Railway vibration isolation structure for railway construction

Abstract

The application discloses a railway vibration isolation structure for railway construction and relates to the technical field of railway construction.The railway vibration isolation structure for railway construction comprises concrete sleepers, the top of each concrete sleeper is provided with a discharging groove, an adjustable pad is arranged in the discharging groove, an insulating buffer pad is arranged on the top of the adjustable pad, and a channel steel rail and a limiting steel plate are arranged on the top of the insulating buffer pad.The railway vibration isolation structure discards traditional bolt connection, realizes quick track disassembly and assembly through clamping assemblies and pressing assemblies, and can be fixed and disassembled by manually twisting a butterfly knob and pulling a limiting positioning pin, so that professional tools are not needed, the operation process is simplified, manpower and time are saved, construction and operation and maintenance efficiency is improved, the steel rail is fixed by relying on a pressing reset push spring, the reset distance of the push spring is fixed, the pressing force is stable, torque detection is not needed, vibration isolation requirements are met, the influence of elastic abnormality of elastic strips on vibration isolation effect is avoided, train operation stability is improved, track early damage is reduced, and operation and maintenance costs are reduced.

Description

Technical Field

[0001] This invention relates to the field of railway construction technology, and in particular to a railway vibration isolation structure for railway construction. Background Technology

[0002] Against the backdrop of rapid socio-economic development, rail transit has become the core carrier of urban transportation and cross-regional transport. The application of railway transportation forms such as high-speed rail and subway is becoming increasingly widespread, providing efficient and convenient solutions for people's daily travel and the transportation of goods. As the core component of rail transit, railway track is a train guidance and load-bearing structure laid on the roadbed and composed of parallel steel rails and various supporting components. It can cooperate with turnouts to realize train track changing operations and directly bears the wheel pressure impact and dynamic load during the locomotive and rolling stock operation. Its structural stability and vibration reduction and isolation performance directly determine the high speed, safety and stability of train operation.

[0003] Currently, railway tracks are mainly divided into two types: ballasted track and ballastless track. The two differ significantly in structural characteristics and maintenance requirements. Ballasted track uses crushed stone as the ballast layer, which has good elasticity and buffering effect, and the engineering cost is relatively low. However, the ballast is susceptible to displacement and wear due to train impact, requiring frequent maintenance and adjustment. Ballastless track uses an integral concrete track bed structure, which has stronger track smoothness and structural stability, and significantly reduces the frequency of daily maintenance. However, its overall construction cost is higher, and the requirements for construction technology are more stringent.

[0004] Whether it is ballasted or ballastless track, the existing installation and fixing methods are all based on bolt connections. In the on-site installation and subsequent maintenance of the track, special tools are required to complete the bolt installation and removal operations, which is cumbersome and consumes a lot of manpower and time. Secondly, the bolt tightening process requires the bolt torque to be accurately tested by special testing equipment to ensure that the elasticity of the matching spring clip is within the specified range. If the elasticity of the spring clip is too large or too small, it will directly affect the vibration reduction and isolation effect of the track, thereby reducing the stability of train operation, and may even cause premature damage to the track structure, increasing the operation and maintenance costs of rail transit. Summary of the Invention

[0005] The purpose of this invention is to provide a railway vibration isolation structure for railway construction, so as to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a railway vibration isolation structure for railway construction, comprising a concrete sleeper, a material feeding trough on the top of the concrete sleeper, a height adjustment pad placed in the material feeding trough, an insulating buffer pad placed on top of the height adjustment pad, an I-beam rail and a limiting steel plate placed on top of the insulating buffer pad, hollow sleeve mounting holes being provided in the concrete sleeper, the height adjustment pad, the insulating buffer pad, and the limiting steel plate, with hollow sleeves inserted inside the hollow sleeve mounting holes, and also including a locking assembly installed on the hollow sleeve, the locking assembly being used to fix the hollow sleeve in the hollow sleeve mounting hole, and a pressing assembly installed on the outer wall of the hollow sleeve, through the cooperative use of the concrete sleeper, the hollow sleeve, the locking assembly, and the pressing assembly, for fixing the I-beam rail to the concrete sleeper.

[0007] Preferably, the engaging assembly includes a first rotating shaft, a first transmission worm gear, a first locking rod, a second rotating shaft, a second transmission worm gear, and a second locking rod. The first rotating shaft and the second rotating shaft are rotatably mounted on the inner walls of the front and rear sides of the hollow sleeve. The first transmission worm gear is fixedly mounted on the outer wall of the first rotating shaft. The first locking rod is fixedly mounted on the outer wall of the first transmission worm gear. The second transmission worm gear is fixedly mounted on the outer wall of the second rotating shaft. The second locking rod is fixedly mounted on the outer wall of the second transmission worm gear. The first rotating shaft, the first transmission worm gear, the first locking rod, and the second rotating shaft, the second transmission worm gear, and the second locking rod are arranged symmetrically from left to right.

[0008] Preferably, the locking assembly further includes a linkage worm gear and a butterfly knob. The linkage worm gear is rotatably mounted on the top and bottom of the hollow sleeve, and the butterfly knob is fixedly mounted on the top of the linkage worm gear. The linkage worm gear meshes with the first transmission worm wheel and the second transmission worm wheel. Without the need for professional disassembly and assembly tools, the hollow sleeve can be locked by manually turning the butterfly knob. Reverse turning can quickly complete the disassembly, which greatly simplifies the on-site installation and subsequent maintenance operation process, effectively saves manpower and working time, and improves the work efficiency of track construction and operation and maintenance.

[0009] Preferably, the pressing assembly includes a pressing and resetting spring and a movable ring. The pressing and resetting spring is sleeved on the outer wall of the hollow sleeve, and the movable ring is slidably installed on the outer wall of the hollow sleeve. The pressing and resetting spring is located between the top of the hollow sleeve and the movable ring. The pressing and resetting spring is used to reset and fix the I-shaped rail. The pressing and resetting spring has a fixed reset distance, so that the pressing force on the movable ring, insulating buffer pad and limiting steel plate is always kept in a relatively stable range. There is no need to use special testing equipment to detect the torque, which can ensure that the fixing force on the rail is adapted to the vibration isolation requirements. This avoids the problem of poor vibration isolation effect caused by abnormal elasticity of the spring bar, effectively improves the stability of train operation, reduces early damage to the track structure caused by uneven stress, and reduces the operation and maintenance cost of rail transit.

[0010] Preferably, the outer wall of the hollow sleeve is fitted with an insulating buffer pad, which is located between the limiting steel plate and the movable ring. This significantly improves the overall vibration isolation and insulation performance, effectively buffering the wheel pressure impact and dynamic load brought by train travel, and reducing vibration transmission.

[0011] Preferably, the hollow sleeve and the movable ring are provided with pin fixing holes on the front and rear sides, and limit positioning pins are inserted into the pin fixing holes.

[0012] Preferably, a first sliding hole is provided on one side of the hollow sleeve, and a first locking rod is slidably installed in the first sliding hole. A second sliding hole is provided on the other side of the hollow sleeve, and a second locking rod is slidably installed in the second sliding hole.

[0013] Preferably, the concrete pillow has a fixing hole that communicates with the hollow sleeve mounting hole, and one end of the first fixing rod and one end of the second fixing rod both extend into the fixing hole.

[0014] Preferably, a first sealing groove is formed in the first sliding hole, and a first locking rod sealing ring is fitted inside the first sealing groove. The first locking rod sealing ring is fitted onto the outer wall of the first locking rod. A second sealing groove is formed in the second sliding hole, and a second locking rod sealing ring is fitted inside the second sealing groove. The second locking rod sealing ring is fitted onto the outer wall of the second locking rod. A third sealing groove is formed at the top of the hollow sleeve, and a worm gear sealing sleeve is fitted inside the third sealing groove. The worm gear sealing sleeve is fitted onto the outer wall of the linkage worm gear to improve the sealing performance of the hollow sleeve.

[0015] Compared with the prior art, the beneficial effects of the present invention are: This railway vibration isolation structure for railway construction abandons the traditional bolt connection as the core fixing method. It achieves rapid disassembly and assembly of the rail through the cooperation of the locking and pressing components. No special disassembly and assembly tools are needed. The hollow sleeve can be locked and unlocked by simply turning the butterfly knob manually. The I-beam rail can be pressed and fixed by removing the limit positioning pin. The reverse operation can quickly complete the disassembly. It greatly simplifies the operation process of on-site installation and subsequent maintenance, effectively saves manpower and working time, and improves the efficiency of track construction and operation and maintenance. In terms of vibration isolation effect control, the structure relies on the pressing and resetting spring to press and fix the I-shaped rail. The pressing and resetting spring has a fixed resetting distance, which keeps the pressing force on the movable ring, insulating buffer pad and limiting steel plate in a relatively stable range. There is no need to use special testing equipment to test the torque, which can ensure that the fixing force on the rail is adapted to the vibration isolation requirements. This avoids the problem of poor vibration isolation effect caused by abnormal elasticity of the spring bar, effectively improves the stability of train operation, reduces early damage to the track structure caused by uneven stress, and reduces the operation and maintenance cost of rail transit. This railway vibration isolation structure incorporates height adjustment pads and insulating buffer pads between the concrete sleepers and rails, with insulating buffer pads on the outside of the hollow sleeves. This multi-layered insulating buffer structure significantly improves the overall vibration isolation and insulation performance, effectively buffering the wheel pressure impact and dynamic loads brought by train travel, reducing vibration transmission. Furthermore, the sealing design and locking structure of the locking components make the connection between the hollow sleeves and the concrete sleepers more secure, further enhancing the overall stability of the track structure. It is suitable for the construction needs of both ballasted and ballastless tracks, making it applicable to a wider range of situations. Attached Figure Description

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments: Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 for Figure 1 Enlarged view of part A; Figure 3 This is an exploded view of the present invention; Figure 4 This is a front view of the present invention; Figure 5 This is a partial cross-sectional view of the concrete sleeper of the present invention; Figure 6 This is a schematic diagram of the hollow sleeve of the present invention; Figure 7 This is a cross-sectional view of the hollow sleeve of the present invention.

[0017] Reference numerals: 1. Concrete sleeper; 2. Height adjustment pad; 3. Insulating buffer pad; 4. I-beam rail; 5. Limiting steel plate; 6. Hollow sleeve mounting hole; 7. Hollow sleeve; 8. First rotating shaft; 9. First transmission worm gear; 10. First locking rod; 11. Second rotating shaft; 12. Second transmission worm gear; 13. Second locking rod; 14. Linkage worm gear; 15. Butterfly knob; 16. Fixing hole; 17. Worm gear sealing sleeve; 18. First locking rod sealing ring; 19. Second locking rod sealing ring; 20. Press-to-reset push spring; 21. Movable ring; 22. Insulating buffer pad; 23. Pin fixing hole; 24. Limiting positioning pin. Detailed Implementation

[0018] This section will describe in detail specific embodiments of the present invention. Preferred embodiments of the present invention are shown in the accompanying drawings. The purpose of the drawings is to supplement the textual description with graphics, so that people can intuitively and vividly understand each technical feature and overall technical solution of the present invention, but they should not be construed as limiting the scope of protection of the present invention.

[0019] Please see Figure 1-7This invention provides a technical solution: a railway vibration isolation structure for railway construction, including a concrete sleeper 1. A material discharge trough is provided on the top of the concrete sleeper 1, and a height adjustment pad 2 is placed inside the material discharge trough. An insulating buffer pad 3 is placed on top of the height adjustment pad 2, and an I-beam rail 4 and a limiting steel plate 5 are placed on top of the insulating buffer pad 3. Hollow sleeve mounting holes 6 are provided on the concrete sleeper 1, height adjustment pad 2, insulating buffer pad 3, and limiting steel plate 5. A hollow sleeve 7 is inserted into the hollow sleeve mounting hole 6. The invention also includes a locking assembly installed on the hollow sleeve 7, which is used to fix the hollow sleeve 7 into the hollow sleeve mounting hole 6. A pressing assembly installed on the outer wall of the hollow sleeve 7, through the coordinated use of the concrete sleeper 1, hollow sleeve 7, locking assembly, and pressing assembly, is used to fix the I-beam rail 4 onto the concrete sleeper 1.

[0020] Furthermore, the locking assembly includes a first rotating shaft 8, a first transmission worm gear 9, a first locking rod 10, a second rotating shaft 11, a second transmission worm gear 12, and a second locking rod 13. The first rotating shaft 8 and the second rotating shaft 11 are both rotatably mounted on the inner walls of the front and rear sides of the hollow sleeve 7. The first transmission worm gear 9 is fixedly mounted on the outer wall of the first rotating shaft 8. The first locking rod 10 is fixedly mounted on the outer wall of the first transmission worm gear 9. The second transmission worm gear 12 is fixedly mounted on the outer wall of the second rotating shaft 11. The second locking rod 13 is fixedly mounted on the outer wall of the second transmission worm gear 12. The first rotating shaft 8, the first transmission worm gear 9, the first locking rod 10, the second rotating shaft 11, the second transmission worm gear 12, and the second locking rod 13 are arranged symmetrically from left to right.

[0021] Furthermore, the engaging assembly also includes a linkage worm gear 14 and a butterfly knob 15. The linkage worm gear 14 is rotatably mounted on the top and bottom of the hollow sleeve 7, and the butterfly knob 15 is fixedly mounted on the top of the linkage worm gear 14. The linkage worm gear 14 meshes with the first transmission worm wheel 9 and the second transmission worm wheel 12. During track installation, the butterfly knob 15 is manually turned, which drives the linkage worm gear 14 to rotate. The linkage worm gear 14 meshes with the first transmission worm wheel 9 and the second transmission worm wheel 12, driving the first locking rod 10 on the first rotating shaft 8 to deflect to the left, and the second locking rod on the second rotating shaft 11 to deflect to the left. The fixing rod 13 deflects to the right, causing the ends of the first locking rod 10 and the second locking rod 13 to extend into the fixing hole 16 of the concrete sleeper 1, thus securing the hollow sleeve 7 in the hollow sleeve mounting hole 6. During track disassembly and maintenance, the butterfly knob 15 is manually turned in the opposite direction, causing the linkage worm gear 14 to rotate in the opposite direction, which in turn drives the first locking rod 10 and the second locking rod 13 to retract into the hollow sleeve 7, releasing the engagement between the hollow sleeve 7 and the concrete sleeper 1. This greatly simplifies the on-site installation and subsequent maintenance process, effectively saves manpower and working time, and improves the efficiency of track construction and maintenance.

[0022] Furthermore, the pressing assembly includes a pressing and resetting push spring 20 and a movable ring 21. The pressing and resetting push spring 20 is sleeved on the outer wall of the hollow sleeve 7, and the movable ring 21 is slidably installed on the outer wall of the hollow sleeve 7. The pressing and resetting push spring 20 is located between the top of the hollow sleeve 7 and the movable ring 21, completing the locking of the hollow sleeve 7 in the hollow sleeve mounting hole 6. Then, the limiting positioning pin 24 is pulled forward to remove it from the pin fixing hole 23 of the hollow sleeve 7 and the movable ring 21. The pressing and resetting push spring 20 sleeved on the outer wall of the hollow sleeve 7 is reset, and the movable ring 21 is pushed downward. The movable ring 21 passes through the insulating buffer. The punch pad 22 exerts downward pressure on the limiting steel plate 5, which in turn tightly fixes the I-shaped rail 4 onto the insulating buffer pad 3. Since the reset distance of the pressing and resetting spring is fixed, the pressing force on the movable ring, insulating buffer pad, and limiting steel plate is always kept in a relatively stable range. There is no need to use special testing equipment to test the torque, which can ensure that the fixing force on the rail is adapted to the vibration isolation requirements. This avoids the problem of poor vibration isolation effect caused by abnormal elasticity of the spring, effectively improves the stability of train operation, reduces early damage to the track structure caused by uneven stress, and reduces the operation and maintenance costs of rail transit.

[0023] Furthermore, the outer wall of the hollow sleeve 7 is fitted with an insulating buffer pad 22, which is located between the limiting steel plate 5 and the movable ring 21. This significantly improves the overall vibration isolation and insulation performance, effectively buffering the wheel pressure impact and dynamic load brought by train travel and reducing vibration transmission.

[0024] Furthermore, the hollow sleeve 7 and the movable ring 21 are provided with pin fixing holes 23 on the front and rear sides, and limit positioning pins 24 are inserted into the pin fixing holes 23.

[0025] Furthermore, a first sliding hole is provided on one side of the hollow sleeve 7, and the first locking rod 10 is slidably installed in the first sliding hole. A second sliding hole is provided on the other side of the hollow sleeve 7, and the second locking rod 13 is slidably installed in the second sliding hole.

[0026] Furthermore, the concrete pillow 1 has a fixing hole 16, which is connected to the hollow sleeve mounting hole 6. One end of the first locking rod 10 and one end of the second locking rod 13 both extend into the fixing hole 16.

[0027] Furthermore, a first sealing groove is formed in the first sliding hole, and a first locking rod sealing ring 18 is fitted inside the first sealing groove. The first locking rod sealing ring 18 is fitted onto the outer wall of the first locking rod 10. A second sealing groove is formed in the second sliding hole, and a second locking rod sealing ring 19 is fitted inside the second sealing groove. The second locking rod sealing ring 19 is fitted onto the outer wall of the second locking rod 13. A third sealing groove is formed at the top of the hollow sleeve 7, and a worm sealing sleeve 17 is fitted inside the third sealing groove. The worm sealing sleeve 17 is fitted onto the outer wall of the linkage worm 14 to improve the sealing performance of the hollow sleeve 7.

[0028] Working principle: During track installation: Insert the hollow sleeve 7 into the hollow sleeve mounting hole 6 on the concrete sleeper 1, height adjustment pad 2, insulating buffer pad 3, and limiting steel plate 5. Manually turn the butterfly knob 15, which drives the linkage worm gear 14 to rotate. The linkage worm gear 14 meshes with the first transmission worm wheel 9 and the second transmission worm wheel 12, causing the first locking rod 10 on the first rotating shaft 8 to deflect to the left and the second locking rod 13 on the second rotating shaft 11 to deflect to the right, so that the ends of the first locking rod 10 and the second locking rod 13 extend to... The hollow sleeve 7 is secured in the mounting hole 6 of the hollow sleeve within the fixing hole 16 of the concrete sleeper 1. Then, the limiting positioning pin 24 is pulled forward to remove it from the pin fixing hole 23 of the hollow sleeve 7 and the movable ring 21. The pressing and resetting spring 20, which is sleeved on the outer wall of the hollow sleeve 7, is reset and pushes the movable ring 21 downward. The movable ring 21 forms a downward pressure on the limiting steel plate 5 through the insulating buffer pad 22. The limiting steel plate 5 then tightly fixes the I-shaped rail 4 onto the insulating buffer pad 3, realizing the rapid installation of the rail. During track disassembly and maintenance: Manually reverse the butterfly knob 15, and the linkage worm gear 14 will rotate in the opposite direction, causing the first locking rod 10 and the second locking rod 13 to retract into the hollow sleeve 7, releasing the engagement between the hollow sleeve 7 and the concrete sleeper 1. Pressing the reset spring 20 will push the hollow sleeve 7 upward from the hollow sleeve mounting hole 6, and at the same time release the pressure on the limit steel plate 5, thus quickly completing the track disassembly operation.

[0029] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A railway vibration isolation structure for railway construction, comprising a concrete sleeper (1), a material feeding trough being provided on the top of the concrete sleeper (1), a height adjustment pad (2) being placed in the material feeding trough, an insulating buffer pad (3) being placed on the top of the height adjustment pad (2), an I-beam rail (4) and a limiting steel plate (5) being placed on the top of the insulating buffer pad (3), and hollow sleeve mounting holes (6) being provided for the concrete sleeper (1), the height adjustment pad (2), the insulating buffer pad (3), and the limiting steel plate (5), with hollow sleeves (7) inserted inside the hollow sleeve mounting holes (6), characterized in that, Also includes: The engaging assembly is installed on the hollow sleeve (7) to fix the hollow sleeve (7) in the hollow sleeve mounting hole (6); The pressing assembly installed on the outer wall of the hollow sleeve (7) is used to fix the I-shaped steel rail (4) onto the concrete sleeper (1) through the cooperation of the concrete sleeper (1), the hollow sleeve (7), the locking assembly, and the pressing assembly.

2. The railway vibration isolation structure for railway construction according to claim 1, characterized in that: The locking assembly includes a first rotating shaft (8), a first transmission worm gear (9), a first locking rod (10), a second rotating shaft (11), a second transmission worm gear (12), and a second locking rod (13). The first rotating shaft (8) and the second rotating shaft (11) are rotatably mounted on the inner walls of the front and rear sides of the hollow sleeve (7). The first transmission worm gear (9) is fixedly mounted on the outer wall of the first rotating shaft (8). The first locking rod (10) is fixedly mounted on the outer wall of the first transmission worm gear (9). The second transmission worm gear (12) is fixedly mounted on the outer wall of the second rotating shaft (11). The second locking rod (13) is fixedly mounted on the outer wall of the second transmission worm gear (12). The first rotating shaft (8), the first transmission worm gear (9), the first locking rod (10), the second rotating shaft (11), the second transmission worm gear (12), and the second locking rod (13) are arranged symmetrically from left to right.

3. A railway vibration isolation structure for railway construction according to claim 2, characterized in that: The engagement assembly also includes a linkage worm gear (14) and a butterfly knob (15). The linkage worm gear (14) is rotatably mounted on the top and bottom of the hollow sleeve (7), and the butterfly knob (15) is fixedly mounted on the top of the linkage worm gear (14). The linkage worm gear (14) meshes with the first transmission worm wheel (9) and the second transmission worm wheel (12).

4. A railway vibration isolation structure for railway construction according to claim 3, characterized in that: The pressing assembly includes a pressing reset spring (20) and a movable ring (21). The pressing reset spring (20) is sleeved on the outer wall of the hollow sleeve (7), and the movable ring (21) is slidably installed on the outer wall of the hollow sleeve (7). The pressing reset spring (20) is located between the top of the hollow sleeve (7) and the movable ring (21).

5. A railway vibration isolation structure for railway construction according to claim 4, characterized in that: The hollow sleeve (7) is fitted with an insulating buffer pad (22) on its outer wall. The insulating buffer pad (22) is located between the limiting steel plate (5) and the movable ring (21).

6. A railway vibration isolation structure for railway construction according to claim 5, characterized in that: The hollow sleeve (7) and the movable ring (21) are provided with pin fixing holes (23) on the front and rear sides, and limit positioning pins (24) are inserted into the pin fixing holes (23).

7. A railway vibration isolation structure for railway construction according to claim 6, characterized in that: The hollow sleeve (7) has a first sliding hole on one side, and the first locking rod (10) is slidably installed in the first sliding hole. The hollow sleeve (7) has a second sliding hole on the other side, and the second locking rod (13) is slidably installed in the second sliding hole.

8. A railway vibration isolation structure for railway construction according to claim 7, characterized in that: The concrete pillow (1) has a fixing hole (16) that is connected to the hollow sleeve mounting hole (6). One end of the first locking rod (10) and one end of the second locking rod (13) extend into the fixing hole (16).

9. A railway vibration isolation structure for railway construction according to claim 8, characterized in that: A first sealing groove is provided in the first sliding hole, and a first locking rod sealing ring (18) is fitted in the first sealing groove. The first locking rod sealing ring (18) is fitted on the outer wall of the first locking rod (10). A second sealing groove is provided in the second sliding hole, and a second locking rod sealing ring (19) is fitted in the second sealing groove. The second locking rod sealing ring (19) is fitted on the outer wall of the second locking rod (13). A third sealing groove is provided at the top of the hollow sleeve (7), and a worm sealing sleeve (17) is fitted in the third sealing groove. The worm sealing sleeve (17) is fitted on the outer wall of the linkage worm (14).

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