An underground rail seismic resilience fastener system

Abstract

The application discloses an underground rail anti-seismic ductility fastener system and relates to the technical field of rail structure anti-seismic. The underground rail anti-seismic ductility fastener system comprises a mounting base and symmetrically arranged first, second and third resisting components, a reset adjusting piece, a control bolt and a spring strip. The first resisting component comprises a reset steel block and a reset energy dissipation component. The reset steel block comprises a first steel block and a second steel block. The reset energy dissipation component comprises an energy dissipation unit and a deformation component. The energy dissipation unit comprises a damping piece and an intermediate steel block. The deformation component comprises a first elastic piece and a second elastic piece. The control bolt is connected with the mounting base. The second resisting component is attached to the first resisting component. The reset adjusting piece is in abutment with the lower end surface of the nut of the control bolt at the top and in abutment with the second resisting component at the bottom. Through the hierarchical self-resetting and function recovery design, the underground rail anti-seismic ductility fastener system can realize the self-adaptive response ability to different intensity external loads and can be quickly repaired after the earthquake.

Description

Technical Field

[0001] This invention relates to the field of seismic resistance technology for railway structures, and in particular to a seismic-resistant fastener system for underground railways. Background Technology

[0002] As a vital urban transportation infrastructure, the subway system places high demands on the construction of resilient cities regarding safety and functional continuity. Vibrations generated during train operation and earthquakes can cause non-uniform deformation of the surrounding soil in subway stations and tunnels, leading to additional displacement and residual deformation between the track slabs and rails. The confinement effect of the soil after an earthquake makes it difficult for the subway track to recover its geometric shape through its own rebound, resulting in residual deformation and track irregularities. This, in turn, affects the smoothness of train operation and the restoration of its operational function.

[0003] Subway tracks are located within underground structures, and their seismic response is constrained by the structure itself. Therefore, ensuring post-earthquake accessibility of the subway system hinges on controlling the residual deformation of the track system relative to the underground foundation. Traditional seismic design for subway tracks typically focuses on increasing the stiffness, strength, and anchoring capacity of components such as fasteners and sleepers to resist deformation caused by external loads. This approach prioritizes the track's load-bearing capacity while neglecting its ability to recover from deformation after a strong earthquake. When the seismic load exceeds the elastic deformation limits of the components, the subway track will suffer irreversible damage and residual deformation, failing to meet the core requirement of resilient infrastructure for rapid post-earthquake recovery. Resilient seismic design requires subway rail transit infrastructure to not only possess sufficient seismic bearing capacity but also the ability to rapidly restore post-earthquake accessibility. However, current seismic designs struggle to achieve this, thus necessitating a resilient seismic fastener system for underground tracks to address these technical challenges. Summary of the Invention

[0004] The purpose of this invention is to provide an underground track seismic toughness fastener system to solve the problems existing in the prior art. Through a graded self-resetting and functional recovery design, it can achieve adaptive response to external loads of different intensities and can be quickly repaired after an earthquake.

[0005] To achieve the above objectives, the present invention provides the following solution: This invention provides an underground rail seismic toughness fastener system, comprising: an installation foundation and a first abutment component, a second abutment component, a third abutment component, a reset adjustment component, a control bolt, and a spring strip symmetrically arranged on both sides of the rail, wherein the rail is fixedly installed on the installation foundation; The first abutment component includes a reset steel block and a reset energy dissipation component. The reset steel block includes a first steel block and a second steel block fixedly connected. The first steel block is attached to the mounting base, and the lower surface of the second steel block is attached to the upper surface of the rail base. The reset energy dissipation component includes an energy dissipation unit and a deformation component. The energy dissipation unit includes a damping element and an intermediate steel block. The deformation component includes a first elastic element and a second elastic element. The first elastic element and the second elastic element respectively abut against both sides of the intermediate steel block. The end of the first elastic element away from the intermediate steel block abuts against the side of the rail base, and the end of the second elastic element away from the intermediate steel block abuts against the inner end face of the first steel block near the rail base. The damping element is attached to the intermediate steel block and can generate relative displacement. The surface of the intermediate steel block has roughness. The second and third abutting components are located on both sides of the control bolt. The two ends of the spring bar abut against the top surface of the first and second abutting components, respectively. The control bolt passes through the spring bar and is threadedly connected to the mounting base. The top surface of the spring bar abuts against the lower end face of the nut of the control bolt. The second abutting component abuts against the end of the first abutting component away from the bottom of the rail. The reset adjustment member gradually approaches the bottom of the rail from high to low, and the top of the reset adjustment member abuts against the lower end face of the nut of the control bolt, while the bottom abuts against the side of the second abutting component away from the first abutting component.

[0006] In some embodiments, an L-shaped steel plate is also included, which is fitted onto the web and bottom of the rail. The second steel block has a first fitting platform and a second fitting platform. The first fitting platform is fitted onto the upper surface of the L-shaped steel plate, and the second fitting platform is fitted onto the upper surface of the bottom of the rail. There is a gap between the end of the L-shaped steel plate and the connecting surface of the first and second fitting platforms.

[0007] In some embodiments, the deformation component is provided in two sets, and the two sets of deformation components are respectively disposed on the upper and lower sides of the damping member. The top surface of the middle steel block of the upper deformation component is attached to the lower surface of the second steel block, and the bottom surface is attached to the upper surface of the damping member. The bottom surface of the middle steel block of the lower deformation component is attached to the upper surface of the mounting base, and the top surface is attached to the lower surface of the damping member.

[0008] In some embodiments, the damping member has anti-detachment plates at both ends, the height of which is greater than the distance between the upper intermediate steel block and the lower intermediate steel block.

[0009] In some embodiments, circular blocks and rectangular blocks are also included, with the circular blocks disposed between the elastic element and the intermediate steel block, and the rectangular blocks disposed between the first elastic element and the rail bottom, as well as between the second elastic element and the first steel block.

[0010] In some embodiments, the second abutment component includes an inner fixing platform and a push-back steel block. The top of the inner fixing platform is a concave arc-shaped surface. One end of the elastic bar abuts against the top of the inner fixing platform. The bottom of the inner fixing platform has a concave groove. The push-back steel block has a convex structure. The bottom surface of the push-back steel block is fitted to the top surface of the mounting base. The protrusion of the push-back steel block is inserted into the concave groove and fits against the inner wall of the concave groove. The side of the push-back steel block is fitted against the side of the first steel block away from the rail bottom.

[0011] In some embodiments, the reset energy-consuming component includes a vertical portion and an inclined portion fixedly connected. The top end of the vertical portion abuts against the lower end face of the nut of the control bolt, and the vertical portion has an arc-shaped surface for fitting against the outer surface of the control bolt. The inclined portion gradually moves away from the control bolt from high to low, and the bottom of the inclined portion has an inclined surface. The inclined surface gradually moves closer to the push-back steel block from high to low, and the inclined surface can abut against the side of the push-back steel block away from the first abutment component.

[0012] In some embodiments, the third abutment component includes an outer fixing platform and a calibration seat. The calibration seat includes a side plate, a base plate, and an adhesive block that are fixedly connected in sequence. The base plate is fitted onto the upper surface of the mounting base. The side plate and the adhesive block are located above the base plate. The top of the outer fixing platform is a concave arc-shaped surface. One end of the elastic bar abuts against the top of the outer fixing platform. The outer fixing platform is located inside the calibration seat, and the outer surface of the outer fixing platform is fitted onto the inner surface of the calibration seat. The bottom of the outer fixing platform near the control bolt has a slot, into which the adhesive block can be inserted.

[0013] In some embodiments, a washer is also included, which is disposed between the nut of the control bolt and the spring clip, and the thread of the control bolt can pass through the washer.

[0014] In some embodiments, the mounting base includes a first steel pad, an elastic pad, and a second steel pad that are sequentially attached from top to bottom, wherein the thickness of the first steel pad is greater than the thickness of the second steel pad, and the first steel pad, the elastic pad, and the second steel pad are provided with threaded holes through which the screw of the control bolt passes.

[0015] The present invention achieves the following technical effects compared to the prior art: The underground track seismic toughness fastener system provided by this invention allows the first and second elastic elements to absorb and store the energy of the rail through their own deformation under the vibration of train operation and minor earthquakes. After the external load ends, the first and second elastic elements release the stored energy by relying on the elastic restoring force of the material itself, so that the rail automatically and accurately returns to its initial position, thereby ensuring the continuous and stable passage of the train.

[0016] Under moderate earthquake conditions, the first and second elastic elements work in conjunction with the intermediate steel block and damping components. The first and second elastic elements initially absorb the energy generated by the earthquake. When the absorbed energy reaches the upper limit of the material's elastic recovery capacity, the first and second elastic elements as a whole displace, transferring some of the energy to the intermediate steel block. The intermediate steel block, through friction with the damping component, continuously dissipates this energy, effectively protecting the underground track's seismic resilience fastening system and the rails from damage. After the external load ends, the intermediate steel block and damping components may experience some additional displacement, but the system as a whole still ensures that the rails automatically return to their initial position, guaranteeing the smooth passage of trains.

[0017] Under the influence of a major earthquake, the central steel block and damping components may suffer irreversible damage due to excessive deformation, losing their energy dissipation capacity. At this point, the first contact component forms a tight contact with the rail, relying instead on the overall stiffness of the system to resist the remaining seismic load. After the earthquake, the control bolts are manually tightened to move them downwards and compress the reset adjustment component, causing the second contact component to push the first contact component to move towards the side closer to the rail. This forcibly corrects the additional displacement of the rail caused by the seismic load, allowing the rail to quickly return to its initial position and rapidly restore train operation.

[0018] During the post-earthquake repair phase, only the damaged first elastic component, second elastic component, intermediate steel block, damping component, and reset adjustment component need to be replaced. Without disturbing the entire rail or replacing the entire fastening system, the full functionality of the subway track and fastening system can be efficiently and economically restored. This embodiment, through its tiered self-resetting and functional recovery design, achieves adaptive response to external loads of varying intensities and enables rapid post-earthquake repair. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1This is a schematic diagram of the underground track seismic toughness fastener system in some embodiments of the present invention; Figure 2 This is a side view of the underground track seismic toughness fastener system in some embodiments of the present invention; Figure 3 This is a top view of the underground track seismic toughness fastener system in some embodiments of the present invention; Figure 4 This is a schematic diagram of the structure of the reset steel block in some embodiments of the present invention; Figure 5 This is a schematic diagram illustrating the arrangement of the reset energy-consuming component and the reset steel block in some embodiments of the present invention; Figure 6 This is a schematic diagram illustrating the arrangement of energy-consuming units and deformation components in some embodiments of the present invention; Figure 7 This is a front view of the reset adjustment member in some embodiments of the present invention; Figure 8 This is a side view of the reset adjustment member in some embodiments of the present invention; Figure 9 This is a top view of the reset adjustment member in some embodiments of the present invention; Figure 10 This is a schematic diagram showing the arrangement of the control bolt, reset adjustment component, and push-back steel block in some embodiments of the present invention; Figure 11 for Figure 10 Enlarged view of point A in the middle.

[0021] In the diagram: 1-rail; 2-L-shaped steel plate; 3-first contact component; 31-reset steel block; 311-first contact platform; 312-second contact platform; 32-deformation component; 321-first elastic element; 322-second elastic element; 33-energy dissipation unit; 331-intermediate steel block; 332-damping element; 4-control bolt; 5-elastic strip; 6-third contact component; 61-calibration seat; 62-outer fixing platform; 7-installation base; 71-first steel pad; 72-elastic pad; 73-second steel pad; 8-reset adjustment component; 81-vertical part; 82-inclined part; 821-inclined surface; 9-second contact component; 91-inner fixing platform; 92-returning steel block; 10-washer; 11-circular block; 12-rectangular block; 13-anti-detachment plate. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] The purpose of this invention is to provide an underground track seismic toughness fastener system to solve the problems existing in the prior art. Through a graded self-resetting and functional recovery design, it can achieve adaptive response capability to external loads of different intensities and can be quickly repaired after an earthquake.

[0024] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0025] like Figures 1-11 As shown, the present invention provides an underground rail seismic toughness fastener system, comprising: an installation base 7 and a first abutment component 3, a second abutment component 9, a third abutment component 6, a reset adjustment component 8, a control bolt 4, and a spring strip 5 symmetrically arranged on both sides of the rail 1, wherein the rail 1 is fixedly installed on the installation base 7; The first contact component 3 includes a reset steel block 31 and a reset energy dissipation component. The reset steel block 31 includes a first steel block and a second steel block fixedly connected. It should be noted that the first steel block and the second steel block are integrally formed to form the reset steel block 31. The first steel block is attached to the mounting base 7, and the lower surface of the second steel block is attached to the upper surface of the rail base of the rail 1. The reset energy dissipation component includes an energy dissipation unit 33 and a deformation component 32. The energy dissipation unit 33 includes a damping element 332 and an intermediate steel block 331. The deformation component 32 includes a first elastic element 321 and a second elastic element. 322. It should be noted that the dimensions of the first elastic element 321 and the second elastic element 322 are completely identical. The first elastic element 321 and the second elastic element 322 respectively abut against the two sides of the intermediate steel block 331. The end of the first elastic element 321 away from the intermediate steel block 331 abuts against the side of the rail bottom. The end of the second elastic element 322 away from the intermediate steel block 331 abuts against the inner end face of the first steel block near the rail bottom. The damping element 332 is fitted to the intermediate steel block 331 and can generate relative displacement. The surface of the intermediate steel block 331 has roughness. The second abutment component 9 and the third abutment component 6 are located on both sides of the control bolt 4. The top surface of the third abutment component 6 and the top surface of the second abutment component 9 are both arc-shaped surfaces. The two ends of the elastic bar 5 abut against the top surface of the first abutment component 3 and the top surface of the second abutment component 9, respectively. The control bolt 4 passes through the elastic bar 5 and is threadedly connected to the mounting base 7. The top surface of the elastic bar 5 abuts against the lower end face of the nut of the control bolt 4. The second abutment component 9 abuts against the end of the first abutment component 3 away from the bottom of the rail. The reset adjustment component 8 gradually approaches the bottom of the rail from high to low. The top of the reset adjustment component 8 abuts against the lower end face of the nut of the control bolt 4, and the bottom abuts against the side of the second abutment component 9 away from the first abutment component 3.

[0026] Under the vibration of train operation and minor earthquakes, the first elastic element 321 and the second elastic element 322 absorb and store the energy of the rail 1 through their own deformation. After the external load ends, the first elastic element 321 and the second elastic element 322 release the stored energy by relying on the elastic restoring force of the material itself, so that the rail 1 automatically and accurately returns to the initial position, thereby ensuring the continuous and stable passage of the train.

[0027] Under moderate earthquake conditions, the first elastic element 321 and the second elastic element 322 work in conjunction with the intermediate steel block 331 and the damping element 332. The first elastic element 321 and the second elastic element 322 initially absorb the energy generated by the earthquake. When the energy absorption reaches the upper limit of the material's elastic recovery capacity, the first elastic element 321 and the second elastic element 322 as a whole undergo displacement, transferring some of the energy to the intermediate steel block 331. The intermediate steel block 331, through friction with the damping element 332, continuously dissipates this energy, effectively protecting the underground track seismic toughness fastener system and rail 1 from damage. After the external load ends, the intermediate steel block 331 and the damping element 332 themselves may experience some additional displacement, but the system as a whole can still ensure that rail 1 automatically returns to its initial position, guaranteeing the smooth passage of trains.

[0028] Under the influence of a major earthquake, the intermediate steel block 331 and the damping component 332 may suffer irreversible damage due to excessive deformation, losing their energy dissipation capacity. At this time, the first contact component 3 forms a tight contact with the rail 1, and the system relies on its overall stiffness to resist the remaining seismic load. After the major earthquake ends, the control bolt 4 is manually tightened to move it downwards and squeeze the reset adjustment component 8, which in turn drives the second contact component 9 to push the first contact component 3 to move towards the side closer to the rail 1. This forcibly corrects the additional displacement of the rail 1 caused by the seismic load, allowing the rail 1 to quickly return to its initial position and rapidly restore the train passage function.

[0029] During the post-earthquake repair phase, only the damaged first elastic element 321, second elastic element 322, intermediate steel block 331, damping element 332, and reset adjustment element 8 need to be replaced. Without disturbing the entire rail 1 or replacing the entire fastening system, the full functionality of the rail 1 and fastening system can be efficiently and economically restored. This embodiment, through its graded self-resetting and functional recovery design, achieves adaptive response to external loads of varying intensities and enables rapid post-earthquake repair.

[0030] In a preferred embodiment, both the first elastic element 321 and the second elastic element 322 are springs.

[0031] In some embodiments, the underground rail seismic toughness fastener system further includes an L-shaped steel plate 2, which is fitted onto the rail web and rail base of the rail 1. The second steel block has a first fitting platform 311 and a second fitting platform 312. The first fitting platform 311 is fitted onto the upper surface of the L-shaped steel plate 2, and the second fitting platform 312 is fitted onto the upper surface of the rail base. A gap exists between the end of the L-shaped steel plate 2 and the connection surfaces of the first fitting platform 311 and the second fitting platform 312. The L-shaped steel plate 2, as an intermediate transition member, can utilize its bending characteristics to tightly fit both the rail web and rail base. The first fitting platform 311 is fitted onto the upper surface of the L-shaped steel plate 2 to ensure that stress can be transferred to the L-shaped steel plate 2. The L-shaped steel plate 2 has a large contact surface with the rail 1, which can better disperse stress and effectively prevent the rail base material from being crushed or the fastener from being worn due to local stress concentration, thus extending the service life of the rail and the fastener. The L-shaped steel plate 2 simultaneously wraps around both the rail web and the rail base. A second steel block acts on the L-shaped steel plate 2 and the rail base via the first fitting platform 311 and the second fitting platform 312, respectively. In the event of a severe lateral displacement of the track due to an earthquake (especially a major earthquake), the L-shaped steel plate 2 provides strong lateral pull-out and overturning resistance. Compared to fasteners that only act on the rail base, this method more effectively limits rail overturning or climbing, ensuring the geometric stability of the track structure under extreme loads.

[0032] In some embodiments, two sets of deformation components 32 are provided, with the two sets of deformation components 32 respectively disposed on the upper and lower sides of the damping member 332. The top surface of the middle steel block 331 of the upper deformation component 32 is attached to the lower surface of the second steel block, and the bottom surface is attached to the upper surface of the damping member 332. The bottom surface of the middle steel block 331 of the lower deformation component 32 is attached to the upper surface of the mounting base 7, and the top surface is attached to the lower surface of the damping member 332. By symmetrically arranging two sets of deformation components 32 on the upper and lower sides of the damping member 332, the compressive force exerted by the two middle steel blocks 331 on the damping member 332 is equal in magnitude, opposite in direction, and collinear. This prevents the damping member 332 from prematurely fatigue fracture or warping deformation due to the complex combined stress, thereby improving the durability of the energy-consuming element. The upper and lower surfaces of the damping element 332 simultaneously serve as friction surfaces, generating relative motion with the two intermediate steel blocks 331. Under the same pressure and friction coefficient, the dual-friction surface design theoretically doubles the system's frictional damping force. Under moderate earthquakes, the system can dissipate more seismic energy with a smaller displacement, thus more effectively controlling the track's vibration amplitude. The intermediate steel blocks 331 are preferably made of high-strength steel, which does not deform during use, and their surfaces are polished and have a certain degree of roughness. The damping layer material possesses elastic and viscous characteristics, enabling energy dissipation. The geometric dimensions of the damping layer should be determined in conjunction with the maximum deformation and geometric parameters of the elastic element, and its material composition should meet the maximum deformation requirements under moderate earthquake loads.

[0033] It should be noted that the stiffness, size and number of springs should be designed in conjunction with the train vibration load and the allowable deformation of rail 1 under minor earthquakes, so as to meet the requirements of elastic self-resetting under minor earthquakes.

[0034] In some embodiments, the damping member 332 has anti-detachment plates 13 at both ends, and the height of the anti-detachment plates 13 is greater than the distance between the upper intermediate steel block 331 and the lower intermediate steel block 331. Under strong earthquakes or severe impacts, if the frictional force is insufficient to resist the huge inertial force, or if the intermediate steel block 331 experiences abnormal vertical jumping, the anti-detachment plates 13 can effectively prevent the intermediate steel block 331 from sliding out from both ends of the damping member 332, avoiding lateral displacement (deviating from the center of the friction surface) of the intermediate steel block 331 during vibration, ensuring that the frictional force always acts on the effective contact surface, and ensuring the stability of the damping force.

[0035] In some embodiments, the underground rail seismic toughness fastener system further includes circular blocks 11 and rectangular blocks 12, both of which are steel blocks. Circular blocks 11 are positioned between the elastic element and the intermediate steel block 331, while rectangular blocks 12 are positioned between the first elastic element 321 and the rail base, and between the second elastic element 322 and the first steel block. The contact surface between the rail base side and the first steel block is typically irregular or has a specific contour. Rectangular blocks 12 can better fit these angular or specifically shaped contact areas, ensuring that the elastic force is evenly applied across the entire contact surface and avoiding excessive local stress. During installation, if the compression (preload) of the elastic element is found to be below design requirements, fine-tuning can be performed by increasing or decreasing the number of steel blocks or replacing them with steel blocks of different thicknesses. Rectangular blocks 12 can be used to fill in machining errors or micro-unevennesses on the rail base side or the surface of the steel blocks, ensuring that the system is in a tightly fitted state after installation. It should be noted that the shape of the steel blocks can be flexibly adjusted, and all blocks can be rectangular, etc.

[0036] In some embodiments, the second abutment component 9 includes an inner fixing platform 91 and a push-back steel block 92. The top of the inner fixing platform 91 is a concave arc-shaped surface, one end of the elastic bar 5 abuts against the top of the inner fixing platform 91, and the bottom of the inner fixing platform 91 has a concave groove. The push-back steel block 92 has a convex structure, with its bottom surface fitting against the top surface of the mounting base. The protrusion of the push-back steel block 92 is inserted into the concave groove and fits against the inner wall of the concave groove. The side of the push-back steel block 92 fits against the side of the first steel block away from the rail bottom. The fitting of the concave sidewall ensures a large contact area, effectively reducing contact stress and preventing local crushing caused by stress concentration. The wrap-around limiting mechanism enhances the anti-overturning capability of the fastening system under extreme loads. Even if a major earthquake causes the elastic components to fail, the rigid concave-convex structure can firmly hold each component in place, preventing the components from flying off. The lower wall of the concave part provides reliable vertical support, ensuring that the components will not move vertically under the action of train wheel weight and vibration, thus ensuring the smoothness of the track.

[0037] In some embodiments, the reset energy-dissipating component includes a vertical portion 81 and an inclined portion 82 fixedly connected. The top end of the vertical portion 81 abuts against the lower end face of the nut of the control bolt 4, and the vertical portion 81 has an arc-shaped surface for fitting against the outer surface of the control bolt 4. The inclined portion 82 gradually moves away from the control bolt 4 from high to low, and the bottom of the inclined portion 82 has an inclined surface 821. The inclined surface 821 gradually moves closer to the push-back steel block 92 from high to low, and the inclined surface 821 can abut against the side of the push-back steel block 92 away from the first abutment component 3. When the reset adjustment member 8 first moves downward, the resistance it receives is small, and then gradually increases. Therefore, with a certain inclination of the inclined surface 821 at the beginning, it can closely adhere to the push-back steel block 92 after moving a certain distance, so that the reset adjustment member 8 can provide a larger horizontal load with a small displacement, helping the rail 1 to reset. The control bolt 4 serves as both a fastener for fixing the spring clip 5 and a power source for driving the reset adjustment component 8. This eliminates the need for a separate reset drive device (such as a hydraulic jack or a dedicated lead screw), simplifying the fastener system and reducing the number of parts. The contact between the curved surface of the vertical part 81 and the cylindrical surface of the bolt restricts the reset adjustment component 8 to move only up and down along the bolt's axial direction, preventing it from skewing or jamming under stress. The curved surface design allows the reset adjustment component 8 to maintain good contact with the bolt even when the angle of stress changes slightly, reducing stress concentration and wear.

[0038] In some embodiments, the third abutment component 6 includes an outer fixing platform 62 and a calibration seat 61. The calibration seat 61 includes a side plate, a base plate, and an adhesive block that are fixedly connected in sequence. The base plate is attached to the upper surface of the mounting base 7, and the side plate and adhesive block are located above the base plate. The top of the outer fixing platform 62 is a concave arc-shaped surface. One end of the elastic bar 5 abuts against the top of the outer fixing platform 62. The outer fixing platform 62 is located inside the calibration seat 61, and the outer surface of the outer fixing platform 62 is attached to the inner surface of the calibration seat 61. The bottom of the outer fixing platform 62 near the control bolt 4 has a slot, into which the adhesive block can be inserted. The outer fixing platform 62 has a slot into which the adhesive block of the calibration seat 61 is inserted; at the same time, the outer surface of the outer fixing platform 62 is attached to the inner surface of the calibration seat 61. This double constraint ensures a good fixing effect and has a greater anti-slip torque. Under the obstruction of the calibration seat 61, the outer fixing platform 62 will not undergo slight displacement when subjected to lateral impact, ensuring the long-term stability of the fastening system.

[0039] In some embodiments, the underground track seismic toughness fastening system further includes a washer 10, which is disposed between the nut of the control bolt 4 and the spring clip 5, and the thread of the control bolt 4 can pass through the washer 10. The track environment is constantly accompanied by high-frequency vibration and low-frequency impact, which can easily lead to loosening of the threaded connection under alternating loads. The washer 10 can significantly increase the frictional resistance between the nut and the spring clip 5, effectively resisting the nut's self-rotation and loosening caused by vibration. The washer 10 isolates the nut from the spring clip 5, preventing the nut from directly cutting or damaging the surface of the spring clip 5 under vibration. The washer 10 increases the bearing area, reduces the contact compressive stress on the surface of the spring clip 5, and prevents the spring clip 5 from undergoing plastic deformation (flattening) due to excessive local stress, thereby maintaining the geometry and fastening force of the spring clip 5.

[0040] In some embodiments, the mounting base 7 includes a first steel pad 71, an elastic pad 72, and a second steel pad 73, which are sequentially attached from top to bottom. The thickness of the first steel pad 71 is greater than that of the second steel pad 73. The first steel pad 71, the elastic pad 72, and the second steel pad 73 are aligned and have threaded holes through which the bolts of the control bolts 4 pass. The thicker first steel pad 71 acts as a rigid bearing plate, directly bearing all the steel components above (abutment components, bolts, etc.), providing a flat and hard reference surface to ensure that the components of the fastening system do not tilt or settle during vibration. The elastic pad 72 acts as an energy absorption core, using its high damping characteristics to absorb the high-frequency vertical vibrations and impacts generated by train operation, protecting the substructure. The second steel pad 73 acts as a uniformly distributed plate, evenly dispersing the pressure from the elastic pad 72 to the concrete sleepers or track slab, preventing concrete cracking due to excessive local stress. The upper fastening components generate complex horizontal shear forces and overturning moments during operation (especially during earthquake energy dissipation). The thicker first steel pad 71 has a larger moment of inertia, which can effectively resist these deformations. Furthermore, the thicker upper steel plate is better able to withstand handling, stepping, and pre-tightening forces during construction, and is less prone to warping. The lower steel plate mainly serves to diffuse pressure; its stress distribution is relatively simple, and a thinner layer is sufficient to meet the requirements, achieving optimized material configuration.

[0041] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A seismic-resistant fastener system for underground railway tracks, characterized in that: The system includes an installation base and a first abutment component, a second abutment component, a third abutment component, a reset adjustment component, control bolts, and a spring bar symmetrically arranged on both sides of the rail. The rail is fixedly installed on the installation base. The first abutment component includes a reset steel block and a reset energy dissipation component. The reset steel block includes a first steel block and a second steel block fixedly connected. The first steel block is attached to the mounting base, and the lower surface of the second steel block is attached to the upper surface of the rail base. The reset energy dissipation component includes an energy dissipation unit and a deformation component. The energy dissipation unit includes a damping element and an intermediate steel block. The deformation component includes a first elastic element and a second elastic element. The first elastic element and the second elastic element respectively abut against both sides of the intermediate steel block. The end of the first elastic element away from the intermediate steel block abuts against the side of the rail base, and the end of the second elastic element away from the intermediate steel block abuts against the inner end face of the first steel block near the rail base. The damping element is attached to the intermediate steel block and can generate relative displacement. The surface of the intermediate steel block has roughness. The second and third abutting components are located on both sides of the control bolt. The two ends of the spring bar abut against the top surface of the first and second abutting components, respectively. The control bolt passes through the spring bar and is threadedly connected to the mounting base. The top surface of the spring bar abuts against the lower end face of the nut of the control bolt. The second abutting component abuts against the end of the first abutting component away from the bottom of the rail. The reset adjustment member gradually approaches the bottom of the rail from high to low, and the top of the reset adjustment member abuts against the lower end face of the nut of the control bolt, while the bottom abuts against the side of the second abutting component away from the first abutting component.

2. The underground track seismic toughness fastener system according to claim 1, characterized in that: It also includes an L-shaped steel plate, which is fitted onto the web and bottom of the rail. The second steel block has a first fitting platform and a second fitting platform. The first fitting platform is fitted onto the upper surface of the L-shaped steel plate, and the second fitting platform is fitted onto the upper surface of the bottom of the rail. There is a gap between the end of the L-shaped steel plate and the connecting surface of the first and second fitting platforms.

3. The underground track seismic toughness fastener system according to claim 1, characterized in that: The deformation component is provided in two sets, which are respectively disposed on the upper and lower sides of the damping member. The top surface of the middle steel block of the upper deformation component is attached to the lower surface of the second steel block, and the bottom surface is attached to the upper surface of the damping member. The bottom surface of the middle steel block of the lower deformation component is attached to the upper surface of the mounting base, and the top surface is attached to the lower surface of the damping member.

4. The underground track seismic toughness fastener system according to claim 3, characterized in that: The damping element has anti-detachment plates at both ends, and the height of the anti-detachment plates is greater than the distance between the upper intermediate steel block and the lower intermediate steel block.

5. The underground track seismic toughness fastener system according to claim 1, characterized in that: It also includes circular blocks and rectangular blocks. The circular blocks are disposed between the elastic element and the intermediate steel block, and the rectangular blocks are disposed between the first elastic element and the rail bottom, as well as between the second elastic element and the first steel block.

6. The underground track seismic toughness fastener system according to claim 1, characterized in that: The second abutment component includes an inner fixing platform and a push-back steel block. The top of the inner fixing platform is a concave arc-shaped surface. One end of the elastic bar abuts against the top of the inner fixing platform. A concave groove is provided at the bottom of the inner fixing platform. The push-back steel block has a convex structure. The bottom surface of the push-back steel block is attached to the top surface of the mounting base. The protrusion of the push-back steel block is inserted into the concave groove and is attached to the inner wall surface of the concave groove. The side of the push-back steel block is attached to the side of the first steel block away from the rail bottom.

7. The underground track seismic toughness fastener system according to claim 6, characterized in that: The reset energy-consuming component includes a vertical part and an inclined part fixedly connected. The top end of the vertical part abuts against the lower end face of the nut of the control bolt, and the vertical part has an arc-shaped surface for fitting against the outer surface of the control bolt. The inclined part gradually moves away from the control bolt from high to low, and the bottom of the inclined part has an inclined surface. The inclined surface gradually moves closer to the push-back steel block from high to low, and the inclined surface can abut against the side of the push-back steel block away from the first abutment component.

8. The underground track seismic toughness fastener system according to claim 1, characterized in that: The third contact component includes an outer fixing platform and a calibration seat. The calibration seat includes a side plate, a base plate, and an adhesive block that are fixedly connected in sequence. The base plate is attached to the upper surface of the mounting base. The side plate and the adhesive block are located above the base plate. The top of the outer fixing platform is a concave arc-shaped surface. One end of the elastic bar abuts against the top of the outer fixing platform. The outer fixing platform is located inside the calibration seat, and the outer surface of the outer fixing platform is attached to the inner surface of the calibration seat. The bottom of the outer fixing platform near the control bolt has a slot, and the adhesive block can be inserted into the slot.

9. The underground track seismic toughness fastener system according to claim 1, characterized in that: It also includes a washer disposed between the nut of the control bolt and the spring clip, and the thread of the control bolt can pass through the washer.

10. The underground track seismic toughness fastener system according to claim 1, characterized in that: The installation base includes a first steel pad, an elastic pad, and a second steel pad, which are sequentially attached from top to bottom. The thickness of the first steel pad is greater than that of the second steel pad. The first steel pad, the elastic pad, and the second steel pad are aligned and provided with threaded holes through which the screw of the control bolt passes.

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