All-directional rigidity decoupling integrated vulcanization type steel rail damping fastener

Abstract

The invention discloses an all-directional rigidity decoupling integrated vulcanization type steel rail vibration reduction fastener, and relates to the technical field of steel rail vibration reduction fasteners. The vibration damping device comprises a sleeper, a steel rail is erected above the sleeper, a vibration damping fastener assembly is arranged between the sleeper and the steel rail, and the vibration damping fastener assembly comprises a main body component and a basic component; the main body component comprises a lower iron base plate, transverse elastic restraint layers, an upper iron base plate and longitudinal elastic restraint layers, a second mounting cavity is formed in the iron base plate, and the transverse elastic restraint layers are mounted on the inner walls of the two sides of the lower iron base plate. The steel rail vibration reduction fastener provided by the invention belongs to an all-directional rigidity decoupling integrated vulcanization type steel rail vibration reduction fastener, is compact in structure, small in part number and easy to produce, manufacture and mount on site, does not have the problem of abrasion in the large-amplitude up-down vibration of the steel rail, and has good comprehensive performance of stable driving, high vibration reduction quantity and the like.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail vibration-damping fasteners, and in particular relates to an integrated vulcanized rail vibration-damping fastener with decoupled isotropic stiffness. Background Art

[0002] When a train is in motion, wheel-rail vibrations can easily cause vibration pollution to surrounding buildings and secondary structural noise in indoor spaces. The use of vibration-damping fasteners on the track is an effective solution to this problem, particularly in urban rail transit, where they are widely used. When a train is in motion, the wheels apply dynamic loads to the rail head in three directions: vertical loads perpendicular to the ground, longitudinal loads along the longitudinal direction of the rail, and transverse loads perpendicular to the longitudinal direction of the rail in the horizontal plane. Vertical loads are the largest, followed by transverse loads, and longitudinal loads are the smallest.

[0003] Vertical loads are the primary source of environmental vibration. To reduce vibration and protect the environment, vibration damping fasteners are generally required to have low vertical stiffness. Within a certain range, lower vertical stiffness results in higher vibration damping.

[0004] Transverse loads are the primary source of train yaw. To ensure smooth operation, damping fasteners are generally required to have high transverse stiffness. The greater the transverse stiffness, the smoother the operation.

[0005] As for the longitudinal load, it is the main load source for the train to move forward. In order to prevent the rails from sliding backward, it is generally required that the longitudinal stiffness of the vibration-damping fasteners cannot be lower than a certain limit, and the larger the better.

[0006] Therefore, the design direction of vibration damping fasteners is generally to maximize transverse and longitudinal stiffness within their respective parameter ranges, while minimizing vertical stiffness. Based on this design direction, existing vibration damping fasteners are generally divided into two categories, which are discussed below.

[0007] The first type is a coupled approach: To save costs, the same set of parts is used to simultaneously address the stiffness requirements in the longitudinal, transverse, and vertical directions. For example, a pair of rubber blocks is used to clamp the rail at the rail waist to achieve a balanced fastener design, or an elliptical rubber ring is used to achieve a balanced fastener design. In this type of design method, the stiffness values ​​in each direction are not completely independent of each other, but rather have a high degree of correlation. For example, reducing the vertical stiffness also reduces the transverse and longitudinal stiffness, and they are coupled together. This type of design method generally can only seek a compromise, and it is difficult to achieve optimal overall performance.

[0008] The second type is decoupled: in pursuit of better overall performance, different parts are used to achieve the stiffness requirements in the longitudinal, transverse and vertical directions respectively, that is, the stiffness values ​​in each direction are independent of each other. There are currently two types of existing decoupled vibration damping fasteners of this type, namely: the first type uses a hard-to-hard rigid limitation method in the longitudinal and transverse directions, and an elastic constraint method in the vertical direction; the second type uses a hard-to-hard rigid limitation method in the longitudinal direction, and an elastic constraint method in the transverse and vertical directions. For the two existing decoupled vibration damping fastener design methods, the current problems are mainly reflected in the following two aspects, namely:

[0009] 1. For rigid stoppers that rely on a hard collision, these surfaces can wear out when the rail vibrates up and down. For example, when using a rigid stopper between a nylon part and a cast iron part, the wear of the nylon is particularly prominent during the up and down vibration of the cast iron. 2. Because rigidity in the three directions is achieved using separate parts, the number of parts is large, the structure is complex, and on-site disassembly, assembly, maintenance, and repair are very troublesome.

[0010] Therefore, how to design a decoupling vibration-damping fastener that can alleviate or overcome these two problems has become one of the main research directions of fasteners. Summary of the Invention

[0011] The object of the present invention is to provide an integrated vulcanized rail vibration-damping fastener with decoupled isotropic stiffness. The fastener has a compact structure, a small number of parts, and is easy to manufacture and install on site. In addition, the fastener does not suffer from wear problems during large-scale up and down vibrations of the rail, and has good comprehensive performance such as smooth driving and high vibration reduction.

[0012] To solve the above technical problems, the present invention is implemented through the following technical solutions.

[0013] The present invention provides an integrated vulcanized rail vibration-damping fastener with isotropic stiffness decoupling, comprising a sleeper, a rail mounted above the sleeper, a vibration-damping fastener assembly arranged between the sleeper and the rail, and the vibration-damping fastener assembly comprising a main body component and a base component; the main body component comprises a lower iron pad, a transverse elastic constraint layer, an upper iron pad and a longitudinal elastic constraint layer, an installation cavity 2 is opened inside the iron pad, the transverse elastic constraint layer is installed on the inner walls on both sides of the lower iron pad, and the longitudinal elastic constraint layer is installed on the inner walls on the front and rear sides of the installation cavity 2, the lower iron pad and the upper iron pad are both provided with a higher transverse stopper and a shorter longitudinal stopper, the transverse elastic constraint layer is formed by alternatingly overlapping high and wide multi-layer metal sheets and multi-layer rubber sheets, and the longitudinal elastic constraint layer is formed by alternatingly overlapping short and wide multi-layer metal sheets and multi-layer rubber sheets, and the upper iron pad, the lower iron pad, the transverse elastic constraint layer and the longitudinal elastic constraint layer are bonded together by vulcanization of metal and rubber.

[0014] The present invention is further configured such that the main body component further includes a vibration-damping pad, and the vibration-damping pad includes an intermediate substrate, and frustums are symmetrically distributed on the top and bottom of the intermediate substrate.

[0015] The present invention has the following beneficial effects.

[0016] 1. The longitudinal, transverse and vertical stiffness of the fastener are controlled by the longitudinal elastic constraint layer, transverse elastic constraint layer and vibration damping pad respectively. The parameters can be designed separately as needed to make the fastener have good comprehensive performance.

[0017] 2. The longitudinal elastic constraint layer, the transverse elastic constraint layer and the vibration damping pad are all elastic rather than rigid constraint methods. When the rail vibrates up and down significantly, there is no wear problem in the fasteners.

[0018] 3. After the main components are vulcanized together with multiple parts, the number of fastener parts is small, and on-site installation and maintenance are very simple.

[0019] Of course, any product implementing the present invention does not necessarily need to achieve all of the advantages described above at the same time. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments.

[0021] Figure 1 A three-dimensional diagram of an integrated vulcanized rail vibration-damping fastener with decoupled isotropic stiffness.

[0022] Figure 2 This is an exploded view of an integrated vulcanized rail vibration damping fastener with decoupled isotropic stiffness.

[0023] Figure 3 This is a structural diagram of the main components of an integrated vulcanized rail vibration damping fastener with decoupled isotropic stiffness.

[0024] Figure 4 This is a structural diagram of the lower iron plate in an integrated vulcanized rail vibration damping fastener with decoupled isotropic stiffness.

[0025] Figure 5 This is a structural diagram of the upper iron plate in an integrated vulcanized rail vibration damping fastener with isotropic stiffness decoupling.

[0026] Figure 6 The diagram shows the structure of the vibration damping pad in an integrated vulcanized rail vibration damping fastener with decoupled isotropic stiffness.

[0027] In the accompanying drawings: 1. Sleeper; 2. Rail; 3. Plate under the plate; 4. Mounting cavity one; 5. Vibration-damping pad; 6. Gauge block; 7. Spring bar; 8. Rail under the plate; 9. Lower iron plate; 10. Mounting cavity two; 11. Transverse elastic constraint layer; 12. Upper iron plate; 13. Longitudinal elastic constraint layer; 14. Transverse constraint outer shoulder; 15. Longitudinal constraint outer shoulder; 16. Transverse constraint inner shoulder; 17. T-shaped mounting groove; 18. T-shaped bolt; 19. Flat washer; 20. Nut; 21. Longitudinal constraint inner shoulder; 22. Intermediate base plate; 23. Cone; 24. Threaded hole; 25. Anchor bolt; 26. Spring washer. DETAILED DESCRIPTION

[0028] The technical solutions in the embodiments of the present invention will be described below in conjunction with the drawings in the embodiments of the present invention. The described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0029] Example

[0030] See also Figures 1-6The present invention is an integrated vulcanized rail vibration damping fastener with isotropic stiffness decoupling, comprising a sleeper 1, a rail 2 is mounted above the sleeper 1, a vibration damping fastener assembly is arranged between the sleeper 1 and the rail 2, and the vibration damping fastener assembly comprises a main body component and a basic component, the basic component comprises a plate underlay 3, an installation cavity 1 4, a gauge block 6, an elastic bar 7 and a rail underlay 8, the plate underlay 3 is placed on the top of the sleeper 1, the installation cavity 1 4 is opened inside the plate underlay 3, the gauge block 6, the elastic bar 7 and the rail underlay 8 are all arranged above the plate underlay 3; the main body comprises a lower iron plate 9, an installation cavity 2 10, a lateral elastic constraint Layer 11, upper iron pad 12 and longitudinal elastic constraint layer 13, lower iron pad 9 is installed on the top of the lower pad 3, installation cavity 2 10 is opened inside the lower iron pad 9, transverse elastic constraint layer 11 is installed on the inner wall of the left and right sides of the lower iron pad 9, the transverse elastic constraint layer 11 is made of stainless steel sheet and natural rubber sheet alternately stacked and vulcanized in a ratio of 1:1 to 2:1, upper iron pad 12 is installed on the top of the lower iron pad 9, and the bottom is located inside the installation cavity 2 10, longitudinal elastic constraint layer 13 is installed on the inner wall of the front and rear sides of the installation cavity 2 10, and the left and right sides of the lower iron pad 9 are fixedly connected with transverse elastic constraint layers of about The outer shoulder 14 of the bundle is fixedly connected to the longitudinal constraint outer shoulder 15 on the front and rear sides of the lower iron pad 9, and the left and right sides of the upper iron pad 12 are fixedly connected to the transverse constraint inner shoulder 16. T-shaped mounting grooves 17 are provided on both sides of the top of the upper iron pad 12, and T-shaped bolts 18 are installed inside the T-shaped mounting grooves 17. Flat washers 19 are provided on the surface of the T-shaped bolts 18, and nuts 20 are threadedly connected to the top of the T-shaped bolts 18. The front and rear sides of the upper iron pad 12 are fixedly connected to the longitudinal constraint inner shoulder 21. The main body also includes a vibration damping pad 5, which is installed inside the mounting cavity 4. The vibration damping pad 5 contains The intermediate base plate 22 is enclosed, and a frustum 23 is symmetrically distributed on the top and bottom of the intermediate base plate 22. The sleeper 1, the plate bottom plate 3 and the lower iron plate 9 are all obliquely symmetrically provided with threaded holes 24. An anchor bolt 25 is threadedly connected to the threaded hole 24. A spring washer 26 is sleeved on the surface of the anchor bolt 25. The transverse elastic constraint layer 11 is formed by alternatingly overlapping high and wide multi-layer metal sheets and multi-layer rubber sheets; the longitudinal elastic constraint layer 13 is formed by alternatingly overlapping short and wide multi-layer metal sheets and multi-layer rubber sheets. A higher transverse stopper and a shorter longitudinal stopper are provided on the lower iron plate 9;The upper iron backing plate 12 is provided with a taller transverse block and a shorter longitudinal block. The lower iron backing plate 9 and the upper iron backing plate 12 are made of Q450 cast iron. The rubber layers in the transverse elastic constraint layer 11 and the longitudinal elastic constraint layer 13 are made of a highly elastic rubber material, such as natural rubber, neoprene, or EPDM. The metal sheets therein can be made of stainless steel or Q235 steel. The round table 23 is made of a rubber material with low hardness and good elasticity, and the intermediate base plate 22 is made of a high-hardness rubber material. To increase the load-bearing capacity of the intermediate base plate 22, a reinforced fiber cloth made of polyester fiber or glass fiber can be provided in the intermediate base plate 22. The lower iron backing plate 9, the upper iron backing plate 12, and the various rubber and metal sheets in the transverse and longitudinal elastic constraint layers 13 are tightly bonded together using a metal-to-rubber vulcanization bonding technique, forming a single unit. This reduces the number of independent parts and prevents wear caused by rigid contact.

[0031] The working principle of the present invention is mainly based on the design concept of decoupling the stiffness in all directions. Through the combination of the elastic constraint layer and the vibration-damping pad 5, the independent stiffness control of the rail 2 in the longitudinal, transverse and vertical directions is achieved, thereby achieving the effects of vibration reduction, noise reduction and maintaining smooth driving. The following is a detailed description of the working principle.

[0032] 1. Working principle of vertical vibration reduction: The vibration reduction pad 5 is the core component for controlling vertical stiffness. It is located between the lower plate 3 and the rail 2. The vibration reduction pad 5 consists of an intermediate base plate 22 and symmetrically distributed frustums 23. The intermediate base plate 22 is made of a rubber material with higher hardness and can withstand larger vertical loads, while the frustums 23 are made of a rubber material with lower hardness and better elasticity, which can provide good elastic deformation when the rail 2 is subjected to vertical loads.

[0033] Elastic deformation process: When a train passes, the wheels apply a vertical load to the rail 2, and the cone 23 in the vibration-damping pad 5 undergoes elastic deformation, absorbing and dissipating vibration energy, thereby reducing the vibration transmitted to the sleeper 1 and the ground. Since the vertical stiffness of the vibration-damping pad 5 is low, it can effectively reduce environmental vibration and noise.

[0034] Function of the reinforced fiber cloth: The reinforced fiber cloth provided in the intermediate base plate 22 further improves the bearing capacity of the vibration damping pad, ensuring that it will not fail due to fatigue during long-term use.

[0035] 2. Working principle of lateral stiffness control: The lateral elastic constraint layer 11 is located on the left and right inner walls of the lower iron pad 9. It is composed of multiple layers of metal sheets and rubber sheets alternately overlapping. The metal sheets provide rigid support, while the rubber sheets provide elastic deformation capability.

[0036] Transmission and absorption of lateral loads: When a train passes, the wheels apply lateral loads to the rail 2, such as train yaw or centrifugal force when traveling on a curve. The lateral elastic constraint layer 11 absorbs lateral vibration energy through alternating deformation of metal sheets and rubber sheets, while maintaining a high lateral stiffness to ensure the stability of the rail 2 in the horizontal direction.

[0037] Function of the transverse restraint shoulder: The transverse restraint outer shoulder 14 on the lower iron plate 9 and the transverse restraint inner shoulder 16 on the upper iron plate 12 further limit the transverse displacement of the rail 2, preventing the rail 2 from deflecting excessively under the action of transverse load.

[0038] 3. Working Principle of Longitudinal Stiffness Control: The longitudinal elastic constraint layer 13 is located on the front and rear inner walls of the second mounting cavity 10 and is also composed of multiple layers of alternating metal and rubber sheets. Compared with the transverse elastic constraint layer 11, the metal sheets of the longitudinal elastic constraint layer 13 are shorter and wider to adapt to the characteristics of the longitudinal load.

[0039] Transmission and absorption of longitudinal loads: When a train passes, the wheels apply longitudinal loads to the rails 2, such as the inertial force when the train starts, brakes, or accelerates. The longitudinal elastic constraint layer 13 absorbs longitudinal vibration energy through the alternating deformation of the metal sheets and rubber sheets, while maintaining a high longitudinal stiffness to prevent the rails 2 from slipping under the action of the longitudinal loads.

[0040] Function of longitudinal restraint shoulder: The longitudinal restraint outer shoulder 15 on the lower iron plate 9 and the longitudinal restraint inner shoulder 21 on the upper iron plate 12 further limit the longitudinal displacement of the rail 2, ensuring the stability of the rail 2 under the action of longitudinal load.

[0041] 4. Implementation of decoupling of all-directional stiffness: The longitudinal, transverse and vertical stiffnesses are controlled respectively by the longitudinal elastic constraint layer 13, the transverse elastic constraint layer 11 and the vibration damping pad 5. Since the stiffnesses in these three directions are independently controlled by different components, the parameters can be designed separately as needed to achieve the best comprehensive performance.

[0042] Advantages of elastic constraint: Different from the traditional rigid limit method, the longitudinal, lateral and vertical constraints of the present invention all adopt elastic constraint methods, which avoids the wear problem caused by the up and down vibration of the rail 2 and extends the service life of the fastener.

[0043] 5. Application of integrated vulcanization technology: The lower iron plate 9, upper iron plate 12, transverse elastic constraint layer 11 and longitudinal elastic constraint layer 13 in the main body are tightly bonded together through metal and rubber vulcanization bonding technology to form a whole. This integrated design not only reduces the number of parts, but also improves the stability and durability of the structure.

[0044] Convenience of installation and maintenance: Since the main components are integrated through vulcanization technology, on-site installation and maintenance are simpler, reducing the complex operations during disassembly and assembly.

[0045] 6. Overall workflow

[0046] Installation process: Place the plate bottom plate 3 on the sleeper 1, and install the vibration damping pad 5 in the installation cavity 4; place the lower iron plate 9 on the plate bottom plate 3 and fix it with anchor bolts 25; install the upper iron plate 12 on the lower iron plate 9, and the transverse elastic constraint layer 11 and the longitudinal elastic constraint layer 13 are respectively installed on the left and right inner walls and the front and rear inner walls of the upper iron plate 12; place the rail bottom plate 8 and the rail 2 on the upper iron plate 12 and fix them with T-bolts 18 and nuts 20.

[0047] Working process: When a train passes, the rail 2 is subjected to vertical, transverse and longitudinal loads. The vibration damping pad 5, the transverse elastic constraint layer 11 and the longitudinal elastic constraint layer 13 absorb and disperse the vibration energy respectively. The alternating deformation of the elastic constraint layer effectively reduces the vibration transmission while maintaining the stability of the rail 2 in three directions.

[0048] The above description is merely illustrative of certain exemplary embodiments of the present invention. It goes without saying that those skilled in the art will be able to modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and description are illustrative in nature and should not be construed as limiting the scope of protection of the claims.

Claims

1. An integrated vulcanized rail vibration damping fastener with decoupled isotropic stiffness, comprising a sleeper (1), a rail (2) being mounted above the sleeper (1), and a vibration damping fastener assembly being arranged between the sleeper (1) and the rail (2), characterized in that: The vibration-damping fastener assembly includes a main body component and a base component; The main body component includes a lower iron pad (9), a transverse elastic constraint layer (11), an upper iron pad (12) and a longitudinal elastic constraint layer (13); an installation cavity 2 (10) is provided inside the iron pad (9); the transverse elastic constraint layer (11) is installed on the inner walls on both sides of the lower iron pad (9); the longitudinal elastic constraint layer (13) is installed on the inner walls on the front and rear sides of the installation cavity 2 (10); the lower iron pad (9) and the upper iron pad (12) are both provided with a higher transverse stopper and a lower longitudinal stopper; the transverse elastic constraint layer (11) is formed by alternating high and wide multi-layer metal sheets and multi-layer rubber sheets; the longitudinal elastic constraint layer (13) is formed by alternating low and wide multi-layer metal sheets and multi-layer rubber sheets; the upper iron pad (12), the lower iron pad (9), the transverse elastic constraint layer (11) and the longitudinal elastic constraint layer (13) are bonded together by vulcanization of metal and rubber.

2. The one-piece vulcanized rail vibration damping fastener with decoupled isotropic stiffness according to claim 1, characterized in that: The main body component further comprises a vibration-damping pad (5), and the vibration-damping pad (5) comprises an intermediate base plate (22), and frustums (23) are symmetrically distributed on the top and bottom of the intermediate base plate (22).

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