Damping fastener for traffic rail

Abstract

The invention relates to the technical field of rail fasteners, and provides a traffic rail damping fastener which comprises a sleeper, a supporting plate is arranged at the top of the sleeper, fastening assemblies used for fixing the supporting plate to the sleeper are arranged at the two ends of the supporting plate, and two rail gauge assemblies used for fixing a steel rail are arranged at the top of the supporting plate. The two track gauge assemblies are symmetrically distributed along the center of the supporting plate, the two ends of the top of the supporting plate are fixedly connected with blocking bases, the inner sides of the two blocking bases are provided with vibration reduction assemblies, each vibration reduction assembly comprises a supporting base, and the supporting bases are fixedly connected to the inner sides of the blocking bases through bolts; hydraulic buffering pieces used for buffering the gauge assemblies are arranged on the inner sides of the supporting seats. Buffering is achieved through cooperation of hydraulic pressure of oil and the first spring, the vibration reduction pressure of a single spring is greatly reduced, and the problem that elastic fatigue occurs under the action of violent vibration force in a single spring vibration reduction mode is effectively solved.

Description

Technical Field

[0001] The present invention relates to the technical field of track fasteners, and in particular to a traffic track vibration-damping fastener. Background Art

[0002] With the rapid growth of my country's urban scale, the rail transit network has also been rapidly developed, and the line length and operating speed have been increasing. At present, the use of fastener system vibration reduction in urban rail transit is one of the commonly used vibration reduction measures in track structure. The fastener system is an important component in the track structure. While maintaining the track gauge, resisting lateral loads, and having good insulation performance, it should also provide good elasticity to meet the requirements of vibration reduction performance.

[0003] After searching, the Chinese patent publication number CN114197255B disclosed "an urban rail transit vibration damping fastener, which includes: an elastic iron pad, a clamping assembly installed at both ends of the elastic iron pad and anchor bolts installed at both ends of the elastic iron pad, a pair of the clamping assemblies and a pair of the anchor bolts are arranged in a cross-staggered manner, the upper surface of the elastic iron pad is located below the rail and a rail pad is provided, the clamping assembly includes: an elastic bar, a T-bolt and an insulating gauge block, the T-bolt penetrates the elastic iron pad from bottom to top and locks the elastic bar on the insulating gauge block through a nut, and the insulating gauge block is clamped on the shoulder of the rail."

[0004] However, in the process of implementing relevant technologies, this type of patent has some technical defects:

[0005] First, the vibration-damping fasteners of this type of patent mainly use the elastic capacity of spring bars and springs to reduce vibration. Although the purpose of vibration reduction can be achieved, the rails will vibrate for a long time due to the long-term running of trains on the rails, which will cause the spring bars and springs of the vibration-damping fasteners to elastically contract for a long time, which will make the springs prone to elastic fatigue, and the elastic capacity of the springs will be greatly weakened, thereby reducing the vibration reduction effect;

[0006] Second, the rails are mainly fastened by gauge blocks, and the rails vibrate when the train is running. When the gauge blocks are subjected to a large vibration force from the rails, a gap is easily generated between the gauge blocks and the rails, which makes the rails loose and easily deviate, posing certain safety hazards. In view of this, the present invention proposes a traffic track vibration-damping fastener. Summary of the invention

[0007] The present invention provides a traffic track vibration reduction fastener, which solves the problem in the prior art that a single spring vibration reduction method is prone to elastic fatigue, resulting in reduced overall vibration reduction effect.

[0008] The technical solution of the present invention is as follows: A traffic track vibration-damping fastener comprises a sleeper, a support plate is arranged on the top of the sleeper, fastening assemblies for fixing the support plate to the sleeper are arranged at both ends of the support plate, two track gauge assemblies for fixing the rails are arranged on the top of the support plate, the two track gauge assemblies are symmetrically distributed along the center of the support plate, both ends of the top of the support plate are fixedly connected with a stopper, vibration-damping assemblies are arranged on the inner sides of the two stoppers, the vibration-damping assemblies comprise a support seat, the support seat is fixedly connected to the inner side of the stopper by bolts, and a hydraulic buffer for buffering the track gauge assembly is arranged on the inner side of the support seat.

[0009] Preferably, the hydraulic buffer includes a first piston, a first oil chamber for filling with oil is opened at the top end of the inner side of the support seat, the first piston is slidably connected to the inner wall of the first oil chamber, a push rod is fixedly connected to one side of the first piston, the push rod passes through the inner wall of the first oil chamber and extends to the outside of the first oil chamber, the push rod is slidably connected to the inner wall of the first oil chamber, and a pressure block is fixedly connected to the end of the push rod away from the first piston, and the pressure block is in contact with the gauge assembly.

[0010] Preferably, the hydraulic buffer also includes a second piston, and a second oil chamber for filling oil is opened at the top end of the inner side of the support seat, the second piston is slidably connected to the inner wall of the second oil chamber, a first spring is sleeved on one end of the inner side of the second oil chamber, one end of the first spring is in contact with the second piston, and the other end of the first spring is in contact with the inner wall of the second oil chamber, and a connecting groove is opened between the second oil chamber and the first oil chamber.

[0011] Preferably, an oil inlet pipe for introducing oil is provided at one end of the second oil chamber, and a corresponding control valve is fixedly connected to the oil inlet pipe.

[0012] Preferably, the gauge assembly includes a gauge block, which is slidably connected to the top of the support plate, one end of the gauge block is in contact with the bottom end of the rail, one end of the top of the gauge block is fixedly connected to a fixing seat, one end of the top of the fixing seat is fixedly connected to an elastic bar, the elastic bar is in contact with the rail, the other end of the top of the fixing seat is fixedly connected to a boss, one end of the elastic bar is in contact with the boss, and a fastening member is provided on the inner side of the gauge block for fastening the rail by cooperating with the vibration of the gauge block.

[0013] Preferably, both ends of the track block are provided with slots, the inner sides of the two slots are slidably connected with L-shaped blocks, and the bottom ends of the two L-shaped blocks are fixedly connected to the support plate.

[0014] Preferably, the fastening member includes a sliding rod, which passes through the side wall of the gauge block and extends to the inner side of the gauge block, the sliding rod is slidably connected to the side wall of the gauge block, one end of the sliding rod is fixedly connected to a socket, the socket slidably cooperates with the pressure block, the other end of the sliding rod is hinged to a first connecting rod, the inner side of the gauge block is rotatably connected to a lever, one end of the lever is hinged to the first connecting rod, the other end of the lever is hinged to a second connecting rod, the bottom of the second connecting rod is fixedly connected to a buckle plate, the buckle plate is slidably connected to the inner wall of the gauge block, one end of the sliding rod is sleeved with a third spring, one end of the third spring contacts the outer wall of the gauge block, and the other end of the third spring contacts the socket.

[0015] Preferably, a mounting groove is opened in the middle of the support plate, a clamping plate is slidably fitted inside the mounting groove, an elastic pad is fixedly connected to the top of the clamping plate, an iron pad is fixedly connected to the top of the elastic pad, and a plurality of elastic truncated tables for placing rails are fixedly connected to the top of the iron pad.

[0016] Preferably, the fastening assembly comprises a screw rod, the screw rod is threadedly connected to the sleeper, the top end of the screw rod is fixedly connected to a fixing block, a gasket is sleeved on the fixing block, and the top end of the screw rod is threadedly connected to a nut.

[0017] Preferably, the bottom end of the screw rod is sleeved with a second spring, and the second spring is arranged below the sleeper.

[0018] The working principle and beneficial effects of the present invention are as follows: when a train is running, the rails will vibrate, which causes the gauge assembly to apply a vibrating force to the pressure block, which causes the pressure block to apply a thrust to the push rod, which causes the first piston to slide inside the first oil chamber, so that the oil inside the first oil chamber is squeezed, and the first piston is subjected to the reverse hydraulic pressure of the oil, thereby realizing hydraulic buffering of the first piston. At the same time, after being squeezed, the oil will flow into the second oil chamber through the connecting groove, so that the hydraulic pressure inside the second oil chamber increases, which can drive the second piston to slide. At this time, the first spring is compressed to generate a reverse elastic force to buffer the second piston. The entire process can be buffered through the cooperation of the hydraulic pressure of the oil and the first spring, which greatly reduces the damping pressure of a single spring and effectively avoids the problem of elastic fatigue of a single spring damping method under the action of severe vibration force. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0020] Figure 1 It is a structural schematic diagram of a traffic track vibration reduction fastener of the present invention;

[0021] Figure 2 It is a structural schematic diagram of the vibration reduction assembly of the present invention;

[0022] Figure 3 It is a structural schematic diagram of the hydraulic buffer of the present invention;

[0023] Figure 4 It is a structural schematic diagram of the support plate of the present invention;

[0024] Figure 5 It is a structural schematic diagram of the fastening assembly of the present invention;

[0025] Figure 6 It is a schematic structural diagram of the track gauge assembly of the present invention;

[0026] Figure 7 It is a schematic structural diagram of the fastening member of the present invention.

[0027] In the figure: 1, rail sleeper; 2, support plate; 21, mounting groove; 22, clamping plate; 23, elastic pad; 24, iron pad; 25, elastic round table; 3, fastening assembly; 31, screw; 32, fixing block; 33, gasket; 34, nut; 35, second spring; 4, stopper; 5, vibration reduction assembly; 51, support seat; 55, hydraulic buffer; 551, first piston; 552, first oil chamber; 553, ejector rod; 554, pressure block; 555 , the second oil chamber; 556, the second piston; 557, the first spring; 558, the oil inlet pipe; 559, the connecting groove; 6, the gauge assembly; 61, the gauge block; 62, the fixing seat; 63, the elastic bar; 64, the boss; 65, the fastening piece; 651, the sliding rod; 652, the clamping seat; 653, the third spring; 654, the lever; 655, the first connecting rod; 656, the clamping plate; 657, the second connecting rod; 66, the clamping slot; 67, the L-shaped clamping block; 7, the rail. DETAILED DESCRIPTION

[0028] The following will be combined with the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0029] like Figure 1 to Figure 7As shown, this embodiment proposes a traffic track vibration reduction fastener, including a sleeper 1, a support plate 2 is arranged on the top of the sleeper 1, and fastening components 3 for fixing the support plate 2 on the sleeper 1 are arranged at both ends of the support plate 2, and two gauge components 6 for fixing the rail 7 are arranged on the top of the support plate 2, and the two gauge components 6 are symmetrically distributed along the center of the support plate 2, and the two ends of the top of the support plate 2 are fixedly connected with a block seat 4, and the inner sides of the two block seats 4 are provided with a vibration reduction component 5, and the vibration reduction component 5 includes a support seat 51, and the support seat 51 is fixedly connected to the inner side of the block seat 4 by bolts, and the inner side of the support seat 51 is provided with a hydraulic buffer 55 for buffering the gauge component 6, and the hydraulic buffer 55 includes a first piston 551, and a first oil chamber 552 for filling oil is opened at the top end of the inner side of the support seat 51, and the first piston 551 is slidably connected to the inner wall of the first oil chamber 552, and the first piston 551 is A push rod 553 is fixedly connected to one side, and the push rod 553 passes through the inner wall of the first oil chamber 552 and extends to the outside of the first oil chamber 552. The push rod 553 is slidably connected to the inner wall of the first oil chamber 552. The end of the push rod 553 away from the first piston 551 is fixedly connected to a pressure block 554, and the pressure block 554 is in conflict with the gauge assembly 6. A second oil chamber 555 for filling oil is provided at the top of the inner side of the support seat 51. A second piston 556 is slidably connected to the inner wall of the second oil chamber 555. A first spring 557 is sleeved at one end of the inner side of the second oil chamber 555. One end of the first spring 557 is in conflict with the second piston 556, and the other end of the first spring 557 is in conflict with the inner wall of the second oil chamber 555. A connecting groove 559 is provided between the second oil chamber 555 and the first oil chamber 552. An oil inlet pipe 558 for introducing oil is provided at one end of the second oil chamber 555, and a corresponding control valve is fixedly connected to the oil inlet pipe 558.

[0030] When the train is running, it will cause the rail 7 to vibrate, which makes the gauge assembly 6 apply a vibration force to the pressure block 554, so that the pressure block 554 applies a thrust to the push rod 553, which makes the first piston 551 slide inside the first oil chamber 552, so that the oil inside the first oil chamber 552 is squeezed, and the first piston 551 is subjected to the reverse hydraulic pressure of the oil, thereby realizing hydraulic buffering of the first piston 551. At the same time, after being squeezed, the oil will flow into the second oil chamber 555 through the connecting groove 559, so that the hydraulic pressure inside the second oil chamber 555 increases, which can drive the second piston 556 to slide. At this time, the first spring 557 is compressed to generate a reverse elastic force to buffer the second piston 556. The whole process can be buffered by the cooperation of the hydraulic pressure of the oil and the first spring 557, which greatly reduces the damping pressure of a single spring and effectively avoids the problem of elastic fatigue of a single spring damping method under the action of severe vibration force.

[0031] Further, the gauge assembly 6 includes a gauge block 61, which is slidably connected to the top of the support plate 2, one end of the gauge block 61 is in contact with the bottom end of the rail 7, one end of the top of the gauge block 61 is fixedly connected to a fixing seat 62, one end of the top of the fixing seat 62 is fixedly connected to an elastic bar 63, the elastic bar 63 is in contact with the rail 7, the other end of the top of the fixing seat 62 is fixedly connected to a boss 64, one end of the elastic bar 63 is in contact with the boss 64, and both ends of the gauge block 61 are provided with a slot 66, the two slots The inner side of the gauge block 66 is slidably connected with an L-shaped block 67, and the bottom ends of the two L-shaped blocks 67 are fixedly connected to the support plate 2. The inner side of the gauge block 61 is provided with a fastening member 65 for fastening the rail 7 by cooperating with the vibration of the gauge block 61. When the rail 7 vibrates, a vibration force is applied to the gauge block 61, which makes the gauge block 61 vibrate synchronously, so that the fastening member 65 fastens the rail 7, and the problem of gap offset between the rail 7 and the gauge block 61 can be avoided when the rail 7 vibrates.

[0032] Furthermore, the fastening member 65 includes a slide bar 651, which passes through the side wall of the gauge block 61 and extends to the inner side of the gauge block 61. The slide bar 651 is slidably connected to the side wall of the gauge block 61. One end of the slide bar 651 is fixedly connected to a holder 652, and the holder 652 slides with the pressure block 554. The other end of the slide bar 651 is hinged to a first connecting rod 655. The inner side of the gauge block 61 is rotatably connected to a lever 654, one end of the lever 654 is hinged to the first connecting rod 655, and the other end of the lever 654 is hinged to a second connecting rod 657. A buckle plate 656 is fixedly connected to the bottom of the second connecting rod 657, and the buckle plate 656 is slidably connected to the inner wall of the gauge block 61. One end of the slide bar 651 is sleeved with a third spring 653, one end of the third spring 653 abuts against the outer wall of the gauge block 61, and the other end of the third spring 653 abuts against the holder 652.

[0033] The gauge block 61 will slide when vibrating, causing the holder 652 to apply a force to the pressure block 554. At the same time, the holder 652 will be subjected to the reaction force of the pressure block 554, which will cause the holder 652 to slide. At this time, the third spring 653 is compressed to generate a buffering elastic force, which can cooperate with the hydraulic buffer 55 for buffering, further improving the overall vibration reduction effect. At the same time, the holder 652 applies pressure to the holder 652, causing the first connecting rod 655 to drive one end of the lever 654 to move upward, which causes the other end of the lever 654 to move downward and apply pressure to the second connecting rod 657, which causes the pinch plate 656 to be squeezed and apply pressure to the rail 7, thereby preventing the rail 7 from detaching from the pinch plate 656 and causing positional displacement.

[0034] Furthermore, a mounting groove 21 is provided in the middle of the support plate 2, a clamping plate 22 is slidably fitted inside the mounting groove 21, an elastic pad 23 is fixedly connected to the top of the clamping plate 22, an iron pad 24 is fixedly connected to the top of the elastic pad 23, and a plurality of elastic truncated cones 25 for placing the rails 7 are fixedly connected to the top of the iron pad 24. The elastic pad 23 can elastically support the rails 7, and the elastic truncated cones 25 can support the bottom of the rails 7 at multiple points, so that the rails 7 remain stable during operation.

[0035] Furthermore, the fastening assembly 3 includes a screw 31, which is threadedly connected to the sleeper 1, and the top of the screw 31 is fixedly connected to a fixing block 32, and the fixing block 32 is sleeved with a gasket 33, the top of the screw 31 is threadedly connected to a nut 34, and the bottom end of the screw 31 is sleeved with a second spring 35, and the second spring 35 is arranged below the sleeper 1.

[0036] Working principle: When the train is running, the rail 7 will vibrate, which will cause the gauge block 61 to vibrate, so that the seat 652 applies a force to the pressure block 554, so that the pressure block 554 applies a thrust to the push rod 553, which makes the first piston 551 slide inside the first oil chamber 552, so that the oil inside the first oil chamber 552 is squeezed, and the first piston 551 is subjected to the reverse hydraulic pressure of the oil, thereby realizing hydraulic buffering of the first piston 551. At the same time, after being squeezed, the oil will flow into the second oil chamber 555 through the connecting groove 559, so that the hydraulic pressure inside the second oil chamber 555 increases, which can drive the second piston 556 to slide. At this time, the first spring 557 is compressed to generate a reverse elastic force to buffer the second piston 556. The whole process can be buffered by the cooperation of the hydraulic pressure of the oil and the first spring 557, which greatly reduces the damping pressure of a single spring, and effectively avoids the problem of elastic fatigue of a single spring damping method under the action of severe vibration force;

[0037] When the holder 652 applies a force to the pressure block 554, the holder 652 will also be subjected to a reaction force from the pressure block 554, which causes the holder 652 to slide. At this time, the third spring 653 is compressed to generate a buffering elastic force, which can cooperate with the hydraulic buffer 55 for buffering, further improving the overall shock absorption effect. At the same time, the holder 652 applies pressure to the holder 652, so that the first connecting rod 655 drives one end of the lever 654 to move upward, which makes the other end of the lever 654 move downward and apply pressure to the second connecting rod 657, which makes the buckle plate 656 squeezed and applies pressure to the rail 7, thereby preventing the rail 7 from detaching from the buckle plate 656 and causing positional displacement.

[0038] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A traffic track vibration reduction fastener, comprising a sleeper (1), a support plate (2) being arranged on the top of the sleeper (1), and fastening components (3) for fixing the support plate (2) on the sleeper (1) being arranged at both ends of the support plate (2), characterized in that: Two track gauge assemblies (6) for fixing the rails (7) are arranged on the top of the support plate (2), and the two track gauge assemblies (6) are symmetrically distributed along the center of the support plate (2). Both ends of the top of the support plate (2) are fixedly connected to a stopper (4), and a vibration reduction assembly (5) is arranged on the inner side of the two stoppers (4). The vibration reduction assembly (5) comprises a support seat (51), and the support seat (51) is fixedly connected to the inner side of the stopper (4) by bolts. A hydraulic buffer (55) for buffering the track gauge assembly (6) is arranged on the inner side of the support seat (51).

2. A traffic track vibration reduction fastener according to claim 1, characterized in that: The hydraulic buffer (55) comprises a first piston (551). A first oil chamber (552) for filling oil is provided at the top of the inner side of the support seat (51). The first piston (551) is slidably connected to the inner wall of the first oil chamber (552). A push rod (553) is fixedly connected to one side of the first piston (551). The push rod (553) passes through the inner wall of the first oil chamber (552) and extends to the outside of the first oil chamber (552). The push rod (553) is slidably connected to the inner wall of the first oil chamber (552). One end of the push rod (553) away from the first piston (551) is fixedly connected to a pressure block (554). The pressure block (554) contacts the track gauge assembly (6).

3. A traffic track vibration reduction fastener according to claim 2, characterized in that: The hydraulic buffer (55) also includes a second piston (556). A second oil chamber (555) for filling oil is provided at the top of the inner side of the support seat (51). The second piston (556) is slidably connected to the inner wall of the second oil chamber (555). A first spring (557) is sleeved on one end of the inner side of the second oil chamber (555). One end of the first spring (557) is in contact with the second piston (556). The other end of the first spring (557) is in contact with the inner wall of the second oil chamber (555). A connecting groove (559) is provided between the second oil chamber (555) and the first oil chamber (552).

4. A traffic track vibration reduction fastener according to claim 3, characterized in that: An oil inlet pipe (558) for introducing oil is provided at one end of the second oil chamber (555), and a corresponding control valve is fixedly connected to the oil inlet pipe (558).

5. A traffic track vibration reduction fastener according to claim 4, characterized in that: The track gauge assembly (6) comprises a track gauge block (61), the track gauge block (61) being slidably connected to the top of the support plate (2), one end of the track gauge block (61) being in contact with the bottom end of the rail (7), one end of the top of the track gauge block (61) being fixedly connected to a fixing seat (62), one end of the top of the fixing seat (62) being fixedly connected to an elastic bar (63), the elastic bar (63) being in contact with the rail (7), the other end of the top of the fixing seat (62) being fixedly connected to a boss (64), one end of the elastic bar (63) being in contact with the boss (64), and a fastening member (65) for fastening the rail (7) by cooperating with the vibration of the track gauge block (61) being provided on the inner side of the track gauge block (61).

6. A traffic track vibration reduction fastener according to claim 5, characterized in that: Both ends of the track gauge block (61) are provided with a clamping groove (66), the inner sides of the two clamping grooves (66) are slidably connected with an L-shaped clamping block (67), and the bottom ends of the two L-shaped clamping blocks (67) are fixedly connected to the support plate (2).

7. A traffic track vibration reduction fastener according to claim 6, characterized in that: The fastening member (65) comprises a sliding rod (651), the sliding rod (651) passes through the side wall of the gauge block (61) and extends to the inner side of the gauge block (61), the sliding rod (651) is slidably connected to the side wall of the gauge block (61), one end of the sliding rod (651) is fixedly connected to a clamping seat (652), the clamping seat (652) is slidably matched with the pressure block (554), the other end of the sliding rod (651) is hinged to a first connecting rod (655), and the inner side of the gauge block (61) is rotatably connected to a lever (654), One end of the lever (654) is hinged to the first connecting rod (655), and the other end of the lever (654) is hinged to the second connecting rod (657). The bottom of the second connecting rod (657) is fixedly connected to a buckle plate (656), and the buckle plate (656) is slidably connected to the inner wall of the track gauge block (61). One end of the sliding rod (651) is sleeved with a third spring (653), one end of the third spring (653) is in contact with the outer wall of the track gauge block (61), and the other end of the third spring (653) is in contact with the clamping seat (652).

8. The traffic track vibration reduction fastener according to claim 1, characterized in that: A mounting groove (21) is provided in the middle of the support plate (2), a clamping plate (22) is slidably fitted inside the mounting groove (21), an elastic pad (23) is fixedly connected to the top of the clamping plate (22), an iron pad (24) is fixedly connected to the top of the elastic pad (23), and a plurality of elastic truncated cones (25) for placing steel rails (7) are fixedly connected to the top of the iron pad (24).

9. The traffic track vibration reduction fastener according to claim 1, characterized in that: The fastening assembly (3) comprises a screw rod (31), the screw rod (31) is threadedly connected to the sleeper (1), the top end of the screw rod (31) is fixedly connected to a fixing block (32), a gasket (33) is sleeved on the fixing block (32), and the top end of the screw rod (31) is threadedly connected to a nut (34).

10. A traffic track vibration reduction fastener according to claim 9, characterized in that: The bottom end of the screw rod (31) is sleeved with a second spring (35), and the second spring (35) is arranged below the sleeper (1).

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