Urban rail transit vibration reduction buckle structure

Abstract

The utility model discloses a damping buckle structure for urban rail transit, which relates to the technical field of rail transit and comprises a sleeper, a backing plate mounted at the top end of the sleeper, an iron backing plate mounted on the backing plate, a rubber backing plate mounted at the top end of the iron backing plate close to the middle position, a rail mounted at the top end of the rubber backing plate, and a fixing mechanism arranged between the sleeper and the rail. According to the damping fastener, the function that the firmness of the fixed rail cushion blocks can be improved is achieved, the problem that when an existing damping fastener is installed, the rail cushion blocks on the two sides of a rail are only placed on the two sides of the rail and pressed and fixed through one end of an elastic strip, and therefore the rail cushion blocks are prone to loosening after being used for a long time is solved, and the firmness of the rail cushion blocks is improved; according to the vibration reduction fastener, the function of limiting the installed bolt is achieved, the problems that after an existing vibration reduction fastener is installed, due to the fact that vibration can be generated when an upper rail passes through a high-speed rail or a train, the bolt is prone to loosening and potential safety hazards exist after a long time are solved, and the stability of the bolt is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of rail transit, in particular to a vibration reduction buckle structure for urban rail transit. Background Art

[0002] Urban rail transit is a vehicle transportation system that uses track structures for load bearing and guidance. Fasteners are the intermediate connecting parts between rails and sleepers. Their function is to fix the rails on the sleepers, maintain the track gauge and prevent the rails from moving longitudinally and transversely relative to the sleepers.

[0003] Patent CN201820457452.6 discloses a reinforced rail vibration damping fastener, in which the lower iron pad and the lower plate pad are anchored on the rail sleeper through the lower end thread of the stud bolt, a floating iron pad is arranged on the upper part of the lower iron pad, and a vibration isolation rubber pad is installed between the floating iron pad and the lower iron pad, and two elastic guide components are arranged on both sides of the floating iron pad and the lower iron pad vertically and parallel to the rail; two wedge-shaped stoppers extend from the bottom of the floating iron pad. The wedge-shaped shoulder is embedded in the elastic sliding sleeve in the corresponding rectangular slot of the lower iron pad, and cooperates with each other to limit the longitudinal and transverse directions of the rail and slide up and down; the four through holes on the floating iron pad are mounted on the upper end of the stud bolt through insulating bushings, compression springs and anti-loosening nuts; the rail is limited and buckled on the floating iron pad through the rubber pad under the rail, insulating rail pads, T-bolts, nuts and elastic bars, which achieves a higher vibration isolation capability as a whole and greatly improves the reliability of use.

[0004] Most of the currently disclosed rail vibration reduction fasteners are the same as those disclosed in the above patents, and usually have the following disadvantages:

[0005] 1) After long-term use of the shock-absorbing fasteners, the rail pads are prone to loosening;

[0006] 2) When the upper rail passes through a high-speed train or a train, it will generate vibration, which will easily cause the bolts to loosen over time. Utility Model Content

[0007] Based on the problem that the existing rail transit shock-absorbing buckles are easy to loosen as pointed out in the background technology, the purpose of this application is to propose an urban rail transit shock-absorbing buckle structure, which has the characteristics of strong shock absorption and anti-loosening capabilities, is also highly practical and has a simple structure.

[0008] The utility model is realized by the following technical solutions:

[0009] The present application provides a vibration-damping buckle structure for urban rail transit, comprising a sleeper, a pad installed on the top of the sleeper, an iron pad installed on the pad, a rubber pad installed near the middle of the top of the iron pad, a rail installed on the top of the rubber pad, and a fixing mechanism arranged between the sleeper and the rail.

[0010] Furthermore, the fixing mechanism includes bolts, which are arranged on both sides of the rail, and the bottom end of the bolt passes through the iron pad and the pad to reach the inside of the sleeper, the bolt is slidably connected to the pad and the iron pad, the bolt is threadedly connected to the sleeper, the top end of the bolt is sleeved with a rail pad, and the bolt is slidably connected to the rail pad, one end of the rail pad is pressed on the side end of the rail, and the other end of the rail pad is connected to a first fixing block, and the bottom end of the first fixing block is in contact with the top end of the iron pad.

[0011] Furthermore, the inner wall of the rail pad is circular in design.

[0012] Furthermore, an elastic bar is inserted on the outside of the bolt, the front end of the elastic bar is fitted with the top of the rail pad, the rear end of the elastic bar is inserted inside the top of the first fixing block, and the inner wall of the top of the first fixing block is fitted with the outside of the elastic bar.

[0013] Furthermore, a gasket is sleeved on the top end of the bolt, the gasket is slidably connected to the bolt, and the bottom end of the gasket fits with the top end of the elastic bar, and a nut is sleeved on the top end of the bolt, and the bolt is threadedly connected to the nut, and the bottom end of the nut fits with the top end of the gasket.

[0014] Furthermore, the inner wall of the gasket is circular in design.

[0015] Furthermore, second fixing blocks are arranged on both sides of the top of the iron pad near the bolt, and the top of the iron pad is connected to the bottom of the second fixing block, a threaded rod is inserted into the side end of the second fixing block, and the second fixing block is threadedly connected to the threaded rod, and the rear end of the threaded rod is connected to the front end of the rotating handle.

[0016] Furthermore, the front end of the threaded rod is connected to a rotating block, a third fixed block is sleeved on the outer side of the front end of the rotating block, and the rotating block is rotatably connected to the third fixed block, the front end of the third fixed block is connected to an insert block, the rear end of the insert block is connected to the front end of the third fixed block, and slots are opened on both sides of the bolt near the middle position, and the front end of the insert block is inserted inside the slots.

[0017] Furthermore, the interiors of the rotating block and the third fixed block are both circular in design.

[0018] Furthermore, a guide rod is connected to the rear end of the insert block near the lower position, the second fixing block is sleeved on the outside of the guide rod, and the second fixing block is slidably connected to the guide rod, and the guide rod is a round rod.

[0019] Compared with the prior art, the utility model has the following advantages and beneficial effects:

[0020] (1) The present application achieves the function of increasing the firmness of the rail pad after being fixed by means of the structural design of the fixing mechanism, thereby solving the problem that the rail pads on both sides of the rail are only placed on both sides of the rail during installation and are fixed by pressing at one end of the spring bar, so that the rail pads are very likely to loosen after long-term use, thereby improving the firmness of the rail pad; and the vibration-damping buckle structure has the characteristics of strong shock absorption and anti-loosening capabilities, and is also highly practical and simple in structure;

[0021] (2) The present application realizes the function of limiting the installed bolts through the structural design of the fixing mechanism, thereby solving the problem that after the existing vibration-damping fasteners are installed, the bolts will easily become loose due to vibration when the upper rails pass through high-speed railways or trains, thus posing a safety hazard due to the vibration generated. The stability of the bolts is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The drawings described herein are used to provide a further understanding of the embodiments of the present utility model, constitute a part of this application, and do not constitute a limitation of the embodiments of the present utility model. In the drawings:

[0023] Figure 1 It is a three-dimensional diagram of a vibration-damping buckle structure for urban rail transit in the utility model;

[0024] Figure 2 It is a partial cross-sectional structural schematic diagram of an urban rail transit vibration reduction buckle structure in the utility model;

[0025] Figure 3 for Figure 1 A magnified view of middle;

[0026] Figure 4 for Figure 2 Enlarged view of B.

[0027] Marks and corresponding parts names in the attached drawings:

[0028] 1-sleeper, 2-pad, 3-iron pad, 4-rubber pad, 5-rail, 6-bolt, 7-rail pad, 8-first fixed block, 9-elastic bar, 10-washer, 11-nut, 12-second fixed block, 13-threaded rod, 14-rotating handle, 15-rotating block, 16-third fixed block, 17-insert block, 18-slot, 19-guide rod. DETAILED DESCRIPTION

[0029] In order to make the purpose, technical scheme and advantages of the embodiments of the utility model clearer, the technical scheme in the embodiments of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiments of the utility model. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Generally, the components of the embodiments of the utility model described and shown in the drawings here can be arranged and designed in various different configurations.

[0030] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the present invention to be protected, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0031] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0032] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, a connection or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0033] Example 1

[0034] like Figures 1 to 4 As shown, this embodiment provides a vibration-damping buckle structure for urban rail transit, including a sleeper 1, a pad 2 is placed on the top of the sleeper 1, an iron pad 3 is arranged on the pad 2, a rubber pad 4 is placed near the middle position of the top of the iron pad 3, a rail 5 is placed on the top of the rubber pad 4, and a fixing mechanism is arranged between the sleeper 1 and the rail 5.

[0035] Specifically, the fixing mechanism includes bolts 6, which are arranged on both sides of the rail 5, and the bottom end of the bolt 6 passes through the iron pad 3 and the pad 2 to reach the inside of the sleeper 1, the bolt 6 is slidably connected with the pad 2 and the iron pad 3, the bolt 6 is threadedly connected with the sleeper 1, a rail pad 7 is sleeved on the top of the bolt 6, and the bolt 6 is slidably connected with the rail pad 7, the inner wall of the rail pad 7 is circular in design, one end of the rail pad 7 is pressed on the side end of the rail 5, and the other end of the rail pad 7 is welded to one side of the first fixing block 8, and the bottom end of the first fixing block 8 is in contact with the top of the iron pad.

[0036] During operation, first place the pad 2 on the top of the sleeper 1, then place the iron pad 3 inside the top of the pad 2, and finally place the rubber pad 4 near the middle position of the top of the iron pad 3, and place the rubber pad 4 at the bottom of the processed rail 5. When the rail 5 is placed in place, the bolt 6 is passed through the holes opened on both sides of the iron pad 3 and the pad 2, and inserted into the threaded hole on the top of the sleeper 1, and then rotated to drive the sleeper 1 to move downward along the threaded hole on the top of the sleeper 1 until it reaches the bottom, and then the rail pad 7 is installed through the bolt 6, so that one end of the rail pad 7 is pressed on the side end of the bottom end of the rail 5, and the first fixing block 8 at the other end of the rail pad 7 is pressed on the top of the iron pad 3, which is used to install the track vibration reduction fastener and the rail 5.

[0037] Example 2

[0038] Based on Example 1, this example provides a vibration-damping buckle structure for urban rail transit. The difference from Example 1 is that an elastic bar 9 is inserted on the outside of the bolt 6 of this example, the front end of the elastic bar 9 is fitted with the top of the rail pad 7, the rear end of the elastic bar 9 is inserted inside the top of the first fixing block 8, and the inner wall of the top of the first fixing block 8 is fitted with the outer side of the elastic bar 9. Other technical features are the same as those of Example 1.

[0039] During operation, the spring bar 9 is passed through the bolt 6 so that one end of the spring bar 9 is pressed on the top of the rail pad 7, and the other end is pressed inside the groove at the top of the first fixing block 8, so as to install the track vibration reduction fastener and the rail 5.

[0040] Example 3

[0041] Based on Example 2, this example provides a vibration-damping buckle structure for urban rail transit. The difference from Example 2 is that a gasket 10 is sleeved on the top of the bolt 6 of this example, the gasket 10 is slidably connected to the bolt 6, and the bottom of the gasket 10 fits with the top of the elastic bar 9, a nut 11 is sleeved on the top of the bolt 6, and the bolt 6 is threadedly connected to the nut 11, the bottom of the nut 11 fits with the top of the gasket 10, and the inner wall of the gasket 10 is circular. Other technical features are the same as those of Example 2.

[0042] During operation, the gasket 10 is passed through the bolt 6 and rolled onto the top of the spring bar 9, and then the nut 11 is rotated along the top of the bolt 6 until it is pressed onto the top of the gasket 10, so that the position of the spring bar 9 is fixed and tightened, which is used to install the track vibration damping fastener and the rail 5.

[0043] Example 4

[0044] Based on Example 3, this embodiment provides a vibration-damping buckle structure for urban rail transit. Different from Example 3, the second fixing blocks 12 are arranged on both sides of the top of the iron pad 3 near the bolt 6 in this embodiment, and the top of the iron pad 3 is welded to the bottom of the second fixing block 12, and the side end of the second fixing block 12 is inserted with a threaded rod 13, and the second fixing block 12 is threadedly connected to the threaded rod 13, and the rear end of the threaded rod 13 is welded to the front end of the rotating handle 14. Other technical features are the same as those of Example 3.

[0045] During operation, the rotating handles 14 on both sides are rotated to drive the threaded rod 13 to rotate along the inside of the second fixing block 12 and move toward the side end of the bolt 6 to install the track vibration reduction fastener and the rail 5.

[0046] Example 5

[0047] Based on Example 4, this example provides a vibration-damping buckle structure for urban rail transit. Different from Example 4, the front end of the threaded rod 13 of this example is welded to the rear end of the rotating block 15, a third fixed block 16 is sleeved on the outer side of the front end of the rotating block 15, and the rotating block 15 is rotatably connected to the third fixed block 16. The inner walls of the rotating block 15 and the third fixed block 16 are circular in design. The front end of the third fixed block 16 is welded to the rear end of the plug block 17. Slots 18 are provided on both sides of the bolt 6 near the middle position, and the front end of the plug block 17 is inserted into the slot 18. Other technical features are the same as those of Example 4

[0048] During operation, the threaded rod 13 rotates, driving the rotating block 15 to rotate along the inside of the third fixed block 16, and pushing the insert block 17 to move until the insert block 17 is inserted into the slot 18. When the insert block 17 is inserted into the slot 18, the bolt 6 will not be able to rotate, and is used to install the track vibration damping fastener and the rail 5.

[0049] Example 6

[0050] Based on Example 5, this example provides an urban rail transit vibration damping buckle structure. The difference from Example 5 is that the rear end of the insert block 17 of this example is welded to the front end of the guide rod 19 near the lower position, and the second fixed block 12 is sleeved on the outside of the guide rod 19. The second fixed block 12 is slidably connected to the guide rod 19, and the guide rod 19 is designed as a round rod.

[0051] During operation, the insert block 17 moves, driving the guide rod 19 to move synchronously along the inside of the second fixing block 12 , so as to install the track vibration reduction fastener and the rail 5 .

[0052] The specific implementation methods described above further illustrate the purpose, technical solutions and beneficial effects of the utility model in detail. It should be understood that the above description is only the specific implementation method of the utility model and is not used to limit the protection scope of the utility model. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the utility model should be included in the protection scope of the utility model.

Claims

1. A vibration-damping buckle structure for urban rail transit, characterized in that: The invention comprises a sleeper (1), wherein a pad (2) is installed at the top of the sleeper (1), an iron pad (3) is installed on the pad (2), a rubber pad (4) is installed near the middle position of the top of the iron pad (3), a rail (5) is installed at the top of the rubber pad (4), and a fixing mechanism is arranged between the sleeper (1) and the rail (5).

2. The urban rail transit vibration reduction buckle structure according to claim 1, characterized in that: The fixing mechanism comprises a bolt (6), wherein the bolt (6) is arranged on both sides of the rail (5), and the bottom end of the bolt (6) passes through the iron pad (3) and the pad (2) to reach the inside of the sleeper (1), the bolt (6) is slidably connected with the pad (2) and the iron pad (3), the bolt (6) is threadedly connected with the sleeper (1), a rail pad (7) is sleeved on the top end of the bolt (6), and the bolt (6) is slidably connected with the rail pad (7), one end of the rail pad (7) is pressed on the side end of the rail (5), and the other end of the rail pad (7) is connected to a first fixing block (8), and the bottom end of the first fixing block (8) is in contact with the top end of the iron pad (3).

3. The urban rail transit vibration reduction buckle structure according to claim 2, characterized in that: The inner wall of the rail pad (7) is circular in design.

4. The urban rail transit vibration reduction buckle structure according to claim 2, characterized in that: An elastic bar (9) is inserted on the outside of the bolt (6), the front end of the elastic bar (9) is in contact with the top of the rail pad (7), the rear end of the elastic bar (9) is inserted inside the top of the first fixing block (8), and the inner wall of the top of the first fixing block (8) is in contact with the outside of the elastic bar (9).

5. The urban rail transit vibration reduction buckle structure according to claim 4, characterized in that: A gasket (10) is sleeved on the top end of the bolt (6), the gasket (10) is slidably connected to the bolt (6), and the bottom end of the gasket (10) is in contact with the top end of the elastic bar (9); a nut (11) is sleeved on the top end of the bolt (6), and the bolt (6) is threadedly connected to the nut (11), and the bottom end of the nut (11) is in contact with the top end of the gasket (10).

6. The urban rail transit vibration reduction buckle structure according to claim 5, characterized in that: The inner wall of the gasket (10) is circular in design.

7. The urban rail transit vibration reduction buckle structure according to claim 1, characterized in that: A second fixing block (12) is arranged on both sides of the top of the iron pad (3) close to the bolt (6), and the top of the iron pad (3) is connected to the bottom of the second fixing block (12), a threaded rod (13) is inserted into the side end of the second fixing block (12), and the second fixing block (12) is threadedly connected to the threaded rod (13), and the rear end of the threaded rod (13) is connected to a rotating handle (14), and the rear end of the threaded rod (13) is connected to the front end of the rotating handle (14).

8. The urban rail transit vibration reduction buckle structure according to claim 7, characterized in that: The front end of the threaded rod (13) is connected to a rotating block (15), a third fixed block (16) is sleeved on the outer side of the front end of the rotating block (15), and the rotating block (15) is rotatably connected to the third fixed block (16), the front end of the third fixed block (16) is connected to an insert block (17), the rear end of the insert block (17) is connected to the front end of the third fixed block (16), and slots (18) are provided on both sides of the bolt (6) near the middle position, and the front end of the insert block (17) is inserted into the inside of the slot (18).

9. The urban rail transit vibration reduction buckle structure according to claim 8, characterized in that: The interiors of the rotating block (15) and the third fixed block (16) are both circular in design.

10. The urban rail transit vibration reduction buckle structure according to claim 8, characterized in that: A guide rod (19) is connected to the rear end of the insert block (17) near the lower position, the second fixing block (12) is sleeved on the outside of the guide rod (19), and the second fixing block (12) is slidably connected to the guide rod (19), and the guide rod (19) is a round rod.

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