Vibration reduction support for rail transit

Abstract

The utility model discloses a vibration reduction support for rail transit, and belongs to the technical field of rail transit. The damping device mainly comprises an upper support and a lower support, the bottom face of the upper support and the lower support are fixedly installed through a damping assembly, and the damping assembly comprises an elastic mechanism and a buffering mechanism; the center between the upper support and the lower support is fixedly installed with the elastic mechanism, the four corners between the upper support and the lower support are respectively provided with a buffer mechanism, the elastic mechanism comprises a supporting rod, a nut and an elastic piece, center holes are formed in the centers of the upper support and the lower support, and the two ends of the supporting rod are inserted into the center holes respectively. According to different vibration frequencies, the multi-layer composite elastic component can absorb high-frequency vibration through the high-elasticity rubber layer, absorb medium-frequency vibration through the viscoelastic material layer and bear low-frequency large-displacement vibration through the low-elasticity polyurethane layer, and full-band efficient vibration reduction is achieved.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, specifically to a vibration damping bearing for rail transit. Background Technology

[0002] Currently, common vibration damping bearings for rail transit mainly use elastic elements such as rubber and springs to achieve vibration damping. These traditional vibration damping bearings can absorb the vibration energy generated by train operation to a certain extent, mitigating the impact between the track and the foundation structure. For example, rubber vibration damping bearings use the elastic deformation of rubber to buffer vibration, while spring vibration damping bearings dissipate energy through the expansion and contraction of springs. They have been widely used in past rail transit construction and have achieved certain vibration damping effects.

[0003] However, with the rapid development of rail transit, train speeds are constantly increasing and passenger capacity is continuously expanding, and existing vibration damping bearings are gradually revealing some technical problems. On the one hand, the vibration damping performance of traditional vibration damping bearings is inadequate when facing complex and varied vibration frequencies. The vibration frequency range generated during train operation is wide, from low-frequency car body swaying to high-frequency wheel-rail friction vibration, and single rubber or spring vibration damping elements cannot comprehensively and effectively cope with vibrations of different frequencies, resulting in a significant reduction in vibration damping effect.

[0004] On the other hand, existing vibration damping bearings have shortcomings in structural design. The layout of elastic elements in some bearings is not reasonable enough, failing to fully utilize the synergistic vibration damping effect of each element. This makes them prone to local stress concentration under large loads or complex vibration conditions, accelerating bearing damage and shortening their service life. In addition, in some special environments, such as high-temperature, humid, or highly corrosive areas, the material properties of traditional vibration damping bearings are easily affected, further reducing their vibration damping effect and durability.

[0005] Therefore, it is necessary to provide a vibration damping bearing for rail transit to solve the above problems.

[0006] It should be noted that the information disclosed in this background section is only for understanding the background technology of this application concept, and therefore may include information that does not constitute prior art. Utility Model Content

[0007] The purpose of this invention is to provide a vibration damping bearing for rail transit to solve the problems mentioned in the background art.

[0008] The technical solution adopted by this application to solve its technical problem is:

[0009] A vibration damping support for rail transit includes an upper support and a lower support. The bottom surface of the upper support is fixedly installed to the lower support via a vibration damping component, which includes an elastic mechanism and a buffer mechanism.

[0010] The elastic mechanism is fixedly installed at the center between the upper and lower supports, and buffer mechanisms are provided at the four corners between the upper and lower supports.

[0011] The elastic mechanism includes a support rod, a nut, and an elastic element. A central hole is provided at the center of the upper and lower supports. The two ends of the support rod are respectively inserted into the central hole, and the two ends of the support rod are connected to the internal threads of the nut. The side wall of the support rod located between the upper and lower supports is sleeved and installed with the elastic element.

[0012] Preferably, the elastic element includes two clamps and three elastic components. The two clamps are arranged in a mirror image. The bottom of each clamp has multiple claws integrally formed, and there are slots between the claws. The three elastic components are arranged vertically and engaged in the slots on the side walls of the two clamps.

[0013] Preferably, after the three elastic components are engaged, a gap groove is provided between the support claw on one of the clamps and the slot on the side wall of the other clamp.

[0014] Preferably, the three elastic components include a low-elasticity polyurethane layer, a viscoelastic material layer, and a high-elasticity rubber layer. Each sidewall of the low-elasticity polyurethane layer, the viscoelastic material layer, and the high-elasticity rubber layer is integrally formed with a support block, and the support block is engaged in a slot on the sidewall of the two clamps.

[0015] Preferably, the top surfaces of the clamp, the low-elasticity polyurethane layer, the viscoelastic material layer, and the high-elasticity rubber layer are all provided with through holes, and the side walls of the support rod are respectively inserted into the through holes.

[0016] Preferably, the buffer mechanism includes a sleeve and a spring, with sleeves integrally formed at the corners of the bottom surface of the upper support and the top surface of the lower support, and the two ends of the spring being inserted into the inside of the sleeve.

[0017] Preferably, the upper bracket and the lower bracket have an arc-shaped structure, and bracket mounting holes are respectively opened on both sides of the upper bracket and the lower bracket, and rubber pads are glued to both sides of the top surface of the upper bracket and both sides of the bottom surface of the lower bracket.

[0018] The beneficial effects of this application are:

[0019] 1. The multi-layered composite elastic component can absorb high-frequency vibrations with a high-elasticity rubber layer, absorb mid-frequency vibrations with a viscoelastic material layer, and withstand low-frequency large-displacement vibrations with a low-elasticity polyurethane layer, depending on the vibration frequency, thus achieving efficient vibration reduction across the entire frequency band.

[0020] 2. The multi-directional vibration reduction layout, namely the coordinated work of the central elastic mechanism and the corner buffer mechanism, enables the support to play an effective role in different positions and under different vibration conditions, avoiding stress concentration and improving the overall stability and durability. At the same time, the cooperation between the upper and lower arched supports and the rubber pads not only enhances the load-bearing capacity of the support, but also further reduces the transmission of vibration at the installation interface.

[0021] In addition to the purposes, features, and advantages described above, this application has other purposes, features, and advantages. A further detailed description of this application will be provided below with reference to the figures. Attached Figure Description

[0022] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0023] Figure 1 This is an overall schematic diagram of a vibration damping support for rail transit according to the present invention.

[0024] Figure 2 This is an exploded structural diagram of the vibration damping support of this utility model;

[0025] Figure 3 This is a schematic diagram of the elastic mechanism structure of this utility model;

[0026] Figure 4 This is a schematic diagram of the elastic element structure of this utility model.

[0027] The following are the labeling elements in the figure:

[0028] 1. Upper support; 2. Lower support; 3. Sleeve; 4. Spring;

[0029] 5. Elastic mechanism; 51. Support rod; 52. Nut; 54. Elastic element; 541. Clamp; 542. Slot; 543. Support claw; 544. Through hole; 545. Low-elasticity polyurethane layer; 546. Viscoelastic material layer; 547. High-elasticity rubber layer; 548. Gap groove;

[0030] 6. Rubber pad;

[0031] 7. Center hole;

[0032] 8. Bracket mounting holes. Detailed Implementation

[0033] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0034] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application.

[0035] Please see Figure 1-4 The embodiments provided by this utility model are as follows:

[0036] A vibration damping support for rail transit includes an upper support 1 and a lower support 2. The bottom surface of the upper support 1 is fixedly installed to the lower support 2 through a vibration damping component. The upper support 1 and the lower support 2 serve as the main load-bearing structures, connecting the entire vibration damping support between relevant components of the rail transit system (such as tracks and foundation structures). The vibration damping component includes an elastic mechanism 5 and a buffer mechanism.

[0037] The elastic mechanism 5 is fixedly installed at the center between the upper support 1 and the lower support 2. Buffer mechanisms are installed at the four corners between the upper support 1 and the lower support 2, dividing the vibration reduction function into zones. The elastic mechanism 5 at the center is mainly responsible for bearing the large vertical load and the generated vibration, using its elastic properties to absorb and disperse vibration energy. The buffer mechanisms at the four corners assist the elastic mechanism 5, buffering vibration from different positions to form a multi-directional vibration reduction effect. When the rail transit vibrates, the central elastic mechanism 5 deforms first, followed by the buffer mechanisms at the corners working together to dissipate the vibration energy.

[0038] The elastic mechanism 5 includes a support rod 51, a nut 52, and an elastic element 54. A central hole 7 is provided at the center of the upper bracket 1 and the lower bracket 2. The two ends of the support rod 51 are respectively inserted into the central hole 7, and the two ends of the support rod 51 are connected to the internal threads of the nut 52. The side wall of the support rod 51 located between the upper bracket 1 and the lower bracket 2 is sleeved and installed with the elastic element 54.

[0039] The support rod 51 is inserted into the center holes 7 of the upper bracket 1 and the lower bracket 2 at both ends and threadedly connected to the nut 52. It serves to position and transfer the load, transferring the load borne by the upper bracket 1 to the lower bracket 2. Simultaneously, the nut 52 can adjust the installation tightness and position of the support rod 51. An elastic element 54 is sleeved on the support rod 51. When subjected to vibration, the elastic element 54 can deform along the axial direction of the support rod 51, converting vibration energy into elastic potential energy, thereby achieving a vibration damping effect.

[0040] Specifically, the elastic element 54 includes two clamps 541 and three elastic components. The two clamps 541 are mirror images of each other. Multiple support claws 543 are integrally formed on the bottom of each clamp 541, and slots 542 are provided between the support claws 543. The three elastic components are vertically arranged and engaged in the slots 542 on the side walls of the two clamps 541. The two clamps 541 provide mounting positions and support for the elastic components, and the slots 542 on the support claws 543 are used to clamp the elastic components. The three elastic components are vertically arranged, and when subjected to vibration, they will undergo relative deformation within the slots 542. The gap groove 548 prevents interference between the clamps 541 and provides a certain deformation space for the elastic components when they deform, preventing damage due to excessive compression between the components.

[0041] It is worth noting that after the three elastic components are engaged between the two clamps 541, a gap groove 548 is provided between the support claw 543 on one clamp 541 and the slot 542 on the side wall of the other clamp 541. The gap groove 548 provides a margin for the deformation of the elastic components, which helps to improve the service life and vibration reduction effect of the elastic components.

[0042] The three elastic components include a low-elasticity polyurethane layer 545, a viscoelastic material layer 546, and a high-elasticity rubber layer 547. Each sidewall of the low-elasticity polyurethane layer 545, viscoelastic material layer 546, and high-elasticity rubber layer 547 is integrally formed with a support block. These support blocks are engaged in slots 542 on the sidewalls of two clamping seats 541. The top surfaces of the clamping seats 541, the low-elasticity polyurethane layer 545, the viscoelastic material layer 546, and the high-elasticity rubber layer 547 are all provided with through holes 544. The sidewalls of the support rods 51 are respectively inserted into the through holes 544. The low-elasticity polyurethane layer 545, the viscoelastic material layer 546, and the high-elasticity rubber layer 547, with different elastic moduli, are arranged sequentially. When vibration is transmitted to the elastic components, the materials with different elastic properties will play their respective roles according to the vibration frequency. The high-elasticity rubber layer 547 can absorb high-frequency vibrations, the viscoelastic material layer 546 can absorb mid-frequency vibrations, and the low-elasticity polyurethane layer 545 can withstand low-frequency large-displacement vibrations. The support block engages in the slot 542, enabling the elastic component to deform stably without lateral displacement when subjected to axial force. The support rod 51 passes through the through hole 544, ensuring the overall positioning of the elastic component and guiding its axial deformation.

[0043] The buffer mechanism includes a sleeve 3 and a spring 4. The bottom surface of the upper support 1 and the top surface of the lower support 2 are integrally formed with sleeves 3 at their corners. The two ends of the spring 4 are respectively inserted into the inside of the sleeve 3. When subjected to vibration, the upper support 1 and the lower support 2 will generate relative displacement at the corners. The spring 4 inside the sleeve 3 will be compressed or stretched, converting the vibration energy into the elastic potential energy of the spring 4, thereby playing a role in buffering and damping. The buffer mechanism composed of the spring 4 and the sleeve 3 can provide additional damping capacity at the four corners. In conjunction with the elastic mechanism 5 at the center, it improves the buffering capacity of the entire vibration damping support. At the same time, it distributes the vibration energy in different directions, avoids stress concentration, and helps to improve the stability and durability of the entire vibration damping support.

[0044] The upper support 1 and the lower support 2 have an arc-shaped structure. The arc-shaped structure of the upper support 1 and the lower support 2 can better bear the load of rail transit. Its shape helps to disperse pressure and may also have a certain elastic deformation capacity, which can help reduce vibration to a certain extent. The upper support 1 and the lower support 2 are respectively provided with support mounting holes 8 on both sides. Rubber pads 6 are glued to both sides of the top surface of the upper support 1 and both sides of the bottom surface of the lower support 2. The rubber pads 6 can further increase the friction to ensure the firmness of the installation. On the other hand, they can also play a certain role in buffering and vibration reduction at the installation interface, reducing the transmission of vibration.

[0045] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A damping support for rail transport, comprising an upper bracket (1) and a lower bracket (2), the bottom surface of the upper bracket (1) being fixedly mounted with the lower bracket (2) by means of a damping assembly, characterized in that: The damping assembly comprises an elastic mechanism (5) and a buffer mechanism; The elastic mechanism (5) is fixedly installed at the center between the upper support (1) and the lower support (2), and the buffer mechanism is arranged at four corners between the upper support (1) and the lower support (2) respectively; The elastic mechanism (5) comprises a support rod (51), a nut (52) and an elastic piece (54), a center hole (7) is formed at the center of the upper support (1) and the lower support (2), both ends of the support rod (51) are inserted into the center hole (7) respectively, and the both ends of the support rod (51) are screwed with the nut (52) internally, and the side wall of the support rod (51) between the upper support (1) and the lower support (2) is sleeved with the elastic piece (54).

2. A damping support for rail transit according to claim 1, characterized in that: The elastic piece (54) comprises two clamping seats (541) and three elastic components, the two clamping seats (541) are mirror arranged, a plurality of supporting claws (543) are integrally formed at the bottom of the clamping seat (541), a clamping groove (542) is arranged between the supporting claws (543), and the three elastic components are vertically arranged and clamped in the clamping grooves (542) on the side walls of the two clamping seats (541).

3. A damping support for rail transit according to claim 2, characterized in that: A gap groove (548) is arranged between the supporting claws (543) on one clamping seat (541) and the clamping grooves (542) on the side wall of the other clamping seat (541) after the three elastic components are clamped.

4. A damping support for rail transit according to claim 3, characterized in that: The three elastic components comprise a low-elasticity polyurethane layer (545), a viscoelastic material layer (546) and a high-elasticity rubber layer (547), and a supporting block is integrally formed on each side wall of the low-elasticity polyurethane layer (545), the viscoelastic material layer (546) and the high-elasticity rubber layer (547), and the supporting block is clamped in the clamping groove (542) on the side wall of the two clamping seats (541).

5. A damping support for rail transit according to claim 4, characterized in that: Through holes (544) are formed in the top surfaces of the clamping seat (541), the low-elasticity polyurethane layer (545), the viscoelastic material layer (546) and the high-elasticity rubber layer (547), and the side walls of the support rod (51) are inserted into the through holes (544) respectively.

6. A damping support for rail transit according to claim 1, characterized in that: The buffer mechanism comprises a sleeve (3) and a spring (4), the sleeve (3) is integrally formed at the corner of the bottom surface of the upper support (1) and the top surface of the lower support (2) respectively, and the both ends of the spring (4) are inserted into the interior of the sleeve (3) respectively.

7. A damping support for rail transit according to claim 1, characterized in that: The upper support (1) and the lower support (2) are in an arc structure, support mounting holes (8) are formed at the two sides of the upper support (1) and the lower support (2) respectively, and rubber pads (6) are bonded on the top surface of the upper support (1) and the bottom surface of the lower support (2) respectively.

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