Weak transverse rigidity vehicle-bridge coupling vibration damping device

Abstract

The utility model discloses a weak lateral stiffness vehicle-bridge coupling vibration damping device which comprises a plurality of vibration damping mechanisms arranged between two track beams, a plurality of steel cross beams are arranged between every two adjacent vibration damping mechanisms, each vibration damping mechanism comprises a support, a hydraulic damper, a spring and a positioning pipe, the positioning pipes are fixed on the track beams, and the hydraulic dampers are arranged on the support. The support is connected with the positioning pipe in a sliding mode, the two ends of the hydraulic damper located in the positioning pipe are connected with the support and the track beam respectively, and the hydraulic damper is sleeved with a spring. Compared with the prior art, on the basis of the design of the emergency channel, the damping mechanism serves as a part of the emergency channel, the damping effect is achieved while the requirement of the emergency channel is met, meanwhile, the damping mechanism plays a strong connection role for the track beams on the two sides, the safety of the structure is guaranteed, and the running safety and comfort of a vehicle are improved. Compared with a traditional emergency channel design, laying of steel longitudinal beams is omitted, and the material consumption is reduced.

Description

Technical Field

[0001] This utility model relates to the field of vibration reduction device technology, and in particular to a vibration reduction device for vehicle-bridge coupling with weak lateral stiffness. Background Technology

[0002] Straddle-type monorails and suspended monorails, as medium-capacity urban rail transit systems, possess technical characteristics such as low noise, strong climbing ability (maximum gradient up to 10%), and small turning radius (less than 50 meters). Their unique design, employing rubber tires straddling a single track beam, combines flexible layout capabilities with environmental advantages, adapting to complex terrain and reducing urban ground space occupation. Due to the special characteristics of the straddle-type monorail track beam—its narrow and high beam has low horizontal stiffness—it is highly sensitive to vehicle-bridge coupled vibrations. Furthermore, the narrow beam width prevents the installation of traditional dampers. Therefore, solutions to improve ride comfort focus on increasing the track beam stiffness. (See attached diagram) Figure 1 One current solution is to lay steel longitudinal beams and steel transverse beams in the emergency passage between the double-track beams to improve the rigidity of the track beams, which results in a waste of materials. Utility Model Content

[0003] (a) Technical problems to be solved

[0004] Based on this, this utility model proposes a vehicle-bridge coupled vibration reduction device with weak lateral stiffness to solve the problem of material waste caused by laying steel longitudinal beams and steel cross beams in emergency passages to increase the stiffness of track beams in the existing technology.

[0005] (II) Technical Solution

[0006] To overcome or at least partially solve the above problems, this utility model provides a weak lateral stiffness vehicle-bridge coupled vibration damping device, including multiple damping mechanisms disposed between two track beams, with multiple steel crossbeams between two adjacent damping mechanisms. Each damping mechanism includes a bracket, a hydraulic damper, a spring, and a positioning tube. The positioning tube is fixed on the track beam, and the bracket is slidably connected to the positioning tube. The two ends of the hydraulic damper located inside the positioning tube are respectively connected to the bracket and the track beam, and a spring is sleeved on the hydraulic damper.

[0007] Preferably, a bearing is provided between the bracket and the positioning tube.

[0008] Preferably, a sealing ring is provided inside the positioning tube, and the sealing ring is located at the end of the bearing away from the hydraulic damper.

[0009] Preferably, an installation plate is pre-embedded in the track beam, the positioning tube is fixedly connected to the installation plate, and both the spring and the hydraulic damper are connected to the installation plate.

[0010] Preferably, two hydraulic dampers are distributed between one end of the support and the track beam, and the two hydraulic dampers at the same end of the support are horizontally distributed.

[0011] Preferably, there are multiple sets of bearings between the sealing ring and the hydraulic damper.

[0012] Preferably, the bracket includes two transverse connecting tubes, and at least one longitudinal connecting tube is fixed between the two transverse connecting tubes. The two ends of the transverse connecting tubes are slidably connected to two positioning tubes respectively.

[0013] Preferably, a travel panel is laid on top of the steel beam and the support.

[0014] (III) Beneficial Effects

[0015] The low lateral stiffness vehicle-bridge coupled vibration reduction device of this utility model has the following advantages: Based on the design of an emergency passage, this utility model integrates the vibration reduction mechanism as part of the emergency passage, achieving vibration reduction while meeting the requirements of the emergency passage. Simultaneously, the vibration reduction mechanism acts as a strong connection between the track beams on both sides, ensuring structural safety and improving vehicle operation safety and comfort. Compared to traditional emergency passage designs, it eliminates the need for steel longitudinal beams, reducing material usage. Attached Figure Description

[0016] The features and advantages of this utility model will be more clearly understood by referring to the accompanying drawings. The drawings are schematic and should not be construed as limiting the utility model in any way. In the drawings:

[0017] Figure 1 This is a schematic diagram of the existing technology;

[0018] Figure 2 This is a top view of the present invention;

[0019] Figure 3 This is the left view of the present invention;

[0020] Figure 4 This is a schematic diagram of the vibration reduction mechanism of this utility model.

[0021] Explanation of reference numerals in the attached figures:

[0022] 1. Track beam, 2. Vibration damping mechanism, 3. Steel crossbeam, 4. Mounting plate, 5. Traveling panel, 6. Steel longitudinal beam, 21. Bracket, 22. Hydraulic damper, 23. Positioning tube, 24. Spring, 211. Transverse connecting tube, 25. Bearing, 26. Sealing ring, 212. Longitudinal connecting tube. Detailed Implementation

[0023] To make the above-mentioned objectives, features, and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a full understanding of this utility model. However, this utility model can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this utility model. Therefore, this utility model is not limited to the specific embodiments disclosed below.

[0024] See attached document Figure 2 This embodiment provides a weak lateral stiffness vehicle-bridge coupled vibration damping device, including multiple damping mechanisms 2 disposed between two track beams 1, and multiple steel crossbeams 3 disposed between two adjacent damping mechanisms 2. The two ends of the steel crossbeams 3 are respectively fixed to the track beams 1. (Refer to the attached figure) Figure 3 The vibration damping mechanism 2 includes a bracket 21, a hydraulic damper 22, and a positioning tube 23. The positioning tube 23 is fixed to the track beam 1, and the bracket 21 is slidably connected to the positioning tube 23. The two ends of the hydraulic damper 22, located inside the positioning tube 23, are connected to the bracket 21 and the track beam 1, respectively. A spring 24 is fitted onto the hydraulic damper 22. When the track beam 1 vibrates, it drives the positioning tube 23 to move horizontally along the bracket 21. During this process, the bracket 21, the hydraulic damper 22, and the spring 24 combine to form a TMD damper, transferring the vibration energy of the track beam 1 to the bracket 21, achieving a vibration damping effect and improving vehicle operating comfort. When a large earthquake causes a large displacement of the beam, the vibration damping mechanism 2 acts as a strong connection between the two sides of the track beam 1, preventing beam collapse and ensuring structural safety. This invention incorporates the vibration damping mechanism 2 as part of an emergency passage, achieving vibration damping while meeting emergency passage requirements, thus improving vehicle operating safety and comfort. Compared to traditional emergency passage designs, the laying of steel longitudinal beam 6 is omitted, reducing the amount of materials used.

[0025] As another embodiment of this utility model: a bearing 25 is provided between the bracket 21 and the positioning tube 23.

[0026] As another embodiment of this utility model: a sealing ring 26 is provided inside the positioning tube 23, and the sealing ring 26 is located at the end of the bearing 25 away from the hydraulic damper 22.

[0027] As another embodiment of this utility model: there are multiple sets of bearings 25 between the sealing ring 26 and the hydraulic damper 22.

[0028] One embodiment of fixing the positioning tube 23 to the track beam 1: The track beam 1 has a pre-embedded mounting plate 4, the positioning tube 23 is fixedly connected to the mounting plate 4, and the hydraulic damper 22 and the spring 24 are both fixedly connected to the mounting plate 4.

[0029] As another embodiment of this utility model: two hydraulic dampers 22 are distributed between one end of the support 21 and the track beam 1, and the two hydraulic dampers 22 at the same end of the support 21 are horizontally distributed.

[0030] As another embodiment of this utility model: refer to the appendix Figure 4 The bracket 21 includes two transverse connecting pipes 211, and at least one longitudinal connecting pipe 212 is fixed between the two transverse connecting pipes 211. The two ends of the transverse connecting pipes 211 are slidably connected to two positioning pipes 23 respectively, and the bearing 25 is disposed between the transverse connecting pipes 211 and the positioning pipes 23. Specifically, in this embodiment, there are two longitudinal connecting pipes 212.

[0031] As another embodiment of this utility model: a walking panel 5 is laid above the steel beam 3 and the bracket 21, and the walking panel 5 serves as part of the emergency passage.

[0032] The steps for setting up the vibration damping mechanism 2 of the track beam 1 in this utility model are as follows:

[0033] Establish a finite element model of track beam 1 (taking a 3x30m straddle-type monorail double-track bridge as an example).

[0034] Modal analysis is performed on the finite element model to obtain its first n (n=1,2,3…) transverse bending modes and natural frequencies. Through modal analysis, the modal mass and modal displacement of each transverse bending mode can be obtained. The nth natural vibration mode vibration reduction module is set at the peak displacement of its modal mode to obtain the best vibration reduction effect.

[0035] Let u be the ratio of module mass to modal mass. n Based on relevant experience in structural dynamics, we take 0.5% ≤ u n ≤2%, the total mass of the vibration damping modules at each natural frequency is m. zn =u n ×m sn Each vibration damping module has a mass of Spring stiffness in the bushing 24 Damping of the bushing damper

[0036] Where, m sn Let f be the modal mass of the nth mode. n Let be the nth order transverse bending natural frequency, j be the number of damping modules in this mode (j is the number of peak displacements of the nth order mode minus the number of overlapping positions between the peak displacements of this mode and the peak displacements of the first to (n-1)th order modes, and the damping modules are set at positions that do not overlap with the peak displacements of the preceding modes), and i be the number of springs 24 (damperes) in the damping modules. Springs 24 and dampers are a one-to-one combination.

[0037] Finally, the method described in this application is merely a preferred embodiment and is not intended to limit the scope of protection of this utility model. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

[0038] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vibration damping device for vehicle-axle coupling with weak lateral stiffness, characterized in that, The system includes multiple vibration damping mechanisms disposed between two track beams, with multiple steel crossbeams between two adjacent vibration damping mechanisms. Each vibration damping mechanism includes a bracket, a hydraulic damper, a spring, and a positioning tube. The positioning tube is fixed on the track beam, and the bracket is slidably connected to the positioning tube. The two ends of the hydraulic damper located inside the positioning tube are respectively connected to the bracket and the track beam, and a spring is sleeved on the hydraulic damper.

2. The weak lateral stiffness vehicle-axle coupled vibration damping device according to claim 1, characterized in that, A bearing is provided between the bracket and the positioning tube.

3. The weak lateral stiffness vehicle-axle coupled vibration damping device according to claim 2, characterized in that, The positioning tube is equipped with a sealing ring, which is located at the end of the bearing away from the hydraulic damper.

4. The weak lateral stiffness vehicle-axle coupled vibration damping device according to claim 3, characterized in that, An installation plate is pre-embedded in the track beam, the positioning tube is fixedly connected to the installation plate, and the spring and hydraulic damper are connected to the installation plate.

5. The weak lateral stiffness vehicle-axle coupled vibration damping device according to claim 4, characterized in that, Two hydraulic dampers are distributed between one end of the support and the track beam, and the two hydraulic dampers at the same end of the support are horizontally distributed.

6. The weak lateral stiffness vehicle-axle coupled vibration damping device according to claim 5, characterized in that, The bearings between the sealing ring and the hydraulic damper are in multiple sets.

7. The weak lateral stiffness vehicle-axle coupled vibration damping device according to claim 6, characterized in that, The bracket includes two transverse connecting tubes, and at least one longitudinal connecting tube is fixed between the two transverse connecting tubes. The two ends of the transverse connecting tubes are slidably connected to two positioning tubes respectively.

8. The weak lateral stiffness vehicle-axle coupled vibration damping device according to claim 7, characterized in that, A travel panel is laid on top of the steel beams and supports.

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