Elastic cushion layer structure and railway turnout base plate

Abstract

The utility model discloses an elastic cushion layer structure and a railway turnout base plate, and belongs to the technical field of rail transit turnouts, the elastic cushion layer structure comprises a top layer base plate, a coupling base plate and an elastic cushion layer arranged between the top layer base plate and the coupling base plate; the upper surface of the top-layer base plate is provided with a plane for supporting steel rails; protruding parts are distributed on at least one face of the elastic cushion layer, and the adjacent protruding parts are in smooth transition to form grooves. The protruding parts make contact with the top-layer base plate or the coupling base plate, generate compression deformation under the load in the direction perpendicular to the top-layer base plate and generate shear deformation under the load in the direction parallel to the top-layer base plate. The coupling base plate is used for being fixed to a railway switch tie. The transverse rigidity is obviously enhanced under the transverse load effect, so that the torsion resistance of a turnout system is improved, and the problem that a traditional flat plate structure is insufficient in rigidity under the transverse force effect is solved.

Description

Technical Field

[0001] This utility model relates to the field of rail transit turnout technology, specifically to an elastic cushion layer structure and a railway turnout pad. Background Technology

[0002] Railway turnouts are key devices used by locomotives and rolling stock to enter or cross tracks, enabling them to turn or cross lines. The rail fastening system is one of the core components of a railway turnout. Rail fasteners are crucial components connecting the rails to the base plates, sleepers, and other supporting structures. The rails are firmly fixed to the base plates and sleepers by the fasteners, ensuring the safe operation of trains. Simultaneously, the fasteners must provide elasticity to the rails, reducing vibration and impact under dynamic loads. Therefore, the elastic pad is the most important component of the fastening system, especially for ballastless track, where the rail support elasticity almost entirely comes from the elastic pad beneath the slab.

[0003] Currently, turnout fastening systems generally adopt a double-layer elastic pad design, which involves placing a rail pad under the rail base and a slab pad under the rail base plate. The rail base plate, rail pad, and slab pad all employ a planar square structure, with different shapes used to achieve varying stiffness. Existing shapes include grooved, elongated frustum, and square column types. Currently, elastic pads are trending towards applications with low stiffness, long service life, and low cost.

[0004] For conventional flat elastic pads, the iron pad and the elastic pad layer are in surface contact. Under vertical loads, they only bear vertical pressure and exhibit compressive deformation through pre-reserved grooves or the material's inherent properties. When lateral forces are present, they cannot provide lateral stiffness. Flat structural rubber pads are relatively prone to crushing. Utility Model Content

[0005] This utility model provides an elastic pad structure and a railway turnout pad to solve the technical problem of poor rigidity of existing railway turnout pads.

[0006] According to one aspect of the present invention, an elastic pad structure is provided, comprising a top pad, a coupling pad, and an elastic pad disposed between the top pad and the coupling pad; the upper surface of the top pad has a plane for supporting the rail; at least one surface of the elastic pad has protrusions distributed thereon, and adjacent protrusions smoothly transition to form grooves; the protrusions contact the top pad or the coupling pad, and under load perpendicular to the direction of the top pad, they undergo compressive deformation, and under load parallel to the direction of the top pad, they undergo shear deformation; the coupling pad is used to fix it to a railway turnout sleeper.

[0007] Optionally, the protrusions are dot-shaped and distributed in a matrix.

[0008] Optionally, the protrusions are strip-shaped and distributed in parallel.

[0009] Optionally, the lower surface of the elastic pad has protrusions, and the coupling pad has recesses corresponding to the protrusions, wherein the depth of the recesses is not greater than the height of the protrusions.

[0010] Optionally, the elastic pad is integrally molded from rubber. The elastic pad includes a metal core and a rubber layer vulcanized and attached to the core.

[0011] Optionally, the resilient padding includes a metal core and a vulcanized rubber layer attached to the core.

[0012] According to another aspect of the present invention, an elastic pad structure is also provided, wherein a fork sleeper is provided at the bottom of the coupling pad, and a fork sleeper bolt is provided on the fork sleeper. The fork sleeper bolt passes through the top pad, the elastic pad, and the coupling pad, fixing the elastic pad structure to the fork sleeper. When no external force is applied, the protrusion of the elastic pad is supported on the top pad and the coupling pad, so that there is a reserved gap between the elastic pad and the top pad and the coupling pad.

[0013] Optionally, the top plate is provided with a rail mounting seat, and the rail mounting seat is provided with a spring clip for tightly fitting against the bottom of the rail and a fastening bolt for locking the spring clip.

[0014] Optionally, the elastic pad structure is provided with a buffer sleeve, and the fork bolt passes through the buffer sleeve.

[0015] Optionally, the buffer sleeve includes a rigid outer layer and an elastic inner layer, with the fork bolt passing through the elastic inner layer.

[0016] In summary, this application includes at least one of the following beneficial technical effects:

[0017] The raised and recessed structures of the elastic pad gradually increase the contact area between the raised portion and the top pad or coupling pad under vertical loads, achieving nonlinear changes in vertical stiffness. This allows the stiffness to be dynamically adjusted according to the load magnitude, satisfying the flexibility requirements under light loads while ensuring support capacity under heavy loads, and avoiding the crushing phenomenon that is prone to occur in traditional flat pads under large loads. Through the shear deformation of the raised portion, this structure significantly enhances the lateral stiffness under lateral loads, thereby improving the torsional resistance of the turnout system and solving the problem of insufficient stiffness of traditional flat structures under lateral forces. In addition, the uniform distribution of the raised and recessed portions improves the uniformity of stiffness, avoiding the inconsistency in stiffness caused by imperfect geometric design in traditional flat structures, effectively optimizing the wheel-rail contact force distribution and extending the system's service life. This scheme achieves low initial stiffness through the design of raised and recessed portions, meeting the low stiffness requirements of ballastless tracks, while absorbing vibration energy during compression and shear deformation, significantly improving vibration reduction performance. The reserved gap between the top plate and the coupling plate further enhances dynamic adaptability, achieving a balance between static flexibility and dynamic stiffness. When a load is applied, the gap gradually disappears, increasing the contact area and thus enabling dynamic adjustment of stiffness. Compared to traditional flat plate pads, this solution has a simple structure and can flexibly adapt to different stiffness requirements by adjusting the shape of the protrusions and grooves, without relying on complex materials or expensive processes. It also features self-cleaning properties, reducing debris and impurity accumulation, improving long-term performance stability, and exhibiting high compatibility with existing fastening systems. It is easy to install and maintain, reducing operating costs and comprehensively solving the technical problems of insufficient stiffness and poor performance of existing railway turnout pads.

[0018] In addition to the objectives, features, and advantages described above, this utility model has other objectives, features, and advantages. The present utility model will now be described in further detail with reference to the figures. Attached Figure Description

[0019] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0020] Figure 1 This is a cross-sectional structural diagram of the railway turnout pad of this utility model;

[0021] Figure 2 This is a top view of the railway turnout pad of this utility model.

[0022] Legend:

[0023] 1. Top layer pad; 2. Elastic pad layer; 3. Coupling pad; 4. Reserved gap; 5. Turnout sleeper; 6. Core plate; 7. Rail; 8. Turnout sleeper bolt; 9. Buffer sleeve; 10. Spring clip. Detailed Implementation

[0024] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered below.

[0025] The following is in conjunction with the appendix Figure 1-2 This application will be described in further detail.

[0026] This application discloses an elastic cushion layer structure and a railway turnout pad.

[0027] Reference Figure 1 The elastic pad structure includes a top pad 1, a coupling pad 3, and an elastic pad 2 disposed between the top pad 1 and the coupling pad 3. The top pad 1 is mainly used to directly support the rail 7 and is the connection interface between the rail 7 and the elastic pad 2. It is responsible for bearing and evenly distributing the vertical and lateral loads transmitted by the rail 7. The elastic pad 2 is located between the top pad 1 and the coupling pad 3 and plays a role in buffering and absorbing vibration. The coupling pad 3 is located below the elastic pad 2, fixing the entire structure to the turnout sleeper 5 and providing support for the elastic pad 2.

[0028] The top surface of the top pad 1 has a plane for supporting the rail 7; at least one surface of the elastic pad 2 has protrusions distributed thereon, and the adjacent protrusions are smoothly transitioned to form grooves; the protrusions are in contact with the top pad 1 or the coupling pad 3, and under the load in the direction perpendicular to the top pad 1, they undergo compressive deformation, and under the load in the direction parallel to the top pad 1, they undergo shear deformation. The protrusions are point-like and distributed in a matrix. The flat surface of the top layer pad 1 supports the rail 7 and evenly distributes the load transmitted by the rail 7, ensuring a stable connection between the rail 7 and the pad layer. The protrusions of the elastic pad layer 2 provide multi-point support through a matrix distribution. Under vertical loads, the protrusions undergo compressive deformation, thereby dynamically adjusting the vertical stiffness. As the load increases, the contact area gradually expands, and the stiffness increases non-linearly, effectively alleviating local high stress and enhancing the support capacity. The grooves formed by the smooth transition between adjacent protrusions disperse stress and improve the uniformity of stiffness, avoiding the problem of uneven stiffness distribution in traditional pad layers. Under loads parallel to the direction of the top layer pad 1, the protrusions provide lateral support through shear deformation, enhancing lateral stiffness and improving torsional resistance, ensuring the lateral stability of the system. The point-matrix distribution design increases the flexibility and adaptability of the pad layer, effectively improving elastic performance and vibration reduction effect.

[0029] In one specific embodiment, the protrusions are dot-shaped and distributed in a matrix. In another embodiment, the protrusions are strip-shaped and distributed in parallel. The cross-section of the elastic pad 2 in both embodiments is wavy. In the specific embodiment where the protrusions are dot-shaped and distributed in a matrix, the supporting surface is composed of multiple dot-shaped protrusions. This design provides a dispersed and uniform support effect, avoiding local stress concentration problems. Under vertical loads, the dot-shaped protrusions gradually compress and deform, and the contact area gradually expands with increasing load, thereby achieving nonlinear adjustment of vertical stiffness. Simultaneously, this dot-shaped distribution can well adapt to the non-uniformity of load distribution, improving vibration reduction. Under lateral loads, the dot-shaped protrusions work collaboratively through small support points distributed at different locations, effectively dispersing lateral forces and enhancing lateral stiffness. Overall, it is suitable for scenarios requiring uniform support and high vibration reduction performance, such as parts of complex track systems where simultaneous control of vertical and lateral forces is needed.

[0030] When the protrusions are strip-shaped and parallel, the characteristic is that the supporting surface consists of continuous strip-shaped protrusions, providing a large contact area. Under vertical loads, the strip-shaped protrusions compress as a whole, and the contact area increases more rapidly. Therefore, the strip structure exhibits higher stiffness variation capacity under large vertical loads, making it suitable for high-load track systems. Under lateral loads, the strip-shaped protrusions provide continuous shear resistance along the parallel distribution direction, and its lateral stiffness is significantly higher than that of point-distributed structures. Therefore, it is more suitable for scenarios with large lateral forces, such as sharp curves or turnout systems requiring high lateral stability. In addition, the strip distribution allows for better optimization of support performance along a specific direction in the design, making it suitable for applications that require reinforcement in a specific direction.

[0031] The main difference between the two lies in their force distribution patterns and applicable scenarios: the point matrix distribution is characterized by multi-point contact, resulting in more uniform support and a gentler change in vertical stiffness, making it suitable for scenarios requiring integrated vertical vibration reduction and lateral support; the strip parallel distribution is characterized by continuous contact, resulting in more concentrated support and stronger lateral stiffness, making it suitable for scenarios requiring high lateral force support or load optimization in specific directions. In summary, the point matrix distribution emphasizes multi-directional flexibility and uniformity, while the strip parallel distribution is more suitable for directional support and high load conditions.

[0032] The lower surface of the elastic pad 2 has protrusions, and the coupling pad 3 has corresponding recesses, the depth of which is no greater than the height of the protrusions. The main function of the protrusions is to provide point-like or strip-like elastic support. Under load, the protrusions gradually compress and deform, achieving nonlinear stiffness adjustment in the vertical direction. Simultaneously, the protrusions, through contact with the recesses, can adapt to shear deformation under lateral forces, improving lateral stiffness and torsional resistance. The recesses on the coupling pad 3 provide precise positioning and support for the protrusions, ensuring overall system stability by limiting their movement. Furthermore, the interaction between the recesses and protrusions optimizes the change in contact area under load, further distributing the load evenly and avoiding stress concentration. The depth of the recesses is less than or equal to the height of the protrusions. This design ensures that the protrusions can support the entire structure in the initial state, and that under vertical loads, the protrusions can gradually press into the recesses rather than fully embed themselves, maintaining a suitable elastic compression range, thus balancing stiffness adjustment and energy absorption performance. Its advantages lie in its simple yet efficient structural design. The combination of protrusions and depressions improves the adaptability of the elastic pad 2 to vertical and lateral forces, while effectively preventing excessive crushing of the protrusions, extending the system's lifespan. The overall structure has high stability and good buffering and vibration reduction performance.

[0033] In one specific embodiment, the elastic pad 2 is integrally molded from rubber. In another embodiment, the elastic pad 2 includes a metal core plate 6 and a rubber layer vulcanized and attached to the core plate 6. The integrally molded elastic pad 2 is characterized by its simple structure and low manufacturing cost. The entire pad is made of a single rubber material, providing good elasticity and vibration damping performance. This design exhibits good compressive deformation capacity under vertical loads and can also provide a certain lateral stiffness under lateral loads through the shear deformation of the rubber. Since there is no built-in metal core plate 6, its overall structure is lightweight, making it more suitable for scenarios with high vibration damping requirements and low loads. However, its durability and compressive strength may be slightly inferior, especially under long-term high loads, where permanent deformation is more likely to occur.

[0034] The elastic pad 2, comprising a metal core plate 6 and a vulcanized rubber layer, is characterized by its built-in metal core plate 6 providing additional structural strength and stiffness, resulting in higher compressive strength and stability under high loads. The rubber layer is firmly attached to the core plate 6 through a vulcanization process, retaining the elasticity and vibration damping properties of the rubber material while significantly enhancing overall durability and stiffness through the metal core plate 6. This design leverages the advantages of both rubber and metal in both lateral shear and vertical compression, making it particularly suitable for scenarios requiring long-term high-intensity loads or additional structural stability, such as heavy-load areas or complex operating environments in rail systems.

[0035] The main differences between the two lie in their structural complexity, mechanical properties, and applicable scenarios: the one-piece rubber molding structure is lightweight, simple to manufacture, has good elasticity and strong vibration reduction effect, and is suitable for applications with lighter loads or those that mainly pursue elastic vibration reduction; while the composite design of metal core plate 6+ vulcanized rubber layer pays more attention to high strength and durability, and has better performance under high load and high stiffness requirements, but has higher manufacturing cost, greater weight, and higher design complexity.

[0036] In another aspect, this utility model also provides a railway turnout pad, including the above-mentioned elastic pad structure. A turnout sleeper 5 is provided at the bottom of the coupling pad 3, and a turnout sleeper bolt 8 is provided on the turnout sleeper 5. The turnout sleeper bolt 8 passes through the top pad 1, the elastic pad 2 and the coupling pad 3, fixing the elastic pad structure to the turnout sleeper 5. When there is no external force, the protrusion of the elastic pad 2 is supported on the top pad 1 and the coupling pad 3, so that there is a reserved gap 4 between the elastic pad 2 and the top pad 1 and the coupling pad 3.

[0037] The function of the turnout sleeper 5 is to serve as the basic support component of the entire elastic pad layer structure, bearing all loads from the track system and transferring them to the roadbed to ensure the stability of the overall structure. Turnout sleeper bolts 8 are used to fix the top pad 1, elastic pad 2, and coupling pad 3 to the turnout sleeper 5, ensuring that the components do not move relative to each other under load, while providing the necessary fastening force to maintain the integrity of the structure. The protrusions of the elastic pad 2 support the top pad 1 and coupling pad 3 when no external force is applied. Through the design of the shape and distribution of the protrusions, the contact area gradually increases through compression deformation under vertical loads, achieving nonlinear adjustment of vertical stiffness. Simultaneously, it provides lateral support and stiffness through shear deformation, enhancing the system's torsional resistance. The top pad 1 bears the rail 7 and transfers the vertical and lateral loads from the rail 7 to the elastic pad 2. The reserved gap 4 design ensures that the elastic pad 2 maintains static flexibility in the initial state. The coupling plate 3 serves as the connecting layer between the elastic pad 2 and the turnout sleeper 5. It supports the elastic pad 2 and, through the reserved gap 4, works with the elastic pad 2 to dynamically adjust its stiffness under load. The design of the reserved gap 4 ensures that the elastic pad 2 maintains a certain elastic space when no external force is applied. Under load, the gap gradually disappears to adjust the contact area and absorb energy. The advantages of this structure lie in its flexible overall design. Dynamic stiffness adjustment is achieved through the synergistic effect of the reserved gap 4 and the protrusion, effectively absorbing vibration and optimizing load distribution. Simultaneously, all components are secured by turnout sleeper bolts 8, resulting in a simple structure, high stability, and ease of installation and maintenance. It is suitable for various track conditions requiring both stiffness and vibration reduction.

[0038] A rail 7 mounting seat is provided on the top layer pad 1. The rail 7 mounting seat has a spring clip 10 for tightly fitting against the bottom of the rail 7 and fastening bolts for locking the spring clip 10. The function of the rail 7 mounting seat on the top layer pad 1 is to provide support and positioning for the rail 7, ensuring that the rail 7 is stably fixed on the pad, and transferring the vertical and lateral loads from the rail 7 to the elastic pad layer 2 and coupling pad 3. The rail 7 mounting seat can be precisely designed in size and shape to accommodate different types of rail 7 specifications, ensuring a stable installation and reducing wear and displacement caused by rail 7 movement. The spring clip 10 on the mounting seat is used to tightly fit against the bottom of the rail 7. Its function is to firmly fix the rail 7 to the mounting seat through elastic pressure. The elastic design of the spring clip 10 can absorb and mitigate some dynamic loads and vibrations, reducing the impact of loads directly acting on the pad and sleeper, thereby extending the system life. The fastening bolts are used to lock the spring clip 10, ensuring that it will not loosen or shift under long-term load. The adjustable locking force allows the overall installation system to adapt to different working conditions. The rail 7 mounting base can be configured as an embedded or raised structure, with grooves or guide rails precisely designed according to the bottom shape of the rail 7 to ensure a good fit between the rail 7 and the mounting base. The spring clip 10 can be made of suitable materials (such as high-strength spring steel) and designed in different shapes (such as M-shaped or W-shaped) according to the vibration and impact characteristics of the rail. The fastening bolts should be high-strength bolts and can be used with washers or anti-loosening structures to improve the fastening effect.

[0039] A buffer sleeve 9 is provided on the elastic pad structure, and the turnout bolts 8 pass through the buffer sleeve 9. The buffer sleeve 9 consists of a rigid outer layer and an elastic inner layer, with the turnout bolts 8 passing through the elastic inner layer. The function of the buffer sleeve 9 on the elastic pad structure is to provide additional buffer protection for the turnout bolts 8, while also providing fixation and vibration reduction. The rigid outer layer of the buffer sleeve 9 is used to bear and disperse the concentrated force between the turnout bolts 8 and the pad structure, protecting the pad from excessive local stress, preventing material damage due to long-term pressure or friction, and maintaining the stability of the overall structure. The function of the elastic inner layer is to absorb and mitigate the vibration and impact generated by the turnout bolts 8 under dynamic loads, reducing the direct transmission of vibration force to the elastic pad 2 and other components, and improving the vibration reduction performance and durability of the entire structure. The turnout bolts 8 passing through the elastic inner layer ensure that a certain amount of elastic adjustment space is maintained while tightening, to adapt to the dynamic changes of the track system under different loads and vibrations, and to prevent the bolts from loosening or being damaged under high-frequency vibrations. In the specific design, the hard outer layer of the buffer sleeve 9 can be made of wear-resistant metal or high-strength composite material to enhance compressive strength and durability; the elastic inner layer can be made of high-elasticity rubber or other elastomer materials, designed with an appropriate thickness and elastic modulus to meet vibration reduction and cushioning requirements; the inner diameter of the buffer sleeve 9 must precisely match the outer diameter of the turnout bolt 8 to ensure a firm installation without excess gaps, while the outer diameter must match the mounting holes of the padding structure to ensure the overall stability and impact resistance of the structure. The overall design should consider the fatigue resistance of the buffer sleeve 9 and the material stability under long-term dynamic use to ensure reliable cushioning and fixing functions even under harsh working conditions.

[0040] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. An elastic cushion layer structure, characterized in that: It includes a top layer pad (1), a coupling pad (3), and an elastic pad layer (2) disposed between the top layer pad (1) and the coupling pad (3); The top surface of the top pad (1) has a flat surface for supporting the rail (7); At least one surface of the elastic pad (2) is provided with protrusions, and the adjacent protrusions are smoothly transitioned to form grooves; the protrusions are in contact with the top pad (1) or the coupling pad (3), and under the load in the direction perpendicular to the top pad (1), they generate compressive deformation and under the load in the direction parallel to the top pad (1), they generate shear deformation. The coupling pad (3) is used to fix it on the railway turnout sleeper (5).

2. The elastic pad structure according to claim 1, characterized in that: The protrusions are dot-shaped and distributed in a matrix.

3. The elastic pad structure according to claim 1, characterized in that: The protrusions are strip-shaped and distributed in parallel.

4. The elastic pad structure according to claim 1, characterized in that: The lower surface of the elastic pad (2) is provided with protrusions, and the coupling pad (3) is provided with recesses corresponding to the protrusions. The depth of the recesses is not greater than the height of the protrusions.

5. The elastic pad structure according to claim 1, characterized in that: The elastic pad (2) is integrally molded from rubber.

6. The elastic pad structure according to claim 1, characterized in that: The elastic pad (2) includes a metal core plate (6) and a rubber layer vulcanized and attached to the core plate (6).

7. A railway turnout pad, comprising the elastic pad structure as described in any one of claims 1-6, characterized in that: The bottom of the coupling pad (3) is provided with a fork sleeper (5), and a fork sleeper bolt (8) is provided on the fork sleeper (5). The fork sleeper bolt (8) passes through the top pad (1), the elastic pad (2) and the coupling pad (3) to fix the elastic pad structure to the fork sleeper (5). When there is no external force, the protrusion of the elastic pad (2) is supported on the top pad (1) and the coupling pad (3), so that there is a reserved gap (4) between the elastic pad (2) and the top pad (1) and the coupling pad (3).

8. The railway turnout pad according to claim 7, characterized in that: The top plate (1) is provided with a rail (7) mounting seat, and the rail (7) mounting seat is provided with a spring clip (10) for tightly fitting the bottom of the rail (7) and a fastening bolt for locking the spring clip (10).

9. The railway turnout pad according to claim 7, characterized in that: The elastic pad structure is provided with a buffer sleeve (9), and the fork bolt (8) passes through the buffer sleeve (9).

10. The railway turnout pad according to claim 9, characterized in that: The buffer sleeve (9) includes a hard outer layer and an elastic inner layer, and the fork bolt (8) passes through the elastic inner layer.

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