A polyurethane porous track cushion plate

Abstract

The utility model relates to railway track engineering accessory technical field discloses a kind of polyurethane porous track cushion pad, including plate body and the upper clamping edge of fixed connection in the top front and back sides of plate body and the lower clamping edge of fixed connection in the bottom left and right sides of plate body, plate body horizontal surface is provided with multiple friction columns, micro hole is opened in the middle of friction column, friction column is adjacent staggered arrangement distribution on the surface of plate body, micro hole is used as the buffer gap and heat dissipation passage of friction column pressure deformation. The utility model is through the structural form of upper clamping edge and lower clamping edge cooperation friction column, solves the problem that cushion plate is easily moved using double limiting and increasing friction force mode, simultaneously using micro hole cooperation polyurethane material characteristics solves the problem of endogenous heat accumulation and resilience persistence under large axle load environment, significantly improves the stability and service life of track structure.

Description

Technical Field

[0001] This utility model relates to the technical field of railway track engineering accessories, and in particular to a polyurethane porous track buffer pad. Background Technology

[0002] In conventional railway track structures, the buffer pads between the rails and concrete sleepers are core components that ensure smooth train operation and extend the service life of track components. As railway transportation develops towards higher axle loads and higher density, the dynamic impact of locomotives and rolling stock on the track structure has significantly increased. This places higher demands on the performance of the buffer pads. However, existing traditional synthetic rubber pads exhibit insufficient resilience and poor fatigue resistance under high axle load conditions. Long-term exposure to high-intensity impacts can easily lead to permanent deformation or even hardening and cracking of the synthetic rubber pads, resulting in the failure of the buffer and vibration reduction function and causing serious track defects such as sleeper cracks and rail corrugation. This not only increases the workload of track structure maintenance but also poses potential hazards to railway transportation safety.

[0003] To overcome the limitations of synthetic rubber, polyurethane, due to its excellent elastic recovery and wear resistance, has been increasingly used in the manufacture of track pads. However, the surface of polyurethane after molding is relatively smooth, resulting in a low coefficient of friction between the polyurethane pad and the rail base and sleeper groove. Under the longitudinal and lateral forces generated by train operation, the smooth surface of the polyurethane pad is prone to longitudinal movement or lateral slippage between the rail and sleeper. Once the position of the polyurethane pad shifts, it will fail to provide the necessary load-bearing and buffering effect. In addition, polyurethane is prone to heat accumulation under repeated impacts from heavy axle loads. Without effective heat dissipation and deformation buffering space, the heat accumulation will lead to material performance degradation, thereby shortening the service life of the polyurethane pad. Therefore, a buffer pad solution that can balance excellent buffering performance, heat dissipation performance, and a reliable anti-slip positioning structure is needed.

[0004] Therefore, this utility model proposes a polyurethane porous track buffer pad to overcome the shortcomings of the prior art. Utility Model Content

[0005] In view of the problems of low reliability in the use of polyurethane track pads in the prior art, such as the smooth surface after molding leading to a low coefficient of friction, which makes it easy for longitudinal movement or lateral slippage between the rail and the sleeper, and the easy accumulation of internal heat under heavy axle load impact leading to material performance degradation, this utility model aims to provide a polyurethane porous track buffer pad with an improved structure that can effectively solve the above problems.

[0006] This utility model provides a polyurethane porous track buffer pad, comprising: a plate body, a transverse upper edge fixedly connected to the top left and top right of the plate body, a longitudinal lower edge fixedly connected to the bottom left and bottom right of the plate body, a plurality of friction columns protruding from the surface of the plate body, and a micro-hole provided at the vertical center of each friction column. The number of micro-holes on the plate body is the same as that of the friction columns, and their arrangement on the plate body is consistent with that of the friction columns.

[0007] Among them, the friction columns have the structural feature of being arranged in an adjacent staggered manner on the surface of the plate, and the number of micro-holes is the same as that of the friction columns. Their arrangement rules on the plate are the same as those of the friction column array distribution.

[0008] Furthermore, the upper and lower clamping edges are combined with the plate body through a fixed connection to form a double limiting structure, and the friction columns and micro-holes are combined on the plate body surface through a spatial relationship of staggered arrangement and interval distribution.

[0009] Preferably, the friction columns are arranged in an adjacent staggered pattern inside and on the surface of the plate, and the micro-holes are set at the vertical center of the friction columns to provide expansion and contraction gaps when elastic deformation occurs.

[0010] Preferably, the lateral spacing of the friction columns is set to a specific multiple of the diagonal spacing of the friction columns, and the vertical spacing of the friction columns is set to a specific multiple of the diagonal spacing of the friction columns.

[0011] Preferably, the micropore structure is a through-hole structure, and the micropores are regularly distributed within the plate and on its surface along with the friction column.

[0012] Preferably, the upper clamping edge is an inwardly bent L-shaped structure to clamp the bottom edge of the rail, and the upper clamping edge extends 3cm along the transverse center direction of the plate.

[0013] Preferably, the lower clamping edge is an L-shaped structure to clamp the rail sleeper bearing groove edge, and the lower clamping edge and the upper clamping edge are arranged vertically and horizontally in space.

[0014] Preferably, the plate is made of a polyurethane blend material synthesized from polyether polyol and isocyanate.

[0015] Preferably, the internal microstructure of the plate is a three-dimensional network structure.

[0016] Preferably, the plate, friction column, micro-hole, upper clamping edge, and lower clamping edge are all integral structures formed by casting with a mold.

[0017] This utility model has the following beneficial effects: 1. This utility model solves the problems of low friction coefficient caused by the smooth surface of existing polyurethane materials after molding and easy longitudinal or lateral movement of the pad by setting the upper and lower clamping edge and friction columns. It achieves double precise positioning by using the upper clamping edge to clamp the bottom edge of the rail and the lower clamping edge to clamp the edge of the sleeper bearing groove. The staggered arrangement of friction columns reduces the contact area to significantly improve the friction between the plate and the rail and sleeper, thereby ensuring the stable and reliable installation position of the pad during train operation.

[0018] 2. This utility model, by adopting a polyurethane composite material combined with a micro-hole design on the inner wall, solves the problems of insufficient resilience of traditional pads under heavy axle loads, which leads to sleeper cracks and rail corrugation, as well as the material performance degradation caused by internal heat generated by severe vibration. It achieves the effect of using micro-holes to provide a buffer gap for the deformation of friction columns under pressure and to act as a heat dissipation channel to prevent heat accumulation. Combined with the excellent physical properties of polyurethane material, it effectively absorbs impact energy, thereby significantly improving the quality of track structure use and extending the service life of the pad. Attached Figure Description

[0019] Figure 1 This is a perspective view of a polyurethane porous track buffer pad proposed in this utility model; Figure 2 This is a front view of a polyurethane porous track buffer pad proposed in this utility model; Figure 3 This is a cross-sectional view of a polyurethane porous track buffer pad proposed in this utility model. Figure 4 This is a top view of a polyurethane porous track buffer pad proposed in this utility model.

[0020] Legend: 1. Plate body; 2. Friction column; 3. Micro-shrink hole; 4. Lower clamping edge; 5. Upper clamping edge. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions in the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the protection scope of this utility model.

[0022] Example: Please refer to Figures 1 to 4This utility model provides a polyurethane porous track buffer pad, which aims to solve the structural defects of traditional synthetic rubber pads under heavy axle load conditions, such as insufficient resilience, short service life, and easy occurrence of sleeper cracks and rail corrugation.

[0023] Please refer to Figure 1 and Figure 2 The polyurethane porous track buffer pad includes a plate body 1, an upper locking edge 5 fixedly connected to the left side of the top of the plate body 1 and the right side of the top of the plate body 1, and a lower locking edge 4 fixedly connected to the left side of the bottom of the plate body 1 and the right side of the bottom of the plate body 1. The plate body 1 is the core component for buffering, vibration reduction and force transmission between the rail and the concrete sleeper in the conventional railway track structure. The upper locking edge 5 is used to lock the bottom edge of the rail to prevent the plate body 1 from moving longitudinally. The lower locking edge 4 is used to lock the edge of the sleeper rail groove to prevent the plate body 1 from moving longitudinally. The upper locking edge 5 and the lower locking edge 4 together constitute the positioning and limiting structure of the plate body 1.

[0024] Please refer to Figure 2 and Figure 4 The friction columns 2 are arranged in an adjacent staggered manner on the upper and lower surfaces of the plate 1. Since the upper and lower friction columns 2 do not directly contact each other, the problem of local stress concentration when the plate 1 is subjected to force can be effectively avoided. The micro-hole 3 is set at the vertical center of the friction column 2. Since this structure reserves a specific space, it can be used as a telescoping gap when the friction column 2 undergoes elastic deformation. When the plate 1 is subjected to external pressure, the friction column 2 will shrink towards the vertical center. At this time, the micro-hole 3 provides sufficient deformation margin for it, preventing the friction column 2 from breaking due to compression. When the external pressure disappears, the friction column 2 can be reset by its own elasticity, and the micro-hole 3 will synchronously return to the initial state, ensuring the overall structural stability of the plate 1.

[0025] As a preferred embodiment, in order to balance friction enhancement and structural strength assurance and avoid the problem of reduced lateral and longitudinal tensile strength of plate 1 caused by opening micro-holes 3, the lateral spacing of friction columns 2 is set to more than twice the oblique spacing of friction columns 2, and the vertical spacing of friction columns 2 is set to more than twice the oblique spacing of friction columns 2.

[0026] As another preferred embodiment, to provide sufficient deformation buffer space and heat dissipation channels, please refer to... Figure 3 The micro-hole 3 is constructed as a through-hole structure, and the micro-hole 3 is distributed in a staggered and regular manner along the surface of the plate 1.

[0027] As another preferred embodiment, in order to achieve precise positioning and adapt to the shape of the track structure, the upper clamping edge 5 is constructed as an inwardly bent L-shaped structure to firmly clamp the bottom edge of the rail. The upper clamping edge 5 extends along the transverse length direction of the plate 1, and the lower clamping edge 4 is constructed as a downward L-shaped structure to correspondingly clamp the edge of the sleeper bearing groove. The lower clamping edge 4 and the upper clamping edge 5 are arranged vertically and horizontally in space.

[0028] As another preferred embodiment, in order to improve the elasticity, stiffness, electrical insulation, oil resistance, water resistance and low temperature adaptability of the pad, the plate body 1 is made of a polyurethane mixture synthesized by polyether polyol and isocyanate in a certain proportion. The internal microstructure of the plate body 1 is a three-dimensional mesh structure, and the plate body 1, friction column 2, micropore 3, upper clamping edge 5 and lower clamping edge 4 are all integral structures formed by mold casting.

[0029] Working principle: When the locomotive wheel exerts huge pressure on the impact rail, the plate 1 absorbs most of the impact energy due to the three-dimensional network structure and excellent resilience of the polyurethane material. During this process, the friction column 2 undergoes elastic deformation under pressure. Because the micro-holes 3 provide ample buffer space, the deformation of the friction column 2 is effectively accommodated, thus avoiding excessive compression damage. At the same time, the micro-holes 3 serve as heat dissipation channels to quickly dissipate the endogenous heat generated by the severe vibration of the polyurethane material. The upper clamping edge 5 firmly clamps the bottom edge of the rail to prevent the plate 1 from moving longitudinally, and the lower clamping edge 4 clamps the edge of the sleeper rail groove to prevent the plate 1 from moving laterally. The friction columns 2, through staggered arrangement and specific spacing design, increase friction while maintaining the tensile strength of the plate 1 in both the longitudinal and transverse directions. Through the synergistic effect of material properties and friction columns 2, micro-holes 3, upper clamping edge 5, and lower clamping edge 4, this utility model solves the problems of easy failure of pads and frequent track defects under heavy axle load conditions.

Claims

1. A polyurethane porous track cushioning pad, comprising: Plate(1); Its features are, The top left side and the top right side of the plate (1) are fixedly connected to an upper clamping edge (5), and the bottom left side and the bottom right side of the plate (1) are fixedly connected to a lower clamping edge (4). Multiple friction columns (2) are protruding from the upper and lower surfaces of the plate (1). Micro-holes (3) are opened on the surface of the plate (1) and in the middle of the friction columns (2). The friction columns (2) and the micro-holes (3) are arranged in an array on the plate (1).

2. The polyurethane porous track buffer pad according to claim 1, characterized in that, The friction columns (2) are arranged in an adjacent staggered manner on the upper and lower surfaces of the plate (1), and the micro-shrinkage holes (3) are set at the vertical center of the friction columns (2) for expansion and contraction gaps when elastic deformation occurs.

3. The polyurethane porous track buffer pad according to claim 2, characterized in that, The horizontal spacing of the friction columns (2) is set to more than twice the oblique spacing of the friction columns (2), and the vertical spacing of the friction columns (2) is set to more than twice the oblique spacing of the friction columns (2).

4. The polyurethane porous track buffer pad according to claim 1, characterized in that, The micro-holes (3) are constructed as through holes, and the micro-holes (3) in the friction column (2) are regularly distributed on the horizontal surface of the plate (1).

5. A polyurethane porous track buffer pad according to claim 1, characterized in that, The upper clamping edge (5) is constructed as an inwardly bent L-shaped structure to clamp the bottom edge of the rail. The four upper clamping edges (5) extend 3cm along the transverse center direction of the plate (1).

6. A polyurethane porous track buffer pad according to claim 1, characterized in that, The lower clamping edge (4) is constructed as a downward L-shaped retaining edge structure to clamp the rail sleeper bearing groove edge. The lower clamping edge (4) and the upper clamping edge (5) are spatially corresponding to each other in a vertical and horizontal distribution.

7. A polyurethane porous track buffer pad according to claim 1, characterized in that, The plate (1), the friction column (2), the micro-hole (3), the upper clamping edge (5), and the lower clamping edge (4) are all integral structures formed by casting with a mold.

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