CN203583296U - Rail traffic shock pad - Google Patents
Rail traffic shock pad Download PDFInfo
- Publication number
- CN203583296U CN203583296U CN201320629834.XU CN201320629834U CN203583296U CN 203583296 U CN203583296 U CN 203583296U CN 201320629834 U CN201320629834 U CN 201320629834U CN 203583296 U CN203583296 U CN 203583296U
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- rubber
- plane
- track traffic
- traffic beam
- braid
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Abstract
The utility model relates to a rail traffic shock pad which comprises a rubber base combination layer and a rubber damping layer. The rubber damping layer is fixed on the rubber base combination layer and formed by a plurality of fatigue-resistant high-strength damping parts sequentially arranged in an arrayed mode, and the damping parts are upwards-protruding table-shaped structures along the top face of the rubber base combination layer. The rail traffic shock pad is used for absorbing shocks to rails in the train operation process, the damping parts are of the unique table-shaped structures, the circular top faces of the table-shaped structures can be in more contact with the bottom faces of the rails, the contact area between the rail traffic shock pad and the rails is expanded, the resistance effect of the damping parts of the rail traffic shock pad on impact force of a train to the rails in the train operation process can be accordingly improved, the impact energy to the rails in the train operation process can be effectively absorbed, and noise and shocks generated during train operation are further reduced.
Description
Technical field
The utility model relates to the cushion technique in railway transportation, especially relates to track traffic beam.
Background technology
In Urbanization in China, traffic problems are more and more serious, and subway and light rail are as new traffic tool, have played more and more important effect in Urban Transportation.And the vibration and the noise problem that produce must solve train operation when subway and light railway are built time, the vibration producing during train operation will affect the application life of track, and easily breaks down.Therefore, adopt at present Rubber shock-absorbing pad to be located under track for damping.But current Rubber shock-absorbing pad, its damper portion is semicircle ball bumps structure.The spherical projection of this semicircle is because its upper surface is set to hemispherical dome structure, make the contact area of itself and track bottom surface very little, cause in train travelling process, track produces vibrations, pressure in the unit area of this each semicircle ball bumps increases, and this ball bumps impact force to ground can not effectively reduce train operation to the full extent time.
Utility model content
It is semicircle chondritic that the purpose of this utility model is to solve existing its damper portion of the Rubber shock-absorbing pad using on train rail, the vibrations that produce while making its damper portion absorb train operation and the bad shortcoming of effect of noise, provide a kind of track traffic beam.
The technical scheme that the utility model solves its technical problem employing is: track traffic beam, comprise rubber substrate combination layer and be fixed on described rubber substrate combination layer by the high-intensity damper portion of several endurances successively by the rubber damping layer of array arrangement, described rubber substrate combination layer and described rubber damping layer are one-body molded, the platform shape structure that described damper portion raises up and forms for the end face along described rubber substrate combination layer, described the second plane that shape structure has the first plane on the end face that is fixed on described rubber substrate combination layer and is parallel to described the first plane, the area of described the first plane is less than the area of described the second plane.
Further, described shape structure is frustum cone structure, and described the first plane is rounded bottom surface, and the radius of described rounded bottom surface is 40～60mm, and described the second plane is circular end face, and the radius of described circular end face is 1～20mm.
Further, the radius of curvature of the frustum cone structure of described damper portion is 21～181mm.
Particularly, the distance between described the second plane and described the first plane is 18mm.
Further, in described rubber damping layer, between adjacent damper portion, form the passage that can be beneficial to ventilating drainage.
Particularly, the width of described passage is 40～80mm.
Further, described rubber substrate combination layer comprises rubber-based bottom, the first braid, channel rubber, the second braid and rubber levelling blanket from the bottom to top successively.
Particularly, the thickness of described rubber-based bottom is 2.2mm; The thickness of described channel rubber is 4mm; The thickness of described rubber levelling blanket is 2mm.
Further, described the first braid and described the second braid are woven into square-grid structure by the mylar of EP200/80.
Particularly, the thickness of described the first braid and described the second braid is 0.3mm.
The beneficial effects of the utility model are: track traffic beam provided by the utility model is located at below the track of existing subway and light rail, for absorbing the vibrations that train travelling process produces track, due to the unique platform shape structure of its damper portion, its circular end face can more be contacted with track bottom surface, increased the contact area of track traffic beam and track, thereby the damping force of the impact that in the time of can improving its damper portion to train operation, track produces, can more effectively absorb the impact of train to track, and then the noise and the vibrations that produce while reducing train operation, make train operation safer, steadily, guarantee the transportation safety of subway and light rail, and in rubber damping layer, there is good ventilating drainage passage and can avoid residual condensation product on track traffic beam.
Accompanying drawing explanation
Fig. 1 is the elevation of the track traffic beam that provides of the utility model embodiment;
Fig. 2 is the partial enlarged drawing at A place in Fig. 1
Fig. 3 is the lateral view of the track traffic beam that provides of the utility model embodiment;
Fig. 4 is the partial enlarged drawing at B place in Fig. 3;
In figure: the end face of 10-track traffic beam, 1-rubber substrate combination layer, 11-rubber-based bottom, 12-the first braid, 13-channel rubber, 14-the second braid, 15-rubber levelling blanket, 16-rubber substrate combination layer, 2-rubber damping layer, 21-damper portion, 211-the first plane, 212-the second plane, 22-passage.
The specific embodiment
In order to make the purpose of this utility model, technical scheme and advantage clearer, below in conjunction with drawings and Examples, the utility model is further elaborated.Should be appreciated that specific embodiment described herein is only in order to explain the utility model, and be not used in restriction the utility model.
Referring to Fig. 1-4, by the utility model is provided track traffic beam 10, this track traffic beam 10 is arranged on below the track of subway or light rail, the vibrations and the noise that in the time of can effectively reducing train operation, produce, improve the safety of rail and train, reduce the incidence of fault as far as possible.Particularly, referring to Fig. 1, this track traffic beam 10 comprises rubber substrate combination layer 1 and is fixed on the rubber damping layer 2 of being arranged by array successively by the high-intensity damper portion 21 of several endurances on rubber substrate combination layer 1.Concrete, in track traffic beam provided by the utility model, this rubber substrate combination layer 1 is formed in one with rubber damping layer 2, and this damper portion 21 platform shape structure 21 of raising up and form for the end face 16 along rubber substrate combination layer 1.This shape structure 21 can be frustum cone structure, bucking ladder structure etc.Specifically in the present embodiment, this damper portion 21 is arranged by annular array, and certainly, this damper portion 21 not only can be arranged by annular array, can also be the different array arrangements such as rectangular array.Particularly, referring to Fig. 2, is the partial enlarged drawing of this shape structure 21, can find out the second plane 212 that this shape structure 21 has the first plane 211 on the end face 16 that is fixed on rubber substrate combination layer 1 and is parallel to the first plane 211 in figure.In the present embodiment, the area of this second plane 212 is less than the area of the first plane 211.And as shown in Figure of description 1, this shape structure 21 is frustum cone structure, the first plane 211 of this damper portion 21 is rounded bottom surface, the radius R 1 of rounded bottom surface 211 is between 40～60mm, the second plane 212 is circular end face, the radius R 2 of circular end face 212, between 1～20mm, makes the area of the second plane 212 of this shape structure 21 can be less than all the time the area of the first plane 211.And the radius R 2 of this circle end face 212 is larger, its shape structure 21 is just larger with the contact area of track bottom surface, and the pressure of the train therefore can bear is also just larger.While laying track traffic beam 10 provided by the utility model under the larger track of carrying capacity, the platform shape structure of this damper portion 21 is larger, and the area of the second plane 21 of its corresponding platform shape structure 21 is also larger accordingly.21 peculiar shape structures 21 of this damper portion make track traffic beam 10 can have multilist area more can fit to the bottom surface of track, therefore, the damping force of the impact that when this unique platform shape structure 21 can improve 21 pairs of train operations of its damper portion, track produces, can more effectively absorb the impact of train to track, make track traffic beam 10 can bear the pressure that the train on track brings, play the effect of buffering.Because this track traffic beam 10 is owing to having the damper portion 21 of its shape structure, the noise and the vibrations that while making beam 10 to absorb train operation, produce, make train operation safer, steady, guarantees the transportation safety of subway and light rail.
As shown in Figure 4, the radius of curvature R 3 of these damper portion 21 frustum cone structures is 21～181mm.This radius R 3 is less, and the rigidity of its damper portion 21 is also larger, and radius R 3 is larger, and the rigidity of its damper portion 21 is also less.Therefore the size of this radius of curvature R 3 will be according to the applied different subway of this track traffic beam 10 or its weight carrying of light rail.
And the second plane 212 of this damper portion 21 and the distance between the first plane 211 are 18mm.This shape structure 21 height protruding with respect to rubber substrate combination layer 1 is 18mm.And this damper portion 21 adopted can the high-intensity NR rubber of endurance (basic chemical composition is cis-polyisoprene), this NR rubber has advantages of that good springiness, intensity are high, good combination property, can assist with fatigue proof preventing aging system, the frequency of the adjustment induction vibration by hardness level, to optimize the effect of damping.And track traffic beam 10 provided by the utility model has good mechanical property, anti-aging, corrosion resistance, shock resistance, running resistance in the time of can reducing train driving, reduce wear, noise and vibrations that obviously the train of minimizing subway and light rail produces in running, make train operation safer, steady, thereby guaranteed the transportation safety of subway and light rail.
Further, please again referring to Fig. 1-4, in rubber damping layer 2, between adjacent damper portion 21, form the passage 22 that can be beneficial to ventilating drainage.The width of this passage 22 is 40～80mm.The passage 22 forming between adjacent damper portion 21 has even high ventilation, drainage effect, make on track traffic beam 10, to be not easy to pile up the residual condensation product on rail, thereby guarantee the normal use of track traffic beam 10, extend its application life, reach damping efficiently and soundproof effect.
Further, referring to Fig. 4, this rubber substrate combination layer 1 comprises rubber-based bottom 11, the first braid 12, channel rubber 13, the second braid 14 and rubber levelling blanket 15 from the bottom to top successively.This rubber-based bottom 11 is usingd NR (natural rubber) and SBR (butadiene-styrene rubber) as substrate, on the basis of the good NR of fatigue performance (natural rubber), bring the SBR (butadiene-styrene rubber) of rigid radical into, because SBR (butadiene-styrene rubber) has advantages of wear-resisting, heat-resisting, ageing-resistant and curingprocess rate is excellent, make it as the basalis of track traffic beam 10 provided by the utility model, to play better the effect of bradyseism and noise abatement, can improve the abrasion resistance of track traffic beam 10 simultaneously.And channel rubber 13 has adopted neoprene, because it has good physical and mechanical properties, higher hot strength, expansion and contraction and oil resistant, heat-resisting, resistance to combustion, resistance to daylight, feature that cementability is good.Can be with the bond strength of the first braid 12 and the second braid 14 more than 10N/mm through processing by channel rubber 13.And rubber levelling blanket 15 adopts the quality of rubber materials the same with rubber damping layer 2 so that this rubber levelling blanket 15 can with the one-body molded making of rubber damping layer 2.Meanwhile, rubber-based bottom 11 provided by the utility model and the first braid 12 and the second braid 14 are woven into square-grid structure by the mylar of EP200/80.This mylar is a kind of macromolecular fibre cloth of air-and water-permeable, its unique permeability has guaranteed the water-proof breathable properties of rubber-based bottom 11 and channel rubber 13 and rubber levelling blanket 15, its steam forming due to variations in temperature can be accessed timely discharges, and the adhesion stress between itself and rubber-based bottom 11 and channel rubber 13 and rubber levelling blanket 15 can't be subject to the impact of steam, thereby has guaranteed water resistance and the application life of track traffic beam 10.
And the thickness that the thickness that the thickness of the rubber-based bottom 11 of rubber substrate combination layer 1 provided by the utility model is 2.2mm, channel rubber 13 is 4mm, rubber levelling blanket 15 is 2mm, the thickness of the first braid and the second braid is 0.3mm.
These are only preferred embodiment of the present utility model, not in order to limit the utility model, all any modifications of doing within spirit of the present utility model and principle, be equal to and replace and improvement etc., within all should being included in protection domain of the present utility model.
Claims (10)
1. track traffic beam, comprise rubber substrate combination layer and be fixed on described rubber substrate combination layer by the high-intensity damper portion of several endurances successively by the rubber damping layer of array arrangement, it is characterized in that, described rubber substrate combination layer and described rubber damping layer are one-body molded, the platform shape structure that described damper portion raises up and forms for the end face along described rubber substrate combination layer, described the second plane that shape structure has the first plane on the end face that is fixed on described rubber substrate combination layer and is parallel to described the first plane, the area of described the first plane is less than the area of described the second plane.
2. track traffic beam as claimed in claim 1, is characterized in that, described shape structure is frustum cone structure, described the first plane is rounded bottom surface, the radius of described rounded bottom surface is 40～60mm, and described the second plane is circular end face, and the radius of described circular end face is 1～20mm.
3. track traffic beam as claimed in claim 2, is characterized in that, the radius of curvature of described frustum cone structure is 21～181mm.
4. track traffic beam as claimed in claim 1, is characterized in that, the distance between described the second plane and described the first plane is 18mm.
5. track traffic beam as claimed in claim 1, is characterized in that, forms the passage that can be beneficial to ventilating drainage in described rubber damping layer between adjacent damper portion.
6. track traffic beam as claimed in claim 5, is characterized in that, the width of described passage is 40～80mm.
7. the track traffic beam as described in claim 1-6 any one, is characterized in that, described rubber substrate combination layer comprises rubber-based bottom, the first braid, channel rubber, the second braid and rubber levelling blanket from the bottom to top successively.
8. track traffic beam as claimed in claim 7, is characterized in that, the thickness of described rubber-based bottom is 2.2mm; The thickness of described channel rubber is 4mm; The thickness of described rubber levelling blanket is 2mm.
9. track traffic beam as claimed in claim 7, is characterized in that, described the first braid and described the second braid are woven into square-grid structure by the mylar of EP200/80.
10. track traffic beam as claimed in claim 9, is characterized in that, the thickness of described the first braid and described the second braid is 0.3mm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320629834.XU CN203583296U (en) | 2013-10-12 | 2013-10-12 | Rail traffic shock pad |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320629834.XU CN203583296U (en) | 2013-10-12 | 2013-10-12 | Rail traffic shock pad |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN203583296U true CN203583296U (en) | 2014-05-07 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201320629834.XU Expired - Fee Related CN203583296U (en) | 2013-10-12 | 2013-10-12 | Rail traffic shock pad |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN203583296U (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105200870A (en) * | 2015-09-18 | 2015-12-30 | 成都明日星辰科技有限公司 | Noise-lowering shock absorption track |
| CN106758567A (en) * | 2016-12-16 | 2017-05-31 | 京投科技（北京）有限公司 | A kind of elastic vibration isolation pad of steel rail vibration reduction fastener |
| CN108589435A (en) * | 2018-08-02 | 2018-09-28 | 浙江三维橡胶制品股份有限公司 | Railroad track rubber shock-absorbing structure and rubber |
| CN108894063A (en) * | 2018-08-02 | 2018-11-27 | 浙江三维橡胶制品股份有限公司 | Railroad track Rubber shock-absorbing pad |
| CN115139597A (en) * | 2022-08-05 | 2022-10-04 | 道尔道科技股份有限公司 | High-damping wear-resistant rubber vibration damping pad and preparation process thereof |
-
2013
- 2013-10-12 CN CN201320629834.XU patent/CN203583296U/en not_active Expired - Fee Related
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105200870A (en) * | 2015-09-18 | 2015-12-30 | 成都明日星辰科技有限公司 | Noise-lowering shock absorption track |
| CN106758567A (en) * | 2016-12-16 | 2017-05-31 | 京投科技（北京）有限公司 | A kind of elastic vibration isolation pad of steel rail vibration reduction fastener |
| CN106758567B (en) * | 2016-12-16 | 2018-07-10 | 京投科技（北京）有限公司 | A kind of elastic vibration isolation pad of steel rail vibration reduction fastener |
| CN108589435A (en) * | 2018-08-02 | 2018-09-28 | 浙江三维橡胶制品股份有限公司 | Railroad track rubber shock-absorbing structure and rubber |
| CN108894063A (en) * | 2018-08-02 | 2018-11-27 | 浙江三维橡胶制品股份有限公司 | Railroad track Rubber shock-absorbing pad |
| CN108894063B (en) * | 2018-08-02 | 2023-08-11 | 三维控股集团股份有限公司 | Rubber shock pad for railway track |
| CN108589435B (en) * | 2018-08-02 | 2024-02-27 | 三维控股集团股份有限公司 | Rubber shock-absorbing structure and rubber for railway track |
| CN115139597A (en) * | 2022-08-05 | 2022-10-04 | 道尔道科技股份有限公司 | High-damping wear-resistant rubber vibration damping pad and preparation process thereof |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| PE01 | Entry into force of the registration of the contract for pledge of patent right |
Denomination of utility model: Rail traffic shock pad Effective date of registration: 20150817 Granted publication date: 20140507 Pledgee: China Everbright Bank Shenzhen branch Pledgor: Shenzhen Keju New Material Co., Ltd. Registration number: 2015990000679 |
|
| PLDC | Enforcement, change and cancellation of contracts on pledge of patent right or utility model | ||
| PC01 | Cancellation of the registration of the contract for pledge of patent right |
Date of cancellation: 20161202 Granted publication date: 20140507 Pledgee: China Everbright Bank Shenzhen branch Pledgor: Shenzhen Keju New Material Co., Ltd. Registration number: 2015990000679 |
|
| PLDC | Enforcement, change and cancellation of contracts on pledge of patent right or utility model | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20140507 Termination date: 20181012 |