Damping shock absorber for track

Abstract

The utility model relates to the technical field of rail traffic, and discloses a damping shock absorber for a rail, which comprises two shock absorbers and the rail, each shock absorber comprises a pinch plate and a tuner, the two pinch plates are respectively clamped on two sides of the rail, one side of each pinch plate close to the lower end is provided with a clamping groove, and the tuner is arranged in the clamping groove. The two clamping grooves are clamped to the bottom end of a track respectively, screw holes are formed in one sides of the lower ends of the two buckle plates, a long screw is arranged on one side of one buckle plate and located at the screw hole in a threaded mode, and the long screw penetrates through the corresponding screw hole and is sleeved with a first nut and a second nut in a threaded mode. The shock absorber is convenient and fast to assemble, can be firmly and stably arranged on the two sides of a track, enables shock force and damping force to be completely transmitted, and meanwhile has good shock absorption and noise reduction functions, so that the stability and the practicability of the shock absorber are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of rail transit, in particular to a damping shock absorber for rails. Background Technique

[0002] A damping shock absorber for rails is a device specifically used for railway or urban rail transit systems. Its main function is to reduce the impact and vibration on the rails and vehicles during the train operation, so as to improve the riding comfort and transportation safety.

[0003] After retrieval, the existing damping shock absorbers for rails have poor stability during use, resulting in incomplete transmission of the vibration force and damping force, thus affecting the damping effect, and at the same time having poor noise reduction effect.

[0004] Therefore, the technical personnel in this field provide a damping shock absorber for rails to solve the problems raised in the above background technique. Content of the Utility Model

[0005] The purpose of the utility model is to solve the deficiencies existing in the prior art, and a damping shock absorber for rails is proposed. This shock absorber is convenient to assemble, can be firmly fixed on both sides of the rail, enables the complete transmission of the vibration force and damping force, and at the same time has good damping and noise reduction functions, thereby improving the stability and practicability of this shock absorber.

[0006] To achieve the above purpose, the utility model provides the following technical solutions:

[0007] A damping shock absorber for rails includes shock absorbers and rails. The number of the shock absorbers is two. Both of the two shock absorbers include buckle plates and tuners. The two buckle plates are respectively clamped on both sides of the rail. A screw hole is opened on one side of the lower end of each of the two buckle plates. A long screw is threadedly arranged at the screw hole on one side of one of the buckle plates.

[0008] Through the above technical solutions, the shock absorber can provide a huge clamping force through the stable contact at the upper, middle and lower points by the buckle plate and the long screw, so that the shock absorber is firmly connected to the rail, enabling the complete transmission of the vibration force and damping force. By clamping the buckle plate on the rail, the clamping groove is clamped between the upper and lower parts of the rail, and the two buckle plates are connected together by using the long screw, so that the two shock absorbers are fixed on both sides of the rail, thereby improving the stability of this shock absorber.

[0009] Furthermore, the number of the tuners is four. Rubbers are fixedly arranged at the front and rear ends of each of the two buckle plates. The corresponding two tuners are respectively fixedly connected to the two ends of the corresponding rubber.

[0010] Through the above technical solution, the vibration response of the rail can be amplified and then absorbed by the tuner and the rubber, achieving the most efficient vibration consumption. At the same time, multiple times of reaction forces are generated to reduce the vibration of the rail, thereby reducing the noise of the railway and improving the practicability of the shock absorber.

[0011] Further, on one side near the lower end of each of the two buckle plates, a clamping groove is formed, and the two clamping grooves are respectively clamped at the bottom end of the rail.

[0012] Through the above technical solution, by respectively clamping the clamping grooves at the bottom end of the rail, the shock absorber can provide a huge clamping force through the firm contact at three points, and further firmly connect the shock absorber to the rail.

[0013] Further, the long screw rods respectively penetrate through the corresponding screw holes and are threadedly sleeved with a first nut and a second nut.

[0014] Through the above technical solution, by respectively penetrating the long screw rods through the corresponding screw holes and threadedly sleeving a first nut and a second nut, the loosening of the long screw rods is avoided, and the falling off of the shock absorber is prevented.

[0015] Further, a connection hole is formed on one side of each of the buckle plate, the tuner and the rubber. On one side of the two tuners and at the connection hole, a connecting rod is provided.

[0016] Through the above technical solution, by providing connecting rods on one side of the tuner and at the connection hole, the movement amplitude of the tuner can be slowed down during the up and down operation, and the vibration of the vehicle can be reduced.

[0017] Further, the two connecting rods penetrate through the corresponding connection holes and are threadedly sleeved with limit nuts.

[0018] Through the above technical solution, by penetrating the connecting rods through the corresponding connection holes and threadedly sleeving limit nuts, the falling off of the connecting rods is avoided, and the movement amplitude of the tuner is increased, affecting the shock absorption effect of the vehicle.

[0019] The utility model has the following beneficial effects:

[0020] 1. A damping shock absorber for a track proposed by the utility model. The shock absorber can provide a huge clamping force through the firm contact at the upper, middle and lower points by the buckle plate and the long screw rod, and further firmly connect the shock absorber to the rail, so that the vibration force and the damping force are completely transmitted. By clamping the buckle plate on the rail, the clamping groove is clamped between the upper and lower parts of the rail, and the two buckle plates are connected together by the long screw rod, and then the two shock absorbers are fixed on both sides of the rail, thereby improving the stability of the shock absorber.

[0021] 2. A damping shock absorber for a track proposed by the present utility model. This shock absorber can amplify the vibration response of the rail through a tuner and rubber and then absorb it, achieving the most efficient vibration consumption. At the same time, it generates multiple times of reaction force to reduce the vibration of the rail, thereby reducing the noise of the railway and improving the practicability of this shock absorber.

[0022] 3. A damping shock absorber for a track proposed by the present utility model. This shock absorber is convenient to assemble and can be firmly fixed on both sides of the rail, enabling the complete transmission of the vibration force and damping force. At the same time, it has good shock absorption and noise reduction functions, thereby improving the stability and practicability of this shock absorber. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 is a perspective view of a damping shock absorber for a track proposed by the present utility model;

[0024] Figure 2 is an exploded view of a damping shock absorber for a track proposed by the present utility model;

[0025] Figure 3 is a schematic structural view of the shock absorber of a damping shock absorber for a track proposed by the present utility model;

[0026] Figure 4 is a schematic structural view of the tuner of a damping shock absorber for a track proposed by the present utility model;

[0027] Figure 5 is a schematic structural view of the buckle plate of a damping shock absorber for a track proposed by the present utility model.

[0028] Legend Explanation:

[0029] 1. Shock absorber; 2. Rail; 3. Buckle plate; 4. Tuner; 5. Rubber; 6. Card slot; 7. Screw hole; 8. Long screw; 9. First nut; 10. Second nut; 11. Connection hole; 12. Connecting rod; 13. Limit nut. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0030] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the 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. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present utility model.

[0031] Refer to Figures 1-5, An embodiment provided by the present utility model: A damping shock absorber for a track, including a shock absorber 1 and a rail 2. The number of shock absorbers 1 is two. Both shock absorbers 1 include a buckle plate 3 and a tuner 4. The two buckle plates 3 are respectively clamped on both sides of the rail 2. One side of the lower end of each of the two buckle plates 3 is provided with a screw hole 7. A long screw 8 is threadedly arranged at the screw hole 7 on one side of one of the buckle plates 3. Through the buckle plate 3 and the long screw 8, the shock absorber 1 can provide a huge clamping force through stable contact at three points, namely the upper, middle and lower points. Furthermore, the shock absorber 1 is stably connected to the rail 2, enabling the shock force and damping force to be completely transmitted. By clamping the buckle plate 3 on the rail 2, the clamping groove 6 is clamped between the upper and lower parts of the rail 2, and the two buckle plates 3 are connected together by using the long screw 8. Thus, the two shock absorbers 1 are fixed on both sides of the rail 2, thereby improving the stability of the shock absorber.

[0032] The number of tuners 4 is four. Rubber 5 is fixedly arranged at the front and rear ends of each of the two buckle plates 3. The corresponding two tuners 4 are respectively fixedly connected to both ends of the corresponding rubber 5. Through the tuner 4 and the rubber 5, the vibration response of the rail 2 can be amplified and then absorbed, achieving the most efficient vibration consumption. At the same time, a multi-fold reaction force is generated to reduce the vibration of the rail 2, thereby reducing the noise of the railway, and thus improving the practicality of the shock absorber.

[0033] One side of each of the two buckle plates 3 near its lower end is provided with a clamping groove 6. The two clamping grooves 6 are respectively clamped at the bottom end of the rail 2. By clamping the clamping grooves 6 at the bottom end of the rail 2 respectively, the shock absorber 1 can provide a huge clamping force through stable contact at three points, and further, the shock absorber 1 is stably connected to the rail 2.

[0034] The long screw 8 respectively penetrates through the corresponding screw hole 7 and is threadedly sleeved with a first nut 9 and a second nut 10. By the long screw 8 respectively penetrating through the corresponding screw hole 7 and being threadedly sleeved with the first nut 9 and the second nut 10, the loosening of the long screw 8 is avoided, which may cause the shock absorber 1 to fall off.

[0035] A connection hole 11 is provided on one side of each of the buckle plate 3, the tuner 4 and the rubber 5. Connecting rods 12 are arranged at the connection hole 11 on one side of two of the tuners 4. By arranging the connecting rods 12 at the connection hole 11 on one side of the tuner 4, the movement amplitude of the tuner 4 can be reduced when the tuner 4 operates up and down, thereby reducing the vibration of the vehicle.

[0036] The two connecting rods 12 penetrate through the corresponding connection holes 11 and are threadedly sleeved with limit nuts 13. By the connecting rods 12 penetrating through the corresponding connection holes 11 and being threadedly sleeved with the limit nuts 13, the falling off of the connecting rods 12 is avoided, which may increase the movement amplitude of the tuner 4 and affect the shock absorption effect of the vehicle.

[0037] Working principle: When the track damping shock absorber is in use, first, snap the buckle plate 3 onto the track 2 so that the card slot 6 is stuck between the upper and lower parts of the track 2, and use the long screw 8 to connect the two buckle plates 3 together. This enables the shock absorber 1 to provide a huge clamping force through the stable contact of the upper, middle, and lower points. Then, fix the two shock absorbers 1 on both sides of the track 2, so that the vibration force and damping force can be completely transmitted. During the test, the tuner 4 and the rubber 5 can amplify and then absorb the vibration response of the track 2, achieving the most efficient vibration consumption. At the same time, a multiple of the reaction force is generated to reduce the vibration of the track 2, thereby reducing the noise of the railway, and improving the stability and practicality of the shock absorber.

[0038] Finally, it should be noted that the above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art 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 damping shock absorber for a track, comprising a shock absorber (1) and a rail (2), characterized in that: The number of the shock absorbers (1) is two. Both of the two shock absorbers (1) include a buckle plate (3) and a tuner (4). The two buckle plates (3) are respectively clamped on both sides of the rail (2). A screw hole (7) is formed in one side of the lower end of each of the two buckle plates (3). A long screw (8) is threadedly arranged at the screw hole (7) on one side of one of the buckle plates (3).

2. The damping shock absorber for a track according to claim 1, characterized in that: The number of the tuners (4) is four. Rubbers (5) are fixedly arranged at the front and rear ends of each of the two buckle plates (3). The corresponding two tuners (4) are respectively fixedly connected to both ends of the corresponding rubber (5).

3. A damping shock absorber for a track according to claim 1, characterized in that: Slots (6) are formed in one side of each of the two buckle plates (3) near their lower ends. The two slots (6) are respectively clamped on the bottom end of the rail (2).

4. A damping shock absorber for a track according to claim 1, characterized in that: The long screw (8) respectively penetrates through the corresponding screw hole (7) and is threadedly sleeved with a first nut (9) and a second nut (10).

5. The damping shock absorber for a track according to claim 1, characterized in that: Connection holes (11) are formed in one side of each of the buckle plate (3), the tuner (4) and the rubber (5). Connecting rods (12) are arranged at the connection holes (11) on one side of two of the tuners (4).

6. The damped shock absorber for a track according to claim 5, characterized in that: The two connecting rods (12) penetrate through the corresponding connection holes (11) and are threadedly sleeved with limit nuts (13).

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