A stretch type rail fastener

Abstract

The present invention relates to a tensile rail fastener, which includes: a damping alloy energy-absorbing component, a rubber pad support component and a rail restraint component; the rubber pad support component is connected to the rail restraint component for embedding the rail therein, and the damping alloy energy-absorbing component is arranged on the sleeper and is hinged to the rail restraint component. Compared with the prior art, the present invention has a wide-band energy-absorbing capability: due to the use of a damping alloy, it has a good energy-absorbing effect on both low-frequency and high-frequency vibrations in a tensile elastic deformation state, effectively improving the technical bottleneck problem in traditional fastener systems where the energy consumption of viscoelastic material elements depends on large deformations, but the large deformations do not rebound in time, thereby affecting their energy-absorbing efficiency. The present invention is safe and reliable, and due to the two-stage energy dissipation and vibration reduction structure of the damping alloy energy-absorbing component and the rubber pad support component, it can ensure the safe operation of trains in extreme environments.

Description

Technical Field

[0001] The present invention relates to the technical field of rail fasteners, and in particular to a tensile rail fastener. Background Art

[0002] Most existing rail fasteners use rubber viscoelastic materials as the main elastic element. The entire fastener system plays a vibration isolation role rather than focusing on energy consumption.

[0003] From a vibration isolation perspective, vibration energy is redistributed according to its frequency components. Vibration energy within the isolation frequency range can only be effectively isolated when the material has limited damping. Consequently, existing fasteners have an upper limit on their dynamic-static stiffness ratio, preventing the effectively isolated vibration energy from being dissipated promptly and effectively. Low-frequency vibration energy in the non-isolation frequency range is amplified and transmitted to the vibration environment below the fastener nodes and even along the line.

[0004] From an energy dissipation perspective, the limited material damping designed to ensure mid- and high-frequency vibration isolation inherently renders the fastener system inefficient in terms of energy dissipation. Furthermore, when vibrations with a high frequency component are transmitted from the wheel-rail coupling system to the fastener nodes, both compression-type fasteners and high-grade vibration isolation fasteners that primarily rely on shear deformation will exhibit excessive frequency-dependent dynamic stiffness, resulting in only a small dynamic response amplitude under high-frequency excitation, and thus poor energy dissipation.

[0005] In summary, existing compression- and shear-type fasteners both suffer from the drawback of providing adequate vibration isolation but insufficient energy dissipation, potentially leading to a range of mechanical problems or vibration and noise issues in rail systems. Furthermore, in vibration environments with high-frequency components, matching the static and dynamic stiffness, as well as the rebound characteristics, of rubber-based elastic elements presents a design challenge. Therefore, providing a high-performance tension-type rail fastener is an urgent need for those skilled in the art. Summary of the Invention

[0006] In order to solve the defects of existing compression type and shear type fasteners that have sufficient vibration isolation but insufficient energy consumption, the present invention provides a tension type rail fastener.

[0007] The purpose of the present invention can be achieved by the following technical solutions:

[0008] The present invention provides a tensile rail fastener, which comprises: a damping alloy energy dissipation component, a rubber pad support component and a rail restraint component; the rubber pad support component is in contact with the rail restraint component, and the damping alloy energy dissipation component is arranged on the sleeper and is hinged to the rail restraint component.

[0009] In one embodiment of the present invention, the damping alloy energy dissipation component includes a support, a damping alloy pull rod and an anchor bolt. The support is fixed to the sleeper by the anchor bolt. One end of the damping alloy pull rod is hinged to the support, and the other end is hinged to the rail constraint component.

[0010] In one embodiment of the present invention, the two ends of the damping alloy rod are respectively hinged to the support and the rail constraint assembly. The material, diameter and length of the damping alloy rod can be matched and designed according to different driving conditions of the train, which can meet the effective load-bearing and energy consumption under various complex working conditions such as heavy load and small radius curve; there are a total of six damping alloy rods, distributed on both sides of the rail, the middle one on each side is a short damping alloy rod, and the two sides are long damping alloy rods, which form a symmetrical triangular stable structure with the upper surface of the rail constraint assembly to constrain the rotational freedom in the cross-sectional direction of the rail.

[0011] In one embodiment of the present invention, the damping alloy pull rod can be made of alloy materials with different damping energy dissipation mechanisms, such as high manganese-based damping alloy, complex phase damping alloy, dislocation damping alloy, ferromagnetic damping alloy and Fe-Mn-based damping alloy.

[0012] In one embodiment of the present invention, the entire material of the support is cast iron, and the surface is evenly coated with an anti-rust coating.

[0013] In one embodiment of the present invention, the anchor bolt consists of a bolt, a spring washer and a flat washer.

[0014] In one embodiment of the present invention, the rubber pad support assembly consists of a rail-under-rubber pad and a plate-under-rubber pad. The rail is embedded in the rail-under-rubber pad, the rail-under-rubber pad is embedded in the rail constraint assembly, and the plate-under-rubber pad is placed below the rail constraint assembly.

[0015] In one embodiment of the present invention, the upper surface of the rubber pad under the plate has a protruding structure at both ends with a certain height.

[0016] In one embodiment of the present invention, a U-shaped groove is provided on the rail restraint assembly, and the under-rail rubber pad is embedded in the U-shaped groove of the rail restraint assembly.

[0017] In one embodiment of the present invention, the entire material of the rail restraint assembly is spring steel, and the rail is clamped in the rubber pad under the rail by applying a certain thrust from top to bottom, and then the rubber pad under the rail is clamped in the U-shaped groove of the rail restraint assembly by applying a certain thrust.

[0018] The present invention also provides the operating states of the stretch-type rail fastener under three working conditions:

[0019] When no train passes, there are raised structures at both ends of the rubber pad under the plate at a certain height, and there is a certain contact pressure between the lower surface of the rail restraint assembly and the raised structures at both ends of the rubber pad under the plate (not the upper surface) when no train passes;

[0020] When a train passes by, the rails generate broadband vibrations. When a train passes by normally, the energy dissipation mechanisms of damping alloys of different materials are different. For example, under the action of periodic stress, the coherent twin interfaces (martensite / martensite, parent martensite) related to the thermoelastic martensitic phase transformation of high manganese-based damping alloys will rearrange, generating inelastic strain and causing stress relaxation, thereby dissipating the wheel-rail vibration energy and forming a damping attenuation of the vibration. When generating energy dissipation, damping alloys of different materials are always in the elastic deformation range and do not undergo plastic deformation. Moreover, when a train passes by normally, the lower surface of the rail restraint assembly does not contact the upper surface of the rubber pad under the plate.

[0021] When a train passes abnormally and the rails are subjected to a large impact load, the damping alloy rod is stretched significantly and the rail restraint assembly descends more than the distance between the lower surface of the rail restraint assembly and the upper surface of the rubber pad under the plate when no train passes. The lower surface of the rail restraint assembly contacts the upper surface of the rubber pad under the plate, and the rubber pad under the plate begins to generate a large reaction force to prevent the damping alloy rod from exceeding the maximum tensile elastic deformation and causing plastic deformation. At this time, the damping alloy rod and the rubber pad under the rail jointly consume energy to ensure the normal and smooth operation of the train when a large instantaneous impact occurs.

[0022] Compared with the prior art, the present invention has the following advantages:

[0023] 1. It has a wide-band energy dissipation capability: Due to the use of damping alloy, it has a good energy dissipation effect on low-frequency and high-frequency vibrations in the state of tensile elastic deformation, which effectively improves the technical bottleneck problem of traditional fastener systems in which the energy dissipation of viscoelastic material components depends on large deformation, and the large deformation rebounds untimely, thus affecting its energy dissipation efficiency.

[0024] 2. Good energy dissipation and vibration isolation effects: By designing damping alloy energy dissipation components to characterize the tensile stiffness, and considering the correlation between the cross-sectional size of the rod and the energy dissipation efficiency, elastic-plastic range, strength and other mechanical properties, while ensuring the original vibration isolation level of the fastener system, its energy dissipation efficiency is improved, thus improving or solving the technical status quo of existing track vibration reduction and isolation products with excessive vibration isolation and insufficient energy dissipation.

[0025] 3. Safe and reliable: The two-stage energy dissipation and vibration reduction structure of the damping alloy energy-absorbing components and the rubber pad support components can ensure the safe operation of the train in extreme environments.

[0026] 4. Good vertical and lateral vibration energy dissipation effect: Due to the symmetrical triangular arrangement characteristics of the damping alloy rods, when the train passes, the damping alloy rods produce tensile and compressive deformation, and the rails undergo slight vertical and lateral vibrations. Therefore, the fasteners have good vertical and lateral vibration energy dissipation effects at the same time.

[0027] 5. Wide range of applications: The load-bearing capacity and energy dissipation capacity can be changed by changing the material, diameter or effective length of the damping alloy rod. It has good applicability for both heavy-load and light-load railways.

[0028] 6. Easy maintenance: If a single damping alloy rod or rubber pad under the rail fails, the parts can be quickly replaced and the system can be put back into operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a schematic structural diagram of a stretch-type rail fastener in Example 1 of the present invention;

[0030] Figure 2 This is a schematic diagram of the installation of a stretch-type rail fastener in Example 1 of the present invention;

[0031] Figure 3 Schematic diagram of three working conditions of a stretch-type rail fastener in Example 1 of the present invention;

[0032] Figure 4 Schematic diagram of the structure of the damping alloy energy dissipation component in Example 1 of the present invention;

[0033] Figure 5 This is a schematic structural diagram of the rubber pad support assembly in Example 1 of the present invention;

[0034] Figure 6 This is a schematic structural diagram of the rail restraint assembly in Example 1 of the present invention.

[0035] The numbers in the figure show:

[0036] 1. Damping alloy energy dissipation component, 2. Rubber pad support component, 3. Rail restraint component; 1-1. Support, 1-2. Damping alloy pull rod, 1-3. Anchor bolt; 2-1. Rubber pad under rail, 2-2. Rubber pad under plate; 3-1. U-shaped groove; 1-3-1. Bolt, 1-3-2. Spring washer, 1-3-3. Flat washer, 2-2-1. Raised structures at both ends. DETAILED DESCRIPTION

[0037] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0038] Example 1

[0039] refer to Figures 1-6This embodiment provides a tension-type rail fastener, which primarily comprises a damping alloy energy dissipation assembly 1, comprising a support 1-1, a damping alloy rod 1-2, and an anchor bolt 1-3. The support 1-1 is secured to the rail sleeper via anchor bolts 1-3. The support 1-1 is entirely made of cast iron, and its surface is uniformly coated with an anti-rust coating. The material, diameter, effective length, and maximum tensile elastic deformation of the damping alloy rod 1-2 can be tailored to suit different train operating conditions. Both ends of the rod are hinged to the support and the rail restraint assembly, respectively. The anchor bolt 1-3 comprises a bolt 1-3-1, a spring washer 1-3-2, and a flat washer 1-3-3.

[0040] In this embodiment, the rubber pad support assembly 2 is mainly composed of the under-rail rubber pad 2-1 and the under-board rubber pad 2-2. Both ends of the under-board rubber pad 2-2 have protruding structures of a certain height when no train passes.

[0041] The rail is embedded from top to bottom in the rail rubber pad 2-1, which in turn is embedded from top to bottom in the U-shaped groove 3-1 of the rail restraint assembly 3. The rail restraint assembly 3 is entirely made of spring steel and is hinged to the damping alloy rod 1-2. When a train passes normally, broadband vibrations cause the damping alloy rod 1-2 to repeatedly stretch and deform. For example, high-manganese-based damping alloys provide damping and energy dissipation through the relaxation motion of numerous thermoelastic martensitic transformation twins and the movement of the parent-martensitic phase boundary during deformation.

[0042] When no train passes, the above-mentioned rubber pad 2-2 under the plate has two end protrusion structures 2-2-1 of a certain height (not the upper surface of the rubber pad 2-2 under the plate), and there is a certain contact pressure between the lower surface of the rail constraint assembly 3 and the two end protrusion structures 2-2-1 of the rubber pad 2-2 under the plate when no train passes, so that the rubber pad 2-2 under the plate does not produce displacement relative to the rail constraint assembly 3.

[0043] When the train passes normally, the rails generate broadband vibrations, the damping alloy rods 1-2 are always within the range of tensile elastic deformation, and no plastic deformation occurs. The lower surface of the rail constraint assembly 3 does not contact the upper surface of the rubber pad 2-2 under the plate, and the rubber pad 2-2 under the plate does not bear the load and energy dissipation function.

[0044] When a train passes abnormally and the rails are subjected to a large impact load, the damping alloy rod 1-2 is stretched to a large extent and the rail constraint assembly 3 descends to a greater extent than the distance between the lower surface of the rail constraint assembly 3 and the upper surface of the rubber pad 2-2 under the plate when no train passes. The lower surface of the rail constraint assembly 3 contacts the upper surface of the rubber pad 2-2 under the plate, and the rubber pad 2-2 under the plate begins to generate a large reaction force to prevent the damping alloy rod 1-2 from exceeding the maximum tensile elastic deformation and producing plastic deformation. At this time, the rubber pad 2-2 under the plate and the damping alloy rod 1-2 begin to jointly bear the load-bearing and energy-consuming functions to ensure the normal and smooth operation of the train when a large instantaneous impact occurs.

[0045] The above description of the embodiments is intended to facilitate understanding and use of the invention by those skilled in the art. It will be apparent that those skilled in the art can readily make various modifications to these embodiments and apply the general principles described herein to other embodiments without requiring inventive effort. Therefore, the present invention is not limited to the above-described embodiments. Improvements and modifications made by those skilled in the art based on the disclosure of the present invention, without departing from the scope of the present invention, should be within the scope of protection of the present invention.

Claims

1. A stretch type rail fastener, characterized in that: The fastener comprises: a damping alloy energy dissipation component (1), a rubber pad support component (2) and a rail restraint component (3); the rubber pad support component (2) is in contact with the rail restraint component (3); the damping alloy energy dissipation component (1) is arranged on the sleeper and is hinged to the rail restraint component (3); The damping alloy energy dissipation component (1) comprises a support (1-1), a damping alloy pull rod (1-2) and an anchor bolt (1-3); the support (1-1) is fixed to the sleeper via the anchor bolt (1-3); one end of the damping alloy pull rod (1-2) is hinged to the support (1-1), and the other end is hinged to the rail constraint component (3); The rubber pad support assembly (2) is composed of a rail-under-rubber pad (2-1) and a plate-under-rubber pad (2-2); the rail is embedded in the rail-under-rubber pad (2-1); the rail-under-rubber pad (2-1) is embedded in the rail restraint assembly (3); and the plate-under-rubber pad (2-2) is placed below the rail restraint assembly (3); The two ends of the damping alloy pull rod (1-2) are respectively hinged to the support (1-1) and the rail constraint assembly (3). There are six damping alloy pull rods (1-2) in total, which are distributed on both sides of the rail. The middle one on each side is a short damping alloy pull rod, and the two sides are long damping alloy pull rods, which form a symmetrical triangular stable structure with the upper surface of the rail constraint assembly (3) to constrain the rotational freedom in the cross-sectional direction of the rail. The upper surface of the rubber pad (2-2) under the plate has raised structures (2-2-1) at both ends with a certain height.

2. A stretch type rail fastener according to claim 1, characterized in that: The damping alloy pull rod (1-2) is made of a high manganese-based damping alloy, a complex phase damping alloy, a dislocation damping alloy, a ferromagnetic damping alloy or an Fe-Mn-based damping alloy.

3. The stretch-type rail fastener according to claim 1, characterized in that: The entire material of the support (1-1) is cast iron, and the surface is evenly coated with an anti-rust coating.

4. The stretch-type rail fastener according to claim 1, characterized in that: The anchor bolt (1-3) consists of a bolt (1-3-1), a spring washer (1-3-2) and a flat washer (1-3-3).

5. The stretch-type rail fastener according to claim 1, characterized in that: The rail restraint assembly (3) is provided with a U-shaped groove (3-1), and the under-rail rubber pad (2-1) is embedded in the U-shaped groove (3-1) of the rail restraint assembly (3).

6. The stretch-type rail fastener according to claim 5, characterized in that: The entire material of the rail restraint assembly (3) is spring steel. The rail is clamped into the rubber pad (2-1) under the rail from top to bottom by applying a certain thrust, and then the rubber pad (2-1) under the rail is clamped into the U-shaped groove (3-1) of the rail restraint assembly (3) by applying a certain thrust.

Images