CN214938835U - A kind of isotropic same frequency rail damping vibration absorber - Google Patents
A kind of isotropic same frequency rail damping vibration absorber Download PDFInfo
- Publication number
- CN214938835U CN214938835U CN202120256615.6U CN202120256615U CN214938835U CN 214938835 U CN214938835 U CN 214938835U CN 202120256615 U CN202120256615 U CN 202120256615U CN 214938835 U CN214938835 U CN 214938835U
- Authority
- CN
- China
- Prior art keywords
- rail
- vibration absorber
- steel rail
- isotropic
- frequency
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Images
Landscapes
- Vibration Prevention Devices (AREA)
- Railway Tracks (AREA)
Abstract
本实用新型涉及一种各向同频钢轨阻尼吸振器，包括外壳，其内部限定出一个安装空间，其安装于钢轨两侧轨腰上；弹性体为圆柱形，其轴向与钢轨长度方向平行布置，其具有两个且分别固定于安装空间长度方向上的两端内壁上；质量块为圆柱形金属块，其安装于安装空间内、且其两端分别与两个弹性体固定；其中质量块与外壳之间预留的间隙大于等于5mm。采用圆柱形弹性体固定质量块的方式，使得钢轨吸振器在钢轨截面内各个方向的谐振频率均相同，因此可调节任意方向钢轨振动主频，很好的适应了不同车辆轮缘造成的钢轨振动主频差异，提高了吸振效果；将弹性体包裹于壳体内部，提高恶劣环境的适应性，有效延缓老化速度，延长了吸振器的使用寿命。
The utility model relates to an isotropic and same-frequency steel rail damping vibration absorber, which comprises a casing, an installation space is defined in the inner part, which is installed on the rail waists on both sides of the rail; the elastic body is cylindrical, and its axial direction is parallel to the length direction of the rail arrangement, it has two and are respectively fixed on the inner walls of both ends in the length direction of the installation space; the mass block is a cylindrical metal block, which is installed in the installation space, and its two ends are respectively fixed with two elastic bodies; wherein the mass The gap reserved between the block and the shell is greater than or equal to 5mm. The cylindrical elastic body is used to fix the mass block, so that the resonance frequency of the rail vibration absorber in all directions in the rail section is the same, so the main frequency of the rail vibration in any direction can be adjusted, which is well adapted to the rail vibration caused by different vehicle rims. The main frequency difference improves the vibration absorption effect; the elastomer is wrapped inside the shell to improve the adaptability to harsh environments, effectively delay the aging speed, and prolong the service life of the vibration absorber.
Description
Technical Field
The utility model relates to a track damping technical field, more specifically the saying so relates to a same frequency steel rail damping bump leveller of each direction.
Background
With the continuous development of urban rail transit in China, the traffic mileage is rapidly increased, the net is encrypted, the traffic volume is also increased linearly, and the requirements of passengers on the operation quality are gradually improved along with the improvement of the living standard. And along with the continuous increase of line service time, the track state can produce wearing and tearing of different degree and different forms, when the rail produced short wave ripples and grinds, can produce extremely violent vibration impact to the rail under the high-speed operation of train, and the frequency of this kind of impact is fixed, and intensity is big to radiation out very strong wheel rail noise, greatly reduced riding comfort. In order to solve the problems, the steel rail damping vibration absorber is widely applied, the wheel-rail interaction is improved in a resonance mode, the longitudinal attenuation rate of the steel rail is increased, and the steel rail short-wave grinding is favorably slowed down.
The structural form of the existing steel rail damping vibration absorber product is generally that one or more mass blocks are wrapped in rubber, and the mass blocks are arranged according to different forms. The installation position of the steel rail vibration absorber product is generally positioned at the rail web of the steel rail, and the installation space is extremely limited. The conventional steel rail vibration absorber product adopts a mode of wrapping a mass block by rubber, the rubber is an isotropic material (the rubber is generally amorphous, and even the rubber with crystallinity has relatively low crystallinity, so the rubber material is generally isotropic), and according to the mechanical principle (G ═ E/[2(1+ v) ]) of the isotropic material, the elastic modulus is generally more than 3 times of the shear modulus, and a plate-type rubber support is taken as an example, the compression elastic modulus is generally 6MPa, and the shear elastic modulus is about 1.5 MPa. Therefore, when the compression performance of the rubber is used as the elasticity of the steel rail vibration absorber, the installation space is limited, the rigidity of the steel rail vibration absorber cannot be reduced by increasing the size of the rubber material, the resonance frequency of the corresponding steel rail vibration absorber product is difficult to be lower, and the resonance frequency of the existing steel rail vibration absorber product is generally more than 250 Hz.
The existing steel rail vibration absorber products are basically in the structural form that the elastic material wraps the mass block, the natural frequency of the vibration absorber is adjusted by changing the sizes of the elastic material and the mass block, but the mode can only adjust the vibration frequency of the vertical direction and the horizontal direction in the section of the steel rail, but the actual field line state is complex, the wheel rim abrasion states of different vehicles are different, the interaction between the wheel and the rail is extremely complex and changeable, when the difference of the states of the wheel rims of the vehicles is large, when the trains pass through the installation section of the steel rail vibration absorber, the main vibration directions of the steel rail are different, the existing steel rail vibration absorber products cannot adapt to the change of the main vibration directions, and the vibration absorption effects are different.
Meanwhile, the elastic material of the existing steel rail vibration absorber product is exposed, and when the steel rail vibration absorber is used in the open air, the steel rail vibration absorber is influenced by severe environments such as high temperature, cold, rain, snow, sunshine and the like, so that aging and denaturation are extremely generated, the original design elasticity is lost, the integral durability of the product is reduced, the service life is shortened, the vibration absorbing effect is lost, and even the vibration of the steel rail is amplified.
Therefore, how to provide an all-directional same-frequency steel rail damping vibration absorber is a problem that needs to be solved urgently by those skilled in the art.
SUMMERY OF THE UTILITY MODEL
Therefore, the utility model aims to provide an all-direction same frequency steel rail damping bump leveller, it is poor to solve current bump leveller and inhale the vibration effect, and service condition is abominable leads to the short-lived problem.
The utility model provides an all directions are with frequency rail damping bump leveller, include:
the inner part of the shell is limited with an installation space which is arranged on the rail web at two sides of the steel rail;
the elastic bodies are cylindrical, are arranged in parallel with the length direction of the steel rail in the axial direction and are provided with two elastic bodies, and the two elastic bodies are respectively fixed on the inner walls of two ends of the installation space in the length direction;
the mass block is a cylindrical metal block and is arranged in the installation space, and two ends of the mass block are respectively fixed with the two elastic bodies; wherein the reserved gap between the mass block and the shell is more than or equal to 5 mm.
According to the technical scheme, compared with the prior art, the utility model discloses a to have same frequency rail damping bump leveller, utilize the cutting performance that subtracts of elastomer, make the elastic rigidity of rail bump leveller product reduce to reduce the natural frequency of rail bump leveller (according to f ═ v/lambda, f is rail vibration frequency in the formula, v is the vehicle speed of traveling, lambda is rail corrugation wavelength), can be applicable to the lower and longer rail corrugation section of wavelength of the speed of a motor vehicle; the cylindrical elastic body is adopted and laterally arranged to be connected with the mass block, and the cross section of the cylinder is circular, so that the shearing rigidity of the elastic body in each direction in the plane of the cross section of the elastic body is consistent, and the resonance frequency of the steel rail vibration absorber in each direction in the section of the steel rail is the same, so that the vibration dominant frequency of the steel rail in any direction can be adjusted, the difference of the vibration dominant frequency directions of the steel rail caused by different vehicle rims is well adapted, 360-degree full coverage is realized, and the vibration absorption effect is improved;
the elastic body is wrapped inside the shell, so that the adaptability to severe environments is improved, the aging speed is effectively delayed, and the service life of the vibration absorber is prolonged. The reserved gap between the mass block and the shell is more than or equal to 5mm, so that the mass block can carry out resonance frequency modulation.
Furthermore, the shell comprises a shell body and an end cover, the inner side surface of the shell body is matched with the surface shape of the steel rail, and the outer side surface of the shell body is flush with the rail bottom of the steel rail; the two ends of the elastic body are fixed through the two end covers to form a closed installation space, so that the elastic body is fixed in the installation space, the complexity of the working environment of the elastic body is reduced, and the service life of the elastic body is prolonged.
Further, two ends of the shell body are welded or riveted with the two end covers.
Further, the shell body and the end cover are formed by rolling or pouring a steel plate or alloy or a die.
Further, the housing length is 200-400 mm.
Furthermore, the radius of the elastomer is 15-40mm, and the length of the elastomer is 10-50 mm. The rigidity of the steel rail vibration absorber product is reduced by utilizing the shear reducing performance of the elastomer, the lowest resonant frequency can reach 50Hz by adjusting the size of the product shear elastomer, the application range is wider, and the vibration absorbing performance is better.
Further, the elastomer is made of rubber, polyurethane or silicone.
Further, the elastomer is vulcanized or adhesively secured to the housing and mass.
Furthermore, the mass block is made of steel or alloy, and the mass of the mass block is 0.5-10 kg.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
Fig. 1 is a perspective view of an all-direction same-frequency steel rail damping vibration absorber provided by the invention (showing an elastic body and a mass block inside a shell);
FIGS. 2 and 3 are perspective views of the same-frequency steel rail damping absorber;
FIG. 4 is a schematic view of the end cap and elastomer attachment;
in the figure: 100-shell, 101-shell body, 102-end cover, 200-elastomer, 300-mass block and G-steel rail.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present invention, and should not be construed as limiting the present invention.
In the description of the present invention, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
Referring to the accompanying drawings 1-3, the embodiment of the utility model discloses an all-directional same-frequency steel rail damping vibration absorber, include:
a housing 100 installed on the rail web at both sides of the rail G, the housing 100 defining an installation space therein;
the elastic bodies 200 are cylindrical, the axial direction of the elastic bodies 200 is parallel to the length direction of the steel rail G, and the elastic bodies 200 are provided with two elastic bodies which are respectively fixed on the inner walls of two ends of the installation space in the length direction;
a mass block 300, wherein the mass block 300 is a cylindrical metal block, is installed in the installation space, and has two ends respectively fixed with the two elastic bodies 200; wherein the gap reserved between the mass 300 and the housing 100 is greater than or equal to 5 mm.
In the scheme, the shell mainly plays a role in supporting the whole structure and protecting the internal cylindrical elastic body and the mass block from being influenced by external force and the external severe environment. The cylindrical elastic body is used as an elastic element of a steel rail vibration absorber product and is a main component for adjusting the resonance frequency. The mass block is a main component participating in resonance and inhibiting vibration of the steel rail.
Therefore, the utility model discloses an all-direction same-frequency steel rail damping vibration absorber utilizes the subtracting cutting performance of elastomer, makes the elastic rigidity of steel rail vibration absorber product reduce to reduce the natural frequency of steel rail vibration absorber, (according to f ═ v/lambda, f is the rail vibration frequency in the formula, v is the vehicle speed of travel, lambda is the rail corrugation wavelength), can be applicable to the lower and longer rail corrugation section of speed of a motor vehicle; the cylindrical elastic body is adopted and laterally arranged to be connected with the mass block, and the cross section of the cylinder is circular, so that the shearing rigidity of the elastic body in each direction in the plane of the cross section of the elastic body is consistent, and the resonance frequency of the steel rail vibration absorber in each direction in the section of the steel rail is the same, so that the vibration dominant frequency of the steel rail in any direction can be adjusted, the difference of the vibration dominant frequency directions of the steel rail caused by different vehicle rims is well adapted, 360-degree full coverage is realized, and the vibration absorption effect is improved; the elastic body is wrapped inside the shell, so that the adaptability to severe environments is improved, the aging speed is effectively delayed, and the service life of the vibration absorber is prolonged. The reserved gap between the mass block and the shell is more than or equal to 5mm, so that the mass block can carry out resonance frequency modulation.
Advantageously, with reference to fig. 2 and 4, the casing 100 comprises a casing body 101 and an end cap 102, the inner side of the casing body 101 being in form-fitting relationship with the surface of the rail G and the outer side being flush with the rail foot of the rail G; two ends of the connecting rod are respectively fixed through two end covers 102 to form a closed installation space; therefore, the elastic body is fixed in the installation space, the complexity of the working environment of the elastic body is reduced, and the service life of the elastic body is further prolonged.
In the above scheme, two ends of the shell body 101 are welded or riveted with the two end covers 102. The shell body 101 and the end cover 102 are formed by rolling or die casting steel plates or alloys.
In one embodiment of the present invention, the length of the housing 100 is 200 and 400mm, preferably 300 mm; the radius of the elastic body 200 is 15-60mm, the length is 10-80mm, the preferred radius is 30mm, and the length is 25mm, the rigidity of the steel rail vibration absorber product is reduced by utilizing the shear reducing performance of the elastic body, the lowest resonant frequency can reach 50Hz by adjusting the size of the elastic body sheared by the product, the application range is wider, and the vibration absorption performance is better.
Advantageously, the elastomer 200 is made of rubber, polyurethane or silicone.
In the above embodiments, the elastic body 200 is vulcanized or bonded to the housing 100 and the mass 300 to ensure a firm connection.
In the above embodiments, the mass block 300 is made of steel or alloy, and has a mass of 0.5-10 kg. The mass of the rail corrugation is selected from 0.5-10kg according to the difference of the rail corrugation and the characteristic wavelength of the vehicle speed.
The utility model discloses a cylindrical elastomer supports as rigidity for the resonant frequency of this product in rail cross section plane each direction is unanimous, can deal with the change of the vibration dominant frequency direction that various wheel rail effects arouse. The elastic body and the mass block are both positioned in the shell, so that the two main elements are free from being influenced by severe environment, the vibration absorption effect is improved, and the service life of the vibration absorption device is prolonged.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.
Although embodiments of the present invention have been shown and described, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art without departing from the scope of the present invention.
Claims (9)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120256615.6U CN214938835U (en) | 2021-01-29 | 2021-01-29 | A kind of isotropic same frequency rail damping vibration absorber |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120256615.6U CN214938835U (en) | 2021-01-29 | 2021-01-29 | A kind of isotropic same frequency rail damping vibration absorber |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214938835U true CN214938835U (en) | 2021-11-30 |
Family
ID=79099579
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202120256615.6U Expired - Fee Related CN214938835U (en) | 2021-01-29 | 2021-01-29 | A kind of isotropic same frequency rail damping vibration absorber |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN214938835U (en) |
-
2021
- 2021-01-29 CN CN202120256615.6U patent/CN214938835U/en not_active Expired - Fee Related
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108039795B (en) | New energy automobile motor damping device | |
| CN202016473U (en) | Meter gauge bogie | |
| CN110409228A (en) | A rail damper | |
| CN204915705U (en) | Single track train of a formula of striding and bogie thereof | |
| CN102167050B (en) | Vehicle connection portion noise reduction and protection device of high-speed motor train unit | |
| CN214938835U (en) | A kind of isotropic same frequency rail damping vibration absorber | |
| CN201272365Y (en) | Vehicle end shock-absorbing device | |
| CN102390395A (en) | Horizontal buffer for locomotive bogie | |
| CN201214427Y (en) | high speed rail vehicle | |
| CN202243510U (en) | Transverse bumper for locomotive bogie | |
| CN111749056A (en) | Comprehensive damping vibration-damping noise-reducing device for mass-distributed steel rail | |
| CN214882632U (en) | Assembled type all-directional same-frequency steel rail damping vibration absorber | |
| CN208534713U (en) | A kind of new-energy automotive air-conditioning compressor damping device | |
| CN103097223B (en) | Meter gauge bogie | |
| CN112796177A (en) | An assembled isotropic same-frequency rail damping vibration absorber | |
| CN212447527U (en) | Low-noise pantograph region vehicle body structure of high-speed train | |
| CN202163295U (en) | Rubber suspension assembly for engine of heavy-duty car | |
| KR20130130343A (en) | All-in-one sound absorbing aluminum wheel using molten core and its manufacturing method | |
| CN204726450U (en) | A kind of eight axle bogie of electric locomotive end frameworks | |
| CN213332192U (en) | High-strength lightweight shell of shock absorber | |
| CN206086462U (en) | High life commercial car seat bumper shock absorber | |
| CN212950077U (en) | Automobile back door damping structure and vehicle | |
| CN112046192B (en) | Wheel noise reduction method and composite damping noise reduction device | |
| CN104812596A (en) | Mounting device for vehicle | |
| CN219312497U (en) | Rear suspension bracket of engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20220510 Address after: 100081 4 / F and 6 / F, No.15 building, No.2 courtyard, Daliushu Road, Haidian District, Beijing Patentee after: Urban rail transit center of China Railway Research Institute Group Co.,Ltd. Patentee after: China Railway Academy (Beijing) Engineering Consulting Co.,Ltd. Patentee after: CHINA ACADEMY OF RAILWAY SCIENCES Corp.,Ltd. Address before: 100081 4 / F and 6 / F, No.15 building, No.2 courtyard, Daliushu Road, Haidian District, Beijing Patentee before: Urban rail transit center of China Railway Research Institute Group Co.,Ltd. Patentee before: China Railway Academy (Beijing) Engineering Consulting Co.,Ltd. |
|
| TR01 | Transfer of patent right | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20211130 |
|
| CF01 | Termination of patent right due to non-payment of annual fee |