Low-rigidity elastic vibration isolation pad for rail transit
Patent Information
- Application Number
- CN202522501433.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-25
- Publication Date
- 2026-10-23
- Estimated Expiration
- 2035-11-25
AI Technical Summary
然而，研发新产品配方不仅耗时很长，为达到低弹性模量而调整产品配方的难度较大，而且改变产品配方还会带来多方面的其他问题：一方面，如果要依靠调整产品配方来使带有凸起结构的弹性隔振垫具有低弹性模量，需要将该种隔振垫的硬度降到极低，而导致弹性隔振垫的物理性能不佳，作为参考，通过测试数据发现当橡胶硬度在50±5度时，橡胶隔振垫的各项物理性能最佳、动静比最小
[0016]根据本实用新型提供的轨道交通用低刚度弹性隔振垫，由于包括本体部、形成在本体部一个表面上的多个凸起部以及设置在凸起部上或是设置在凸起部以及本体部上的一个或多个调节部（空缺结构），因此能够通过调节部的存在来降低弹性隔振垫相应部位的刚度，从而能够在不改变橡胶产品配方并且不改变弹性隔振垫整体外形的情况下降低其刚度，由于不需要改变橡胶产品配方，因此就能够避免上述多种因改变配方而带来的问题，使得弹性隔振垫能够保有理想的硬度、物理性能及加工性能，并且该方案易于实现，适于大规模生产。
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Figure CN224884497U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the technical field of vibration isolation products for rail transit, specifically to a low-stiffness elastic vibration isolation pad for rail transit. Background Technology
[0002] In the rail transit sector, vibration isolation products are installed in the tracks to reduce vehicle vibration and noise. These include elastic vibration isolation pads made of rubber with raised structures, typically placed under rail fasteners or on the track bed. They achieve vibration reduction through their elasticity and damping. Currently, higher levels of vibration reduction are required in urban subways and elevated railways, necessitating even stronger vibration isolation pads, which in turn requires a further reduction in stiffness.
[0003] The stiffness of elastic vibration isolators is related to their shape, size, and elastic modulus. Currently, for rubber vibration isolators, the main approach is to reduce the elastic modulus by altering the rubber product formulation, thereby reducing their stiffness. However, developing new product formulations is not only time-consuming and difficult due to the complexity of adjusting the formulation to achieve a low elastic modulus, but also introduces several other problems: Firstly, to achieve a low elastic modulus for elastic vibration isolators with raised structures, the hardness of the isolator needs to be reduced to an extremely low level, resulting in poor physical properties. For reference, test data shows that when the rubber hardness is between 50 and 5 degrees, the various physical properties of the rubber vibration isolator are optimal, and the dynamic-to-static ratio is minimized. Secondly, reducing the proportion of fillers such as carbon black in the product formulation to lower the elastic modulus can lead to poor permanent deformation of the rubber vibration isolator due to the lack of these fillers.
[0004] Therefore, in order to make rubber vibration isolation pads more suitable for scenarios requiring high-level vibration reduction, a new design is needed that can further reduce the stiffness of rubber vibration isolation pads without changing the rubber product formulation. Utility Model Content
[0005] This invention addresses the aforementioned problems by providing a vibration isolation pad that reduces its stiffness without altering the product formula, thereby achieving a higher level of vibration reduction. The invention employs the following technical solution:
[0006] This utility model provides a low-stiffness elastic vibration isolation pad for rail transit, which has the following technical features: the elastic vibration isolation pad includes: a body part, which is plate-shaped; a plurality of protrusions, which are disposed on one side surface of the body part; and one or more adjustment parts, which are empty structures, formed on the protrusions, or formed on the protrusions and the body part, for adjusting the stiffness of corresponding parts of the low-stiffness elastic vibration isolation pad for rail transit.
[0007] The low-stiffness elastic vibration isolation pad for rail transit provided by this utility model may also have the following technical feature, wherein the adjustment part is a groove, hole or cavity formed on the protrusion.
[0008] The low-stiffness elastic vibration isolation pad for rail transit provided by this utility model may also have the following technical features: the protrusion is shaped like a frustum of a cone, its bottom surface is connected to the main body, and the adjustment part is a hole formed on the protrusion.
[0009] The low-stiffness elastic vibration isolation pad for rail transit provided by this utility model may also have the following technical feature: the adjustment part is a hole with a circular cross-section and is coaxially arranged with the protrusion.
[0010] The low-stiffness elastic vibration isolation pad for rail transit provided by this utility model may also have the following technical features: the adjustment part is a conical hole, with the larger diameter end located at the top surface of the protrusion and forming an opening, and the smaller diameter end located at the bottom surface of the protrusion.
[0011] The low-stiffness elastic vibration isolation pad for rail transit provided by this utility model may also have the following technical features: the bottom diameter of the protrusion is 30mm~65mm, the top diameter is 8mm~20mm, and the height is 5mm~35mm; the maximum aperture of the adjustment part is 5mm~15mm and corresponds to the top diameter of the protrusion.
[0012] The low-stiffness elastic vibration isolation pad for rail transit provided by this utility model may also have the following technical features: the plurality of protrusions are arranged in a matrix with equal spacing, and the shortest distance between the bottom edges of two adjacent protrusions is 12mm to 50mm.
[0013] The low-stiffness elastic vibration isolation pad for rail transit provided by this utility model may also have the following technical feature: the main body and the protrusion are integrally formed of rubber material.
[0014] The low-stiffness elastic vibration isolation pad for rail transit provided by this utility model may also have the following technical feature: the adjustment part is also used to set up a sensor.
[0015] Functions and effects of utility models
[0016] According to the low-stiffness elastic vibration isolation pad for rail transit provided by this utility model, since it includes a main body, a plurality of protrusions formed on one surface of the main body, and one or more adjustment parts (empty structures) disposed on the protrusions or disposed on the protrusions and the main body, the stiffness of the corresponding part of the elastic vibration isolation pad can be reduced by the presence of the adjustment parts. Thus, the stiffness can be reduced without changing the rubber product formula and without changing the overall shape of the elastic vibration isolation pad. Since it is not necessary to change the rubber product formula, the various problems caused by changing the formula mentioned above can be avoided, so that the elastic vibration isolation pad can maintain ideal hardness, physical properties and processing performance. Moreover, this solution is easy to implement and suitable for mass production. Attached Figure Description
[0017] Figure 1 This is a top view schematic diagram of the low-stiffness elastic vibration isolation pad for rail transit in an embodiment of this utility model;
[0018] Figure 2 This is a side view schematic diagram of the low-stiffness elastic vibration isolation pad for rail transit in an embodiment of this utility model;
[0019] Figure 3 This is a cross-sectional schematic diagram of a low-stiffness elastic vibration isolation pad for rail transit in an embodiment of this utility model.
[0020] Figure label:
[0021] 10 Low-stiffness elastic vibration isolation pad for rail transit; 11 Body part; 12 Protrusion part; 121 Outer end face; 13 Adjustment part. Detailed Implementation
[0022] To make the technical means, creative features, objectives and effects of this utility model easy to understand, the following describes in detail the low-stiffness elastic vibration isolation pad for rail transit of this utility model with reference to the embodiments and accompanying drawings.
[0023] Example
[0024] Figure 1 This is a top view schematic diagram of the low-stiffness elastic vibration isolation pad for rail transit in this embodiment. Figure 2 This is a side view schematic diagram of the low-stiffness elastic vibration isolation pad for rail transit in this embodiment. Figure 3 This is a cross-sectional schematic diagram of the low-stiffness elastic vibration isolation pad for rail transit in this embodiment. Figure 3 A cross-section of the vibration isolation pad along its width is shown.
[0025] like Figures 1 to 3As shown, the low-stiffness elastic vibration isolation pad 10 for rail transit is an integral sheet-like solid rubber pad. Alternatively, it can be made of other elastic materials, such as microporous polyurethane. The low-stiffness elastic vibration isolation pad 10 for rail transit includes an integrally formed body 11 and multiple protrusions 12.
[0026] In this embodiment, the body portion 11 is flat in the initial state of being unloaded, and is a square flat plate with uniform thickness. In an alternative embodiment, the body portion 11 may also be a plate of other shapes, such as a rectangular plate, a circular or elliptical plate, a plate with a notch or a gradually changing width, or a plate with a gradually changing thickness, etc.
[0027] Multiple protrusions 12 are formed on the same side surface of the body portion 11, with a certain distance between adjacent protrusions 12. In this embodiment, the multiple protrusions 12 are arranged in a matrix on one side surface of the body portion 11, that is, they are evenly distributed with equal spacing in both directions, and the shape and size of the multiple protrusions 12 are all the same. There are 25 protrusions 12 in total, arranged in a 5×5 matrix.
[0028] Each protrusion 12, initially unaffected by external forces, is truncated cone-shaped, with its axis perpendicular to the surface direction of the plate 11. The bottom surface of the protrusion 12 (i.e., the end with the larger diameter) is in contact with the main body 11, and the top surface 121 (i.e., the outer end face with the smaller diameter) is a circular surface parallel to the main body 11. In the initial state unaffected by external forces, the top surfaces 121 of the multiple protrusions 12 are located on the same plane. In use, the low-stiffness elastic vibration isolation pad 10 for rail transit has one side surface of the multiple protrusions 12 facing upwards, and the outer end faces 121 of the multiple protrusions 12 are the contact surfaces that contact the components above (e.g., short sleepers). Optionally, the position where the protrusion 12 contacts the plate 11 has an arc-shaped transition.
[0029] In alternatives, the protrusions 12 can also be in other shapes, such as square prisms or cylinders, but are preferably frustum conical. Multiple protrusions 12 can also have different shapes. Furthermore, multiple protrusions 12 can be arranged in different distributions, for example, in multiple rows with adjacent rows of protrusions 12 staggered in a direction perpendicular to the rows, or in a matrix arrangement with the density gradually changing from one side of the body 11 to the other, so that the low-stiffness elastic vibration isolation pad 10 for rail transit has a gradually changing stiffness from one side to the other.
[0030] One or more protrusions 12 have an adjustment section 13 at their center for adjusting the elastic modulus of a corresponding position of the vibration isolation pad 10 for rail transit. The adjustment section 13 is a hollow structure, such as a groove, hole, or cavity. The hole can be a closed hole at one end or a through hole. When there are multiple adjustment sections 13, they can have the same or different shapes and sizes. When the protrusion 12 is frustum-shaped, the adjustment section 13 is preferably a hole with a circular cross-section, more preferably a conical hole, with the larger diameter end located at the top surface of the frustum-shaped structure. Preferably, the adjustment section 13 is coaxially arranged with the protrusion 12.
[0031] In this embodiment, all protrusions 12 have adjustment portions 13, and all adjustment portions 13 have the same shape and size. Each adjustment portion 13 is a conical hole (also called a conical groove) closed at one end. The conical hole is coaxial with the protrusion 12 (frustum). One end of the conical hole is a circular opening located in the middle of the outer end face 121 of the protrusion 12, and the other end is located inside the protrusion 12 or at the junction of the protrusion 12 and the body portion 11. The extension direction of the circular hole is the same as the height direction of the protrusion 12, and its extension length is basically equal to the height of the protrusion 12.
[0032] In alternatives, the adjustment portion 13 may also be in other shapes, such as a circular hole with a uniform diameter or a through hole. Multiple adjustment portions 13 may also have different shapes. Alternatively, multiple adjustment portions 13 may have different sizes; for example, from one side to the other, the adjustment portions 13 on the multiple rows of protrusions 12 may have gradually changing apertures, so that the low-stiffness elastic vibration isolation pad 10 for rail transit has gradually changing stiffness from one side to the other.
[0033] Furthermore, a status monitoring sensor can be installed within the space of the adjustment section 13 to monitor the operating status of the low-stiffness elastic vibration isolation pad 10 for rail transit. For example, a wireless pressure-sensitive sensor can be embedded in the aforementioned circular hole. Moreover, based on the monitoring data, the service life of the low-stiffness elastic vibration isolation pad 10 for rail transit can be assessed.
[0034] The low-stiffness elastic vibration isolation pad 10 for rail transit can be a rail-mounted vibration isolation pad or a sleeper-mounted vibration isolation pad. The rail-mounted vibration isolation pad is placed between the rail and the sleeper and its size is relatively small; the sleeper-mounted vibration isolation pad is placed between the sleeper and the track bed and its size is relatively large.
[0035] Taking a track-mounted vibration isolation pad as an example, the overall side length of the low-stiffness elastic vibration isolation pad 10 for rail transit can be 200mm~450mm, and the overall thickness can be 10mm~70mm. Specifically, the thickness of the main body 11 can be 5mm~35mm; the height (thickness) of each protrusion 12 can be 5mm~35mm, the bottom diameter can be 30mm~65mm, and the top diameter can be 8mm~20mm; the shortest distance between the bottom edges of two adjacent protrusions 12 can be 12mm~50mm. The maximum aperture of the adjustment part 13 (a circular hole) can be 5mm~15mm and corresponds to the top diameter of the protrusion 12.
[0036] In this embodiment, the low-stiffness elastic vibration isolation pad 10 for rail transit has an overall side length of 370mm and an overall thickness of 30mm. The main body 11 has a thickness of 10mm. Each protrusion 12 has a bottom diameter of 50mm, a top diameter of 12mm, and a height (thickness) of 20mm. The shortest distance between the bottom edges of two adjacent protrusions 12 is 25mm. Each adjustment part 13 (conical hole) has a top diameter (maximum hole diameter) of 6mm, a bottom diameter (minimum hole diameter) of 4mm, and a depth of 20mm.
[0037] The low-stiffness elastic vibration isolation pad 10 for rail transit can be made using existing rubber materials and corresponding preparation methods. For example, after the rubber sheet is calendered into a semi-finished product of a certain width and thickness, the layers of rubber sheet are compounded into a rubber blank by a molding machine. The blank is then pushed into a mold for vulcanization at a certain temperature (e.g., 150℃), a certain time (e.g., 20-30 min), and a certain pressure (e.g., surface pressure 3.5 MPa-4.5 MPa) to form the low-stiffness elastic vibration isolation pad 10 for rail transit with the above-mentioned structure.
[0038] The role and effect of the embodiments
[0039] According to the low-stiffness elastic vibration isolation pad for rail transit provided in this embodiment, since it includes a main body, a plurality of protrusions formed on one surface of the main body, and one or more adjustment parts (empty structures) provided on the protrusions or provided on the protrusions and the main body, the stiffness of the corresponding part of the elastic vibration isolation pad can be reduced by the presence of the adjustment parts. Thus, the stiffness can be reduced without changing the rubber product formula and without changing the overall shape of the elastic vibration isolation pad. Since it is not necessary to change the rubber product formula, the various problems caused by changing the formula mentioned above can be avoided, so that the elastic vibration isolation pad can maintain ideal hardness, physical properties and processing properties. Moreover, this solution is easy to implement and suitable for mass production.
[0040] In the embodiment, multiple protrusions are truncated cones, and the adjustment part is a hole with a circular cross-section and is coaxial with the protrusions. Therefore, the structure can maintain the protrusions under uniform and stable force in the longitudinal direction. The graded buffering effect can still be achieved through multiple perforated elastic truncated cones.
[0041] Furthermore, the adjustment part is a conical hole, with the larger diameter end forming an opening at the top surface of the protrusion (frustum). This allows for a greater reduction in stiffness at the top of the protrusion, while the reduction in stiffness at the bottom is relatively smaller. This enhances the graded buffering effect of the frustum-shaped protrusion. When a train passes over it and the protrusion bears pressure, the top can generate elastic deformation more quickly, initially attenuating more vibration energy. In addition, the conical hole also makes demolding easier during the manufacturing process.
[0042] Furthermore, the local stiffness of the vibration isolation pad can be adjusted by adjusting the distribution of the protrusions, the distribution of the adjustment parts (e.g., setting adjustment parts only on some of the protrusions), the size of the protrusions, and the size of the adjustment parts (e.g., using different apertures for multiple rows of holes). Therefore, this low-stiffness elastic vibration isolation pad for rail transit can flexibly adapt to a variety of different application scenarios.
[0043] Furthermore, the low-stiffness elastic vibration isolation pads for rail transit in the embodiments can be manufactured using existing vulcanization processes and corresponding molds. That is, manufacturing vibration isolation pads with perforated truncated cone protrusions does not complicate the manufacturing process, and is therefore suitable for large-scale manufacturing and widespread application.
[0044] Furthermore, the multiple adjustment sections (gap structures) on the low-stiffness elastic vibration isolation pads for rail transit can also be used to install sensors, such as wireless pressure sensors, so that the performance of the low-stiffness elastic vibration isolation pads for rail transit can be monitored in real time during actual track operation. Based on the monitoring data, the service life of the rubber material can be evaluated, so that the maintenance and replacement of the vibration isolation pad products can be better arranged to ensure that they perform at their best.
[0045] Comparative Example
[0046] This comparative example provides an existing rubber vibration isolation pad for rail transit, for comparison of its effectiveness with the low-stiffness elastic vibration isolation pad 10 for rail transit of the embodiment.
[0047] The existing rubber vibration isolation pad is similar in structure to the vibration isolation pad 10 for rail transit in the embodiment. It also has the same body part and multiple protrusions. The shape and size of each part are the same as the corresponding part of the low stiffness elastic vibration isolation pad 10 for rail transit in the embodiment. Both use the same rubber material and manufacturing process. The only difference is that the existing rubber vibration isolation pad 20 does not have an adjustment part 13, and its protrusions are solid truncated cones.
[0048] Based on the structures of the low-stiffness elastic vibration isolation pad 10 for rail transit in this embodiment and the existing rubber vibration isolation pad 20 as a comparative example, multiple corresponding samples were prepared for each. These samples were then subjected to performance tests in the same manner to obtain performance test data. Specifically, the tested properties included hardness, static modulus, dynamic-to-static ratio, and compression set. Each performance test was conducted according to the methods described in GB / T 39705 or GB / T 38695, and will not be repeated here.
[0049] The performance test results of the two types of vibration isolation pads are shown in Table 1 below:
[0050] Table 1. Performance Comparison of Two Types of Vibration Isolation Pads
[0051] 1 Tensile strength ≥15MPa 15MPa 22MPa 2 Elongation at break ≥450% 700% 650% 3 Hardness (shoreA) - 32 50 4 <![CDATA[Static modulus N / mm 3 > - 0.015 0.015 5 Compression permanent deformation ≤25% 30% 18%
[0052] As can be seen from the comparison of the data in Table 1, compared with the existing rubber vibration isolation pad 20 in the comparative example, the low-stiffness elastic vibration isolation pad 10 for rail transit in this embodiment has better physical properties, including better compression set, smaller dynamic-to-static ratio, and greater tensile strength, and its stiffness is also lower. Therefore, it is very suitable for use as a vibration isolation pad in rail transit.
[0053] The above embodiments are merely illustrative of specific implementations of this utility model, and the utility model is not limited to the scope of the above embodiments. Those skilled in the art should understand that the utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are only for illustrating the principles of the utility model. Various changes and modifications can be made to the utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the utility model as claimed. The scope of protection of this utility model is defined by the appended claims and their equivalents.
Claims
1. A low-stiffness elastic vibration isolation pad for rail transit, characterized in that, include: The body part is plate-shaped; Multiple protrusions are provided on one side surface of the main body; as well as One or more adjustment parts, which are empty structures, are formed on the protrusion, or on the protrusion and the body, for adjusting the stiffness of the corresponding part of the elastic vibration isolation pad for rail transit.
2. The low-stiffness elastic vibration isolation pad for rail transit according to claim 1, characterized in that: in, The adjustment part is a groove, hole or cavity formed on the protrusion.
3. The low-stiffness elastic vibration isolation pad for rail transit according to claim 2, characterized in that: in, The protrusion is shaped like a frustum of a cone, and its bottom surface is connected to the main body. The adjustment part is a hole formed on the protrusion.
4. The low-stiffness elastic vibration isolation pad for rail transit according to claim 3, characterized in that: in, The adjustment part is a hole with a circular cross-section and is coaxially arranged with the protrusion.
5. The low-stiffness elastic vibration isolation pad for rail transit according to claim 4, characterized in that: in, The adjustment part is a conical hole, with the larger diameter end located at the top surface of the protrusion and forming an opening, and the smaller diameter end located at the bottom surface of the protrusion.
6. The low-stiffness elastic vibration isolation pad for rail transit according to claim 5, characterized in that: in, The protrusion has a bottom diameter of 30mm~65mm, a top diameter of 8mm~20mm, and a height of 5mm~35mm. The maximum aperture of the adjustment part is 5mm to 15mm and corresponds to the top surface diameter of the protrusion.
7. The low-stiffness elastic vibration isolation pad for rail transit according to claim 6, characterized in that: in, The multiple protrusions are arranged in a matrix with equal spacing. The shortest distance between the bottom edges of two adjacent protrusions is 12mm to 50mm.
8. The low-stiffness elastic vibration isolation pad for rail transit according to claim 1, characterized in that: in, The body and the protrusion are integrally formed of rubber material.
9. The low-stiffness elastic vibration isolation pad for rail transit according to claim 1, characterized in that: in, The adjustment section is also used to install sensors.