Lower base plate of high rail
By designing a static stiffness adjustment structure on the underside of the high-speed rail track, the problem of excessive static stiffness of TPEE material was solved, achieving stable control of static stiffness and improving the track's vibration reduction and insulation performance.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-09
- Publication Date
- 2026-04-07
AI Technical Summary
Existing technologies are insufficient to effectively reduce the static stiffness of TPEE material rail pads, causing their static stiffness to exceed the optimal range and affecting the rail's buffering, shock absorption, and insulation protection effects.
A high-speed rail underplate is designed, which adopts a static stiffness adjustment structure set on a rectangular plate, including multiple bending and converging adjustment grooves. The static stiffness is reduced by optimizing the structural design and kept within the optimal range.
It achieves stable control of the static stiffness of the TPEE rail pad, keeping it within the optimal range, thus improving the rail's buffering, shock absorption, and insulation protection performance without changing the material formula and process parameters.
Smart Images
Figure CN224092247U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model belongs to the technical field of track component relates to a high -speed rail track under the backing plate. BACKGROUND
[0002] Track under the backing plate is track under the elastic pad, commonly known as track under the rubber pad, refers to the rubber or plastic is made, is arranged between the steel rail and concrete track under the component plays the role of insulation shock absorption backing plate, to make up the deficiency of concrete rigid material. In high-speed rail track, track under the backing plate as the key elastic component of elastic strip VI type fastener, has the important role such as buffering shock absorption (through the impact energy of rubber or other materials absorption when train travels, reduces the vibration of track transmission to the tie and subgrade), insulation protection (use insulating material, prevent the steel rail and concrete tie between the formation of current loop, guarantee the normal operation of railway signal system), adjustment track (through the thickness or material of backing plate, can fine tune the height of steel rail, compensate track settlement or construction error, ensure the smoothness of track surface) geometry parameters.
[0003] In the laying of high-speed rail track, using thermoplastic polyester elastomer (TPEE) material instead of rubber material has become a new trend. Its high strength, wide temperature stability, long service life and environmental protection characteristics can meet the demand of high-speed rail speed, light weight, and become the ideal choice of modern rail transportation infrastructure.
[0004] But in the process of using TPEE material instead of rubber material, also brings new challenges to the design of track under the backing plate. Because the elastic modulus of TPEE is much larger than that of rubber, therefore, the static stiffness of TPEE track under the backing plate with the same structure will be much higher than that of rubber, in order to ensure the performance of track under the backing plate, it is necessary to reduce the static stiffness of TPEE track under the backing plate design, so that the overall static stiffness of track under the backing plate is maintained in a small appropriate range. The existing design idea is to set several transverse through grooves on the track under the backing plate, but this design is difficult to greatly reduce the static stiffness of TPEE track under the backing plate. UTILITY MODEL CONTENT
[0005] The utility model provides a high-speed rail track under the backing plate can reduce the static stiffness of track under the backing plate, so that it is maintained in the best range in view of the deficiency of prior art.
[0006] To solve the above technical problems, the purpose of the utility model is realized by the following technical scheme:
[0007] The application discloses a high-speed rail underpad, which comprises a rectangular plate body, and a static stiffness adjusting structure is arranged on the rectangular plate body, wherein the static stiffness adjusting structure comprises first adjusting grooves, second adjusting grooves, third adjusting grooves and fourth adjusting grooves which are arranged through the rectangular plate body in the transverse direction, the middle sections of the first adjusting grooves and the third adjusting grooves are outwardly bent, the two ends of the first adjusting grooves and the third adjusting grooves are distributed in the transverse direction, the middle sections of the second adjusting grooves and the fourth adjusting grooves are inwardly bent, the two ends of the second adjusting grooves and the fourth adjusting grooves are distributed in the transverse direction, the two ends of the first adjusting grooves and the second adjusting grooves are connected into the same groove, and the middle sections of the first adjusting grooves and the second adjusting grooves form a first adjusting block; the two ends of the third adjusting grooves and the fourth adjusting grooves are connected into the same groove, and the middle sections of the third adjusting grooves and the fourth adjusting grooves form a second adjusting block; and the middle sections of the second adjusting grooves and the third adjusting grooves are integrally connected.
[0008] In the high-speed rail underpad, the static stiffness adjusting structure is symmetrically distributed with the transverse center line of the rectangular plate body as the symmetric axis and symmetrically distributed with the longitudinal center line of the rectangular plate body as the symmetric axis.
[0009] In the high-speed rail underpad, the two ends of the first adjusting grooves and the second adjusting grooves and the two ends of the third adjusting grooves and the fourth adjusting grooves are connected into the tapering connection structure, and the width of the end groove formed after the connection is the same as the width of the middle section groove before the connection.
[0010] In the high-speed rail underpad, the minimum groove width of the connection position of the second adjusting grooves and the third adjusting grooves is the same as the groove width before the connection; and the minimum groove width is located at the transverse center position of the rectangular second adjusting grooves and the third adjusting grooves.
[0011] In the high-speed rail underpad, the cross sections of the first adjusting grooves, the second adjusting grooves, the third adjusting grooves and the fourth adjusting grooves are arc-shaped, preferably semicircular, the groove width of the first adjusting grooves, the second adjusting grooves, the third adjusting grooves and the fourth adjusting grooves is 8mm-12mm, and the interval distance is 8-10mm; and the center width of the first adjusting block and the second adjusting block is 8-10mm; the groove width of the adjusting grooves refers to the width of the opening of the adjusting grooves, the interval distance refers to the distance between the adjacent groove walls of the adjacent adjusting grooves, and the width of the first adjusting block and the second adjusting block gradually decreases from the center to the two ends.
[0012] In the high-speed rail underpad, the fifth adjusting grooves are arranged at the outer side of the first adjusting grooves in the transverse direction and are arranged in parallel with the first adjusting grooves; and the sixth adjusting grooves are arranged at the outer side of the fourth adjusting grooves in the transverse direction and are arranged in parallel with the fourth adjusting grooves.
[0013] In the high-speed rail track under the base plate, the outer side of the fifth adjusting groove is provided with the seventh adjusting groove, the outer side of the sixth adjusting groove is provided with the eighth adjusting groove, and the seventh adjusting groove and the eighth adjusting groove are curved outwardly along the transverse direction.
[0014] In the high-speed rail track under the base plate, the rectangular plate body is integrally injection molded by TPEE, and the static stiffness is 140±20kN / mm.
[0015] Compared with the prior art, the high-speed rail track under the base plate has the following beneficial effects:
[0016] The utility model discloses a kind of high-speed rail track under base plate, through the design of unique "confluence type" adjusting groove, the static stiffness of track under base plate can be greatly reduced, so that the overall static stiffness of track under base plate reaches the best range.The static stiffness adjusting structure used in the utility model realizes the stable control of static stiffness by the optimization of structure, without changing the formula and process of product, and its performance and cost advantage is very remarkable.The static stiffness adjusting structure of the utility model is especially suitable for high-speed rail track under base plate of TPEE material. BRIEF DESCRIPTION OF DRAWINGS
[0017] Figure 1 It is the top view of the utility model;
[0018] Figure 2 It is Figure 1 Longitudinal section view of
[0019] Reference signs: 1, rectangular plate body;11, first adjusting groove;12, second adjusting groove;13, third adjusting groove;14, fourth adjusting groove;15, fifth adjusting groove;16, sixth adjusting groove;17, seventh adjusting groove;18, eighth adjusting groove;21, first adjusting block;22, second adjusting block. DETAILED DESCRIPTION
[0020] The utility model will be further described in conjunction with the specific embodiment of the drawings, refer to Figures 1-2 :
[0021] A high-speed railway track pad includes a rectangular plate 1. The rectangular plate 1 is provided with a static stiffness adjustment structure. The static stiffness adjustment structure includes a first adjustment groove 11, a second adjustment groove 12, a third adjustment groove 13, a fourth adjustment groove 14, a fifth adjustment groove 15, a sixth adjustment groove 16, a seventh adjustment groove 17, and an eighth adjustment groove 18 that run laterally through the rectangular plate 1. The first adjustment groove 11, the second adjustment groove 12, the third adjustment groove 13, and the fourth adjustment groove 14 are located in the middle and form an integrated structure that is interconnected with each other. The fifth adjustment groove 15, the sixth adjustment groove 16, the seventh adjustment groove 17, and the eighth adjustment groove 18 are located on both sides and are independent of each other.
[0022] Specifically: the middle sections of the first adjusting groove 11 and the third adjusting groove 13 are bent outward and the two ends are distributed laterally; the middle sections of the second adjusting groove 12 and the fourth adjusting groove 14 are bent inward and the two ends are distributed laterally; the two ends of the first adjusting groove 11 and the second adjusting groove 12 converge into the same groove and a first adjusting block 21 is formed between the middle parts; the two ends of the third adjusting groove 13 and the fourth adjusting groove 14 converge into the same groove and a second adjusting block 22 is formed between the middle parts; the middle parts of the second adjusting groove 12 and the third adjusting groove 13 are connected as one unit.
[0023] A fifth adjustment groove 15 is provided at intervals on the outer side of the first adjustment groove 11. The fifth adjustment groove 15 penetrates the rectangular plate 1 laterally and is arranged parallel to the first adjustment groove 11. A sixth adjustment groove 16 is provided at intervals on the outer side of the fourth adjustment groove 14. The sixth adjustment groove 16 penetrates the rectangular plate 1 laterally and is arranged parallel to the fourth adjustment groove 14.
[0024] The fifth adjustment groove 15 is provided with a seventh adjustment groove 17 at intervals on its outer side, and the sixth adjustment groove 16 is provided with an eighth adjustment groove 18 at intervals on its outer side. The seventh adjustment groove 17 and the eighth adjustment groove 18 penetrate the rectangular plate 1 laterally and bend outwards. Preferably, the radius of curvature corresponding to the bending arc of the seventh adjustment groove 17 and the eighth adjustment groove 18 is greater than the radius of curvature of the fifth adjustment groove 15 and the sixth adjustment groove 16.
[0025] Comparison Appendix Figure 1 The static stiffness adjustment structure composed of the first adjustment groove 11, the second adjustment groove 12, the third adjustment groove 13, the fourth adjustment groove 14, the fifth adjustment groove 15, the sixth adjustment groove 16, the seventh adjustment groove 17 and the eighth adjustment groove 18 is symmetrically distributed with the transverse center line of the rectangular plate 1 as the axis of symmetry and with the longitudinal center line of the rectangular plate 1 as the axis of symmetry.
[0026] In this embodiment, the structures of the first adjusting groove 11, the second adjusting groove 12, the third adjusting groove 13, and the fourth adjusting groove 14 have been further optimized:
[0027] The first adjusting groove 11 and the two ends of the second adjusting groove 12 and the third adjusting groove 13 and the fourth adjusting groove 14 are taperedly converged, and the width of the end groove formed after the convergence is the same as the width of the middle section groove before the convergence.
[0028] The minimum groove width of the connection between the second adjusting groove 12 and the third adjusting groove 13 is the same as the groove width before the connection; and the minimum groove width is located at the transverse center position of the rectangular second adjusting groove 12 and the third adjusting groove 13.
[0029] The cross sections of the first adjusting groove 11, the second adjusting groove 12, the third adjusting groove 13 and the fourth adjusting groove 14 are arc-shaped, preferably semicircular, the groove width of the first adjusting groove 11, the second adjusting groove 12, the third adjusting groove 13 and the fourth adjusting groove 14 is 8-12mm, the interval distance is 8-10mm, and the central width of the first adjusting block 21 and the second adjusting block 22 is 8-10mm; the groove width of the above adjusting groove refers to the width of the opening of the adjusting groove, the above interval distance refers to the distance between the adjacent groove walls of the adjacent adjusting grooves, and the width of the first adjusting block 21 and the second adjusting block 22 gradually decreases from the center to the two ends.
[0030] In the embodiment, the rectangular plate body 1 is integrally injection molded by TPEE, and the static stiffness is 140±20kN / mm. The material formula of TPEE in the embodiment is the same as that in the prior art, and the injection molding process and process parameters of TPEE are also the same as those in the prior art and are not changed. The static stiffness is adjusted and controlled only by adjusting the structure optimization. The specific parameters of the TPEE rail pad in the embodiment are shown in Table 1. In addition, the size parameters of the TPEE rail pad are the same as those in the prior art, for example, 176mm×149mm.
[0031] Table 1 Performance parameters of TPEE rail pad
[0032]
[0033]
[0034] The above embodiments are only preferred embodiments of the present application, and do not limit the protection scope of the present application, so that: equivalent changes made according to the structure, shape, principle of the present application should be covered within the protection scope of the present application.
Claims
1. A high-speed railway track pad, characterized in that, The system includes a rectangular plate (1) on which a static stiffness adjustment structure is provided. The static stiffness adjustment structure includes a first adjustment groove (11), a second adjustment groove (12), a third adjustment groove (13), and a fourth adjustment groove (14) that run horizontally through the rectangular plate (1). The middle sections of the first adjustment groove (11) and the third adjustment groove (13) are bent outward and the two ends are distributed horizontally. The middle sections of the second adjustment groove (12) and the fourth adjustment groove (14) are bent inward and the two ends are distributed horizontally. The two ends of the first adjustment groove (11) and the second adjustment groove (12) converge into the same groove and a first adjustment block (21) is formed between the middle parts. The two ends of the third adjustment groove (13) and the fourth adjustment groove (14) converge into the same groove and a second adjustment block (22) is formed between the middle parts. The middle parts of the second adjustment groove (12) and the third adjustment groove (13) are connected as one unit.
2. The high-speed rail underplate according to claim 1, characterized in that, The static stiffness adjustment structure is symmetrically distributed with the transverse centerline of the rectangular plate (1) as the axis of symmetry and with the longitudinal centerline of the rectangular plate (1) as the axis of symmetry.
3. A high-speed rail underplate according to claim 2, characterized in that, The first regulating groove (11) and the second regulating groove (12), the third regulating groove (13) and the fourth regulating groove (14) have a gradually narrowing confluence structure at their two ends. The width of the end groove formed after confluence is the same as the width of the middle section groove before confluence.
4. A high-speed rail underplate according to claim 2, characterized in that, The minimum groove width at the connection between the second adjustment groove (12) and the third adjustment groove (13) is the same as the groove width before the connection.
5. A high-speed rail underplate according to claim 1, characterized in that, The cross-sections of the first adjustment groove (11), the second adjustment groove (12), the third adjustment groove (13) and the fourth adjustment groove (14) are all arc-shaped. The groove width of the first adjustment groove (11), the second adjustment groove (12), the third adjustment groove (13) and the fourth adjustment groove (14) is 8mm-12mm and the spacing is 8-10mm. The center width of the first adjustment block (21) and the second adjustment block (22) is 8-10mm.
6. A high-speed rail underplate according to claim 1, characterized in that, A fifth adjustment groove (15) is provided at intervals on the outer side of the first adjustment groove (11). The fifth adjustment groove (15) passes through the rectangular plate (1) in the transverse direction and is arranged parallel to the first adjustment groove (11). A sixth adjustment groove (16) is provided at intervals on the outer side of the fourth adjustment groove (14). The sixth adjustment groove (16) passes through the rectangular plate (1) in the transverse direction and is arranged parallel to the fourth adjustment groove (14).
7. A high-speed rail underplate according to claim 6, characterized in that, The fifth adjustment groove (15) is provided with a seventh adjustment groove (17) at intervals on its outer side, and the sixth adjustment groove (16) is provided with an eighth adjustment groove (18) at intervals on its outer side. The seventh adjustment groove (17) and the eighth adjustment groove (18) penetrate the rectangular plate (1) in the transverse direction and bend outward.
8. A high-speed rail underplate according to any one of claims 1-7, characterized in that, The rectangular plate (1) is integrally injection molded from TPEE, and its static stiffness is 140±20kN / mm.