Self-adjusting type railway track anti-sedimentation shock absorber

Abstract

The invention relates to the technical field of railway track shock absorbers, in particular to a self-adjusting type railway track anti-sedimentation shock absorber which comprises a track body, a sleeper is installed at the top of the track body, a base plate is installed at the top of the sleeper, and a steel rail is fixedly installed at the top of the base plate through a fixing piece. A longitudinal damping mechanism is arranged at the top of the rail body, a transverse damping mechanism is arranged on the surface of the sleeper, and an adjusting mechanism is arranged between the longitudinal damping mechanism and the transverse damping mechanism. Through transmission structures such as a sliding block, the positions of a damping spring and a magnet can be automatically adjusted according to the weight, the running state and the vibration direction of a train; when the steel rail bears longitudinal pressure, the damping liquid and the damping spring cooperate for damping, and when the steel rail bears transverse force, the damping spring and the magnet repulsive force cooperate for energy dissipation and damping, and safe and stable operation of the rail is guaranteed in an all-around mode.

Description

Technical Field

[0001] The invention relates to the technical field of railway track shock absorbers, and in particular to a self-adjusting railway track anti-settling shock absorber. Background Art

[0002] In rail systems, shock absorbers (also called dampers) are generally used to reduce vibration, impact and noise, and provide structural stability for the passage of vehicles. For example, when a train passes through a curve, the track is subjected to lateral force, which may cause structural vibration and noise. Setting shock absorbers at the curve of the track can reduce vibration and noise.

[0003] However, traditional shock absorbers mostly have fixed structures and parameters, and are difficult to adaptively adjust according to real-time changes in train weight, track conditions, etc. When the weight of the train is different or the driving state changes, the amplitude and impact force generated will also change accordingly. Shock absorbers with fixed parameters cannot accurately match these dynamic changes, resulting in poor shock absorption effect.

[0004] In view of this, research and improvement are carried out on the existing problems, and a self-adjusting railway track anti-settling shock absorber is provided, aiming to solve the problem and improve the practical value through this technology. Summary of the invention

[0005] The purpose of the present invention is to solve the shortcomings existing in the prior art, and a self-adjusting railway track anti-subsidence shock absorber is proposed. The present invention can automatically adjust the position of the shock-absorbing spring and the magnet according to the weight of the train, the driving state and the vibration direction through transmission structures such as a slider, optimize the shock-absorbing effect, and adapt to different track conditions. When the rail is subjected to longitudinal pressure, the damping fluid and the shock-absorbing spring cooperate to reduce shock. When subjected to lateral force, the shock-absorbing spring and the repulsive force of the magnet cooperate to consume energy and reduce shock, thereby comprehensively ensuring the safe and stable operation of the track.

[0006] In order to achieve the above-mentioned object, the present invention adopts the following technical scheme: a self-adjusting railway track anti-settling shock absorber, comprising a track body, a sleeper is installed on the top of the track body, a pad is installed on the top of the sleeper, a rail is fixedly installed on the top of the pad through a fixing member, a longitudinal vibration damping mechanism is arranged on the top of the track body, a transverse vibration damping mechanism is arranged on the surface of the sleeper, and an adjustment mechanism is arranged between the longitudinal vibration damping mechanism and the transverse vibration damping mechanism; The longitudinal vibration damping mechanism includes a base plate installed at the top end of the track body, a buffer cylinder is fixedly installed at the top end of the base plate, an internal threaded cylinder is rotated by a bearing at the bottom end of the buffer cylinder, a threaded rod A is threadedly connected to the inside of the internal threaded cylinder, a limit plate is fixedly connected to the top end of the limit plate, a guide rod is fixedly connected to the top end of the limit plate, a vibration damping spring A is sleeved on the outer wall of the guide rod, a movable plug is slidably provided inside the buffer cylinder, a sleeve is fixedly connected to the bottom end of the movable plug, and a buffer plate is fixedly connected to the bottom of the rail.

[0007] Preferably, the bottom of the damping spring A is fixedly connected to the top of the limiting plate, and the top of the damping spring A is fixedly connected to the bottom end of the sleeve.

[0008] Preferably: the top of the buffer cylinder is fixedly connected to a tube body, a pressure rod is slidably provided inside the tube body, the bottom of the pressure rod is fixedly connected to a pressure plate, damping liquid is arranged between the bottom of the pressure plate and the inner wall of the tube body, the buffer cylinder and the tube body are connected via a connecting tube A and a connecting tube B, and the outer walls of the connecting tube A and the connecting tube B are both installed with a one-way valve.

[0009] Preferably, the inner diameter of the sleeve is matched with the outer diameter of the guide rod, and the guide rod slides inside the sleeve.

[0010] Preferably, the outer walls of the movable plug and the pressure plate are both provided with sealing rings, and the sealing rings are made of rubber material.

[0011] Preferably: the lateral vibration damping mechanism includes a buffer groove and a mounting groove opened at the top of the sleeper, a buffer rod slidingly provided between the buffer groove and the mounting groove, a plurality of groups of vibration damping springs B fixedly installed between the inside of the buffer groove and the side wall of the pad, one end of the buffer rod located inside the mounting groove is fixedly connected with a connecting plate, a slide rail is fixedly installed on the inner wall of the mounting groove, a slider is slidingly provided on the outer wall of the slide rail, a rotating plate is hinged between the connecting plate and the slider, a magnet A is installed on one side of the slider, two groups of symmetrically arranged limit rods are fixedly connected inside the mounting groove, a movable seat is slidingly provided on the outer walls of the two groups of limit rods, a magnet B is fixedly installed on one side of the movable seat, the magnet A is magnetically connected to the magnet B, and the magnet A and the magnet B have the same magnetic properties on the opposite sides.

[0012] Preferably, the adjustment mechanism comprises a connecting rod A welded to the top of the slider, one end of the connecting rod A is fixedly connected to a rack A, and the bottom end of the internal threaded cylinder is sleeved with a gear A meshing with the rack A.

[0013] Preferably: the adjustment mechanism also includes a rotating drum rotating on the inner wall of the mounting groove, one end of the rotating drum is sleeved with a gear B, the inner wall of the rotating drum is threadedly connected with a threaded rod B, one side of the gear B is meshed with a rack B, the pressure rod is fixedly connected to the rack B by a connecting rod B, and one end of the threaded rod B is fixedly connected to one side of the magnet B.

[0014] Preferably, the base plate and the rail body are fixedly connected by bolts, and the number of the bolts is set to four and evenly distributed at the four corners of the base plate.

[0015] Preferably, the outer walls of the buffer tube and the pipe body are coated with an anti-corrosion coating, and the anti-corrosion coating is made of epoxy zinc-rich paint.

[0016] Compared with the prior art, the present invention has the following beneficial effects: 1. The present invention utilizes the movement of the slider to synchronously drive the connecting rod A to move, so that the connecting rod A drives the rack A to move, the rack A drives the gear A to rotate synchronously, and further the gear A drives the internal threaded barrel to rotate synchronously. When the internal threaded barrel rotates, the threaded rod A moves up and down inside the internal threaded barrel, and the limit plate changes its position with the movement of the threaded rod A, so that the initial position of the shock-absorbing spring A can be adaptively adjusted, and then the compression amount of the shock-absorbing spring A can be automatically adjusted according to the changes in the weight or driving state of the train and the different amplitudes generated by the train, thereby improving the adaptability of the shock absorber to different track operating conditions, optimizing the vibration reduction effect, reducing the impact on the track, and effectively ensuring the stability of the track.

[0017] 2. The present invention utilizes the pressure rod in the longitudinal vibration reduction mechanism to move up and down, and the pressure rod will synchronously drive the connecting rod B to move. The movement of the connecting rod B causes the rack B to move, thereby driving the gear B to rotate. The rotation of the gear B drives the rotating drum to rotate. When the rotating drum rotates, the threaded rod B will move accordingly. The movement of the threaded rod B can drive the magnet B to move along the surface of the limit rod, so that the position of the magnet B can be flexibly adjusted. By changing the position of the magnet B, the repulsive force between the magnet A and the magnet B can be adjusted, and then the lateral vibration reduction mechanism can dynamically adjust its own vibration reduction performance according to the vibration conditions in different directions when the train is running, to achieve adaptive adjustment, ensure that the most optimized lateral vibration reduction effect can be provided under various complex working conditions, improve the comprehensive performance of the track vibration reduction system, and provide a more comprehensive and reliable guarantee for the safe and stable operation of the railway track.

[0018] 3. The present invention transmits the longitudinal pressure generated by the rail to the buffer plate, and the buffer plate transmits the pressure to the pressure rod below. After the pressure rod is stressed, it slides downward inside the tube body, and the pressure rod drives the pressure plate to squeeze the damping fluid. During the squeezing process, the damping fluid flows between the buffer tube and the tube body through the connecting tube A and the connecting tube B. The damping force can effectively consume part of the energy brought by the train running, thereby initially playing a shock absorbing role. At the same time, when the pressure rod drives the pressure plate to squeeze the damping fluid, the pressure in the buffer tube changes, causing the movable plug to slide downward in the buffer tube, and the sleeve fixedly connected to the bottom end of the movable plug also moves downward accordingly. During the downward movement of the sleeve, the shock-absorbing spring A sleeved on the outer wall of the guide rod will be compressed. The shock-absorbing spring A has elastic potential energy, can absorb part of the energy when compressed, and can release energy after the pressure disappears, and further buffers the longitudinal pressure on the rail through its own elastic deformation.

[0019] 4. When the rail is subjected to lateral force, the present invention drives the buffer rod to slide in the buffer groove and the installation groove through the pad, and multiple groups of shock-absorbing springs B installed between the inside of the buffer groove and the side wall of the pad play a buffering role to preliminarily offset part of the lateral force. At the same time, one end of the buffer rod located in the installation groove drives the two rotating plates to move through the connecting plate. The movement of the rotating plates pushes the two groups of sliders to slide in opposite directions along the surface of the slide rail. As the slider slides, the magnet A installed on one side of the slider moves toward the direction of the magnet B close to the side of the moving seat. Since the magnetism of the opposite sides of magnet A and magnet B is the same, when magnet A and magnet B approach each other, the repulsive force generated will block the movement trend of the slider, further consume the energy of the lateral force, and achieve an effective shock-absorbing effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a schematic diagram of the overall structure of a self-adjusting railway track anti-settling shock absorber proposed by the present invention; Figure 2 This is a front structural schematic diagram of a self-adjusting railway track anti-settling shock absorber proposed by the present invention; Figure 3 This is a schematic diagram of the enlarged structure of part A of a self-adjusting railway track anti-settling shock absorber proposed by the present invention; Figure 4 This is a schematic diagram of the enlarged structure of part B of a self-adjusting railway track anti-settling shock absorber proposed by the present invention; Figure 5 A schematic diagram of the structure of a lateral vibration reduction mechanism of a self-adjusting railway track anti-settling shock absorber proposed by the present invention; Figure 6 This is a schematic diagram of the enlarged structure of the C part of a self-adjusting railway track anti-settling shock absorber proposed by the present invention; Figure 7This is a schematic diagram of the enlarged structure of the D part of a self-adjusting railway track anti-settling shock absorber proposed by the present invention; Figure 8 The figure is a schematic diagram of the adjustment structure of the magnet B of the self-adjusting railway track anti-settling shock absorber proposed by the present invention.

[0021] Legend: 1. Track body; 2. Sleeper; 3. Pad; 4. Rail; 5. Fixing parts; 6. Longitudinal vibration reduction mechanism; 601. Bottom plate; 602. Buffer cylinder; 603. Internal thread cylinder; 604. Threaded rod A; 605. Limit plate; 606. Guide rod; 607. Vibration reduction spring A; 608. Movable plug; 609. Casing; 610. Buffer plate; 611. Tube body; 612. Pressure rod; 613. Pressure plate; 614. Damping fluid; 615. Connecting pipe A; 616. Connecting pipe B; 7. Transverse vibration reduction Mechanism; 701, buffer groove; 702, mounting groove; 703, buffer rod; 704, shock-absorbing spring B; 705, connecting plate; 706, slide rail; 707, slider; 708, rotating plate; 709, magnet A; 710, limit rod; 711, moving seat; 712, magnet B; 8, adjusting mechanism; 801, connecting rod A; 802, rack A; 803, gear A; 804, rotating drum; 805, gear B; 806, threaded rod B; 807, rack B; 808, connecting rod B. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. 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.

[0023] The present invention provides a self-adjusting railway track anti-settling shock absorber, comprising a track body 1, a sleeper 2 is installed on the top of the track body 1, a pad 3 is installed on the top of the sleeper 2, a rail 4 is fixedly installed on the top of the pad 3 through a fixing member 5, a longitudinal vibration damping mechanism 6 is arranged on the top of the track body 1, a transverse vibration damping mechanism 7 is arranged on the surface of the sleeper 2, and an adjustment mechanism 8 is arranged between the longitudinal vibration damping mechanism 6 and the transverse vibration damping mechanism 7; See also Figures 1 to 4As shown, the longitudinal vibration reduction mechanism 6 includes a bottom plate 601 installed at the top of the track body 1, a buffer cylinder 602 is fixedly installed at the top of the bottom plate 601, an internal thread cylinder 603 is rotatably provided at the bottom end of the buffer cylinder 602 through a bearing, a threaded rod A604 is connected to the internal thread of the internal thread cylinder 603, a limit plate 605 is fixedly connected to the top of the limit plate 605, a guide rod 606 is fixedly connected to the top of the limit plate 605, a vibration reduction spring A607 is sleeved on the outer wall of the guide rod 606, and the inner wall of the buffer cylinder 602 is fixedly provided with a limit plate 605. A movable plug 608 is slidably mounted on the bottom of the movable plug 608, a sleeve 609 is fixedly connected to the bottom of the rail 4, a buffer plate 610 is fixedly connected to the bottom of the rail 4, a tube body 611 is fixedly connected to the top of the buffer cylinder 602, a pressure rod 612 is slidably mounted inside the tube body 611, a pressure plate 613 is fixedly connected to the bottom of the pressure rod 612, a damping fluid 614 is arranged between the bottom of the pressure plate 613 and the inner wall of the tube body 611, and the buffer cylinder 602 and the tube body 611 are connected via a connecting pipe A 615 and a connecting pipe B 616; It should be noted that when the rail 4 is subjected to longitudinal vibration, the pressure generated is transmitted to the buffer plate 610, and the buffer plate 610 transmits the pressure to the pressure rod 612 below. After the pressure rod 612 is subjected to force, it slides downward inside the tube body 611. Since a damping fluid 614 is provided between the bottom of the pressure plate 613 inside the tube body 611 and the inner wall of the tube body 611, the pressure rod 612 drives the pressure plate 613 to squeeze the damping fluid 614. During the squeezing process, the damping fluid 614 flows between the buffer cylinder 602 and the tube body 611 through the connecting pipe A615 and the connecting pipe B616. This flow generates a damping force, which can effectively consume the damping force caused by the train running. Part of the energy is absorbed, thereby initially playing a role in shock absorption. At the same time, when the pressure rod 612 drives the pressure plate 613 to squeeze the damping liquid 614, the pressure in the buffer cylinder 602 changes, causing the movable plug 608 to slide downward in the buffer cylinder 602, and the sleeve 609 fixedly connected to the bottom end of the movable plug 608 also moves downward accordingly. During the downward movement of the sleeve 609, the shock absorbing spring A607 sleeved on the outer wall of the guide rod 606 is compressed. The shock absorbing spring A607 has elastic potential energy, can absorb part of the energy when compressed, and can release energy after the pressure disappears, and further buffers the longitudinal pressure on the rail 4 through its own elastic deformation; In addition, when the lateral vibration reduction mechanism 7 is working, the movement of the slider 707 can synchronously drive the connecting rod A801 ​​to move, so that the connecting rod A801 ​​drives the rack A802 to move. Due to the meshing relationship between the rack A802 and the gear A803, the rack A802 drives the gear A803 to rotate synchronously, and further the gear A803 drives the internal threaded cylinder 603 to rotate synchronously. Since the internal threaded cylinder 603 is threadedly connected with the threaded rod A604, when the internal threaded cylinder 603 rotates, the threaded rod A604 will rotate in the internal threaded cylinder 603. The cylinder 603 moves up and down, and the limit plate 605 fixedly connected to the top of the threaded rod A604 changes position with the movement of the threaded rod A604, so that the initial position of the damping spring A607 can be adjusted adaptively, and then the compression amount of the damping spring A607 can be automatically adjusted according to the changes in the weight or driving state of the train and the different amplitudes generated by the train, thereby improving the adaptability of the shock absorber to different track running conditions, optimizing the damping effect, reducing the impact on the track, and effectively ensuring the stability of the track; See also Figures 5 to 8 As shown, the lateral vibration damping mechanism 7 includes a buffer groove 701 and a mounting groove 702 opened at the top of the sleeper 2, a buffer rod 703 is slidably provided between the buffer groove 701 and the mounting groove 702, a plurality of groups of vibration damping springs B704 are fixedly installed between the inside of the buffer groove 701 and the side wall of the pad 3, one end of the buffer rod 703 located inside the mounting groove 702 is fixedly connected with a connecting plate 705, a slide rail 706 is fixedly provided on the inner wall of the mounting groove 702, a slider 707 is slidably provided on the outer wall of the slide rail 706, a rotating plate 708 is hinged between the connecting plate 705 and the slider 707, a magnet A709 is installed on one side of the slider 707, two groups of symmetrically arranged limit rods 710 are fixedly connected inside the mounting groove 702, a movable seat 711 is slidably provided on the outer wall of the two groups of limit rods 710, and a magnet B712 is fixedly installed on one side of the movable seat 711.

[0024] It should be noted that when the rail 4 is subjected to a lateral force, the pad 3 will be subjected to force accordingly, and then the pad 3 drives the buffer rod 703 to slide in the buffer groove 701 and the installation groove 702. In this process, the multiple groups of damping springs B704 installed between the inside of the buffer groove 701 and the side wall of the pad 3 play a buffering role, preliminarily offsetting part of the lateral force. At the same time, one end of the buffer rod 703 located inside the installation groove 702 drives the two rotating plates 708 to move through the connecting plate 705. The movement of the rotating plate 708 pushes the two groups of sliders 707 to slide in opposite directions along the surface of the slide rail 706. As the slider 707 slides, the magnet A709 installed on one side of the slider 707 moves toward the magnet B712 on the side close to the moving seat 711. Since the magnetism of the magnet A709 and the magnet B712 on the opposite side is the same, when the magnet A709 and the magnet B712 are close to each other, the repulsive force generated will block the movement trend of the slider 707, further consuming the energy of the lateral force, and achieving an effective shock absorption effect. In addition, when the lateral vibration damping mechanism 7 is working, the pressure rod 612 in the longitudinal vibration damping mechanism 6 moves up and down, and the pressure rod 612 will synchronously drive the connecting rod B808 to move. The movement of the connecting rod B808 causes the rack B807 to move, thereby driving the gear B805 to rotate. The rotation of the gear B805 drives the rotating drum 804 to rotate, and the rotating drum 804 is connected to the threaded rod B806 through threads. When the rotating drum 804 rotates, the threaded rod B806 will move accordingly, and the movement of the threaded rod B806 can drive the magnet B712 to move along the limit rod 710. The surface moves, so that the position of the magnet B712 can be flexibly adjusted. By changing the position of the magnet B712, the repulsive force between the magnet A709 and the magnet B712 can be adjusted. Then, the lateral vibration reduction mechanism 7 can dynamically adjust its own vibration reduction performance according to the vibration conditions in different directions when the train is running, thereby realizing adaptive adjustment and ensuring that the most optimized lateral vibration reduction effect can be provided under various complex working conditions, thereby improving the comprehensive performance of the track vibration reduction system and providing a more comprehensive and reliable guarantee for the safe and stable operation of the railway track.

[0025] See also Figure 3 As shown, the bottom of the damping spring A607 is fixedly connected to the top of the limit plate 605, and the top of the damping spring A607 is fixedly connected to the bottom end of the sleeve 609, which can effectively absorb and buffer the longitudinal vibration and impact force from the track.

[0026] See also Figure 3 As shown, the outer walls of the connecting pipe A 615 and the connecting pipe B 616 are both installed with a one-way valve to ensure that the damping fluid 614 flows in a specific direction and prevents it from flowing in the opposite direction.

[0027] See also Figure 3As shown, the inner diameter of the sleeve 609 is matched with the outer diameter of the guide rod 606, and the guide rod 606 slides inside the sleeve 609. The matching design of the guide rod 606 and the sleeve 609 provides a precise guiding function for the movement of the shock absorber.

[0028] See also Figure 3 to Figure 4 As shown, the outer walls of the movable plug 608 and the pressure plate 613 are both provided with sealing rings, and the sealing rings are made of rubber material. The main function of the rubber sealing rings is to prevent the leakage of the damping fluid 614.

[0029] See also Figure 5 As shown, magnet A709 is magnetically connected to magnet B712, and the magnets A709 and B712 have the same magnetic properties on opposite sides. The repulsive force between magnet A709 and magnet B712 can increase the shock absorption effect.

[0030] See also Figure 3 As shown, the adjustment mechanism 8 includes a connecting rod A801 ​​welded to the top of the slider 707, one end of the connecting rod A801 ​​is fixedly connected to a rack A802, and the bottom end of the internal threaded tube 603 is sleeved with a gear A803 meshing with the rack A802.

[0031] See also Figure 6 As shown, the adjustment mechanism 8 also includes a rotating drum 804 rotating on the inner wall of the mounting groove 702, one end of the rotating drum 804 is sleeved with a gear B805, the inner wall of the rotating drum 804 is threadedly connected with a threaded rod B806, one side of the gear B805 is meshed with a rack B807, the pressure rod 612 is fixedly connected to the rack B807 by a connecting rod B808, and one end of the threaded rod B806 is fixedly connected to one side of the magnet B712.

[0032] See also Figure 1 As shown, the bottom plate 601 is fixedly connected to the rail body 1 by bolts, and the number of bolts is set to four, evenly distributed at the four corners of the bottom plate 601 to ensure the stability of the installation of the bottom plate 601.

[0033] See also Figure 3 As shown, the outer walls of the buffer cylinder 602 and the tube body 611 are coated with an anti-corrosion coating, and the anti-corrosion coating uses epoxy zinc-rich paint to improve the corrosion resistance of each component and extend the service life of the shock absorber.

[0034] Working principle: When the rail 4 is subjected to longitudinal vibration, the generated pressure is transmitted to the buffer plate 610, and the buffer plate 610 transmits the pressure to the pressure rod 612 below. After the pressure rod 612 is subjected to force, it slides downward inside the tube body 611. Since damping fluid 614 is arranged between the bottom of the pressure plate 613 inside the tube body 611 and the inner wall of the tube body 611, the pressure rod 612 drives the pressure plate 613 to squeeze the damping fluid 614. During the squeezing process, the damping fluid 614 flows between the buffer cylinder 602 and the tube body 611 through the connecting pipe A615 and the connecting pipe B616. This flow generates a damping force, which can effectively consume part of the force caused by the train running. The damping spring 607 is compressed when the sleeve 609 is fixed to the bottom of the guide rod 606. The damping spring 607 has elastic potential energy, and can absorb part of the energy when compressed, and can release the energy after the pressure disappears, so as to further buffer the longitudinal pressure on the rail 4 through its own elastic deformation. When the rail 4 is subjected to the lateral force, the pad 3 will be subjected to the force accordingly, and then the pad 3 drives the buffer rod 703 to slide in the buffer groove 701 and the installation groove 702. In this process, the multiple groups of damping springs B704 installed between the inside of the buffer groove 701 and the side wall of the pad 3 play a buffering role, preliminarily offsetting part of the lateral force. At the same time, one end of the buffer rod 703 located inside the installation groove 702 drives the two rotating plates 708 to move through the connecting plate 705. The movement of the rotating plate 708 pushes the two groups of sliders 707 to slide in opposite directions along the surface of the slide rail 706. As the slider 707 slides, the magnet A709 installed on one side of the slider 707 moves toward the magnet B712 on the side close to the moving seat 711. Since the magnetism of the magnet A709 and the magnet B712 on the opposite side is the same, when the magnet A709 and the magnet B712 are close to each other, the repulsive force generated will block the movement trend of the slider 707, further consuming the energy of the lateral force, and achieving an effective shock absorption effect. In addition, when the lateral vibration reduction mechanism 7 is working, the movement of the slider 707 can synchronously drive the connecting rod A801 ​​to move, so that the connecting rod A801 ​​drives the rack A802 to move. Due to the meshing relationship between the rack A802 and the gear A803, the rack A802 drives the gear A803 to rotate synchronously, and further the gear A803 drives the internal threaded cylinder 603 to rotate synchronously. Since the internal threaded cylinder 603 is threadedly connected with the threaded rod A604, when the internal threaded cylinder 603 rotates, the threaded rod A604 will rotate in the internal threaded cylinder 603. The cylinder 603 moves up and down, and the limit plate 605 fixedly connected to the top of the threaded rod A604 changes position with the movement of the threaded rod A604, so that the initial position of the damping spring A607 can be adjusted adaptively, and then the compression amount of the damping spring A607 can be automatically adjusted according to the changes in the weight or driving state of the train and the different amplitudes generated by the train, thereby improving the adaptability of the shock absorber to different track running conditions, optimizing the damping effect, reducing the impact on the track, and effectively ensuring the stability of the track; At the same time, when the lateral vibration reduction mechanism 7 is working, the pressure rod 612 in the longitudinal vibration reduction mechanism 6 moves up and down, and the pressure rod 612 will synchronously drive the connecting rod B808 to move. The movement of the connecting rod B808 causes the rack B807 to move, thereby driving the gear B805 to rotate. The rotation of the gear B805 drives the rotating drum 804 to rotate, and the rotating drum 804 is connected to the threaded rod B806 through a thread. When the rotating drum 804 rotates, the threaded rod B806 will move accordingly, and the movement of the threaded rod B806 can drive the magnet B712 to move along the limit rod 710. The surface moves, so that the position of the magnet B712 can be flexibly adjusted. By changing the position of the magnet B712, the repulsive force between the magnet A709 and the magnet B712 can be adjusted. Then, the lateral vibration reduction mechanism 7 can dynamically adjust its own vibration reduction performance according to the vibration conditions in different directions when the train is running, thereby realizing adaptive adjustment and ensuring that the most optimized lateral vibration reduction effect can be provided under various complex working conditions, thereby improving the comprehensive performance of the track vibration reduction system and providing a more comprehensive and reliable guarantee for the safe and stable operation of the railway track.

[0035] Finally, it should be noted that the above is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments or to make equivalent substitutions for some of the technical features therein. 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 self-adjusting railway track anti-settling shock absorber, comprising a track body (1), characterized in that: A sleeper (2) is installed on the top of the track body (1), a pad (3) is installed on the top of the sleeper (2), a rail (4) is fixedly installed on the top of the pad (3) via a fixing member (5), a longitudinal vibration damping mechanism (6) is arranged on the top of the track body (1), a transverse vibration damping mechanism (7) is arranged on the surface of the sleeper (2), and an adjustment mechanism (8) is arranged between the longitudinal vibration damping mechanism (6) and the transverse vibration damping mechanism (7); The longitudinal vibration damping mechanism (6) comprises a bottom plate (601) mounted on the top of the track body (1); a buffer cylinder (602) is fixedly mounted on the top of the bottom plate (601); an internal threaded cylinder (603) is rotatably mounted on the bottom of the buffer cylinder (602) via a bearing; a threaded rod A (604) is internally threadedly connected to the internal threaded cylinder (603); a limit plate (605) is fixedly connected to the top of the threaded rod A (604); a guide rod (606) is fixedly connected to the top of the limit plate (605); a vibration damping spring A (607) is sleeved on the outer wall of the guide rod (606); a movable plug (608) is slidably mounted inside the buffer cylinder (602); a sleeve (609) is fixedly connected to the bottom of the movable plug (608); and a buffer plate (610) is fixedly connected to the bottom of the rail (4).

2. The self-adjusting railway track anti-settling shock absorber according to claim 1, characterized in that: The bottom of the vibration-damping spring A (607) is fixedly connected to the top of the limiting plate (605), and the top of the vibration-damping spring A (607) is fixedly connected to the bottom end of the sleeve (609).

3. The self-adjusting railway track anti-settling shock absorber according to claim 1 is characterized in that: The top of the buffer cylinder (602) is fixedly connected to a tube body (611), a pressure rod (612) is slidably provided inside the tube body (611), the bottom of the pressure rod (612) is fixedly connected to a pressure plate (613), a damping fluid (614) is provided between the bottom of the pressure plate (613) and the inner wall of the tube body (611), the buffer cylinder (602) and the tube body (611) are connected via a connecting pipe A (615) and a connecting pipe B (616), and one-way valves are installed on the outer walls of the connecting pipe A (615) and the connecting pipe B (616).

4. The self-adjusting railway track anti-settling shock absorber according to claim 1, characterized in that: The inner diameter of the sleeve (609) matches the outer diameter of the guide rod (606), and the guide rod (606) slides inside the sleeve (609).

5. The self-adjusting railway track anti-settling shock absorber according to claim 1 is characterized in that: The outer walls of the movable plug (608) and the pressure plate (613) are both provided with sealing rings, and the sealing rings are made of rubber material.

6. The self-adjusting railway track anti-settling shock absorber according to claim 1, characterized in that: The lateral vibration damping mechanism (7) comprises a buffer groove (701) and a mounting groove (702) provided at the top of the sleeper (2); a buffer rod (703) is slidably arranged between the buffer groove (701) and the mounting groove (702); a plurality of groups of vibration damping springs B (704) are fixedly installed between the inside of the buffer groove (701) and the side wall of the pad (3); a connecting plate (705) is fixedly connected to one end of the buffer rod (703) located inside the mounting groove (702); a slide rail (706) is fixedly installed on the inner wall of the mounting groove (702); and a slider (706) is slidably arranged on the outer wall of the slide rail (706). 07), a rotating plate (708) is hinged between the connecting plate (705) and the slider (707), a magnet A (709) is installed on one side of the slider (707), two groups of symmetrically arranged limit rods (710) are fixedly connected inside the installation groove (702), and a movable seat (711) is slidably provided on the outer walls of the two groups of limit rods (710), a magnet B (712) is fixedly installed on one side of the movable seat (711), the magnet A (709) and the magnet B (712) are magnetically connected, and the magnets of the opposite sides of the magnet A (709) and the magnet B (712) are the same.

7. The self-adjusting railway track anti-settling shock absorber according to claim 1, characterized in that: The adjusting mechanism (8) comprises a connecting rod A (801) welded to the top end of the slider (707), one end of the connecting rod A (801) being fixedly connected to a rack A (802), and the bottom end of the internally threaded cylinder (603) being sleeved with a gear A (803) meshing with the rack A (802).

8. The self-adjusting railway track anti-settling shock absorber according to claim 3 is characterized in that: The adjustment mechanism (8) further comprises a rotating cylinder (804) which rotates on the inner wall of the mounting groove (702); a gear B (805) is sleeved on one end of the rotating cylinder (804); a threaded rod B (806) is threadedly connected to the inner wall of the rotating cylinder (804); a rack B (807) is meshed on one side of the gear B (805); the pressure rod (612) and the rack B (807) are fixedly connected via a connecting rod B (808); and one end of the threaded rod B (806) is fixedly connected to one side of the magnet B (712).

9. The self-adjusting railway track anti-settling shock absorber according to claim 1, characterized in that: The bottom plate (601) and the track body (1) are fixedly connected by bolts, and the number of bolts is set to four, evenly distributed at the four corners of the bottom plate (601).

10. The self-adjusting railway track anti-settling shock absorber according to claim 1, characterized in that: The outer walls of the buffer cylinder (602) and the pipe body (611) are both coated with an anti-corrosion coating, and the anti-corrosion coating is made of epoxy zinc-rich paint.

Images