A smart vibration reduction device for rail transit

Abstract

This invention discloses an intelligent vibration reduction device for rail transit, comprising a sleeper rail, a steel rail mounted on top of the sleeper rail, and fasteners for fixing the steel rail at both ends. Each fastener includes a screw, a fixing part, and several spring clips. The fixing part is provided with several vibration reduction components for fixing the spring clips. The screw extends through the middle of the fixing part into the sleeper rail. A baffle is fixedly connected to the top of the fixing part, and a protective component for protecting the spring clips is provided at the end of the baffle away from the fixing part. An elastic pad is provided below the fixing part, and the elastic pad is threadedly connected to the screw. The force on the steel rail is transmitted to the sleeper rail through the fasteners, limiting the longitudinal displacement of the steel rail and thus maintaining the stability of the track gauge, reducing the occurrence of situations such as unsupported rails and difficulty in maintaining the track gauge. This application satisfies both traffic safety and the longitudinal resistance requirements of the steel rail, and achieves a moderate vibration reduction effect.

Description

Technical Field

[0001] This invention belongs to the field of rail transit, specifically an intelligent vibration reduction device for rail transit. Background Technology

[0002] With the vigorous development of urban rail transit in my country, the issue of vibration and noise reduction in rail transit has become increasingly prominent, attracting widespread attention from society. Compared with many vibration reduction methods such as elastic saddles, rubber floating slabs, and ballast mats, vibration-damping fasteners have outstanding advantages such as high cost-effectiveness, convenient construction and maintenance, and good vibration reduction effect, and have been widely used in the field of vibration and noise reduction in urban subways and light rail transit.

[0003] In the field of urban rail transit, many lines are built using elevated bridges to reduce costs. The requirements for the longitudinal resistance of the rails in the fasteners on the bridges are quite stringent. For example, long bridges require low-resistance fasteners, while ordinary simply supported beams require constant-resistance fasteners. In addition, there are residential and educational buildings along the bridge lines, so the fasteners also need to provide certain vibration reduction performance.

[0004] Currently, some elevated urban rail transit lines in my country use double-layer nonlinear vibration damping fasteners with locking mechanisms. After a period of train operation, these fasteners may experience issues such as rail slack and difficulty in maintaining track gauge, affecting train operation safety. Therefore, it is necessary to propose an intelligent vibration damping device for rail transit. Summary of the Invention

[0005] The purpose of this invention is to propose an intelligent vibration reduction device for rail transit, which transmits the force on the rail to the sleeper through fasteners, restricts the longitudinal displacement of the rail, thereby maintaining the stability of the track gauge and reducing the occurrence of situations such as rails being suspended without load and track gauge being difficult to maintain. This application satisfies both the requirements for train operation safety and the requirements for longitudinal resistance of the rail, and can achieve a moderate vibration reduction effect.

[0006] To achieve the above objectives, the technical solution of the present invention is as follows: an intelligent vibration reduction device for rail transit, comprising a sleeper rail, a steel rail installed on the top of the sleeper rail, and fasteners for fixing the steel rail installed at both ends of the steel rail;

[0007] The fastener includes a screw, a fixing part, and several spring clips. The fixing part is provided with several vibration damping components for fixing the spring clips. The screw extends through the middle of the fixing part into the sleeper rail. A baffle is fixedly connected to the top of the fixing part, and a protective component for protecting the spring clips is provided at the end of the baffle away from the fixing part.

[0008] An elastic pad is provided below the fixing part, and the elastic pad is threadedly connected to the screw.

[0009] The above scheme achieves the following principles and beneficial effects:

[0010] In use, the fastener is installed between the sleeper and the rail. First, the elastic pad and the fixing part are installed sequentially from bottom to top, and the screw passes through the middle of the fixing part and the elastic pad in sequence. The top of the protective component is connected to the baffle, and the bottom of the protective component is connected to the elastic pad. In this way, the protective component is used to wrap the vibration damping component and the spring, thereby improving the efficiency of the vibration damping component. The elastic pad fills the gap between the vibration damping component and the sleeper. Through the above assembly, the rail, fastener and sleeper become a whole, thereby transferring the force on the rail to the sleeper through the fastener to a certain extent, limiting the longitudinal displacement of the rail and thus maintaining the stability of the gauge, reducing the occurrence of situations such as rail slinging and difficulty in maintaining the gauge. This application satisfies both traffic safety and the longitudinal resistance requirements of the rail, and can achieve a moderate vibration damping effect.

[0011] Furthermore, the vibration damping assembly includes a first rod, a second rod, a third rod, a fourth rod, a first arc-shaped rod, and a second arc-shaped rod. One end of the first rod and the second rod are fixedly connected to both ends of the first arc-shaped rod, respectively. The end of the second rod away from the first arc-shaped rod and the third rod are fixedly connected to both ends of the second arc-shaped rod, respectively. The end of the third rod away from the second arc-shaped rod and the fourth rod are fixedly connected to both ends of the third arc-shaped rod, respectively. The first rod and the second rod are located between the third rod and the fourth rod. The first rod and the second rod are arranged at an angle.

[0012] Beneficial effects: The current double non-vibration damping fasteners rely solely on nylon buckles for fixing the upper and lower iron pads, which cannot withstand lateral shear forces for a long time and have insufficient self-restraint. Especially on small-radius curves, the nylon buckles are easily worn, deformed, or even cracked when trains pass through at high speeds, resulting in lateral movement of the middle elastic pad. As the service life of the vibration damping fasteners increases, their vibration damping effect will decrease significantly.

[0013] In this application, when a vehicle passes by, the spring clip is impacted and vibrates up and down, consuming the energy of the vibration source. During this process, the spring clip vibrates up and down and comes into contact with the first, second, third, and fourth rods, gradually reducing the amplitude of the spring clip's vibration and thus consuming the vibration energy of the spring clip. This buffers the high-speed vibration and impact generated when the vehicle passes over the track, achieving a vibration reduction effect and protecting the roadbed and sleepers on the basis of vibration reduction. By setting up multiple layers of first, second, third, and fourth rods, the height of the device can be adjusted to adapt to the height of the track structure, adjusting vertical deformation to a certain extent. The operation is convenient and quick, and the construction efficiency is high. Secondly, the multi-layer design can continuously consume the energy of the vibration source, thereby improving the vibration reduction efficiency.

[0014] Furthermore, the protective component includes a fixed frame, the top of which is fixedly connected to a baffle, and the bottom of which is fixedly connected to an elastic pad.

[0015] Beneficial effects: The fixed frame can wrap the vibration damping components and springs, which can reduce the wear of the vibration damping components and springs compared to not wrapping them.

[0016] Furthermore, one end of the spring clip engages between the first and second rods, the third rod, and the fourth rod, while the other end of the spring clip is fixedly connected to the side wall of the fixed frame.

[0017] Beneficial effects: By fixing the spring to the fixed frame, the fixed frame can improve the stability of the spring and absorb some of the vibration energy while the spring is shaking, thereby achieving the effect of vibration reduction.

[0018] Furthermore, the top and bottom of the spring retain oscillation space between itself and the first and second, third and fourth levers, respectively.

[0019] Beneficial effects: By maintaining oscillation space between the top and bottom of the spring piece and the first, second, third, and fourth rods respectively, the spring piece shakes up and down when impacted, which can consume the energy of the vibration source, thereby improving the vibration reduction efficiency.

[0020] Furthermore, a nylon sleeve is provided at the connection between the screw and the fixing part.

[0021] Beneficial effects: A nylon sleeve is inserted at the connection between the screw and the fixing part; the nylon sleeve fits tightly against the side wall of the screw and the fixing part, which to a certain extent better exerts the insulation function of the nylon sleeve, ensures the integrity of the track circuit, and minimizes the waste of power resources.

[0022] Furthermore, a nut is provided above the nylon sleeve, and the nut is threadedly connected to the screw.

[0023] Beneficial effects: The nut can limit the movement of the vibration damping components and baffles, increasing their stability on the screw.

[0024] Furthermore, the screw is inverted T-shaped.

[0025] Beneficial effects: By setting the screw to an inverted T-shape and embedding the end of the screw into the rail, the anchoring force of the screw is increased, the fastening force of the fastening system is guaranteed, thereby ensuring the elasticity of the spring and making the structure safe and reliable. Attached Figure Description

[0026] Figure 1 This is a top view of an embodiment of the present invention.

[0027] Figure 2 This is a cross-sectional view of an embodiment of the present invention.

[0028] Figure 3 This is an embodiment of the present invention. Figure 2 Enlarged view of part A in the middle.

[0029] Figure 4 This is an isometric view of the vibration damping component according to an embodiment of the present invention. Detailed Implementation

[0030] The following detailed description illustrates the specific implementation method:

[0031] The reference numerals in the accompanying drawings include: sleeper rail 1, rail 2, fastener 3, screw 4, baffle 5, nylon sleeve 6, fixing part 7, vibration damping component 8, elastic pad 9, spring 10, fixing frame 11, first rod 12, second rod 13, third rod 14, fourth rod 15, first arc rod 16, second arc rod 17, and third arc rod 18.

[0032] The basic implementation examples are as follows: Figure 1-4 As shown:

[0033] An intelligent vibration reduction device for rail transit includes a sleeper rail 1, a steel rail 2 is bolted to the top of the sleeper rail 1, and fasteners 3 for fixing the steel rail 2 are bolted to both ends of the steel rail 2.

[0034] The fastener 3 includes a screw 4, a fixing part 7 and several spring pieces 10. The fixing part 7 is provided with several vibration damping components 8 for fixing the spring pieces 10. The screw 4 extends through the middle of the fixing part 7 into the sleeper rail 1. A baffle 5 is welded to the top of the fixing part 7. A protective component for protecting the spring pieces 10 is provided at the end of the baffle 5 away from the fixing part 7.

[0035] An elastic pad 9 is provided below the fixing part 7, and the elastic pad 9 is threadedly connected to the screw 4.

[0036] The vibration damping assembly 8 includes a first rod 12, a second rod 13, a third rod 14, a fourth rod 15, a first arc-shaped rod 16, and a second arc-shaped rod 17. One end of the first rod 12 and the second rod 13 are respectively welded to both ends of the first arc-shaped rod 16. The end of the second rod 13 away from the first arc-shaped rod 16 and the third rod 14 are respectively welded to both ends of the second arc-shaped rod 17. The end of the third rod 14 away from the second arc-shaped rod 17 and the fourth rod 15 are respectively welded to both ends of the third arc-shaped rod 18. The first rod 12 and the second rod 13 are located between the third rod 14 and the fourth rod 15. The first rod 12 and the second rod 13 are arranged at an angle.

[0037] The protective component includes a fixing frame 11, the top of which is welded to a baffle 5, and the bottom of which is welded to an elastic pad 9.

[0038] One end of the spring piece 10 is engaged between the first rod 12, the second rod 13, the third rod 14, and the fourth rod 15, and the other end of the spring piece 10 is welded to the side wall of the fixing frame 11; the top and bottom of the spring piece 10 are respectively provided with vibration space between the first rod 12, the second rod 13, the third rod 14, and the fourth rod 15; a nylon sleeve 6 is provided at the connection between the screw 4 and the fixing part 7; a nut is provided above the nylon sleeve 6, and the nut is threadedly connected to the screw 4; the screw 4 is inverted T-shaped.

[0039] The specific implementation process is as follows:

[0040] In use, fastener 3 is installed between sleeper rail 1 and rail 2. First, elastic pad 9, fixing part 7 and nut are installed sequentially from bottom to top. Screw 4 passes through the nut, the middle of fixing part 7 and elastic pad 9 in sequence. Nylon sleeve 6 is inserted at the connection between screw 4 and fixing part 7. The top of fixing frame 11 is connected to baffle 5 and the bottom of fixing frame 11 is connected to elastic pad 9. Thus, the vibration damping component 8 and spring sheet 10 are wrapped by fixing frame 11 to improve the efficiency of vibration damping component 8. The setting of elastic pad 9 fills the gap between vibration damping component 8 and sleeper rail 1. Through the above assembly, rail 2, fastener 3 and sleeper rail 1 become a whole, so as to a certain extent, the force on rail 2 is transmitted to sleeper rail 1 through fastener 3, limiting the longitudinal displacement of rail 2 and thus maintaining the stability of track gauge.

[0041] The current double non-vibration damping fasteners rely solely on nylon buckles to fix the upper and lower iron pads, which cannot withstand lateral shear forces for a long time and have insufficient self-restraint. Especially on small-radius curves, the nylon buckles are easily worn, deformed, or even cracked when trains pass through at high speeds, resulting in lateral movement of the middle elastic pad. As the service life of the vibration damping fasteners increases, their vibration damping effect will decrease significantly.

[0042] In this application, when a vehicle passes over it, because there is an oscillation space between the top and bottom of the spring piece 10 and the first rod 12, the second rod 13, the third rod 14, and the fourth rod 15 respectively, the spring piece 10 shakes up and down when impacted, consuming the energy of the vibration source. During this process, after the spring piece 10 oscillates up and down and comes into contact with the first rod 12, the second rod 13, the third rod 14, and the fourth rod 15, the vibration amplitude of the spring piece 10 gradually decreases, thereby consuming the vibration energy of the spring piece 10. This buffers the high-speed vibration and impact generated when the vehicle passes over the track, achieving a vibration reduction effect. By setting multiple layers of the first rod 12, the second rod 13, the third rod 14, and the fourth rod 15, the height of the device can be adjusted to adapt to the height of the track structure, adjusting vertical deformation to a certain extent. The operation is convenient and quick, and the construction efficiency is high. Secondly, the multi-layer design can continuously consume the energy of the vibration source, thereby improving the vibration reduction efficiency.

[0043] The above descriptions are merely embodiments of the present invention. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are aware of all existing technologies in that field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can, under the guidance of this application, improve and implement this solution in combination with their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of the present invention. These should also be considered within the scope of protection of the present invention, and will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. An intelligent vibration reduction device for rail transit, characterized in that: It includes sleeper rails, with steel rails installed on top of the sleeper rails, and fasteners for fixing the steel rails installed at both ends; The fastener includes a screw, a fixing part, and several spring clips. The fixing part is provided with several vibration damping components for fixing the spring clips. The screw extends through the middle of the fixing part into the sleeper rail. A baffle is fixedly connected to the top of the fixing part, and a protective component for protecting the spring clips is provided at the end of the baffle away from the fixing part. An elastic pad is provided below the fixing part, and the elastic pad is threadedly connected to the screw. The vibration damping assembly includes a first rod, a second rod, a third rod, a fourth rod, a first arc-shaped rod, and a second arc-shaped rod. One end of the first rod and the second rod are fixedly connected to both ends of the first arc-shaped rod, respectively. The end of the second rod away from the first arc-shaped rod and the third rod are fixedly connected to both ends of the second arc-shaped rod, respectively. The end of the third rod away from the second arc-shaped rod and the fourth rod are fixedly connected to both ends of the third arc-shaped rod, respectively. The first rod and the second rod are located between the third rod and the fourth rod. The first rod and the second rod are arranged at an angle. The protective component includes a fixed frame, the top of which is fixedly connected to a baffle, and the bottom of which is fixedly connected to an elastic pad. One end of the spring clip engages between the first and second rods, the third rod and the fourth rod, while the other end of the spring clip is fixedly connected to the side wall of the fixed frame. The top and bottom of the spring retain oscillation space between itself and the first and second, third and fourth rods, respectively.

2. The intelligent vibration reduction device for rail transit according to claim 1, characterized in that: A nylon sleeve is provided at the connection between the screw and the fixing part.

3. The intelligent vibration reduction device for rail transit according to claim 2, characterized in that: A nut is provided on the top of the nylon sleeve, and the nut is threadedly connected to the screw.

4. The intelligent vibration reduction device for rail transit according to claim 3, characterized in that: The screw is inverted T-shaped.

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