CN213575300U - Damping device for rail transit - Google Patents
Damping device for rail transit Download PDFInfo
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- CN213575300U CN213575300U CN202022120579.9U CN202022120579U CN213575300U CN 213575300 U CN213575300 U CN 213575300U CN 202022120579 U CN202022120579 U CN 202022120579U CN 213575300 U CN213575300 U CN 213575300U
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- 238000013016 damping Methods 0.000 title claims abstract description 32
- 230000007246 mechanism Effects 0.000 claims abstract description 29
- 238000009434 installation Methods 0.000 claims abstract description 18
- 238000007789 sealing Methods 0.000 claims description 8
- 238000007906 compression Methods 0.000 claims description 6
- 230000006835 compression Effects 0.000 claims description 5
- 230000035939 shock Effects 0.000 abstract description 13
- 230000008901 benefit Effects 0.000 abstract description 4
- 239000006096 absorbing agent Substances 0.000 abstract description 3
- 230000021715 photosynthesis, light harvesting Effects 0.000 abstract description 2
- 230000006978 adaptation Effects 0.000 abstract 1
- 238000012360 testing method Methods 0.000 description 33
- 229910000831 Steel Inorganic materials 0.000 description 28
- 239000010959 steel Substances 0.000 description 28
- 230000003068 static effect Effects 0.000 description 11
- 238000007667 floating Methods 0.000 description 10
- 230000000694 effects Effects 0.000 description 8
- 238000002955 isolation Methods 0.000 description 4
- 238000009668 long-life test Methods 0.000 description 4
- 238000010998 test method Methods 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 230000007613 environmental effect Effects 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 238000011084 recovery Methods 0.000 description 3
- 238000004088 simulation Methods 0.000 description 3
- 238000009661 fatigue test Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 241001669679 Eleotris Species 0.000 description 1
- 238000009825 accumulation Methods 0.000 description 1
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- 238000004364 calculation method Methods 0.000 description 1
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- 238000005516 engineering process Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 230000003137 locomotive effect Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 238000005507 spraying Methods 0.000 description 1
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- 238000012546 transfer Methods 0.000 description 1
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Abstract
The utility model discloses a damping device for track traffic, including friction spring, supporting mechanism, apron, wherein, behind supporting mechanism and the friction spring fixed mounting, whole installation in the below of track facility mounting hole to support the track facility by the supporting part, be provided with a plurality of supporting part on the supporting mechanism, apron and supporting mechanism's appearance and track facility mounting hole looks adaptation, apron installation comes its closing cap in the track facility mounting hole. The utility model is used for track traffic's damping device, simple structure, high efficiency damping power consumption through friction spring is with vibration or impact energy dissipation for heat energy, has combined the advantage of spring and shock absorber simultaneously, has product non-maintaining simultaneously, and is insensitive to the environment, advantages such as mounting means are various.
Description
Technical Field
The utility model belongs to the technical field of the track traffic and specifically relates to a damping device for track traffic.
Background
The rail transit is an important component of an urban traffic network, the urban rail transit shuttles through urban areas and other urban dwellings, and the following problems exist in the operation process:
1. the vibration influence of feedback of visiting residents and the noise in the carriage are too large;
2. cracks of a current equalizing cable wiring terminal and a gasket in the power supply specialty;
3. breaking off the spiral spike;
4. signal professional BTM antenna bolts are broken;
and 5, the problem of sleeper breakage.
By adopting the following method: 1. carrying out data statistical analysis; 2. spraying marks on the frequent problem sections; 3. capturing by a high-definition high-speed camera; 4. testing the dynamic displacement of the floating plate way bed; 5. testing the static mechanical property of the steel spring shock isolator; research analysis shows that the main reason of the problems is wheel-rail resonance.
The steel rail has the function of guiding the wheels of the vehicle to advance and bear the pressure of the wheels, and the upper pressure is transmitted downwards to the sleepers and the track bed through the fasteners so as to provide the required bearing requirement for the vehicle, mainly bear the force from top to bottom, and are not suitable for bearing the obvious force from bottom to top.
The floating slab track bed has the functions of transmitting the load of the floating slab and the load of the vehicle to the vibration isolator, bearing the load by the vibration isolator, absorbing vibration energy by means of self deformation and damping and achieving the effect of vibration isolation. When the vehicle passes through the device, the device is always under the working conditions of compression and rebound release, and when the rebound is released, a force from bottom to top is generated.
Therefore, due to the addition of the steel spring floating slab track bed, the vehicles, the steel rails and the connecting parts are bound to be acted by the force from bottom to top. Such conditions tend to cause additional damage to the vehicle and rails. Since the source of the bottom-up force generated by the floating slab track bed is the vibration isolator, how to solve or improve the function of the vibration isolator becomes the direction for solving the problem.
Chinese patent 201810994550.8 discloses a steel spring vibration isolator providing non-linear elastic bearing capacity. The concrete structure is as follows: the static load bearing spring and the combined bearing spring respectively comprise at least one spiral steel spring, the static load bearing spring and the combined bearing spring are arranged in parallel or the combined bearing spring is sleeved outside the static load bearing spring, the top surface of the static load bearing spring is higher than that of the combined bearing spring, the static load bearing spring supports the upper shell, the surface of at least part of the combined bearing spring is provided with a solid damping structure, or damping material is arranged in the lower shell, and the combined bearing spring is at least partially arranged in the damping material. However, the patent technology partially relieves the problems of poor vibration control effect and low leveling construction efficiency of the floating track bed system under the condition of changing dynamic load, and still has the problems of complex structure, easy damage, high cost, limited vibration isolation effect and the like of the steel spring vibration isolator.
SUMMERY OF THE UTILITY MODEL
Problem to prior art existence, the utility model aims to provide a structure is through optimizing, the superior damping device who is used for rail transit of shock attenuation effect.
In order to achieve the purpose, the utility model relates to a damping device for rail transit, which comprises a friction spring, a supporting mechanism and a cover plate,
the friction spring comprises an upper pressing plate, a middle pressing plate, a friction spring body, a sleeve and a bottom plate, the friction spring body is installed in a central cavity of the sleeve, the middle pressing plate which is arranged on the upper portion of the friction spring body in a pressing mode is arranged in the upper portion of the central cavity, the sleeve is fixedly connected with the bottom plate, a limiting plate is fixedly arranged on the upper end face of the sleeve, the upper pressing plate is fixedly connected with the middle pressing plate through a central bolt, and a pressing space is formed between the upper pressing plate and the limiting plate.
Further, the preset compression amount of the downward pressing space between the upper pressing plate and the limiting plate is 2 mm.
Further, a broken spring indicator is fixedly arranged on the limiting plate and extends out of the damping device through a mounting hole preset in the upper part.
Furthermore, a circle of sealing plate is arranged on the side walls of the upper pressure plate and the sleeve, and the sealing plate seals the pressing space.
Furthermore, the shapes of the cover plate and the supporting mechanism are matched with the installation hole of the track facility, the supporting mechanism is provided with a plurality of supporting parts, the supporting mechanism and the friction spring are integrally installed below the installation hole of the track facility after being fixedly installed, and the track facility is supported by the supporting parts;
further, the cover plate and the supporting mechanism are of polygonal structures, and the supporting portion is arranged at the tip of a polygon of the supporting mechanism.
Further, after the support mechanism and the friction spring are put into the lower part of the rail from the rail facility mounting hole, the support mechanism and the friction spring are integrally rotated by 60 degrees, so that the three support parts are supported on the bottom surface of the rail facility.
Furthermore, the supporting mechanism comprises a plurality of supporting mechanisms with different thicknesses so as to be convenient for adjusting the overall supporting height.
Further, the upper part of apron still is provided with the rubber pad.
Further, the upper portion of rubber pad still is provided with external apron. The cover plate is installed in the installation hole of the rail facility to cover the installation hole.
The utility model is used for track traffic's damping device, simple structure, high efficiency damping power consumption through friction spring is with vibration or impact energy dissipation for heat energy, has combined the advantage of spring and shock absorber simultaneously, has product non-maintaining simultaneously, and is insensitive to the environment, advantages such as mounting means are various.
Drawings
Fig. 1 is a schematic perspective view of the shock absorbing device of the present invention;
FIG. 2 is a schematic view of the split structure of the damping device of the present invention;
FIG. 3 is a front view of the shock absorber of the present invention;
FIG. 4 is a top view of the shock absorbing device of the present invention;
FIG. 5 is a cross-sectional view of the shock absorbing device of the present invention;
FIG. 6 is a first schematic view of the installation of the damping device of the present invention;
FIG. 7 is a second schematic view of the installation of the damping device of the present invention;
FIG. 8 is a third schematic view of the installation of the damping device of the present invention;
fig. 9 is a fourth schematic view of the installation of the damping device of the present invention;
fig. 10 is a schematic view showing the installation of the damping device of the present invention.
Detailed Description
The technical solution of the present invention will be described clearly and completely with reference to the accompanying drawings, and obviously, the described embodiments are some, but not all embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "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 simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
The following detailed description of the embodiments of the present invention will be made with reference to the accompanying drawings. It is to be understood that the description of the embodiments herein is for purposes of illustration and explanation only and is not intended to limit the invention.
As shown in fig. 1 to 10, the utility model relates to a damping device for rail transit, including apron 1, supporting mechanism 2, friction spring 3, disconnected spring indicator 16, rubber pad 18, external apron 19.
The track facility 4 is provided with a track facility mounting hole 5, the shapes of the cover plate 1, the supporting mechanism 2, the rubber pad 18 and the external cover plate 19 are all matched with the track facility mounting hole 5, in the embodiment, the track facility mounting hole 5 is of a polygonal structure, the cover plate 1, the supporting mechanism 2, the rubber pad 18 and the external cover plate 19 are also of polygonal structures, the tip part of the polygonal shape of the supporting mechanism 2 is provided with a supporting part 6, and after the supporting mechanism 2 and the friction spring 3 are fixedly mounted, the supporting mechanism is integrally mounted below the track facility mounting hole 5, and the track facility 4 is supported by the supporting part 6. The shape of the support means 2 may be arranged according to the use requirements, such as 4, 5 or 6 supports 6.
The supporting mechanism 2 comprises a plurality of supporting units with different thicknesses so as to be convenient for adjusting the overall supporting height. After the support means 2 and the friction springs 3 are put into the lower part of the rail from the rail facility mounting holes 5, the use of the support means of different thickness is adjusted so that the space between the rail facility 4 and the friction springs 3 is filled by using several pieces of support means 2. Further, the support mechanism 2 and the friction spring 3 are integrally rotated by 60 degrees, so that the plurality of support portions 6 are supported on the bottom surface of the rail facility 4 to form a support for the rail facility 4. After the installation is finished, a cover plate 1 for sealing the installation hole 5 of the track facility is arranged in the installation hole, a rubber pad 18 is arranged on the upper portion of the cover plate 1, and an external cover plate 19 is further arranged on the upper portion of the rubber pad 18, so that a sealing structure is integrally formed.
The friction spring 3 comprises an upper pressure plate 7, a middle pressure plate 8, a friction spring body 9, a sleeve 10 and a bottom plate 11, wherein the sleeve 10 is of a hollow structure, a central cavity 12 is formed in the sleeve 10, and the friction spring body 9 is installed in the central cavity 12 of the sleeve 10. The upper part of the central cavity 12 is provided with a middle pressure plate 8 which is pressed on the upper part of the friction spring body 9, when downward pressure is exerted on the upper part, the middle pressure plate 8 compresses the friction spring body 9 to move downwards. The sleeve 10 is fixedly connected with the bottom plate 11 to form a bottom support. The cover plate 1, the supporting mechanism 2 and the upper pressure plate 7 are fixedly connected through bolts 21.
A limiting plate 13 is fixedly arranged on the upper end face of the sleeve 10, and the limiting plate 13 is fixedly arranged on the sleeve through screws. The upper pressing plate 7 and the middle pressing plate 8 are fixedly connected through a central bolt 14, and a pressing space 15 is formed between the upper pressing plate 7 and the limiting plate 13. The pressing space 15 is an operation space in which the upper pressure compresses the friction spring body 9 to move downward. The preset compression amount of the pressing space 15 between the upper pressing plate 7 and the limiting plate 13 is 2 mm. A ring of sealing plates 17 are arranged on the side walls of the upper pressure plate 7 and the sleeve 10, and the sealing plates 17 seal the lower pressure space 15. The seal plate 17 is locked by a clip 20.
The stopper plate 13 is fixedly provided with a spring breakage indicator 16, and the spring breakage indicator 16 extends out of the shock absorbing device through a mounting hole preset in the upper member. After the spring breakage indicator 16 is installed, a marking pen can be used to mark a mark up to 5mm along the horizontal plane, and if the mark is exceeded in use, the mark indicates that the friction spring body 9 is in effect and faults such as spring breakage and the like can occur.
The utility model relates to a damping device for track traffic has carried out following experiment and has detected:
1. static rigidity test: according to GB _ T15168-.
2. Vibration transmissibility test: reference is made to GB/T21563-: test methods test Fc: according to the standard of vibration (sine), a vibration test unit consisting of the friction steel spring and a test tool is subjected to 5Hz-200Hz vertical frequency sweep vibration on a test vibration table, a vibration transmissibility curve is collected, and the damping effect of the friction steel spring vibration isolator under different frequencies is verified.
3. Impact transmission rate test: reference is made to GB/T21563-: test methods test Ea and guide: according to the standard of impact, 10G/6ms half sine wave magnitude impact is carried out on a vibration testing unit consisting of the friction steel spring and a testing tool on a testing vibration table, an impact transfer rate curve and an impact recovery time curve are collected, and the impact resistance effect and the recovery time of the friction steel spring vibration isolator are verified.
4. Long life test: and performing equivalent 25-year fatigue test on a vibration test unit consisting of the friction steel spring and a test tool according to IEC61373-2010 railway application-locomotive vehicle equipment-impact and vibration test and CJJ/T191-2012 technical Specification for the floating plate track, and recording the hysteresis curve of the mechanical properties of the friction steel spring before and after the fatigue test.
5. Temperature rise test: in the long-life test process, the influence of long-time high-density repeated running friction of the test equipment on the friction steel spring vibration isolator product and the environmental temperature is detected.
And (4) test conclusion:
1. the safety and the reliability of the friction steel spring are as follows:
1) the long service life test of the friction steel spring vibration isolator is carried out by referring to IEC61373-2010 railway application vehicle equipment impact and vibration test and CJJ/T191-2012 technical Specification of floating plate rails. Before and after the test, the static stiffness change of the friction steel spring is less than 5%, no mechanical damage, fracture or crack exists, and the safety and reliability of the friction steel spring vibration isolator meet the vibration bearing capacity under the normal environmental condition of the railway locomotive vehicle; the spiral steel spring in the 4.2.2 in CJJ/T191-2012 Floating plate track technical Specification can not have visual cracks, the rigidity change is not more than 10%, and the vertical permanent deformation is less than 2 mm. 4.2.3 the requirement that the damping change of the steel spring vibration isolator after the long-life test is not more than 10 percent is met.
2) The temperature rise of the product of the friction spring vibration isolator is measured synchronously with the long-life test, the test environment temperature is 20.1-22.1 ℃, the relative humidity is 60-62%, the temperature of the product reaches 34 ℃ at most and keeps stable after the uninterrupted test for 3 hours, and the temperature rise condition can meet the subway application environment;
2. applicability of friction steel spring products:
1) the mechanical property test of the friction spring vibration isolator is carried out by referring to GB _ T15168 and 2013 static and dynamic property test method of vibration and impact isolator, the static stiffness of the friction steel spring is 6384(N/mm) through a static stiffness curve and a hysteresis curve thereof, the friction steel spring shows a large dry friction characteristic in the compression process, and more than 60% of dynamic energy can be dissipated by single compression.
2) The test is carried out according to the r.m.s value and the frequency range given by GB/T21563-: the damping effect of the friction steel spring vibration isolator reaches 50% at about 27Hz and 97% at about 40 Hz.
3) Referring to GB/T2423.5-1995, second part of environmental test of electrical and electronic products: test methods test EA and guide: impact applies half sine pulse to the tested equipment, and the measured impact transmissibility curve can be seen: after the friction steel spring vibration isolator is influenced by single shock waves, the shock isolation capacity is 60%, the single shock recovery time is 0.01s, and the friction steel spring is provided with a pretightening force, so that the secondary shaking and energy accumulation conditions are not generated after the single shock.
The test verifies the safety, reliability and applicability of the friction steel spring, and simultaneously verifies a friction spring simulation test report (V1.2) of a Beijing subway 14# line floating slab track bed, the performances of the friction steel spring vibration isolation product in the damping performance and the impact performance finished by a test platform integrally accord with the conclusion of simulation test calculation, the safety, reliability and applicability of the product meet the platform simulation environment, and the product can enter a field test stage.
Claims (10)
1. A damping device for rail transit is characterized by comprising a friction spring, a supporting mechanism and a cover plate, wherein the supporting mechanism and the friction spring are integrally installed below a mounting hole of a rail facility after being fixedly installed, the rail facility is supported by a supporting part, the cover plate and the supporting mechanism are matched with the mounting hole of the rail facility in shape, and the supporting mechanism is provided with a plurality of supporting parts; the cover plate is installed in the installation hole of the rail facility to cover the installation hole.
2. The damping device for rail transit according to claim 1, wherein the friction spring includes an upper pressing plate, a middle pressing plate, a friction spring body, a sleeve, and a bottom plate, the friction spring body is installed in a central cavity of the sleeve, the middle pressing plate installed on the upper portion of the friction spring body in a pressing manner is installed in the upper portion of the central cavity, the sleeve is fixedly connected with the bottom plate, a limiting plate is fixedly installed on an upper end surface of the sleeve, the upper pressing plate and the middle pressing plate are fixedly connected through a central bolt, and a pressing space is formed between the upper pressing plate and the limiting plate.
3. The shock-absorbing device for rail transit according to claim 2, wherein the preset compression amount of the depression space between the upper plate and the limit plate is 2 mm.
4. The shock-absorbing device for rail transit according to claim 2, wherein a broken spring indicator is fixedly provided on the limit plate, and the broken spring indicator protrudes outside the shock-absorbing device through a predetermined mounting hole in the upper member.
5. The vibration damping device for rail transit according to claim 2, wherein a ring of sealing plate is provided on the side walls of the upper pressure plate and the sleeve, and the sealing plate seals the lower pressure space.
6. The damping device for rail transit according to claim 1, wherein the cover plate and the support mechanism are of a polygonal structure, and a tip end portion of a polygon of the support mechanism is provided with the support portion.
7. The vibration damping device for rail transit according to claim 6, wherein the support means and the friction spring are integrally rotated by 60 degrees after the support means and the friction spring are put into the lower portion of the rail through the rail installation hole, thereby supporting the plurality of support portions on the bottom surface of the rail installation.
8. The shock-absorbing device for rail transit as set forth in claim 1, wherein said supporting means includes a plurality of supporting means having different thicknesses so as to facilitate adjustment of the overall supporting height.
9. The shock-absorbing device for rail transit as claimed in claim 1, wherein a rubber pad is further provided on an upper portion of said cover plate.
10. The shock-absorbing device for rail transit as claimed in claim 9, wherein the upper portion of said rubber pad is further provided with an external cover plate.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022120579.9U CN213575300U (en) | 2020-09-24 | 2020-09-24 | Damping device for rail transit |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202022120579.9U CN213575300U (en) | 2020-09-24 | 2020-09-24 | Damping device for rail transit |
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| CN213575300U true CN213575300U (en) | 2021-06-29 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112360917A (en) * | 2020-09-24 | 2021-02-12 | 北京京港地铁有限公司 | Damping device for rail transit |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112360917A (en) * | 2020-09-24 | 2021-02-12 | 北京京港地铁有限公司 | Damping device for rail transit |
| CN112360917B (en) * | 2020-09-24 | 2024-11-26 | 北京京港地铁有限公司 | A shock absorbing device for rail transportation |
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Inventor after: Liu Jinqiang Inventor after: Hou Shumin Inventor after: Zheng Weijian Inventor after: Liu Songyun Inventor after: Kang Qiang Inventor after: Qiao Haifeng Inventor after: Liang Hao Inventor after: Sun Jianfeng Inventor before: Liu Jinqiang Inventor before: Hou Shumin Inventor before: Zheng Weijian Inventor before: Liu Songyun Inventor before: Kang Qiang Inventor before: Qiao Haifeng Inventor before: Liang Hao Inventor before: Sun Jianfeng |
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