A damping plate-equipped vibration reduction fastener system for urban rail transit

Abstract

The present application belongs to the field of rail transit, and particularly relates to a damping fastener system with damping plates 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 arranged on the elastic base plate assembly; the distance adjusting blocks are provided in two, and the two distance adjusting blocks are respectively buckled at the left and right ends of the steel rail; the first lateral constraint bodies are provided in two, and the two first lateral constraint bodies are installed at the left and right ends of the elastic base plate assembly; the second lateral constraint bodies are provided in two, and the two second lateral constraint bodies are installed at the left and right ends of the iron base plate assembly. By arranging the first lateral constraint bodies on the elastic base plate assembly, the lateral displacement of the distance adjusting blocks can be constrained, which is beneficial to improve the lateral stiffness of the damping fastener system. By arranging the second lateral constraint bodies on the iron base plate assembly, the lateral displacement of the elastic base plate assembly can be constrained, which is beneficial to further improve the lateral stiffness of the damping fastener system.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of rail transit, and particularly relates to a damping fastener system with a damping plate for urban rail transit. BACKGROUND

[0002] With the vigorous development of rail transit, the problems of unstable vehicle driving and noise in rail transit are increasingly valued. In the prior art, a damping fastener is usually used to absorb vibration to maintain the stability of vehicle driving and reduce noise. The lateral stiffness of the damping fastener refers to the ability of the damping fastener to resist deformation when subjected to external force in the lateral direction (perpendicular to the length direction of the rail). Sufficient lateral stiffness can limit the lateral displacement of the rail and prevent derailment and other safety accidents during train operation. Appropriate lateral stiffness can reduce the wear of the rail due to lateral vibration and sliding, especially effectively reducing the occurrence of rail corrugation and prolonging the service life of the rail. It helps to maintain the stability of the track, reduce the lateral sway and vibration of the train during operation, and thus improve the comfort of passengers.

[0003] However, the existing damping fastener usually sets a lateral shoulder, a limiting block or the like to limit the lateral displacement between components to improve the lateral stiffness. However, the lateral stiffness of the damping fastener is still insufficient with only the shoulder limiting block, and the rail is prone to lateral vibration and sliding during train driving, which affects the comfort and safety. Therefore, it is necessary to design a damping fastener system with a damping plate for urban rail transit to solve the above problems. SUMMARY

[0004] In view of the above problems, the present application provides a damping fastener system with a damping plate for urban rail transit to solve the problems in the background art.

[0005] To achieve the above purpose, the present application provides the following technical scheme:

[0006] A damping fastener system with a damping plate for urban rail transit is applied to a sleeper, which comprises an elastic pad assembly, an iron pad assembly, a distance adjusting block, a first lateral constraint body and a second lateral constraint body. The iron pad assembly is installed on the sleeper, and the elastic pad assembly is located above the iron pad assembly. A rail is arranged on the elastic pad assembly. Two distance adjusting blocks are arranged, and the two distance adjusting blocks are respectively clamped at the left and right ends of the rail. Two first lateral constraint bodies are arranged, and the two first lateral constraint bodies are installed at the left and right ends of the elastic pad assembly. The left first lateral constraint body is located to the left of the left distance adjusting block, and the right first lateral constraint body is located to the right of the right distance adjusting block.

[0007] There are two second lateral restraint bodies. The two second lateral restraint bodies 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.

[0008] Optionally, the elastic pad assembly includes a rubber layer and a constraint layer. The constraint layer has a first mounting groove and a second mounting groove at its upper end. The first mounting groove is located in the middle of the constraint layer. There are two second mounting grooves, located at the left and right ends of the first mounting groove. The first mounting groove is used to mount the rubber layer. The lower end of the rail is used to insert into the first mounting groove and abut against the upper end of the rubber layer. The left-end adjusting block is used to insert into the left-end second mounting groove, and the right-end adjusting block is used to insert into the right-end second mounting groove.

[0009] Optionally, a third mounting slot is provided at both the left and right ends of the constraint layer. The third mounting slot at the left end is located to the left of the second mounting slot at the left end, and the third mounting slot at the right end is located to the right of the second mounting slot at the right end. The lower end of the first lateral constraint body at the left end is used to insert into the third mounting slot at the left end, and the upper right end of the first lateral constraint body at the left end abuts against the adjusting block at the left end. The lower end of the first lateral constraint body at the right end is used to insert into the third mounting slot at the right end, and the upper left end of the first lateral constraint body at the right end abuts against the adjusting block at the right end.

[0010] Optionally, the vibration damping fastener system with damping plate for urban rail transit further includes a first limiting block and a limiting rod. The left and right ends of the constraint layer are provided with a fourth mounting groove and a first connecting channel. The fourth mounting groove on the left side is connected to the third mounting groove on the left side through the first connecting channel on the left side. The fourth mounting groove on the right side is connected to the third mounting groove on the right side through the first connecting channel on the right side. Limiting grooves are 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.

[0011] The first limiting block is slidably connected to the fourth mounting groove in the front-back 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 groove.

[0012] Optionally, the vibration damping fastener system with damping plate for urban rail transit further includes a stop and a spring. The first connecting channel extends in the front-rear direction. The stop is provided in the first connecting channel on the side close to the first lateral constraint body. The spring is provided in the first connecting channel and is coaxially distributed with the first connecting channel. One end of the spring is connected to the stop and the other end abuts against the first limiting block.

[0013] Optionally, the vibration damping fastener system with damping plate for urban rail transit further includes a second limiting block. The first limiting block has a first inclined surface on its front side, with the first inclined surface facing upward. The second limiting block has a second inclined surface on its rear side, with the second inclined surface facing downward. The lower end of the second limiting block is used to insert into the fourth mounting groove, and the second inclined surface is used to abut against the first inclined surface.

[0014] Optionally, the vibration damping fastener system with damping plate for urban rail transit further 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, and the axial direction of the first rotating shaft is towards the front-rear direction. The first torsion spring is sleeved on the first rotating shaft.

[0015] Optionally, the iron pad assembly includes an iron pad and a connecting seat, the connecting seat is disposed at the upper end of the iron pad, a first slot is formed on the constraint layer, a second slot is formed on the connecting seat, and the second lateral constraint body is located between the first slot and the second slot.

[0016] Optionally, the vibration damping fastener system with damping plate for urban rail transit further includes a second rotating shaft, a fourth limiting block, and a second torsion spring. A third slot is provided on the second lateral restraint body. The upper end of the fourth limiting block is rotatably connected to the third limiting block through the second rotating shaft. The lower end of the fourth limiting block is used to insert into the third slot. The axial direction of the second rotating shaft is towards the front-rear direction. The second torsion spring is sleeved on the second rotating shaft.

[0017] The technical effects and advantages of this invention are as follows:

[0018] 1. By setting a first lateral constraint body on the elastic pad assembly, the adjusting block can be limited and its lateral displacement can be constrained, which is beneficial to improving the lateral stiffness of the vibration damping fastener system.

[0019] 2. Setting a second lateral constraint body on the iron pad assembly can limit the elastic pad assembly and constrain its lateral displacement, which is beneficial to further improve the lateral stiffness of the vibration damping fastener system.

[0020] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description and drawings. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 A schematic diagram of a vibration damping fastener system with damping plates for urban rail transit according to an embodiment of the present invention is shown.

[0023] Figure 2 It shows Figure 1 Enlarged view of region B in the middle;

[0024] Figure 3 It shows Figure 1 Enlarged view of region A in the middle;

[0025] Figure 4 It shows Figure 2 Enlarged view of region C in the middle;

[0026] Figure 5 A partial structural schematic diagram of a vibration damping fastener system with damping plates for urban rail transit according to an embodiment of the present invention is shown.

[0027] Figure 6 It shows Figure 5 Enlarged view of region D in the middle;

[0028] Figure 7 This invention provides a schematic diagram of the vibration damping fastener system with damping plates for urban rail transit, from another perspective, according to an embodiment of the present invention.

[0029] Figure 8 It shows Figure 7 Enlarged view of region E in the middle;

[0030] Figure 9 It shows Figure 7 A cross-sectional view along the FF direction;

[0031] Figure 10 It shows Figure 9 Enlarged view of region G in the middle;

[0032] Figure 11 A schematic diagram of the structure of the elastic pad assembly according to an embodiment of the present invention is shown;

[0033] Figure 12 It shows Figure 11 A magnified view of region H in the middle.

[0034] In the diagram: 1. Sleeper; 2. Elastic pad assembly; 3. Iron pad assembly; 4. Adjustable block; 5. First lateral restraint body; 6. Second lateral restraint body; 7. Rubber layer; 8. Restraint layer; 9. First mounting slot; 10. Second mounting slot; 11. Third mounting slot; 12. First limiting block; 13. Limiting rod; 14. Fourth mounting slot; 15. First connecting channel; 16. Second limiting block; 17. Stop block; 18. Spring; 19. Connecting block; 20. First rotating shaft; 21. Third limiting block; 22. First torsion spring; 23. Iron pad; 24. Connecting seat; 25. First slot; 26. Second slot; 27. Height adjustment pad; 28. Second rotating shaft; 29. ​​Fourth limiting block; 30. Second torsion spring; 31. Third slot; 32. Rail; 33. Limiting slot. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] The positive X-axis points forward, and the negative X-axis points backward; the positive Y-axis points left, and the negative Y-axis points right; the positive Z-axis points upward, and the negative Z-axis points downward.

[0037] like Figures 1 to 9 As shown in the figure, a vibration damping fastener system with damping plates for urban rail transit is applied to a sleeper 1. The vibration damping fastener system with damping plates for urban rail transit includes an elastic pad assembly 2, an iron pad assembly 3, an adjusting block 4, a first lateral restraint body 5, and a second lateral restraint body 6. The iron pad assembly 3 is installed on the sleeper 1, the elastic pad assembly 2 is located above the iron pad assembly 3, and the rail 32 is used to be set on the elastic pad assembly 2.

[0038] Two adjusting blocks 4 are provided, and the two adjusting blocks 4 are respectively fastened to the left and right ends of the rail 32;

[0039] Two first lateral constraint bodies 5 are provided. The two first lateral constraint bodies 5 are 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 to the left of the left end of the adjustment block 4, and the first lateral constraint body 5 at the right end is located to the right of the right end of the adjustment block 4.

[0040] Two second lateral restraint bodies 6 are provided. The two second lateral restraint bodies 6 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.

[0041] Specifically, both the first lateral restraint body 5 and the second lateral restraint body 6 can be configured as a layered structure consisting of multiple rubber layers 7 and multiple metal layers stacked alternately. Furthermore, the adjusting block 4 is configured as an L-shape.

[0042] In this embodiment, two adjusting blocks 4 are fastened to the left and right ends of the rail 32, and a first lateral constraint body 5 is installed on the left end of the elastic pad assembly 2 to limit the left adjusting block 4. A first lateral constraint body 5 is installed on the right end of the elastic pad assembly 2 to limit the right adjusting block 4. Thus, the two first lateral constraint bodies 5 can constrain the lateral displacement of the two adjusting blocks 4, thereby improving the lateral stiffness of the vibration damping fastener system. Secondly, a second lateral constraint body 6 is installed on the left end of the iron pad assembly 3 to limit the left end of the elastic pad assembly 2. A second lateral constraint body 6 is installed on the right end of the iron pad assembly 3 to limit the right end of the elastic pad assembly 2. Thus, the two second lateral constraint bodies 6 can constrain the lateral displacement of the elastic pad assembly 2, thereby further improving the lateral stiffness of the vibration damping fastener system.

[0043] Optionally, such 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 rail 32 is used to insert into the first mounting groove 9 and abut against the upper end of the rubber layer 7.

[0044] The left-end adjustable block 4 is used to be inserted into the left-end second mounting slot 10, and the right-end adjustable block 4 is used to be inserted into the right-end second mounting slot 10.

[0045] In this embodiment, by setting the first mounting groove 9 and placing the lower end of the rail 32 into 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. Secondly, by setting a rubber layer 7 within the first mounting groove 9, the rubber layer 7 can be used to dampen the rail 32, which helps reduce vibration and noise during train operation. Furthermore, by inserting the lower end of the adjusting block 4 into the second mounting groove 10, the adjusting block 4 can be limited, thereby constraining its lateral displacement and further improving the lateral stiffness of the vibration damping fastener.

[0046] Optionally, such as Figure 11 and Figure 12 As shown, the constraint layer 8 has a third mounting groove 11 at both the left and right ends. The third mounting groove 11 at the left end is located to the left of the second mounting groove 10 at the left end, and the third mounting groove 11 at the right end is located to the right 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 insert into the third mounting groove 11 at the left end, and the upper right side of the first lateral constraint body 5 at the left end abuts against the adjustment block 4 at the left end. The lower end of the first lateral constraint body 5 at the right end is used to insert into the third mounting groove 11 at the right end, and the upper left side of the first lateral constraint body 5 at the right end abuts against the adjustment block 4 at the right end.

[0047] Specifically, the first lateral constraint body 5 is set to an L-shaped configuration.

[0048] In this embodiment, by opening a third mounting groove 11 at the left end of the constraint layer 8, and inserting the lower end of the left-end first lateral constraint body 5 into the third mounting groove 11, the left-end first lateral constraint body 5 can be limited, ensuring that the left-end first lateral constraint body 5 limits the left-end adjusting block 4. Similarly, by opening a third mounting groove 11 at the right end of the constraint layer 8, and inserting the lower end of the right-end first lateral constraint body 5 into the third mounting groove 11, the right-end first lateral constraint body 5 can be limited, ensuring that the right-end first lateral constraint body 5 limits the right-end adjusting block 4.

[0049] Optionally, such as Figure 10 and Figure 11 As shown, the vibration damping fastener system with damping plate for urban rail transit also includes a first limiting block 12 and a limiting rod 13. The left and right ends of the constraint layer 8 are provided with a fourth mounting groove 14 and a first connecting channel 15. The left end of the fourth mounting groove 14 is connected to the left end of the third mounting groove 11 through the left end of the first connecting channel 15. The right end of the fourth mounting groove 14 is connected to the right end of the third mounting groove 11 through the right end of the first connecting channel 15. Limiting grooves 33 are provided at the ends of the left and right sides of the first lateral constraint body 5.

[0050] The first limiting block 12 is slidably connected to the fourth mounting groove 14 in the front-back direction, and 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.

[0051] Specifically, the left end of the constraint layer 8 has one left-end third mounting groove 11 and two left-end fourth mounting grooves 14, which are located on the front and rear sides of the left-end third mounting groove 11, respectively. Each of the two left-end fourth mounting grooves 14 contains a first limiting block 12 and a limiting rod 13. The right end of the constraint layer 8 has one right-end third mounting groove 11 and two right-end fourth mounting grooves 14, which are located on the front and rear sides of the right-end third mounting groove 11, respectively. Each of the two right-end fourth mounting grooves 14 contains a first limiting block 12 and a limiting rod 13. Furthermore, the first lateral constraint body 5 has limiting grooves 33 at both its front and rear ends.

[0052] In this embodiment, during the process of the first lateral constraint body 5, the lower end of the first lateral constraint body 5 is inserted into the third mounting groove 11, and the first limiting block 12 is set into the fourth mounting groove 14. By using the first limiting block 12 to slide relative to the fourth mounting groove 14, the limiting rod 13 is driven to pass through the first connecting channel 15 and be inserted into the limiting groove 33 to limit the first lateral constraint body 5 and prevent the first lateral constraint body 5 from detaching from the third mounting groove 11, thereby further ensuring the limiting effect of the first lateral constraint body 5 on the adjusting block 4.

[0053] Optionally, such as Figure 2 , Figure 3 , Figure 6 , Figure 8 as well as Figure 10 As shown, the vibration damping fastener system with damping plate for urban rail transit also includes a second limiting block 16. The first limiting block 12 is provided with a first inclined surface facing upward, and the second limiting block 16 is provided with a second inclined surface facing downward. The lower end of the second limiting block 16 is used to insert into the fourth mounting groove 14, and the second inclined surface is used to abut against the first inclined surface.

[0054] 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 groove 14, the first limiting block 12 can be pushed to move in the front-back direction within the fourth mounting groove 14 until the limiting rod 13 passes through the first connecting channel 15 and is inserted into the limiting groove 33. The insertion of the second limiting block 16 into the fourth mounting groove 14 limits the first limiting block 12, thereby ensuring the stability of the limiting rod 13 inserted into the limiting groove 33. This facilitates further limiting of the first lateral constraint body 5, preventing it from detaching from the third mounting groove 11.

[0055] Optionally, such as Figure 10 and Figure 12 As shown, the vibration damping fastener system with damping plate for urban rail transit also includes a stop block 17 and a spring 18. The first connecting channel 15 extends in the front-rear direction. The stop block 17 is provided in the first connecting channel 15 near 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 stop block 17, and the other end abuts against the first limiting block 12.

[0056] In this embodiment, by providing a stop 17 and a spring 18 within the first connecting channel 15, the first limiting block 12 moves towards the first lateral constraint body 5, pushing the limiting rod 13 into the limiting groove 33, which in turn compresses the spring 18 between the stop 17 and the first limiting block 12. When the second limiting block 16 is removed from the fourth mounting groove 14, the spring 18 extends, causing the first limiting block 12 to move away from the first lateral constraint body 5, facilitating the replacement of the first lateral constraint body 5 when it wears out.

[0057] Optionally, such as 2 to Figure 4 , Figure 6 , Figure 8 as well as Figure 11 As shown, the vibration damping fastener system with damping plate for urban rail transit also includes a connecting block 19, a first rotating shaft 20, a third limiting block 21, and a first torsion spring 22. The connecting block 19 is connected to the constraint layer 8. The third limiting block 21 is rotatably connected to the connecting block 19 through 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 in the front-back direction. The first torsion spring 22 is sleeved on the first rotating shaft 20.

[0058] Specifically, the third limiting block 21 is configured in a shape similar to ">". Secondly, the two ends of the first torsion spring 22 are respectively connected to the connecting block 19 and the third limiting block 21.

[0059] In this embodiment, a third limiting block 21 is rotatably connected to a connecting block 19 via a first rotating shaft 20. The third limiting block 21 is positioned above the second limiting block 16 to limit its movement. Furthermore, a first torsion spring 22 is provided on the first rotating shaft 20. The torsion spring 22 generates torque, causing the third limiting block 21 to exert a downward force on the second limiting block 16, preventing the second limiting block 16 from detaching from the fourth mounting groove 14.

[0060] Optionally, such 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 disposed on the upper end of the iron pad 23. A first slot 25 is provided on the constraint layer 8, and a second slot 26 is provided on the connecting seat 24. The second lateral constraint body 6 is located between the first slot 25 and the second slot 26.

[0061] 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 slot 25 is formed at the left end of the constraint layer 8, and a second slot 26 is formed on the left connecting seat 24. The left-side second lateral constraint body 6 is inserted from front to back between the first slot 25 and the second slot 26. A first slot 25 is formed at the right end of the constraint layer 8, and a second slot 26 is formed on the right-side connecting seat 24. The right-side second lateral constraint body 6 is inserted from front to back between the first slot 25 and the second slot 26. Furthermore, as... Figure 7 and Figure 8 As shown, an adjustment pad 27 is provided between the constraint layer 8 and the iron pad 23.

[0062] In this embodiment, by setting the connecting seat 24 and opening the first slot 25 and the second slot 26, it is convenient to install the second lateral constraint body 6, so as to limit the second lateral constraint body 6 and ensure the constraint effect of the second lateral constraint body 6 on the lateral displacement of the constraint layer 8.

[0063] Optionally, such as Figure 4 As shown, the vibration damping fastener system with damping plate for urban rail transit 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 restraint 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 insert into the third slot 31. The axial direction of the second rotating shaft 28 is towards the front-back direction. The second torsion spring 30 is sleeved on the second rotating shaft 28.

[0064] Specifically, the fourth limiting block 29 is configured in a shape similar to ">". Secondly, the two ends of the second torsion spring 30 are respectively connected to the third limiting block 21 and the fourth limiting block 29.

[0065] 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 slot 31 to limit the second lateral constraint body 6. Next, a second torsion spring 30 is provided on the second rotating shaft 28, and the torsion spring 30 generates torque to allow the lower end of the fourth limiting block 29 to be inserted into the third slot 31.

[0066] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions 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 damping plates for urban rail transit, applied to sleepers (1), characterized in that, The system includes an elastic pad assembly (2), a steel pad assembly (3), an adjusting block (4), a first lateral restraint body (5), and a second lateral restraint body (6). The steel pad assembly (3) is installed on the sleeper (1), and the elastic pad assembly (2) is located above the steel pad assembly (3). The rail (32) is used to be mounted on the elastic pad assembly (2). There are two adjusting blocks (4), which are respectively fastened to the left and right ends of the rail (32). There are two first lateral restraint bodies (5), which are installed on the left and right ends of the elastic pad assembly (2). The first lateral constraint body (5) at the left end is located to the left of the left end adjustment block (4), and the first lateral constraint body (5) at the right end is located to the right of the right end adjustment block (4); there are two second lateral constraint bodies (6), which are installed at the left and right ends of the iron pad assembly (3), with the second lateral constraint body (6) at the left end located to the left of the elastic pad assembly (2) and the second lateral constraint body (6) at the right end located to the right of the elastic pad assembly (2); the elastic pad assembly (2) includes a rubber layer (7) and a constraint layer (8), and the upper end of the constraint layer (8) is provided with a first mounting groove ( 9) and the second mounting slot (10), the first mounting slot (9) is located in the middle of the constraint layer (8), and there are two second mounting slots (10), which are located at the left and right ends of the first mounting slot (9). The first mounting slot (9) is used to set the rubber layer (7), and the lower end of the rail (32) is used to insert into the first mounting slot (9) and abut against the upper end of the rubber layer (7); the left end adjustment block (4) is used to insert into the left end second mounting slot (10), and the right end adjustment block (4) is used to insert into the right end second mounting slot (10); the constraint layer (8) is located in the middle of the constraint layer (8), and there are two second mounting slots (10), which are located at the left and right ends of the first mounting slot (9). Both ends of the right side are provided with a third mounting slot (11). The third mounting slot (11) at the left end is located to the left of the second mounting slot (10) at the left end, and the third mounting slot (11) at the right end is located to the right of the second mounting slot (10) at the right end. The lower end of the first lateral constraint body (5) at the left end is used to insert into the third mounting slot (11) at the left end. The upper right side of the first lateral constraint body (5) at the left end abuts against the adjustment block (4) at the left end. The lower end of the first lateral constraint body (5) at the right end is used to insert into the third mounting slot (11) at the right end. The upper left side of the first lateral constraint body (5) at the right end abuts against the adjustment block (4) at the right end.It also includes a first limiting block (12) and a limiting rod (13). The constraint layer (8) has a fourth mounting groove (14) and a first connecting channel (15) at both its left and right ends. The left fourth mounting groove (14) is connected to the left third mounting groove (11) via the left first connecting channel (15), and the right fourth mounting groove (14) is connected to the right third mounting groove (11) via the right first connecting channel (15). Limiting grooves (33) are provided at the front ends of both the left and right first lateral constraint bodies (5). The first limiting block (12) is slidably connected to the fourth mounting groove (14) in the front-back direction. The limiting rod (13) is connected to the rear end of the first limiting block (12) and is used to insert into the limiting groove (33).

2. The vibration damping fastener system with damping plates for urban rail transit according to claim 1, characterized in that, It also includes a stop (17) and a spring (18). The first connecting channel (15) extends in the front-back direction. The stop (17) is provided in the first connecting channel (15) on the side close to the first lateral constraint 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 stop (17), and the other end abuts against the first limiting block (12).

3. The vibration damping fastener system with damping plates for urban rail transit according to claim 2, characterized in that, It also includes a second limiting block (16), the first limiting block (12) has a first inclined surface on its front side, the first inclined surface faces upward, the second limiting block (16) has a second inclined surface on its rear side, the second inclined surface faces downward, the lower end of the second limiting block (16) is used to insert into the fourth mounting groove (14), and the second inclined surface is used to abut against the first inclined surface.

4. The vibration damping fastener system with damping plates for urban rail transit according to claim 3, characterized in that, It also includes a connecting block (19), a first rotating shaft (20), a third limiting block (21), and a first torsion spring (22). The connecting block (19) is connected to the constraint layer (8). The third limiting block (21) is rotatably connected to the connecting block (19) through 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 in the front-back direction. The first torsion spring (22) is sleeved on the first rotating shaft (20).

5. The vibration damping fastener system with damping plates for urban rail transit according to claim 4, characterized in that, The iron pad assembly (3) includes an iron pad (23) and a connecting seat (24). The connecting seat (24) is disposed on the upper end of the iron pad (23). A first slot (25) is provided on the constraint layer (8), and a second slot (26) is provided on the connecting seat (24). The second lateral constraint body (6) is located between the first slot (25) and the second slot (26).

6. The vibration damping fastener system with damping plates for urban rail transit according to claim 5, characterized in that, It 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 constraint 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 insert into the third slot (31). The axial direction of the second rotating shaft (28) is towards the front and rear direction. The second torsion spring (30) is sleeved on the second rotating shaft (28).

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