Track damping device

Abstract

The utility model discloses a rail damping device, which belongs to the technical field of rail damping, and comprises a subway base and a rail main body arranged at the top end of the subway base, and positioning frames for fixing the rail main body are equidistantly arranged on two sides of the top end surface of the subway base. A buffer pad located below the track body is embedded in the subway base, telescopic grooves are formed in the center of the subway base at equal intervals, lifting plates are adjustably fixed to the bottom ends of the telescopic grooves, springs are embedded in the top ends of the telescopic grooves, and a trapezoidal impact part is arranged at the bottom end of the buffer pad. A mounting plate is arranged at the top end of the subway base, mounting bolts which are inserted into the subway base in a threaded mode are arranged on the two sides of the top end face of the mounting plate, screw holes are formed in the bottom walls of the telescopic grooves, potential energy borne by the buffer pad is buffered through deformation of springs, and the service life of the buffer pad is prolonged.

Description

Technical Field

[0001] The utility model belongs to the technical field of track vibration reduction, and particularly relates to a track vibration reduction device. Background Art

[0002] In the existing ballastless tracks of subways, the embedded cast-in-place reinforced concrete monolithic roadbeds with sleepers (long sleepers or short sleepers) are mostly adopted. The vibration and noise caused by train operation are relatively large. When passing through residential areas and commercial areas, it seriously affects people's daily life and work. It is extremely urgent to solve the problems of vibration and noise of adjacent buildings caused by the operation of existing subways.

[0003] At present, in terms of the vibration reduction forms of urban rails in China, there are mainly two forms: fastener vibration reduction and roadbed vibration reduction. Among them, the fastener vibration reduction form mainly reduces the rigid contact between the rail and the tie plate or between the tie plate and the sleeper. Generally, the rubber pad undertakes the vibration reduction effect. In the vibration reduction process, the single rubber pad completely bears the impact force of vehicle extrusion by itself, which easily leads to the damage of the rubber pad. Content of the Utility Model

[0004] (1) Technical Problems to be Solved

[0005] Aiming at the deficiencies of the prior art, the purpose of the utility model is to provide a track vibration reduction device, which aims to solve the technical problem that in the prior art, the single rubber pad completely bears the impact force of vehicle extrusion by itself in the vibration reduction process, which easily leads to the damage of the rubber pad.

[0006] (2) Technical Solutions

[0007] To solve the above technical problems, the utility model provides such a track vibration reduction device, which includes a subway base and a track main body arranged on the top end of the subway base. The two sides of the top end surface of the subway base are equally spaced with positioning frames for fixing the track main body, and a buffer pad located below the track main body is embedded in the subway base. Among them, telescopic grooves are equally spaced at the central position of the subway base. A lifting plate is fixedly arranged at the bottom end of the telescopic groove in an adjustable manner, and a spring is embedded at the top end of the telescopic groove. A trapezoidal impact part is arranged at the bottom end of the buffer pad.

[0008] When using this technical solution, a trapezoidal impact part is provided at the bottom end of the buffer pad. When a vehicle travels on the track main body, it squeezes the buffer pad to cause elastic deformation. The impact force of the deformation of the buffer pad is buffered by the trapezoidal impact part and the extrusion plate, and the force is transmitted to the spring during the buffering process to squeeze it into deformation. The deformation of the spring buffers the potential energy received by the buffer pad. At the same time, by rotating the screw rod, it rises and falls in the screw hole, and during the rising and falling process, the supporting part drives the lifting plate to move, and the spring is squeezed into elastic deformation during the moving process, thereby adjusting the extrusion force of the spring and improving the service life of the buffer pad; an installation plate is fixed at the top end of the subway base, and the positioning frame on the installation plate positions the subway base. When the buffer pad is squeezed and elastically deformed, the track main body rises and falls synchronously. At the same time, the arc-shaped elastic part squeezes the fastening part to abut against the track main body. During the vibration of the subway track, the positioning frame always fits with it, improving the stability of the track main body.

[0009] Preferably, an installation plate is provided at the top end of the subway base, and installation bolts are threadedly inserted into the subway base on both sides of the top surface of the installation plate.

[0010] Furthermore, the positioning frame includes an arc-shaped elastic part and a fastening part fixed to the installation plate, and the fastening part is tightly connected to the inner wall of the track main body.

[0011] Furthermore, a screw hole is opened at the bottom wall of the telescopic groove, and a card slot for accommodating the spring is opened at the top end of the lifting plate.

[0012] Furthermore, an extrusion plate is fixed below the trapezoidal impact part, and the bottom end of the extrusion plate is tightly connected to the spring.

[0013] Furthermore, a plurality of fastening bolts are provided at the top end of the lifting plate, and the bottom ends of the fastening bolts are threadedly inserted into the screw holes.

[0014] Furthermore, a supporting part is sleeved and fixed at the bottom end of the fastening bolt, and the supporting part is tightly connected to the bottom end of the lifting plate.

[0015] (3)Beneficial effects

[0016] Compared with the prior art, the beneficial effects of the present utility model are as follows:

[0017] The utility model is provided with a trapezoidal impact part at the bottom end of the buffer pad. When a vehicle travels on the track main body, the buffer pad is squeezed and undergoes elastic deformation. The impact force of the deformation of the buffer pad is buffered by the trapezoidal impact part and the extrusion plate, and the force is transmitted to the spring during the buffering process to squeeze it and deform. The potential energy received by the buffer pad is buffered by the deformation of the spring. At the same time, the screw is rotated to lift and lower in the screw hole, and during the lifting and lowering process, the support part drives the lifting plate to move, and the spring is squeezed to deform elastically during the moving process, thereby adjusting the extrusion force of the spring and improving the service life of the buffer pad;

[0018] An installation plate is fixed at the top end of the subway base, and the positioning frame on the installation plate positions the subway base. When the buffer pad is squeezed and undergoes elastic deformation, the track main body synchronously lifts and lowers. At the same time, the arc-shaped elastic part squeezes the fastening part to abut against the track main body. During the vibration of the subway track, the positioning frame always fits with it, improving the stability of the track main body. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present application. For those skilled in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0020] Figure 1 It is a structural schematic diagram of the utility model;

[0021] Figure 2 It is a structural schematic diagram of the positioning frame in the utility model;

[0022] Figure 3 It is a cross-sectional structural schematic diagram of the subway base in the utility model;

[0023] Figure 4 For the utility model Figure 3 It is an enlarged schematic diagram of the structure at position A in the utility model.

[0024] The reference signs in the drawings are: 1, subway base; 2, positioning frame; 3, track main body; 4, buffer pad; 5, installation plate; 6, installation bolt; 7, arc-shaped elastic part; 8, fastening part; 9, extrusion plate; 10, spring; 11, trapezoidal impact part; 12, telescopic groove; 13, card slot; 14, screw hole; 15, support part; 16, lifting plate; 17, fastening bolt. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0025] The following will clearly and completely describe the technical solutions in the embodiments of the present utility model in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0026] This specific embodiment is a track damping device, and its structural schematic diagram is as Figure 1 and Figure 4 shown. The track damping device includes a subway base 1 and a track main body 3 arranged at the top end of the subway base 1. On both sides of the top surface of the subway base 1, positioning frames 2 for fixing the track main body 3 are equidistantly arranged, and a buffer pad 4 located below the track main body 3 is embedded in the subway base 1. Among them, telescopic grooves 12 are equidistantly opened at the central position of the subway base 1, a lifting plate 16 is adjustably fixed at the bottom end of the telescopic groove 12, and a spring 10 is embedded at the top end of the telescopic groove 12. A trapezoidal impact portion 11 is arranged at the bottom end of the buffer pad 4.

[0027] A screw hole 14 is opened at the bottom wall of the telescopic groove 12, a card slot 13 for accommodating the spring 10 is opened at the top end of the lifting plate 16. An extrusion plate 9 is fixed below the trapezoidal impact portion 11, and the bottom end of the extrusion plate 9 is tightly connected with the spring 10. A plurality of fastening bolts 17 are arranged at the top end of the lifting plate 16, the bottom end of the fastening bolt 17 is threadedly inserted into the screw hole 14, a support portion 15 is sleeved and fixed at the bottom end of the fastening bolt 17, and the support portion 15 is tightly connected with the bottom end of the lifting plate 16. The impact force of the deformation of the buffer pad 4 is buffered through the trapezoidal impact portion 11 and the extrusion plate 9, and the force is transmitted to the spring 10 during the buffering process to squeeze its deformation. The potential energy received by the buffer pad 4 is buffered through the deformation of the spring 10. At the same time, by rotating the screw rod, it rises and falls in the screw hole 14.

[0028] As Figure 2 and Figure 3 shown, an installation plate 5 is arranged at the top end of the subway base 1. Installation bolts 6 threadedly inserted into the subway base 1 are arranged on both sides of the top surface of the installation plate 5. The positioning frame 2 includes an arc-shaped elastic portion 7 and a fastening portion 8 fixed to the installation plate 5. The fastening portion 8 is tightly connected with the inner wall of the track main body 3. The positioning frame 2 on the installation plate 5 positions the subway base 1. When the buffer pad 4 is squeezed and elastically deformed, the track main body 3 rises and falls synchronously. At the same time, the arc-shaped elastic portion 7 squeezes the fastening portion 8 to abut against the track main body 3. During the vibration of the subway track, the positioning frame 2 always fits with it.

[0029] The structural schematic diagram of the positioning frame 2 of this track damping device is as Figure 2 shown, and the cross-sectional structural schematic diagram of its subway base 1 is as Figure 3 shown, itsFigure 3 The enlarged schematic diagram of the structure at position A in the figure is as Figure 4 shown below.

[0030] Working principle: When a vehicle travels on the track main body 3 in the device using this technical solution, the buffer pad 4 is squeezed and undergoes elastic deformation. The impact force of the deformation of the buffer pad 4 is buffered by the trapezoidal impact part 11 and the extrusion plate 9, and the force is transmitted to the spring 10 during the buffering process to squeeze it and cause deformation. The potential energy received by the buffer pad 4 is buffered through the deformation of the spring 10. At the same time, the screw is rotated to lift and lower it in the screw hole 14, and during the lifting and lowering process, the support part 15 drives the lifting plate 16 to move, and the spring 10 is squeezed and elastically deformed during the movement, thereby adjusting the extrusion force of the spring 10. The positioning frame 2 on the mounting plate 5 positions the subway base 1. When the buffer pad 4 is squeezed and elastically deformed, the track main body 3 is lifted and lowered synchronously. At the same time, the arc-shaped elastic part 7 squeezes the fastening part 8 to abut against the track main body 3. During the vibration of the subway track, the positioning frame 2 always fits with it, improving the stability of the track main body 3.

[0031] All technical features in this embodiment can be freely combined according to actual needs.

[0032] Finally, it should be noted that the above are only the preferred embodiments of the present invention and are not used to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, for those skilled in the art, they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A track vibration reduction device, comprising a subway base (1) and a track body (3) arranged on the top of the subway base (1), characterized in that: Positioning frames (2) for fixing the track body (3) are equidistantly arranged on both sides of the top surface of the subway base (1), and a buffer pad (4) located below the track body (3) is embedded in the subway base (1), wherein telescopic grooves (12) are equidistantly arranged at the center of the subway base (1), a lifting plate (16) is adjustably fixed to the bottom end of the telescopic groove (12), a spring (10) is embedded in the top end of the telescopic groove (12), and a trapezoidal impact portion (11) is arranged at the bottom end of the buffer pad (4).

2. A rail vibration reduction device according to claim 1, characterized in that: A mounting plate (5) is provided at the top end of the subway base (1), and mounting bolts (6) threadedly inserted into the subway base (1) are provided on both sides of the top end surface of the mounting plate (5).

3. A rail vibration reduction device according to claim 2, characterized in that: The positioning frame (2) comprises an arc-shaped elastic portion (7) fixed to the mounting plate (5) and a fastening portion (8), wherein the fastening portion (8) is tightly connected to the inner wall of the track body (3).

4. A rail vibration reduction device according to claim 1, characterized in that: The bottom wall of the telescopic slot (12) is provided with a screw hole (14), and the top end of the lifting plate (16) is provided with a slot (13) for accommodating a spring (10).

5. A rail vibration reduction device according to claim 4, characterized in that: A pressing plate (9) is fixed below the trapezoidal impact portion (11), and the bottom end of the pressing plate (9) is tightly connected to the spring (10).

6. A rail vibration reduction device according to claim 5, characterized in that: A plurality of fastening bolts (17) are provided at the top end of the lifting plate (16), and the bottom ends of the fastening bolts (17) are threadedly inserted into the screw holes (14).

7. A rail vibration reduction device according to claim 6, characterized in that: A support portion (15) is sleeved and fixed on the bottom end of the fastening bolt (17), and the support portion (15) is tightly connected to the bottom end of the lifting plate (16).

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