WO2019237899A1 - 一种机车橡胶堆变直径改善抗疲劳性能方法及机车橡胶堆 - Google Patents

一种机车橡胶堆变直径改善抗疲劳性能方法及机车橡胶堆 Download PDF

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WO2019237899A1
WO2019237899A1 PCT/CN2019/088000 CN2019088000W WO2019237899A1 WO 2019237899 A1 WO2019237899 A1 WO 2019237899A1 CN 2019088000 W CN2019088000 W CN 2019088000W WO 2019237899 A1 WO2019237899 A1 WO 2019237899A1
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rubber
layer
diameter
stack
rubber layer
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PCT/CN2019/088000
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English (en)
French (fr)
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袁可
赵斌
颉跟虎
冯万盛
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株洲时代新材料科技股份有限公司
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Priority to US16/617,505 priority Critical patent/US20210316769A1/en
Publication of WO2019237899A1 publication Critical patent/WO2019237899A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/08—Bolster supports or mountings incorporating rubber springs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F1/00—Springs
    • F16F1/36—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers
    • F16F1/40—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers consisting of a stack of similar elements separated by non-elastic intermediate layers
    • F16F1/406—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers consisting of a stack of similar elements separated by non-elastic intermediate layers characterised by the shape of the elastic elements

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  • the invention relates to a primary or secondary elastic vibration reduction method and device of a locomotive, in particular to an elastic vibration reduction method and device for improving the fatigue resistance of a rubber stack of a locomotive and preventing the rubber stack from tearing.
  • the rubber pile elastic vibration reduction method and device of a locomotive can greatly improve the fatigue resistance and durability of the rubber pile of a locomotive, and prevent the rubber layer of the rubber pile from tearing. It belongs to the technical field of locomotive elastic vibration reduction.
  • the rubber pile side bearing is widely used in the first or second series suspension of the locomotive. It is a connecting device between the locomotive body and the bogie. Its role is to evenly distribute the mass of the upper part of the locomotive to the bogie to ensure the uniform distribution of the axle weight and lateral
  • the normal transmission of force enables the bogie to rotate relative to the vehicle body when the locomotive passes the curve, mitigates the impact of the unevenness of the line on the locomotive, and ensures that the locomotive has a good running stability and stability. Therefore, its stiffness performance and fatigue performance have an important impact on the dynamic performance and reliability of the locomotive.
  • the patent number is CN201710454346.2, and the name is "One or two series elastic suspension vibration damping device of a combination of cone rubber stack and permanent magnet spring".
  • the applicant is: the invention patent application of Southwest Jiaotong University, the patent application A one- or two-series elastic suspension vibration damping device combined with a cone rubber stack and a permanent magnet spring is disclosed, which is arranged between the bogie frame of the rail vehicle and the car body (or bolster) for transmitting the car body (or The three-way load between the bolster) and the frame and the vibration of the vehicle system are attenuated.
  • the device includes a permanent magnet spring and a tapered rubber stack.
  • the upper end of the permanent magnet spring of the present invention is vertically connected in a conical rubber stack structure, so that the system can obtain the required longitudinal, lateral and vertical stiffness.
  • the longitudinal and lateral stiffness are mainly provided by the conical rubber stack, and the vertical stiffness is mainly provided by the permanent magnet spring.
  • the specific magnetic circuit design of the permanent magnet spring can provide nonlinear vertical stiffness with excellent vibration isolation performance.
  • the patent number is CN201420455519.4 and the name is "Rubber Stack for Rail Vehicles".
  • the applicant is: a utility model patent of Zhuzhou Times New Material Technology Co., Ltd.
  • This patent discloses a rubber stack for rail vehicles, including: a roof plate , Baffle, rubber layer and bottom plate.
  • the rubber stack is formed by vulcanizing the top plate, baffle plate, bottom plate and rubber layer.
  • the top plate, baffle plate and bottom plate are all rubber layers. It is characterized in that the rubber layer and the The vertical cross-sectional shapes of the contact surfaces of the top plate, the partition plate, and the bottom plate are all trapezoids convex upward.
  • the purpose of the present invention is to solve the problem that rubber stacks used in the first or second series of rail transit are prone to rubber tearing, and proposes a method and a product thereof which can effectively improve the fatigue resistance of the rubber stack and prevent the rubber layer of the rubber stack from being used.
  • the phenomenon of tearing in the process meets the needs of locomotive field use.
  • the present invention provides a method for improving the anti-fatigue performance of a locomotive rubber stack by changing the diameter.
  • the adjustment of the shape and position relationship between the rubber metal and the metal layer is to adjust the diameter of the rubber layer between the rubber and the rubber of the rubber stack so that the rubber layer of each layer
  • the diameter is variable diameter; the fatigue resistance of the rubber stack is improved by adjusting the diameter of the rubber layer.
  • the diameter of the rubber layer between the rubber and the metal of the rubber stack is adjusted by using rubber layers of different diameters, and the diameter of the rubber layer of the intermediate layer is the smallest, and the diameter of the rubber layer that goes outward is larger.
  • the rubber layer with unequal diameter is based on the diameter of the rubber layer of the middle layer, and the diameter of the rubber layer that goes outward or up is larger, so that the inner arc top connection of the entire rubber stack rubber layer forms a line.
  • the inwardly curved arc improves the fatigue resistance of the rubber stack by adjusting the curvature of the arc.
  • a locomotive rubber stack includes an upper pad, a lower pad, a metal separator and a rubber layer; the metal separator and the rubber layer are between the upper and lower pads, and a rubber layer and a metal layer are staggered They are arranged to form a multi-layer rubber-metal composite rubber metal-rubber stack.
  • the rubber layer is characterized in that the diameter of the rubber layer is a rubber layer of unequal diameter.
  • the unequal-diameter rubber layer is a unequal-diameter rubber layer, and the rubber layer of the intermediate layer has the smallest diameter, and the rubber layer having a larger diameter goes outward.
  • the rubber layer with unequal diameter is based on the diameter of the rubber layer of the middle layer, and the diameter of the rubber layer that goes outward or up is larger, so that the inner arc top connection of the entire rubber stack rubber layer forms a line.
  • the inwardly curved arc improves the fatigue resistance of the rubber stack by adjusting the curvature of the arc.
  • the rubber stack for locomotive is placed on the bogie to carry the weight of the car body. At the same time, it provides horizontal displacement when the locomotive is moving. For example, when the car body passes through a curve, the horizontal movement of the car body and the bogie is provided by the rubber pile. In addition, other movements such as braking and acceleration of the locomotive will have a horizontal effect on the rubber pile. force. These forces are mainly manifested in vertical, horizontal, and torsional effects on rubber stack products. Due to the harsh operating conditions of the locomotive, the top and bottom rubber layers of the current product have cracked under the conditions of 1-3 years of use. After finite element analysis, it was found that the rubber stack for locomotive exists between different layers. The problem of uneven stress and strain is that the stress strain near the end face is the largest, so the main improvement direction is to improve the rubber stress of the end layer.
  • the present invention adopts rubber layers of unequal thickness and unequal diameter so that the overall structure of the rubber stack becomes an hourglass-like shape.
  • the thickness is increased.
  • Layer stiffness thereby improving the stress-strain condition of the layer.
  • This can effectively change the stress of each layer of rubber, so that the stress of the rubber layer of each layer is substantially uniform, thereby improving the strain of the end layer.
  • This can greatly improve the fatigue performance of the entire rubber stack.
  • the rubber moves laterally, the strength of the end layer is higher and the deformation is smaller.
  • the strain is transferred to the intermediate layer, the stress of the end layer is reduced, and the stress of each layer is made.
  • the distribution is more uniform, thereby improving the overall anti-fatigue performance and effectively preventing the occurrence of tearing of the end rubber layer.
  • FIG. 1 is a schematic structural diagram of a conventional locomotive rubber stack
  • FIG. 2 is a schematic structural diagram of an embodiment of the present invention.
  • FIG. 3 is a schematic diagram of a rubber layer profile according to the present invention.
  • the present invention relates to a locomotive rubber stack, which includes an upper pad 1, a lower pad 2, a metal partition 3, and a rubber layer 4; the metal partition 3 and the rubber layer 4 are on the top Between the plate 1 and the underlay plate 2, a rubber layer 4 and a metal partition 3 are staggered to form a rubber-metal rubber stack composed of multiple layers of rubber and metal; the thickness of the rubber layer 4 varies The rubber layer 4 is thick, and the diameter of the rubber layer 4 is a rubber layer that is also unequal in diameter.
  • the thickness of the rubber layer 4 is based on the intermediate layer 5 as the reference layer.
  • the thickness of the intermediate layer 5 is the thickest.
  • the thickness of the rubber layer is gradually reduced from the intermediate layer 5 up or down. The thinnest.
  • the thickness of the rubber layer gradually reduced from the intermediate layer 5 upwards or downwards is based on the intermediate layer rubber layer being 1, and the immediately adjacent rubber layer 7 immediately adjacent to the intermediate layer 6 reduces the thickness by 0.1-0.2 thickness relative to the intermediate layer 5, and then outside
  • the thickness of one rubber layer 8 is reduced by 0.1-0.2 thickness relative to the inner rubber layer, and so on, and so on, until the outermost rubber layer is reduced accordingly, the thickness of the rubber layer is reduced to improve the strain of the end layer.
  • the rubber layer of unequal diameter is a rubber layer of unequal diameter, and the rubber layer of the middle layer 5 has the smallest diameter, and the rubber layer having a larger diameter goes outward; the rubber layer of unequal diameter uses the middle
  • the diameter of the rubber layer is used as a reference.
  • the diameter of the rubber layer is larger as it goes outward or up and down, so that the line connecting the inner arc apex 9 of the entire rubber stack rubber layer forms an inwardly concave arc 10 and is a symmetrically concave concave circle.
  • Arc which improves the fatigue resistance of the rubber stack by adjusting the curvature of the arc.
  • the arc is a quadratic curve arc.
  • the basic structure of the second embodiment is the same as that of the first embodiment, but the manufacturing method is different. It is a locomotive rubber stack, which includes an upper pad, a lower pad, a metal partition and a rubber layer; a metal partition and a rubber layer Between the upper pad and the lower pad, a rubber layer and a metal layer are staggered to form a rubber-metal rubber stack composed of a multi-layer rubber and a metal; the characteristic is that the thickness of the rubber layer is not Equal thickness, and the diameter of the rubber layer is also a rubber layer of unequal diameter.
  • the thickness of the rubber layer is based on the intermediate layer as the reference layer.
  • the thickness of the intermediate layer is the thickest, and the thickness of the rubber layer is gradually reduced from the intermediate layer upwards or downwards. thin.
  • the thickness of the rubber layer gradually reduced from the middle layer up or down is based on the middle layer rubber layer being 1, the rubber layer adjacent to the middle layer is reduced by a thickness of 0.2-0.3 relative to the middle layer, and the outer layer is further Compared with the inner rubber layer, the thickness of the rubber layer is reduced by 0.2-0.3, and so on, and so on, until the outermost rubber layer is reduced accordingly, the thickness of the rubber layer is reduced to improve the strain of the end layer.
  • the rubber layer of unequal diameter is a rubber layer of unequal diameter, and the rubber layer of the middle layer has the smallest diameter, and the rubber layer having a larger diameter goes outward; the rubber layer of unequal diameter is Based on the diameter of the middle layer rubber layer, the diameter of the rubber layer going outward or up is larger, so that the connection line of the inner arc top of the entire rubber stack rubber layer forms an inwardly curved arc, and is asymmetrically indented up and down Arc, improve the fatigue resistance of rubber stack by adjusting the curvature of the arc.
  • the present invention also relates to a method for improving the anti-fatigue performance of a locomotive rubber stack by changing the diameter.
  • a method for improving the anti-fatigue performance of a locomotive rubber stack by changing the diameter.
  • the diameter of the rubber layer between the rubber and the metal of the rubber stack is adjusted by using rubber layers of different diameters, and the diameter of the rubber layer of the intermediate layer is the smallest, and the diameter of the rubber layer that goes outward is larger.
  • the rubber layer with unequal diameter is based on the diameter of the rubber layer of the middle layer, and the diameter of the rubber layer that goes outward or up is larger, so that the inner arc top connection of the entire rubber stack rubber layer forms a line.
  • the inwardly curved arc improves the fatigue resistance of the rubber stack by adjusting the curvature of the arc.
  • the rubber stack for locomotive is placed on the bogie to carry the weight of the car body. At the same time, it provides horizontal displacement when the locomotive is moving. For example, when the car body passes through a curve, the horizontal movement of the car body and the bogie is provided by the rubber pile. In addition, other movements such as braking and acceleration of the locomotive will have a horizontal effect on the rubber pile. force. These forces are mainly manifested in vertical, horizontal, and torsional effects on rubber stack products. Due to the harsh operating conditions of the locomotive, the top and bottom rubber layers of the current product have cracked under the conditions of 1-3 years of use. After finite element analysis, it was found that the rubber stack for locomotive exists between different layers. The problem of uneven stress and strain is that the stress strain near the end face is the largest, so the main improvement direction is to improve the rubber stress of the end layer.
  • the present invention adopts rubber layers of unequal thickness and unequal diameter so that the overall structure of the rubber stack becomes an hourglass-like shape.
  • the thickness is increased.
  • Layer stiffness thereby improving the stress-strain condition of the layer.
  • This can effectively change the stress of each layer of rubber, so that the stress of the rubber layer of each layer is substantially uniform, thereby improving the strain of the end layer.
  • This can greatly improve the fatigue performance of the entire rubber stack.
  • the rubber moves laterally, the strength of the end layer is higher and the deformation is smaller.
  • the strain is transferred to the intermediate layer, the stress of the end layer is reduced, and the stress of each layer is made.
  • the distribution is more uniform, thereby improving the overall anti-fatigue performance and effectively preventing the occurrence of tearing of the end rubber layer.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Springs (AREA)
  • Vibration Prevention Devices (AREA)
  • Laminated Bodies (AREA)

Abstract

一种机车橡胶堆变直径改善抗疲劳性能方法及机车橡胶堆，通过改变橡胶堆橡胶金属的结构，调整橡胶金属之间的形状及位置关系，提高橡胶堆的抗疲劳性，防止橡胶金属在运行过程中出现撕裂现象；所述的调整橡胶金属之间的形状及位置关系是通过调整橡胶堆的橡胶与金属之间的橡胶层直径大小，使得每一层的橡胶层直径为变直径；通过调整橡胶层的直径来提高橡胶堆的抗疲劳性能。采用直径为不等直径的橡胶层，这样可以有效改变各层橡胶的应力情况，使得每一层的橡胶层应力基本均匀，从而改善端部层的应变情况，使橡胶在横向运动时，端部层强度更高，变形更小，将应变转移至中间层，使得各层的应力分布更加均匀，从而提高整体的抗疲劳性能。

Description

一种机车橡胶堆变直径改善抗疲劳性能方法及机车橡胶堆 技术领域
本发明涉及到一种机车的一系或二系的弹性减振方法及装置，尤其是指一种提高机车橡胶堆抗疲劳性能，防止橡胶堆橡胶撕裂的弹性减振方法及装置，该种机车的橡胶堆弹性减振方法及装置可以大幅提高机车橡胶堆抗疲劳性、耐用性，防止橡胶堆橡胶层出现撕裂现象；属于机车弹性减振技术领域。
背景技术
橡胶堆旁承广泛应用于机车的一系或二系悬挂，是机车车体与转向架间的连接装置，其作用是使机车上部质量均匀分配到转向架上以保证轴重的均匀分配、横向力的正常传递，并使转向架在机车过曲线时能相对于车体回转，缓和线路不平顺对机车的冲击以及保证机车具有较好的运行平稳性和稳定性。因此，其刚度性能及疲劳性能对机车的动力学性能及可靠性有重要影响。
橡胶堆按其外形分主要有2种，矩形橡胶堆和圆形橡胶堆，最近又出来一种在圆形橡胶堆上改进的球面结构圆形橡胶堆；圆形橡胶堆是应用最广的形式，其结构见图1所示；从应用的实际情况可以得知橡胶堆旁承的疲劳条件非常恶劣，垂向载荷大(最大载荷达到了300kN)，剪切位移大(最大位移达到了±195mm)，在压剪复合载荷下，橡胶层的应力远远超过了橡胶可承受范围，因此橡胶堆在使用过程中很容易出现疲劳现象；尤其是在运行过程中，容易出现橡胶金属层撕裂的现象，很有必要对此加以改进。
通过专利检索没发现有与本发明相同技术的专利文献报道，与本发明有一定关系的专利主要有以下几个：
1、专利号为CN201710454346.2，名称为“一种锥形橡胶堆与永磁弹簧组合的一系或二系弹性悬挂减振装置”，申请人为：西南交通大学的发明专利申请，该专利申请公开了一种锥形橡胶堆与永磁弹簧组合的一系或二系弹性悬挂减振装置，设置在轨道车辆转向架构架与车体(或摇枕)之间，用于传递车体(或摇枕)与构架间的三向载荷以及衰减车辆系统的振动。该装置包括永磁弹簧和锥形橡胶堆。本发明永磁弹簧上端垂直串联锥形橡胶堆结构，使系统获得所需的纵向、横向以及垂向刚度。其中纵向及横向刚度主要由锥形橡胶堆提供，垂向刚度则主要由永磁弹簧提供。永磁弹簧具体的磁路设计可以提供隔振性能优良的非线性垂向刚度。
2、专利号为CN201420455519.4，名称为“轨道车辆用橡胶堆”，申请人为：株洲时代新材料科技股份有限公司的实用新型专利，该专利公开了一种轨道车辆用橡胶堆，包括：顶板、隔板、橡胶层和底板，橡胶堆由顶板、隔板、底板和橡胶层硫化而成，顶板、隔板和 底板之间均为橡胶层，其特征在于所述的橡胶层与所述的顶板、所述的隔板和所述的底板的接触面的纵截面的形状均为向上凸起的梯形。
通过对上述这些专利的仔细分析，这些专利虽然都涉及到橡胶堆，也提出了一些改进技术方案，但通过仔细分析，所提出的这些橡胶堆及其制作方法，都仍没有改善现有橡胶堆的抗疲劳性，所以在使用过程中出现撕裂的现象仍然会出现，仍有待进一步加以研究。
发明内容
本发明的目的在于针对轨道交通一系或二系用的橡胶堆容易出现橡胶撕裂的问题，提出一种能有效提高橡胶堆抗疲劳性的方法及其制品，防止橡胶堆的橡胶层在使用过程中出现撕裂的现象，满足机车现场使用的需求。
为了达到这一目的，本发明提供了一种机车橡胶堆变直径改善抗疲劳性能方法，通过改变橡胶堆橡胶金属的结构，调整橡胶金属之间的形状及位置关系，提高橡胶堆的抗疲劳性，防止橡胶金属在运行过程中出现撕裂现象；所述的调整橡胶金属之间的形状及位置关系是通过调整橡胶堆的橡胶与金属之间的橡胶层直径大小，使得每一层的橡胶层直径为变直径；通过调整橡胶层的直径来提高橡胶堆的抗疲劳性能。
进一步地，所述的调整橡胶堆的橡胶与金属之间的橡胶层直径大小是采用不等直径的橡胶层，且中间层的橡胶层直径最小，越往外的橡胶层直径越大。
进一步地，所述的采用不等直径的橡胶层是以中间层橡胶层的直径为基准，越往外或上下的橡胶层的直径越大，使得整个橡胶堆橡胶层内弧顶的连线形成一条向内凹的弧线，通过调整弧线的曲率提高橡胶堆的抗疲劳性能。
一种机车橡胶堆，包括上垫板、下垫板、金属隔板和橡胶层；金属隔板和橡胶层在上垫板和下垫板之间，按照一层橡胶层，一层金属层错开排列，形成多层橡胶与金属复合的橡胶金属橡胶堆；其特点在于，所述的橡胶层的直径为为不等直径的橡胶层。
进一步地，所述的不等直径的橡胶层是采用不等直径的橡胶层，且中间层的橡胶层直径最小，越往外的橡胶层直径越大。
进一步地，所述的采用不等直径的橡胶层是以中间层橡胶层的直径为基准，越往外或上下的橡胶层的直径越大，使得整个橡胶堆橡胶层内弧顶的连线形成一条向内凹的弧线，通过调整弧线的曲率提高橡胶堆的抗疲劳性能。
本发明的优点在于：
根据申请人对现有机车用橡胶堆发生橡胶层撕裂现象的有限元分析，实际上机车用橡胶堆放置于转向架上，承载车体重量。同时为机车运动时提供水平方向位移，如车体过弯道时，车体与转向架的水平运动由该橡胶堆提供，此外，机车刹车、加速等其它运动时均会对橡胶堆 产生水平作用力。这些作用力对橡胶堆产品主要表现为垂向、水平、扭转等作用。由于机车使用工况较为恶劣，对于目前产品在使用1-3年情况下，均出现了顶端及底端橡胶层开裂的情况；对此经过有限元分析，发现机车用橡胶堆存在不同层之间应力应变不均匀的问题，而且是靠近端面的应力应变最大，因此主要改进方向在于改善端部层层的橡胶受力情况。
本发明采用厚度为不等厚，且直径为也为不等直径的橡胶层，使得橡胶堆整体结构整体成为类似沙漏状，通过增大上下层直径，减薄端部层厚度的方式，提高该层刚度，从而改善该层应力应变情况。这样可以有效改变各层橡胶的应力情况，使得每一层的橡胶层应力基本均匀，从而改善端部层的应变情况。这样可以极大提高整个橡胶堆的疲劳性能，使橡胶在横向运动时，端部层强度更高，变形更小，将应变转移至中间层，减少端部层的应力，并使得各层的应力分布更为均匀，从而提高整体的抗疲劳性能，有效防止端边橡胶层出现撕裂的现象发生。
附图说明
图1是现有机车橡胶堆结构示意图；
图2是本发明的一个实施例结构示意图；
图3是本发明的橡胶层型面结构示意图。
具体实施方式
下面结合附图和具体实施例来进一步阐述本发明。
实施例一
通过附图2和3可以看出，本发明涉及一种机车橡胶堆，包括上垫板1、下垫板2、金属隔板3和橡胶层4；金属隔板3和橡胶层4在上垫板1和下垫板2之间，按照一层橡胶层4，一层金属隔板3错开排列，形成多层橡胶与金属复合的橡胶金属橡胶堆；所述的橡胶层4的厚度为不等厚，且橡胶层4的直径为也为不等直径的橡胶层。
所述的橡胶层4的厚度是以中间层5为基准层，中间层5厚度最厚，由中间层5往上或下分别逐渐减薄橡胶层的厚度，最靠边上或上下的橡胶层6厚度最薄。
所述的由中间层5往上或下分别逐渐减薄橡胶层的厚度是按照中间层橡胶层为1，紧邻中间层6的紧邻橡胶层7相对中间层5缩减厚度0.1-0.2厚度，再外一层的橡胶层8相对内层橡胶层又缩减0.1-0.2厚度，以此类推，直至最外层橡胶层以此递减，缩减橡胶层厚度，以改善端部层的应变情况。
所述的不等直径的橡胶层是采用不等直径的橡胶层，且中间层5的橡胶层直径最小，越往外的橡胶层直径越大；所述的采用不等直径的橡胶层是以中间层橡胶层的直径为基准，越往外或上下的橡胶层的直径越大，使得整个橡胶堆橡胶层内弧顶点9的连线形成一条 向内凹的弧线10，且为上下对称内凹圆弧，通过调整弧线的曲率提高橡胶堆的抗疲劳性能。所述的弧线为二次曲线弧线。
实施例二
实施例二的基本结构与实施例一一样，只是制作的方式有所不同，为一种机车橡胶堆，包括上垫板、下垫板、金属隔板和橡胶层；金属隔板和橡胶层在上垫板和下垫板之间，按照一层橡胶层，一层金属层错开排列，形成多层橡胶与金属复合的橡胶金属橡胶堆；其特点在于，所述的橡胶层的厚度为不等厚，且橡胶层的直径为也为不等直径的橡胶层。
进一步地，所述的橡胶层的厚度是以中间层为基准层，中间层厚度最厚，由中间层往上或下分别逐渐减薄橡胶层的厚度，最靠边上或上下的橡胶层厚度最薄。
进一步地，所述的由中间层往上或下分别逐渐减薄橡胶层的厚度是按照中间层橡胶层为1，紧邻中间层的橡胶层相对中间层缩减厚度0.2-0.3厚度，再外一层的橡胶层相对内层橡胶层又缩减0.2-0.3厚度，以此类推，直至最外层橡胶层以此递减，缩减橡胶层厚度，以改善端部层的应变情况。
进一步地，所述的不等直径的橡胶层是采用不等直径的橡胶层，且中间层的橡胶层直径最小，越往外的橡胶层直径越大；所述的采用不等直径的橡胶层是以中间层橡胶层的直径为基准，越往外或上下的橡胶层的直径越大，使得整个橡胶堆橡胶层内弧顶的连线形成一条向内凹的弧线，且为上下不对称内凹圆弧，通过调整弧线的曲率提高橡胶堆的抗疲劳性能。
上述所列实施例，只是结合附图对本发明的技术方案进行清楚、完整的描述；显然，所描述的实施例仅仅是本发明的一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其它实施例，都属于本发明保护的范围。
通过上述实施例可以看出本发明还涉及一种机车橡胶堆变直径改善抗疲劳性能方法，通过改变橡胶堆橡胶金属的结构，调整橡胶金属之间的形状及位置关系，提高橡胶堆的抗疲劳性，防止橡胶金属在运行过程中出现撕裂现象；所述的调整橡胶金属之间的形状及位置关系是通过调整橡胶堆的橡胶与金属之间的橡胶层直径大小，使得每一层的橡胶层直径为变直径；通过调整橡胶层的直径来提高橡胶堆的抗疲劳性能。
进一步地，所述的调整橡胶堆的橡胶与金属之间的橡胶层直径大小是采用不等直径的橡胶层，且中间层的橡胶层直径最小，越往外的橡胶层直径越大。
进一步地，所述的采用不等直径的橡胶层是以中间层橡胶层的直径为基准，越往外或上下的橡胶层的直径越大，使得整个橡胶堆橡胶层内弧顶的连线形成一条向内凹的弧线， 通过调整弧线的曲率提高橡胶堆的抗疲劳性能。
本发明的优点在于：
根据申请人对现有机车用橡胶堆发生橡胶层撕裂现象的有限元分析，实际上机车用橡胶堆放置于转向架上，承载车体重量。同时为机车运动时提供水平方向位移，如车体过弯道时，车体与转向架的水平运动由该橡胶堆提供，此外，机车刹车、加速等其它运动时均会对橡胶堆产生水平作用力。这些作用力对橡胶堆产品主要表现为垂向、水平、扭转等作用。由于机车使用工况较为恶劣，对于目前产品在使用1-3年情况下，均出现了顶端及底端橡胶层开裂的情况；对此经过有限元分析，发现机车用橡胶堆存在不同层之间应力应变不均匀的问题，而且是靠近端面的应力应变最大，因此主要改进方向在于改善端部层层的橡胶受力情况。
本发明采用厚度为不等厚，且直径为也为不等直径的橡胶层，使得橡胶堆整体结构整体成为类似沙漏状，通过增大上下层直径，减薄端部层厚度的方式，提高该层刚度，从而改善该层应力应变情况。这样可以有效改变各层橡胶的应力情况，使得每一层的橡胶层应力基本均匀，从而改善端部层的应变情况。这样可以极大提高整个橡胶堆的疲劳性能，使橡胶在横向运动时，端部层强度更高，变形更小，将应变转移至中间层，减少端部层的应力，并使得各层的应力分布更加均匀，从而提高整体的抗疲劳性能，有效防止端边橡胶层出现撕裂的现象发生。

Claims (8)

  1. 一种机车橡胶堆变直径改善抗疲劳性能方法，通过改变橡胶堆橡胶金属的结构，调整橡胶金属之间的形状及位置关系，提高橡胶堆的抗疲劳性，防止橡胶金属在运行过程中出现撕裂现象；其特征在于：所述的调整橡胶金属之间的形状及位置关系是通过调整橡胶堆的橡胶层直径大小，使得每一层的橡胶层直径为变直径；通过调整橡胶层的直径来提高橡胶堆的抗疲劳性能。
  2. 如权利要求1所述的机车橡胶堆变直径改善抗疲劳性能方法，其特征在于：所述的调整橡胶堆的橡胶与金属之间的橡胶层直径大小是采用不等直径的橡胶层，且中间层的橡胶层直径最小，越往外的橡胶层直径越大。
  3. 如权利要求2所述的机车橡胶堆变直径改善抗疲劳性能方法，其特征在于：所述的采用不等直径的橡胶层是以中间层橡胶层的直径为基准，越往外或上下的橡胶层的直径越大，使得整个橡胶堆橡胶层内弧顶的连线形成一条向内凹的弧线，通过调整弧线的曲率提高橡胶堆的抗疲劳性能。
  4. 如权利要求3所述的机车橡胶堆变直径改善抗疲劳性能方法，其特征在于：所述的向内凹的弧线为二次曲线。
  5. 一种机车橡胶堆，包括上垫板、下垫板、金属隔板和橡胶层；金属隔板和橡胶层在上垫板和下垫板之间，按照一层橡胶层，一层金属层错开排列，形成多层橡胶与金属复合的橡胶金属橡胶堆；其特点在于，所述的橡胶层的直径也为不等直径的橡胶层。
  6. 如权利要求5所述的机车橡胶堆，其特征在于：所述的不等直径的橡胶层是采用不等直径的橡胶层，且中间层的橡胶层直径最小，越往外的橡胶层直径越大；
  7. 如权利要求6所述的机车橡胶堆，其特征在于：所述的采用不等直径的橡胶层是以中间层橡胶层的直径为基准，越往外或上下的橡胶层的直径越大，使得整个橡胶堆橡胶层内弧顶的连线形成一条向内凹的弧线，通过调整弧线的曲率提高橡胶堆的抗疲劳性能。
  8. 如权利要求7所述的机车橡胶堆，其特征在于：所述的所述的向内凹的弧线为二次曲线。
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