Rail transit rubber composite shock absorber

Abstract

The utility model relates to the technical field of rail transit damping devices, and particularly discloses a rail transit rubber composite damper which comprises an upper metal plate, a rubber column and a lower metal plate, the two ends of the rubber column are connected with the upper metal plate and the lower metal plate respectively, and a threaded sleeve is arranged at the bottom of the rubber column. A through hole is formed in the position, corresponding to the threaded sleeve, of the lower metal plate, a plurality of annular mounting grooves are longitudinally distributed in the outer side wall of the rubber column, and a memory alloy wire is arranged in each layer of mounting groove and spirally wound in the axial direction of the rubber column. The multiple layers of memory alloy wires are arranged on the outer side of the rubber column and matched with an adjusting mechanism, the shock absorber can automatically adjust the shock absorption performance according to the train operation working condition, the train operation stability is improved, and the riding comfort of passengers is improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to rail transit damping device technical field, concretely is a rail transit rubber composite shock absorber. BACKGROUND

[0002] In today's rapid development of rail transit, the speed, frequency and load of train operation are increasing, which puts forward higher requirements for rail damping system. The traditional rail transit rubber shock absorber has many problems and is difficult to adapt to complex operating conditions.

[0003] On the one hand, the traditional shock absorber is mostly fixed structure, which cannot adjust the damping performance in real time according to the change of train operation state. The vibration frequency and amplitude generated by train under different conditions such as high-speed driving, low-speed entering station, heavy load and empty load are quite different. For example, high-frequency vibration is generated during high-speed driving, while low-frequency large-amplitude vibration occurs during full-load low-speed climbing. However, the traditional shock absorber cannot respond to these changes, and the damping effect is not good during high-frequency vibration, which causes the track and vehicle parts to bear a large impact and accelerates the wear; during low-frequency large-amplitude vibration, the vibration attenuation is slow due to insufficient damping, which affects the stability of train operation and the comfort of passengers. On the other hand, the rubber column connecting structure of traditional rubber shock absorber has defects. The common connecting method of directly opening internal threads in the rubber column is prone to deformation of internal threads in the rubber column under the long-term vibration and extrusion, and the internal threads may slip. Taking urban subway as an example, due to its short operating line, multiple stations and frequent train starting and stopping, the rubber shock absorber is subjected to complex impact force and vibration. Actual operation data shows that nearly 20% of the internal threads of the rubber shock absorber of some lines are damaged to varying degrees after 6 to 8 months of use, which not only leads to a decrease in damping effect, but also increases maintenance cost and safety hazards. Once the internal threads are damaged, the entire shock absorber often needs to be replaced, causing resource waste.

[0004] In summary, the existing rail transit rubber shock absorber has obvious deficiencies in self-adaptive ability to complex operating conditions and reliability of connecting structure, which seriously restricts the efficient and safe operation of rail transit. UTILITY MODEL CONTENT

[0005] To solve the above problems, the utility model adopts the following technical scheme.

[0006] A rail transit rubber composite shock absorber, comprising an upper metal plate, a rubber column and a lower metal plate, the rubber column is connected with the upper metal plate and the lower metal plate at both ends respectively, a threaded sleeve is arranged at the bottom of the rubber column, a through hole is arranged at the position corresponding to the threaded sleeve of the lower metal plate, a plurality of annular mounting grooves are arranged longitudinally on the outer lateral wall of the rubber column, a memory alloy wire is arranged in each mounting groove, and the memory alloy wire is spirally wound along the axial direction of the rubber column.

[0007] As preferred, the memory alloy wires are tightly wound with a spiral angle of 45°, and the spiral directions of adjacent memory alloy wires are opposite.

[0008] As preferred, the distribution density of the memory alloy wires at the two ends is greater than that of the memory alloy wires at the middle part.

[0009] As preferred, the rubber column is internally provided with a temperature sensor and a stress sensor, and is externally provided with a cylinder, the lower end of the cylinder being in contact with the lower metal plate, and the cylinder being internally provided with heating wires.

[0010] As preferred, the rubber column is internally provided with a temperature sensor and a stress sensor, and is externally provided with a cylinder, the lower end of the cylinder being in contact with the lower metal plate, and the cylinder being internally provided with heating wires.

[0011] As preferred, the upper surface of the lower metal plate is provided with a limiting ring, and the bottom of the rubber column is inserted into the limiting ring.

[0012] As preferred, the threaded sleeve is a multi-layer composite structure, the innermost layer is a stainless steel layer, the middle layer is an elastic material layer, and the outer layer is a plastic protective layer; the thread form of the threaded sleeve is trapezoidal or sawtooth-shaped.

[0013] Compared with the prior art, the utility model has the beneficial effects that:

[0014] The utility model discloses a multi-layer memory alloy wire is arranged on the outside of the rubber column and cooperates with the adjusting mechanism, so that the shock absorber can automatically adjust the damping performance according to the train operation condition. When high-frequency vibration is generated during high-speed driving, the alloy wire makes the rubber column hard, enhances the resistance to high-frequency vibration, reduces the vibration transmission to the track and the vehicle parts, and reduces the part wear. When low-frequency large-amplitude vibration occurs under low-speed heavy load, the alloy wire adjusts the rubber column to be soft, better absorbs and buffers the vibration energy, improves the stability of train operation, and improves the riding comfort of passengers. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 It is the whole structure schematic view of the utility model;

[0016] Figure 2 It is the whole structure sectional view of the utility model;

[0017] Figure 3 It is Figure 2 It is the local schematic view of A place.

[0018] In the figure: 1, the upper metal plate; 2, rubber column; 3, lower metal plate; 4, threaded sleeve; 5, installation groove; 6, memory alloy wire; 7, temperature sensor; 8, stress sensor; 9, cylinder; 10, heating element; 11, microprocessor; 4-1, stainless steel layer; 4-2, elastic material layer; 4-3, plastic protective layer. DETAILED DESCRIPTION

[0019] The technical solutions in the embodiments of the utility model will be clearly and completely described below with reference to the drawings in the embodiments of the utility model; obviously, the described embodiments are only part of the embodiments of the utility model, rather than all the embodiments; based on the embodiments in the utility model, all other embodiments obtained by those skilled in the art without creative labor fall within the protection scope of the utility model.

[0020] In the description of the utility model, it needs to be explained that the orientation or position relationship indicated by the terms 'upper', 'lower', 'inner', 'outer', 'top / bottom end' and the like is the orientation or position relationship based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the utility model and simplifying the description, and therefore cannot be understood as a limitation on the utility model. In addition, the terms 'first','second' are only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0021] In the description of the utility model, it needs to be explained that, unless otherwise explicitly specified and limited, the terms'mounting', 'provided with','sleeved / connected', 'connected' and the like should be understood broadly, for example, 'connected' can be fixed connection, can also be detachable connection, or integrally connected; can be mechanical connection, can also be electrical connection; can be directly connected, can also be indirectly connected through an intermediate medium, can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the utility model can be understood according to the specific circumstances. EMBODIMENT

[0022] As Figures 1-3 shown in the figure, in the embodiment, a rail transit rubber composite shock absorber, comprising an upper metal plate 1, a rubber column 2 and a lower metal plate 3, the rubber column 2 is connected with the upper metal plate 1 and the lower metal plate 3 at both ends respectively, the rubber column 2 is provided with a threaded sleeve 4 at the bottom, the lower metal plate 3 is provided with a through hole corresponding to the position of the threaded sleeve 4, a plurality of annular installation grooves 5 are longitudinally arranged on the outer lateral wall of the rubber column 2, a memory alloy wire 6 is arranged in each installation groove 5, and the memory alloy wire 6 is spirally wound along the axial direction of the rubber column 2. In the embodiment, the upper metal plate 1 and the lower metal plate 3 are made of high-strength steel material, and the rubber column 2 is made of new high-performance rubber material.

[0023] In the embodiment, the memory alloy wire 6 is made of nickel-titanium alloy wire, and is arranged in three layers at equal intervals along the axis of the rubber column 2 and is spirally wound, the included angle between the spiral line and the axis of the rubber column 2 is 45°, the spiral directions of the memory alloy wires 6 of two adjacent layers are opposite, and the distribution density of the memory alloy wires 6 is increased to 5 wires per cubic centimeter in the area close to the upper metal plate 1 and the lower metal plate 3 of the rubber column 2, and is 3 wires per cubic centimeter in the middle part.

[0024] In the embodiment, the rubber column 2 is internally provided with a temperature sensor 7 and a stress sensor 8, the rubber column 2 is externally provided with a cylinder 9, the lower end of the cylinder 9 is in contact with the lower metal plate 3, and the cylinder 9 is internally provided with a heating element 10. The temperature sensor 7, the stress sensor 8 and the heating element 10 are respectively connected with a microprocessor 11. The microprocessor 11 is arranged outside the cylinder 9.

[0025] In the embodiment, the top end of the rubber column 2 is provided with a slot, the upper metal plate 1 is provided with a plug at the position corresponding to the slot, the plug is inserted into the slot, and the plug and the slot are coated with rubber adhesive.

[0026] In the embodiment, the upper surface of the lower metal plate 3 is provided with a limiting ring, and the bottom of the rubber column 2 is inserted into the limiting ring.

[0027] In the embodiment, the threaded sleeve 4 is a multi-layer composite structure, the innermost layer is a stainless steel layer 4-1, the middle layer is a rubber or polyurethane elastic material layer 4-2, and the outer layer is a plastic protective layer 4-3; the thread form of the threaded sleeve 4 is trapezoidal or sawtooth-shaped. The threaded sleeve 4 is manufactured according to the multi-layer composite structure, the stainless steel inner layer is processed first, then the middle elastic layer and the outer plastic protective layer 4-3 are formed by injection molding process, and the optimized thread is processed. The threaded sleeve 4 is connected with the rubber column 2 in the form of interference fit and adhesion. The stainless steel layer 4-1 has high strength and good corrosion resistance, can withstand the large tension and pressure from the connecting bolts and other components, ensures that the threaded sleeve 4 will not be deformed, broken and damaged due to bearing excessive mechanical stress during the operation of the rail transit vehicle, thereby ensuring the stability and reliability of the connection between the shock absorber and the vehicle components. The rubber or polyurethane elastic material has good elasticity and damping performance, can absorb and buffer the vibration and impact energy generated during the operation of the vehicle, reduce the transmission of these energies to other components through the threaded sleeve 4, thereby protecting the connecting components from excessive vibration and impact, prolonging the service life of the components, and also effectively reducing the noise caused by vibration and impact, improving the riding comfort and quietness of the rail transit vehicle. The elastic material can fill the small gap between the threaded sleeve 4 and the bolt, play a good sealing role, prevent impurities such as dust and moisture from entering the connection part, and avoid corrosion and wear of the thread. Its elastic properties can also provide a certain anti-loose function to some extent, when the vehicle generates vibration and shaking during operation, the elastic material will deform to a certain extent, thereby generating a reverse force on the bolt to prevent the bolt from loosening and enhance the stability of the connection. The plastic protective layer 4-3 can provide additional protection for the threaded sleeve 4, which can prevent the threaded sleeve 4 from directly rubbing and colliding with other components, avoid surface scratches and damage, and protect the integrity of the inner layer structure. In some special cases, the plastic protective layer 4-3 also has good insulation performance, which can prevent static electricity accumulation and current conduction.

[0028] The working principle and beneficial effects of the above technical solution are:

[0029] During the train operation, the micro temperature sensor 7 and the stress sensor 8 monitor the temperature and the stress of the rubber column 2 at any time. When the train operation condition changes, for example, the speed increases, the load changes, etc., the stress and the temperature of the rubber column 2 will change accordingly. Once the temperature reaches 40℃ or the stress reaches 5MPa, which is an example threshold value, the actual value can be adjusted according to the requirements, the sensor quickly captures these changes and transmits the signal to the microprocessor 11. After the microprocessor 11 receives the signal, the heating element 10 is immediately started. The heating element 10 performs a slight heating on the shape memory alloy wire 6, which will promote the shape memory alloy wire 6 to restore to the preset shape. Since the alloy wire is distributed in the rubber column 2 in a layered spiral shape, and the spiral directions of the adjacent two layers are opposite, when the alloy wire changes shape, it will generate different direction forces on the surrounding rubber. When the alloy wire is heated to restore the shape, the change of the spiral structure of the alloy wire will generate tensile or compressive stress inside the rubber column 2. These stress changes the microstructure inside the rubber column 2, and then adjusts the elastic modulus and the damping characteristics of the rubber column 2. In the high-frequency vibration condition, the alloy wire increases the elastic modulus of the rubber column 2, and the rubber column 2 becomes harder, which can more effectively resist high-frequency vibration and reduce the transmission of vibration; while in the low-frequency large-amplitude vibration, the alloy wire adjusts the damping characteristics of the rubber column 2, so that it can better absorb and dissipate vibration energy, and enhance the buffering effect on low-frequency large-amplitude vibration.

[0030] The above is only a preferred specific embodiment of the present application; however, the protection scope of the present application is not limited to this. Any skilled person in the art, according to the technical scheme and the improvement concept of the present application, can make equivalent replacement or change within the technical range disclosed by the present application, which should be covered in the protection scope of the present application.

Claims

1. A rail transit rubber composite damper, characterized in that, The application relates to a rubber column, which comprises an upper metal plate (1), a rubber column (2) and a lower metal plate (3), the rubber column (2) is connected with the upper metal plate (1) and the lower metal plate (3) at two ends respectively, a threaded sleeve (4) is arranged at the bottom of the rubber column (2), a through hole is arranged on the lower metal plate (3) corresponding to the position of the threaded sleeve (4), a plurality of annular mounting grooves (5) are arranged on the outer side wall of the rubber column (2) in a longitudinal distribution mode, a memory alloy wire (6) is arranged in each layer of the mounting grooves (5), and the memory alloy wire (6) is spirally wound along the axial direction of the rubber column (2).

2. The rubber composite damper for rail transit according to claim 1, characterized in that, The memory alloy wire (6) is tightly wound at a spiral angle of 45 degrees, and the spiral directions of adjacent memory alloy wires (6) are opposite.

3. The rubber composite damper for rail transit according to claim 2, characterized in that, The distribution density of the memory alloy wires (6) near the upper metal plate (1) and the lower metal plate (3) at two ends is greater than that of the memory alloy wires (6) in the middle part.

4. The rubber composite damper for rail transit according to claim 3, characterized in that, A temperature sensor (7) and a stress sensor (8) are arranged in the rubber column (2), a cylinder (9) is arranged on the outer side of the rubber column (2), the lower end of the cylinder (9) is in contact with the lower metal plate (3), and a heating element (10) is arranged in the cylinder (9).

5. The rubber composite damper for rail transit according to claim 1, characterized in that, A plug groove is arranged at the top end of the rubber column (2), a plug is arranged on the upper metal plate (1) corresponding to the position of the plug groove, and the plug is inserted into the plug groove.

6. The rubber composite damper for rail transit according to claim 1, characterized in that, A limiting ring is arranged on the upper surface of the lower metal plate (3), and the bottom of the rubber column (2) is inserted into the limiting ring.

7. The rubber composite damper for rail transit according to claim 1, characterized in that, The threaded sleeve (4) is a multilayer composite structure, the innermost layer is a stainless steel layer (4-1), the middle layer is an elastic material layer (4-2), and the outer layer is a plastic protective layer (4-3); and the thread tooth type of the threaded sleeve (4) is trapezoidal or sawtooth-shaped.

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