Anti-slip locking combined track vibration damper

Abstract

A combined anti-slip rail vibration damper with locking features includes a base, an elastic pad, a rail support plate, multiple locking rings, and multiple retaining rings. The base includes a base body and multiple protruding locking posts; multiple locking latches are circumferentially positioned at the top ends of the locking posts. The elastic pad is provided with multiple mounting holes corresponding to the multiple locking posts. The rail support plate is provided with multiple through-holes corresponding to the multiple locking posts, and multiple locking seats are circumferentially spaced at the bottom ends of each through-hole. The central through-hole of each locking ring is provided with multiple locking tongues circumferentially spaced along the wall. The rail support plate, elastic pad, and base are stacked sequentially from top to bottom, with each locking post extending through the mounting holes and through-holes. Each locking ring extends into its corresponding through-hole, and the locking tongues of the locking ring engage the gap between the locking seat and the locking latch, squeezing the lock seat downward, causing the rail support plate to press the elastic pad downward. This invention has a strong locking capability and can also reduce the installation height of the spike bolts.

Description

Technical Field

[0001] The invention relates to a vibration and noise reduction technology for rail transit. Background Art

[0002] In recent years, vibration-damping fasteners have been widely used in urban rail transit vibration reduction, effectively improving the surrounding vibration and noise environment. Rail dampers, the core components of these fastener systems, can be categorized as integrally vulcanized or physically assembled, depending on the connection method. Physically assembled rail dampers primarily utilize a specialized locking mechanism to physically connect upper and lower iron pads to a nonlinearly designed, double-sided elastic pad with protrusions, achieving product integration. Since the elastic pads can be independently replaced, the single-item maintenance cost of the rail damper is reduced. However, over long-term use, the height of the elastic pads (particularly the double-sided protrusions) can decrease dramatically due to fatigue, aging, and wear. This reduces the locking force and can even create gaps between the elastic pads and the upper and lower iron pads. This reduces the horizontal restraining force, causing the pads to slip out, putting the rail damper in an abnormal state and compromising train safety. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to provide an anti-slip upper locking combined track vibration damper, which has a strong locking ability, can reduce the installation height, reduce the lateral shear strength of the spike bolts, and increase their service life.

[0004] Another technical problem to be solved by the present invention is to provide a track vibration damper that can delay the attenuation of the locking force and effectively prevent the elastic pad from sliding out.

[0005] The technical solution adopted by the present invention is: an anti-slip upper locking combined rail vibration absorber, comprising a base, an elastic pad, a rail support plate, multiple locking rings and multiple buckles; the base comprises a base body and multiple locking posts protruding on the base body; the locking post is provided with a central through hole that passes through the base body, and the top of the locking post is provided with multiple locking cards protruding radially outward at intervals along the circumference; the elastic pad is provided with multiple mounting through holes corresponding to the multiple locking posts one by one; the rail support plate is provided with multiple through-post through holes corresponding to the multiple locking posts one by one, and the bottom end of each through-post through hole is provided with multiple lock seats protruding radially inward at intervals along the circumference; the number of lock seats is the same as the number of lock cards, the gap between each two adjacent lock seats is for the lock cards to pass through; the number of locking rings and buckles is the same as the number of locking posts The number of the locks is the same; the hole wall of the central through hole of each locking ring is provided with a plurality of locking tongues protruding radially inward at intervals along the circumferential direction, and the top of each locking tongue is provided with an adjusting boss; the number of locking tongues is the same as the number of locking cards, and the gap between each adjacent two locking tongues can allow the locking card to pass through; the support rail plate, elastic pad and base are stacked in sequence from top to bottom, and each locking column passes through the mounting through hole and the through-column through hole in sequence; each locking ring extends into the corresponding through-column through hole, and each locking tongue of the locking ring is stuck in the gap between the lock seat and the lock card, and forms a downward extrusion on the lock seat, so that the support rail plate presses the elastic pad downward, causing the elastic pad to elastically deform; each buckle is placed in the central through hole of the corresponding locking ring, and pressed on the top surface of the adjusting boss and the locking column, and the top surface of the buckle ring, the top surface of the locking ring and the top surface of the support rail plate are flush.

[0006] In the above-mentioned anti-slip upper locking combined rail vibration damper, the bottom surface of the buckle is respectively matched with the top surface of the adjustment boss and the top surface of the locking column in a concave-convex positioning manner.

[0007] In the above-mentioned anti-slip upper locking combined track vibration damper, the bottom surface of the elastic pad is a plane, and the top surface of the elastic pad is provided with a plurality of locking protrusions distributed in an array.

[0008] The above-mentioned anti-slip upper locking combined track vibration absorber, wherein the base includes a plurality of limiting bosses protruding from the base body, the elastic pad is provided with limiting holes corresponding to the plurality of limiting bosses respectively, and each limiting boss penetrates into the corresponding limiting hole.

[0009] Since the present invention adopts the above technical solution, the technical effects produced are obvious:

[0010] 1. The anti-slip, top-locking, combined rail vibration damper of the present invention utilizes the locking ring's locking tongue to engage the gap between the rail support plate's locking seat and the base's locking latch. This exerts downward pressure on the locking seat, causing the rail support plate to press downward against the elastic pad. This achieves self-locking of the rail vibration damper and improves its locking capability. Simultaneously, the retaining ring is inserted into the locking ring's central through-hole, with the top surfaces of the retaining ring, the locking ring, and the rail support plate flush, reducing installation height, reducing the lateral shear strength of the spike bolts, and increasing their service life.

[0011] 2. The elastic pad features a single-sided raised design with a flat bottom surface, completely in contact with the upper surface of the base body. This reduces degradation pathways, delays environmental aging of the rubber, and reduces the loss of locking force. The limiting boss on the base inserts into the corresponding limiting hole on the elastic pad, limiting its horizontal movement and preventing it from sliding out. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 A cross-sectional schematic diagram of an anti-slip upper locking combined track vibration damper according to an embodiment of the present invention is shown.

[0013] Figure 2 A cross-sectional schematic diagram of a vibration damping fastener system using an anti-slip, upper-locking combined track vibration damper according to an embodiment of the present invention is shown.

[0014] Figures 3 to 7 The schematic structural diagrams of the base, elastic pad, rail support plate, locking ring, and positioning ring of the embodiment of the present invention are respectively shown.

[0015] Figure 8 Shown Figure 2 Schematic diagram of the cross section of the vibration damping fastener system after installing the E-type spring clip. DETAILED DESCRIPTION

[0016] The features and performance of the present invention are further described below with reference to the accompanying drawings and examples.

[0017] See also Figures 1 to 7 The anti-slip upper locking combined rail vibration damper according to an embodiment of the present invention comprises a base 1 , an elastic pad 2 , a rail support plate 3 , a plurality of locking rings 4 and a plurality of buckling rings 5 ​​.

[0018] The base 1 comprises a base body 11, a plurality of locking posts 12, and a plurality of limiting bosses 13 protruding from the base body 11. The locking posts 12 define a central through-hole 120 extending through the base body 11 and serving as a mounting hole for the spiral spike. The top of the locking posts 12 are provided with a plurality of radially outwardly projecting locking latches 121 spaced circumferentially.

[0019] In this embodiment, the base 1 is directly cast from ductile iron. The base body 11 is a plate-type structure, and the number of the locking column 12 and the number of the limiting boss 13 are both two. The number of the locking clips 121 is three, and the three locking clips are evenly distributed along the circumference, and the curvature of each locking clip is 28°. The provision of three locking clips 121 can improve the connection stability and performance consistency of the shock absorber. The upper end surface of the locking column 12 is provided with a first positioning groove 123. The limiting boss 13 is in the shape of a square frame (can be a rectangular frame or a square frame), and the height of the limiting boss 13 is 4~6mm smaller than the thickness of the elastic pad 2.

[0020] The elastic pad 2 is provided with a plurality of mounting through holes 22 corresponding one-to-one to the plurality of locking columns 12 and a plurality of limiting holes 23 corresponding one-to-one to the plurality of limiting bosses 13 .

[0021] In this embodiment, the elastic pad 2 is vulcanized from rubber or a wear-resistant elastomer and is a flat plate with a single-sided protrusion. The bottom surface of the elastic pad 2 is flat and in full contact with the upper surface of the base body 11. This increases the pad's horizontal restraint area, improving its horizontal sliding resistance and vertical elastic force. It also reduces the area of ​​the rubber or elastomer exposed to air, reducing degradation pathways and slowing environmental aging of the rubber and the loss of locking force. Furthermore, the flat bottom surface reduces the bearing stress of the rubber, slowing fatigue aging and the loss of locking force. The top surface of the elastic pad 2 is provided with a plurality of locking protrusions 21 arranged in an array. These locking protrusions 21 are cylindrical or rectangular in shape, with a height of 2.5 to 3.0 mm. An annular protrusion 24 is provided around each mounting hole 22 of the elastic pad 2. The thickness of the annular protrusion 24 is the same as that of the locking protrusion 21 (i.e., the top surface of the annular protrusion 24 is flush with the top surface of the locking protrusion 21). The limiting holes 23 are through holes or blind holes, and their shape and size match those of the limiting bosses 13 on the base 1. Each limiting boss 13 penetrates into the corresponding limiting hole 23 to limit the horizontal movement of the elastic pad 2.

[0022] The rail support plate 3 is provided with a plurality of through-holes 32 corresponding one-to-one with the locking posts 12. At the bottom end of each through-hole 32, a plurality of radially inwardly projecting lock seats 321 are spaced circumferentially. The number of lock seats 321 is the same as the number of locking latches 121, and the gap between each pair of adjacent lock seats 321 allows the locking latches 121 to pass through. Two spring-clip anchor structures 31 are also provided on the top surface of the rail support plate 3.

[0023] In this embodiment, the rail support plate 3 is a plate-shaped structure as a whole, directly cast from ductile iron. Corresponding spring bar anchoring structures 31 are provided on both sides of the upper plane of the rail support plate 3. Three lock seats 321 are provided at the bottom end of each through-column hole 32 at intervals along the circumference. The three lock seats 321 are evenly distributed along the circumference, with a gap of 30° between each adjacent two lock seats 321. Each lock seat 321 is fan-shaped, and the curvature of the fan-shaped lock seat is 90°. The locking column 12 and the lock card 121 on the base 1 can directly pass through the through-column hole 32, and the three lock cards 121 can respectively pass through the gaps between the three lock seats 321.

[0024] The number of locking rings 4 and retaining rings 5 ​​is the same as the number of locking posts 12. The central through-hole 40 of each locking ring 4 is circumferentially spaced apart with multiple radially inwardly projecting locking tongues 41. Each locking tongue 41 has an adjustment boss 42 at its top. The number of locking tongues 41 is the same as the number of locking latches 121, and the gap between each pair of adjacent locking tongues 41 allows for the insertion of a locking latch 121. The bottom surface of the retaining ring 5 mates with the top surfaces of the adjustment bosses 42 and the top surface of the locking post 12, respectively.

[0025] In this embodiment, the locking ring 4 is made of vulcanized glass fiber reinforced polyamide. There are three locking tongues 41 and three adjusting bosses 42. The three locking tongues 41 are evenly distributed along the circumference, with a 30° gap between each adjacent pair. Each locking tongue 41 is fan-shaped, with a 90° arc. A second positioning groove 424 is defined on the upper end surface of each adjusting boss 42. The locking column 12 and locking latch 121 on the base 1 can pass directly through the central through-hole of the locking ring 4, and the three locking latches 121 can respectively pass through the gaps between the three locking tongues 41.

[0026] In this embodiment, the retaining ring 5 is directly cast from ductile iron and can be embedded in the central through-hole of the locking ring 4. The bottom surface of the retaining ring 5 is provided with a downwardly projecting positioning protrusion 51 that mates with the first positioning groove 123 on the locking column 12 and the second positioning groove 424 on the adjustment boss 42. The central through-hole 50 of the retaining ring 5 is the same size as the central through-hole 120 of the locking column 12. The thickness of the retaining ring 5 is equal to the gap between the upper end surface of the locking ring and the upper end surface of the adjustment boss. The retaining ring 5 not only positions the locking ring 4 and reduces the installation height of the shock absorber, but also serves to limit the horizontal displacement of the shock absorber.

[0027] In the locked state of the anti-slip upper locking combined track vibration damper of the embodiment of the present invention, the track support plate 3, elastic pad 2, and base 1 are stacked sequentially from top to bottom, and each locking column 12 is sequentially inserted into the mounting through-hole 22 and the through-column through-hole 32. Each locking ring 4 extends into the corresponding through-column through-hole 32, and each locking tongue 41 of the locking ring 4 is inserted into the gap between the lock seat 321 and the lock latch 121, thereby exerting downward pressure on the lock seat 321, so that the track support plate 3 presses the elastic pad 2 downward, causing the elastic pad 2 to elastically deform. Each retaining ring 5 is placed into the center through-hole of the corresponding locking ring 4 and pressed against the top surface of the adjustment boss 42 and the locking column 12. The top surface of the retaining ring 5 is flush with the top surface of the locking ring 4 and the top surface of the track support plate 3.

[0028] In this embodiment, the distance from the lower end surface of the lock card 121 to the upper end surface of the base body 11 is 1-1.5 mm less than the sum of the thicknesses of the elastic pad 2 and the lock tongue 41. The lower end surface of the lock tongue 41 abuts the upper end surface of the lock seat 321, and the upper end surface of the lock tongue 41 abuts the lower end surface of the lock card 121. Due to the interference fit of the lock tongue, the locking protrusion structure on the elastic pad 2 is compressed, generating a rebound force, thereby achieving self-locking of the track vibration damper. Therefore, the magnitude of the locking force is limited by the compressive strength of the lock tongue rather than the tensile strength, thereby increasing the range of the track vibration damper's locking force. The buckle 5 is embedded in the central through hole of the locking ring 4, effectively isolating the transmission of current. The positioning protrusion 51 on the retaining ring 5 is embedded in the first positioning groove 123 on the locking column 12 and the second positioning groove 424 on the adjusting boss 42 at the same time. The top surface of the retaining ring 5 is flush with the mounting surface of the rail plate 3, thereby realizing the positioning of the locking ring and reducing the installation height of the track vibration absorber, while also playing a role in limiting the horizontal displacement of the vibration absorber.

[0029] The assembly process of the anti-slip upper locking combined track vibration damper is roughly as follows.

[0030] First, place the base 1 flat on the workbench. Then, place the elastic pad 2 and the support rail 3 on the base 1 in sequence. The locking post 12 on the base 1 will pass through the mounting hole 22 on the elastic pad 2 and the through-hole 32 on the support rail 3. Then, place the locking ring 4 into the through-hole 32 on the support rail 3. The three locking tongues 41 of the locking ring 4 pass through the gaps between the three locking latches 121 on the base 1 and respectively engage the upper end surfaces of the three locking seats 321 on the support rail 3. Then, apply a certain amount of pressure to the support rail 3 using an external pressure device, causing it to move downward by 1-2 mm. Rotate the locking ring 4 clockwise. When the adjustment boss 42 on the locking ring 4 contacts the lock latch 121 on the locking post 12, fine-tune the locking ring 4 until the second positioning groove 424 on the adjustment boss 42 and the first positioning groove 123 on the locking post 12 are connected. The pressure is then removed, and the shock absorber self-locks through the resilience of the locking protrusion 21 and the annular protrusion 24 on the elastic pad 2. Finally, the retaining ring 5 is inserted into the central through-hole of the locking ring 4, and the positioning protrusion 51 on the retaining ring 5 is engaged with the first positioning groove 123 on the locking column 12 and the second positioning groove 424 on the adjustment boss 42, completing the factory assembly of the shock absorber.

[0031] like Figure 2 As shown, the anti-slip upper locking combined rail vibration damper is the core component of the vibration damping fastener system, which also includes a rail pad 61, an insulating gauge block 62, a spring bar 63, a T-bolt 64, a nut 65, a flat washer 66, a spike bolt 71, a heavy spring washer 72, an insulating buffer pad 73 and a nylon sleeve 74.

[0032] The anti-slip upper locking combined rail vibration damping fastener system can be configured with different spring bars. It is only necessary to set the spring bar anchoring structure 31 on the rail support plate 3 with the anchoring structure corresponding to the different forms of spring bars, so as to achieve the universality with the conventional ordinary fastener system accessories. Figure 8 As shown, the vibration damping fastener system uses an "e" type spring clip.

[0033] The anti-slip and locking combined track vibration damper of the present invention not only maintains the technical advantages of the physically assembled track vibration damper, but also extends the normal service life of the vibration damping fastener system, while reducing the workload of daily maintenance and lowering maintenance costs.

Claims

1. An anti-slip upper locking combined rail vibration damper, comprising a base, an elastic pad, a rail support plate, a plurality of locking rings and a plurality of buckles; characterized in that: The base includes a base body and a plurality of locking posts protruding from the base body; the locking posts are provided with a central through hole penetrating the base body, and the top of the locking posts are provided with a plurality of locking clips protruding radially outward at intervals along the circumference; The elastic pad is provided with a plurality of mounting through holes corresponding to the plurality of locking columns one by one; The rail support plate is provided with a plurality of through-holes corresponding to the plurality of locking columns, and a plurality of lock seats protruding radially inward are provided at the bottom end of each through-hole at intervals along the circumferential direction; the number of the lock seats is the same as the number of the lock cards, and the gap between each adjacent two lock seats is sufficient for the lock cards to pass through; The number of the locking rings and the buckle rings is the same as the number of the locking posts; the wall of the central through hole of each locking ring is provided with a plurality of radially inwardly protruding lock tongues at intervals along the circumferential direction, and the top of each lock tongue is provided with an adjustment boss; the number of the lock tongues is the same as the number of the lock cards, and the gap between each adjacent two lock tongues is sufficient for the lock card to pass through; The rail support plate, the elastic pad and the base are stacked in sequence from top to bottom, and each locking column passes through the installation through hole and the through column through hole in sequence; each locking ring extends into the corresponding through column through hole, and each locking tongue of the locking ring is stuck in the gap between the lock seat and the lock card, and forms a downward extrusion on the lock seat, so that the rail support plate presses the elastic pad downward, causing the elastic pad to elastically deform; each buckle is placed in the central through hole of the corresponding locking ring, and pressed on the top surface of the adjusting boss and the locking column, and the top surface of the buckle ring, the top surface of the locking ring and the top surface of the rail support plate are flush.

2. The anti-slip upper locking combined rail vibration damper according to claim 1 is characterized in that The bottom surface of the buckle is respectively matched with the top surface of the adjusting boss and the top surface of the locking column in a concave-convex positioning manner.

3. The anti-slip upper locking combined rail vibration damper according to claim 2 is characterized in that The bottom surface of the buckle is provided with a downwardly protruding positioning protrusion, the top surface of the locking column is provided with a first positioning groove, and the top surface of the adjusting boss is provided with a second positioning groove; the positioning protrusion is embedded in the first positioning groove and the second positioning groove at the same time.

4. The anti-slip upper locking combined rail vibration damper according to claim 1 is characterized in that The bottom surface of the elastic pad is a plane, and the top surface of the elastic pad is provided with a plurality of locking protrusions distributed in an array.

5. The anti-slip upper locking combined rail vibration damper according to claim 4 is characterized in that , an annular protrusion is provided around each of the mounting through holes of the elastic pad, and the thickness of the annular protrusion is the same as the thickness of the locking protrusion.

6. The anti-slip upper locking combined rail vibration damper according to claim 1, characterized in that The base includes a plurality of limiting bosses protruding from the base body, and the elastic pad is provided with limiting holes corresponding to the plurality of limiting bosses respectively, and each limiting boss is inserted into the corresponding limiting hole.

7. The anti-slip upper locking combined rail vibration damper according to claim 6, characterized in that , the number of the locking columns and the number of the limiting bosses are both two.

8. The anti-slip upper locking combined rail vibration damper according to claim 6 or 7, characterized in that , the shape of the limiting boss is a square frame.

9. The anti-slip upper locking combined rail vibration damper according to claim 1, characterized in that , the number of lock cards is three.

10. The anti-slip upper locking combined rail vibration damper according to claim 1, characterized in that , two elastic bar anchoring structures are provided on the upper surface of the rail supporting plate.

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