Track joint structure capable of buffering and damping

Abstract

The utility model relates to the technical field of railway assembly installation, and discloses a track joint structure capable of buffering and damping, which comprises tracks, a connecting plate is fixedly connected between two adjacent tracks, the middle part of the connecting plate is slidably connected with a buffer block, the outer wall of the buffer block is fixedly connected with a sliding block, and the sliding block is fixedly connected with the track. The outer wall of the sliding block is fixedly connected with a sleeve, the inner wall of the sleeve is slidably connected with a sliding rod, the other end of the sliding rod is fixedly connected with the inner wall of a connecting plate, the outer wall of the sleeve is in threaded connection with an adjusting ring, a damping spring is arranged on the outer wall of the sleeve, and the connecting plate is fixedly connected with a rail through a bolt. And the connecting plates are symmetrically arranged. According to the shock absorption device, the buffer block is pushed through the wheels, the buffer block pushes the sleeve and the shock absorption spring to be compressed, moving energy is absorbed, vibration energy is converted into elastic potential energy to be stored, then the elastic potential energy is slowly released after a vehicle passes through, and therefore the shock absorption effect is achieved.

Description

Technical Field

[0001] This utility model relates to the field of railway component installation technology, and in particular to a track joint structure with buffer and shock absorption capabilities. Background Technology

[0002] With the rapid development of society, the demand for railway transportation in both passenger and freight sectors is increasing. People's requirements for travel speed and comfort are constantly improving, and the operating speed of high-speed trains is continuously increasing. This requires track joints to better adapt to high-frequency, high-speed operating conditions, reduce vibration and noise, and provide passengers with a smoother and quieter travel experience. The significant increase in freight volume has led to a continuous increase in train load, requiring track joints to withstand greater pressure and impact to ensure that they can maintain structural integrity and normal operation under heavy load conditions, thus guaranteeing the safety and efficiency of freight transportation. The acceleration of urbanization has spurred the rapid development of urban rail transit, with subways and light rail playing an increasingly important role in urban transportation.

[0003] As a key component of the railway track system, the track joint structure bears the important mission of connecting two rails. It must ensure that the train wheels can smoothly cross the rail joint during operation, maintaining the continuity and stability of the operation. In actual operation, the joint must not only withstand the vertical pressure generated by the weight of the train itself, but also cope with various complex forces brought about by the train's starting, acceleration, braking, and passing through curves. Traditional track joint structures are difficult to effectively absorb the strong vibrations and impacts generated when the train passes through the joint. This not only leads to greater noise during train operation, affecting the surrounding environment, but also accelerates the wear of track components, shortens the service life of the track, and increases maintenance costs. Under long-term exposure to complex stress, traditional joints are prone to bolt loosening and rail misalignment, which in turn affects the smoothness of train operation and may even endanger traffic safety in severe cases. Utility Model Content

[0004] To overcome the above shortcomings, this utility model provides a track joint structure that can buffer and reduce shock, aiming to improve the problem that traditional track joint structures in the prior art are unable to effectively absorb the strong vibrations and impacts generated when a train passes through the joint.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a buffer and shock-absorbing track joint structure, comprising a track, a connecting plate fixedly connected between two adjacent tracks, a buffer block slidably connected to the middle of the connecting plate, a slider fixedly connected to the outer wall of the buffer block, a sleeve fixedly connected to the outer wall of the slider, a sliding rod slidably connected to the inner wall of the sleeve, the other end of the sliding rod being fixedly connected to the inner wall of the connecting plate, an adjusting ring threadedly connected to the outer wall of the sleeve, a shock-absorbing spring provided on the outer wall of the sleeve, and a lubrication mechanism provided on the top surface of the buffer block for lubrication.

[0006] As a further description of the above technical solution:

[0007] The lubrication mechanism includes an oil reservoir, the outer wall of which is slidably connected to the inner wall of a buffer block. A top cover is provided on the top of the oil reservoir, a compression spring is fixedly connected to the bottom surface of the top cover, a pressure plate is fixedly connected to the bottom surface of the compression spring, the pressure plate is slidably connected to the inner wall of the oil reservoir, a pipe is connected to the bottom of the outer wall of the oil reservoir, a sliding sleeve is slidably connected to the top of the inner wall of the pipe, and a lubricating ball is rotatably connected to the top inner wall of the sliding sleeve.

[0008] As a further description of the above technical solution:

[0009] The connecting plates are fixedly connected to the rail by bolts, and the connecting plates are arranged symmetrically.

[0010] As a further description of the above technical solution:

[0011] Both ends of the buffer block are fixedly connected to elastic pads, and a step is provided on the top surface of the buffer block.

[0012] As a further description of the above technical solution:

[0013] The top cover is fixedly connected to the top surface of the buffer block by screws, which are symmetrically arranged.

[0014] As a further description of the above technical solution:

[0015] The inner wall of the oil storage tank is fixedly connected with a limit strip, and the outer wall of the pressure plate is provided with a limit groove.

[0016] As a further description of the above technical solution:

[0017] The inner wall of the pipe is fixedly connected to a lower mounting base, and the inner wall of the sliding sleeve is fixedly connected to an upper mounting base.

[0018] As a further description of the above technical solution:

[0019] A return spring is provided between the lower mounting base and the upper mounting base, and multiple oil grooves are provided on the outer wall of the lubricating ball.

[0020] This utility model has the following beneficial effects:

[0021] 1. In this utility model, when a vehicle passes the joint and the wheel passes the buffer block, the buffer block slides inside the connecting plate, the wheel pushes the buffer block, the buffer block moves forward, the slider on the buffer block pushes the sleeve, the sliding rod is fixed to the inner wall of the connecting plate, the sliding rod slides inside the sleeve, the shock-absorbing spring is compressed, and the energy of the movement is absorbed, so that the speed of the buffer block is slowed down. When the elastic pad is in contact with one end of the track, it is compressed and absorbs a large amount of energy to achieve buffering. The buffer block transitions at the joint and can undergo elastic deformation under the action of vehicle load, converting vibration energy into elastic potential energy for storage, and then slowly releasing it after the vehicle passes, thereby achieving the effect of shock absorption.

[0022] 2. In this utility model, the oil storage tank stores lubricating oil, the top cover fixes the oil storage tank, and the pressure plate squeezes the lubricating oil under the action of the compression spring, so that the lubricating oil reaches the upper end of 206 through the pipe. When the vehicle passes by, the wheel presses down on the lubricating ball, the return spring contracts, which drives the lubricating ball to rotate, and the oil groove on the surface of the lubricating ball carries out the lubricating oil in the sliding sleeve for lubrication. An oil film can be formed on the wheel-rail contact surface, so that the direct contact between metals is transformed into friction between oil films, effectively reducing the coefficient of friction and reducing the wear of wheels and rails. Attached Figure Description

[0023] Figure 1 This is a front perspective view of the shock-absorbing and buffering track joint structure proposed in this utility model.

[0024] Figure 2 This is a partial structural diagram of the connecting plate of the buffered and shock-absorbing track joint structure proposed in this utility model;

[0025] Figure 3 This is a partial structural exploded view of the shock-absorbing spring in the track joint structure that can buffer and reduce vibration proposed in this utility model;

[0026] Figure 4 This is a partial structural exploded view of the oil storage tank with a buffer and shock absorption track joint structure proposed in this utility model;

[0027] Figure 5 This is a partial structural exploded view of the pressure plate of the rail joint structure with buffer and shock absorption proposed in this utility model;

[0028] Figure 6 This is a partial structural breakdown diagram of the buffered and shock-absorbing track joint structure pipeline proposed in this utility model.

[0029] Legend:

[0030] 1. Track; 2. Lubrication mechanism; 201. Oil reservoir; 202. Pressure plate; 203. Top cover; 204. Compression spring; 205. Pipe; 206. Sliding sleeve; 207. Lubricating ball; 3. Connecting plate; 4. Buffer block; 5. Slider; 6. Sleeve; 7. Slide rod; 8. Shock-absorbing spring; 9. Adjusting ring; 10. Bolt; 11. Elastic pad; 12. Step; 13. Limiting strip; 14. Limiting groove; 15. Lower mounting base; 16. Upper mounting base; 17. Return spring; 18. Oil groove; 19. Screw. Detailed Implementation

[0031] 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.

[0032] Please see the appendix Figure 1 - Appendix Figure 3 An embodiment of this utility model provides a shock-absorbing track joint structure, including a track 1, a connecting plate 3 fixedly connected between two adjacent tracks 1, a buffer block 4 slidably connected to the middle of the connecting plate 3, a slider 5 fixedly connected to the outer wall of the buffer block 4, a sleeve 6 fixedly connected to the outer wall of the slider 5, a sliding rod 7 slidably connected to the inner wall of the sleeve 6, the other end of the sliding rod 7 fixedly connected to the inner wall of the connecting plate 3, an adjusting ring 9 threadedly connected to the outer wall of the sleeve 6, a shock-absorbing spring 8 provided on the outer wall of the sleeve 6, and a lubrication mechanism 2 provided on the top surface of the buffer block 4 for lubrication;

[0033] Specifically, a connecting plate 3 is provided between two adjacent tracks 1. A buffer block 4 is slidably connected at the center of the connecting plate 3. A slider 5 is fixedly installed on the outer wall of the buffer block 4. The outer wall of the slider 5 is fixedly connected to the sleeve 6. The inner wall of the sleeve 6 is slidably connected to the slide rod 7. The other end of the slide rod 7 is fixedly connected to the inner wall of the connecting plate 3. The outer wall of the sleeve 6 is connected to the adjusting ring 9 by a threaded connection. A shock-absorbing spring 8 is provided on the outer wall of the sleeve 6 to provide shock absorption.

[0034] Please see the appendix Figure 4 - Appendix Figure 6The lubrication mechanism 2 includes an oil reservoir 201. The outer wall of the oil reservoir 201 is slidably connected to the inner wall of the buffer block 4. A top cover 203 is provided on the top of the oil reservoir 201. A compression spring 204 is fixedly connected to the bottom surface of the top cover 203. A pressure plate 202 is fixedly connected to the bottom surface of the compression spring 204. The pressure plate 202 is slidably connected to the inner wall of the oil reservoir 201. A pipe 205 is connected to the bottom of the outer wall of the oil reservoir 201. A sliding sleeve 206 is slidably connected to the top of the inner wall of the pipe 205. A lubricating ball 207 is rotatably connected to the top inner wall of the sliding sleeve 206.

[0035] Specifically, the inner wall of the buffer block 4 on the outer wall of the oil reservoir 201 is slidably connected. A top cover 203 is provided on the top of the oil reservoir 201, which serves to seal the oil reservoir 201. A compression spring 204 is fixedly connected to the bottom surface of the top cover 203, and a pressure plate 202 is fixedly connected to the bottom surface of the compression spring 204. The pressure plate 202 is slidably connected to the inner wall of the oil reservoir 201, allowing the pressure plate 202 to move freely inside the oil reservoir 201, thereby regulating the internal pressure of the oil reservoir 201. A pipe 205 is connected to the bottom of the outer wall of the oil reservoir 201, which guides the flow of lubricant. A sliding sleeve 206 is slidably connected to the top of the inner wall of the pipe 205, and a lubricating ball 207 is rotatably connected to the top inner wall of the sliding sleeve 206, which ensures the uniform distribution of lubricant.

[0036] Please see the appendix Figure 2 - Appendix Figure 4 The connecting plate 3 is fixedly connected to the track 1 by bolts 10. The connecting plates 3 are symmetrically arranged. Both ends of the buffer block 4 are fixedly connected with elastic pads 11. The top surface of the buffer block 4 is provided with a step 12. The top cover 203 is fixedly connected to the top surface of the buffer block 4 by screws 19. The screws 19 are symmetrically arranged.

[0037] Specifically, the connecting plate 3 is fixedly connected to the track 1 by bolts 10. The design of the connecting plate 3 is symmetrical, which ensures the balance and stability of the structure. The two ends of the buffer block 4 are fixedly connected with elastic pads 11. The elastic pads 11 can absorb and mitigate the impact force, thereby protecting the connecting plate 3 and the track 1 from damage. The top surface of the buffer block 4 is provided with a step 12, which facilitates the installation of the top cover 203. The top cover 203 is fixedly connected to the top surface of the buffer block 4 by screws 19, which ensures the stability and durability of the top cover 203.

[0038] Please see the appendix Figure 5 - Appendix Figure 6The inner wall of the oil storage tank 201 is fixedly connected to a limit strip 13, the outer wall of the pressure plate 202 is provided with a limit groove 14, the inner wall of the pipe 205 is fixedly connected to a lower mounting seat 15, the inner wall of the sliding sleeve 206 is fixedly connected to an upper mounting seat 16, a return spring 17 is provided between the adjacent lower mounting seat 15 and the upper mounting seat 16, and the outer wall of the lubricating ball 207 is provided with multiple oil grooves 18.

[0039] Specifically, a limiting strip 13 is fixedly connected to the inner wall of the oil reservoir 201, and a corresponding limiting groove 14 is provided on the outer wall of the pressure plate 202. The limiting groove 14 cooperates with the limiting strip 13 in the oil reservoir 201 to ensure that the pressure plate 202 can slide stably. A lower mounting seat 15 is fixedly connected to the inner wall of the pipe 205, and an upper mounting seat 16 is fixedly connected to the inner wall of the sliding sleeve 206. The upper mounting seat 16 and the lower mounting seat 15 are used to accommodate the return spring 17. The return spring 17 can help the component return to its original position and ensure normal operation. Multiple oil grooves 18 are provided on the outer wall of the lubricating ball 207. The oil grooves 18 are provided to store and distribute lubricating oil when the lubricating ball 207 rotates.

[0040] Working principle: When the vehicle passes the joint, the wheel passes the buffer block 4. As the buffer block 4 slides inside the connecting plate 3, the wheel pushes the buffer block 4, and the buffer block 4 moves forward. The slider 5 on the buffer block 4 pushes the sleeve 6. The sliding rod 7 is fixed to the inner wall of the connecting plate 3 and slides inside the sleeve 6. The shock-absorbing spring 8 is compressed and absorbs the energy of movement, which slows down the speed of the buffer block 4. When the elastic pad 11 contacts one end of the track 1, it is compressed and absorbs a large amount of energy to achieve buffering. The buffer block 4 transitions at the joint and can undergo elastic deformation under the vehicle load, converting the vibration energy into elastic potential energy for storage. Then, it is slowly released after the vehicle passes, thereby achieving the effect of shock absorption.

[0041] The oil reservoir 201 stores lubricating oil, and the top cover 203 fixes the oil reservoir 201. The pressure plate 202 squeezes the lubricating oil under the action of the compression spring 204, so that the lubricating oil reaches the upper end of the sliding sleeve 206 through the pipe 205. When the vehicle passes by, the wheel presses down on the lubricating ball 207, and the return spring 17 contracts, which drives the lubricating ball 207 to rotate. The oil groove 18 on the surface of the lubricating ball 207 carries out the lubricating oil in the sliding sleeve 206 for lubrication. An oil film can be formed on the wheel-rail contact surface, which transforms the direct contact between metals into friction between oil films, effectively reducing the coefficient of friction and reducing the wear of the wheel and the rail 1.

[0042] 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 shock-absorbing track joint structure, comprising a track (1), characterized in that: A connecting plate (3) is fixedly connected between two adjacent tracks (1). A buffer block (4) is slidably connected to the middle of the connecting plate (3). A slider (5) is fixedly connected to the outer wall of the buffer block (4). A sleeve (6) is fixedly connected to the outer wall of the slider (5). A slide rod (7) is slidably connected to the inner wall of the sleeve (6). The other end of the slide rod (7) is fixedly connected to the inner wall of the connecting plate (3). An adjusting ring (9) is threadedly connected to the outer wall of the sleeve (6). A shock-absorbing spring (8) is provided on the outer wall of the sleeve (6). A lubrication mechanism (2) is provided on the top surface of the buffer block (4). The lubrication mechanism (2) is used for lubrication.

2. The buffered and shock-absorbing track joint structure according to claim 1, characterized in that: The lubrication mechanism (2) includes an oil reservoir (201), the outer wall of which is slidably connected to the inner wall of the buffer block (4), a top cover (203) is provided on the top of the oil reservoir (201), a compression spring (204) is fixedly connected to the bottom surface of the top cover (203), a pressure plate (202) is fixedly connected to the bottom surface of the compression spring (204), the pressure plate (202) is slidably connected to the inner wall of the oil reservoir (201), a pipe (205) is connected to the bottom of the outer wall of the oil reservoir (201), a sliding sleeve (206) is slidably connected to the top of the inner wall of the pipe (205), and a lubricating ball (207) is rotatably connected to the top inner wall of the sliding sleeve (206).

3. The buffered and shock-absorbing track joint structure according to claim 1, characterized in that: The connecting plate (3) is fixedly connected to the track (1) by bolts (10), and the connecting plates (3) are arranged symmetrically.

4. The buffered and shock-absorbing track joint structure according to claim 1, characterized in that: Both ends of the buffer block (4) are fixedly connected with elastic pads (11), and the top surface of the buffer block (4) is provided with a step (12).

5. The buffered and shock-absorbing track joint structure according to claim 2, characterized in that: The top cover (203) is fixedly connected to the top surface of the buffer block (4) by screws (19), and the screws (19) are symmetrically arranged.

6. The buffered and shock-absorbing track joint structure according to claim 2, characterized in that: The inner wall of the oil storage tank (201) is fixedly connected with a limiting strip (13), and the outer wall of the pressure plate (202) is provided with a limiting groove (14).

7. The buffered and shock-absorbing track joint structure according to claim 2, characterized in that: The inner wall of the pipe (205) is fixedly connected to a lower mounting seat (15), and the inner wall of the sliding sleeve (206) is fixedly connected to an upper mounting seat (16).

8. The buffered and shock-absorbing track joint structure according to claim 7, characterized in that: A return spring (17) is provided between the lower mounting base (15) and the upper mounting base (16), and a plurality of oil grooves (18) are provided on the outer wall of the lubricating ball (207).

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