Impact-resistant rubber vibration isolation pad for rail transit sleeper
Patent Information
- Application Number
- CN202521910257.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-05
- Publication Date
- 2026-10-20
- Estimated Expiration
- 2035-09-05
AI Technical Summary
[0014]1、本实用新型通过主体缓冲层的通孔结构、蜂窝状支撑层的分散作用以及梯度刚度调节层的分级缓冲，提升隔振垫的冲击吸收能力，有效降低列车运行对轨道结构的冲击，梯度刚度调节层的三层结构设计使隔振垫的刚度连续可调，能够适应地铁、高铁等不同线路的冲击载荷需求，无需针对不同线路单独设计隔振垫。
Smart Images
Figure CN224870412U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of rail transit, specifically an impact-resistant rubber vibration isolation pad for rail transit sleepers. Background Technology
[0002] In rail transit systems, trains generate strong impacts and vibrations during operation. These impacts and vibrations are transmitted to the track bed and foundation through sleepers, which not only affect the comfort and safety of train operation, but also accelerate the wear and aging of the track structure and shorten the service life of the track. As a key buffer component between sleepers and track bed, the performance of rubber vibration isolation pads directly determines the vibration isolation effect and impact resistance of the track system.
[0003] The existing rubber vibration isolation pads for rail transit sleepers have the following shortcomings: First, traditional vibration isolation pads are mostly single rubber layer structures with limited impact resistance, and are prone to fatigue damage under high-frequency train impacts; second, the stiffness adjustment range of vibration isolation pads is narrow, making it difficult to adapt to the differences in impact loads of different lines (such as subways and high-speed railways). Utility Model Content
[0004] The purpose of this invention is to provide an impact-resistant rubber vibration isolation pad for railway sleepers to solve the problems mentioned in the background art.
[0005] The objective of this utility model can be achieved through the following technical solutions:
[0006] An impact-resistant rubber vibration isolation pad for railway sleepers includes a main buffer layer, a honeycomb support layer, an upper interface reinforcement layer, a first gradient stiffness adjustment layer, a second gradient stiffness adjustment layer, a third gradient stiffness adjustment layer, a lower interface reinforcement layer, and an edge limiting plate. The honeycomb support layer is located on the upper surface of the main buffer layer, the first gradient stiffness adjustment layer is located on the lower surface of the main buffer layer, the second gradient stiffness adjustment layer is disposed on the lower surface of the first gradient stiffness adjustment layer, the third gradient stiffness adjustment layer is disposed on the lower surface of the second gradient stiffness adjustment layer, the upper interface reinforcement layer is disposed on the upper surface of the honeycomb support layer, the lower interface reinforcement layer is disposed on the lower surface of the third gradient stiffness adjustment layer, and the edge limiting plate surrounds the four edges of each layer.
[0007] Preferably, the main buffer layer is made of a blend of natural rubber and nitrile rubber with a Shore hardness of 50-60A. The main buffer layer is rectangular plate-shaped with a thickness of 20-30mm. Multiple cylindrical through holes are evenly distributed along the thickness direction inside. The diameter of the through holes is 8-12mm and the spacing between the holes is 15-20mm. The axis of the through holes is consistent with the thickness direction of the main buffer layer.
[0008] Preferably, the first gradient stiffness adjustment layer, the second gradient stiffness adjustment layer, and the third gradient stiffness adjustment layer are all made of EPDM rubber material with a thickness of 5-10 mm. The first gradient stiffness adjustment layer is soft EPDM with a Shore hardness of 40-50 A, the second gradient stiffness adjustment layer is medium EPDM with a Shore hardness of 50-60 A, and the third gradient stiffness adjustment layer is hard EPDM with a Shore hardness of 60-70 A.
[0009] Preferably, the honeycomb support layer is made of neoprene rubber with a Shore hardness of 70-80A and a thickness of 5-10mm, and is integrally formed with the main buffer layer through a molding and vulcanization process; the honeycomb support layer has a regular hexagonal honeycomb structure inside, with a side length of 10-15mm and a wall thickness of 1-2mm for each honeycomb unit.
[0010] Preferably, both the upper and lower interface reinforcement layers are made of modified rubber material with added wear-resistant particles and tackifiers, and have a thickness of 1-2 mm. The upper surface of the upper interface reinforcement layer is provided with uniformly distributed hemispherical protrusions, with a diameter of 3-5 mm, a height of 1-2 mm, and a spacing of 10-15 mm. The bottom surface of the lower interface reinforcement layer is provided with interlaced diamond patterns, with a pattern depth of 0.5-1 mm.
[0011] Preferably, the edge limiting plate is made of high-strength rubber material with a Shore hardness of 80-90A and is integrally molded with other layers; the edge limiting plate includes a vertical plate and horizontally extending wing plates. The vertical plate is 30-50mm high and 5-8mm thick; the wing plates are 20-30mm long and 3-5mm thick, and each wing plate has 3 bolt holes with a diameter of 10-12mm; the connection between the vertical plate and the wing plates adopts an arc transition with a radius of 5-10mm.
[0012] Preferably, the first gradient stiffness adjustment layer, the second gradient stiffness adjustment layer, and the third gradient stiffness adjustment layer are an integral structure and are connected to the main buffer layer through a molding and vulcanization process.
[0013] The beneficial effects of this utility model are:
[0014] 1. This utility model improves the impact absorption capacity of the vibration isolation pad by using the through-hole structure of the main buffer layer, the dispersion effect of the honeycomb support layer, and the graded buffering of the gradient stiffness adjustment layer. This effectively reduces the impact of train operation on the track structure. The three-layer structure design of the gradient stiffness adjustment layer makes the stiffness of the vibration isolation pad continuously adjustable, which can adapt to the impact load requirements of different lines such as subways and high-speed railways, without the need to design vibration isolation pads separately for different lines.
[0015] 2. This utility model improves the friction coefficient between the vibration isolation pad and the sleeper and track bed by using the hemispherical protrusion of the upper interface reinforcement layer, the diamond pattern design of the lower interface reinforcement layer, and the fixing effect of the edge limiting plate. It can also control the lateral displacement and avoid vibration isolation failure caused by displacement. In addition, the arc transition design of the edge limiting plate avoids stress concentration and improves the fatigue resistance of the overall structure. Attached Figure Description
[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0017] Figure 1 This is a schematic diagram of the overall structure of this utility model;
[0018] Figure 2 This is a schematic diagram of the structure of the present invention, which removes the edge limiting plate;
[0019] Figure 3 This is an exploded view of the present invention;
[0020] Figure 4 yes Figure 2 A magnified view of a portion of point A in the middle.
[0021] The following labels are used in the attached diagram: 1. Main buffer layer; 2. Honeycomb support layer; 3. Upper interface reinforcement layer; 4. First gradient stiffness adjustment layer; 5. Second gradient stiffness adjustment layer; 6. Third gradient stiffness adjustment layer; 7. Lower interface reinforcement layer; 8. Hemispherical protrusion; 9. Rhomboid pattern; 10. Through hole; 11. Edge limiting plate; 12. Bolt hole. Detailed Implementation
[0022] 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 skilled in the art without creative effort are within the protection scope of the present utility model.
[0023] like Figures 1-4As shown, an impact-resistant rubber vibration isolation pad for railway sleepers includes a main buffer layer 1, a honeycomb support layer 2, an upper interface reinforcement layer 3, a first gradient stiffness adjustment layer 4, a second gradient stiffness adjustment layer 5, a third gradient stiffness adjustment layer 6, a lower interface reinforcement layer 7, and an edge limiting plate 11. The various buffer layers constitute the impact-resistant rubber vibration isolation pad (hereinafter referred to as the vibration isolation pad). The honeycomb support layer 2 is located on the upper surface of the main buffer layer 1, the first gradient stiffness adjustment layer 4 is located on the lower surface of the main buffer layer 1, the second gradient stiffness adjustment layer 5 is located on the lower surface of the first gradient stiffness adjustment layer 4, the third gradient stiffness adjustment layer 6 is located on the lower surface of the second gradient stiffness adjustment layer 5, the upper interface reinforcement layer 3 is located on the upper surface of the honeycomb support layer 2, the lower interface reinforcement layer 7 is located on the lower surface of the third gradient stiffness adjustment layer 6, and the edge limiting plate 11 surrounds the four edges of each layer structure. The edge limiting plate 11 can limit the lateral displacement of the vibration isolation pad and ensure stable vibration isolation effect.
[0024] As a technical optimization of this utility model, the main buffer layer 1 is made of a blend of natural rubber and nitrile rubber. The blend of natural rubber and nitrile rubber combines the high elasticity of natural rubber with the oil resistance of nitrile rubber, making it suitable for grease contamination in the track environment. The Shore hardness is 50-60A. The main buffer layer 1 is rectangular plate-shaped with a thickness of 20-30mm. Multiple cylindrical through holes 10 are evenly distributed along the thickness direction inside. The diameter of the through holes 10 is 8-12mm and the spacing between the holes is 15-20mm. The axis of the through holes 10 is consistent with the thickness direction of the main buffer layer 1. When the through holes 10 are under pressure, they absorb energy through the collapse of the hole walls, achieving efficient buffering. The axial through hole design ensures that the deformation in the vertical direction is controllable, avoiding structural instability caused by lateral expansion.
[0025] As a technical optimization of this utility model, the first gradient stiffness adjustment layer 4, the second gradient stiffness adjustment layer 5, and the third gradient stiffness adjustment layer 6 are all made of EPDM rubber with a thickness of 5-10mm. The first gradient stiffness adjustment layer 4 is a soft EPDM with a Shore hardness of 40-50A, which absorbs low-intensity impacts, such as vibrations during train start-up / braking. The second gradient stiffness adjustment layer 5 is a medium-strength EPDM with a Shore hardness of 50-60A, which can handle medium loads, such as track fluctuations during normal operation. The third gradient stiffness adjustment layer 6 is a hard EPDM with a Shore hardness of 60-70A, which can resist high-intensity impacts, such as extreme loads during emergency braking or derailment risks. The gradient stiffness is progressive, achieving a three-level buffer of "soft-medium-hard" to match different working conditions and extend the service life of the vibration isolation pad.
[0026] As a technical optimization of this utility model, the honeycomb support layer 2 is made of neoprene rubber. Neoprene rubber has strong weather resistance and chemical corrosion resistance, making it suitable for outdoor track environments. It has a Shore hardness of 70-80A and a thickness of 5-10mm. It is integrally formed with the main buffer layer 1 through a molding and vulcanization process. The molding and vulcanization connection eliminates the risk of interlayer slippage and improves the overall structural integrity. The honeycomb support layer 2 has a regular hexagonal honeycomb structure inside. The side length of the honeycomb unit is 10-15mm and the wall thickness is 1-2mm. The hexagonal grid can evenly distribute the concentrated load transmitted by the sleeper and reduce the risk of local stress concentration.
[0027] As a technical optimization of this utility model, both the upper interface reinforcement layer 3 and the lower interface reinforcement layer 7 are made of modified rubber material with added wear-resistant particles and tackifiers, with a thickness of 1-2mm. The upper surface of the upper interface reinforcement layer 3 is provided with uniformly distributed hemispherical protrusions 8, with a diameter of 3-5mm, a height of 1-2mm, and a spacing of 10-15mm. The bottom surface of the lower interface reinforcement layer 7 is provided with interlaced diamond-shaped patterns 9, with a pattern depth of 0.5-1mm. The array design of the hemispherical protrusions 8 forms a mechanical engagement with the bottom of the sleeper to prevent lateral slippage. The protrusion spacing of 10-15mm ensures uniform pressure distribution on the contact surface and avoids local crushing. The design of the diamond-shaped patterns 9 increases the friction coefficient with the track bed surface and prevents the vibration isolation pad from moving under load. The pattern direction is consistent with the longitudinal direction of the track to reduce the impact of lateral shear force during train operation.
[0028] As a technical optimization of this utility model, the edge limiting plate 11 is made of high-strength rubber material with a Shore hardness of 80-90A and is integrally formed with other layers; the edge limiting plate 11 includes a vertical plate and a horizontally extending wing plate. The vertical plate is 30-50mm high and 5-8mm thick; the wing plate is 20-30mm long and 3-5mm thick. Each wing plate is provided with 3 bolt holes 12 with a diameter of 10-12mm; the connection between the vertical plate and the wing plate adopts an arc transition with a radius of 5-10mm. The vertical plate can effectively limit the lateral displacement of the vibration isolation pad and ensure that the sleeper is centered. The wing plate matches the reserved bolts of the track bed to achieve rapid fixing.
[0029] As a technical optimization of this utility model, the first gradient stiffness adjustment layer 4, the second gradient stiffness adjustment layer 5, and the third gradient stiffness adjustment layer 6 are an integral structure and are connected to the main buffer layer 1 through a molding and vulcanization process.
[0030] In use, during track laying, the first step is to clean the surface of the track bed to ensure it is flat. The vibration damping pad is then placed at the designated position on the track bed, ensuring the diamond-shaped pattern 9 of the lower interface reinforcement layer 7 is in close contact with the track bed surface. The position is adjusted so that the bolt holes 12 of the wing plate of the edge limiting plate 11 are aligned with the bolts pre-installed on the track bed. The wing plate is then fixed to the track bed with bolts, completing the initial positioning of the vibration damping pad. Subsequently, the sleeper is hoisted and placed above the vibration damping pad, ensuring the bottom of the sleeper contacts the upper interface reinforcement layer 3 on the upper surface of the honeycomb support layer 2, and the side of the sleeper is in contact with the upright plate of the edge limiting plate 11, ensuring the sleeper is centered on the vibration damping pad. By adjusting the sleeper position, the relative position between the sleeper and the vibration damping pad is accurate. At this point, the hemispherical protrusion 8 of the upper interface reinforcement layer 3 forms a mechanical engagement with the bottom of the sleeper, enhancing connection stability. When the train is running, the wheelset and... The impact force of the track is transmitted to the sleepers through the rails. The sleepers then transfer the load to the honeycomb support layer 2 of the vibration isolation pad. The honeycomb support layer 2, with its regular hexagonal structure, disperses the concentrated load while simultaneously undergoing elastic deformation for initial buffering. The load continues to be transmitted to the main buffer layer 1. The cylindrical through-holes 10 inside the main buffer layer 1 are compressed and deformed under pressure, absorbing a large amount of impact energy and achieving secondary buffering. The remaining load is sequentially transmitted to the first gradient stiffness adjustment layer 4, the second gradient stiffness adjustment layer 5, and the third gradient stiffness adjustment layer 6. Depending on the load magnitude, the first gradient stiffness adjustment layer 4, the second gradient stiffness adjustment layer 5, and the third gradient stiffness adjustment layer 6 deform individually or together, adapting to different impact loads through gradient changes in stiffness, thus achieving tertiary buffering. Finally, the load, after being buffered by multiple layers, is transmitted to the track bed, effectively reducing the impact on the track bed and foundation.
[0031] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model.
Claims
1. An impact-resistant rubber vibration damping pad for railway sleepers, characterized in that, The structure includes a main buffer layer (1), a honeycomb support layer (2), an upper interface reinforcement layer (3), a first gradient stiffness adjustment layer (4), a second gradient stiffness adjustment layer (5), a third gradient stiffness adjustment layer (6), a lower interface reinforcement layer (7), and an edge limiting plate (11). The honeycomb support layer (2) is located on the upper surface of the main buffer layer (1), the first gradient stiffness adjustment layer (4) is located on the lower surface of the main buffer layer (1), the second gradient stiffness adjustment layer (5) is located on the lower surface of the first gradient stiffness adjustment layer (4), the third gradient stiffness adjustment layer (6) is located on the lower surface of the second gradient stiffness adjustment layer (5), the upper interface reinforcement layer (3) is located on the upper surface of the honeycomb support layer (2), the lower interface reinforcement layer (7) is located on the lower surface of the third gradient stiffness adjustment layer (6), and the edge limiting plate (11) surrounds the four edges of each layer structure.
2. The impact-resistant rubber vibration damping pad for railway sleepers according to claim 1, characterized in that: The main buffer layer (1) is rectangular plate with a thickness of 20-30mm. Multiple cylindrical through holes (10) are evenly distributed inside along the thickness direction. The diameter of the through holes (10) is 8-12mm and the spacing between the holes is 15-20mm. The axis of the through holes (10) is consistent with the thickness direction of the main buffer layer (1).
3. The impact-resistant rubber vibration damping pad for railway sleepers according to claim 1, characterized in that: The first gradient stiffness adjustment layer (4), the second gradient stiffness adjustment layer (5), and the third gradient stiffness adjustment layer (6) are all made of EPDM rubber with a thickness of 5-10 mm. The first gradient stiffness adjustment layer (4) is soft EPDM with a Shore hardness of 40-50 A, the second gradient stiffness adjustment layer (5) is medium EPDM with a Shore hardness of 50-60 A, and the third gradient stiffness adjustment layer (6) is hard EPDM with a Shore hardness of 60-70 A.
4. The impact-resistant rubber vibration isolation pad for railway sleepers according to claim 1, characterized in that: The honeycomb support layer (2) is made of neoprene rubber with a Shore hardness of 70-80A and a thickness of 5-10mm. It is integrally formed with the main buffer layer (1) through a molding and vulcanization process. The honeycomb support layer (2) has a regular hexagonal honeycomb structure inside, with a side length of 10-15mm and a wall thickness of 1-2mm for each honeycomb unit.
5. The impact-resistant rubber vibration isolation pad for railway sleepers according to claim 1, characterized in that: The upper interface reinforcement layer (3) and the lower interface reinforcement layer (7) are both made of modified rubber material with added wear-resistant particles and tackifiers, with a thickness of 1-2 mm. The upper surface of the upper interface reinforcement layer (3) is provided with uniformly distributed hemispherical protrusions (8), with a diameter of 3-5 mm, a height of 1-2 mm, and a spacing of 10-15 mm. The bottom surface of the lower interface reinforcement layer (7) is provided with interlaced diamond patterns (9), with a pattern depth of 0.5-1 mm.
6. The impact-resistant rubber vibration damping pad for railway sleepers according to claim 1, characterized in that: The edge limiting plate (11) is made of high-strength rubber material with a Shore hardness of 80-90A and is integrally formed with other layers; the edge limiting plate (11) includes a vertical plate and a horizontally extending wing plate. The vertical plate is 30-50mm high and 5-8mm thick; the wing plate is 20-30mm long and 3-5mm thick. Each wing plate is provided with 3 bolt holes (12) with a diameter of 10-12mm; the connection between the vertical plate and the wing plate adopts a circular arc transition with a radius of 5-10mm.
7. The impact-resistant rubber vibration damping pad for railway sleepers according to claim 1, characterized in that: The first gradient stiffness adjustment layer (4), the second gradient stiffness adjustment layer (5), and the third gradient stiffness adjustment layer (6) are an integral structure and are connected to the main buffer layer (1) through a molding and vulcanization process.