Elastomer pad for ballastless track

Abstract

The utility model discloses a kind of elastic body cushion plate of ballastless track, it is related to ballastless track technical field, comprising: alloy cover;Cushion plate assembly, it is inserted to the inside of alloy cover downwards;Damping spring, it is provided with multiple, and it is installed between alloy cover and cushion plate assembly, and located in the inside of alloy cover;Elastic plate, two sides of upper and lower respectively with cushion plate assembly and alloy cover contact;Friction area is formed between alloy cover inner wall and the outside of cushion plate assembly;The utility model can effectively absorb impact force and vibration generated by train operation by setting damping spring and elastic plate, improve the cushioning performance of track, guarantee the stability and comfort of train operation, also can reduce train operation noise, reduce the influence to surrounding environment;The design of friction area increases the friction between each component of cushion plate, improves the stability of cushion plate, simultaneously plays the role of consuming kinetic energy.

Description

Technical Field

[0001] This utility model relates to the field of ballastless track technology, and in particular to an elastomer pad for ballastless track. Background Technology

[0002] Ballastless track, with its high smoothness, stability, durability, and reliability, has been adopted by high-speed railways worldwide. With the rapid development of my country's railway industry, my country now boasts the world's longest construction and operation mileage of ballastless track, accumulating rich experience in the research, design, construction, and operation of ballastless track structures. The ballastless track types used in high-speed railways mainly include CRTSI, CRTSII slab track, double-block track, CRTSIII slab track, as well as long-sleeper embedded and slab track in turnout areas. Currently, the track structures are basically mature, and universal reference drawings are gradually being developed.

[0003] The existing ballastless track pads cannot fully absorb the powerful impact force generated by train operation. A large amount of impact force is directly transmitted to the track foundation, accelerating the fatigue wear of the track structure.

[0004] Therefore, it is necessary to invent a ballastless track elastomer pad to solve the above problems. Utility Model Content

[0005] The purpose of this invention is to provide a ballastless track elastomer pad to solve the problem mentioned in the background art that the ballastless track pad cannot fully absorb the strong impact force generated by train operation, and a large amount of impact force is directly transmitted to the track foundation, accelerating the fatigue wear of the track structure.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a ballastless track elastomer pad, comprising:

[0007] Alloy jacket;

[0008] The pad assembly is inserted downwards into the interior of the alloy jacket;

[0009] Multiple damping springs are provided and installed between the alloy jacket and the pad assembly, and are located inside the alloy jacket;

[0010] The elastic plate has its upper and lower sides in contact with the pad assembly and the alloy jacket, respectively.

[0011] A friction area is formed between the inner wall of the alloy jacket and the outer side of the pad assembly.

[0012] Optionally, the pad assembly includes:

[0013] The lower plate inserts downward into the interior of the alloy jacket and contacts the top of the damping spring;

[0014] The upper plate is fixedly installed on top of the lower plate and located on the outside of the alloy jacket;

[0015] A metal plate, which is fixedly installed on the top of the upper plate.

[0016] Optionally, the elastic plate has multiple through holes through which damping springs can pass, and the interior of the elastic plate is filled with noise-reducing material.

[0017] Optionally, the friction area includes:

[0018] External friction marks are set on the inner surface of the alloy jacket;

[0019] The internal friction grooves are set on the outer surface of the lower plate and rub against the external friction grooves.

[0020] Optionally, the outer side of the alloy jacket is provided with multiple support plates, and bolts pass through the support plates.

[0021] Optionally, multiple metal pillars are fixedly installed inside the alloy jacket, lower plate, and upper plate.

[0022] Optionally, a rubber pad is bonded between the upper surface of the alloy jacket and the lower surface of the upper plate body using an adhesive.

[0023] The technical effects and advantages of this utility model are as follows:

[0024] 1. By setting damping springs and elastic plates, this utility model can effectively absorb the impact and vibration generated by train operation, improve the buffering and shock absorption performance of the track, ensure the smoothness and comfort of train operation, and also reduce train operation noise and reduce the impact on the surrounding environment.

[0025] 2. The design of the friction area in this utility model increases the friction between the components of the pad, improves the stability of the pad, and also serves to dissipate kinetic energy. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the structure of this utility model;

[0027] Figure 2 This is an exploded view of the structure of this utility model;

[0028] Figure 3 This is a schematic diagram of the alloy jacket structure of this utility model;

[0029] Figure 4 This is a schematic diagram of the pad assembly structure of this utility model;

[0030] Figure 5 This is a schematic diagram of the elastic plate structure of this utility model.

[0031] In the diagram: 100, alloy jacket; 110, receiving plate; 120, bolt;

[0032] 200. Pad assembly; 210. Lower plate; 220. Upper plate; 230. Metal plate;

[0033] 300. Damping spring;

[0034] 400, Elastic plate; 410, Through hole; 420, Noise reduction material;

[0035] 500, Friction area; 510, External friction marks; 520, Internal friction marks;

[0036] 600. Metal column;

[0037] 700, rubber pad. Detailed Implementation

[0038] 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.

[0039] This utility model provides, for example Figure 1-5 The ballastless track elastomer pad shown includes:

[0040] The alloy jacket 100 has a hollow internal structure, which can effectively resist the corrosion of the external environment and various forces generated during track operation. Multiple support plates 110 are provided on the outside of the alloy jacket 100. Bolts 120 pass through the support plates 110 and connect the support plates 110 to other track components through the bolts 120, which facilitates the installation and fixing of the pad and ensures the stability of the pad on the track.

[0041] The pad assembly 200 is inserted downward into the interior of the alloy jacket 100 and plays an important supporting and buffering role in the track system. A rubber pad 700 is bonded between the upper surface of the alloy jacket 100 and the lower surface of the upper plate 220 with an adhesive. The rubber pad 700 has good elasticity and buffering performance, which can further buffer the impact force generated by the train operation. At the same time, the rubber pad 700 can also play a certain sealing role to prevent dust, debris and other objects from entering the interior of the pad and affecting the performance of the pad.

[0042] Multiple damping springs 300 are provided and installed between the alloy jacket 100 and the pad assembly 200, and are located inside the alloy jacket 100. The unique structure of the damping springs 300 enables them to provide strong and stable elastic buffering force when subjected to pressure, effectively mitigating the vibration and impact generated during track operation.

[0043] The elastic plate 400 contacts the pad assembly 200 and the alloy jacket 100 on its upper and lower sides, respectively. During the operation of the track system, the elastic plate 400 can further disperse the pressure and enhance the elasticity and flexibility of the entire structure. The elastic plate 400 has multiple through holes 410 for the damping springs 300 to pass through, providing space for the damping springs 300 so that they can freely expand and contract when subjected to force. The interior of the elastic plate 400 is filled with noise reduction material 420, which can effectively absorb the noise generated by the train operation and reduce the impact of noise on the surrounding environment.

[0044] A friction area 500 is formed between the inner wall of the alloy jacket 100 and the outer side of the pad assembly 200. When the track vibrates or displaces, the microstructures on the surfaces of the two interact to generate a moderate frictional force. This frictional force can suppress excessive shaking of the structure to a certain extent.

[0045] When the train is moving, the downward pad assembly 200 slides downward and squeezes the damping spring 300, causing the damping spring 300 to compress and store force for buffering.

[0046] By setting damping springs 300 and elastic plates 400, the impact and vibration generated by train operation can be effectively absorbed, improving the buffering and shock absorption performance of the track, ensuring the smoothness and comfort of train operation, reducing train operation noise, and minimizing the impact on the surrounding environment.

[0047] The design of the friction zone 500 increases the friction between the components of the pad, improves the stability of the pad, and also serves to dissipate kinetic energy.

[0048] The combination of the receiving plate 110 and the bolts 120 ensures the stability of the device installation and facilitates its installation and disassembly.

[0049] The presence of rubber gasket 700 further enhances the cushioning and sealing performance of the gasket.

[0050] In some embodiments of this utility model, the pad assembly 200 includes:

[0051] The lower plate 210 is inserted downward into the interior of the alloy jacket 100 and contacts the top of the damping spring 300 to ensure a secure connection. The bottom of the lower plate 210 is in full contact with the top of the damping spring 300 to effectively transmit and buffer pressure.

[0052] The upper plate 220 is fixedly installed on top of the lower plate 210 and located outside the alloy jacket 100. The overall structure of the upper plate 220 is designed to be located outside the alloy jacket 100, providing additional protection and support for the entire device.

[0053] Metal plate 230, which is fixedly installed on the top of upper plate 220, is made of high-quality corrosion-resistant metal and is firmly fixed on the top of upper plate 220 using advanced welding technology, further enhancing the strength and stability of the overall structure.

[0054] In some embodiments of this utility model, the friction area 500 includes:

[0055] External friction marks 510 are provided on the inner surface of the alloy jacket 100;

[0056] The inner friction groove 520 is set on the outer surface of the lower plate 210 and rubs against the outer friction groove 510.

[0057] The interaction between the external friction marks 510 and the internal friction marks 520 can increase the friction between the alloy jacket 100 and the pad assembly 200, making the pad more stable when subjected to external forces, preventing the pad assembly 200 from sliding relative to the alloy jacket 100, thereby improving the overall stability and reliability of the pad.

[0058] In some embodiments of this utility model, multiple metal pillars 600 are fixedly installed inside the alloy jacket 100, the lower plate 210, and the upper plate 220.

[0059] Among them, the metal column 600 can enhance the structural strength of the alloy jacket 100, the lower plate 210 and the upper plate 220, improve the load-bearing capacity of the pad, and enable it to withstand the large pressure and impact generated during train operation.

[0060] The working method of this utility model:

[0061] First, multiple damping springs 300 are installed sequentially inside the alloy outer sleeve 100 to ensure that the damping springs 300 are evenly distributed. The elastic plate 400 is placed between the pad assembly 200 and the alloy outer sleeve 100 so that the damping springs 300 pass through the through holes 410 on the elastic plate 400.

[0062] Insert the lower plate 210 of the pad assembly 200 into the alloy jacket 100 so that the lower plate 210 contacts the top of the damping spring 300.

[0063] The inner surface of the alloy jacket 100 is machined with an external friction mark 510, and the outer surface of the lower plate 210 is machined with an internal friction mark 520, ensuring that the external friction mark 510 and the internal friction mark 520 cooperate with each other to form a friction area 500.

[0064] Adhesive is applied to the upper surface of the alloy jacket 100 and the lower surface of the upper plate 220 to bond the rubber pad 700 between them.

[0065] 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 ballastless track elastomer pad, characterized in that, include: Alloy jacket (100); A pad assembly (200) is inserted downward into the interior of an alloy jacket (100); Damping springs (300), of which multiple are provided, are installed between the alloy jacket (100) and the pad assembly (200), and are located inside the alloy jacket (100); The elastic plate (400) is in contact with the pad assembly (200) and the alloy jacket (100) on its upper and lower sides, respectively; A friction area (500) is formed between the inner wall of the alloy jacket (100) and the outer side of the pad assembly (200).

2. The ballastless track elastomer pad according to claim 1, characterized in that: The pad assembly (200) includes: The lower plate (210) is inserted downward into the interior of the alloy jacket (100) and contacts the top of the damping spring (300); The upper plate (220) is fixedly mounted on top of the lower plate (210) and located on the outside of the alloy jacket (100); Metal plate (230), which is fixedly installed on the top of upper plate (220).

3. The ballastless track elastomer pad according to claim 1, characterized in that: The elastic plate (400) has multiple through holes (410) through which the damping spring (300) can pass, and the interior of the elastic plate (400) is filled with noise reduction material (420).

4. The ballastless track elastomer pad according to claim 2, characterized in that: The friction area (500) includes: External friction marks (510) are provided on the inner surface of the alloy jacket (100); An internal friction mark (520) is provided on the outer surface of the lower plate (210) and rubs against the external friction mark (510).

5. The ballastless track elastomer pad according to claim 1, characterized in that: The outer side of the alloy jacket (100) is provided with a plurality of support plates (110), and bolts (120) pass through the support plates (110).

6. The ballastless track elastomer pad according to claim 2, characterized in that: Multiple metal pillars (600) are fixedly installed inside the alloy jacket (100), lower plate (210) and upper plate (220).

7. The ballastless track elastomer pad according to claim 2, characterized in that: A rubber pad (700) is bonded between the upper surface of the alloy jacket (100) and the lower surface of the upper plate (220) by an adhesive.

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