A self-adjusting anti-settlement shock absorber for railway tracks

Abstract

The present invention relates to the technical field of railway track shock absorbers, and particularly to a self-adjusting railway track anti-settlement shock absorber, which comprises a track body. A sleeper is installed on the top of the track body, a backing plate is installed on the top of the sleeper, a rail is fixedly installed on the top of the backing plate through a fixing member. A longitudinal damping mechanism is arranged on the top of the track 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 sliders, the present invention can automatically adjust the positions of the damping springs and magnets according to the train weight, running state and vibration direction, optimize the damping effect, and adapt to different track conditions. When the rail is subjected to longitudinal pressure, the damping liquid and the damping spring cooperate to damp the vibration. When subjected to transverse force, the repulsion force between the damping spring and the magnet is used to dissipate energy and damp the vibration, comprehensively ensuring the safe and stable operation of the track.

Description

Technical Field

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

[0002] In a track system, shock absorbers (also known as dampers) are usually used to reduce vibration, impact and noise, and provide structural stability for the passage of vehicles. For example, when a train passes through a turning section, the track is subjected to lateral forces, which may cause structural vibration and noise. Installing shock absorbers at the turning section of the track can reduce vibration and noise.

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

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

[0005] The purpose of the present invention is to solve the disadvantages existing in the prior art, and a self-adjusting railway track anti-settlement shock absorber is proposed. Through transmission structures such as sliders, the present invention can automatically adjust the positions of the damping springs and magnets according to the weight of the train, the driving state and the vibration direction, optimize the shock absorption effect, and adapt to different track working conditions. When the rail is subjected to longitudinal pressure, the damping liquid and the damping spring cooperate to reduce shock. When subjected to lateral forces, the repulsive force between the damping spring and the magnet is used to dissipate energy and reduce shock, comprehensively ensuring the safe and stable operation of the track.

[0006] To achieve the above purpose, the present invention adopts the following technical solution: A self-adjusting railway track anti-settlement shock absorber, including a track body, wherein a sleeper is installed on the top of the track body, a tie plate is installed on the top of the sleeper, a rail is fixedly installed on the top of the tie plate through a fixing member, a longitudinal shock absorption mechanism is arranged on the top of the track body, a lateral shock absorption mechanism is arranged on the surface of the sleeper, and an adjusting mechanism is arranged between the longitudinal shock absorption mechanism and the lateral shock absorption mechanism;

[0007] The longitudinal damping mechanism includes a bottom plate installed at the top of the track body. A buffer cylinder is fixedly installed at the top of the bottom plate. The bottom end of the buffer cylinder rotates an internal thread cylinder through a bearing. A threaded rod A is threadedly connected inside the internal thread cylinder. The top end of the threaded rod A is fixedly connected with a limiting plate. The top end of the limiting plate is fixedly connected with a guide rod. A damping spring A is sleeved on the outer wall of the guide rod. A movable plug slides inside the buffer cylinder. The bottom end of the movable plug is fixedly connected with a sleeve. A buffer plate is fixedly connected to the bottom of the rail.

[0008] Preferably: The bottom of the damping spring A is fixedly connected to the top end of the limiting plate, and the top of the damping spring A is fixedly connected to the bottom end of the sleeve.

[0009] Preferably: A pipe body is fixedly connected to the top of the buffer cylinder. A pressure rod slides inside the pipe body. A pressing plate is fixedly connected to the bottom of the pressure rod. A damping liquid is provided between the bottom of the pressing plate and the inner wall of the pipe body. The buffer cylinder and the pipe body are connected and communicated through a connecting pipe A and a connecting pipe B. One-way valves are installed on the outer walls of the connecting pipe A and the connecting pipe B.

[0010] Preferably: The inner diameter of the sleeve is adapted to the outer diameter of the guide rod, and the guide rod slides inside the sleeve.

[0011] Preferably: Sealing rings are provided on the outer walls of the movable plug and the pressing plate, and the sealing rings are made of rubber materials.

[0012] Preferably: The transverse damping mechanism includes a buffer groove and a mounting groove opened at the top end of the sleeper. A buffer rod slides between the buffer groove and the mounting groove. Multiple groups of damping springs B are fixedly installed between the inside of the buffer groove and the side wall of the backing plate. 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 slides 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 symmetrically arranged limiting rods are fixedly connected inside the mounting groove. A moving seat slides on the outer walls of the two limiting rods. A magnet B is fixedly installed on one side of the moving seat. The magnet A and the magnet B are magnetically connected, and the opposite sides of the magnet A and the magnet B have the same magnetism.

[0013] Preferably: The adjusting mechanism includes a connecting rod A welded to the top end of the slider. One end of the connecting rod A is fixedly connected with a rack A. A gear A meshing with the rack A is sleeved at the bottom end of the internal thread cylinder.

[0014] Preferably, the adjusting mechanism further includes a rotating cylinder rotatably mounted on the inner wall of the mounting groove. A gear B is sleeved at one end of the rotating cylinder. A threaded rod B is threadedly connected to the inner wall of the rotating cylinder. A rack B is meshed with one side of the gear B. The pressure rod is fixedly connected to the rack B through a connecting rod B. One end of the threaded rod B is fixedly connected to one side of the magnet B.

[0015] Preferably, the bottom plate is fixedly connected to the track body through bolts, and the number of bolts is set to four, which are evenly distributed at the four corners of the bottom plate.

[0016] Preferably, the outer walls of the buffer cylinder and the pipe body are both coated with an anti-corrosion coating, and the anti-corrosion coating is made of epoxy zinc-rich paint.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0018] 1. The present invention utilizes the movement of the slider to synchronously drive the movement of the connecting rod A, so that the connecting rod A drives the rack A to move, and the rack A drives the gear A to rotate synchronously. Further, the gear A drives the internal thread cylinder to rotate synchronously. When the internal thread cylinder rotates, the threaded rod A will move up and down inside the internal thread cylinder, and the limiting plate will change its position along with the movement of the threaded rod A, so that the initial position of the damping spring A can be adjusted adaptively. Furthermore, according to the change of the train weight or running state, and based on the different amplitudes generated by the train, the compression amount of the damping spring A can be automatically adjusted, improving the adaptability of the shock absorber to different track operating conditions, optimizing the damping effect, reducing the impact on the track, and effectively ensuring the stability of the track.

[0019] 2. The present invention utilizes the up and down movement of the pressure rod in the longitudinal damping mechanism. The pressure rod will synchronously drive the movement of the connecting rod B. 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 cylinder to rotate. When the rotating cylinder 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 limiting rod, so that the position of the magnet B can be flexibly adjusted. By changing the position of the magnet B, the magnitude of the repulsive force between the magnet A and the magnet B can be adjusted. Furthermore, through the transverse damping mechanism, the damping performance of itself can be dynamically adjusted according to the vibration conditions in different directions during the train operation, realizing adaptive adjustment, ensuring the optimal transverse damping effect under various complex working conditions, improving the comprehensive performance of the track damping system, and providing a more comprehensive and reliable guarantee for the safe and stable operation of the railway track.

[0020] 3. In the present invention, the longitudinal pressure applied to the rail is transmitted to the buffer plate, and the buffer plate transfers the pressure to the lower pressure rod. After the pressure rod is stressed, it slides downward inside the pipe body. The pressure rod drives the pressure plate to extrude the damping liquid. During the extrusion process of the damping liquid, it will flow between the buffer cylinder and the pipe body through connecting pipe A and connecting pipe B. The damping force can effectively consume part of the energy brought by the train running, thus initially playing a role in shock absorption. At the same time, when the pressure rod drives the pressure plate to extrude the damping liquid, the pressure inside the buffer cylinder changes, causing the movable plug to slide downward inside the buffer cylinder. The sleeve fixedly connected to the bottom end of the movable plug also moves downward accordingly. During the downward movement of the sleeve, it will compress the shock-absorbing spring A sleeved on the outer wall of the guide rod. The shock-absorbing spring A has elastic potential energy, can absorb part of the energy when being compressed, and can release energy after the pressure disappears, further buffering the longitudinal pressure received by the rail through its own elastic deformation.

[0021] 4. In the present invention, when the rail is subjected to a lateral force, the buffer rod is driven to slide in the buffer groove and the installation groove through the backing plate. Multiple groups of shock-absorbing springs B installed between the inside of the buffer groove and the side wall of the backing plate play a buffering role, initially offsetting part of the lateral force. At the same time, one end of the buffer rod located inside the installation groove drives 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 sliders slide, the magnet A installed on one side of the slider moves towards the magnet B on the side close to the moving seat. Since the magnetic properties of the opposite sides of magnet A and magnet B are the same, when magnet A and magnet B approach each other, the repulsive force generated will block the movement trend of the slider, further consuming the energy of the lateral force and achieving an effective shock-absorbing effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is the overall structural schematic diagram of a self-adjusting railway track anti-settlement shock absorber proposed by the present invention;

[0023] Figure 2 is the front structural schematic diagram of a self-adjusting railway track anti-settlement shock absorber proposed by the present invention;

[0024] Figure 3 is Figure 2 the enlarged structural schematic diagram of part A of a self-adjusting railway track anti-settlement shock absorber proposed by the present invention in

[0025] Figure 4 is Figure 2 the enlarged structural schematic diagram of part B of a self-adjusting railway track anti-settlement shock absorber proposed by the present invention in

[0026] Figure 5 is the structural schematic diagram of the lateral shock-absorbing mechanism of a self-adjusting railway track anti-settlement shock absorber proposed by the present invention;

[0027] Figure 6 For Figure 5 Figure C enlarged structural schematic diagram of a self - regulating anti - settlement shock absorber for railway tracks proposed by the present invention;

[0028] Figure 7 For Figure 5 Figure D enlarged structural schematic diagram of a self - regulating anti - settlement shock absorber for railway tracks proposed by the present invention;

[0029] Figure 8 Figure of the magnet B adjustment structure of a self - regulating anti - settlement shock absorber for railway tracks proposed by the present invention.

[0030] Legend:

[0031] 1. Rail body; 2. Sleeper; 3. Under - sleeper pad; 4. Rail; 5. Fixing piece; 6. Longitudinal damping mechanism; 601. Bottom plate; 602. Buffer cylinder; 603. Inner - threaded cylinder; 604. Threaded rod A; 605. Limiting plate; 606. Guide rod; 607. Damping spring A; 608. Movable plug; 609. Sleeve; 610. Buffer plate; 611. Pipe body; 612. Pressing rod; 613. Pressing plate; 614. Damping liquid; 615. Connecting pipe A; 616. Connecting pipe B; 7. Transverse damping mechanism; 701. Buffer groove; 702. Installation groove; 703. Buffer rod; 704. Damping spring B; 705. Connecting plate; 706. Slide rail; 707. Slide block; 708. Rotating plate; 709. Magnet A; 710. Limiting rod; 711. Moving seat; 712. Magnet B; 8. Adjusting mechanism; 801. Connecting rod A; 802. Rack A; 803. Gear A; 804. Rotary cylinder; 805. Gear B; 806. Threaded rod B; 807. Rack B; 808. Connecting rod B. Detailed implementation manners

[0032] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying 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. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts fall within the scope of protection of the present invention.

[0033] The present invention provides a self - regulating anti - settlement shock absorber for railway tracks, which includes a track body 1. A sleeper 2 is installed on the top of the track body 1. A base plate 3 is installed on the top of the sleeper 2. A rail 4 is fixedly installed on the top of the base plate 3 through a fixing member 5. A longitudinal shock - absorbing mechanism 6 is arranged on the top of the track body 1. A transverse shock - absorbing mechanism 7 is arranged on the surface of the sleeper 2. An adjusting mechanism 8 is arranged between the longitudinal shock - absorbing mechanism 6 and the transverse shock - absorbing mechanism 7;

[0034] Refer to Figures 1 to 4 As shown, the longitudinal shock - absorbing mechanism 6 includes a base plate 601 installed at the top end of the track body 1. A buffer cylinder 602 is fixedly installed at the top end of the base plate 601. An internally - threaded cylinder 603 is rotatably connected to the bottom end of the buffer cylinder 602 through a bearing. A threaded rod A604 is threadedly connected inside the internally - threaded cylinder 603. The top end of the threaded rod A604 is fixedly connected to a limit plate 605. The top end of the limit plate 605 is fixedly connected to a guide rod 606. A shock - absorbing spring A607 is sleeved on the outer wall of the guide rod 606. A movable plug 608 slides inside the buffer cylinder 602. The bottom end of the movable plug 608 is fixedly connected to a sleeve 609. A buffer plate 610 is fixedly connected to the bottom of the rail 4. A pipe body 611 is fixedly connected to the top of the buffer cylinder 602. A pressure rod 612 slides inside the pipe body 611. The bottom end of the pressure rod 612 is fixedly connected to a pressing plate 613. A damping liquid 614 is arranged between the bottom of the pressing plate 613 and the inner wall of the pipe body 611. The buffer cylinder 602 and the pipe body 611 are connected and communicated through a connecting pipe A615 and a connecting pipe B616;

[0035] It should be noted that when the rail 4 is longitudinally vibrated, the generated pressure is transmitted to the buffer plate 610. The buffer plate 610 will transmit the pressure to the lower pressure rod 612. After the pressure rod 612 is stressed, it slides downward inside the pipe body 611. Since the damping liquid 614 is arranged between the bottom of the pressing plate 613 inside the pipe body 611 and the inner wall of the pipe body 611, the pressure rod 612 drives the pressing plate 613 to squeeze the damping liquid 614. During the process of squeezing the damping liquid 614, the damping liquid 614 will flow between the buffer cylinder 602 and the pipe body 611 through the connecting pipe A615 and the connecting pipe B616. This flow will generate a damping force, and the damping force can effectively consume part of the energy brought by the train running, thus initially playing a role in shock absorption. At the same time, when the pressure rod 612 drives the pressing plate 613 to squeeze the damping liquid 614, the pressure inside the buffer cylinder 602 changes, causing the movable plug 608 to slide downward inside the buffer cylinder 602. 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 will be compressed. The shock - absorbing spring A607 has elastic potential energy, which can absorb part of the energy when being compressed and can release energy after the pressure disappears, further buffering the longitudinal pressure received by the rail 4 through its own elastic deformation;

[0036] In addition, when the lateral damping mechanism 7 works, the movement of the slider 707 can synchronously drive the movement of the connecting rod A801, 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. Further, the gear A803 drives the internal thread cylinder 603 to rotate synchronously. Since the internal thread cylinder 603 is threadedly connected to the threaded rod A604, when the internal thread cylinder 603 rotates, the threaded rod A604 will move up and down inside the internal thread cylinder 603. The limiting plate 605 fixedly connected to the top end of the threaded rod A604 will change its position as the threaded rod A604 moves, so that the initial position of the damping spring A607 can be adjusted adaptively. Furthermore, according to the change of the train weight or the running state, and based on the different amplitudes generated by the train, the compression amount of the damping spring A607 can be automatically adjusted, improving the adaptability of the shock absorber to different track operating conditions, optimizing the damping effect, reducing the impact on the track, and effectively ensuring the stability of the track;

[0037] Refer to Figures 5 to 8 As shown in the figure, the lateral damping mechanism 7 includes a buffer groove 701 and a mounting groove 702 opened at the top end of the sleeper 2. A buffer rod 703 slides between the buffer groove 701 and the mounting groove 702. A plurality of groups of damping springs B704 are fixedly installed between the inside of the buffer groove 701 and the side wall of the backing plate 3. One end of the buffer rod 703 located inside the mounting groove 702 is fixedly connected to a connecting plate 705. A slide rail 706 is fixedly installed on the inner wall of the mounting groove 702. A slider 707 slides 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 limiting rods 710 are fixedly connected inside the mounting groove 702. A moving seat 711 slides on the outer walls of the two groups of limiting rods 710. A magnet B712 is fixedly installed on one side of the moving seat 711.

[0038] It should be noted that when the rail 4 is subjected to a lateral force, the backing plate 3 will be stressed accordingly. Furthermore, the backing plate 3 drives the buffer rod 703 to slide within the buffer groove 701 and the mounting groove 702. During this process, multiple groups of damping springs B704 installed between the interior of the buffer groove 701 and the side wall of the backing plate 3 play a buffering role, initially offsetting part of the lateral force. At the same time, one end of the buffer rod 703 located inside the mounting groove 702 drives two rotating plates 708 to move through the connecting plate 705. The movement of the rotating plate 708 pushes 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 towards the magnet B712 on the side closer to the moving seat 711. Since the magnetic properties of the opposite sides of the magnet A709 and the magnet B712 are the same, when the magnet A709 and the magnet B712 approach 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;

[0039] In addition, when the lateral shock absorption mechanism 7 operates, the pressure rod 612 in the longitudinal shock absorption mechanism 6 moves up and down. 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 cylinder 804 to rotate. The rotating cylinder 804 is threadedly connected to the threaded rod B806. When the rotating cylinder 804 rotates, the threaded rod B806 will move accordingly. The movement of the threaded rod B806 can drive the magnet B712 to move along the surface of the limiting rod 710, thereby flexibly adjusting the position of the magnet B712. By changing the position of the magnet B712, the magnitude of the repulsive force between the magnet A709 and the magnet B712 can be adjusted. Furthermore, through the lateral shock absorption mechanism 7, the shock absorption performance of itself can be dynamically adjusted according to the vibration conditions in different directions during the operation of the train, realizing adaptive adjustment, ensuring that the optimal lateral shock absorption effect can be provided under various complex working conditions, improving the comprehensive performance of the track shock absorption system, and providing a more comprehensive and reliable guarantee for the safe and stable operation of the railway track.

[0040] Refer to Figure 3 As shown, the bottom of the damping spring A607 is fixedly connected to the top of the limiting plate 605, and the top of the damping spring A607 is fixedly connected to the bottom of the sleeve 609, which can effectively absorb and buffer the longitudinal vibration and impact force from the track.

[0041] Refer to Figure 3 As shown, one-way valves are installed on the outer walls of the connecting pipe A615 and the connecting pipe B616 to ensure that the damping liquid 614 flows in a specific direction and prevents its flow in the opposite direction.

[0042] Refer to Figure 3As shown, the inner diameter of the sleeve 609 is sized to fit the outer diameter of the guide rod 606. The guide rod 606 slides inside the sleeve 609. The adaptation between the guide rod 606 and the sleeve 609 provides an accurate guiding function for the movement of the shock absorber.

[0043] Refer to Figures 3 to 4 As shown, sealing rings are provided on the outer walls of the movable plug 608 and the pressing plate 613, 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 liquid 614.

[0044] Refer to Figure 5 As shown, the magnet A 709 is magnetically connected to the magnet B 712. The opposite sides of the magnet A 709 and the magnet B 712 have the same magnetism. The repulsive force between the magnet A 709 and the magnet B 712 can enhance the shock absorption effect.

[0045] Refer to Figure 3 As shown, the adjusting mechanism 8 includes a connecting rod A 801 welded to the top end of the slider 707. One end of the connecting rod A 801 is fixedly connected with a rack A 802. A gear A 803 meshing with the rack A 802 is sleeved at the bottom end of the internally threaded cylinder 603.

[0046] Refer to Figure 6 As shown, the adjusting mechanism 8 further includes a rotating cylinder 804 rotating on the inner wall of the installation groove 702. A gear B 805 is sleeved at 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 meshes with one side of the gear B 805. A connecting rod B 808 is fixedly connected between the pressing rod 612 and the rack B 807. One end of the threaded rod B 806 is fixedly connected to one side of the magnet B 712.

[0047] Refer to Figure 1 As shown, the bottom plate 601 is fixedly connected to the track body 1 by bolts, and the number of bolts is set to four, which are evenly distributed at the four corners of the bottom plate 601 to ensure the stability of the installation of the bottom plate 601.

[0048] Refer to Figure 3 As shown, the outer walls of the buffer cylinder 602 and the tube body 611 are both coated with an anti-corrosion coating, and the anti-corrosion coating is made of epoxy zinc-rich paint to improve the corrosion resistance of each component and extend the service life of the shock absorber.

[0049] Working principle: When the rail 4 is longitudinally vibrated, the generated pressure is transmitted to the buffer plate 610, and the buffer plate 610 will transmit the pressure to the lower pressure rod 612. After the pressure rod 612 is stressed, it slides downward inside the pipe body 611. Since there is damping liquid 614 between the bottom of the pressing plate 613 inside the pipe body 611 and the inner wall of the pipe body 611, the pressure rod 612 drives the pressing plate 613 to squeeze the damping liquid 614. During the process of being squeezed, the damping liquid 614 will flow between the buffer cylinder 602 and the pipe body 611 through the connecting pipe A 615 and the connecting pipe B 616. This kind of flow will generate a damping force, and the damping force can effectively consume part of the energy brought by the train running, thus initially playing a role in shock absorption. At the same time, when the pressure rod 612 drives the pressing plate 613 to squeeze the damping liquid 614, the pressure inside the buffer cylinder 602 changes, causing the movable plug 608 to slide downward inside the buffer cylinder 602. 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 A 607 sleeved on the outer wall of the guide rod 606 will be compressed. The shock-absorbing spring A 607 has elastic potential energy, which can absorb part of the energy when being compressed and can release energy after the pressure disappears, further buffering the longitudinal pressure received by the rail 4 through its own elastic deformation;

[0050] When the rail 4 is subjected to a lateral force, the backing plate 3 will be stressed accordingly, and then the backing plate 3 drives the buffer rod 703 to slide in the buffer groove 701 and the installation groove 702. During this process, multiple groups of shock-absorbing springs B 704 installed between the inside of the buffer groove 701 and the side wall of the backing plate 3 play a buffering role, initially offsetting part of the lateral force. At the same time, one end of the buffer rod 703 located inside the installation groove 702 drives 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 sliders 707 slide, the magnet A 709 installed on one side of the slider 707 moves towards the magnet B 712 on the side close to the moving seat 711. Since the magnetic properties of the opposite sides of the magnet A 709 and the magnet B 712 are the same, when the magnet A 709 and the magnet B 712 approach each other, the generated repulsive force will block the movement trend of the slider 707, further consuming the energy of the lateral force and achieving an effective shock-absorbing effect;

[0051] In addition, when the lateral vibration damping mechanism 7 works, the movement of the slider 707 can synchronously drive the movement of the connecting rod A801, 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. Further, the gear A803 drives the internal thread cylinder 603 to rotate synchronously. Since the internal thread cylinder 603 is threadedly connected to the threaded rod A604, when the internal thread cylinder 603 rotates, the threaded rod A604 will move up and down inside the internal thread cylinder 603, and the limiting plate 605 fixedly connected to the top of the threaded rod A604 will change its position as the threaded rod A604 moves. Thus, the initial position of the vibration damping spring A607 can be adjusted adaptively, and then, according to the change of the train weight or running state and the different amplitudes generated by the train, the compression amount of the vibration damping spring A607 can be automatically adjusted, improving the adaptability of the shock absorber to different track operating conditions, optimizing the vibration damping effect, reducing the impact on the track, and effectively ensuring the stability of the track;

[0052] Meanwhile, when the lateral vibration damping mechanism 7 works, the pressure rod 612 in the longitudinal vibration damping mechanism 6 moves up and down. The pressure rod 612 will synchronously drive the movement of the connecting rod B808. The movement of the connecting rod B808 makes the rack B807 move, and then drives the gear B805 to rotate. The rotation of the gear B805 drives the rotating cylinder 804 to rotate. Since the rotating cylinder 804 is threadedly connected to the threaded rod B806, when the rotating cylinder 804 rotates, the threaded rod B806 will move accordingly. The movement of the threaded rod B806 can drive the magnet B712 to move along the surface of the limiting rod 710. Thus, the position of the magnet B712 can be flexibly adjusted. By changing the position of the magnet B712, the magnitude of the repulsive force between the magnet A709 and the magnet B712 can be adjusted. Furthermore, through the lateral vibration damping mechanism 7, the vibration damping performance of itself can be dynamically adjusted according to the vibration conditions in different directions during the train operation, realizing adaptive adjustment, ensuring the optimal lateral vibration damping effect under various complex working conditions, improving the comprehensive performance of the track vibration damping system, and providing a more comprehensive and reliable guarantee for the safe and stable operation of the railway track.

[0053] Finally, it should be noted that the above are only the preferred embodiments of the present invention and are not used to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, for those skilled in the art, they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A self-adjusting anti-settlement shock absorber for railway tracks, comprising a track body (1), characterized in that: A sleeper (2) is installed on the top of the track body (1), a backing plate (3) is installed on the top of the sleeper (2), a rail (4) is fixedly installed on the top of the backing plate (3) through a fixing member (5), a longitudinal damping mechanism (6) is arranged on the top of the track body (1), a transverse damping mechanism (7) is arranged on the surface of the sleeper (2), and an adjusting mechanism (8) is arranged between the longitudinal damping mechanism (6) and the transverse damping mechanism (7); The longitudinal damping mechanism (6) includes a bottom plate (601) installed at the top end of the track body (1), a buffer cylinder (602) is fixedly installed at the top end of the bottom plate (601), an internal thread cylinder (603) is rotatably arranged at the bottom end of the buffer cylinder (602) through a bearing, a threaded rod A (604) is threadedly connected inside the internal thread cylinder (603), a limiting plate (605) is fixedly connected to the top end of the threaded rod A (604), a guide rod (606) is fixedly connected to the top end of the limiting plate (605), a damping spring A (607) is sleeved on the outer wall of the guide rod (606), a movable plug (608) slides inside the buffer cylinder (602), a sleeve (609) is fixedly connected to the bottom end of the movable plug (608), a buffer plate (610) is fixedly connected to the bottom of the rail (4), a pipe body (611) is fixedly connected to the top of the buffer cylinder (602), a pressure rod (612) slides inside the pipe body (611), a pressing plate (613) is fixedly connected to the bottom of the pressure rod (612), a damping liquid (614) is arranged between the bottom of the pressing plate (613) and the inner wall of the pipe body (611), the buffer cylinder (602) and the pipe body (611) are connected and communicated through a connecting pipe A (615) and a connecting pipe B (616), the bottom of the damping spring A (607) is fixedly connected to the top end of the limiting plate (605), the top of the damping spring A (607) is fixedly connected to the bottom end of the sleeve (609), and one-way valves are installed on the outer walls of the connecting pipe A (615) and the connecting pipe B (616); The lateral damping mechanism (7) includes a buffer groove (701) and a mounting groove (702) formed at the top of the sleeper (2). A buffer rod (703) slides between the buffer groove (701) and the mounting groove (702). A plurality of damping springs B (704) are fixedly installed between the inside of the buffer groove (701) and the side wall of the backing plate (3). One end of the buffer rod (703) located inside the mounting groove (702) is fixedly connected to a connecting plate (705). A slide rail (706) is fixedly installed on the inner wall of the mounting groove (702). A slider (707) slides 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 A (709) is installed on one side of the slider (707). Two symmetrically arranged limiting rods (710) are fixedly connected inside the mounting groove (702). A moving seat (711) slides on the outer walls of the two limiting rods (710). A magnet B (712) is fixedly installed on one side of the moving seat (711). The magnet A (709) is magnetically connected to the magnet B (712), and the opposite sides of the magnet A (709) and the magnet B (712) have the same magnetism. The adjusting mechanism (8) includes a connecting rod A (801) welded to the top of the slider (707). One end of the connecting rod A (801) is fixedly connected to a rack A (802). A gear A (803) meshing with the rack A (802) is sleeved at the bottom end of the internal thread cylinder (603).

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

3. The self-adjusting railway track anti-settlement shock absorber according to claim 1, wherein: Sealing rings are provided on the outer walls of the movable plug (608) and the pressing plate (613), and the sealing rings are made of rubber material.

4. The self-adjusting railway track anti-settlement shock absorber according to claim 1, characterized in that: The adjusting mechanism (8) further includes a rotating cylinder (804) rotating on the inner wall of the mounting groove (702). A gear B (805) is sleeved at 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) meshes with one side of the gear B (805). The pressing rod (612) is fixedly connected to the rack B (807) through a connecting rod B (808). One end of the threaded rod B (806) is fixedly connected to one side of the magnet B (712).

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

6. The self-adjusting anti-settlement shock absorber for railway tracks according to claim 1, characterized in that: Anticorrosion coatings are applied to the outer walls of the buffer cylinder (602) and the pipe body (611), and the anticorrosion coatings are made of epoxy zinc-rich paint.

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