Elastic base plate structure for rail transit

By designing an elastic pad structure for rail transit including a buffer mechanism and a reset mechanism, the existing elastic pad is solved, and the problems of poor shock absorption and long recovery time when dealing with overheavalous vehicles are solved, achieving rapid shock absorption and efficient reset.

CN222557350UActive Publication Date: 2025-03-04JIANGSU JINYANG MACHINERY
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Patent Information

Application Number
CN202421081885.8
Authority / Receiving Office
CN · China
Patent Type
Utility models(China)
Current Assignee / Owner
Filing Date
2024-05-17
Publication Date
2025-03-04
Estimated Expiration
2034-05-17

AI Technical Summary

Technical Problem

The existing elastic pads have poor shock absorption when dealing with heavy loads, and it takes a certain amount of time to restore after shock absorption.

Method used

An elastic pad structure for rail transit is designed, including a buffer mechanism and a reset mechanism. The buffering mechanism consists of a bottom shell, a limit hole, a first spring, a gasket, a limit block, a housing and a limit groove. Through the compression of the first spring and the control of the limit hole, the energy of mechanical vibration is absorbed and stored, and converted into thermal energy to reduce vibration. The reset mechanism realizes rapid reset of the vehicle after leaving the pad plate through the linkage of the slide rod, the second spring, the top seat, the connecting block, the connecting rod, the fixing block and the second pad plate.

Benefits of technology

This structure can quickly absorb and reduce vibration when the vehicle passes, ensure the stability and safety of rail transit, and quickly reset after the vehicle leaves, improving the efficiency of use.

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Abstract

The utility model relates to the technical field of elastic base plates, in particular to an elastic base plate structure for rail transit, which comprises a first base plate, a bottom table is mounted on the surface of one side of the first base plate, a buffer mechanism is arranged on the surface of one side of the bottom table, and a reset mechanism is arranged on the surface of one side of the bottom table. According to the elastic base plate structure for the rail transit, through the arrangement of the bottom shell, the limiting holes, the first springs, the gaskets, the limiting blocks, the shell and the limiting grooves, when the elastic base plate structure is used, the whole bottom shell is fixed to one side of a bottom table, when a carrier passes through, the weight generated by the carrier presses the shell, the shell is pressed downwards, the first springs in the elastic base plate structure can also be compressed, and the elastic base plate structure is fixed to the bottom table; the limiting holes can control the positions of the first springs, the first springs absorb and store energy of mechanical vibration, then the energy is integrally converted into heat energy, the amplitude and frequency of vibration are reduced, the gaskets can absorb kinetic energy generated during work, and therefore the purpose of damping and buffering of the base plate is achieved.
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Description

Technical Field

[0001] The utility model relates to the technical field of elastic pads, in particular to an elastic pad structure for rail transportation. Background Art

[0002] Elastic pads are an integral part of the heavy-duty line fastening system. The rail-submerged elastic pads are applied under the rails. Their main function is to buffer the high-speed impact vibrations generated when vehicles pass through the rails, protect the roadbed and sleepers, and electrically insulate the railway signal system. The elasticity of the track is mainly provided by the granular ballast bed and the rail-submerged cushion. The rail-submerged pads play a role in shock absorption and seismic isolation. For the concrete rail-submerged foundation, the good elasticity of the rail-submerged cushion is more important. In order to achieve good shock absorption and seismic isolation, an elastic pad structure for rail transit is particularly needed.

[0003] However, most of the existing elastic pads rely on the elasticity of the pads themselves to reduce shock. When in use, they cannot timely reduce shock when dealing with overweight vehicles, and recovery after shock reduction also takes a certain amount of time. Utility Model Content

[0004] The purpose of the utility model is to provide an elastic pad structure for rail transit to solve the problem that most of the existing elastic pads proposed in the above-mentioned background technology rely on the elastic shock absorption of the pad itself. When in use, they cannot play a shock absorption role in time when dealing with overweight vehicles, and the recovery after shock absorption also takes a certain amount of time.

[0005] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: an elastic pad structure for rail transit, comprising a first pad, a bottom platform is installed on one side surface of the first pad, a buffer mechanism is arranged on one side surface of the bottom platform, and a reset mechanism is arranged on one side surface of the bottom platform;

[0006] The buffer mechanism includes a bottom shell, a limiting hole, a first spring, a gasket, a limiting block, an outer shell and a limiting groove. The bottom shell is fixedly installed on one side surface of the base, and a limiting hole is provided on one side surface of the bottom shell. The inner surface of the limiting hole is fixedly connected with the first spring, and one end surface of the first spring is connected with the gasket. The outer surface of the bottom shell is fixedly installed with a limiting block, and the outer surface of the bottom shell is fixedly connected with the outer shell, and a limiting groove is provided on the inner surface of the outer shell.

[0007] Preferably, the bottom shell and the outer shell form a sliding structure, and the size of the outer wall of the first spring is consistent with the size of the inner wall of the limiting hole.

[0008] Preferably, the shell is symmetrically distributed about the center axis of the gasket, and the limiting block and the limiting groove constitute a sliding structure.

[0009] Preferably, the reset mechanism includes a first mounting hole, a sliding rod, a second spring, a top seat, a connecting block, a connecting rod, a fixed block and a second pad, a first mounting hole is opened on one side surface of the base, a sliding rod is fixedly connected to the inner surface of the first mounting hole, a second spring is penetrated and connected to one side surface of the sliding rod, one end of the second spring is fixedly connected to the top seat, a connecting block is installed on one side surface of the top seat, a connecting rod is fixedly connected to one side surface of the connecting block, one end of the connecting rod is threadedly connected to the fixed block, and a second pad is fixedly connected to one side surface of the fixed block.

[0010] Preferably, both end surfaces of the second spring are connected with a top seat, and the sliding rod is connected through the second spring and the top seat at the same time.

[0011] Preferably, the fixing block is fixedly connected to the second pad via threads, and the first mounting hole is slidably connected to the sliding rod.

[0012] Preferably, the base is installed symmetrically with respect to the central axis of the first pad, and the connecting block is fixedly connected to the connecting rod by threads.

[0013] Compared with the prior art, the beneficial effects of the utility model are as follows: the elastic pad structure for rail transit, through the arrangement of the bottom shell, the limiting hole, the first spring, the gasket, the limiting block, the outer shell and the limiting groove, when in use, the bottom shell will be fixed as a whole on one side of the base platform, when a vehicle passes by, the weight generated by the vehicle will press on the outer shell to press the outer shell downward, and the first spring inside it will also be compressed, the limiting hole will control the position of the first spring, the first spring absorbs and stores the energy of mechanical vibration, and then converts this energy into heat energy through the whole, reducing the amplitude and frequency of vibration, the gasket can absorb the kinetic energy generated during work, thereby achieving the purpose of shock absorption and buffering for the pad, when the vehicle presses over the second pad, the second pad drives the fixed block to press downward, the fixed block is connected to the connecting rod, and the connecting rod is connected to the connecting block, when these parts are pressed down in conjunction, they will push the top seat, and the top seat will squeeze the second spring, when the vehicle leaves, the second spring will bounce the top seat back to the initial position, and through the linkage of the parts, the second pad returns to the initial position to complete the reset. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a schematic diagram of the overall appearance structure of the utility model;

[0015] Figure 2 This is a schematic diagram of the structure of the buffer mechanism of the utility model;

[0016] Figure 3 This is a schematic diagram of the structure of the second pad and the base platform cooperating with each other in the utility model;

[0017] Figure 4 For this utility model Figure 3Enlarged structural diagram at A in the middle.

[0018] In the figure: 1. first pad; 2. base; 3. buffer mechanism; 301. bottom shell; 302. limit hole; 303. first spring; 304. gasket; 305. limit block; 306. shell; 307. limit groove; 4. reset mechanism; 401. first mounting hole; 402. slide rod; 403. second spring; 404. top seat; 405. connecting block; 406. connecting rod; 407. fixing block; 408. second pad. DETAILED DESCRIPTION

[0019] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0020] See also Figure 1-4 The utility model provides a technical solution: an elastic pad structure for rail transit, comprising a first pad 1, a bottom platform 2 is installed on one side surface of the first pad 1, a buffer mechanism 3 is arranged on one side surface of the bottom platform 2, and a reset mechanism 4 is arranged on one side surface of the bottom platform 2;

[0021] The buffer mechanism 3 includes a bottom shell 301, a limiting hole 302, a first spring 303, a gasket 304, a limiting block 305, a shell 306 and a limiting groove 307. The bottom shell 301 is fixedly installed on one side surface of the base 2, and a limiting hole 302 is provided on one side surface of the bottom shell 301. The inner surface of the limiting hole 302 is fixedly connected to the first spring 303, and one end surface of the first spring 303 is connected to the gasket 304. The limiting block 305 is fixedly installed on the outer surface of the bottom shell 301, and the outer surface of the bottom shell 301 is fixedly connected to the shell 306. The inner surface of the shell 306 is provided with a limiting groove 307. 2. The first spring 303, gasket 304, limit block 305, shell 306 and limit groove 307 are arranged. When in use, the bottom shell 301 will be fixed as a whole on one side of the base 2. When a vehicle passes by, the weight generated by the vehicle will press on the shell 306 to press the shell 306 downward, and the first spring 303 inside it will also be compressed. The limit hole 302 will control the position of the first spring 303. The first spring 303 absorbs and stores the energy of mechanical vibration, and then converts this energy into heat energy through the whole, thereby reducing the amplitude and frequency of vibration. The gasket 304 can absorb the kinetic energy generated during work, thereby achieving the purpose of shock absorption and buffering for the pad.

[0022] Furthermore, the bottom shell 301 and the outer shell 306 form a sliding structure, and the outer wall size of the first spring 303 is consistent with the inner wall size of the limiting hole 302. Through the setting of the limiting hole 302, when in use, the limiting hole 302 limits the compression range of the first spring 303 and also fixes the position of the first spring 303.

[0023] Furthermore, the shell 306 is symmetrically distributed with respect to the central axis of the gasket 304, and the limit block 305 and the limit groove 307 constitute a sliding structure. Through the setting of the gasket 304, when in use, the gasket 304 can reduce the pressure brought to the shell 306 by the first spring 303, thereby preventing the shell 306 from being damaged due to being unable to withstand the pressure.

[0024] Further, the reset mechanism 4 includes a first mounting hole 401, a slide bar 402, a second spring 403, a top seat 404, a connecting block 405, a connecting rod 406, a fixing block 407 and a second pad 408. A first mounting hole 401 is provided on one side surface of the base 2, a slide bar 402 is fixedly connected to the inner side surface of the first mounting hole 401, a second spring 403 is connected through one side surface of the slide bar 402, one end of the second spring 403 is fixedly connected to the top seat 404, a connecting block 405 is installed on one side surface of the top seat 404, a connecting block 405 is fixedly connected to one side surface of the connecting block 405, a connecting rod 406 is threadedly connected to one end of the connecting rod 406, and a fixing block 407 is fixed on one side surface of the fixing block 407. A second pad 408 is connected, and through the first mounting hole 401, the sliding rod 402, the second spring 403, the top seat 404, the connecting block 405, the connecting rod 406, the fixed block 407 and the second pad 408 are arranged. When in use, when the carrier presses over the second pad 408, the second pad 408 drives the fixed block 407 to press downward, the fixed block 407 is connected to the connecting rod 406, and the connecting rod 406 is connected to the connecting block 405. When these parts are pressed down in conjunction, they will push the top seat 404, and the top seat 404 will squeeze the second spring 403. When the carrier leaves, the second spring 403 will bounce the top seat 404 back to its initial position, and through the linkage of the parts, the second pad 408 will return to its initial position to complete the reset.

[0025] Furthermore, both end surfaces of the second spring 403 are connected to a top seat 404, and the slide rod 402 is also connected through the second spring 403 and the top seat 404. Through the setting of the second spring 403, when in use, the second spring 403 can keep the top seat 404 in its original position and also reduce the impact force brought by the outside.

[0026] Furthermore, the fixing block 407 is fixedly connected to the second pad 408 by threads, and the first mounting hole 401 and the slide rod 402 form a sliding connection. Through the setting of the slide rod 402, when in use, the slide rod 402 limits the position of the second spring 403 and also facilitates the movement of the top seat 404.

[0027] Furthermore, the base 2 is installed symmetrically with respect to the central axis of the first pad 1, and the connecting block 405 is fixedly connected to the connecting rod 406 by threads. Through the setting of the connecting rod 406, when in use, the connecting rod 406 can link the fixing block 407 and the connecting block 405, and can transmit the pressure well when subjected to pressure.

[0028] Working principle: When in use, the bottom shell 301 is fixed as a whole on one side of the bottom platform 2. When a vehicle passes by, the weight generated by the vehicle will press on the outer shell 306, causing the outer shell 306 to press downward, and the first spring 303 inside it will also be compressed. The limiting hole 302 will control the position of the first spring 303. The first spring 303 absorbs and stores the energy of mechanical vibration, and then converts this energy into heat energy through the whole, reducing the amplitude and frequency of vibration. The gasket 304 can absorb the kinetic energy generated during work, thereby To achieve the purpose of shock absorption and buffering for the pad, when the carrier presses over the second pad 408, the second pad 408 drives the fixed block 407 to press downward, the fixed block 407 is connected to the connecting rod 406, and the connecting rod 406 is connected to the connecting block 405. When these parts are pressed down in conjunction, they will push the top seat 404, and the top seat 404 will squeeze the second spring 403. When the carrier leaves, the second spring 403 will bounce the top seat 404 back to the initial position, and through the linkage of the parts, the second pad 408 will return to the initial position to complete the reset.

[0029] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. An elastic pad structure for rail transit, comprising a first pad (1), characterized in that: A base (2) is mounted on one side surface of the first pad (1), a buffer mechanism (3) is provided on one side surface of the base (2), and a reset mechanism (4) is provided on one side surface of the base (2); The buffer mechanism (3) comprises a bottom shell (301), a limiting hole (302), a first spring (303), a gasket (304), a limiting block (305), an outer shell (306) and a limiting groove (307); the bottom shell (301) is fixedly mounted on one side surface of the base (2); a limiting hole (302) is provided on one side surface of the bottom shell (301); the first spring (303) is fixedly connected to the inner side surface of the limiting hole (302); the gasket (304) is connected to one end surface of the first spring (303); the limiting block (305) is fixedly mounted on the outer side surface of the bottom shell (301); the outer side surface of the bottom shell (301) is fixedly connected to the outer shell (306); and the limiting groove (307) is provided on the inner side surface of the outer shell (306).

2. The elastic pad structure for rail transit according to claim 1, characterized in that: The bottom shell (301) and the outer shell (306) form a sliding structure, and the outer wall size of the first spring (303) matches the inner wall size of the limiting hole (302).

3. The elastic pad structure for rail transit according to claim 1, characterized in that: The housing (306) is symmetrically distributed about the central axis of the gasket (304), and the limiting block (305) and the limiting groove (307) form a sliding structure.

4. The elastic pad structure for rail transit according to claim 1, characterized in that: The reset mechanism (4) comprises a first mounting hole (401), a sliding rod (402), a second spring (403), a top seat (404), a connecting block (405), a connecting rod (406), a fixing block (407) and a second pad (408). A first mounting hole (401) is provided on one side surface of the base (2); a sliding rod (402) is fixedly connected to the inner side surface of the first mounting hole (401); a second spring (403) is connected through one side surface of the sliding rod (402); one end of the second spring (403) is fixedly connected to the top seat (404); a connecting block (405) is installed on one side surface of the top seat (404); a connecting rod (406) is fixedly connected to one side surface of the connecting block (405); one end of the connecting rod (406) is threadedly connected to the fixing block (407); and a second pad (408) is fixedly connected to one side surface of the fixing block (407).

5. The elastic pad structure for rail transit according to claim 4, characterized in that: The surfaces at both ends of the second spring (403) are connected to a top seat (404), and the sliding rod (402) is simultaneously connected through the second spring (403) and the top seat (404).

6. The elastic pad structure for rail transit according to claim 4, characterized in that: The fixing block (407) and the second pad (408) are fixedly connected via threads, and the first mounting hole (401) and the sliding rod (402) are slidably connected.

7. The elastic pad structure for rail transit according to claim 4, characterized in that: The base (2) is symmetrically mounted with respect to the central axis of the first pad (1), and the connecting block (405) is fixedly connected to the connecting rod (406) via threads.