Railway rail vibration reduction fastening

Abstract

The utility model belongs to rail transit technical field especially relates to a rail rail fastener, including lower iron fender, upper iron fender, intermediate elastic pad and the shoulder system of setting in the both ends of fastener, the shoulder system includes first limit board, second limit board, vertical stopper and horizontal stopper, vertical stopper is inserted in the mounting hole on first limit board and is cooperated with the limit structure on second limit board, forms the vertical limit of upper iron fender, horizontal stopper is set in the outside of vertical stopper and is cooperated with limit projection block structure through limit slot, and vertical stopper horizontal position is limited, the first limit board, second limit board, vertical stopper, horizontal stopper and multilayer limit cooperation structure are equipped in the application, form the stable limit of many directions and damping buffer collaborative control system, effectively limit the multidirectional displacement trend of rail and upper iron fender, improve the overall stability of track system, damping performance and operation reliability.

Description

Technical Field

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

[0002] With the large-scale construction and application of urban rail transit systems, various laying methods such as elevated lines and ground-level lines are widely adopted. Rail transit lines inevitably pass through residential areas and densely populated regions. During train operation, the repeated impact between the wheels and rails causes rail vibration, resulting in noise pollution. This not only affects the normal living and working environment of surrounding residents but also poses challenges to the stability and service life of the track structure. Therefore, how to effectively reduce rail vibration and noise and improve the overall stability of the track system has become a crucial technical issue that urgently needs attention in the field of rail transit.

[0003] To alleviate the aforementioned problems, various types of rail vibration damping fasteners have been introduced to the market, aiming to buffer wheel-rail impact and reduce vibration transmission through structural design and material optimization. For example, Chinese patent CN203729159U discloses a vulcanized bonded integrated fastener, which uses a hot vulcanization process to vulcanize and bond the upper and lower rail pads to elastic rubber as a whole. This structure simplifies on-site construction to some extent and provides basic vibration damping. However, in practical applications, since the lower rail pad is fixed in the track bed foundation by an anchoring system, and the upper rail pad is connected to the rail by a spring clip, the upper rail pad inevitably experiences vertical, lateral, longitudinal, and torsional displacement under the complex multi-directional vibration and impact generated by train operation. The aforementioned patent attempts to restrict displacement in the non-vertical downward direction through an integrally vulcanized elastic rubber layer. However, the limiting stiffness and stability of this rubber layer are limited, making it difficult to effectively control the lateral, longitudinal, and torsional displacements of the rail and the upper rail pad. This affects the overall stability and safety of the track system and exacerbates the risk of track defects such as rail corrugation.

[0004] Chinese patent CN221218327U discloses an improved vulcanized adhesive fastener structure. Based on the integral vulcanization molding of the upper and lower iron pads, it adds harder transverse shoulders on both sides of the fastener system to restrict the lateral displacement of the upper iron pad. While this structure improves the lateral restraint effect of the upper iron pad to some extent, it still has significant technical drawbacks: Firstly, the transverse shoulders are fixed and cannot be disassembled. If the shoulder components wear out during long-term operation, the entire fastener system needs to be replaced, resulting in high maintenance costs and long construction periods. Secondly, this structure only constrains the lateral displacement of the upper iron pad, lacking effective restriction on longitudinal and vertical upward displacement. It cannot fundamentally solve the impact of multi-directional displacement on the stability of the track structure, especially under complex working conditions or sudden impacts, where the track system still faces the risk of instability.

[0005] Furthermore, Chinese patent CN112501961A proposes a shoulder fastener, which sets lateral shoulders on both sides of the fastener system to laterally limit the upper rail pad, aiming to improve the lateral stability of the upper rail pad while maintaining vibration reduction performance. Although this solution provides some structural improvement in lateral limiting, it still has limitations: its design still only constrains the lateral displacement of the upper rail pad, without providing reliable structural restrictions on longitudinal and vertical displacement. As a result, under the multi-directional stress conditions caused by train operation, the track system is still prone to longitudinal sway, vertical jump, and torsional deformation, failing to meet the high requirements of structural stability and safety for rail transit systems.

[0006] In summary, the existing vibration damping fasteners are insufficient in limiting the multi-directional displacement of the rails and upper rail pads, and some fasteners lack maintainability and replaceability in their structural design, making it difficult to meet the increasingly stringent performance requirements of rail transit for vibration damping fasteners.

[0007] Therefore, this application is hereby submitted. Utility Model Content

[0008] This utility model aims to solve the technical problems existing in the structure of rail vibration damping fasteners, such as poor multi-directional limiting effect, structural looseness, insufficient track system stability, and difficulty in later maintenance. It discloses a rail vibration damping fastener with reasonable structure, reliable limiting, and strong detachable maintainability. By setting a first limiting plate, a second limiting plate, a vertical stop block, a horizontal stop block, and a multi-layer limiting cooperation structure, a multi-directional stable limiting and vibration damping buffer collaborative control system is formed, which effectively restricts the multi-directional displacement trend of the rail and the upper rail pad, and improves the overall stability, vibration damping performance and operational reliability of the track system.

[0009] In view of this, the present invention provides a rail vibration damping fastener, including a lower rail pad, a middle elastic pad, an upper rail pad, and a shoulder system disposed at opposite ends of the fastener, wherein the shoulder system includes;

[0010] A first limiting plate is fixedly disposed at the end of the lower iron pad, and a first mounting hole is provided on the first limiting plate;

[0011] The second limiting plate is fixedly installed at the end of the upper iron pad, and a second limiting structure is provided on the second limiting plate;

[0012] A vertical stop block is inserted into the first mounting hole and can cooperate with the second limiting structure to limit the vertical position of the upper iron pad.

[0013] A lateral stop block is fitted outside the vertical stop block to limit the lateral position of the upper iron pad and the vertical stop block.

[0014] In a preferred embodiment of this application, the vertical stop includes a second stop body, on which a first limiting groove is provided, extending from the first limiting plate toward the second limiting plate. The second limiting structure can be inserted into the first limiting groove and cooperate with the limiting surface of the first limiting groove to form a vertical limit on the upper iron pad.

[0015] In a preferred embodiment of this application, the second block body is generally rectangular, with an upper limit surface and a lower limit surface formed on the upper and lower sides of the first limiting groove, respectively, and a buffer gap formed between the second limiting structure and the lower limit surface.

[0016] In a preferred embodiment of this application, a first limiting structure is provided on the outer periphery of the first mounting hole. The first limiting structure is used to cooperate with a second limiting structure and a vertical stop on the upper iron pad to prevent the upper iron pad from moving vertically upward.

[0017] In a preferred embodiment of this application, the first limiting structure includes a first limiting protrusion and a second limiting protrusion. The first limiting protrusion is disposed above the first mounting hole and abuts against the upper limit surface of the vertical stop block. The second limiting protrusion is disposed below the first mounting hole and abuts against the lower limit surface of the vertical stop block.

[0018] In a preferred embodiment of this application, the lateral stop includes a first stop body, a first clearance groove is provided on the first stop body, a first limiting leg and a second limiting leg are formed on opposite sides of the first clearance groove, and a first limiting protrusion is provided on the inner sidewall of the first limiting leg and the second limiting leg near the first clearance groove. Correspondingly, a second limiting groove is provided on opposite sides of the second stop body of the vertical stop in the lateral direction, and the first limiting protrusion is respectively engaged in the corresponding second limiting groove for limiting.

[0019] In a preferred embodiment of this application, a third limiting plate is provided at both ends of the first limiting plate along the length of the rail, the third limiting plate being used to limit the displacement of the transverse stop block along the length of the rail.

[0020] In a preferred embodiment of this application, the lower iron pad includes a first plate body, the first limiting plate is disposed at opposite ends of the first plate body, the first plate body is provided with a second mounting hole located below the first limiting structure, and the transverse stop block passes through the second mounting hole from bottom to top and is engaged with the opposite sides of the vertical stop block and the first limiting structure.

[0021] In a preferred embodiment of this application, the upper iron pad includes a second plate body, on which a first through hole is provided. The first through hole engages with a positioning boss on the lower iron pad, and the upper iron pad and the lower iron pad are connected and fixed at the positioning boss by an anchoring connector.

[0022] In a preferred embodiment of this application, the intermediate elastic pad is a rubber pad, which is separately disposed from the lower iron pad and the upper iron pad, or the rubber pad is vulcanized and bonded to the lower iron pad and the upper iron pad as a whole.

[0023] Compared with existing technologies, the rail vibration damping fastener of this utility model has the following advantages:

[0024] 1. This application utilizes an innovatively designed shoulder system, combining the structural cooperation of a first limiting plate, a second limiting plate, a vertical stop, and a lateral stop, to scientifically construct a dual limiting structure in both the lateral and vertical directions. The vertical stop has a through-hole first limiting groove, into which the second limiting structure on the upper iron pad is precisely inserted. Furthermore, through the synergistic effect of the upper and lower limiting surfaces, the limiting protrusions, and the buffer gap, the upper iron pad is ensured to have normal vibration-damping deformation space in the vertical direction, while also providing timely limiting protection in case of abnormal displacement. The lateral stop is fitted outside the vertical stop, and its structural engagement with the limiting grooves and protrusions on both sides effectively prevents lateral displacement of the vertical stop. The overall structure is compact and tightly fitted, completely solving the technical pain point of effectively controlling multi-directional displacement of the upper iron pad in traditional fastening systems, thus ensuring the overall stability of the track structure.

[0025] 2. This application further provides a first limiting structure on the outer periphery of the first mounting hole, preferably designed with an upper limiting protrusion and a lower limiting protrusion, forming a two-way constraint on the upper and lower limiting surfaces of the vertical stop block. The whole system constructs a precise and reliable multi-level limiting system. Combined with the structural fitting of the transverse stop block and the design of the third limiting plates at both ends of the first limiting plate, a multi-directional limiting control system that fully covers the transverse, vertical and rail length directions is formed. In response to the multi-directional impact and vibration trends generated during train operation, the system can provide precise limiting and buffer protection in real time through the cooperation of various structures, significantly improving the structural stability and impact resistance of the fastener system under dynamic working conditions, and reducing the risk of track misalignment, loosening and fatigue damage. Attached Figure Description

[0026] Figure 1 This is a front view structural diagram of the rail vibration damping fastener described in this embodiment of the utility model;

[0027] Figure 2 This is a side view of the rail vibration damping fastener described in an embodiment of the present utility model;

[0028] Figure 3 This is a side view of the lower iron pad as described in an embodiment of the present utility model;

[0029] Figure 4 This is a side view of the upper iron pad according to an embodiment of the present utility model;

[0030] Figure 5 This is a schematic diagram of the left-side structure of the vertical stop block according to an embodiment of the present invention;

[0031] Figure 6 This is a side view of the vertical stop block according to an embodiment of the present utility model;

[0032] Figure 7 This is a side view of the transverse stop block according to an embodiment of the present invention;

[0033] Figure 8 This is a side view of the transverse stop block from a second perspective, according to an embodiment of the present invention.

[0034] Figure 9 This is a cross-sectional view of the rail vibration damping fastener described in this embodiment of the utility model;

[0035] Figure 10 This is a side view of the rail vibration damping fastener described in the second embodiment of the present utility model;

[0036] Figure 11 This is an exploded structural diagram of the rail vibration damping fastener described in the second embodiment of this utility model;

[0037] The markings in the diagram are as follows:

[0038] 1-Lower iron pad; 2-Intermediate elastic pad; 201-Rubber pad; 3-Upper iron pad; 4-Elastic strip system; 5-Shoulder system; 6-Rail; 7-Rail under pad; 8-Transverse stop block; 801-First stop block body; 802-First clearance groove; 803-First limiting leg; 804-Second limiting leg; 805-First limiting protrusion; 9-Vertical stop block; 901-Second stop block body; 9011-Upper limit surface; 9012-Lower limit surface; 902-First limiting groove; 903-Second limiting groove; 904-Buffer gap ; 10-First limiting plate; 11-Second limiting plate; 12-First mounting hole; 13-First limiting structure; 1301-First limiting protrusion; 1302-Second limiting protrusion; 14-Second mounting hole; 15-First plate; 16-Second plate; 17-Elastic bar mounting seat; 18-Second limiting structure; 19-First through hole; 20-Anchoring connector; 21-Locking cover plate; 22-Connecting bushing; 23-Rail spike; 24-Elastic bar; 25-Gap block; 26-Connecting bolt; 27-Third limiting plate; 28-Positioning boss. Detailed Implementation

[0039] The technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application are within the scope of protection of this application.

[0040] It should be noted that all directional and positional terms used in this utility model, such as "up," "down," "left," "right," "front," "back," "vertical," "horizontal," "inner," "outer," "top," "lower," "lateral," "longitudinal," and "center," are only used to explain the relative positional relationships and connection arrangements between components in a specific state (as shown in the accompanying drawings). They are merely for the convenience of describing this utility model and do not require that this utility model be constructed and operated in a specific orientation; therefore, they should not be construed as limitations on this utility model. Furthermore, descriptions involving "first," "second," etc., in this utility model are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated.

[0041] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0042] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0043] Most existing publicly available vibration damping fastener technologies focus on limiting and controlling movement in a single direction, lacking comprehensive and effective constraints on the lateral, longitudinal, and vertical displacements of the upper rail pad. This results in insufficient overall stability of the track structure, easily leading to problems such as rail corrugation, abnormal gauge, and premature wear of components. Furthermore, some structural designs suffer from inconvenient maintenance, difficulty in replacing vulnerable parts, and poor adaptability, making them ill-suited to the complex and ever-changing operating environment of rail transit systems and hindering the long-term safe and stable operation of the system. Therefore, how to further optimize the vibration damping fastener structure to achieve comprehensive and reliable limitation of multi-directional displacement and improve the maintainability of components has become a pressing technical problem to be solved in this field.

[0044] like Figures 1-9 As shown, this application discloses a rail vibration damping fastener, including a lower rail pad 1, an intermediate elastic pad 2, an upper rail pad 3, and a shoulder system 5;

[0045] The shoulder protection system 5 is disposed at opposite ends of the fastener, and the shoulder protection system 5 includes:

[0046] A first limiting plate 10 is disposed at the end of the lower iron pad 1, and a first mounting hole 12 is provided on the first limiting plate 10;

[0047] The second limiting plate 11 is disposed at the end of the upper iron pad 3, and a second limiting structure 18 is disposed on the second limiting plate 11;

[0048] A vertical stop 9 is inserted into the first mounting hole 12 and can cooperate with the second limiting structure 18 to limit the vertical position of the upper iron pad 3.

[0049] The lateral stop 8 is sleeved on the outside of the vertical stop 9 and can limit the lateral position of the upper iron pad 3 and the vertical stop 9.

[0050] This application discloses a rail vibration damping fastener, including a lower rail pad 1, an intermediate elastic pad 2, an upper rail pad 3, and a shoulder system 5 disposed at both ends of the fastener. The shoulder system 5 includes a first limiting plate 10, a second limiting plate 11, a vertical stop block 9, and a transverse stop block 8. The first limiting plate 10 is securely installed on opposite sides of the lower rail pad 1, and has a first mounting hole 12 for precise positioning to facilitate accurate installation of the vertical stop block 9. The second limiting plate 11 is fixed on opposite sides of the upper rail pad 3. On the side, the first limiting plate 10 and the second limiting plate 11 are arranged opposite to each other. The second limiting structure 18 on the second limiting plate 11 cooperates with the vertical stop 9 to effectively constrain the vertical position of the upper iron pad 3, preventing large vertical displacement of the rail 6 caused by train operation. The vertical stop 9 is inserted into the first mounting hole 12 to form a stable vertical limiting mechanism. The lateral stop 8 is sleeved on the outside of the vertical stop 9 to effectively limit the lateral position of the vertical stop 9 and prevent the vertical stop 9 from displacing due to force. In the example of this application, such as Figure 1 As shown, the lateral position refers to the horizontal outward direction perpendicular to the length of the track, and the vertical position refers to the vertical direction perpendicular to the length of the rail 6. During train operation, the rail 6 experiences multi-directional vibration and displacement due to the dynamic impact of the wheels, especially in the lateral and vertical directions. After being subjected to wheel-rail force, the rail 6 tends to move laterally outward, causing the upper iron pad 3 to move laterally outward as well. Therefore, the fastener must restrict the upper iron pad 3 from moving laterally outward to maintain the track gauge. At the same time, the upper iron pad 3 can move vertically downward, and its vertical upward displacement must be restricted. In this application, the vertical stop 9 is inserted into the first mounting hole 12 and is connected to the second limiter. Structures 18 work together to provide timely limiting when the rail undergoes vertical displacement, preventing excessive vertical movement of the upper rail pad 3 from affecting rail stability. The transverse stop 8 is fitted outside the vertical stop 9, effectively limiting the transverse position of the vertical stop 9 body and preventing it from loosening or shifting due to rail vibration. This indirectly controls the transverse position of the upper rail pad. The overall structure achieves reliable limiting and vibration reduction functions in multiple directions. The intermediate elastic pad 2 is set between the lower rail pad 1 and the upper rail pad 3, providing good buffering and vibration reduction. The overall structure is reasonable, easy to install, and convenient for later maintenance. It is widely applicable to the vibration reduction and limiting needs of various rail transit lines.

[0051] The rail vibration damping fastener disclosed in this application has a reasonable structural design. Through an innovative shoulder system 5, the first limiting plate 10, the second limiting plate 11, the lateral stop 8, and the vertical stop 9 are scientifically combined to form a dual limiting structure of lateral and vertical. This effectively restricts the displacement tendency of the upper rail pad 3 in multiple directions, avoiding rail misalignment, loosening, or decreased track system stability caused by impacts and vibrations during train operation. Combined with the buffering function of the intermediate elastic pad 2, it effectively absorbs and disperses the vertical vibration generated by train operation, further reducing the risk of rail corrugation, fatigue damage, and track structure loss. All components of the overall structure work together, are easy to install, and both the lateral stop 8 and the vertical stop 9 can be disassembled and replaced for easy maintenance. It significantly improves the durability, reliability, and vibration damping effect of the rail fastener system, is suitable for various rail transit environments, and helps the track system achieve safe, stable, and low-noise operation, showing good application and promotion prospects.

[0052] As a preferred example of this application, the vertical stop 9 includes a second stop body 901. The second stop body 901 has a first limiting groove 902 extending through from the first limiting plate 10 towards the second limiting plate 11. The second limiting structure 18 can be inserted into the first limiting groove 902 and cooperates with the limiting surface of the first limiting groove 902 to form a vertical limit on the upper iron pad 3. In this example, the vertical stop 9 uses a structurally stable second stop body 901 as its core, with a first limiting groove 902 extending through from the first limiting plate 10 towards the second limiting plate 11. This ensures that the second limiting structure 18 on the upper iron pad 3 is accurately inserted during installation, forming a reliable cooperative relationship. The overall structure is scientifically laid out and tightly fitted, improving the multi-condition safety and reliability of the fastener system and ensuring long-term stability and service life under track operating conditions.

[0053] As a preferred example of this application, the second stop block body 901 is generally rectangular in shape, with an upper limit surface 9011 and a lower limit surface 9012 formed on the upper and lower sides of the first limiting groove 902, respectively. A buffer gap 904 is formed between the second limiting structure 18 and the lower limit surface 9012. In the example of this application, during high-speed train operation, the rail inevitably experiences multi-directional vibration due to complex alternating loads, with vertical vibration being particularly significant. The rail structure transmits the vibration to the upper rail pad 3 through the lower rail pad 1 and the intermediate elastic pad 2. During this process, the upper rail pad has an upward or downward displacement tendency. The second limiting structure 18, as a limiting element of the upper rail pad 3, is precisely inserted into the first limiting groove 902 inside the second stop block body 901. By rationally arranging the internal limiting surfaces of the first limiting groove 902 according to the structural stress requirements, when the upper rail… When the pad 3 tends to move upward, the second limiting structure 18 comes into contact with the limiting surface above the first limiting groove 902, preventing it from moving upward and preventing the structure from loosening or failing. When the system undergoes a slight downward deformation or displacement under the normal operation requirements of the train, the second limiting structure 18 can move moderately inside the first limiting groove 902 to ensure that the system has good vibration reduction performance. If an abnormal large displacement occurs, the second limiting structure 18 will come into contact with the limiting surface below the first limiting groove 902 to limit further displacement. The multi-layered limiting of the overall structure effectively protects the safety of the system.

[0054] This application achieves precise control and multi-layer limiting function of the vertical displacement of the upper rail pad 3 through the cooperative design of the first limiting groove 902 and the second limiting structure 18. While meeting the system buffering and dynamic deformation adaptation requirements during normal train operation, it can quickly intervene to limit the displacement behavior of the upper rail pad 3 when the track system encounters abnormal impact, large load or structural offset trend, preventing the overall failure of the fastening system due to structural misalignment or loosening. This significantly improves the overall safety and operational stability of the track system, reduces maintenance frequency and cost, and the structural design facilitates installation and disassembly maintenance, meeting the comprehensive performance requirements of modern rail transit for fastening systems with high safety, strong stability and good maintainability.

[0055] As a preferred example of this application, a first limiting structure 13 is provided on the outer periphery of the first mounting hole 12. The first limiting structure 13 is used to cooperate with the second limiting structure 18 on the upper iron pad 3 and the vertical stop 9 to prevent the upper iron pad 3 from moving vertically upward. In the example of this application, in response to the requirement of the fastening system to control the vertical displacement of the upper rail pad 3 under multi-directional stress, a first limiting structure 13 is cleverly set in the outer periphery of the first mounting hole 12. This limiting structure can be designed as multiple protrusions that are continuously or intermittently distributed according to the actual working conditions, such as including the first limiting protrusion 1301. The first limiting structure 13 works in conjunction with the second limiting structure 18 and the vertical stop 9 on the upper rail pad 3 to form an overall stable vertical limiting system, preventing the upper rail pad 3 from moving upward. After the system is installed, the first limiting structure 13, through its unique layout, provides reliable positioning and stable support for the cooperation between the second limiting structure 18 and the vertical stop 9, ensuring that the vertical displacement trend of the upper rail pad 3 during train operation is precisely constrained, effectively preventing track system misalignment, loosening, or safety hazards caused by vibration, impact, or structural deformation. The overall structural layout is scientific and the fit is tight, improving the system's durability, stability, and comprehensive protection performance, ensuring that the track fastening system maintains stable operation for a long time under high-intensity and complex working conditions.

[0056] As a preferred example of this application, the first limiting structure 13 includes a first limiting protrusion 1301 and a second limiting protrusion 1302. The first limiting protrusion 1301 is disposed above the first mounting hole 12 and abuts against the upper limit surface 9011 of the vertical stop 9. The second limiting protrusion 1302 is disposed below the first mounting hole 12 and abuts against the lower limit surface 9012 of the vertical stop 9. In the preferred embodiment of this application, the first limiting structure 13 is further optimized with fine structure, specifically including a first limiting protrusion 1301 arranged above the first mounting hole 12 and a second limiting protrusion 1302 arranged below the first mounting hole 12. The first limiting protrusion 1301 reliably abuts against the upper limit surface 9011 of the vertical stop 9, and the second limiting protrusion 1302 is firmly engaged with the lower limit surface 9012 of the vertical stop 9. Through the bidirectional clamping design of the upper and lower limiting structures, the vertical stop 9 is efficiently limited in the vertical direction, avoiding the vertical stop from shifting or dislodging due to track vibration or external force. The overall structure layout is scientific, the limiting accuracy is high, and the fit is tight and reliable, ensuring the stable and coordinated operation of each key structure in the fastener system, and effectively improving the overall stability and operational safety of the track structure.

[0057] As a preferred example of this application, the lateral block 8 includes a first block body 801, a first clearance groove 802 is provided on the first block body 801, a first limiting leg 803 and a second limiting leg 804 are formed on opposite sides of the first clearance groove 802, and a first limiting protrusion 805 is provided on the inner sidewall of the first limiting leg 803 and the second limiting leg 804 near the first clearance groove 802. Correspondingly, a second limiting groove 903 is provided on opposite sides of the second block body 901 in the lateral direction of the vertical block 9, and the first limiting protrusion 805 is respectively engaged in the corresponding second limiting groove 903 for limiting. In the preferred embodiment of this application, the transverse stop 8 adopts a first stop body 801 structure design. A through first clearance groove 802 is provided in the middle of the first stop body 801. The first clearance groove 802 extends naturally on both sides to form a first limiting leg 803 and a second limiting leg 804. A first limiting protrusion 805 is provided on the two limiting legs facing the inner sidewall of the first clearance groove 802. Correspondingly, the second stop body 901 of the vertical stop 9 is provided with a second limiting groove 903 on each of the transverse sides. The two first limiting protrusions 805 are precisely engaged in the second limiting grooves 903 to form a stable fitting relationship. Through this structural layout, a reliable limiting fit is formed between the transverse stop 8 and the vertical stop 9 in the transverse direction, effectively suppressing the transverse displacement trend of the fastening system. The overall structural layout is compact, the fit is tight, and the limiting effect is outstanding, further improving the overall stability and reliability of the track vibration damping fastening system.

[0058] As a preferred example of this application, third limiting plates 27 are provided at both ends of the first limiting plate 10 along the length of the rail 6. The third limiting plates 27 are used to limit the displacement of the transverse stop 8 along the length of the rail 6. By providing third limiting plates 27 at both ends of the first limiting plate 10, this application ingeniously constructs a precise limiting structure for the transverse stop 8 along the length of the rail 6, further supplementing the stable control capability of the traditional fastening system in the longitudinal direction. The overall system is constructed as a more complete multi-directional limiting system, effectively improving the overall stability of the fastening structure, avoiding the impact of component loosening or misalignment on the operational reliability of the track system, and providing structural protection for the long-term stable use of the rail.

[0059] As a preferred example of this application, the lower rail pad 1 includes a first plate 15, with a first limiting plate 10 disposed at opposite ends of the first plate 15. A second mounting hole 14 is provided on the first plate 15, located below the first limiting structure 13. The transverse stop 8 passes through the second mounting hole 14 from bottom to top and is engaged with the opposite sides of the vertical stop 9 and the first limiting structure 13. In this example, by providing a second mounting hole 14 on the first plate 15, located below the first limiting structure 13, the transverse stop 8 can pass through from bottom to top. After passing through the second mounting hole 14, the transverse stop 8 can be securely engaged between the vertical stop 9 and the first limiting structure 13. The three form a precise spatial fit structure, each mutually restricting and cooperating with the others. The overall structure is compact and firmly connected, effectively improving the stability and overall reliability of the rail vibration damping fastener system in multiple directions. In some examples of this application, the bottom of the transverse stop 8 is provided with a protrusion, and correspondingly, a snap-fit ​​groove is provided at the bottom of the first plate 15, and the protrusion of the transverse stop 8 engages with the snap-fit ​​groove at the bottom of the first plate 15.

[0060] As a preferred example of this application, the upper rail pad 3 includes a second plate 16, on which a first through hole 19 is provided. The first through hole 19 engages with a positioning boss 28 on the lower rail pad 1. The upper rail pad 3 and the lower rail pad 1 are connected and fixed at the positioning boss 28 by an anchoring connector 20. In the example of this application, the anchoring connector 20 includes a locking cover plate 21, a connecting bushing 22, and a rail spike 23. The locking cover plate 21 presses the connecting bushing 22 from above, and the rail spike 23 is used to press the locking cover plate 21 and anchor the entire fastening system to the track bed. The synergistic effect of the multiple cooperating structures effectively ensures the overall stability and reliability of the rail vibration damping fastening system.

[0061] As a preferred example of this application, the rail vibration damping fastener further includes a spring clip system 4, which includes a spring clip 24, a spring clip mounting seat 17 disposed on the upper rail pad 3, a gauge block 25, and a connecting bolt 26. The rail 6 is fixed to the fastener system by the spring clip mounting seat 17 and the spring clip 24. This application integrates a spring clip system 4 into the rail vibration damping fastener, and combines it with the spring clip mounting seat 17 on the upper rail pad 3 and the scientific coordination of various limiting structures to form a compact, easy-to-install, and reliable overall connection and vibration damping system. The spring clip 24 effectively alleviates the multi-directional impact and vibration generated by the rail during train operation through elastic compression, improving the overall stability and comfort of the track. The gauge block 25 precisely controls the spacing of the rails 6, effectively ensuring gauge consistency and the safety of the track system. The connecting bolts 26 reinforce the connection parts of each structure, ensuring that the fastener system maintains stability under dynamic loads for a long time. The overall structure not only improves the vibration damping performance and limiting effect, but also reduces safety hazards caused by track structure loosening, deformation, or vibration. It has good structural adaptability and convenient on-site installation and maintenance, and is widely applicable to various rail transit lines, effectively improving the safety, durability, and overall performance of the track system. In some examples of this application, a rail pad 7 is provided between the rail 6 and the upper rail pad 3.

[0062] As a preferred example of this application, such as Figures 10-11 As shown, this application discloses another type of rail vibration damping fastener, wherein the intermediate elastic pad 2 is a rubber pad 201. The rubber pad 201 is separately disposed from the lower rail pad 1 and the upper rail pad 3, or the rubber pad 201 is vulcanized and bonded to the lower rail pad 1 and the upper rail pad 3 as a whole. In the preferred example of this application, the intermediate elastic pad 2 structure is optimized to a high-performance rubber pad 201, which fully utilizes the excellent elastic buffering characteristics of rubber material. According to different track structures and usage requirements, the rubber pad 201 can be selected to be separately disposed from the lower rail pad 1 and the upper rail pad 3 or integrally formed by vulcanization and bonding. Separate disposal facilitates later disassembly and maintenance and is suitable for complex working conditions with high-frequency replacement requirements. Vulcanized bonding structure has high strength and good overall stability and is suitable for track lines that require long-term high-intensity operation. Both forms have their advantages and can flexibly adapt to different track scenarios and operational requirements, further enriching the structural configuration of the rail vibration damping fastener system. The overall structure is simple and reliable, with outstanding vibration damping performance, meeting the comprehensive requirements of rail transit systems for safety, stability and economy.

[0063] This application achieves an innovative solution combining multi-directional limiting, stable connection, and vibration damping by systematically optimizing the structure of the rail vibration damping fastener. Specifically, through the cooperation of the first limiting plate 10, the second limiting plate 11, the vertical stop block 9, and the lateral stop block 8 within the shoulder system, the vertical and lateral displacement of the upper rail pad 3 is precisely limited, preventing structural loosening or track misalignment caused by vibration and impact from train operation. The vertical stop block 9 has a first limiting groove 902 inside, which, combined with the second limiting structure 18 of the upper rail pad 3, forms a reliable limiting fit. Further, through detailed design such as limiting protrusions and buffer gaps, the fastener system ensures that it has the ability to limit and protect against abnormal working conditions while meeting normal vibration damping functions. The overall structural layout is compact, and with the setting of the elastic strip system and the high-performance intermediate elastic pad, the stability and vibration damping effect of the track system are enhanced, significantly improving the overall reliability, durability, and safety of the fastener system, and meeting the comprehensive technical requirements of rail transit for stable operation, vibration reduction and noise reduction, and structural safety.

[0064] The embodiments of this application have been described above with reference to the accompanying drawings. Unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other. This application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A rail vibration damping fastener, comprising a lower rail pad (1), an intermediate elastic pad (2), an upper rail pad (3), and a shoulder system (5) disposed at opposite ends of the fastener, characterized in that, The shoulder system (5) includes; The first limiting plate (10) is fixedly disposed at the end of the lower iron pad (1), and a first mounting hole (12) is provided on the first limiting plate (10). The second limiting plate (11) is fixedly installed at the end of the upper iron pad (3), and a second limiting structure (18) is provided on the second limiting plate (11). A vertical stop (9) is inserted into the first mounting hole (12) and can cooperate with the second limiting structure (18) to limit the vertical position of the upper iron pad (3); A lateral stop (8) is fitted on the outside of the vertical stop (9) to limit the lateral position of the upper iron pad (3) and the vertical stop (9).

2. The rail vibration damping fastener according to claim 1, characterized in that, The vertical stop (9) includes a second stop body (901), on which a first limiting groove (902) is provided, extending from the first limiting plate (10) toward the second limiting plate (11). The second limiting structure (18) can be inserted into the first limiting groove (902) and cooperate with the limiting surface of the first limiting groove (902) to form a vertical limit on the upper iron pad (3).

3. The rail vibration damping fastener according to claim 2, characterized in that, The second block body (901) is generally rectangular, and an upper limit surface (9011) and a lower limit surface (9012) are formed on the upper and lower sides of the first limiting groove (902), respectively. A buffer gap (904) is formed between the second limiting structure (18) and the lower limit surface (9012).

4. The rail vibration damping fastener according to claim 1, 2, or 3, characterized in that, The outer periphery of the first mounting hole (12) is provided with a first limiting structure (13), which is used to cooperate with the second limiting structure (18) and the vertical stop (9) on the upper iron pad (3) to prevent the upper iron pad (3) from moving vertically upward.

5. The rail vibration damping fastener according to claim 4, characterized in that, The first limiting structure (13) includes a first limiting protrusion (1301) and a second limiting protrusion (1302). The first limiting protrusion (1301) is disposed above the first mounting hole (12) and abuts against the upper limit surface (9011) of the vertical stop (9). The second limiting protrusion (1302) is disposed below the first mounting hole (12) and abuts against the lower limit surface (9012) of the vertical stop (9).

6. The rail vibration damping fastener according to claim 5, characterized in that, The transverse block (8) includes a first block body (801), a first clearance groove (802) is provided on the first block body (801), a first limiting leg (803) and a second limiting leg (804) are formed on opposite sides of the first clearance groove (802), and a first limiting protrusion (805) is provided on the inner sidewall of the first limiting leg (803) and the second limiting leg (804) near the first clearance groove (802). Correspondingly, a second limiting groove (903) is provided on opposite sides of the second block body (901) of the vertical block (9) in the transverse direction, and the first limiting protrusion (805) is respectively inserted into the corresponding second limiting groove (903) for limiting.

7. The rail vibration damping fastener according to claim 6, characterized in that, A third limiting plate (27) is provided at both ends of the first limiting plate (10) along the length direction of the rail (6). The third limiting plate (27) is used to limit the displacement of the transverse stop (8) along the length direction of the rail (6).

8. The rail vibration damping fastener according to claim 7, characterized in that, The lower iron pad (1) includes a first plate (15), the first limiting plate (10) is disposed at opposite ends of the first plate (15), the first plate (15) is provided with a second mounting hole (14) located below the first limiting structure (13), the transverse stop (8) passes through the second mounting hole (14) from bottom to top and is engaged with the opposite sides of the vertical stop (9) and the first limiting structure (13).

9. The rail vibration damping fastener according to claim 1, characterized in that, The upper iron pad (3) includes a second plate (16), on which a first through hole (19) is provided. The first through hole (19) cooperates with the positioning boss (28) on the lower iron pad (1). The upper iron pad (3) and the lower iron pad (1) are connected and fixed at the positioning boss (28) by an anchoring connector (20).

10. The rail vibration damping fastener according to claim 1, characterized in that, The intermediate elastic pad (2) is a rubber pad (201). The rubber pad (201) is set separately from the lower iron pad (1) and the upper iron pad (3), or the rubber pad (201) is vulcanized and bonded to the lower iron pad (1) and the upper iron pad (3).

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