Vibration reduction fastener system with damping plate for urban rail transit

Abstract

The invention belongs to the technical field of rail transit, and particularly relates to a damping fastener system with a damping plate for urban rail transit. The iron base plate assembly is installed on the sleeper, the elastic base plate assembly is located above the iron base plate assembly, and the steel rail is used for being arranged on the elastic base plate assembly. The two distance adjusting blocks are respectively buckled at the left end and the right end of the steel rail; the two first lateral restraining bodies are installed at the left end and the right end of the elastic base plate assembly. The number of the second lateral restraining bodies is two, and the two second lateral restraining bodies are installed at the left end and the right end of the iron base plate assembly. The first lateral restraining body is arranged on the elastic base plate assembly, transverse displacement of the distance adjusting block can be restrained, and the transverse rigidity of the vibration reduction fastener system can be improved. The second lateral restraining body is arranged on the iron base plate assembly, transverse displacement of the elastic base plate assembly can be restrained, and the transverse rigidity of the vibration reduction fastener system can be further improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transportation, and in particular relates to a vibration-damping fastener system with a damping plate for urban rail transportation. Background Art

[0002] With the rapid development of rail transit, issues such as unstable vehicle ride and noise generation are gaining increasing attention. Existing technologies typically use vibration-damping fasteners to absorb vibrations, maintain vehicle stability, and reduce noise. The lateral stiffness of a vibration-damping fastener refers to its ability to resist deformation when subjected to external forces in the lateral direction (perpendicular to the length of the rail). Sufficient lateral stiffness limits the lateral displacement of the rail, preventing accidents such as derailment caused by excessive lateral movement during train operation. Appropriate lateral stiffness reduces rail wear caused by lateral vibration and slippage, particularly effectively reducing rail corrugation and extending rail service life. This helps maintain track stability, reduces lateral shake and vibration during train operation, and thus improves passenger comfort.

[0003] However, existing vibration-damping fasteners typically incorporate transverse stops and limiters to limit lateral displacement between components and thereby improve lateral rigidity. However, even with only stoppers and other features, the lateral rigidity of the vibration-damping fastener is still insufficient, making lateral vibration and slippage of the rails a common occurrence during train travel, impacting comfort and safety. Therefore, it is essential to design a vibration-damping fastener system with a damping plate for urban rail transit to address this issue. Summary of the Invention

[0004] In response to the above problems, the present invention provides a vibration-damping fastener system with a damping plate for urban rail transit to solve the problems raised in the above background technology.

[0005] To achieve the above object, the present invention provides the following technical solutions: A vibration-damping fastener system with a damping plate for urban rail transit, applied to a sleeper, comprises an elastic pad assembly, an iron pad assembly, a distance adjusting block, a first lateral restraint, and a second lateral restraint, wherein the iron pad assembly is mounted on the sleeper, the elastic pad assembly is located above the iron pad assembly, and a rail is disposed on the elastic pad assembly; two distance adjusting blocks are provided, and the two distance adjusting blocks are respectively secured to the left and right ends of the rail; two first lateral restraints are provided, and the two first lateral restraints are mounted on the left and right ends of the elastic pad assembly, with the left first lateral restraint located to the left of the left distance adjusting block, and the right first lateral restraint located to the right of the right distance adjusting block; There are two second lateral restraint bodies, which are installed at the left and right ends of the iron pad assembly. The left second lateral restraint body is located on the left side of the elastic pad assembly, and the right second lateral restraint body is located on the right side of the elastic pad assembly.

[0006] Optionally, the elastic pad assembly includes a rubber layer and a constraint layer, and a first mounting groove and a second mounting groove are opened at the upper end of the constraint layer, the first mounting groove is located in the middle of the constraint layer, and two second mounting grooves are provided, and the two second mounting grooves are located at the left and right ends of the first mounting groove. The first mounting groove is used to set the rubber layer, and the lower end of the steel rail is used to be inserted into the first mounting groove and abut against the upper end of the rubber layer; the distance adjusting block at the left end is used to be inserted into the second mounting groove at the left end, and the distance adjusting block at the right end is used to be inserted into the second mounting groove at the right end.

[0007] Optionally, a third mounting groove is provided at both the left and right ends of the constraint layer, the third mounting groove at the left end is located on the left side of the second mounting groove at the left end, and the third mounting groove at the right end is located on the right side of the second mounting groove at the right end, the lower end of the first lateral constraint body at the left end is used to be inserted into the third mounting groove at the left end, and the right side of the upper end of the first lateral constraint body at the left end abuts against the distance adjustment block at the left end, and the lower end of the first lateral constraint body at the right end is used to be inserted into the third mounting groove at the right end, and the left side of the upper end of the first lateral constraint body at the right end abuts against the distance adjustment block at the right end.

[0008] Optionally, the vibration-damping fastener system with a damping plate for urban rail transit further includes a first limit block and a limit rod, and a fourth mounting slot and a first connecting channel are provided at both left and right ends of the constraint layer, the fourth mounting slot on the left side is connected to the third mounting slot on the left side through the first connecting channel on the left side, and the fourth mounting slot on the right side is connected to the third mounting slot on the right side through the first connecting channel on the right side, and a limit slot is provided at the front end of the first lateral constraint body on the left side and the front end of the first lateral constraint body on the right side; The first limiting block is slidably connected to the fourth mounting slot along the front-rear direction, and the limiting rod is connected to the rear end of the first limiting block and is used to be inserted into the limiting slot.

[0009] Optionally, the vibration-damping fastener system with a damping plate for urban rail transit also includes a block and a spring. The first connecting channel extends in the front-to-back direction. The block is provided on one side of the first connecting channel close to the first lateral constraint body. The spring is provided in the first connecting channel and coaxially with the first connecting channel. One end of the spring is connected to the block, and the other end abuts against the first limit block.

[0010] Optionally, the vibration-damping fastener system with a damping plate for urban rail transit also includes a second limit block, a first inclined surface is provided on the front side of the first limit block, the first inclined surface faces upward, a second inclined surface is provided on the rear side of the second limit block, the second inclined surface faces downward, the lower end of the second limit block is used to be inserted into the fourth mounting groove, and the second inclined surface is used to abut against the first inclined surface.

[0011] Optionally, the vibration-damping fastener system with a damping plate for urban rail transit also includes a connecting block, a first rotating shaft, a third limiting block and a first torsion spring. The connecting block is connected to the constraint layer, and the third limiting block is rotatably connected to the connecting block through the first rotating shaft. The third limiting block is located above the second limiting block, the axial direction of the first rotating shaft is in the front-to-back direction, and the first torsion spring is sleeved on the first rotating shaft.

[0012] Optionally, the iron pad assembly includes an iron pad and a connecting seat, the connecting seat is arranged at the upper end of the iron pad, a first slot is opened on the constraint layer, a second slot is opened on the connecting seat, and the second lateral constraint body is located between the first slot and the second slot.

[0013] Optionally, the vibration-damping fastener system with a damping plate for urban rail transit also includes a second rotating shaft, a fourth limit block and a second torsion spring. A third slot is provided on the second lateral constraint body. The upper end of the fourth limit block is rotatably connected to the third limit block through the second rotating shaft. The lower end of the fourth limit block is used to be inserted into the third slot. The axial direction of the second rotating shaft is in the front-to-back direction, and the second torsion spring is sleeved on the second rotating shaft.

[0014] The technical effects and advantages of the present invention are as follows: 1. By providing a first lateral constraint on the elastic pad assembly, the distance adjustment block can be limited, restricting the lateral displacement of the distance adjustment block, which is beneficial to improving the lateral stiffness of the vibration damping fastener system.

[0015] 2. A second lateral constraint body is provided on the iron pad assembly to limit the elastic pad assembly and constrain the lateral displacement of the elastic pad assembly, which is beneficial to further improve the lateral stiffness of the vibration damping fastener system.

[0016] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0018] Figure 1 A schematic structural diagram of a vibration-damping fastener system with a damping plate for urban rail transit according to an embodiment of the present invention is shown; Figure 2 Shown Figure 1 Enlarged view of area A in the middle; Figure 3 Shown Figure 1 Enlarged view of area B in the middle; Figure 4 Shown Figure 2 Enlarged view of area C in the middle; Figure 5 A partial structural schematic diagram of a vibration-damping fastener system with a damping plate for urban rail transit according to an embodiment of the present invention is shown; Figure 6 Shown Figure 5 Enlarged view of area D in the middle; Figure 7 A schematic structural diagram showing another perspective of a vibration-damping fastener system with a damping plate for urban rail transit according to an embodiment of the present invention; Figure 8 Shown Figure 7 Enlarged view of the middle E area; Figure 9 Shown Figure 7 Cross-sectional view in the FF direction; Figure 10 Shown Figure 9 Magnified view of the middle G region; Figure 11 A schematic structural diagram of an elastic pad assembly according to an embodiment of the present invention is shown; Figure 12 Shown Figure 11 Magnified view of the middle H region.

[0019] In the figure: 1. sleeper; 2. elastic pad assembly; 3. iron pad assembly; 4. distance adjusting block; 5. first lateral constraint body; 6. second lateral constraint body; 7. rubber layer; 8. constraint layer; 9. first mounting slot; 10. second mounting slot; 11. third mounting slot; 12. first limit block; 13. limit rod; 14. fourth mounting slot; 15. first connecting channel; 16. second limit block; 17. block; 18. spring; 19. connecting block; 20. first rotating shaft; 21. third limit block; 22. first torsion spring; 23. iron pad; 24. connecting seat; 25. first slot; 26. second slot; 27. height-adjusting pad; 28. second rotating shaft; 29. fourth limit block; 30. second torsion spring; 31. third slot; 32. rail; 33. limit slot. DETAILED DESCRIPTION

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings 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 making creative efforts shall fall within the scope of protection of the present invention.

[0021] The positive direction of the X axis is forward, the negative direction of the X axis is backward, the positive direction of the Y axis is left, the negative direction of the Y axis is right, the positive direction of the Z axis is upward, and the negative direction of the Z axis is downward.

[0022] like Figures 1 to 9 As shown, a vibration-damping fastener system with a damping plate for urban rail transit according to an embodiment of the present invention is applied to a sleeper 1. The vibration-damping fastener system with a damping plate for urban rail transit includes an elastic pad assembly 2, an iron pad assembly 3, a distance adjustment block 4, a first lateral constraint 5, and a second lateral constraint 6. The iron pad assembly 3 is mounted on the sleeper 1, the elastic pad assembly 2 is located above the iron pad assembly 3, and a rail 32 is used to be set on the elastic pad assembly 2. There are two distance adjusting blocks 4, which are respectively secured to the left and right ends of the rail 32. Two first lateral restraining bodies 5 are provided, and the two first lateral restraining bodies 5 are installed at the left and right ends of the elastic pad assembly 2, the left first lateral restraining body 5 is located on the left side of the left end distance adjusting block 4, and the right first lateral restraining body 5 is located on the right side of the right end distance adjusting block 4; There are two second lateral restraint bodies 6, which are installed at the left and right ends of the iron pad assembly 3. The left second lateral restraint body 6 is located on the left side of the elastic pad assembly 2, and the right second lateral restraint body 6 is located on the right side of the elastic pad assembly 2.

[0023] Specifically, the first lateral restraining body 5 and the second lateral restraining body 6 can be configured as a layered structure composed of a plurality of rubber layers 7 and a plurality of metal layers stacked in sequence.

[0024] In this embodiment, two spacers 4 are clamped at the left and right ends of the rail 32, and a first lateral constraint 5 is installed at the left end of the elastic pad assembly 2. The left first lateral constraint 5 is used to limit the left spacer 4. The first lateral constraint 5 is installed at the right end of the elastic pad assembly 2. The right first lateral constraint 5 is used to limit the right spacer 4. The two first lateral constraints 5 can be used to constrain the lateral displacement of the two spacers 4, thereby improving the lateral stiffness of the vibration-damping fastener system. Secondly, a second lateral constraint 6 is installed at the left end of the iron pad assembly 3. The left second lateral constraint 6 is used to limit the left end of the elastic pad assembly 2. The second lateral constraint 6 is installed at the right end of the iron pad assembly 3. The right second lateral constraint 6 is used to limit the right end of the elastic pad assembly 2. The two second lateral constraints 6 can be used to constrain the lateral displacement of the elastic pad assembly 2, thereby further improving the lateral stiffness of the vibration-damping fastener system.

[0025] Alternatively, as Figure 2 、 Figure 3 、 Figure 6 、 Figure 8 、 Figure 10 、 Figure 11 as well as Figure 12 As shown, the elastic pad assembly 2 includes a rubber layer 7 and a constraint layer 8. The upper end of the constraint layer 8 is provided with a first mounting groove 9 and a second mounting groove 10. The first mounting groove 9 is located in the middle of the constraint layer 8. There are two second mounting grooves 10, which are located at the left and right ends of the first mounting groove 9. The first mounting groove 9 is used to set the rubber layer 7. The lower end of the steel rail 32 is used to be inserted into the first mounting groove 9 and abut against the upper end of the rubber layer 7. The distance adjusting block 4 at the left end is used to be inserted into the second installation groove 10 at the left end, and the distance adjusting block 4 at the right end is used to be inserted into the second installation groove 10 at the right end.

[0026] In this embodiment, by providing a first mounting groove 9 and positioning the lower end of the rail 32 within the first mounting groove 9, the lateral displacement of the rail 32 can be constrained, thereby improving the lateral stiffness of the vibration-damping fastener. Furthermore, by providing a rubber layer 7 within the first mounting groove 9, the rubber layer 7 can be used to dampen vibrations of the rail 32, thereby reducing vibration and noise during train travel. Furthermore, by inserting the lower end of the distance adjuster 4 into the second mounting groove 10, the distance adjuster 4 can be positioned, thereby constraining its lateral displacement and further improving the lateral stiffness of the vibration-damping fastener.

[0027] Alternatively, as Figure 11 and Figure 12 As shown, the constraint layer 8 is provided with a third mounting groove 11 at both ends thereof. The third mounting groove 11 at the left end is located on the left side of the second mounting groove 10 at the left end, and the third mounting groove 11 at the right end is located on the right side of the second mounting groove 10 at the right end. The lower end of the first lateral constraint body 5 at the left end is used to be inserted into the third mounting groove 11 at the left end, and the right side of the upper end of the first lateral constraint body 5 at the left end abuts against the distance adjusting block 4 at the left end. The lower end of the first lateral constraint body 5 at the right end is used to be inserted into the third mounting groove 11 at the right end, and the left side of the upper end of the first lateral constraint body 5 at the right end abuts against the distance adjusting block 4 at the right end.

[0028] Specifically, the first lateral restraint body 5 is configured to be L-shaped.

[0029] In this embodiment, by providing a third mounting slot 11 at the left end of the constraint layer 8 and inserting the lower end of the left first lateral constraint 5 into the third mounting slot 11, the left first lateral constraint 5 can be restrained, ensuring that the left first lateral constraint 5 restrains the left distance block 4. Furthermore, by providing a third mounting slot 11 at the right end of the constraint layer 8 and inserting the lower end of the right first lateral constraint 5 into the third mounting slot 11, the right first lateral constraint 5 can be restrained, ensuring that the right first lateral constraint 5 restrains the right distance block 4.

[0030] Alternatively, as Figure 10 and Figure 11 As shown, the vibration damping fastener system with a damping plate for urban rail transit further includes a first limit block 12 and a limit rod 13. A fourth mounting groove 14 and a first connecting channel 15 are provided at both left and right ends of the constraint layer 8. The fourth mounting groove 14 at the left end communicates with the third mounting groove 11 at the left end through the first connecting channel 15 at the left end, and the fourth mounting groove 14 at the right end communicates with the third mounting groove 11 at the right end through the first connecting channel 15 at the right end. A limit groove 33 is provided at both the left end and the right end of the first lateral constraint body 5. The first limiting block 12 is slidably connected to the fourth mounting slot 14 along the front-to-back direction. The limiting rod 13 is connected to the rear end of the first limiting block 12 and is used to be inserted into the limiting slot 33 .

[0031] Specifically, the left end of the constraint layer 8 defines a third left mounting slot 11 and two fourth left mounting slots 14. The two fourth left mounting slots 14 are located on either side of the third left mounting slot 11. A first stopper 12 and a stopper rod 13 are located in each of the fourth left mounting slots 14. The right end of the constraint layer 8 defines a third right mounting slot 11 and two fourth right mounting slots 14. The two fourth right mounting slots 14 are located on either side of the third right mounting slot 11. A first stopper 12 and a stopper rod 13 are located in each of the fourth right mounting slots 14. Furthermore, the first lateral constraint body 5 defines a stopper slot 33 at both its front and rear ends.

[0032] In this embodiment, during the process of the first lateral restraint body 5, the lower end of the first lateral restraint body 5 is inserted into the third mounting groove 11, and the first limit block 12 is set in the fourth mounting groove 14. The first limit block 12 is used to slide relative to the fourth mounting groove 14 to drive the limit rod 13 to pass through the first connecting channel 15 and be inserted into the limit groove 33 to limit the first lateral restraint body 5 and prevent the first lateral restraint body 5 from detaching from the third mounting groove 11, thereby further ensuring the limiting effect of the first lateral restraint body 5 on the distance adjustment block 4.

[0033] Alternatively, as Figure 2 、 Figure 3 、 Figure 6 、 Figure 8 as well as Figure 10 As shown, the vibration-damping fastener system with a damping plate for urban rail transit also includes a second limit block 16, the first limit block 12 is provided with a first inclined surface, the first inclined surface faces upward, the second limit block 16 is provided with a second inclined surface, the second inclined surface faces downward, the lower end of the second limit block 16 is used to be inserted into the fourth mounting groove 14, and the second inclined surface is used to abut against the first inclined surface.

[0034] In this embodiment, by providing a first inclined surface on the first limiting block 12 and a second inclined surface on the second limiting block 16, when the lower end of the second limiting block 16 is inserted into the fourth mounting slot 14, the first limiting block 12 can be pushed to move in the front-to-back direction within the fourth mounting slot 14 until the limiting rod 13 passes through the first connecting channel 15 and is inserted into the limiting slot 33. The second limiting block 16 inserted into the fourth mounting slot 14 can limit the first limiting block 12, thereby ensuring the stability of the limiting rod 13 inserted into the limiting slot 33, which is conducive to further limiting the first lateral restraining body 5 and preventing the first lateral restraining body 5 from being disengaged from the third mounting slot 11.

[0035] Alternatively, as Figure 10 and Figure 12 As shown, the vibration-damping fastener system with a damping plate for urban rail transit also includes a block 17 and a spring 18. The first connecting channel 15 is extended in the front-to-back direction. The block 17 is provided on one side of the first connecting channel 15 close to the first lateral restraint body 5. The spring 18 is provided in the first connecting channel 15 and is coaxially distributed with the first connecting channel 15. One end of the spring 18 is connected to the block 17, and the other end abuts against the first limit block 12.

[0036] In this embodiment, a stopper 17 and a spring 18 are provided in the first connecting channel 15. When the first stopper 12 moves toward the first lateral restraining body 5 and the limiting rod 13 is inserted into the limiting groove 33, the spring 18 between the stopper 17 and the first stopper 12 is compressed. When the second stopper 16 is removed from the fourth mounting groove 14, the spring 18 extends, driving the first stopper 12 away from the first lateral restraining body 5. This facilitates replacement of the first lateral restraining body 5 when it becomes worn.

[0037] Optionally, as 2 to Figure 4 , Figure 6 , Figure 8 as well as Figure 11 As shown, the vibration-damping fastener system with a damping plate for urban rail transit also includes a connecting block 19, a first rotating shaft 20, a third limit block 21 and a first torsion spring 22. The connecting block 19 is connected to the constraint layer 8, and the third limit block 21 is rotatably connected to the connecting block 19 through the first rotating shaft 20. The third limit block 21 is located above the second limit block 16, and the axial direction of the first rotating shaft 20 is toward the front and rear direction. The first torsion spring 22 is sleeved on the first rotating shaft 20.

[0038] Specifically, the third limiting block 21 is configured to be shaped like a “>”. Secondly, two ends of the first torsion spring 22 are connected to the connecting block 19 and the third limiting block 21 respectively.

[0039] In this embodiment, a third limiting block 21 is rotatably connected to the connecting block 19 via a first rotating shaft 20. The third limiting block 21 is positioned above the second limiting block 16 to limit the second limiting block 16. Furthermore, a first torsion spring 22 is provided on the first rotating shaft 20. The first torsion spring 22 generates a torsional force that causes the third limiting block 21 to exert a downward force on the second limiting block 16, thereby preventing the second limiting block 16 from disengaging from the fourth mounting slot 14.

[0040] Alternatively, as Figure 2 、 Figure 6 、 Figure 8as well as Figure 9 As shown, the iron pad assembly 3 includes an iron pad 23 and a connecting seat 24, the connecting seat 24 is arranged at the upper end of the iron pad 23, a first slot 25 is opened on the constraint layer 8, a second slot 26 is opened on the connecting seat 24, and the second lateral constraint body 6 is located between the first slot 25 and the second slot 26.

[0041] Specifically, two connecting seats 24 are provided, and the two connecting seats 24 can be integrally formed with the iron pad 23. Secondly, a first card slot 25 is provided at the left end of the constraint layer 8, and a second card slot 26 is provided on the left end connecting seat 24. The left second lateral constraint body 6 is inserted from front to back between the first card slot 25 and the second card slot 26. A first card slot 25 is provided at the right end of the constraint layer 8, and a second card slot 26 is provided on the right end connecting seat 24. The right second lateral constraint body 6 is inserted from front to back between the first card slot 25 and the second card slot 26. In addition, as Figure 7 and Figure 8 As shown, a height-adjusting pad 27 is provided between the constraining layer 8 and the iron pad 23 .

[0042] In this embodiment, by setting a connecting seat 24 and opening a first card slot 25 and a second card slot 26, the second lateral constraint body 6 can be easily installed to limit the second lateral constraint body 6 and ensure that the second lateral constraint body 6 has a restraining effect on the lateral displacement of the constraint layer 8.

[0043] Alternatively, as Figure 4 As shown, the vibration-damping fastener system with a damping plate for urban rail transit also includes a second rotating shaft 28, a fourth limit block 29 and a second torsion spring 30. A third slot 31 is provided on the second lateral restraint body 6. The upper end of the fourth limit block 29 is rotatably connected to the third limit block 21 through the second rotating shaft 28. The lower end of the fourth limit block 29 is used to be inserted into the third slot 31. The axial direction of the second rotating shaft 28 is toward the front and rear direction, and the second torsion spring 30 is sleeved on the second rotating shaft 28.

[0044] Specifically, the fourth limiting block 29 is configured to be shaped like a “>”. Secondly, two ends of the second torsion spring 30 are connected to the third limiting block 21 and the fourth limiting block 29 respectively.

[0045] In this embodiment, the upper end of the fourth limiting block 29 is rotatably connected to the third limiting block 21 via the second rotating shaft 28, and the lower end of the fourth limiting block 29 is inserted into the third engaging slot 31 to limit the second lateral restraining body 6. Secondly, a second torsion spring 30 is provided on the second rotating shaft 28 to generate a torsional force that forces the lower end of the fourth limiting block 29 to be inserted into the third engaging slot 31.

[0046] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vibration-damping fastener system with a damping plate for urban rail transit, applied to a sleeper (1), characterized in that: The invention comprises an elastic pad assembly (2), an iron pad assembly (3), a distance adjusting block (4), a first lateral constraint body (5) and a second lateral constraint body (6), wherein the iron pad assembly (3) is mounted on the rail sleeper (1), the elastic pad assembly (2) is located above the iron pad assembly (3), and the rail (32) is used to be arranged on the elastic pad assembly (2); two distance adjusting blocks (4) are provided, and the two distance adjusting blocks (4) are respectively fastened to the left and right ends of the rail (32); two first lateral constraints (5) are provided, and the two first lateral constraints (5) are approximately The bundle body (5) is installed at the left and right ends of the elastic pad assembly (2), the first lateral constraint body (5) at the left end is located on the left side of the distance adjustment block (4) at the left end, and the first lateral constraint body (5) at the right end is located on the right side of the distance adjustment block (4) at the right end; two second lateral constraint bodies (6) are provided, and the two second lateral constraint bodies (6) are installed at the left and right ends of the iron pad assembly (3), the second lateral constraint body (6) at the left end is located on the left side of the elastic pad assembly (2), and the second lateral constraint body (6) at the right end is located on the right side of the elastic pad assembly (2).

2. The vibration-damping fastener system with a damping plate for urban rail transit according to claim 1, characterized in that: The elastic pad assembly (2) comprises a rubber layer (7) and a constraint layer (8); a first mounting groove (9) and a second mounting groove (10) are provided at the upper end of the constraint layer (8); the first mounting groove (9) is located in the middle of the constraint layer (8); two second mounting grooves (10) are provided, and the two second mounting grooves (10) are located at the left and right ends of the first mounting groove (9); the first mounting groove (9) is used to set the rubber layer (7); the lower end of the steel rail (32) is used to be inserted into the first mounting groove (9) and abut against the upper end of the rubber layer (7); the left end distance adjusting block (4) is used to be inserted into the left end second mounting groove (10), and the right end distance adjusting block (4) is used to be inserted into the right end second mounting groove (10).

3. The vibration-damping fastener system with a damping plate for urban rail transit according to claim 2, characterized in that: The constraint layer (8) is provided with a third mounting groove (11) at both left and right ends. The third mounting groove (11) at the left end is located on the left side of the second mounting groove (10) at the left end, and the third mounting groove (11) at the right end is located on the right side of the second mounting groove (10) at the right end. The lower end of the first lateral constraint body (5) at the left end is used to be inserted into the third mounting groove (11) at the left end, and the right side of the upper end of the first lateral constraint body (5) at the left end abuts against the distance adjustment block (4) at the left end. The lower end of the first lateral constraint body (5) at the right end is used to be inserted into the third mounting groove (11) at the right end, and the left side of the upper end of the first lateral constraint body (5) at the right end abuts against the distance adjustment block (4) at the right end.

4. The vibration-damping fastener system with a damping plate for urban rail transit according to claim 3, characterized in that: The constraint layer (8) further comprises a first limiting block (12) and a limiting rod (13); a fourth mounting groove (14) and a first connecting channel (15) are provided at both left and right ends of the constraint layer (8); the fourth mounting groove (14) on the left side is connected to the third mounting groove (11) on the left side through the first connecting channel (15) on the left side; the fourth mounting groove (14) on the right side is connected to the third mounting groove (11) on the right side through the first connecting channel (15) on the right side; a limiting groove (33) is provided at the front end of the first lateral constraint body (5) on the left side and the front end of the first lateral constraint body (5) on the right side; the first limiting block (12) is connected to the fourth mounting groove (14) in a sliding manner along the front-to-back direction; the limiting rod (13) is connected to the rear end of the first limiting block (12) and is used to be inserted into the limiting groove (33).

5. The vibration-damping fastener system with a damping plate for urban rail transit according to claim 4, characterized in that: The invention also includes a stopper (17) and a spring (18), wherein the first connecting channel (15) is extended in the front-to-back direction, and the stopper (17) is provided on a side of the first connecting channel (15) close to the first lateral restraining body (5), and the spring (18) is provided in the first connecting channel (15) and coaxially distributed with the first connecting channel (15), and one end of the spring (18) is connected to the stopper (17), and the other end abuts against the first limit block (12).

6. The vibration-damping fastener system with a damping plate for urban rail transit according to claim 5, characterized in that: The invention also includes a second limit block (16), wherein a first inclined surface is provided on the front side of the first limit block (12), and the first inclined surface faces upward; a second inclined surface is provided on the rear side of the second limit block (16), and the second inclined surface faces downward; the lower end of the second limit block (16) is used to be inserted into the fourth mounting groove (14), and the second inclined surface is used to abut against the first inclined surface.

7. The vibration-damping fastener system with a damping plate for urban rail transit according to claim 6, characterized in that: The invention also includes a connecting block (19), a first rotating shaft (20), a third limiting block (21) and a first torsion spring (22), wherein the connecting block (19) is connected to the constraint layer (8), the third limiting block (21) is rotatably connected to the connecting block (19) via the first rotating shaft (20), the third limiting block (21) is located above the second limiting block (16), the axial direction of the first rotating shaft (20) is toward the front-back direction, and the first torsion spring (22) is sleeved on the first rotating shaft (20).

8. The vibration-damping fastener system with a damping plate for urban rail transit according to claim 7, characterized in that: The iron plate assembly (3) comprises an iron plate (23) and a connecting seat (24); the connecting seat (24) is arranged at the upper end of the iron plate (23); a first slot (25) is provided on the constraint layer (8); a second slot (26) is provided on the connecting seat (24); and the second lateral constraint body (6) is located between the first slot (25) and the second slot (26).

9. The vibration-damping fastener system with a damping plate for urban rail transit according to claim 8, characterized in that: The invention also includes a second rotating shaft (28), a fourth limiting block (29) and a second torsion spring (30); a third slot (31) is provided on the second lateral restraining body (6); the upper end of the fourth limiting block (29) is rotatably connected to the third limiting block (21) through the second rotating shaft (28); the lower end of the fourth limiting block (29) is used to be inserted into the third slot (31); the axial direction of the second rotating shaft (28) is toward the front-back direction; the second torsion spring (30) is sleeved on the second rotating shaft (28).

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