Track vibration reduction structure

Abstract

The utility model discloses a track vibration reduction structure which comprises a supporting sleeper, a stainless steel fixing top block is fixedly connected to the inner bottom wall of the supporting sleeper, supporting lap joint blocks are fixedly connected to the two sides of the upper end of the stainless steel fixing top block, and a bottom supporting top block is fixedly connected to one side face of each supporting lap joint block. Buffering action units are fixedly connected to the two sides of the upper end of the bottom supporting top block correspondingly, and a T-shaped steel column is fixedly connected to the middle of one side face of each buffering action unit. When a train travels and presses a steel rail downwards, the T-shaped steel column and the slidable ejector block are driven to slide downwards on the first limiting fulcrum shaft and the second limiting fulcrum shaft in a limiting mode, meanwhile, the slidable ejector block abuts against the buffer spring to compress the buffer spring, the buffer spring effectively buffers the acting force of downward pressing, and the safety of the train is improved. Therefore, when the steel rail is used as a part when a train passes, the pressing acting force of the train is partially diluted, and the large acting force damage caused by the gravity of the train to the steel rail is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of track power, in particular to a track vibration reduction structure. Background Art

[0002] Rail power refers to the power system used to drive trains in the railway transportation system. In the railway system, rail power can be achieved in different ways, mainly including electric transmission, internal combustion engine transmission, etc., and rail power represents one of the modes of transportation. Cities are interconnected through rail power, which greatly facilitates people's daily travel needs. At the same time, the development of the railway transportation system is also constantly exploring and introducing new power technologies to improve operating efficiency, save energy and reduce emissions, and meet different transportation needs.

[0003] According to a composite vibration-damping track structure disclosed in patent search publication number CN212316562U, its beneficial effects are as follows: a crushed stone vibration-damping adjustment layer and a ballast block are arranged in sequence, and the sleepers are embedded in the upper part of the ballast block, and the fasteners are correspondingly installed on the upper part of the sleepers, and the rails and sleepers are fixed by locking members, so that the height of the rails can be adjusted by replacing fasteners of different thicknesses, ballast blocks of different heights, and adjusting the thickness of the crushed stone vibration-damping adjustment layer in sequence or simultaneously, thereby realizing a graded adjustment of the overall structure.

[0004] The means of transportation include trains. Trains carry goods or pedestrians back and forth on the tracks. The pressure the tracks bear on a daily basis is limited. Although stones are piled between the sleepers to reduce the gravity of the train's downward pressure, there will still be some buffering force that causes greater force damage to the rails. Utility Model Content

[0005] The utility model provides a track vibration reduction structure to solve the problems raised in the above background technology.

[0006] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0007] A track vibration reduction structure comprises a supporting sleeper, wherein the inner bottom wall of the supporting sleeper is fixedly connected to a stainless steel fixed top block, both sides of the upper end of the stainless steel fixed top block are fixedly connected to supporting blocks, one side of the supporting block is fixedly connected to a bottom supporting top block, both sides of the upper end of the bottom supporting top block are fixedly connected to buffering units, a T-shaped steel column is fixedly connected to the middle of one side of the buffering unit, and the upper end of the T-shaped steel column is fixedly connected to a rail.

[0008] As a further improvement of the technical solution: the lower end of the T-shaped steel column is fixedly connected with a rubber top block, and the bottom of one side of the bottom supporting top block is fixedly connected with a sponge buffer block through a connecting support plate.

[0009] As a further improvement of the technical solution: a support sleeve block is fixedly connected to the middle of the upper end of the support block, and the inner wall of the support sleeve block is slidably connected to one end of the rail.

[0010] As a further improvement of the technical solution: a side surface of the supporting block is fixedly connected with a side reinforcing top block, the lower end of the side reinforcing top block is fixedly connected to one side of the upper end of the supporting sleeper, and the lower end of the supporting sleeper is fixedly connected with a limiting cone.

[0011] As a further improvement of the technical solution: the buffering unit includes a main body connected top block, one side of the inner top wall of the main body connected top block is fixedly connected with a first limiting support shaft, and the surface of the first limiting support shaft is slidably connected with a slidable top block.

[0012] As a further improvement of the technical solution: a buffer spring is fixedly connected to one side of the inner bottom wall of the main body connected to the top block, and a second limiting support shaft is slidably connected to one end of the slidable top block.

[0013] Compared with the prior art, the beneficial effects of the utility model are:

[0014] When the train is running and pressing down the rails, the T-shaped steel column and the slidable top block are driven to slide down on the first limit support shaft and the second limit support shaft. At the same time, the slidable top block presses against the buffer spring to compress it. The buffer spring effectively buffers the downward pressing force, so that the rails, when used as components for the passage of the train, partially dilute the downward pressing force of the train, thereby reducing the greater force damage to the rails caused by the train's own gravity.

[0015] The above description is only an overview of the technical solution of the utility model. In order to more clearly understand the technical means of the utility model and implement it according to the contents of the specification, the following is a detailed description of the preferred embodiment of the utility model with the accompanying drawings. The specific implementation method of the utility model is given in detail by the following embodiments and their drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the drawings:

[0017] Figure 1 This is a structural schematic diagram of a track vibration reduction structure proposed by the utility model;

[0018] Figure 2 This is a schematic diagram of the split structure of a track vibration reduction structure proposed by the utility model;

[0019] Figure 3 A track vibration reduction structure proposed by the utility model Figure 1 The enlarged structural diagram at A in the middle;

[0020] Figure 4 This is a schematic diagram of the split structure of the buffering unit of the track vibration reduction structure proposed by the utility model.

[0021] In the accompanying drawings, the components represented by the reference numerals are listed as follows:

[0022] 1. Support sleepers; 2. Stainless steel fixed top block; 3. Support block; 4. Bottom support top block; 5. Buffering unit; 501. Main body connecting top block; 502. First limit support shaft; 503. Slidable top block; 504. Buffer spring; 505. Second limit support shaft; 6. T-shaped steel column; 7. Steel rail; 8. Rubber top block; 9. Connecting support plate; 10. Sponge buffer block; 11. Support sleeve block; 12. Side reinforcement top block; 13. Limiting cone. DETAILED DESCRIPTION

[0023] The principles and features of the present invention are described below in conjunction with the accompanying drawings. The examples given are only used to explain the present invention and are not used to limit the scope of the present invention. The present invention is described in more detail in the following paragraphs by way of example with reference to the accompanying drawings. The advantages and features of the present invention will become clearer according to the following description and claims. It should be noted that the drawings are all in a very simplified form and are not in precise proportions, and are only used to conveniently and clearly assist in explaining the purpose of the embodiments of the present invention.

[0024] It should be noted that when a component is referred to as being "fixed to" another component, it may be directly on the other component or there may also be a component centered. When a component is considered to be "connected to" another component, it may be directly connected to the other component or there may also be a component centered. When a component is considered to be "set on" another component, it may be directly set on the other component or there may also be a component centered. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only.

[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art in the technical field of the present invention. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more related listed items.

[0026] See also Figures 1 to 4In the embodiment of the utility model, a track vibration reduction structure includes a supporting sleeper 1, the inner bottom wall of the supporting sleeper 1 is fixedly connected with a stainless steel fixed top block 2, both sides of the upper end of the stainless steel fixed top block 2 are fixedly connected with a supporting block 3, one side of the supporting block 3 is fixedly connected with a bottom supporting top block 4, both sides of the upper end of the bottom supporting top block 4 are fixedly connected with a buffering unit 5, the middle part of one side of the buffering unit 5 is fixedly connected with a T-shaped steel column 6, and the upper end of the T-shaped steel column 6 is fixedly connected with a rail 7. When the train runs and presses down the rail 7, the T-shaped steel column 6 and the slidable top block 503 are driven to slide down on the first limiting support shaft 502 and the second limiting support shaft 505. At the same time, the slidable top block 503 supports the buffer spring 504 to compress it, and the buffer spring 504 effectively buffers the downward pressing force, so that the rail 7, when used as a component when the train passes, partially dilutes the downward pressing force of the train, thereby reducing the greater force damage caused by the train's own gravity to the rail 7.

[0027] See also Figures 2-3 The lower end of the T-shaped steel column 6 is fixedly connected with a rubber top block 8, and the bottom of one side of the bottom supporting top block 4 is fixedly connected with a sponge buffer block 10 through a connecting support plate 9. When the T-shaped steel column 6 is pressed down, the rubber top block 8 supports the sponge buffer block 10, assisting the buffer spring 504 to absorb and dilute the gravity of the downward pressure when the train is running as much as possible.

[0028] See also Figures 1-2 A support sleeve block 11 is fixedly connected to the middle of the upper end of the support block 3, and the inner wall of the support sleeve block 11 is slidably connected to one end of the rail 7. The two ends of the rail 7 slide up and down in the support sleeve block 11, so that the up and down moving position of the rail 7 is always in the vertical direction, and the buffer spring 504 is subjected to the vertical longitudinal pressure, so that the buffer spring 504 can better play a buffering role.

[0029] See also Figures 1-2 A side reinforcing top block 12 is fixedly connected to one side of the supporting block 3, the lower end of the side reinforcing top block 12 is fixedly connected to one side of the upper end of the supporting sleeper 1, the lower end of the supporting sleeper 1 is fixedly connected to a limited position cone 13, and the side reinforcing top block 12 is installed on the side of the supporting block 3. The side reinforcing top block 12 reinforces the supporting block 3 and provides stable support.

[0030] See also Figure 4The buffering unit 5 includes a main body connecting top block 501, and a first limiting support shaft 502 is fixedly connected to one side of the inner top wall of the main body connecting top block 501. The surface of the first limiting support shaft 502 is slidably connected to a slidable top block 503. The first limiting support shaft 502 and the second limiting support shaft 505 jointly limit the sliding direction of the slidable top block 503, so that the sliding direction of the slidable top block 503 is restricted, which is more conducive to the buffering adjustment of the buffer spring 504.

[0031] See also Figure 4 A buffer spring 504 is fixedly connected to one side of the inner bottom wall of the main body connecting top block 501, and a second limit support shaft 505 is slidably connected to one end of the slidable top block 503. The buffer spring 504 is set as follows: A vibration absorbing spring is a spring element used for shock absorption and vibration absorption. In a mechanical system or structure, a vibration absorbing spring is often used to reduce vibration, reduce impact, and eliminate resonance, thereby improving the stability and performance of the system.

[0032] The working principle of the utility model is:

[0033] When the train runs on the rail 7, the rail 7 drives the slidable top block 503 to slide downward on the first limit support shaft 502 and the second limit support shaft 505, and the slidable top block 503 supports the buffer spring 504 and compresses it. The buffer spring 504 bears the main downward pressure force. At the same time, the rubber top block 8 supports the sponge buffer block 10 to partially buffer the additional impact force, thereby effectively protecting the rail 7 and allowing the rail 7 to be used for a long time.

[0034] The above description is only a preferred embodiment of the utility model and does not impose any form of limitation on the utility model. Any ordinary technician in the industry can smoothly implement the utility model as shown in the drawings of the specification and described above. However, any equivalent changes, modifications and evolutions made by technicians familiar with the profession without departing from the scope of the technical solution of the utility model using the technical content disclosed above are all equivalent embodiments of the utility model. At the same time, any equivalent changes, modifications and evolutions made to the above embodiments based on the essential technology of the utility model are still within the protection scope of the technical solution of the utility model.

Claims

1. A track vibration reduction structure, comprising a support sleeper (1), characterized in that: The inner bottom wall of the supporting sleeper (1) is fixedly connected to a stainless steel fixed top block (2), both sides of the upper end of the stainless steel fixed top block (2) are fixedly connected to supporting blocks (3), one side of the supporting block (3) is fixedly connected to a bottom supporting top block (4), both sides of the upper end of the bottom supporting top block (4) are fixedly connected to a buffering unit (5), the middle part of one side of the buffering unit (5) is fixedly connected to a T-shaped steel column (6), and the upper end of the T-shaped steel column (6) is fixedly connected to a steel rail (7).

2. A track vibration reduction structure according to claim 1, characterized in that: The lower end of the T-shaped steel column (6) is fixedly connected to a rubber top block (8), and the bottom of one side of the bottom supporting top block (4) is fixedly connected to a sponge buffer block (10) via a connecting support plate (9).

3. A track vibration reduction structure according to claim 1, characterized in that: A support sleeve block (11) is fixedly connected to the middle of the upper end of the support building block (3), and the inner wall of the support sleeve block (11) is slidably connected to one end of the steel rail (7).

4. A track vibration reduction structure according to claim 3, characterized in that: A side reinforcement top block (12) is fixedly connected to one side of the support building block (3); the lower end of the side reinforcement top block (12) is fixedly connected to one side of the upper end of the support sleeper (1); and the lower end of the support sleeper (1) is fixedly connected to a limiting cone (13).

5. The track vibration reduction structure according to claim 1, characterized in that: The buffering unit (5) comprises a main body connecting top block (501), one side of the inner top wall of the main body connecting top block (501) is fixedly connected to a first limiting support shaft (502), and the surface of the first limiting support shaft (502) is slidably connected to a slidable top block (503).

6. A track vibration reduction structure according to claim 5, characterized in that: A buffer spring (504) is fixedly connected to one side of the inner bottom wall of the main body connecting top block (501), and a second limiting support shaft (505) is slidably connected to one end of the slidable top block (503).

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