Vibration reduction fastener with transverse rigidity hierarchical structure

Abstract

The invention provides a vibration reduction fastener with a transverse rigidity hierarchical structure, which comprises a baffle table, a baffle shoulder and a transverse baffle block, the transverse baffle block is positioned between the baffle table and the baffle shoulder, the transverse baffle block is one of an integrated structure and a composite structure, and when the transverse baffle block is of the integrated structure, the transverse baffle block is fixed on the baffle shoulder. The transverse stop block at least comprises a first plane, a second plane, a third plane and a first groove, the first plane makes contact with the stop table and is connected with the second plane through the first groove, the second plane is connected with the third plane through the first groove, the height difference between the second plane and the first plane is h1, and the height difference between the second plane and the third plane is h2. The height difference between the third plane and the first plane is h2, and h1 is smaller than h2. According to the horizontal check block, the horizontal rigidity grading response is achieved by arranging the planes with different height differences, the first grooves are formed between the adjacent rigidity subareas and used for providing the containing space when the upper-level subarea deforms, and it is guaranteed that rigidity transition is smooth, and grading response is clear.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of rail, in particular to a vibration reduction fastener with a transverse stiffness hierarchical structure. BACKGROUND

[0002] To solve the problem of vibration and noise generated by urban rail transit train operation, a large number of track vibration and noise reduction measures are applied to urban rail lines. According to the classification of urban rail transit vibration reduction measures, medium vibration reduction fasteners are the most widely used. With the development of urban rail transit vibration reduction technology, the stiffness of the existing line ordinary fastener is gradually reduced, which leads to the reduction of the vibration reduction effect of the existing medium vibration reduction fastener. The vibration reduction effect of the vibration reduction fastener depends on the vertical stiffness, that is, the lower the vertical stiffness of the vibration reduction fastener, the better the vibration reduction effect. However, low vertical stiffness easily causes rail head overturning to intensify, which leads to the inability of the rail gauge to meet the safe operation requirements of the line, especially in small radius curve sections.

[0003] To solve the above problems, many domestic manufacturers reduce the vertical stiffness of the fastener system to improve its vibration reduction effect when designing medium vibration reduction fasteners. At the same time, to solve the problem of rail deflection caused by low vertical stiffness, such as the existing patent CN112779825 A, a transverse limiting structure is arranged at both ends of the vibration reduction fastener to enhance the transverse stability of the vibration reduction fastener and ensure the rail gauge maintenance capability of the vibration reduction fastener. However, the existing medium vibration reduction fasteners with transverse limiting structures on the market have a single transverse limiting structure and material selection, that is, the transverse stiffness is fixed. In the application of urban rail transit lines, especially in curve sections, the transverse stiffness cannot be adjusted and does not match the required transverse stiffness, which leads to poor transverse deformation displacement smoothness of the rail head of the track when the train is running, and the phenomenon of car shaking occurs. At the same time, long-term operation easily causes rail corrugation, which greatly reduces the comfort of passengers. SUMMARY

[0004] Therefore, the present application aims to provide a vibration reduction fastener with a transverse stiffness hierarchical structure to solve the problem of fixed transverse stiffness in the prior art. In urban rail transit lines, especially in curve sections, the existing fasteners cannot be adjusted in transverse stiffness and do not match the required transverse stiffness, which easily leads to poor transverse deformation displacement smoothness of the rail head of the track when the train is running, and the phenomenon of car shaking occurs. Long-term operation intensifies rail corrugation, which affects the stability of the track and the comfort of passengers. The present application realizes flexible adjustment of the transverse stiffness through hierarchical stiffness design, thereby improving the driving smoothness, prolonging the service life of the equipment, and improving the passenger experience.

[0005] To achieve the above purpose, the technical scheme of the present application is as follows:

[0006] A damping fastener with a transverse stiffness hierarchy, comprising a stop platform, a stop shoulder, a transverse stop, the transverse stop being located between the stop platform and the stop shoulder, the transverse stop being one of an integral structure, a composite structure, when the transverse stop is an integral structure, the transverse stop comprising at least a first plane, a second plane, a third plane, a first groove, the first plane being in contact with the stop platform, the first plane being connected with the second plane through the first groove, the second plane being connected with the third plane through the first groove, the height difference between the second plane and the first plane being h1, the height difference between the third plane and the first plane being h2, and satisfying h1 < h2.

[0007] The transverse stop of the arrangement realizes different hierarchical stiffnesses under different loads, and can be designed according to the transverse loading conditions of each curve radius, so as to ensure that the transverse stiffnesses match under different curve radii, thereby improving the transverse displacement smoothness of the rail when the train is running, improving the track gauge maintaining ability while reducing the phenomena of car shaking and rail corrugation caused by mismatched transverse stiffness, and improving the comfort of train riding and the stability of long-term running track conditions.

[0008] Further, the two ends of the third plane and the second plane are connected with the first groove, the first groove extends from the bottom to the top of the transverse stop, and the opening is towards the stop platform.

[0009] Further, the transverse stop further comprises a second groove, the second groove is connected with the first groove, and the second groove and the first groove divide the transverse stop into multiple regions.

[0010] Further, when the transverse stop is a composite structure, it at least comprises a first base part, the first base part is provided with a first notch and a second notch, and the opening directions of the first notch and the second notch are towards the stop platform.

[0011] Further, the first notch is provided with a first block, the second notch is provided with a second block, and the material hardnesses of the second block and the first block decrease in turn.

[0012] Further, the transverse stop comprises a stop platform contact surface, the minimum height difference between the first block and the stop platform contact surface is h3, and the minimum height difference between the second block and the stop platform contact surface is h4, wherein h3 < h4.

[0013] Further, when the transverse stop is a composite structure, it at least comprises a second base part, the second base part is provided with a through hole from top to bottom, the through hole is provided with a stop block structure, and the stop block structure and the second base part have a gap therebetween.

[0014] Further, the damping fastener further comprises an upper iron pad, a lower iron pad and a rubber pad, and the rubber pad is located between the upper iron pad and the lower iron pad.

[0015] Further, a hollow accommodating cavity is arranged in the middle of the lower iron pad, and the rubber pad is partially arranged in the hollow accommodating cavity.

[0016] Compared with the prior art, the damping fastener with a transverse stiffness grading structure has the following advantages:

[0017] (1) The damping fastener has an upper iron pad and a lower iron pad, and transverse stoppers are arranged at both ends of the upper iron pad and the lower iron pad, so that the damping fastener has different transverse stiffnesses under different loads, and can be designed according to the line conditions, so as to realize the matching of the transverse stiffness of the damping fastener and the line, reduce the phenomena of car shaking and wave abrasion caused by the mismatch of the transverse stiffness, enhance the track retention capacity, and improve the ride comfort.

[0018] (2) The transverse stoppers have different height differences, so that the transverse stiffness grading response is realized, and the first grooves are arranged between adjacent stiffness partitions to provide accommodation space when the upper partition is deformed, so as to ensure smooth stiffness transition and clear grading response. BRIEF DESCRIPTION OF DRAWINGS

[0019] Figure 1 It is an overall structure diagram of the damping fastener of the present application Figure One ;

[0020] Figure 2 It is an overall structure diagram of the damping fastener of the present application Figure Two ;

[0021] Figure 3 It is an overall structure diagram of the damping fastener of the present application Figure Three ;

[0022] Figure 4 It is an overall structure diagram of the damping fastener of the present application Figure Four ;

[0023] Figure 5 It is a structure diagram of the upper iron pad of the present application

[0024] Figure 6 It is a structure diagram of the lower iron pad of the present application

[0025] Figure 7 It is a structure diagram of the rubber pad of the present application

[0026] Figure 8 It is a structure diagram of the integrated structure of the present application Figure One ;

[0027] Figure 9Structure diagram of the integrated structure of the present application Figure Two ;

[0028] Figure 10 Structure diagram of the integrated structure of the present application Figure Three ;

[0029] Figure 11 Structure diagram of the integrated structure of the present application Figure Four ;

[0030] Figure 12 Structure diagram of the integrated structure of the present application Figure Five ;

[0031] Figure 13 Structure diagram of the integrated structure of the present application Figure Six ;

[0032] Figure 14 Structure diagram of the integrated structure of the present application Figure Seven ;

[0033] Figure 15 Structure diagram of the composite structure of the present application Figure One ;

[0034] Figure 16 Structure diagram of the composite structure of the present application Figure Two ;

[0035] Figure 17 Structure diagram of the composite structure of the present application Figure Three ;

[0036] Figure 18 Structure diagram of the composite structure of the present application Figure Four ;

[0037] Figure 19 Structure diagram of the composite structure of the present application Figure Five .

[0038] BRIEF DESCRIPTION OF DRAWINGS

[0039] 1 - upper iron base plate, 11 - stop platform, 12 - upper base plate hole, 2 - lower iron base plate, 21 - stop shoulder, 22 - hollow accommodating cavity, 23 - self-locking column side clamping groove, 24 - self-locking column, 3 - transverse stop block, 31 - first plane, 32 - second plane, 33 - third plane, 34 - first recess, 35 - second recess, 36 - first base body part, 361 - first notch, 362 - second notch, 363 - first block body, 364 - second block body, 37 - stop platform contact surface, 38 - second base body part, 381 - through hole, 39 - stop block structure, 4 - rubber pad, 5 - elastic strip, 6 - steel rail, 7 - under-rail base plate, 8 - coupling base plate DETAILED DESCRIPTION

[0040] In order to make the above objectives, features and advantages of the present application more obvious and easy to understand, specific embodiments of the present application are described in detail below with reference to the accompanying drawings. In addition, a brief description of the orientation involved in the following specific embodiments is given: in the embodiments, the directions or position relationships indicated by "up", "down", "left", "right", "front", "back" and the like refer to the directions or position relationships shown in the drawings.

[0041] The present application relates to a kind of vibration damping fastener with transverse stiffness hierarchical structure, from top to bottom successively include rail 6, rail pad 7, upper iron pad 1, rubber pad 4, lower iron pad 2, coupling pad 8, the rubber pad 4 between upper iron pad 1 and lower iron pad 2, the upper iron pad 1 is provided with stop table 11, the stop table 11 is set in the left and right end of upper iron pad, the lower iron pad 2 is provided with stop shoulder 21, the stop shoulder is located in the left and right end of lower iron pad, the transverse stop block 3 is located between stop table 11 and stop shoulder 21, the transverse stop block 3 is one of one-piece structure, composite structure.

[0042] Specifically, when the transverse stop block 3 is one-piece structure, as shown in Figures 8-10 It is single material and has multi-stage stiffness partition design.The transverse stop block 3 includes first plane 31, second plane 32, third plane 33, first groove 34, the first plane 31 is located in the left side of transverse stop block, the first plane 31 is in contact with stop table 11, the first plane 31 is connected with second plane 32 through first groove 34, the second plane 32 is connected with third plane 33 through first groove 34, the height difference of second plane from first plane is h1, the height difference of third plane from first plane is h2, and satisfy h1 The transverse stop block realizes hierarchical response of transverse stiffness by setting planes with different height differences. Specifically, when bearing load, the highest plane first bears and compresses deformation; as load increases, when the deformation of the highest plane reaches a certain degree, the second highest plane starts to contact and participate in bearing, so that the actual bearing area increases and the stiffness increases accordingly; when load continues to increase, the third level plane successively participates in bearing, and the stiffness further rises, so as to realize multi-stage stiffness performance. Any number of stiffness partitions can be set according to actual working conditions, and each partition can be one or more planes, and the shape and arrangement are not limited. First grooves are provided between adjacent stiffness partitions to provide accommodation space when the upper partition deforms, to ensure smooth stiffness transition and clear hierarchical response.

[0043] Preferably, the third plane 33 is arranged at the middle position of the transverse stop block 3.

[0044] More specifically, the third plane 33 and the two ends of the second plane 32 are connected with the first groove 34, which extends from the bottom to the top of the lateral block 3 and opens towards the stop platform 11.

[0045] More specifically, the second plane 32 is provided in multiple, preferably an even number, and symmetrically arranged with respect to the third plane 33.

[0046] Specifically, the lateral block 3 further comprises a second groove 35, as shown in Figures 11-14 The second groove 35 is connected with the first groove 34, and the second groove and the first groove divide the lateral block into multiple regions.

[0047] Specifically, when the lateral block 3 is a composite structure, it is a combination of multiple materials or multiple structures, as shown in Figures 15-17 It is a combination of multiple materials, including a first base part 36, on which a first notch 361 and a second notch 362 are provided, and the opening direction of the first notch 361 and the second notch 362 is towards the stop platform 11.

[0048] Preferably, the second notch 362 is located at the middle position of the lateral block 3, and the first notch 361 is located on both sides of the second notch 362, and the first notches on both sides are symmetrically arranged with respect to the second notch.

[0049] Specifically, the first notch 361 is provided with a first block 363, and the second notch 362 is provided with a second block 364, and the material hardness of the second block and the first block decreases in turn. This setting realizes the classification of lateral stiffness through different material and structure combinations. The secondary and above stiffness regions can use higher stiffness materials, and the primary stiffness region can use lower stiffness materials. Compared with the single material solution, this setting has more freedom in stiffness adjustment, and the secondary and above stiffness can be improved by a larger margin. Multiple material combinations can be integrally formed or assembled as a unified component. Each stiffness region can have one or more, and its specific shape and layout can be flexibly designed according to the actual working conditions.

[0050] Further, the lateral block 3 comprises a stop platform contact surface 37, the minimum height difference between the first block 363 and the stop platform contact surface 37 is h3, and the minimum height difference between the second block 364 and the stop platform contact surface 37 is h4, wherein h3 < h4.

[0051] Specifically, when the lateral block 3 is a composite structure, as shown in Figures 18-19As shown, it is two structural combinations, including a second base part 38, which is provided with an upwardly downwardly through hole 381, and a stop block structure 39 is arranged in the through hole 381, and the stop block structure 39 has a gap h5 with the second base part 38, and the gap is preferably close to the stop table. The setting is assembled by the second base part and the stop block structure, and a certain gap is arranged between the two, and the second base part is deformed to gradually fill the gap when loaded, and abuts against the stop block structure, so that two levels of rigidity are obtained, and the nested structure can be further made according to requirements, so that the rigidity grading requirements of the third level and above are realized.

[0052] More specifically, the middle part of the lower iron pad 2 is provided with a hollow accommodating cavity 22, and the rubber pad 4 is partially arranged in the hollow accommodating cavity. This setting can reduce the overall installation height of the damping fastener, and the side edges of the plate lower rubber pad can be limited around the accommodating cavity, so as to further improve the lateral and longitudinal rigidity.

[0053] Specifically, the upper iron pad 1 is provided with an upper pad hole 12, and the setting of the upper pad hole 12 is a conventional prior art which will not be described in detail here.

[0054] Specifically, the damping fastener further comprises a stop sleeve (not shown in the figure), the stop sleeve is internally provided with a clamping tongue, and the clamping tongue is matched with the side clamping groove 23 of the self-locking column of the lower iron pad to realize self-locking, and the top protruding part of the stop sleeve is larger than the through hole of the upper iron pad, and after the self-locking column 24 of the lower iron pad is locked, the stop sleeve is assembled on the upper iron pad. The self-locking structure design is adopted, the stop sleeve is clamped with the lower iron pad, and the upper iron pad, the rubber pad and the transverse stop block are assembled together, so that the construction efficiency of the product is improved.

[0055] Specifically, the damping fastener is further provided with a spring strip 5, and the setting of the spring strip is a conventional prior art which will not be described in detail here.

[0056] Although the present application is disclosed as above, the present application is not limited thereto. Any person skilled in the art can make various changes and modifications without departing from the spirit and scope of the present application, and therefore the protection scope of the present application should be subject to the scope defined by the claims.

Claims

1. A vibration damping fastener with a graded lateral stiffness structure, characterized in that, The device includes a baffle (11), a shoulder (21), and a transverse block (3). The transverse block (3) is located between the baffle (11) and the shoulder (21). The transverse block (3) is either an integral structure or a composite structure. When the transverse block (3) is an integral structure, the transverse block (3) includes at least a first plane (31), a second plane (32), a third plane (33), and a first groove (34). The first plane (31) is in contact with the baffle (11). The first plane (31) is connected to the second plane (32) through the first groove (34). The second plane (32) is connected to the third plane (33) through the first groove (34). The height difference between the second plane (32) and the first plane (31) is h1, and the height difference between the third plane (33) and the first plane (31) is h2, and h1 < h2.

2. The vibration damping fastener according to claim 1, characterized in that, Both ends of the third plane (33) and the second plane (32) are connected to a first groove (34). The first groove (34) extends from the bottom of the transverse stop (3) to the top and the opening faces the stop (11).

3. The vibration damping fastener according to claim 2, characterized in that, The transverse stop (3) also includes a second groove (35), which is connected to the first groove (34). The second groove (35) and the first groove (34) divide the transverse stop (3) into multiple regions.

4. The vibration damping fastener according to claim 1, characterized in that, When the transverse block (3) is a composite structure, it includes at least a first base part (36), on which a first notch (361) and a second notch (362) are provided, and the opening directions of the first notch (361) and the second notch (362) are toward the baffle (11).

5. The vibration damping fastener according to claim 4, characterized in that, A first block (363) is provided in the first notch (361), and a second block (364) is provided in the second notch (362). The material hardness of the second block (364) and the first block (363) decreases sequentially.

6. The vibration damping fastener according to claim 5, characterized in that, The transverse block (3) includes a baffle contact surface (37), the minimum height difference between the first block (363) and the baffle contact surface (37) is h3, and the minimum height difference between the second block (364) and the baffle contact surface (37) is h4, wherein h3 < h4.

7. The vibration damping fastener according to claim 1, characterized in that, When the transverse stop (3) is a composite structure, it includes at least a second base part (38), the second base part (38) is provided with a through hole (381) from top to bottom, a stop structure (39) is provided in the through hole (381), and there is a gap between the stop structure (39) and the second base part (38).

8. The vibration damping fastener according to claim 1, characterized in that, The vibration damping fastener also includes an upper iron pad (1), a lower iron pad (2), and a rubber pad (4), wherein the rubber pad (4) is located between the upper iron pad (1) and the lower iron pad (2).

9. The vibration damping fastener according to claim 8, characterized in that, The lower iron pad (2) has a hollow cavity (22) in the middle, and the rubber pad (4) is partially placed in the hollow cavity (22).

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