Rubber vibration isolation pad for rail transit

Abstract

The utility model relates to rail transit damping technology field, and disclose a kind of rubber vibration isolation pad for rail transit, including multilayer composite rubber main part, the multilayer composite rubber main part includes lower layer high damping rubber layer, intermediate damping layer and upper layer high elasticity rubber layer.The utility model makes vibration attenuation bandwidth extend to 5-200Hz by the combination of multilayer intermediate damping layer and high elasticity layer, and insertion loss reaches 15-25dB;Gradual change type honeycomb structure cooperates microporous foamed filling material, and vibration acceleration level is reduced by 8-12dB, and simultaneously, resonance amplification coefficient is controlled below 2.0;The synergistic effect of metal reinforcing net and composite rubber layer makes that product fatigue resistance is significantly enhanced, service life is extended to more than 10 years, and stress concentration coefficient is reduced.Surface antiskid structure is designed by the composite of elastic hemisphere and high elasticity pole, realizes nonlinear stiffness characteristics, improves installation stability, and still can maintain stable friction performance under humid condition.

Description

Technical Field

[0001] This utility model relates to the field of vibration reduction technology for rail transit, and more specifically, to a rubber vibration isolation pad for rail transit. Background Technology

[0002] Rubber vibration isolation pads for rail transit are elastic vibration reduction devices specifically designed for rail systems. They isolate the vibrations generated by train operation through elastic deformation and damping energy dissipation, reduce the transmission of vibrations to the surrounding environment, protect the track structure, and reduce noise pollution.

[0003] The existing rubber vibration isolation pads for rail transit mainly have the following problems: the use of a single material in the structural design results in a narrow vibration reduction frequency band and obvious stress concentration; the traditional flat plate reinforcement layer results in a high vibration transmission rate and is prone to creep deformation after long-term use; the fixed damping characteristics are difficult to adapt to different working conditions; and the anti-slip performance is greatly affected by temperature and humidity. In terms of economy, frequent replacement and maintenance lead to high total life cost and poor performance. Utility Model Content

[0004] To achieve the above objectives, this utility model provides the following technical solution: a rubber vibration isolation pad for rail transit, comprising a multi-layer composite rubber body, wherein the multi-layer composite rubber body comprises a lower high-damping rubber layer, a middle damping layer and an upper high-elasticity rubber layer; A three-dimensional honeycomb metal skeleton is built between the intermediate damping layer and the upper high-elasticity rubber layer. The three-dimensional honeycomb metal skeleton is composed of multiple interconnected hexagonal honeycomb units, and the honeycomb units are filled with microporous foamed rubber. A metal reinforcing mesh is embedded between the intermediate damping layer and the lower high-damping rubber layer, and the top array of the upper high-elasticity rubber layer is provided with a surface anti-slip structure.

[0005] As a preferred technical solution of this utility model, the surface anti-slip structure includes an elastic hemisphere and an annular groove. The elastic hemisphere is fixed on the top surface of the upper high-elasticity rubber layer, and the annular groove is distributed from bottom to top on the outer surface of the elastic hemisphere.

[0006] As a preferred embodiment of this utility model, the surface anti-slip structure further includes a high-elasticity rod, and the interior of the elastic hemisphere is provided with an intermediate cavity, with the high-elasticity rod fixedly nested in the intermediate cavity of the elastic hemisphere.

[0007] As a preferred embodiment of this utility model, the intermediate damping layer is composed of alternating soft rubber strips and hard rubber strips, with the width ratio of the soft rubber strips to the hard rubber strips being 1:1.5-2.5.

[0008] As a preferred technical solution of this utility model, the honeycomb unit of the three-dimensional honeycomb metal skeleton has a side length of 8-15mm and a wall thickness of 0.5-1.2mm. The height of the honeycomb unit gradually changes in the vertical direction, with the highest height in the central area and gradually decreasing towards the periphery.

[0009] As a preferred technical solution of this utility model, the multilayer composite rubber body is further provided with a monitoring system, which includes a strain sensor embedded in the intermediate damping layer and a wireless transmission module.

[0010] As a preferred embodiment of this utility model, the metal reinforcing mesh is a stainless steel wire woven mesh with a mesh diameter of 5-10 mm and a wire diameter of 1-2 mm.

[0011] Compared with the prior art, the beneficial effects of this utility model are as follows: 1. This utility model achieves a breakthrough improvement in vibration reduction performance through an innovative design of a multi-layer composite structure and a three-dimensional honeycomb skeleton. Specifically: the combination of multiple intermediate damping layers and a high-elasticity layer expands the vibration attenuation bandwidth to 5-200Hz, with insertion loss reaching 15-25dB; the gradient honeycomb structure, combined with microporous foam filling material, reduces the vibration acceleration level by 8-12dB while controlling the resonance amplification factor below 2.0; the synergistic effect of the metal reinforcement mesh and the composite rubber layer significantly enhances the product's fatigue resistance, extends its service life to over 10 years, and reduces the stress concentration factor. The surface anti-slip structure, through the composite design of an elastic hemisphere and a high-elasticity rod, achieves nonlinear stiffness characteristics, improving installation stability and maintaining stable friction performance even under humid conditions.

[0012] 2. This utility model achieves real-time monitoring and early warning of the health status of vibration isolation pads through an intelligent monitoring system. The embedded strain sensor, combined with a wireless transmission module, can accurately capture strain changes within a range of ±5000με, providing high monitoring accuracy, shortening maintenance response time, and reducing the rate of unexpected failures. The monitoring data, through feature extraction algorithms, can accurately identify early damage. This design also brings significant maintenance convenience, and the modular structure improves replacement efficiency. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a cross-sectional view of the surface anti-slip structure of this utility model; Figure 3 This is a planar schematic diagram of the three-dimensional honeycomb metal skeleton of this utility model; Figure 4 This is a planar schematic diagram of the intermediate damping layer of this utility model.

[0014] In the diagram: 1. Lower high-damping rubber layer; 2. Metal reinforcement mesh; 3. Middle damping layer; 4. Three-dimensional honeycomb metal skeleton; 5. Upper high-elasticity rubber layer; 6. Surface anti-slip structure; 61. Elastic hemisphere; 62. Annular groove; 63. High-elasticity rod; 7. Strain sensor; 8. Wireless transmission module. Detailed Implementation

[0015] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0016] like Figures 1 to 4 As shown, this utility model provides a rubber vibration isolation pad for rail transit, including a multi-layer composite rubber body. The multi-layer composite rubber body includes a lower high-damping rubber layer 1, a middle damping layer 3, and an upper high-elasticity rubber layer 5. A three-dimensional honeycomb metal skeleton 4 is built between the middle damping layer 3 and the upper high-elasticity rubber layer 5. The three-dimensional honeycomb metal skeleton 4 is composed of multiple interconnected hexagonal honeycomb units, and the honeycomb units are filled with microporous foamed rubber. A metal reinforcing mesh 2 is built between the middle damping layer 3 and the lower high-damping rubber layer 1. The top of the upper high-elasticity rubber layer 5 is provided with a surface anti-slip structure 6.

[0017] High-damping rubber materials (such as butyl rubber with added graphene) with a Shore hardness of 70-80HA are used to absorb and dissipate the high-frequency vibration energy transmitted by the track and reduce the transmission of vibration to the foundation. The specific thickness is 15-20mm, and the interior is uniformly distributed with damping fillers such as carbon black.

[0018] The intermediate damping layer 3 is composed of alternating soft rubber strips (Shore hardness 50-55HA) and hard rubber strips (Shore hardness 65-70HA). Through the structural design of alternating soft and hard strips, selective attenuation of vibrations at different frequencies is achieved. The soft strips mainly absorb low-frequency vibrations, while the hard strips suppress high-frequency vibrations. The oblique arrangement enhances isotropy.

[0019] The upper high-elasticity rubber layer 5 is made of high-elasticity natural rubber composite material with a Shore hardness of 50-60HA. It is used to provide initial elastic deformation, buffer impact loads, and protect the upper track structure. The specific thickness is 10-15mm, and the surface is provided with a surface anti-slip structure 6.

[0020] The three-dimensional honeycomb metal skeleton 4 is composed of hexagonal honeycomb units made of 316L stainless steel. The unit side length is 8-15mm and the wall thickness is 0.5-1.2mm. The honeycomb units have a gradually varying height distribution in the vertical direction, with the highest height in the central area (about 25mm) and gradually decreasing to 15mm towards the periphery. The honeycomb units are filled with microporous foamed rubber (pore diameter 0.1-0.5mm, porosity 60-70%) to provide anisotropic stiffness: high rigidity in the vertical direction ensures load-bearing capacity, while maintaining flexibility in the horizontal direction to adapt to deformation. The microporous foamed rubber filling effectively blocks the sound wave propagation path and reduces solid-borne sound transmission. The gradually varying height design makes the stress distribution more uniform and avoids edge effects. The honeycomb structure disperses concentrated loads into multi-directional stresses, and the microporous foamed rubber dissipates energy through air friction.

[0021] The metal reinforcement mesh 2 is made of 304 stainless steel wire woven mesh with a mesh diameter of 5-10mm and a wire diameter of 1-2mm. It is located between the middle damping layer 3 and the lower high-damping rubber layer 1. It is used to enhance the tensile strength of the overall structure, prevent the rubber layer from delaminating under long-term dynamic load, limit the lateral deformation of the rubber, and improve stability. As a carrier of the strain sensor 7, it improves the stability of signal transmission. The combination of metal mesh and rubber forms a constrained damping structure, which enhances energy dissipation.

[0022] The surface anti-slip structure 6 includes an elastic hemisphere 61 and an annular groove 62. The elastic hemisphere 61 is fixed on the top surface of the upper high-elasticity rubber layer 5. The annular groove 62 is distributed from bottom to top on the outer surface of the elastic hemisphere 61. The surface anti-slip structure 6 also includes a high-elasticity rod 63. The elastic hemisphere 61 has an internal cavity, and the high-elasticity rod 63 is fixedly nested in the internal cavity of the elastic hemisphere 61.

[0023] A multi-level friction interface is formed by the elastic hemisphere and the annular groove, providing stable anti-slip performance. The high-elasticity rod enables dynamic stiffness adjustment to adapt to different contact pressures. Under pressure, the high-elasticity rod deforms first, followed by the deformation of the hemisphere, achieving nonlinear stiffness. The multi-layer composite rubber body is also equipped with a monitoring system, which includes a strain sensor 7 embedded in the intermediate damping layer and a wireless transmission module 8.

[0024] The monitoring system assesses the performance of vibration isolation pads by monitoring their strain status in real time, identifies abnormal vibrations through strain changes, and provides early warnings of potential faults, thus providing data support for track system health monitoring. It also monitors the strain distribution within the rubber layer using sensors and identifies damage through feature extraction. Among them, the metal reinforcement mesh 2 is a stainless steel wire woven mesh with a mesh diameter of 5-10mm and a wire diameter of 1-2mm.

[0025] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A rubber vibration isolation pad for rail transit, comprising a multi-layer composite rubber body, characterized in that: The multilayer composite rubber body includes a lower high-damping rubber layer (1), a middle damping layer (3) and an upper high-elasticity rubber layer (5). A three-dimensional honeycomb metal skeleton (4) is built between the intermediate damping layer (3) and the upper high elastic rubber layer (5). The three-dimensional honeycomb metal skeleton (4) is composed of multiple interconnected hexagonal honeycomb units, and the honeycomb units are filled with microporous foamed rubber. A metal reinforcing mesh (2) is built between the intermediate damping layer (3) and the lower high-damping rubber layer (1), and the top array of the upper high-elasticity rubber layer (5) is provided with a surface anti-slip structure (6). The surface anti-slip structure (6) includes an elastic hemisphere (61) and an annular groove (62). The elastic hemisphere (61) is fixed on the top surface of the upper high-elasticity rubber layer (5), and the annular groove (62) is distributed from bottom to top on the outer surface of the elastic hemisphere (61).

2. The rubber vibration isolation pad for rail transit according to claim 1, characterized in that: The surface anti-slip structure (6) also includes a high elasticity rod (63). The elastic hemisphere (61) has an internal cavity, and the high elasticity rod (63) is fixedly nested in the internal cavity of the elastic hemisphere (61).

3. The rubber vibration isolation pad for rail transit according to claim 1, characterized in that: The intermediate damping layer (3) is composed of alternating soft rubber strips and hard rubber strips, with the width ratio of the soft rubber strips to the hard rubber strips being 1:1.5-2.

5.

4. The rubber vibration isolation pad for rail transit according to claim 1, characterized in that: The three-dimensional honeycomb metal skeleton (4) has a honeycomb unit side length of 8-15mm and a wall thickness of 0.5-1.2mm. The height of the honeycomb unit gradually changes in the vertical direction, with the central area having the largest height and gradually decreasing towards the surrounding area.

5. A rubber vibration isolation pad for rail transit according to claim 1, characterized in that: The multilayer composite rubber body is also equipped with a monitoring system, which includes a strain sensor (7) embedded in the intermediate damping layer and a wireless transmission module (8).

6. A rubber vibration isolation pad for rail transit according to claim 1, characterized in that: The metal reinforcement mesh (2) is a stainless steel wire woven mesh with a mesh diameter of 5-10 mm and a wire diameter of 1-2 mm.

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