A vibration isolation device for a railway crossing

Abstract

The utility model relates to railway equipment technical field, concretely is a kind of railway crossing's anti-vibration device, including device frame body;Middle component, the middle component includes middle accommodating bin, and the middle accommodating bin is arranged in the inside of device frame body.This railway crossing's anti-vibration device, by installing middle component, can realize the force contact of middle contact plate and train wheel on track, impact force is conducted to bidirectional spring cylinder through middle buffer rod, since bidirectional spring cylinder has bidirectional elastic deformation ability, it will compress or stretch along the stress direction when being stressed, utilize the elastic potential energy of spring to absorb most impact force, play the main buffering effect, and middle buffer rod in the process of conducting force, it will move in the through-hole in middle accommodating bin, wear ring fixedly connected in through-hole can reduce the friction between middle buffer rod and through-hole, reduce abrasion, to effectively alleviate the vibration impact of railway crossing when train passing thereby.

Description

Technical Field

[0001] This utility model relates to the field of railway equipment technology, specifically to a vibration damping device for railway crossings. Background Technology

[0002] Railway crossings, as special locations where roads and railways intersect, are key nodes in the transportation network. The significant gap between the rails and the road causes severe bumps and vibrations when vehicles pass through. This vibration not only impacts vehicle suspension systems and tires, shortening vehicle lifespan and affecting passenger comfort, but can also cause vehicles to stall, leading to traffic congestion and accidents. Furthermore, long-term vibration can damage the crossing's road structure and safety facilities such as traffic lights and guardrails, increasing maintenance costs. Previously, requiring vehicles to travel slowly mitigated the vibration, but this reduced traffic efficiency, resulting in energy waste and environmental pollution. Therefore, a vibration damping device for railway crossings is needed.

[0003] Current common vibration damping methods, such as laying rubber mats and installing speed bumps, have very limited vibration damping effects because they cannot effectively absorb and disperse the multidimensional vibration energy generated by vehicle movement. Utility Model Content

[0004] The purpose of this utility model is to provide a vibration damping device for railway crossings, to solve the problem mentioned in the background art that current common vibration damping methods, such as laying rubber pads and setting speed bumps, have very limited vibration damping effects because they cannot effectively absorb and disperse the multidimensional vibration energy generated by vehicle movement. To achieve the above objective, this utility model provides the following technical solution: a vibration damping device for railway crossings, comprising a device frame; The central component includes a central receiving compartment, which is disposed inside the device frame. A support base is fixedly connected inside the central receiving compartment. A bidirectional spring cylinder is installed inside the support base. Central buffer rods are provided on both sides of the bidirectional spring cylinders. A central contact plate is fixedly connected to the other side of the central buffer rods. An external component, comprising an external receiving compartment disposed inside the device frame, wherein a one-way spring cylinder is disposed inside the external receiving compartment.

[0005] More preferably, the central component is disposed inside the device frame, the external component is disposed inside the device frame, the two central buffer rods are symmetrically distributed on both sides of the bidirectional spring cylinder, and the multiple bidirectional spring cylinders are evenly distributed inside the central receiving compartment. The central receiving compartment has a through hole inside, and a wear-resistant ring is fixedly connected inside the through hole. By installing the central component, the central contact plate can make contact with the force exerted by the train wheel on the track, and the impact force is transmitted to the bidirectional spring cylinder through the central buffer rod. Since the bidirectional spring cylinder has bidirectional elastic deformation capability, it will compress or stretch along the direction of force when subjected to force, and use the elastic potential energy of the spring to absorb most of the impact force, playing the main buffering role. During the force transmission process, the central buffer rod will move in the through hole in the central receiving compartment. The wear-resistant ring fixedly connected inside the through hole can reduce the friction between the central buffer rod and the through hole, reduce wear, extend the service life of the central component, and ensure its long-term stable operation, thereby effectively mitigating the vibration impact on the railway crossing when the train passes.

[0006] Further preferably, the external component also includes an external buffer rod, which is disposed on one side of the one-way spring cylinder. An external contact plate is fixedly connected to the other side of the external buffer rod. A railway fitting groove is provided inside the device frame, and a railway track is provided inside the railway fitting groove. A central accommodating compartment is installed inside the central enclosed plate, and an external enclosed plate is installed inside the external accommodating compartment. By installing the external component, when the train wheels pass through the railway crossing, the impact force generated by the wheels contacting the track not only acts on the central component but is also transmitted to the device frame and the external component through the railway track. The external contact plate first contacts the impact force transmitted from the railway track, transmitting the force to the external buffer rod, and then to the one-way spring cylinder. By compressing the spring to absorb energy, the impact force is converted into the elastic potential energy of the spring, thereby reducing the intensity of the impact force and playing a buffering role. Together with the central component, both rails can be effectively buffered, thus improving practicality.

[0007] More preferably, a positioning plate is fixedly connected to the side surface of the device frame, and a positioning bolt is provided inside the positioning plate.

[0008] Compared with the prior art, the beneficial effects of this utility model are as follows: In this invention, by installing the central component, the central contact plate can make contact with the force exerted by the train wheels on the track. The impact force is transmitted to the bidirectional spring cylinder through the central buffer rod. Since the bidirectional spring cylinder has bidirectional elastic deformation capability, it will compress or stretch along the direction of force when subjected to force. It uses the elastic potential energy of the spring to absorb most of the impact force and plays the main buffering role. During the force transmission process, the central buffer rod will move in the through hole in the central receiving compartment. The wear-resistant ring fixedly connected in the through hole can reduce the friction between the central buffer rod and the through hole, reduce wear, extend the service life of the central component, and ensure its long-term stable operation, thereby effectively mitigating the vibration impact on the railway crossing when the train passes.

[0009] In this invention, by installing external components, the impact force generated when a train wheel passes a railway crossing and comes into contact with the rails not only acts on the central component but is also transmitted through the railway rails to the device frame and external components. The external contact plate first contacts the impact force transmitted from the railway rails, transmitting the force to the external buffer rod, and then to the one-way spring cylinder. By compressing the spring, the energy is absorbed, and the impact force is converted into the elastic potential energy of the spring, thereby reducing the intensity of the impact force and playing a buffering role. Together with the central component, both rails can be effectively buffered, thus improving practicality. Attached Figure Description

[0010] Figure 1 This is a three-dimensional structural diagram of the present invention; Figure 2 This is a partial three-dimensional structural diagram of the present invention; Figure 3 This is a schematic diagram of the partially unfolded three-dimensional structure of this utility model; Figure 4 This is a schematic diagram of the unfolded three-dimensional structure of this utility model; Figure 5 This utility model Figure 4 Enlarged structural diagram at point A in the middle; Figure 6 This utility model Figure 4 Enlarged structural diagram at point B.

[0011] In the diagram: 1. Device frame; 2. Central component; 201. Central receiving compartment; 202. Bearing base; 203. Two-way spring cylinder; 204. Central buffer rod; 205. Central contact plate; 3. External component; 301. External receiving compartment; 302. One-way spring cylinder; 303. External buffer rod; 304. External contact plate; 4. Through hole; 5. Wear-resistant ring; 6. Railway fitting groove; 7. Railway track; 8. Central sealing plate; 9. External sealing plate; 10. Positioning plate; 11. Positioning bolt. Detailed Implementation

[0012] 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 skilled in the art without creative effort are within the protection scope of the present utility model.

[0013] Please see Figures 1-6 This utility model provides a technical solution: a vibration damping device for railway crossings, including a device frame 1; The middle component 2 includes a middle receiving chamber 201, which is located inside the device frame 1. A bearing base 202 is fixedly connected inside the middle receiving chamber 201. A bidirectional spring cylinder 203 is installed inside the bearing base 202. The middle contact plate 205 contacts the force exerted by the train wheels on the track and transmits the impact force to the bidirectional spring cylinder 203 through the middle buffer rod 204. Since the bidirectional spring cylinder 203 has bidirectional elastic deformation capability, it will compress or stretch along the direction of force when subjected to force, and absorb most of the impact force by utilizing the elastic potential energy of the spring, playing the main buffering role. The bidirectional spring cylinder 203 is provided on both sides of the middle buffer rod 204, and the middle contact plate 205 is fixedly connected to the other side of the middle buffer rod 204. External component 3 includes an external receiving compartment 301, which is located inside the device frame 1. A one-way spring cylinder 302 is installed inside the external receiving compartment 301. When the train wheels pass through the railway crossing, the impact force generated by the wheels contacting the track not only acts on the central component 2, but is also transmitted to the device frame 1 and the external component 3 through the railway track 7.

[0014] In this embodiment, as Figure 2 , Figure 3 and Figure 4 As shown, the central component 2 is located inside the device frame 1, and the external component 3 is located inside the device frame 1. Two central buffer rods 204 are symmetrically distributed on both sides of the bidirectional spring cylinder 203. Multiple bidirectional spring cylinders 203 are evenly distributed inside the central receiving chamber 201. The central receiving chamber 201 has a through hole 4 inside, and a wear-resistant ring 5 is fixedly connected inside the through hole 4. During the transmission of force, the central buffer rod 204 will move in the through hole 4 inside the central receiving chamber 201. The wear-resistant ring 5 fixedly connected inside the through hole 4 can reduce the friction between the central buffer rod 204 and the through hole 4, reduce wear, extend the service life of the central component 2, and ensure its long-term stable operation.

[0015] In this embodiment, as Figure 2 , Figure 3 and Figure 4 As shown, the external component 3 also includes an external buffer rod 303, which is located on one side of the one-way spring cylinder 302. An external contact plate 304 is fixedly connected to the other side of the external buffer rod 303. The external contact plate 304 first contacts the impact force transmitted from the railway track 7, and transmits the force to the external buffer rod 303, and then to the one-way spring cylinder 302. By compressing the spring to absorb energy, the impact force is converted into the elastic potential energy of the spring, thereby reducing the intensity of the impact force and playing a buffering role. The inside of the device frame 1 is provided with a railway fitting groove 6, and the inside of the railway fitting groove 6 is provided with a railway track 7. The inside of the central receiving compartment 201 is provided with a central sealing plate 8, and the inside of the external receiving compartment 301 is provided with an external sealing plate 9. Together with the central component 2, both rails can be effectively buffered.

[0016] In this embodiment, as Figure 1 , Figure 2 and Figure 3 As shown, a positioning plate 10 is fixedly connected to the side surface of the device frame 1, and a positioning bolt 11 is provided inside the positioning plate 10.

[0017] The method of use and advantages of this utility model: The vibration damping device for railway crossings operates as follows: like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6As shown, both the bidirectional spring cylinder 203 and the unidirectional spring cylinder 302 have damping structures. Then, by installing the central component 2, the central contact plate 205 can contact the train wheel's force on the track, transmitting the impact force through the central buffer rod 204 to the bidirectional spring cylinder 203. Because the bidirectional spring cylinder 203 has bidirectional elastic deformation capability, it will compress or stretch along the direction of force when subjected to force, utilizing the elastic potential energy of the spring to absorb most of the impact force, thus playing a major buffering role. During the force transmission process, the central buffer rod 204 will move within the through hole 4 in the central receiving chamber 201. The wear-resistant ring 5 fixedly connected within the through hole 4 can reduce the contact between the central buffer rod 204 and the through hole 4. The friction between them reduces wear and extends the service life of the middle component 2, ensuring its long-term stable operation. Then, by installing the external component 3, when the train wheels pass through the railway crossing, the impact force generated by the contact between the wheels and the rails not only acts on the middle component 2, but is also transmitted through the railway track 7 to the device frame 1 and the external component 3. The external contact plate 304 first contacts the impact force transmitted from the railway track 7, and transmits the force to the external buffer rod 303, and then to the one-way spring cylinder 302. By compressing the spring to absorb energy, the impact force is converted into the elastic potential energy of the spring, thereby reducing the intensity of the impact force and playing a buffering role. Together with the middle component 2, both rails can be effectively buffered.

[0018] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A vibration damping device for railway crossings, characterized in that, Includes the device frame (1); The central component (2) includes a central receiving compartment (201), which is located inside the device frame (1). A bearing base (202) is fixedly connected inside the central receiving compartment (201). A bidirectional spring cylinder (203) is installed inside the bearing base (202). A central buffer rod (204) is provided on both sides of the bidirectional spring cylinder (203). A central contact plate (205) is fixedly connected to the other side of the central buffer rod (204). External component (3), the external component (3) includes an external receiving compartment (301), the external receiving compartment (301) is disposed inside the device frame (1), and a one-way spring cylinder (302) is disposed inside the external receiving compartment (301).

2. The vibration damping device for a railway crossing according to claim 1, characterized in that: The middle component (2) is disposed inside the device frame (1), and the external component (3) is disposed inside the device frame (1).

3. The vibration damping device for a railway crossing according to claim 1, characterized in that: Two central buffer rods (204) are symmetrically distributed on both sides of the bidirectional spring cylinder (203), and multiple bidirectional spring cylinders (203) are evenly distributed inside the central receiving chamber (201).

4. A vibration damping device for a railway crossing according to claim 3, characterized in that: The interior of the central accommodating compartment (201) is provided with a through hole (4), and a wear-resistant ring (5) is fixedly connected inside the through hole (4).

5. A vibration damping device for a railway crossing according to claim 1, characterized in that: The external component (3) also includes an external buffer rod (303), which is disposed on one side of the one-way spring cylinder (302), and an external contact plate (304) is fixedly connected to the other side of the external buffer rod (303).

6. A vibration damping device for a railway crossing according to claim 1, characterized in that: The device frame (1) has a railway fitting groove (6) inside, and a railway track (7) is provided inside the railway fitting groove (6).

7. A vibration damping device for a railway crossing according to claim 1, characterized in that: The central receiving compartment (201) is equipped with a central sealing plate (8), and the external receiving compartment (301) is equipped with an external sealing plate (9).

8. A vibration damping device for a railway crossing according to claim 1, characterized in that: A positioning plate (10) is fixedly connected to the side surface of the device frame (1), and a positioning bolt (11) is provided inside the positioning plate (10).

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