Railway steel rail damping fastener

Abstract

The utility model relates to the technical field of steel rail assemblies, and discloses a railway steel rail damping fastener which comprises a sleeper, a rectangular plate is fixedly connected to the top of the sleeper, a steel rail body is installed on the top of the rectangular plate, an elastic fastener bearing block is fixedly connected to the bottom of the steel rail body, and a damping assembly is arranged at the bottom of the elastic fastener bearing block. A limiting assembly is arranged at the top of the rectangular plate; the damping assembly comprises two arc-shaped elastic plates, the two arc-shaped elastic plates are fixedly connected to the bottom of the elastic fastener bearing block, and the top of the rectangular plate is fixedly connected with a first protection pad. According to the utility model, the impact force is uniformly dispersed to each part through the arc-shaped elastic plate and the damping spring, so that overlarge local stress is avoided, and then the peak value and frequency of the impact force are reduced under the synergistic damping effect of the buffer spring, so that the variation range of the stress borne by the track part is reduced; and generation and expansion of fatigue cracks caused by stress concentration and frequent change are reduced.

Description

Technical Field

[0001] This utility model relates to the field of rail component technology, and in particular to a railway rail vibration damping fastener. Background Technology

[0002] In modern railway transportation systems, with the continuous increase in train speed, axle load, and transport density, the stability and durability of rails, as key components directly bearing train loads and guiding train movement, are crucial for the safe operation of railways. During train operation, the interaction between wheels and rails, track irregularities, and the train's acceleration and braking generate significant impact forces and vibrations. These impact forces and vibrations not only affect the smooth operation of the train, causing passenger discomfort, but also cause serious damage to the track structure, accelerating the wear and fatigue failure of components such as rails, fasteners, and sleepers, increasing track maintenance costs and workload, and potentially even endangering the safety of railway transportation.

[0003] There are many types of railway rail fasteners available, commonly including elastic clip fasteners and plate fasteners. These fasteners often utilize rubber pads. These rubber pads are placed between the rail and the sleeper, using the elasticity of the rubber to cushion some of the impact. Elastic washers are typically installed at bolted connections, providing some degree of shock absorption and effectively preventing bolts from loosening due to vibration. However, in practical applications, due to the limitations of their structure and material properties, rubber pads are prone to deformation exceeding reasonable limits, leading to elastic fatigue. With increased use and continuous impact, rubber pads are prone to cracking. Once this occurs, their original shock absorption effect drops drastically, failing to provide stable and effective shock absorption support for the rail, severely impacting the stability and durability of the track structure. Utility Model Content

[0004] To overcome the above shortcomings, this utility model provides a railway rail vibration damping fastener, which aims to improve the problem that in the actual application of existing rubber pads, due to the constraints of their own structure and material characteristics, rubber deformation is prone to exceed the reasonable range, thus leading to elastic fatigue.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a railway rail shock-absorbing fastener, including a sleeper, a rectangular plate fixedly connected to the top of the sleeper, a rail body installed on the top of the rectangular plate, an elastic fastener load-bearing block fixedly connected to the bottom of the rail body, a shock-absorbing component provided at the bottom of the elastic fastener load-bearing block, and a limit component provided at the top of the rectangular plate;

[0006] The shock absorption assembly includes two arc-shaped elastic plates, which are fixedly connected to the bottom of the elastic fastener load-bearing block. A first protective pad is fixedly connected to the top of the rectangular plate, and a sleeve is fixedly connected to the top of the first protective pad. A shock-absorbing spring is fixedly connected inside the sleeve. A limit ring is fixedly connected to the end of the shock-absorbing spring away from the sleeve. A vertical rod is fixedly connected to the top of the limit ring, and a second protective pad is fixedly connected to the end of the vertical rod away from the limit ring. The top of the second protective pad is fixedly connected to the connection point of the two arc-shaped elastic plates.

[0007] As a further description of the above technical solution:

[0008] The limiting component includes multiple buffer springs, which are fixedly connected to the top of the arc-shaped elastic plate. Two positioning plates are fixedly connected to the outside of the arc-shaped elastic plate. Multiple first spring washers are respectively provided on the top of the two positioning plates. First bolts are threaded inside the multiple first spring washers. A protective plate is installed on the top of the positioning plate through the first bolts. A fixing component is provided on the outside of the positioning plate.

[0009] As a further description of the above technical solution:

[0010] The fixing assembly includes two baffles, which are threadedly connected to the top of the rectangular plate by second bolts, and a contact plate is fixedly connected to one side of each baffle.

[0011] As a further description of the above technical solution:

[0012] The end of the buffer spring away from the arc-shaped elastic plate is fixedly connected to the bottom of the elastic fastener load block, and one side of the positioning plate is fixedly connected to the left and right sides of the rail body respectively.

[0013] As a further description of the above technical solution:

[0014] The protective plate is L-shaped on the outside, and the side of the protective plate away from the positioning plate is attached to the outside of the rail body.

[0015] As a further description of the above technical solution:

[0016] A second spring washer is fixedly connected to the top of the baffle, and the second bolt is threadedly connected to the rectangular plate through the second spring washer.

[0017] As a further description of the above technical solution:

[0018] The contact plate is attached to the outside of the positioning plate on the side away from the baffle.

[0019] As a further description of the above technical solution:

[0020] The upright is externally slidably connected to the top of the sleeve.

[0021] This utility model has the following beneficial effects:

[0022] 1. In this utility model, the impact force is evenly distributed to various parts of the device by the arc-shaped elastic plate and the shock-absorbing spring, avoiding excessive local stress. Then, the buffer spring works together to reduce the peak value and frequency of the impact force, thereby reducing the range of stress variation borne by the track component. This reduces the generation and propagation of fatigue cracks caused by stress concentration and frequent changes, enabling the fastener to adapt to impact forces of different intensities and frequencies, and effectively reducing the vibration of the rail.

[0023] 2. In this utility model, the positioning plate can effectively limit the lateral displacement of the rail body, ensuring that the rail always stays in the correct track position, preventing the rail from overturning or deviating from the track center, thereby ensuring the safety and stability of train operation. At the same time, the positioning plate stabilizes the rail body on the elastic fastener load-bearing block, maintaining the integrity of the track structure and ensuring the smoothness of train operation. Attached Figure Description

[0024] Figure 1 This is a three-dimensional schematic diagram of a railway rail vibration damping fastener proposed in this utility model;

[0025] Figure 2 This is a schematic diagram of the arc-shaped elastic plate of a railway rail shock-absorbing fastener proposed in this utility model;

[0026] Figure 3 This is a cross-sectional view of the sleeve of a railway rail vibration damping fastener proposed in this utility model;

[0027] Figure 4 for Figure 1 Enlarged view of point A in the middle.

[0028] Legend:

[0029] 1. Sleeper; 2. Rectangular plate; 3. Shock-absorbing assembly; 31. Arc-shaped elastic plate; 32. First protective pad; 33. Sleeve; 34. Shock-absorbing spring; 35. Limiting ring; 36. Upright; 37. Second protective pad; 4. Limiting assembly; 41. Buffer spring; 42. Positioning plate; 43. First spring washer; 44. First bolt; 45. Protective plate; 5. Fixing assembly; 51. Baffle; 52. Second spring washer; 53. Second bolt; 54. Contact plate; 6. Rail body; 7. Elastic fastener load-bearing block. Detailed Implementation

[0030] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0031] Reference Figure 1 and Figure 2 , Figure 3 An embodiment of this utility model is provided: a railway rail shock-absorbing fastener, including a sleeper 1, a rectangular plate 2 fixedly connected to the top of the sleeper 1, a rail body 6 installed on the top of the rectangular plate 2, an elastic fastener load-bearing block 7 fixedly connected to the bottom of the rail body 6, a shock-absorbing component 3 provided at the bottom of the elastic fastener load-bearing block 7, and a limit component 4 provided at the top of the rectangular plate 2.

[0032] The shock-absorbing component 3 includes two arc-shaped elastic plates 31, which are fixedly connected to the bottom of the elastic fastener support block 7. When the train's impact force is transmitted to the elastic fastener support block 7, the arc-shaped elastic plates 31 can evenly disperse the concentrated impact force along their arc-shaped surfaces. A first protective pad 32 is fixedly connected to the top of the rectangular plate 2, and a sleeve 33 is fixedly connected to the top of the first protective pad 32. The first protective pad 32 prevents the sleeve 33 from directly contacting the rectangular plate 2 and causing a rigid collision. A shock-absorbing spring 34 is fixedly connected inside the sleeve 33, so that the shock-absorbing spring 34 can only move along the axial direction of the sleeve 33 during compression and rebound.

[0033] A limiting ring 35 is fixedly connected to the end of the shock-absorbing spring 34 away from the sleeve 33. When the train impact force causes the arc-shaped elastic plate 31 to push down the second protective pad 37 and the upright 36, the shock-absorbing spring 34 is compressed, converting the impact force into the elastic potential energy of the spring and storing it. The limiting ring 35 can limit the compression stroke of the upright 36. The upright 36 is fixedly connected to the top of the limiting ring 35, and the second protective pad 37 is fixedly connected to the end of the upright 36 away from the limiting ring 35. The upright 36 can accurately transmit the displacement of the second protective pad 37, thereby driving the shock-absorbing spring 34 to perform compression and rebound actions. The top of the second protective pad 37 is fixedly connected to the connection point of the two arc-shaped elastic plates 31, and the upright 36 is externally slidably connected to the top of the sleeve 33, which can transmit the deformation of the arc-shaped elastic plate 31 to the upright 36, thereby driving the shock-absorbing spring 34 to work.

[0034] Reference Figure 2 and Figure 4The limiting component 4 includes multiple buffer springs 41, which are fixedly connected to the top of the arc-shaped elastic plate 31 to assist the arc-shaped elastic plate 31 in buffering. Two positioning plates 42 are fixedly connected to the outside of the arc-shaped elastic plate 31, and the positioning plates 42 provide lateral limiting for the rail body 6. Multiple first spring washers 43 are respectively provided on the top of the two positioning plates 42, and first bolts 44 are internally threaded onto the multiple first spring washers 43. The first spring washers 43 provide continuous elastic pressure, keeping the first bolts 44 always tightened. A protective plate 45 is installed on the top of the positioning plate 42 via the first bolts 44, ensuring a firm and reliable connection between the protective plate 45 and the positioning plate 42, maintaining the structural integrity and functional stability of the limiting component 4. The positioning plate 42 is provided with a fixing component 5. The end of the buffer spring 41 away from the arc-shaped elastic plate 31 is fixedly connected to the bottom of the elastic fastener load block 7. The positioning plate 42 is fixedly connected to the left and right sides of the rail body 6 respectively. The protective plate 45 is set as an L-shaped protective plate 45, and the side of the protective plate 45 away from the positioning plate 42 is attached to the outside of the rail body 6.

[0035] Reference Figure 1 and Figure 4 The fixing component 5 includes two baffles 51, which are threadedly connected to the top of the rectangular plate 2 by second bolts 53. The baffles 51 effectively limit the lateral displacement of the arc-shaped elastic plate 31. A contact plate 54 is fixedly connected to one side of the baffle 51. The contact plate 54 increases the contact area between the baffle 51 and the positioning plate 42, making the lateral limiting and fixing effect more uniform and stable. A second spring washer 52 is fixedly connected to the top of the baffle 51. The second bolt 53 is threadedly connected to the rectangular plate 2 by the second spring washer 52. The second spring washer 52 increases the tightness and stability of the connection of the second bolt 53, preventing the connection between the baffle 51 and the rectangular plate 2 from loosening. The side of the contact plate 54 away from the baffle 51 is attached to the outside of the positioning plate 42, reducing the friction between the baffle 51 and the positioning plate 42 caused by vibration.

[0036] Working principle: When the train passes over the main rail body 6, the main rail body 6 bears the weight and impact force of the train and transmits it to the elastic fastener load-bearing block 7, causing the two arc-shaped elastic plates 31 at the bottom to undergo elastic deformation. At the same time, the deformation of the arc-shaped elastic plates 31 compresses the buffer spring 41, which further absorbs and disperses the impact force. As the impact force continues to be transmitted, the second protective pad 37 moves downward, and the second protective pad 37 drives the upright 36 to slide downward on the top of the sleeve 33, thereby compressing the shock-absorbing spring 34 inside the sleeve 33, effectively reducing the peak value of the impact force. When the impact force disappears, the shock-absorbing spring 34, the buffer spring 41, and the arc-shaped elastic plate 31 gradually return to their initial state by their own elastic restoring force.

[0037] Secondly, the positioning plate 42 provides lateral limiting for the rail body 6. The protective plate 45, installed by the first bolt 44, prevents the rail body 6 from detaching from the elastic fastener load-bearing block 7 in the vertical direction, ensuring that the rail body 6 moves within its normal working range. The contact plate 54, attached to the outside of the positioning plate 42, provides lateral limiting and fixing for the arc-shaped elastic plate 31, preventing the arc-shaped elastic plate 31 from shifting laterally when subjected to impact.

[0038] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model 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 make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A railway rail vibration damping fastener, comprising a sleeper (1), characterized in that: The top of the sleeper (1) is fixedly connected to a rectangular plate (2), the top of the rectangular plate (2) is equipped with a rail body (6), the bottom of the rail body (6) is fixedly connected to an elastic fastener load-bearing block (7), the bottom of the elastic fastener load-bearing block (7) is provided with a shock-absorbing component (3), and the top of the rectangular plate (2) is provided with a limit component (4). The shock-absorbing component (3) includes two arc-shaped elastic plates (31), which are fixedly connected to the bottom of the elastic fastener load-bearing block (7). A first protective pad (32) is fixedly connected to the top of the rectangular plate (2), and a sleeve (33) is fixedly connected to the top of the first protective pad (32). A shock-absorbing spring (34) is fixedly connected inside the sleeve (33). A limit ring (35) is fixedly connected to the end of the shock-absorbing spring (34) away from the sleeve (33). A vertical rod (36) is fixedly connected to the top of the limit ring (35). A second protective pad (37) is fixedly connected to the end of the vertical rod (36) away from the limit ring (35). The top of the second protective pad (37) is fixedly connected to the connection point of the two arc-shaped elastic plates (31).

2. The railway rail vibration damping fastener according to claim 1, characterized in that: The limiting component (4) includes multiple buffer springs (41), which are fixedly connected to the top of the arc-shaped elastic plate (31). Two positioning plates (42) are fixedly connected to the outside of the arc-shaped elastic plate (31). Multiple first spring washers (43) are respectively provided on the top of the two positioning plates (42). First bolts (44) are threadedly connected to the inside of the multiple first spring washers (43). A protective plate (45) is installed on the top of the positioning plate (42) through the first bolts (44). A fixing component (5) is provided on the outside of the positioning plate (42).

3. A railway rail vibration damping fastener according to claim 2, characterized in that: The fixing component (5) includes two baffles (51), which are threaded to the top of the rectangular plate (2) by second bolts (53), and a contact plate (54) is fixedly connected to one side of the baffle (51).

4. A railway rail vibration damping fastener according to claim 2, characterized in that: The end of the buffer spring (41) away from the arc-shaped elastic plate (31) is fixedly connected to the bottom of the elastic fastener load block (7), and one side of the positioning plate (42) is fixedly connected to the left and right sides of the rail body (6).

5. A railway rail vibration damping fastener according to claim 2, characterized in that: The protective plate (45) is L-shaped on the outside, and the side of the protective plate (45) away from the positioning plate (42) is attached to the outside of the rail body (6).

6. A railway rail vibration damping fastener according to claim 3, characterized in that: The top of the baffle (51) is fixedly connected to a second spring washer (52), and the second bolt (53) is threadedly connected to the rectangular plate (2) through the second spring washer (52).

7. A railway rail vibration damping fastener according to claim 3, characterized in that: The contact plate (54) is attached to the outside of the positioning plate (42) on the side away from the baffle (51).

8. A railway rail vibration damping fastener according to claim 1, characterized in that: The pole (36) is externally slidably connected to the top of the sleeve (33).

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