A city railway staggered vibration reduction fastener system

Abstract

The application discloses a kind of city area railway staggered vibration reduction fastener system, belong to rail transit field, including pre-buried sleeve pipe of pre-buried sleeper, elastic strip, gauge block and with pre-buried sleeve pipe matching connection anchor bolt, T bolt and with matching nut, sleeper and rail are sequentially provided with buffer pad, first rigid pad, elastic pad, second rigid pad and track pad along sleeper to rail direction between sleeper and rail.The first rigid pad is provided with one first boss and one second boss on each side of two sides in horizontal direction.The first through hole is opened in the first boss corresponding to the second rigid pad, the recess is opened in the second boss corresponding to the second rigid pad, the stop block is arranged between the second boss and the recess, and the elastic strip seat is further arranged on the second rigid pad.The T-shaped slot is opened in the elastic strip seat corresponding to the T-shaped bolt.The city area railway staggered vibration reduction fastener system can meet the operating characteristics of high speed, small and multiple curve radius of city area railway, and meet the vibration reduction reference demand.

Description

Technical Field

[0001] This invention belongs to the field of rail transit technology, specifically relating to a staggered vibration damping fastener system for urban railways. Background Technology

[0002] Suburban railways are rail transit systems that connect the urban areas of central cities within metropolitan areas with surrounding towns, providing high-speed, high-capacity, and public transport services for commuters. Developing suburban railways in megacities offers multiple benefits, including optimizing urban functional layout, promoting coordinated development between cities and small towns, expanding the supply of public transport services, and effectively alleviating urban traffic congestion.

[0003] Large cities have large populations and dense buildings and roads. In order to meet transportation needs, urban rail transit often passes through noise-sensitive areas such as residential areas, commercial areas and office areas. Therefore, vibration reduction and noise reduction of urban rail transit are particularly important for ensuring the quality of life and working environment of surrounding residents.

[0004] Suburban railways are characterized by high speed, small curve radius, and high requirements for driving safety. The proposed general technical conditions require the fatigue amplitude of the elastic clamping parts for ballastless tracks to be 2.5mm. Existing subway vibration damping fasteners and high-speed railway fasteners cannot meet the requirements. Summary of the Invention

[0005] In response to one or more of the above-mentioned defects or improvement needs of the existing technology, the present invention provides a staggered vibration damping fastener system for urban railways, which can meet the operational characteristics of urban railways such as high speed and small curve radius, and achieve a vibration reduction effect of more than 5dB.

[0006] To achieve the above objectives, the present invention provides a staggered vibration damping fastener system for urban railways, which includes a pre-embedded sleeve embedded in the sleeper, an elastic strip, a gauge block, and an anchor bolt that matches and connects to the pre-embedded sleeve. The gauge block is disposed between the elastic strip and the rail. The system also includes a T-bolt and a matching nut, the nut of which fastens the elastic strip and the gauge block onto the rail.

[0007] A buffer pad, a first rigid pad, an elastic pad, a second rigid pad, and a rail pad are sequentially arranged between the sleeper and the rail along the direction from the sleeper to the rail.

[0008] The first rigid pad has a first boss and a second boss on each side of its horizontal direction, and the two first bosses are diagonally arranged, as are the two second bosses; the first boss has a waist-shaped hole through which the anchor bolt passes to connect with the pre-embedded sleeve.

[0009] The second rigid pad has a first through hole corresponding to the first boss so that the anchor bolt can pass through. The second rigid pad has a groove corresponding to the second boss, and a stop block is provided between the second boss and the groove. The second rigid pad also has a spring strip seat for supporting the spring strip. The spring strip seat has a T-slot corresponding to the T-bolt so that the T-bolt can be connected to the spring strip seat.

[0010] As a further improvement of the present invention, the distance between the two ends of the spring bar in the horizontal direction is greater than or equal to 80 mm and less than 86 mm, and the fatigue test amplitude of the spring bar is 2.5 mm.

[0011] As a further improvement of the present invention, it also includes a cover plate and an insulating sleeve, the insulating sleeve being placed on the second rigid pad, and the cover plate being placed on the insulating sleeve; the insulating sleeve has a second through hole, the cover plate has a third through hole, the anchor bolt can pass through the second through hole and the third through hole, and the second through hole and the third through hole are in communication with the first through hole.

[0012] As a further improvement of the present invention, the cover plate is provided with a third boss and serrated portions are provided on both sides along the longitudinal direction.

[0013] As a further improvement of the present invention, the insulating sleeve is provided with a mounting groove corresponding to the third protrusion, and the third protrusion can be matched and connected with the mounting groove so that the cover plate and the insulating sleeve are matched and connected; the second rigid pad is also provided with a disassembly groove to facilitate the disassembly of the insulating sleeve.

[0014] As a further improvement of the present invention, the top surface of the first boss is set in a sawtooth shape on both sides of the waist-shaped hole along the longitudinal direction corresponding to the sawtooth portion, so that the first boss can cooperate with the cover plate to adjust the track gauge.

[0015] As a further improvement of the present invention, the stop block is arranged around the inner side of the second protrusion, and has a bending part and a body part corresponding to the second protrusion. The bottom of the stop block is provided with a fourth protrusion, which can extend horizontally between the first rigid pad and the second rigid pad. The end of the fourth protrusion facing away from the bending part in the longitudinal direction is also provided with a fixing part.

[0016] As a further improvement of the present invention, the elastic pad is provided with a limiting groove, and the first rigid pad is provided with a limiting part corresponding to the limiting groove. The limiting part can be matched and connected with the limiting groove to limit the elastic pad.

[0017] As a further improvement of the present invention, an under-plate height adjustment pad is also provided between the first rigid pad and the buffer pad; and an under-rail height adjustment pad is also provided between the rail pad and the second rigid pad.

[0018] As a further improvement of the present invention, a flat washer is fitted on the T-bolt; and a heavy-duty spring washer is fitted on the anchor bolt.

[0019] The aforementioned improved technical features can be combined with each other as long as they do not conflict with each other.

[0020] In summary, the beneficial effects of the above-described technical solutions conceived by this invention compared with the prior art include:

[0021] (1) The staggered vibration damping fastener system for urban railways of the present invention can achieve a vibration reduction effect of more than 5dB by setting elastic pads, and the setting of multiple layers of components limits the fasteners laterally multiple times to ensure safety and reliability during use. The system can meet the operating characteristics of urban railways with high speed and small curve radius, and has good application prospects.

[0022] (2) The staggered vibration damping fastener system of the urban railway of the present invention has advantages in terms of track bed width, fastener cost and other overall cost by appropriately reducing the distance between the two ends of the elastic bar in the lateral direction. Moreover, the elastic bar has a smaller arc curvature radius, greater stiffness in the two sections, and good anti-overturning performance.

[0023] (3) The staggered vibration damping fastener system of the urban railway of the present invention can fill the gap between the limiting platform and the upper iron pad by setting the block, which can play the role of vibration reduction and noise reduction. It can also limit the excessive sinking of the second rigid pad when the load force is too large, thereby avoiding excessive deformation of the track and ensuring the safety of train operation.

[0024] (4) The staggered vibration damping fastener system for urban railways in this invention can meet the operational characteristics of urban railways, which have high speeds and small curve radii. Furthermore, it is a double lateral limiting vibration damping fastener. On the one hand, lateral limiting is achieved by tightening the anchor bolts; on the other hand, the second protrusion of the first iron pad plate provides lateral limiting for the entire fastener. The stop block can also limit excessive sinking of the second rigid pad plate when the load is too large, thereby preventing excessive track deformation and increasing train safety. The fastener system adopts a rigid upper and soft lower structure, with a double-layer vibration damping scheme where elastic pads are provided under the rail and under both the second rigid pad plate. The elasticity is primarily provided under the plate, achieving vibration damping while improving track stability. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying 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.

[0026] Figure 1 This is a schematic diagram of the overall structure of the staggered vibration damping fastener system for urban railways before and after height adjustment in an embodiment of the present invention;

[0027] Figure 2 This is a schematic diagram of the first rigid pad of the staggered vibration damping fastener system for urban railways in an embodiment of the present invention;

[0028] Figure 3 This is a schematic diagram of the second rigid pad of the staggered vibration damping fastener system for urban railways in an embodiment of the present invention;

[0029] Figure 4 This is a schematic diagram of the T-bolts of the staggered vibration damping fastener system for urban railways in an embodiment of the present invention;

[0030] Figure 5 This is a schematic diagram of the stop block of the staggered vibration damping fastener system for urban railways in an embodiment of the present invention;

[0031] Figure 6 This is a schematic diagram of the elastic bar under pressure in the staggered vibration damping fastener system of the urban railway in an embodiment of the present invention;

[0032] Figure 7 This is a schematic diagram of the insulating sleeve of the staggered vibration damping fastener system for urban railways in an embodiment of the present invention;

[0033] Figure 8 This is a schematic diagram of the cover plate of the staggered vibration damping fastener system for urban railways in an embodiment of the present invention;

[0034] In all the accompanying drawings, the same reference numerals denote the same technical features, specifically:

[0035] 1. Sleeper; 2. Rail; 3. Embedded sleeve; 4. Anchor bolt; 5. Elastic clip; 6. Gauge block; 7. T-bolt; 8. Nut; 9. Buffer pad; 10. First rigid pad; 11. Elastic pad; 12. Second rigid pad; 13. Rail under-plate; 14. Stop block; 15. Insulating sleeve; 16. Cover plate; 17. Under-plate height adjustment pad; 18. Rail under-plate height adjustment pad; 19. Flat washer; 20. Heavy-duty spring washer;

[0036] 1001, First boss; 1002, Second boss; 1003, Limiting part; 10011, Waist-shaped hole;

[0037] 1201, First through hole; 1202, Groove; 1203, Spring bar seat; 1204, Disassembly groove; 12031, T-slot;

[0038] 1401. Bending section; 1402. Main body section; 1403. Fourth boss;

[0039] 1501, Second through hole; 1502, Mounting slot;

[0040] 1601, Third through hole; 1602, Third boss; 1603, Serrated section. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0042] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0043] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0044] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0045] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0046] Example:

[0047] Please see Figures 1-8 The staggered vibration damping fastening system for urban railways in a preferred embodiment of the present invention includes a pre-embedded sleeve 3 embedded in the sleeper 1, a spring clip 5, a gauge block 6, and an anchor bolt 4 that matches and connects to the pre-embedded sleeve 3. The gauge block 6 is located between the spring clip 5 and the rail 2. It also includes a T-bolt 7 and a matching nut 8, which fastens the spring clip 5 and the gauge block 6 onto the rail 2.

[0048] The embedded sleeve 3 and the gauge block 6 are made of insulating material, and the first rigid pad 10 and the second rigid pad 12 can be made of iron pads. In specific implementation, the anchor bolt 4 can be set to two lengths: when the plate is not adjusted or the adjustment amount is not greater than 15mm, a short anchor bolt is installed; when the adjustment amount is greater than 15mm, a long anchor bolt is installed.

[0049] Further, in a preferred embodiment, a buffer pad 9, a first rigid pad 10, an elastic pad 11, a second rigid pad 12, and a rail underplate 13 are sequentially arranged between the sleeper 1 and the rail 2 along the direction from sleeper 1 to rail 2. The buffer pad 9 is made of insulating material, specifically rubber and plastic, and its upper and lower surfaces are embossed. To further improve insulation performance, the buffer pad 9 is designed with stepped edges to increase water film resistance, thereby improving insulation performance. The static stiffness is greater than 1000kN / mm.

[0050] Preferably, in specific implementations, when laying rails in areas with constant resistance, the rail pad 13 is selected as a rail rubber pad, made of natural or synthetic rubber, with a static stiffness designed to be 20-30 kN / mm. When laying rails in areas with low resistance, the rail pad 13 is selected as a rail composite pad, which is made of stainless steel plate and rubber pad vulcanized together, suitable for areas with low resistance.

[0051] In a preferred embodiment, the elastic pad 11 is made of natural rubber with a static stiffness of 12-18 kN / mm. A limiting groove is provided on its surface that connects to the first rigid pad 10, allowing for subsequent matching and connection with the first rigid pad 10, which has a limiting part 1003, ensuring proper installation.

[0052] Specifically, such as Figure 2 As shown, in the preferred embodiment, the first rigid pad 10 has a first boss 1001 and a second boss 1002 on each side of its horizontal direction. The two first bosses 1001 are diagonally arranged, and the two second bosses 1002 are also diagonally arranged. The first boss 1001 has a waist-shaped hole 10011 through which the anchor bolt 4 passes to connect with the pre-embedded sleeve 3. The opposing first bosses 1001 also make the anchor bolt 4 diagonally arranged, so that the fastener system is arranged in a staggered pattern. The first boss 1001 plays a certain limiting role.

[0053] Among them, such as Figure 2 As shown, in the preferred embodiment, a limiting part 1003 is provided on the first rigid pad 10 corresponding to the limiting groove. The limiting part 1003 can be matched and connected with the limiting groove to limit the elastic pad 11. After installation, it will not move randomly during use and affect the use.

[0054] More specifically, in the preferred embodiment, the second rigid pad 12 has a first through hole 1201 corresponding to the first boss 1001 so that the anchor bolt 4 can pass through, the second rigid pad 12 has a groove 1202 corresponding to the second boss 1002, and a stop block 14 is provided between the second boss 1002 and the groove 1202.

[0055] In a preferred embodiment, the stop block 14 is arranged around the inner side of the second protrusion 1002, and a bent portion 1401 and a main body portion 1402 are provided corresponding to the second protrusion 1002. In specific implementation, it can be as follows: Figure 2 As shown, the second boss 1002 is square, therefore, as Figure 5 As shown, the stop block 14 is L-shaped, and a fourth protrusion 1403 is provided around the bottom of the stop block 14, making the whole structure a stepped structure. The fourth protrusion 1403 can extend horizontally between the first rigid pad 10 and the second rigid pad 12, filling the gap between the limiting stop and the upper iron pad, which can reduce vibration and noise. The fourth protrusion 1403 can limit the excessive sinking of the second rigid pad 12, thereby avoiding excessive deformation of the track and ensuring the safety of the train. The end of the fourth protrusion 1403 facing away from the bending part 1401 in the longitudinal direction is also provided with a fixing part (not shown in the figure). During installation, it abuts against the side of the second rigid pad 12, which can limit the second rigid pad 12 to a certain extent and prevent the second rigid pad 12 from excessively twisting and shifting laterally.

[0056] In addition, in the preferred embodiment, a spring bar seat 1203 is also provided on the second rigid pad 12 to support the spring bar 5. Figure 4 As shown, in the preferred embodiment, the T-head of the T-bolt 7 is a square flat head design. The spring clip seat 1203 has a T-slot 12031 corresponding to the T-bolt 7, so that the T-bolt 7 can be installed and connected with the spring clip seat 1203. After the T-bolt 7 is installed in conjunction with the second rigid pad 12, the short side of its T-head is parallel to the direction of the lateral force. When subjected to lateral force, the T-bolt 7 swings along the short side direction, resulting in a good force-bearing posture and making it less prone to breakage.

[0057] Furthermore, in the preferred embodiment, the distance between the two ends of the elastic bar 5 in the lateral direction is greater than or equal to 80mm and less than 86mm, specifically preferably 80mm, and the fatigue test amplitude of the elastic bar 5 is 2.5mm. Figure 6 As shown, the distance between the two ends of the elastic clip 5 in the horizontal direction is the distance between the centers of the circles at its two ends in the horizontal direction. The distance between the two ends of a high-speed rail elastic clip is typically 86mm. Since the distance between the two ends of the elastic clip 5 in this invention is smaller than that of a high-speed rail elastic clip, it has advantages in terms of overall cost, such as track bed width and fastener costs. Furthermore, the elastic clip 5 has a smaller arch radius of curvature, greater stiffness in both sections, and better anti-overturning performance. Its force-induced movement is as follows... Figure 6 As shown, the spring clip 5 has a diameter of 14mm, a range of 14mm, a length of 194mm, a theoretical clamping force of 9.9kN, and a fatigue amplitude of up to 2.5mm. Its performance can meet the needs of urban railway operation.

[0058] More preferably, the preferred embodiment also includes a cover plate 16 and an insulating sleeve 15. The insulating sleeve 15 is placed on the second rigid pad 12, and the cover plate 16 is placed on the insulating sleeve 15. The insulating sleeve 15 has a second through hole 1501, and the cover plate 16 has a third through hole 1601. The anchor bolt 4 can pass through the second through hole 1501 and the third through hole 1601. The second through hole 1501 and the third through hole 1601 are connected to the first through hole 1201. The anchor bolt 4 passes through the third through hole 1601, the second through hole 1501 and the first through hole 1201 in sequence and is connected to the pre-embedded sleeve 3.

[0059] In detail, such as Figure 8 As shown, in the preferred embodiment, a third protrusion 1602 is provided on the cover plate 16, such as... Figure 7As shown, the insulating sleeve 15 has a mounting groove 1502 corresponding to the third boss 1602. The third boss 1602 can be matched and connected with the mounting groove 1502 so that the cover plate 16 and the insulating sleeve 15 can be matched and connected, so that the two do not produce relative displacement after installation and connection, ensuring reliability during use. In a preferred embodiment, the second rigid pad 12 is also provided with a disassembly groove 1204 to facilitate the disassembly and maintenance of the insulating sleeve 15. Since the insulating sleeve 15 is usually made of nylon, it has a short service life and is prone to failure. After the insulating sleeve 15 fails, the second boss 1002 of the first rigid pad 10 can provide lateral force resistance for the fastener as a whole, enhancing the stability of the fastener.

[0060] More specifically, in the preferred embodiment, the cover plate 16 is further provided with serrated portions 1603 along both longitudinal sides. The top surface of the first boss 1001 is also serrated on both sides of the oblong hole 10011 along the longitudinal direction corresponding to the serrated portions 1603, so that the first boss 1001 can cooperate with the cover plate 16 to adjust the track gauge. In specific implementation, the track gauge adjustment amount is -14mm to +10mm.

[0061] In addition, such as Figure 1 As shown, in the preferred embodiment, a height adjustment pad 17 is also provided between the first rigid pad 10 and the buffer pad 9. This pad is made of rubber and plastic, and its upper and lower surfaces are embossed. Similarly, in the preferred embodiment, a height adjustment pad 18 is also provided between the rail pad 13 and the second rigid pad 12. This pad is made of polyethylene and can be configured with various thicknesses to meet different height adjustment requirements. Figure 1 The left side shows the fastening system without height adjustment, and the right side shows the fastening system with height adjustment. In practice, the height adjustment range for rail 2 is -4mm to +40mm.

[0062] In a preferred embodiment, a flat washer 19 is fitted onto the T-bolt 7, positioned between the nut 8 and the spring clip 5. A heavy-duty spring washer 20 is fitted onto the anchor bolt 4, positioned between the anchor bolt 4 and the cover plate 16. The overall stiffness of the staggered fastener system of the present invention is designed to be 20–30 kN / mm.

[0063] The staggered vibration damping fastening system for urban rail transit in this invention is low-cost and suitable for urban rail transit, specifically for laying ballastless track with 60kg / m rails and no shoulder structure, with a maximum design speed of 160km / h. The fastening system as a whole can meet the operational characteristics of urban rail transit, which features high speeds and numerous curve radii. It is a double lateral limiting vibration damping fastening system. On one hand, lateral limiting is achieved by tightening the anchor bolts; on the other hand, the second protrusion of the first iron pad plate provides lateral limiting for the entire fastening system. Furthermore, the stop block can limit excessive sinking of the second rigid pad plate when the load force is too large, thereby preventing excessive track deformation and increasing operational safety. The fastening system adopts a rigid-on-top, flexible-on-bottom structure, with a double-layer vibration damping scheme where elastic pads are provided under the rail and under both the second rigid pad plate. The elasticity provided by the underside of the plates is primary, achieving vibration damping while improving track stability.

[0064] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A staggered vibration damping fastening system for urban railways, comprising a pre-embedded sleeve embedded in the sleeper, a spring clip, a gauge block, and anchor bolts matched and connected to the pre-embedded sleeve, wherein the gauge block is disposed between the spring clip and the rail, characterized in that, It also includes T-bolts and matching nuts, which secure the spring clip and the gauge block to the rail; A buffer pad, a first rigid pad, an elastic pad, a second rigid pad, and a rail pad are sequentially arranged between the sleeper and the rail along the direction from the sleeper to the rail. The first rigid pad has a first boss and a second boss on each side of its horizontal direction, and the two first bosses are diagonally arranged, as are the two second bosses; the first boss has a waist-shaped hole through which the anchor bolt passes to connect with the pre-embedded sleeve. The second rigid pad has a first through hole corresponding to the first boss so that the anchor bolt can pass through. The second rigid pad has a groove corresponding to the second boss, and a stop block is provided between the second boss and the groove. The second rigid pad also has a spring strip seat for supporting the spring strip. The spring strip seat has a T-slot corresponding to the T-bolt so that the T-bolt can be connected to the spring strip seat. It also includes a cover plate and an insulating sleeve, the insulating sleeve being placed on the second rigid pad, and the cover plate being placed on the insulating sleeve; the insulating sleeve has a second through hole, and the cover plate has a third through hole, the anchor bolt can pass through the second through hole and the third through hole, and the second through hole and the third through hole are connected to the first through hole; The cover plate is provided with a third protrusion and serrated portions on both sides along the longitudinal direction; the insulating sleeve is provided with a mounting groove corresponding to the third protrusion, and the third protrusion can be matched and connected with the mounting groove so that the cover plate and the insulating sleeve are matched and connected; the second rigid pad is also provided with a disassembly groove to facilitate the disassembly of the insulating sleeve; the top surface of the first protrusion is serrated on both sides of the waist-shaped hole along the longitudinal direction corresponding to the serrated portions, so that the first protrusion can cooperate with the cover plate to adjust the track gauge.

2. The staggered vibration damping fastener system for urban railways according to claim 1, characterized in that, The distance between the two ends of the spring bar in the horizontal direction is greater than or equal to 80 mm and less than 86 mm; the fatigue test amplitude of the spring bar is 2.5 mm.

3. The staggered vibration damping fastener system for urban railways according to claim 1, characterized in that, The stop block is arranged around the inner side of the second protrusion, and has a bending part and a body part corresponding to the second protrusion. The bottom of the stop block is provided with a fourth protrusion, which can extend horizontally between the first rigid pad and the second rigid pad. The end of the fourth protrusion facing away from the bending part in the longitudinal direction is also provided with a fixing part.

4. The staggered vibration damping fastener system for urban railways according to any one of claims 1 to 3, characterized in that, The elastic pad is provided with a limiting groove, and the first rigid pad is provided with a limiting part corresponding to the limiting groove. The limiting part can be matched and connected with the limiting groove to limit the elastic pad.

5. The staggered vibration damping fastener system for urban railways according to any one of claims 1 to 3, characterized in that, An adjustable height pad is also provided between the first rigid pad and the buffer pad; an adjustable height pad is also provided between the rail pad and the second rigid pad.

6. The staggered vibration damping fastener system for urban railways according to any one of claims 1 to 3, characterized in that, The T-bolt is fitted with a flat washer; the anchor bolt is fitted with a heavy-duty spring washer.

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