base body, and a plurality of sound absorbing holes are arranged in the length direction of the polyurethane rubber base body.

[0005] Further, the plurality of sound absorbing holes are waist-shaped holes, and the waist-shaped holes are uniformly arranged in the polyurethane rubber base body.

[0006] Further, each waist-shaped hole is sequentially provided with a first center and a second center along the long axis direction thereof; the long axis direction of the waist-shaped hole is consistent with the arrangement direction of the plurality of sound absorbing holes.

[0007] Further, the distance between the second center of each waist-shaped hole and the first center of the waist-shaped hole adjacent to the rear side is greater than or equal to the distance between the first center and the second center of a single waist-shaped hole.

[0008] Further, the tensile strength of the polyurethane rubber base body is greater than or equal to 14.0Mpa; and the compression permanent deformation of the polyurethane rubber base body is less than or equal to 20%.

[0009] Further, the first aluminum profile and the second aluminum profile are structurally identical; the first aluminum profile has a first through hole and a second through hole, and the extension direction of the first through hole is parallel to the extension direction of the second through hole.

[0010] Further, the extension direction of the sound insulation hole is perpendicular to the axial direction of the first through hole.

[0011] Compared with the prior art, the utility model can achieve the following beneficial effects:

[0012] 1) The damping rubber pad is arranged on the upper surface of the first aluminum profile to avoid the direct connection of the first aluminum profile with the wooden floor of the rail passenger car, thereby reducing the transmission of noise.

[0013] 2) The elastic support damping and sound insulation layer of the utility model is composed of a polyurethane rubber base, the strength of the polyurethane rubber is much higher than that of ordinary rubber, and the polyurethane rubber has stronger fatigue damage resistance, thereby significantly improving the fatigue life of the elastic support and achieving obvious damping and noise reduction effects.

[0014] 3) Two first through holes and one second through hole are arranged on the first aluminum profile, two third through holes and a fourth through hole are arranged on the second aluminum profile, and a waist-shaped hole is uniformly arranged on the polyurethane rubber base, so that most of the noise is blocked inside the first through hole 21, the second through hole 22, the third through hole, the fourth through hole and the waist-shaped hole, thereby further improving the damping and noise reduction performance. BRIEF DESCRIPTION OF DRAWINGS

[0015] The accompanying drawings, which form a part of the present application, are used to provide a further understanding of the present application, and the illustrative embodiments of the present application and their description serve the purpose of explaining the present application. The present application is not limited by the accompanying drawings.

[0016] Figure 1 is a structural diagram of an elastic support for damping and noise reduction of a rail passenger car according to an embodiment of the present application;

[0017] Figure 2 is a front view of an elastic support for damping and noise reduction of a rail passenger car according to an embodiment of the present application.

[0018] The reference signs include: 1, a damping rubber pad; 2, a first aluminum profile; 21, a first through hole; 22, a second through hole; 3, a damping and sound insulation layer; 31, a waist-shaped hole; 32, a first center; 33, a second center; 4, a second aluminum profile. DETAILED DESCRIPTION

[0019] In order to make the purpose, technical scheme and advantages of the utility model more clearly, the following will be further described in detail in combination with the drawings and specific embodiments. It should be understood that the specific embodiments described herein are only used to explain the utility model, and do not constitute the limitation of the utility model.

[0020] It should be noted that the embodiments in the utility model and the features in the embodiments can be combined with each other without conflict.

[0021] In the description of the utility model, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the utility model and simplifying the description, and therefore cannot be understood as indicating or implying that the device or element indicated must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the utility model. In addition, the terms "first", "second" and the like are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features limited by "first", "second" and the like can explicitly or implicitly include one or more features. In the description of the utility model, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0022] In the description of the utility model, it should be noted that, unless otherwise specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected, it can be mechanically connected, or it can be electrically connected, it can be directly connected, or indirectly connected through an intermediate medium, it can be the communication between two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood through specific circumstances.

[0023] The utility model will be described in detail below with reference to the drawings and in combination with embodiments.

[0024] As Figure 1 , Figure 2As shown, the utility model embodiment provides a kind of track passenger train vibration reduction and noise reduction elastic support, and elastic support is set between the car body aluminum bottom plate and wood floor of track passenger train.Elastic support includes damping rubber pad 1, first aluminum profile 2, vibration damping sound insulation layer 3 and second aluminum profile 4.Vibration damping sound insulation layer 3 is between first aluminum profile 2 and second aluminum profile 4, and is connected with first aluminum profile 2 and second aluminum profile 4 respectively by vulcanization process.Damping rubber pad 1 is set on the upper surface of first aluminum profile 2 by vulcanization process.Damping rubber pad 1 is set on the upper surface of first aluminum profile 2 to avoid the direct contact connection of first aluminum profile 2 and track passenger train wood floor, and reduce the transmission of noise.

[0025] In the embodiment, damping rubber pad 1 includes two first damping rubber pads and one second damping rubber pad, and the length of the two first damping rubber pads and the second damping rubber pad is equal to the length of first aluminum profile 2 and second aluminum profile 4 respectively.The width of the second damping rubber pad is greater than the width of the first damping rubber pad.The second damping rubber pad is located between the two first damping rubber pads, and the side of each first damping rubber pad away from the second damping rubber pad is flush with the side of the corresponding first aluminum profile 2 or second aluminum profile 4.The length of the two first damping rubber pads and the second damping rubber pad is designed to be equal to the length of first aluminum profile 2 and second aluminum profile 4, and the side of each first damping rubber pad away from the second damping rubber pad is flush with the side of the corresponding first aluminum profile 2 or second aluminum profile 4, mainly to make the periphery of damping rubber pad 1 contact with the wood floor of track passenger train, and the damping effect is better.In other embodiments, damping rubber pad 1 is an integral structure, which can cover the upper surface of first aluminum profile 2.

[0026] First aluminum profile 2 and second aluminum profile 4 have the same structure.Specifically, first aluminum profile 2 has two first through holes 21 and one second through hole 22, the extension direction of the first through hole 21 is parallel to the extension direction of the second through hole 22, and the second through hole 22 is located between the two first through holes 21.Second aluminum profile 4 has two third through holes and one fourth through hole, the extension direction of the third through hole is parallel to the extension direction of the fourth through hole, and the fourth through hole is located between the two third through holes.

[0027] Two first through holes 21 and one second through hole 22 are provided on first aluminum profile 2, and two third through holes and a fourth through hole are provided on second aluminum profile 4, by reducing the volume of first aluminum profile 2 and second aluminum profile 4, thereby reducing the medium of noise propagation.

[0028] Most of the noise is blocked inside the first through hole 21, the second through hole 22, the third through hole and the fourth through hole, greatly reducing the noise transmission rate, thereby achieving the blocking of noise.

[0029] In the embodiment, the two first through holes 21 are square holes with equal side length. The second through hole 22 is a rectangular hole, the length of the long side of the second through hole 22 is greater than the side length of the first through hole 21, and the length of the short side of the second through hole 22 is less than the side length of the first through hole 21. The surface of the first aluminum profile 2 and the second aluminum profile 4 is sandblasted to increase the roughness of the surface, facilitating the bonding of the damping rubber pad 1 and the damping and sound insulation layer 3. Since the first aluminum profile 2 and the second aluminum profile 4 have the same structure, the structure of the second aluminum profile 4 will not be described in detail here.

[0030] The damping and sound insulation layer 3 includes a polyurethane rubber base, and a plurality of sound absorption holes are sequentially arranged in the length direction of the polyurethane rubber base, and the extension direction of the sound absorption holes is perpendicular to the axial direction of the first through hole 21. The plurality of sound absorption holes are all waist-shaped holes 31, and the waist-shaped holes 31 are uniformly arranged in the polyurethane rubber base. The waist-shaped holes 31 reduce the transmission of noise to the first aluminum profile 2.

[0031] Each waist-shaped hole 31 sequentially arranges a first circle center 32 and a second circle center 33 along the long axis direction of the waist-shaped hole 31. The long axis direction of the waist-shaped hole 31 is consistent with the arrangement direction of the plurality of waist-shaped holes 31. In the embodiment, the waist-shaped hole 31 completely penetrates the polyurethane rubber base. In other embodiments, the waist-shaped hole 31 is located inside the polyurethane rubber base.

[0032] Further, the distance between the second circle center 33 of each waist-shaped hole 31 and the first circle center 32 of the waist-shaped hole 31 adjacent to the rear side is greater than or equal to the distance between the first circle center 32 and the second circle center 33 of a single waist-shaped hole 31.

[0033] The length of the waist-shaped hole 31 is mainly determined by the bearing capacity, and the size of the waist-shaped hole is increased as much as possible under the premise of meeting the bearing capacity. In the embodiment, the length of the waist-shaped hole 31 is 16mm-25mm.

[0034] The damping and sound insulation layer 3 is provided with sound absorption holes, which will deform after the elastic support is subjected to pressure, thereby improving the damping effect and buffering effect of the elastic support. The first aluminum profile 2 and the second aluminum profile 4 effectively improve the strength of the elastic support, thereby improving the applicability of the elastic support. At the same time, most of the noise is blocked inside the sound absorption hole, greatly reducing the noise transmission rate, thereby achieving the blocking of the noise.

[0035] Further, the tensile strength of the polyurethane rubber base is ≥14.0Mpa; and the compression permanent deformation of the polyurethane rubber base is ≤20%.

[0036] The thickness of the polyurethane rubber base is determined according to the height of the elastic support installation space and the bearing capacity of the first aluminum profile 2 and the second aluminum profile 4. In the embodiment, the thickness of the polyurethane rubber base is 18mm-25mm.

[0037] The utility model is described below in combination with a specific embodiment.

[0038] The length of the elastic support is 120 mm, the width is 72 mm, and the thickness (height) is 50.7 mm. The vertical compression static stiffness of the elastic support is 900±10% N / mm, the vertical tensile static stiffness is ≥185 N / mm, the longitudinal shear static stiffness is ≥200 N / mm, and the transverse shear static stiffness is ≥200 N / mm. The tensile strength of the polyurethane rubber matrix is ≥14.0 Mpa, and the compression permanent deformation of the polyurethane rubber matrix is ≤20%. The thickness of the damping rubber pad 1 is 0.7 mm. The thickness of the first aluminum profile 2 is 14.5 mm, and the thickness of the second aluminum profile 4 is 13 mm. The thickness of the damping and sound insulation layer 3 is 22.5 mm, the number of the waist-shaped holes 31 is 4, the width of the waist-shaped holes 31 is 8 mm, the distance between the first and second centers 32 and 33 in the waist-shaped hole 31 is 14.13 mm, and the distance between the second center 33 of the waist-shaped hole 31 and the first center 32 of the adjacent waist-shaped hole 31 at the back is 14.3 mm. The sound insulation value of the elastic support is Rw45.4 dB after detection.

[0039] The above specific embodiments do not constitute a limitation on the protection scope of the utility model. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution, and improvement within the spirit and principles of the utility model should be included in the protection scope of the utility model.

Claims

1. An elastic support for vibration reduction and noise reduction in rail passenger vehicles, characterized in that, It includes a vibration damping pad, a first aluminum profile, a vibration damping and sound insulation layer, and a second aluminum profile; the vibration damping and sound insulation layer is located between the first aluminum profile and the second aluminum profile, and the vibration damping pad is disposed on the upper surface of the first aluminum profile; The vibration damping and sound insulation layer includes a polyurethane rubber matrix, and the polyurethane rubber matrix has a plurality of sound-absorbing holes arranged sequentially along its length.

2. The elastic support for vibration reduction and noise reduction of rail passenger vehicles according to claim 1, characterized in that, All of the aforementioned sound-absorbing holes are oblong holes, and the oblong holes are evenly distributed in the polyurethane rubber matrix.

3. The elastic support for vibration reduction and noise reduction of rail passenger vehicles according to claim 2, characterized in that, Each of the waist-shaped holes has a first center and a second center arranged sequentially along its long axis; the long axis of the waist-shaped holes is consistent with the arrangement direction of the plurality of waist-shaped holes.

4. The elastic support for vibration reduction and noise reduction of rail passenger vehicles according to claim 3, characterized in that, The distance between the second center of each of the waist-shaped holes and the first center of the adjacent waist-shaped hole is greater than or equal to the distance between the first center and the second center of a single waist-shaped hole.

5. The elastic support for vibration reduction and noise reduction of rail passenger vehicles according to claim 1, characterized in that, The tensile strength of the polyurethane rubber matrix is ​​≥14.0 MPa; the compression set of the polyurethane rubber matrix is ​​≤20%.

6. The elastic support for vibration reduction and noise reduction of rail passenger vehicles according to claim 1, characterized in that, The first aluminum profile and the second aluminum profile have the same structure; the first aluminum profile has a first through hole and a second through hole, and the extension direction of the first through hole is parallel to the extension direction of the second through hole.

7. The elastic support for vibration reduction and noise reduction of rail passenger vehicles according to claim 6, characterized in that, The extension direction of the silencing hole is perpendicular to the axial direction of the first through hole.

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