WO2013060094A1 - Elastic fixing device for rail - Google Patents

Abstract

An elastic fixing device for rail comprises a base (1). The base (1) is disposed on a sleeper and fixedly connected to the sleeper by an anchor bolt. The elastic fixing device for rail comprises a guide assembly and a vertical supporting element. The guide assembly comprises a guide element (3) and a guide bracket (2) located on two sides of the rail web of a steel rail (9). The guide element (3) is disposed on the two sides of the rail web of the steel rail (9). The guide element (3) is clamped by the guide bracket (2). The guide element (3) is at least partially formed by an elastic polymer material and/or a metal spring. The steel rail (9) and the guide bracket (2) can move relative to each other through elastic deformation of the guide element (3). The rigidity of the guide element (3) along the lateral direction of the steel rail (9) is 2.5 times the rigidity thereof along the vertical direction the steel rail (9). The vertical rigidity of the vertical supporting element is not lower than the vertical rigidity of the guide element (3).

Description

 Track elastic fixing device

 The invention belongs to the field of rail transit, and relates to a track accessory, in particular to a track fixing device which has both a fastener function and a vibration damping function. Background technique

 Today's rail transit is constantly moving toward high-speed and heavy-loading, bringing convenience to people's production and life. At the same time, it also brings many problems, especially the environmental pollution caused by orbital noise. In order to reduce the noise of the track, the technicians have developed a number of products for vibration and noise reduction, including rail fixing devices with vibration and noise reduction functions, such as those patent application No. 200480019707.1 and patent application number 200680045628.7. It is a rail fastening device that can realize a suspension as a railway track, which supports the rail head on the elastic member by means of a bracket. In this type of fastening system, a gap is designed under the rail to tilt the rail when the rail is loaded, which reduces the stiffness requirements and provides proper control of the roll and gauge. In addition, since the rail is only in contact with the elastic body, the energy of the vibration is first absorbed by the elastic body and then transmitted to other structures, so that such a rail fixing device has a certain vibration and noise reduction effect. However, this type of rail fixing device also has the following drawbacks:

 (1) Rails fixed by such rail fixing devices cannot withstand upward forces, so there is a safety hazard in use. For example, when a foundation subsidence occurs, the rail fixture will fall together, but since the rail is continuous, the rail will not move down, so the pull-up force will be generated, which may cause the rail fixture to rail. Failure of support, affecting driving safety;

 (2) During the process of use, the force point will change up and down when the force is applied, and there will be wear between the elastic body and the rail. After the elastic parts are worn, the stability will decrease;

(3) The rail only keeps in contact with the elastic body, so the elastic body not only provides vertical support for the rail but also provides lateral restraint, and the vertical stiffness and the lateral stiffness are closely related. In order to ensure better vibration and noise reduction, such an object The vertical stiffness of the elastic body in the rail fixing device is relatively small, so the lateral rigidity of the rail is also small, which leads to the lateral vibration of the rail during the driving process and the large swing of the rail head, which causes the comfort of the train to be reduced, and the rail is reduced. The wear and tear is more serious, and in some cities, even a large number of abnormal waves have occurred, which seriously affects driving safety; (4) Since the rail is in a suspended state, the safety reserve is small and there is no secondary protection. Once the elastic body is damaged, the geometric position of the rail will be out of control in all directions, which will derail the train. Therefore, the requirements of the rail fixing device for maintenance are required. Higher, when the maintenance is not timely, it will affect driving safety.

 Cologne eggs and other high-elastic high-elastic fasteners have similar problems. Since the lateral stiffness of the fasteners is closely related to the vertical stiffness, the vertical stiffness decreases as the vibration-reduction requirements increase, and the lateral stiffness also decreases. The lateral vibration of the wheel and rail is increased, and the lateral sway of the train is increased, which affects the comfort of the train and aggravates the wear of the rail. When the situation is serious, the rail is abnormally ground, which increases the workload of the rail maintenance and seriously shortens the life of the rail. .

 The above defects have greatly affected the normal use of the rails, causing great economic losses, and the market urgently needs a new type of rail fixing device that can overcome the above shortcomings. Summary of the invention

 SUMMARY OF THE INVENTION An object of the present invention is to overcome the above-mentioned deficiencies and to provide a rail elastic fixing device which is more applicable, more stable in performance, and more secure, especially in which the lateral stiffness is independent of or perpendicular to the vertical stiffness.

 The track elastic fixing device of the present invention is realized, comprising a base, the base is placed on the sleeper, and is fixedly connected with the sleeper by using anchor bolts, and is characterized in that it further comprises a guiding component and a vertical supporting component, wherein the guiding component comprises a rail rail Guide elements and guiding brackets on both sides of the waist, the guiding elements are arranged on both sides of the rail rail waist, the guiding elements are clamped by the guiding bracket, and the guiding elements are at least partially composed of elastic polymer material and/or metal spring, the rail and the guiding bracket The elastic deformation of the guiding element can be relatively moved. The stiffness of the guiding element in the transverse direction of the rail is at least 2.5 times its stiffness along the vertical direction of the rail, and the vertical stiffness of the vertical supporting element is not lower than the vertical stiffness of the guiding element. In general, the track elastic fixture of the present invention has a transverse stiffness of at least 15 KN/mm at the rail head. As a special case, the base can be integrated with the sleeper.

 The vertical supporting member described in the present invention is various, and may be composed of a metal spring or a composite of a metal spring and an elastic polymer material. Further, the vertical supporting member may be composed of an elastic polymer material. Compression type, shear type, or foam type elastic pad. It should be noted that the metal spring described in the present invention includes various types of springs such as a coil spring, a disc spring, a leaf spring or a metal spring strip, and the elastic high molecular material includes various materials such as rubber or elastic polyurethane. In general, the vertical support member is located below the rail. To improve stability, a limit link or anti-slip pad is provided between the vertical support member and the rail base to prevent relative sliding.

In order to improve the vibration and noise reduction performance, the track elastic fixing device of the present invention may further comprise a damping element, and the resistance The magnetic element comprises a small damper or various damping members directly composed of a damping material, or a specific structure such as a labyrinth damping structure composed of a plate material having a concave-convex structure, and the damping element may be disposed on the guiding element or/and the vertical direction Among the support elements, the damping element can also be arranged in parallel with the vertical support element.

Since the guiding element is at least partially composed of an elastic polymer material or/and a metal spring, the elastic deformation of the rail and the guide bracket by means of the guiding element can be relatively moved to form a guide, and the vertical supporting element is mainly responsible for carrying the vertical load. When the rail is vibrated by external force such as wheel excitation, the guiding element and the vertical bearing element work together to effectively consume and absorb the vibration energy, reduce the vibration intensity transmitted by the rail to the outside, and thus achieve good vibration isolation. effect. In order to balance the vibration isolation effect of the guiding element in the transverse direction of the rail and the guiding action of the guiding element in the vertical direction of the rail, in practical application, the rigidity of the guiding element in the transverse direction of the rail is at least 2.5 times its stiffness along the vertical direction of the rail. In order to appropriately increase the ratio of the horizontal and vertical stiffness of the guiding member, that is, the ratio between the rigidity in the lateral direction of the rail and the stiffness in the vertical direction of the rail, and the durability of the guiding member, at least the elastic polymer material constituting the guiding member may be provided. a layer of reinforcing elements, which may be various fiber fabrics, wire meshes, etc.; in order to further improve the horizontal and vertical stiffness ratio of the guiding elements, at least one layer may be provided in the elastic polymer material constituting the guiding elements for adding The restraining reinforcing plate of the lateral rigidity of the guiding member, preferably, the constraining reinforcing plate is disposed parallel to the longitudinal mid-section of the rail and is firmly coupled with the elastic polymer material. Since the guiding member adopts a technical solution of adding a reinforcing member or a reinforcing reinforcing plate in the elastic polymer material, the compression deformation of the reinforcing member in the guiding member or the elastic polymer material between the outer and outer reinforcing plates is restricted, and the compression rigidity is limited. (that is, the lateral stiffness) is sharply increased, and the shear deformation (ie, the vertical stiffness) is not greatly affected, so the horizontal and vertical stiffness ratio can be arbitrarily designed in a wide range as needed, reaching 5 times, 10 times, 20 times, 40, 80 times or even higher, no longer relies too much on the performance of the elastic polymer material constituting the guiding element, so the performance requirements of the elastic polymer material used are greatly reduced, and the material selection surface is wider, which is advantageous for improvement The guiding function greatly reduces the cost and is more practical. In order to increase the lateral stiffness of the guiding element, the restraining reinforcing plate is generally made of a metal plate with a relatively high rigidity, such as an iron plate, a steel plate, an aluminum alloy plate, etc., of course, it can also be made of a non-metallic plate with a relatively high rigidity. Such as glass steel plate and so on. In particular, since the guiding element has elasticity, in order to ensure the normal function of the track elastic fixing device of the present invention in application, the guiding elastic component of the present invention must be pre-tensioned and pre-tensioned during the assembly process of the rail. The force is such that the rail does not move when the rail is unloaded while the maximum load is being applied. In addition, in order to prevent the guiding element from swaying relative to the rail along the longitudinal direction of the rail during application, a friction pad may be disposed between the guiding element and the rail, and the surface friction coefficient of the friction pad is large, and a smaller pre-tightening force can be used to generate Large frictional resistance to prevent relative movement, which is beneficial to increase the life of the friction pad. The friction pad can directly utilize materials with a large surface friction coefficient. It can be made, for example, as a rubber material; it can also be made of a variety of materials, such as a pad made of sisal fabric impregnated with asphalt, carbon black and rosin. Further, as a special case, when the vertical load carrying capacity of the guide member is used alone to satisfy the use requirements, the guide member can also be used as a vertical support member, that is, the guide member is integrated with the vertical support member.

 In order to prevent wear of the contact surface of the guiding member and the guide bracket, a surface connecting plate is provided on the surface of the guiding member in contact with the guiding bracket, and the surface connecting plate is firmly connected with the guiding member. In order to facilitate the mutual force, the surface connecting plate is generally U-shaped or L-shaped. In addition, the positioning pin and the positioning hole are matched with each other between the surface connecting plate and the guiding bracket, or the concave-convex structure is used for fitting to facilitate the assembly positioning between the two.

 In order to prevent the rail from slipping upward under the pulling force, a pre-tightening block may be arranged between the guiding bracket and the surface of the rail wing plate, and the pre-tightening block is composed of a metal spring, an elastic polymer material or a composite of the two, the pre-tightening block Independently set or integrated with the guiding element. The elastic polymer materials described herein include various materials such as elastic rubber or elastic polyurethane. It is worth mentioning that the working posture of the rail is optimized when the rail is engaged with the wheel according to the force exerted on both sides of the rail when it contacts the wheel.

 There are also a plurality of guiding brackets for holding the guiding elements. The guiding bracket can directly clamp the guiding elements to press the rails on the rail waist surface, or a wedge member or a position adjusting bolt can be arranged between the guiding members and the guiding brackets. Thereby the guiding element is pressed against the rail waist surface of the rail.

 The guide assembly of the track elastic fixture of the present invention may further include a contoured block located between the guide member and the rail waist. The advantages that can be obtained by setting the contour block include: (1) Compared with the guiding element, the size of the contouring member is small, which is convenient for fine processing, the contouring size is more accurate, and the surface of the rail rail is more closely matched; 2) Compared with direct local contouring on the guiding element, it is beneficial to reduce the processing difficulty and reduce the processing cost; (3) The separately arranged contouring member has a more flexible structure, and it is convenient to increase the functional unit such as the damping structure, which can be better To achieve the effect of noise reduction, for example, a labyrinth damping structure composed of a plate with a convex-concave structure and a damping layer is arranged in the profiling block, so that a good noise reduction effect can be achieved.

There are two guiding brackets in the track elastic fixing device of the present invention, which are respectively located on both sides of the rail. In order to facilitate the installation, and also to facilitate the adjustment of the clamping force between the guiding element and the rail, at least one guiding bracket can be used to disassemble the technical solution. In order to ensure that the detachable guide bracket does not change its support direction during installation and use, the base of the detachable guide bracket is provided with a guide groove along the transverse direction of the rail, and the guide bracket portion is placed in the guide groove, and In the guide groove, it slides laterally relative to the base along the rail and then is fixed. The detachable guide bracket can be fixed directly to the base by fasteners or on the base The shoulder is placed, and the shoulder is then engaged with the wedge member, or the spacer and the position adjusting bolt to fix the guiding bracket to the base. The shoulder is a fixed shoulder or/and a detachable shoulder, that is, the shoulder is fixedly disposed on the base or/and is integrally provided with the base.

 When the wedge member and the shoulder are engaged, in order to prevent looseness, a matching toothed convex and concave structure is arranged between the wedge member and the shoulder, and a locking member is further disposed between the wedge member and the shoulder, and the locking member is a guide groove and The locking spacer has a thickness greater than the thickness of the teeth in the toothed concave and convex structure.

 In addition, in order to overcome the pulling force generated when the rail and the base move relative to each other, a hook groove may be provided on the base to hook the detachable guide bracket or/and the detachable shoulder to the hook groove. In order to prevent excessive deformation of the rail, the rail elastic fixing device of the present invention further comprises an emergency support member at the bottom of the corresponding rail rail on the base, and the gap between the top surface of the emergency support member and the bottom of the rail rail is greater than or equal to the normal rail. The biggest deformation at work. In addition, in order to make the top surface of the rail evenly stressed under the load of the wheel, the rail bottom slope can be correspondingly arranged on the base.

 In the track elastic fixing device of the present invention, a rail bottom guiding assembly may be disposed at a bottom of the corresponding rail rail on the base, and the rail bottom guiding assembly is located between the rail rail bottom and the base. Wherein, the rail bottom guiding assembly may comprise a raised boss on the base vertically protruding along the rail, and the contact surface between the outer edge of the rail wing and the side wall of the raised boss constitutes a sliding guiding surface, and the sliding guiding surface is parallel to the vertical direction of the rail The sliding guide surface is composed of at least one side of the wear-resistant material or the surface is provided with a wear-resistant material layer; the rail bottom guide assembly may further include a rail bottom positioning plate, the rail bottom positioning plate is stuck at the bottom of the rail, and the rail bottom positioning plate is between the base The mating surface constitutes a sliding guiding surface, the sliding guiding surface is parallel to the vertical direction of the rail, and the sliding guiding surface is composed of at least one side of the wear-resistant material or a surface of the wear-resistant material layer; the rail bottom guiding assembly can also be composed of the rail bottom positioning plate and the rail The bottom elastic guiding member is composed, the rail bottom positioning plate is stuck at the bottom of the rail, and the rail bottom elastic guiding member is juxtaposed or integrated with the vertical supporting member. As a typical application, the rail bottom elastic guiding member may be a labyrinth damping structure comprising a sheet material having a convex and concave structure and a damping layer.

 It should be noted that due to the existence of the rail bottom slope, the concepts of the lateral, vertical, longitudinal and the like directions described herein are all based on the rails, corresponding to the transverse, vertical and longitudinal directions of the rails, respectively. The longitudinal direction of the rail is the extending direction of the rail; the vertical direction of the rail, that is, the vertical direction of the bottom of the rail; the transverse direction of the rail, that is, the vertical direction of the section in the web of the rail.

The rail elastic fixing device of the invention realizes the vertical bearing of the rail and the geometric positioning function of the rail by providing the guiding assembly and the vertical supporting component; the guiding component acting on the rail rail waist is responsible for maintaining the geometric position and geometric state of the rail. And the guiding of the rail during dynamic deformation, the elastic supporting element between the bottom of the rail and the base is responsible for bearing the main vertical load, and the material properties and mechanical properties of the two can be separated. The guiding component is not subject to wear, less wear or insensitivity to wear, so that the geometrical state of the rail is stable for a long time in the vertical stress, especially the lateral stiffness and the anti-pivotal stiffness of the rail are more reasonable, Relieving or overcoming the problem of excessive lateral slip between the wheel and rail caused by insufficient lateral stiffness of the rail caused by external force, resulting in increased train sway, reduced comfort, accelerated wear, and the like, and abnormal wave grinding under certain conditions. It is beneficial to improve the service life of the rail and improve the safety and comfort of the vehicle.

 In addition, by setting the pre-tightening block, the lifting of the rail can be prevented; by arranging the damping element, the harmful vibration energy of the rail can be effectively absorbed; by setting the rail bottom guiding device, the lateral rigidity and anti-bias of the rail can be further improved. Stiffness and safety; The bottom of the rail bearing member is made of metal spring, and the emergency support is placed under the rail to ensure that the load of the rail is limited to a safe range and the train is derailed. The elastic reinforcing member is provided with a restraining reinforcing plate, so that the ratio of the lateral rigidity and the vertical rigidity of the guiding member can be arbitrarily optimized as needed, and the surface connecting plate is provided so that the elastic guiding member is not worn and has an extremely long life.

 In this context, for the convenience of understanding, the vertical stiffness of the guiding element is defined as that when all the guiding elements on both sides of the rail in the single track elastic fixing device of the present invention are simultaneously deformed by the rail under the vertical center plane of the rail in the pre-tightening state, Shear stiffness, ie the ratio of the vertical force to the vertical displacement; the transverse stiffness of the guiding element is defined as all the guiding elements on both sides of the rail are simultaneously subjected to the lateral height of the rail at the center of the contact surface of the guiding element and the rail at the pretensioned state. The stiffness at the time of translational deformation, that is, the ratio of the lateral force to the lateral displacement.

 In this context, the stiffness of the orbital elastic fixture of the present invention includes, in addition to the stiffness contribution of the guiding element, the stiffness contribution of the vertical bearing element. The vertical stiffness of the track elastic fixture is defined as the ratio of the vertical force of the single fixture to the vertical displacement of the rail as it acts along the vertical center plane of the rail; the overall lateral stiffness of the rail elastic fixture is in the present invention It refers to the ratio of the lateral force to the lateral displacement at the rail head when the rail head is subjected to the lateral force along the steel yellow direction, also referred to as the transverse stiffness of the rail elastic fixture. The lateral displacement of the rail head includes the lateral translation of the rail and the deflection of the rail in the longitudinal direction of the rail, including the deflection stiffness contribution of the fastener, so that the deflection stiffness will not be discussed separately unless otherwise specified. In addition, the elastic deformation of the rail itself is negligible.

 For rubber-plastic materials and disc springs, the dynamic stiffness is generally slightly larger than the static stiffness, and the dynamic stiffness of the coil spring is generally equal to the static stiffness. Therefore, the dynamic stiffness is not discussed in the present invention unless otherwise specified, and the stiffness generally refers to static stiffness.

The above definitions are only defined to better understand the principles of the present invention. According to the above definition, it can be known from theoretical calculations that when the rail rail bottom is effectively laterally constrained, the transverse stiffness of the guiding element is approximately four times the comprehensive lateral stiffness of the rail elastic fixing device of the present invention at the rail head; Bottom can be sent When a small amount of lateral displacement occurs, the lateral stiffness of the guiding element is approximately 5 to 8 times the overall lateral stiffness of the track elastic fixing device of the present invention at the rail head.

 The rail elastic fixing device of the invention can optimize the vertical stiffness and the lateral stiffness of the fixing device of the invention by providing the guiding assembly and the vertical supporting member, which satisfies the urgent needs of the current market and fills the technical blank:

 1) The most commonly used high-elastic fasteners in the current subway and light rail market are Cologne eggs and Pioneer fasteners. The vertical static stiffness of Cologne eggs in the range of 0 ~ 15kN is 8-14kN / mm, the lateral displacement of the single head in the vertical 40kN and lateral 20kN is 2.6 ~ 4mm, the calculated comprehensive lateral stiffness is 5 -7kN/mm, the vertical and vertical stiffness ratio is 0.5 ~ 0.6; the vertical static stiffness of the vanguard fastener is 5kN/mm, the vertical dynamic stiffness is 6kN/mm, and the lateral stiffness is 9 ~ 12kN/mm. The lateral displacement of the rail head under the action of vertical 40kN and lateral 20kN is 1.6 ~ 2.2mm, and the horizontal and vertical stiffness ratio is 1.8 ~ 2.4.

 2) The vertical static stiffness of general fasteners for metros in China is 30 ~ 40kN/mm, and the lateral static stiffness ranges from 20 ~ 60kN/mm.

 3) The vertical stiffness of the ballasted bed of Beijing-Shanghai high-speed railway is 50 ~ 80kN/mm, and the vertical stiffness of the ballastless bed is 40 ~ 60kN/mm.

 4) The vertical static stiffness of the mainline railway in the British Railway Standard can reach 100 ~ 200kN/mm. It can be seen from the surveys and statistics of different situations at home and abroad, subway, light rail, high-speed rail, etc. There are many researches on the vertical stiffness of fasteners in various literatures, because the vibration reduction requirements are different, and the range of variation is large. 4 ~ 200kN / mm can be arbitrarily optimized selection or design, control measures are also relatively simple, mainly rely on the vertical stiffness of the elastic pad to adjust; in contrast, the domestic and foreign literature on the lateral stiffness of fasteners Less, from the above limited data, the change is between 5 ~ 60kN / mm, the change is relatively small. The operation practice of some domestic railways shows that the fasteners with lateral stiffness below 12kN/mm have problems such as reduced comfort and accelerated rail wear. In order to ensure the lateral stability of the rail, the lateral stiffness of the fastener should be no less than 15kN/mm, and the higher the better within a certain range, the lateral displacement of the single head in the vertical 40kN and the lateral 20kN simultaneously 1.3mm or less is better. In addition, it can be seen from the above description that the absolute value of the lateral stiffness of the fastener system and the lateral displacement of the rail head are the key parameters for controlling the yellowing stability of the wheel, rather than the horizontal and vertical stiffness ratio.

However, because the high elastic fasteners such as Cologne eggs and Pioneer fasteners use the same elastic element to withstand vertical and lateral loads at the same time, ordinary high elastic fasteners rely on the under-rail elastic pad to control the vertical stiffness, lateral stiffness and vertical direction of the fastener. The stiffness is closely related and cannot be optimized separately, although the lateral stiffness is too low, but if you do not use new The structure or principle cannot be substantially improved in order to meet the demand for vertical stiffness at the same time. The rail elastic fixing device of the invention adopts guiding elements on both sides of the rail waist for guiding and lateral vibration isolation, and then uses the vertical supporting elements disposed under the rail to bear the vertical load, and absorbs harmful elements by the vertical supporting members and/or the damping members. Vibration energy, the vertical stiffness, damping ratio and lateral stiffness of the whole system can be optimized separately. The vertical elastic stiffness of the rail elastic fixture of the invention can be realized while ensuring the vertical stiffness, so the vibration isolation effect is ensured after use. In the high case, the gauge change is smaller, the wheel yellow vibration is smaller, the vehicle lateral sway is smaller, the wheel rails are less laterally slipped, the wear is less, and the comfort and safety of the train are higher.

 It is to be noted that, for convenience of writing, in the description herein, the track elastic fixing device of the present invention is sometimes referred to simply as the fixing device of the present invention or the device of the present invention, and has the same meaning.

 In addition, when the guiding element or the vertical elastic supporting element uses a metal elastic component such as a disc spring or a leaf spring, the service life is longer, the daily maintenance requirement is lower, and the vibration energy of the rail under the action of the external exciting force can be greatly attenuated. Achieving good vibration and noise reduction effects, its cost performance is higher, and the market application prospects are very broad. DRAWINGS

 1 is a schematic structural view of a track elastic fixing device of the present invention and a schematic view thereof; FIG. 2 is a plan view of FIG. 1;

 3 is a schematic structural view of the track elastic fixing device of the present invention and a schematic diagram thereof; FIG. 4 is a plan view of FIG. 3;

 Figure 5 is a schematic structural view of the track elastic fixing device of the present invention and its application schematic view; Figure 6 is a partial view of the A direction of Figure 5;

 7 is a schematic structural view of the track elastic fixing device of the present invention and its application schematic diagram; FIG. 8 is a schematic structural view of the track elastic fixing device of the present invention and its application schematic diagram; FIG. 9 is a schematic structural view of the track elastic fixing device of the present invention; Figure 6 and its application schematic; Figure 10 is a top view of Figure 9;

 11 is a schematic structural view of the rail elastic fixing device of the present invention and a schematic diagram thereof;

 12 is a schematic structural view of the rail elastic fixing device of the present invention and a schematic diagram thereof;

 Figure 13 is a plan view of Figure 12;

14 is a schematic structural view of the rail elastic fixing device of the present invention and a schematic diagram thereof; Figure 15 is a schematic view showing the structure of the track elastic fixing device of the present invention and its application; Figure 16 is a schematic view showing the structure of the track elastic fixing device of the present invention and its application; Figure 17 is a cross-sectional view taken along line BB of Figure 16;

 18 is a schematic structural view of a track elastic fixing device of the present invention and a schematic view thereof; FIG. 19 is a schematic structural view of the track elastic fixing device of the present invention and a schematic view thereof; FIG. 20 is a schematic view of the track elastic fixing device of the present invention; FIG. 21 is a cross-sectional view taken along line CC of FIG. 20; FIG.

 Figure 22 is a schematic view showing the structure of the track elastic fixing device of the present invention and its application schematic view; Figure 23 is a schematic view showing the structure of the track elastic fixing device of the present invention and its application schematic view; Figure 24 is a schematic view of the track elastic fixing device of the present invention; Figure 17 is a schematic view of the structure of the track elastic fixing device of the present invention and its application schematic diagram; Figure 26 is a schematic view of the structure of the track elastic fixing device of the present invention and its application schematic; Figure 27 is a cross-sectional view taken along line DD of Figure 26;

 28 is a schematic view showing the structure of the track elastic fixing device of the present invention and its application schematic diagram. detailed description

Embodiment 1

 As shown in Fig. 1 and Fig. 2, the track elastic fixing device of the present invention comprises a base 1 made of cast steel material, and further comprises a guide assembly and a vertical support member. The guide assembly includes a guide member 3 and a guide bracket 2 on both sides of the rail 9 rail. The guide bracket 2 is provided with a position adjusting bolt 5, and the guide member 3 is pressed against the rail waist surface of the rail 9 through the pressure plate 4 and the position adjusting bolt 5. Wherein, the guide bracket 2 is provided with two materials, which are made of the same material as the base 1 and are integrally molded with the base 1; the guiding member 3 is made of an elastic polyurethane material, and the guiding member is in close contact with the rail at the rail portion of the rail 9 and is vertically supported. The component consists of a metal spring, specifically a metal disc spring 7, which is located below the rail 9, and is elastic in the vertical direction of the rail.

In addition, in order to prevent the rail from being excessively deformed and affecting the safety of the driving, the emergency support member 8 is also provided at the bottom of the corresponding rail 9 on the base 1. The gap between the top surface of the emergency support member 8 and the rail bottom of the rail 9 is greater than or equal to the maximum deformation of the rail during normal operation. In this example, the emergency support member 8 is a cylindrical boss integrally formed on the base 1, and the disc spring 7 is sleeved on the emergency support member 8, and the centering and the limit position are realized by the emergency support member 8. According to relevant domestic and international standards, in order to prevent the train from derailing, the misalignment at the break when the rail breaks In the vertical direction shall not be greater than 10 mm, the setting of the emergency support member 8 may ensure that the standard is met, as long as the gap between the top surface of the emergency support member 8 and the rail bottom of the rail 9 is not more than 10 mm. Of course, in a specific application, a rubber plate (not shown) may be disposed on the top surface of the emergency support member 8 as needed to prevent the rail and the emergency support member 8 from hard contact, causing noise and damage. In addition, the upper and lower surfaces of the disc spring may be provided with a wear-resistant material to prevent the rail and the base from being worn (not shown). In addition, in order to facilitate drainage, a slit 61 is provided on the peripheral side wall of the recess of the base 1 for accommodating the vertical support member 7.

 In the technical solution of the present embodiment, the guiding member 3 is directly composed of an elastic polymer material, and the elastic deformation of the rail 9 and the guiding bracket 2 can be relatively moved by the elastic deformation of the guiding member 3, so that the rail is excited by an external force such as wheel excitation. When vibrating, the guiding element can effectively absorb the vibration energy and reduce the vibration intensity transmitted by the rail to the outside, thereby achieving a good lateral vibration isolation effect. It should be pointed out that in order to balance the vibration-proof effect of the guiding element in the transverse direction of the rail and the guiding action of the guiding element in the vertical direction of the rail, in practical applications, the elasticity of the elastic polymer material constituting the guiding element is not as high as possible, and should be driven according to the driving. Safety requirements, the selection of the appropriate elastic material by calculation and optimization, and the pre-tightening force also needs to be calculated and calculated, and the stiffness of the guiding element along the transverse direction of the rail is at least 2.5 times its vertical stiffness along the rail. The transverse stiffness of the guiding element outside the rail head should be at least 15kN/mm. In addition, the vertical force of the rail is mainly borne by the vertical support member 7. To achieve this, the vertical stiffness of the vertical support member is not to be less than the vertical stiffness of the guide member.

 In the following, the rail elastic fixing device of the present invention described in the present embodiment is applied to a subway as an example, and its superiority will be described. The vertical stiffness of the guiding element 3 is 20kN/mm, the lateral tensile stiffness of the center is 60kN/mm, the vertical static stiffness of the vertical supporting element disc spring is 21kN/mm, and the lateral stiffness of the disc spring is extremely high, in the guiding element Under the joint action of the vertical supporting elements, the vertical stiffness of the device of the invention is 41kN/mm, the vertical elastic and vibration isolation effects are better, the transverse static stiffness is about 15kN/mm, and the vertical load is 40kN and the horizontal 20kN standard load. At the same time, the lateral displacement of the lower rail head is about 1.3mm, and the absolute value of the transverse stiffness is higher, which can ensure the lateral stability and comfort of the train.

In application, the rail elastic fixing device of the present invention is directly used to replace the conventional rail fastener, the vertical supporting member 7 is placed in the groove of the base 1, and then the base 1 and the guiding bracket 2 are assembled with the rail 9 and then passed through the base. The mounting hole 10 provided on the first base is fixed to the sleeper (not shown), and finally the guide member 3 is pressed against the rail waist by the pressure plate 4 and the position adjusting bolt 5, and the gauge distance can be adjusted by using the bolt 5. Positioning and guiding of the rail 9. In particular, in order to ensure that the track elastic fixing device of the present invention functions normally during application, in the process of assembling the rail elastic fixing device and the rail of the present invention, the guiding member must be pre-tensioned, and the pre-tightening force is in the form of a rail. All guiding elements are not subjected to the maximum load Looseness is preferred, and this applies to all embodiments of the present invention, and is described herein again and will not be repeated one by one in the following embodiments. The working principle of the track elastic fixing device of the present invention is as follows. When a rail vehicle (not shown) passes over the rail 9, the guide member is disposed on both sides of the rail waist to give a constraint to the lateral deformation of the rail, since the guiding member 3 has A certain elasticity, the transverse stiffness is greater than the vertical stiffness, and the elastic deformation of the rail 9 and the guide bracket 2 can be relatively moved by the guiding element 3, so that the vertical deformation of the rail can be well guided, and the rail is ensured. The geometric state during the deformation process, and the use of the disc spring 7 provided under the rail to support and consume energy in the vertical direction of the rail, effectively alleviate the vibration and improve the stability of the rail when the force is applied, thereby ensuring the safety of the vehicle. In addition, due to the use of the disc spring as the elastic element, the service life is longer, the daily maintenance requirements are lower, and the friction damping can greatly attenuate the vibration energy of the rail under the action of external excitation force, achieving good vibration and noise reduction. The effect is higher cost performance. In addition, the track elastic fixing device of the invention can realize the exchange of a plurality of sets of disc springs with different vertical stiffnesses, and the rail elastic fixing of the invention can be realized according to different vibration damping requirements of different sections in the project without requiring other types of fasteners. Optimization of the vertical stiffness of the device.

 The rail elastic fixing device of the invention realizes the geometric positioning function of the rail and the vertical bearing capacity of the rail by providing the guiding assembly and the elastic supporting component respectively, and the guiding component disposed at the rail rail waist is responsible for maintaining the geometric position and geometric state of the rail. And the guiding of the rail during dynamic deformation, the elastic supporting element between the bottom of the rail and the base is responsible for bearing the main vertical load, the material properties and mechanical properties of the two can be separately optimized, and the guiding component is not sensitive to wear, so that the rail The geometric state is stable for a long time when the vertical force is applied, the lateral stiffness of the rail is large, the yaw stiffness of the rail head is also improved, and the lateral deformation of the rail is small, which can alleviate or overcome the shortage of the lateral stiffness of the rail under external force. The large lateral slip between the rails leads to increased cross-sway of the train and increased wear of the rails, which is beneficial to improve the service life of the rails and improve the safety and comfort of the train.

 In summary, the track elastic fixing device of the present invention not only realizes all the functions of the ordinary fastener, but also has better vibration isolation performance and safety performance. Due to the provision of the emergency support member, in the event of an accident, when the rail deformation reaches the limit, The emergency support member 8 will be directly supported on the bottom surface of the rail, which can avoid further excessive deformation of the rail, and ensure safe driving. The comprehensive performance far exceeds the existing fasteners of various structures, and has broad market prospects.

In addition to the elastic polyurethane material, the guiding member can also be made of other elastic polymer materials such as rubber, and the same effect can be achieved as long as it satisfies the rigidity requirements in the lateral and vertical directions of the rail. In addition to the disc spring, the track elastic fixing device of the present invention can also use other forms of metal springs as the vertical supporting members, for example, coil springs, leaf springs or metal elastic strips can be used as long as it can be provided in the vertical direction of the rail. enough Elasticity can achieve the same effect.

Embodiment 2

 As shown in FIG. 3 and FIG. 4, the rail elastic fixing device of the present invention is different from the first embodiment in that the guiding assembly includes a guiding bracket 2 integrally molded with the base 1 and a detachable guiding bracket 2a, wherein the guiding bracket 2a is fastened to the base 1 by means of fasteners 13. Since the detachable guide bracket 2a is provided, the rail elastic fixing device of the present invention can be easily assembled and relatively adjusted with the rail 9, so that the guide member 3 is directly pressed against the rail rail by the guide brackets 2 and 2a. The mating surface of the guide member 3 and the rail is contoured to maintain close contact with the rail waist surface of the entire rail. Further, in order to prevent the contact surface of the guide member 3 from being in contact with the guide brackets 2 and 2a, the surface of the guide member 3 in contact with the guide brackets 2 and 2a is provided with a surface connection plate 11 made of a steel plate, the surface connection plate 11 and the guide member. 3 firmly bonded together. As shown in Fig. 3, the mating positioning between the guide member 3 and the guide brackets 2 and 2a can be achieved by the surface connecting plate 11 and the correspondingly disposed concave and convex structures on the guide brackets 2 and 2a. In order to increase the service life of the guiding member 3, a reinforcing member 12 is also provided in the guiding member 3, and the reinforcing member 12 is composed of a two-layered sisal cloth sandwiched between the guiding members 3. In order to ensure that the disc spring and the rail do not slide laterally relative to each other, a limit connecting plate 72 is added between the bottom of the rail and the disc spring, and the limiting connecting plate 72 is made of cast steel material. In order to prevent the guiding element 3 from swaying in the longitudinal direction of the rail during application, a friction pad 73 is provided between the guiding element 3 and the rail 9 rail, and the friction pad 73 is made of sisal fabric impregnated with asphalt, carbon black and rosin. The friction coefficient can reach 1.0 or more. The material with high friction coefficient can reduce the lateral preload of the guiding element, reduce the stress and strain level of the guiding element, and improve its life.

 Due to the provision of the reinforcing elements in the guiding element 3, the compression deformation between the reinforcing elements 12 in the guiding element 3 and the outer polymeric material is constrained, and the compression stiffness, that is, the lateral stiffness is sharply increased, and the shear deformation is The vertical stiffness is not affected much, so the horizontal-to-vertical stiffness ratio can be arbitrarily designed in a wide range according to requirements, and the horizontal-to-vertical stiffness ratio of the guiding element is significantly improved, which can be increased by 5 to 40 times.

In the following, the rail elastic fixing device of the present invention described in the embodiment is applied to a subway as an example, and the superiority thereof will be described. The vertical stiffness of the guiding element 3 is 4kN/mm, the transverse stiffness is 80kN/mm, the vertical static stiffness of the vertical support element disc spring is 5kN/mm, the lateral stiffness of the disc spring is extremely high, in the vertical direction of the guiding element Under the joint action of the supporting elements, the vertical stiffness of the fixing device of the invention is 9kN/mm, the vertical elasticity and the vibration isolation effect are greatly improved, the transverse static stiffness is about 20kN/mm, and the vertical load of 40kN and the horizontal 20kN standard load simultaneously The lateral displacement of the lower rail head is about 1 mm, and the lateral stiffness is further improved under the premise of greatly improving the vibration isolation effect, thereby improving the lateral stability and comfort of the train, and reducing wheel and rail wear. In application, the track elastic device of the present invention is directly used to replace the traditional track fastener, the disc spring 7 is placed in the groove of the base 1, and then the base 1 and the guide bracket 2 are assembled with the rail 9 and the fastener is used. 13 Fixing and detaching the guide bracket 2a, and adjusting the position of the guide bracket 2a, pressing the guide member 3 against the rail waist to limit and guide the rail 9, and finally passing through the mounting hole 10 provided on the base 1 The base of the bar 1 is fixed to a sleeper (not shown). In order to adjust the track moment, the mounting hole 60 of the corresponding bracket 13 on the guide bracket 2a is also a long hole, which will be described here.

 Since the guide member 3 is pressed against the rail rail directly by the guide brackets 2 and 2a, the pressure plate and the position adjusting bolt are omitted, so the structure of the technical solution in this example is simpler and more compact, and the installation and construction efficiency is higher, during maintenance. There is no need to dismantle the rails and the workload is less. Further, since the surface connecting plate 11 is provided on the surface of the guiding member 3, the reinforcing member 12 is also provided in the guiding member 3, which has a longer service life and a higher cost performance.

 In addition to the steel plate, the surface connecting plate 11 can also be used with other surface connecting plates such as stainless steel plates, aluminum alloy plates, color steel plates, etc., of course, non-metal surface connecting plates with good wear resistance such as FRP, guiding elements and surfaces can be used. The fixed connection between the connecting plates, in addition to the bonding, can also be selected according to the different materials, such as heat sealing, riveting, vulcanization, etc., all of which can achieve the same function. In addition, in addition to sisal, other fabrics or wire meshes can be used for the reinforcement elements. According to different needs, the reinforcing elements in the guiding component can be set to two layers, or only one layer can be set. Of course, three or more layers can also be set.

 The limit connecting plate 72 is made of a metal material such as cast steel or steel plate, and can also be made of a non-metal material such as FRP, and can be applied to the present invention as long as the working properties such as strength, wear resistance, and aging resistance satisfy the use requirements. in. The surface friction coefficient of the friction pad is large, and a large frictional resistance can be generated to prevent relative movement. The friction pad can be directly made of a material having a large surface friction coefficient, such as a rubber material, or a composite material of various materials, such as A pad body obtained by infiltrating asphalt and resin with sisal fabric.

 In order to make the top surface of the rail evenly under the load of the wheel, the base 1 is also provided with a rail bottom slope, and the slope of the rail bottom slope is 1:40. Since the rail bottom slope is set, the wheel pressure can be concentrated on the central axis of the rail, the load eccentricity can be reduced, the rail waist stress can be reduced, and the longitudinal crack can be avoided at the joint between the rail head and the rail waist, and the train can be lightened from the operation effect. Serpentine movement. According to the relevant requirements, in any case, the rail bottom slope should not be greater than 1: 12 or less than 1: 60. Of course, for the concrete pillow line, the rail bearing groove can also be made into a slope according to the provisions of the rail bottom slope, which can reduce the processing difficulty of the base. According to these requirements, the technical solution according to the first embodiment can also be provided with an improved direction, for example, a rail bottom slope can be added to the base, or the rail bearing rail can be placed on the rail bottom slope before the concrete pillow line is used. Pretreatment, etc.

Embodiment 3

The difference between the track elastic fixing device of the present invention shown in FIG. 5 and FIG. 6 is different from that of the second embodiment. The component 3 is made of an elastic polymer material, and in this case, a rubber material is used. A reinforcing element 12 is also provided in the guiding element 3, the reinforcing element 12 being constituted by a three-layer wire mesh provided in the guiding element 3. The guiding member 3 and the rail waist contact surface are provided with grooves, which are beneficial to adjust the lateral elasticity and vertical elasticity of the guiding member 3, and contribute to heat dissipation. During the working process, the rail 9 and the guiding brackets 2 and 2a are guided by the guiding. The elastic deformation of the element 3 can be relatively moved, and the guiding element 3 does not have to slide with the guiding bracket. Therefore, positioning holes are provided on the surface connecting plate 11, and the corresponding guiding brackets 2 and 2a are provided with positioning pins 14 that cooperate with the positioning holes. The two are fixedly connected to achieve a reliable limit, so the friction pad can be omitted. Further, in order to facilitate the engagement of the guide member with the guide bracket and to achieve the pretension of the guide member, the surface connection plate 11 is disposed in an L shape. In addition, in order to make the disc spring 7 uniform, a support plate 15 is disposed between the disc spring 7 and the rail 9, and the support plate 15 is folded upward along the longitudinal sides of the rail, and a hardened steel pipe is provided in the middle of the support plate 15 to ensure the disc spring. The centering is also used as the emergency support member 8. The gap between the bottom surface of the emergency support member 8 and the bottom surface of the base 1 should be greater than or equal to the maximum deformation of the rail 9 during normal operation. Corresponding to the position of the emergency support member 8, a through hole 16 is further provided in the base 1. The support plate 15 defines the rail 9 by the folded portions on both sides, and the steel pipe disposed downwardly in the middle portion limits the disc spring 7, so that the support plate 15 simultaneously functions as a limit connecting plate. It ensures that there is no sliding between the disc spring and the bottom of the rail, and it is also used as a limit connecting plate. A boss 50 is partially disposed on both sides of the base 1 corresponding to the position of the guide bracket 2a, and the boss 50 and the base surface constitute a guide groove. The detachable guide bracket 2a is partially placed in the guide groove and is slidable relative to the base in the guide groove along the rail. The guide groove 50 can better absorb and transmit longitudinal anti-climber force to the base, preventing the detachable guide bracket from deflecting vertically around the rail during installation and use.

 The assembly method between the rail elastic fixing device and the rail in the present example is exactly the same as that in the second embodiment. It should be noted that, due to the large elasticity of the guiding member 3, the guiding bracket should be used to guide the guiding member and the rail. A certain pre-tightening force is generated to ensure that the vertical guiding and lateral limiting of the rail are well achieved, and that the guiding element 3 does not sway along the longitudinal direction of the rail. During the application process, once the rail deformation reaches the limit, the emergency support member 8 will pass through the through hole 16 and be supported on the surface of the sleeper to avoid further excessive deformation of the rail and ensure safe driving of the vehicle. In addition, the through hole 16 provided in the base 1 can also function as a drain during actual application.

Embodiment 4

As shown in FIG. 7, the rail elastic fixing device of the present invention is different from the third embodiment in that two detachable guide brackets 2a are provided on the base 1, and the guide brackets 2a are fixed to the base 1 by fasteners 13. In order to facilitate the matching between the guiding element and the guiding bracket and to pre-tension the guiding element, the surface connecting plate 11 is arranged in a U shape, and the positioning connecting pin 14 is further provided on the surface connecting plate 11, and the corresponding guiding bracket 2a is positioned. The hole is matched with it. In particular, in order to allow the rail 9 to withstand an upward external force, the guide bracket

A pretensioning block 17 is also provided between the 2a and the rail of the rail 9. In this example, the pretensioning block 17 is integrally formed with the guiding member 3, both of which are made of a rubber material. In addition, the vertical supporting member may also be composed of an elastic polymer material and a metal spring. In this example, the vertical supporting member is composed of a metal disc spring 7 and a rubber material 20, so that the metal disc spring 7 is more stressed. The upper support plate 18 and the lower support plate 19 are respectively disposed above and below the metal disc spring 7, and the upper and lower support plates are made of a case-hardened steel plate, and are integrated with the rubber material 20 by a lithography process. . The upper support plate 18 is folded up along the longitudinal sides of the rail, which can limit the rail, and is also used as a limit connecting plate. The rubber material 20 uses a high damping rubber with a high damping coefficient, which constitutes a damping element in the vertical branch 7 element.

 In the following, the rail elastic fixing device of the present invention described in the present embodiment is applied to a subway as an example, and its superiority will be described. Since the reinforcing element is not provided in the guiding member 3, the horizontal and vertical stiffness ratio is lower than 3, the vertical stiffness is 27 kN/mm, the lateral stiffness is 80 kN/mm, and the vertical stiffness of the vertical supporting member is 27 kN/mm, due to the inclusion of the disc spring. The lateral stiffness of the vertical support element is extremely high. Under the joint action of the guide element and the vertical support element, the vertical stiffness of the device of the invention is 54 kN/mm, the vertical elasticity and the vibration isolation effect are moderate, and the lateral static stiffness is about 20kN/mm, in the vertical 40kN and horizontal 20kN standard load, the lateral displacement of the rail head is about 1mm, which can ensure the lateral stability and comfort of the train and reduce the rail wear.

 In application, the conventional rail fastener is replaced by the track elastic fixing device of the present invention, the vertical supporting member is placed in the recess of the base 1, and the base 1 is placed under the rail 9, so that the vertical supporting member is placed directly under the rail 9. Then, the base 1 is fixed on the sleeper (not shown) through the mounting hole 10 provided on the base 1, and the position of the guide bracket 2a is adjusted to press the guiding member 3 against the rail waist, so that the guiding member 3 and the pretensioning block A predetermined pre-tightening force is generated between the 17 and the rail, and then the two detachable guide brackets 2a are firmly fixed on the base 1 by means of the fasteners 13, thereby realizing the lateral limitation, guiding and supporting of the rails 9. Of course, based on the technical principle of the third embodiment, one of the guide brackets 2a can be fixed to the base 1 in advance, and then assembled with the rail.

Due to the addition of elastic polymer material to the vertical support element, the vertical support element not only provides vertical support for the rail, but also provides greater damping, thus enabling better vertical vibration isolation and vibration reduction. . Moreover, after the rubber material 20 is disposed outside the metal disc spring 7, the corrosion protection of the metal disc spring 7 is more favorable, which is advantageous for further improving the service life of the rail elastic fixing device of the present invention. In particular, after the pre-tightening block 17 is provided, the upper surface of the rail rail is effectively limited, and the upward movement of the rail can be restricted, so that the rail can withstand a large upward external force, and the adaptability is stronger, and the foundation settlement can be coped Wait for special circumstances. Based on the technical principle of this example, the pretensioning block may be composed of a metal spring, an elastic polymer material, or a composite of the two. In addition, in order to optimize the working posture when the rail and the wheel are matched, the guiding elements disposed on the inner and outer sides of the rail can also be made of elastic polymer materials with different elasticity, which is applicable to all technical solutions of the present invention.

Embodiment 5

 As shown in FIG. 8, the rail elastic fixing device of the present invention is different from the fourth embodiment in that the vertical supporting member is composed of a metal leaf spring 7 and an elastic polyurethane material 26, so that the metal leaf spring 7 is more balanced. The upper support plate 24 and the lower support plate 25 are respectively disposed above and below the metal leaf spring 7, and the corresponding support rails 24 are welded and fixed with a limit stop 75 on the upper support plate 24, and the upper and lower support plates are made of steel plates. And combined with the elastic polyurethane material 26 by a casting process. Here, the upper support plate 24 of the limit stop 75 is also used as a limit connection plate. Further, in order to increase the rigidity of the guide member in the lateral direction of the rail, two reinforcing reinforcing plates 21 for increasing the lateral rigidity of the guiding member are provided in the rubber material constituting the guiding member 3, and the reinforcing reinforcing plate 21 is an iron plate which is parallel to the rail The longitudinal mid-section of 9 is arranged and firmly coupled with the rubber material. Due to the addition of the restraining reinforcing plate, the rigidity of the guiding member 3 along the steel yellow direction is greatly enhanced. In addition, the pre-tightening block 17 is independently provided, and the cymbal is made of elastic polyurethane material, and the surface connecting plate 22 is firmly adhered on the pre-tightening block 17, and the surface connecting plate 22 is provided with positioning holes, and the corresponding guiding brackets are positioned. The pin 23 cooperates with it to achieve the assembly between the pretensioning block 17 and the guide bracket by the cooperation of the positioning pin holes. In order to give way to the pretensioning block, the guiding element 3 is correspondingly shortened, and the surface connecting plate 11 whose surface is fixedly coupled is arranged in an L shape.

 The application method of the track elastic fixing device of the present invention described in this example is basically the same as that of the fourth embodiment.

 According to the track elastic fixing device of the present invention having such a structure, since the restraining reinforcing plate 21 for increasing the lateral rigidity of the guiding member is provided in the guiding member, the compression deformation of the polymeric material between the reinforcing reinforcing plates in the guiding member 3 and the outer side is received. Constraining the reinforcement plate constraint, the compression stiffness - that is, the lateral stiffness is sharply increased, and the shear deformation - that is, the vertical stiffness is not limited, so the horizontal and vertical stiffness ratio can be arbitrarily designed in a wide range according to needs, not only can be satisfied The basic requirement of 2.5 times can even reach 10 times, 20 times, 40 times, 80 times or even higher.

In the following, the rail elastic fixing device of the present invention described in the embodiment is applied to a subway as an example, and the superiority thereof will be described. The vertical stiffness of the guiding element 3 is 3 kN/mm, the lateral stiffness is 120 kN/mm, and the vertical stiffness of the vertical bearing element is 4 kN/mm. Due to the extremely high lateral stiffness of the leaf spring, the lateral stiffness of the vertical bearing element is also extremely high. High, under the joint action of the guiding element and the vertical supporting element, the vertical stiffness of the device of the invention is 7 kN/mm, the vertical elasticity and the vibration isolation effect are greatly improved, the lateral stiffness is about 30 kN/mm, the fixing device of the invention The horizontal and vertical stiffness ratio is increased by 4.3 times, in the vertical 40kN and horizontal 20kN standard load At the same time, the lateral displacement of the lower rail head is only about 0.67mm, and the lateral stiffness is effectively improved under the premise of greatly improving the vibration isolation effect, which improves the lateral stability and comfort of the train, and reduces the wear of the wheel rail.

 Based on the principle described in this example, a metal disc spring, a coil spring, a metal dome or the like can be used instead of the metal leaf spring as a metal spring and an elastic polymer material to form an elastic supporting member, and the same effect can be achieved. Further, the pre-tightening block may be made of a metal spring or an elastic polymer material and a metal spring in addition to the elastic polymer material.

Embodiment 6

 As shown in FIG. 9 and FIG. 10, the rail elastic fixing device of the present invention is different from the fifth embodiment in that one side of the guide bracket 2 is still integrally provided with the base 1, and on the other side, the base 1 is provided with a guide groove 62. And a fixed shoulder 30, wherein the end of the guide groove 62 near the rail is further provided with a hook groove 63, and the width of the guide groove 62 is slightly larger than the width of the detachable guide bracket 2b. In use, the lower portion of the guide bracket 2b is placed in the guide groove 62, and the guide bracket 2b is moved to be hooked on the hook groove 63. A wedge member 31 is further disposed between the guide bracket 2b and the fixed shoulder 30, and guided by the wedge member 31. The bracket 2b is pressed against the base while the guide member 3 is pressed against the rail waist. In order to prevent the wedge from slipping during use, a tooth-like uneven structure is continuously provided correspondingly on the mating surfaces of the wedge member 31 and the fixed shoulder 30, respectively. In addition, the top profile of the vertical support elements can also be arranged in a square shape, and the contours of the grooves in the corresponding base 1 are also arranged in a square shape. The vertical support member is an elastic polyurethane material 26, and an upper support plate 27 and a lower support plate 28 are disposed above and below, and the upper and lower support plates are each made of steel plate. Further, the surface connecting plate 11 is provided in a short U shape. An anti-slip pad 74 for preventing relative sliding is provided between the vertical support member and the rail bottom, and the anti-slip plate 74 is machined from sisal fabric impregnated asphalt and resin. The pretensioning block 17 is formed in the same manner as the guiding member 3, and the material is the same. A constraining reinforcing plate 21 in the guiding member 3 extends into the pretensioning block 17, which enhances the rigidity of the pretensioning block 17.

 In application, the rail elastic fixing device of the present invention is directly used to replace the conventional rail fastener, the vertical supporting component is placed in the groove of the base 1, and then the base 1 and the guiding bracket 2 are assembled with the rail 9 and then passed through the base 1. The mounting hole 10 is fixed on the sleeper (not shown), and the detachable guide bracket 2a is hooked on the hook groove of the base 1, and a wedge member is inserted between the guide bracket 2a and the fixed shoulder 30. The position of the guide bracket 2a is adjusted by the insertion depth of the wedge member 31, and the pre-tightening force of the guide member 3 and the pretensioning block 17 on the rail is adjusted, and the guide member 3 is pressed against the rail waist and the position of the guide bracket 2a is locked. The lateral limit and vertical direction of the rail 9.

Of course, based on the technical principle described in the present embodiment, the rail elastic fixing device of the present invention can also be provided with a hook groove structure on both sides of the base, and at the same time, the two guide brackets 2b are used to cooperate with them, and no further drawings will be described herein. Further, the drain opening provided on the side wall of the recess of the base 1 is not shown in the drawings, and will be described here. The vertical supporting member of the fixing device of this embodiment is similar to the under-rail elastic pad of the conventional fastener, but due to the provision of the guiding member 3, the lateral rigidity of the rail elastic fixing device of the present invention can be significantly improved compared with the ordinary fastener, and the principle is as follows: : In common common track fasteners, the ratio of the horizontal and vertical stiffness of the fastener, ie the ratio of the lateral stiffness to the vertical stiffness of the fastener, is mainly determined by the vertical support elements placed between the base and the sleeper - ie the elastic pad Elastic control, for the sake of simplicity, the assumed elastic pad is a uniform elastic material, and the contribution of the elastic pad elastic to the yaw stiffness of the rail head is additionally considered in the deflection stiffness. According to the theory of elastic mechanics, the shear stiffness of the elastic pad Ratio—that is, the ratio of shear stiffness to compression stiffness is derived as the ratio of shear modulus G to elastic modulus E, which is 1/[2*(l+v)] in the small elastic deformation range, where V is the Poisson's ratio, and the Poisson's ratio for the rubber-like material is about 0.45, so the shear-to-stiffness ratio is 0.345. When the rail is subjected to lateral external forces, the rail will undergo lateral translation and longitudinal deflection around the rail. The lateral translation is controlled by the shear stiffness of the underlying pad, and the vertical stiffness of the elastic pad under the deflected track and the width of the elastic pad are controlled. The mechanism of deflection is: When an external force acts on the transverse direction of the rail head, the elastic pad is subjected to the bending moment of the longitudinal direction of the rail. Since the elastic pad is pressed by the elastic strip, the stress on the lateral side of the pad increases, and the other side The stress is unloaded and the rail is deflected, causing the lateral displacement of the rail head to be further increased on the basis of translation. In the general rail fastener, the fastener must be provided with a shoulder to limit the translation of the bottom of the rail, and at the same time, multiple measures such as increasing the vertical stiffness and width of the bolster are used to limit the deflection of the rail, and the lateral total offset of the rail head can be fulfil requirements. After the guide member 3 is disposed, even if a uniform elastic polymer material is used, the direction is rotated by 90 only. The transverse stiffness ratio of the guiding element is changed from 0.345 to 1/0.345, that is, 2.9; the guiding member 3 of the embodiment is provided with a restraining reinforcing plate, and the horizontal and vertical stiffness ratio is higher, and can be arbitrarily designed between 4 and 80. .

 In the following, the rail elastic fixing device of the present invention described in the present embodiment is applied to a subway as an example, and its superiority will be described. The vertical stiffness of the guiding element 3 is 2 kN/mm, the lateral stiffness is 120 kN/mm, the vertical stiffness of the vertical bearing element is 5 kN/mm, and the lateral stiffness is 2 kN/mm, which is common to the guiding element and the vertical supporting element. Under the action, the vertical stiffness of the device of the invention is 7kN/mm, the vertical elasticity and the vibration isolation effect are very high, the transverse stiffness is about 25kN/mm, and the lateral displacement of the rail head is only under the action of the vertical load 40kN and the lateral load 20kN. It is about 0.8mm, and the lateral stiffness is still high under the premise of high vibration isolation effect, which improves the lateral stability and comfort of the train, and reduces the wear of the wheel and rail. In contrast, ordinary fasteners with a vertical stiffness of 7 kN/mm have low lateral stiffness and are difficult to use on the basis of the original structure.

The vertical stiffness of 7kN/mm is the lower vertical stiffness of all fasteners on the market, and the vertical vibration isolation effect is also one of the best. However, the track elastic fixture of the present invention is equally applicable to the case of high vertical stiffness, assuming that the vertical stiffness of the vertical support member is a relatively high value of the vertical stiffness of all fasteners currently on the market. 60kN/mm, the transverse stiffness is 21kN/mm, the guiding element 3 is unchanged, the vertical stiffness is still 2kN/mm, and the lateral stiffness is 120kN/mm. Under the action of the guiding element and the vertical supporting element, the device of the invention The vertical stiffness is 62kN/mm, the lateral stiffness is about 30kN/mm, and the lateral displacement of the rail head is only 0.67mm under the vertical load of 40kN and the lateral load of 20kN. The lateral stiffness can be ensured when the vertical stiffness is high. High, it ensures the lateral stability and comfort of the train, and reduces the wear of the wheel and rail.

 The above calculations show that the invention patent can be independently designed or relatively independent due to the lateral stiffness, and the horizontal and vertical stiffness ratio can be varied within a wide range, thereby leaving a wide range of application for the vertical stiffness, thereby achieving: The track elastic fixing device of the present invention and the same guiding member can realize any change of the vertical rigidity of the track elastic fixing device by changing the vertical supporting members of different rigidity, or according to a certain preferred sequence change, such as 5, 10 20, 40, 60, 80, lOOkN/mm, and the lateral stiffness can better meet the requirements. It helps designers optimize the vibration isolation scheme according to different vibration isolation requirements, and also reduces the types of fasteners, reduces inventory, installation tools, maintenance tools, and simplifies installation and maintenance methods.

Example 7

 The difference between the rail elastic fixing device of the present invention and the sixth embodiment is that the structure of the guide groove 62 of the base 1 can be changed according to the technical principle of the sixth embodiment, and the hook groove 63 is disposed along both longitudinal ends of the rail. . A separate detachable shoulder 51 is provided, and the lower portion of the detachable shoulder 51 is also hooked on the hook groove of the base 1, and the guide bracket 2a and the detachable shoulder 51 are locked and positioned by the wedge member 31. In addition, in order to prevent the wedge member 31 from slipping during operation, the baffle member 31 can be placed on the detachable shoulder 51 by the fastener 32 to limit the wedge member 31. When the elastic polymer material constituting the guide member 3 and the pretensioning member 17 is sufficiently rigid, the constraining reinforcing plate 21 is disposed only in parallel with the longitudinal mid-section of the rail 9, which is advantageous for simplifying the machining process. The vertical support member is composed of a metal coil spring 7 and an elastic polyurethane material 26, and the upper support plate 27 and the lower support plate are respectively disposed above and below the metal coil spring 7 in order to make the metal coil spring 7 more evenly balanced. 28, The upper and lower support plates are all made of steel plate and combined with the elastic polyurethane material 26 by a casting curing process. The two sides of the upper support plate 27 are folded upward corresponding to the bottom of the rail rail, and the rail is formed in the position to prevent relative sliding between the rail and the vertical support member. Therefore, the upper support plate 27 in this example simultaneously serves as a limit. The connection board is used. In order to increase the elasticity of the vertical support member, a through hole 29 is provided in the middle of the vertical support member.

Due to the provision of the coil spring in the vertical support element, the vertical support element has better linearity, higher load carrying capacity, slightly improved lateral stiffness, greater creep resistance and longer life. In addition, in the event of overload or rubber failure, the spring pressure has a certain emergency support function. The rail elastic fixing device of the present invention with the technical solution of the present embodiment can be independently optimized in the same manner as the previous embodiment, and will not be repeated.

 Since the detachable shoulder 51 is also provided in a split type, the manufacturing process of the base can be simplified, which is advantageous in reducing production costs. Of course, according to the method described in this example, as long as the same hook groove is provided on the other side of the base, the hook-type guide bracket 2b and the detachable shoulder 51 can be simultaneously used on both sides, and the base can be lowered as much as possible. The processing difficulty is also within the scope of the present invention, and no further description will be given here. Example eight

 The rail elastic fixing device of the present invention shown in FIG. 12 and FIG. 13 is different from the seventh embodiment in that the base 1 is also provided with a fixed shoulder 30, and the wedge member 31 and the detachable shoulder 51 are further provided with a lock. The locking member includes a guide groove disposed on the detachable shoulder 51 and a locking washer 52 disposed in the guide groove. The thickness of the locking washer 52 is greater than the teeth of the mating surface of the wedge member 31 and the fixed shoulder 30. thickness.

 In application, after the guide bracket 2a and the detachable shoulder 51 are locked and positioned by the wedge member 31, the locking washer 52 is inserted into the guide groove provided on the detachable shoulder 51, since the thickness of the locking washer 52 is larger than the tooth The thickness of the toothed concave and convex structure between the wedge member 31 and the detachable shoulder 51 can be kept in an engaged state at all times, and cannot be disengaged, and the locking washer 52 is not easily detached from the guide groove due to gravity, so that after locking The whole structure is very stable and reliable. In order to facilitate disassembly during maintenance, the locking washer 52 exposes a guide groove and can be withdrawn at any time to remove the wedge member 31.

Example nine

As shown in FIG. 14, the rail elastic fixing device of the present invention is different from the sixth embodiment in that a guide groove 62 and a hook groove 63 are disposed on both sides of the base 1, and the two guide brackets 2b are respectively hooked on the hook groove, and the base 1 is respectively A fixed shoulder 30 is further disposed, and the fixed shoulder 30 is provided with a position adjusting stud 34. The position adjusting stud 34 can be used to adjust the position of the guiding bracket 2b, thereby pressing the guiding element 3 against the rail waist and locking the guiding. Position the bracket 2a, then put the U-shaped spacer 64, loosen the bolt slightly, and after the U-shaped gasket is pressed, lock the position adjusting bolt 34 with the lock nut to complete the positioning of the guiding bracket 2b, and at the same time realize the rail 9 Horizontal limit and vertical guide. In addition, a rail bottom guiding assembly is arranged at the bottom of the corresponding rail rail on the base, and the rail bottom guiding assembly is located between the rail and the base, specifically, the raised boss 65 disposed on the side wall of the groove of the base 1 along the longitudinal direction of the rail, is raised and convex A sliding guide surface S between the table 65 and the outer edge of the rail wing, the sliding guide surface S is parallel to the rail. In addition, the vertical support member is composed only of the elastic polyurethane material 26 and the upper support plate 27 and the lower support plate 28. Both the upper and lower support plates are made of steel plate and are combined with the elastic polyurethane material 26 by a casting solidification process. In order to increase the elasticity, a cavity 56 is also provided in the plate body of the elastic polyurethane material 26. In order to facilitate drainage, a drain hole 55 is provided in a lower portion of the recess of the base. Of course, the position of the drain hole can also be set. Placed in the lower part of the side wall of the base groove, not illustrated in the other drawings.

 In the following, the rail elastic fixing device of the present invention described in the present embodiment is applied to a high-speed rail as an example, and its superiority will be described. The vertical stiffness of the guiding element 3 is 2 kN/mm, the lateral stiffness is 280 kN/mm, the vertical stiffness of the vertical bearing element is 5 kN/mm, and the lateral stiffness is 2 kN/mm. Due to the provision of the rail bottom guiding assembly, the vertical bearing The lateral stiffness of the element has little influence on the integrated lateral stiffness of the track elastic fixing device of the present invention. Under the joint action of the guiding element and the vertical supporting element, the vertical stiffness of the device of the invention is 7 kN/mm, the vertical elasticity and the vibration isolation effect. Very high, the lateral stiffness is about 70kN/mm, the lateral displacement of the rail head is only about 0.3mm under the action of vertical load 40kN and lateral load 20kN. The lateral stiffness is still high under the premise of high vibration isolation effect, which is improved. The lateral stability and comfort of the train and the reduction of wheel and rail wear. In comparison, the normal stiffness of a conventional fastener with a vertical stiffness of 7 kN/mm is too low to be used and cannot be increased. In addition, another advantage of applying the track-elastic fixture of the present invention to high-speed rails is that the curved radius of the track can be made smaller due to the large overall lateral stiffness of the system. Of course, based on the above principle, if the lateral stiffness of the guiding element is further increased, for example, the lateral stiffness of the guiding element reaches 400 kN/mm, the corresponding transverse stiffness of the corresponding rail elastic fixing device of the invention is about 100 kN/mm, so that only according to the requirements Selecting different vertical support elements and adjusting the vertical stiffness can meet the requirements of use in demanding applications such as heavy-duty railways.

In the technical solution of the present embodiment, since the rail bottom guiding assembly is added, the raising boss 65 and the outer edge of the rail wing are matched with each other through the sliding guiding surface S, so that the rail can only be vertically opposed to the rail through the sliding guiding surface S. The base 1 slides, which restricts the translation of the bottom of the rail, so that it is not necessary to additionally provide a limit connecting plate or a non-slip mat, and since the vertical supporting member is provided between the base 1 and the rail 9, the present example can be ensured. The invention of the described technical solution not only has good vertical elasticity, but also has a higher overall lateral stiffness for the guide members of the same lateral stiffness as compared with Examples 1-8. The principle is that when the rail head is subjected to lateral force, the lateral direction cannot be moved due to the constraint of the rail bottom, forcing the rail to be longitudinally deflected around the rail bottom, and the lateral arm of the guiding element is relatively large, so the rail head is laterally The displacement is small. Therefore, when the rail head of the rail is subjected to the wheel load during the working process, the lateral vibration and the deflection of the rail are well suppressed. The above advantages enable the track elastic fixing device of the present invention to effectively reduce the lateral displacement and the deflection displacement at the rail head while maintaining a high vertical elasticity, thereby reducing the lateral slip amplitude between the wheel and rail, and effectively suppressing the rail. The oscillating vibration can effectively solve the problem of the vertical high elasticity, the increase of the wheel yellow vibration, the excessive lateral sway of the train, or the excessive wear of the rail. In addition, since the base 1 (including the raised boss 65) is made of cast steel material and has good wear resistance, the sliding guide surface S can be prevented from being worn too fast, so the product of the invention adopting such technical solutions Has a long service life. Compared with the provision of the wedge member, the technical solution of the combination of the gasket and the bolt in the present example is simpler and more convenient, and the assembly and disassembly are convenient and reliable.

 It should be noted that the vertical support member may be a compression type, a shear type, or a foam type elastic pad composed of an elastic polymer material such as an elastic polyurethane material or a rubber, as long as sufficient vertical rigidity and elasticity are provided. Can have the same effect.

Example ten

 The rail elastic fixing device of the present invention shown in Fig. 15 is different from that of the ninth embodiment in that two guide brackets 2a are integrally provided on the base 1. A wedge member 31 is disposed between the guiding member 3 and the guiding bracket 2a, and the corresponding guiding bracket 2a and the wedge member 31 are also provided with a wedge shape. In order to prevent the wedge member 31 from slipping during operation, the fastener 38 is used in the guiding bracket 2 The baffle 37 is disposed on the a to limit the wedge member 31. In order to facilitate the adjustment of the position of the wedge member, an adjusting stud 35 is further disposed on the baffle 37, and the position of the wedge member 31 is precisely adjusted by the adjusting stud 35, and the lock is utilized. The tightening nut 36 locks the position of the adjustment stud 35. In order to optimize the rigidity of the guide member in the lateral direction of the rail, three guide reinforcing members 21 for increasing the lateral rigidity of the guide member are provided in the guide member 3, and the restraining reinforcing plate 21 is a steel plate. In addition, in order to improve the wear resistance, the surface of the raised boss 65 of the base 1 of the rail bottom guide assembly is further provided with a wear resistant material layer 57. The wear resistant material layer is made of a nylon material and is firmly adhered to the surface of the raised boss 65. The contact surface of the wear layer and the outer edge of the rail rail constitutes the sliding guide surface, and the outer edge of the rail wing slides on the surface of the wear layer during operation, and the rail is formed in a vertical direction.

 In application, the rail elastic fixing device of the present invention is directly used to replace the conventional rail fastener, the vertical supporting member is placed in the groove of the base 1, and the rail 9 is disposed between the guiding brackets 2, so that the base 1 is located below the rail 9. And the vertical support member is located directly below the rail bottom, and the base 1 is fixed to the sleeper (not shown) through the mounting hole 10 provided in the base 1, and the wedge member 31 is inserted between the guide bracket 2 and the guiding member 3. The pre-tightening force of the guide member 3 is adjusted by the insertion depth of the wedge member 31, and the guide member 3 is pressed against the rail waist to achieve lateral limitation and vertical guiding of the rail 9. After the position of the wedge member 31 is determined, the position of the wedge member 31 is locked by the lock nut 36 and the adjusting stud 35.

In this example, since the wear-resistant material layer 57 is further disposed on the sliding guide surface of the base 1, the wear-resistant material layer 57 can provide better wear resistance, and can be replaced once worn, which is beneficial to improve product use. Life expectancy and reduced maintenance costs. Based on the technical principle described in this example, in addition to the nylon already mentioned, the wear resistant material layer of the present invention can also be made of materials such as polytetrafluoroethylene (PTFE), powder metallurgy material or copper material. As a special case, the wear resistant material layer may also be a thin layer of wear resistant material disposed on the sliding guide surface by spraying, laser sintering or electroplating, and the sliding guide surface includes a rail or / And the sliding guide surface of the base.

 It is to be noted that, in addition to the elastic polyurethane material, the vertical supporting member of the present invention can be made of other elastic polymer materials such as rubber, and it can be excellent as long as the elasticity and strength are sufficient. Of course, it is also possible to provide a surface connecting plate on the surface of the guiding member 3 in contact with the wedge member.

Embodiment 11

 As shown in FIG. 16 and FIG. 17, the rail elastic fixing device of the present invention is different from the second embodiment in that the guiding member 3 is composed of a spring bar made of spring steel, and further, the positioning pin 14 is fixed on the guiding brackets 2 and 2a, correspondingly The guiding member 3 is provided with a positioning hole that cooperates with the positioning pin 14 for fixedly connecting the two. The guide member is disposed on both sides of the rail waist to give a constraint limit to the lateral deformation of the rail. Since the vertical stiffness of the guide member 3 is small, and the limit is formed in the lateral direction of the rail, the guide member is guided between the rail 9 and the guide bracket 2 and 2a. The vertical elasticity of 3 can be relatively moved vertically along the rail, so that the vertical deformation of the rail can be well guided, and the guiding element 3 formed by the elastic strip has a certain elasticity, which can achieve a certain slowness in the lateral direction of the rail. Shock and vibration dissipation. In addition, in the track elastic fixing device of the present invention, a rail bottom guiding assembly is disposed at the bottom of the corresponding rail rail on the base, and the rail bottom guiding assembly is located between the rail 9 and the base 1. The rail bottom guiding assembly is composed of a rail bottom positioning plate 54 and a rail bottom elastic guiding member 58, wherein the steel plate; the early I-shaped rail bottom positioning plate 54 is stuck at the bottom of the rail to prevent the rail and the rail bottom positioning plate 54. The direct contact transmits high frequency vibration to the base, and a rubber pad 53 is further disposed between the rail bottom and the rail bottom positioning plate 54; the rail bottom elastic guiding member 58 is juxtaposed with the vertical supporting member 7, and the rail bottom elastic guiding member 58 It is made of rubber material and is vulcanized and fixed together with the base 1 and the rail bottom positioning plate 54 to form an elastic guide, which avoids the abrasion between the rail bottom positioning plate 54 and the base 1. The vertical elasticity of the rail is mainly provided by the vertical support member 7. The vertical support member 7 is constituted by a disc spring, and a hardened steel pipe is provided in the middle of the rail bottom positioning plate 54 to ensure the centering of the disc spring 7, and is used as the emergency support member 8, between the bottom surface of the emergency support member 8 and the bottom surface of the base 1. The clearance should be greater than or equal to the maximum deformation of the rail 9 during normal operation. Corresponding to the position of the emergency support member 8, a through hole 16 is also provided in the base 1.

In the technical solution of the present embodiment, by providing the rail bottom guiding assembly formed by the rail bottom positioning plate 54 and the rail bottom elastic guiding member 58, a technical effect similar to that of the embodiment 9 can be achieved, and the invention can ensure that the invention not only has good vertical elasticity, but also It also has a high lateral stiffness. Therefore, when the rail head of the rail is subjected to the wheel load during the working process, the translation of the rail bottom and the deflection of the rail head are well suppressed. The rail elastic fixing device of the invention can realize the horizontal displacement of the rail head effectively while maintaining the high vertical elasticity, thereby reducing the lateral vibration of the wheel rail, thereby reducing the lateral slip amplitude between the wheel rails and improving the train travel. The lateral stability and comfort effectively solve the problem of excessive wear of the rail. In addition, since the rail bottom elastic guiding member 58 is provided, water and other foreign matter cannot enter the recess of the base 1, and there is no need to consider drainage.

 In the technical solution of the present embodiment, since the rail bottom guiding assembly and the vertical supporting member 7 are pre-assembled with the base, the application only needs to place the base and fix it to the sleeper, and then adjust the guiding bracket 2a. The guiding element 3 can be pressed against the rail rail waist.

 When using the technical solution described in this example, the design and calculation of the elasticity of the spring bar constituting the guiding member 3 should be carried out, and it is necessary to ensure sufficient lateral force for the lateral direction of the rail and at the same time to guide the vertical movement of the rail. In addition, in addition to metal springs, it is also possible to make guide elements by using other metal springs such as disc springs and leaf springs. As long as it provides proper binding force to the lateral direction of the rail and provides reasonable guidance for the vertical movement of the rail, it can be realized. The same suburban fruit.

Example twelve

 As shown in FIG. 18, the rail elastic fixing device of the present invention is different from the eleventh embodiment in that the guiding member 3 is composed of a metal elastic bar 39 which is rolled into a cylindrical shape and an elastic polymer material 40. Here, the elastic polymer The material is rubber, and a surface connecting plate 11 is provided on the contact surface of the guiding member 3 and the guiding bracket. The surface connecting plate 11 is vulcanized and integrated with the rubber material, and the positioning pin 14 is fixed with the metal elastic bar 39, and is inserted through the surface connecting plate. It is arranged in the corresponding positioning hole on the guide bracket. Further, similarly to the provision of the restraining reinforcing plate in the guiding member 3, in order to facilitate the adjustment of the horizontal and vertical rigidity ratio of the rail bottom elastic guiding member 58, a restraining reinforcing plate made of a steel plate is further provided in the rubber material constituting the rail bottom elastic guiding member 58. 59. Also, a plurality of restraining reinforcing plates 59 may be provided as needed.

 The application method of the track elastic fixing device of the present invention is basically the same as that of the eleventh embodiment, and the description thereof will not be repeated here.

The guiding element is composed of a metal spring and an elastic polymer material, which is beneficial to the corrosion protection of the metal spring. If the rail bottom positioning plate 54 is made of an insulating material such as glass fiber reinforced plastic, the guiding element made of the insulating elastic polymer material is used together. The rail can be insulated from the outside to prevent accidental short-circuit accidents, and the applicability of the product can be effectively improved. Because the guiding component uses a composite structure, the transverse stiffness and the vertical stiffness can be better matched, which is beneficial to further improve. Comprehensive product performance. Similarly, in addition to the metal elastic strips, the guide members can be made by using other metal springs such as disc springs and leaf springs, and the specific structural form of the metal spring is not limited to the embodiment as shown in the embodiment, as long as the lateral constraint is provided to the rail. Force, and provide a reasonable orientation for the vertical movement of the rail, can achieve the same suburban fruit, Example 13 The track elastic fixing device of the present invention as shown in Fig. 19 differs from the twelfth embodiment in that a cavity is provided in the insulating rubber material of the guiding member 3 in order to optimize the ratio of the vertical rigidity to the lateral rigidity of the guiding member 3. Further, as a special case, when the vertical bearing capacity of the rail bottom elastic guiding member is sufficient, the rail bottom elastic guiding member can be simultaneously used as a vertical supporting member, which further simplifies the product structure. In addition, in order to improve the vibration damping efficiency, the rail bottom elastic guiding member further comprises a labyrinth damping structure composed of a connecting plate 45 with a convex IHJ structure, a rubber damping material layer 46 and a connecting plate 44 with a convex-concave structure, a labyrinth type The damping structure is disposed between the rail bottom positioning plate 54 and the base 1. Wherein, the connecting plate 45 and the connecting plate 44 are both made of FRP material to ensure insulation.

 Due to the addition of a labyrinth damping structure in the elastic guiding element of the rail bottom, a damping element is added to the system, and the modal damping ratio of the system can be independently optimized. In the process of vertical vibration of the rail, the labyrinth damping structure is repeatedly driven. The connecting plate cuts the layer of damping material disposed in the gap between the two to realize energy consumption. Therefore, the effect of the vibration damping energy consumption of the track elastic fixing device of the invention is further strengthened, and the test shows that the damping structure is for suppressing below 800 Hz. Low-frequency vibration has a good suppression effect.

 Based on the technical principle described in this example, the connecting plate 45 and the rail bottom positioning plate 54 can be integrated into one body, and the same effect can be achieved.

Embodiment 14

20 and 21, the rail elastic fixing device of the present invention is different from the embodiment 9 in that the vertical supporting member 7 is a compression type elastic pad made of an elastic polyurethane material, and the rail bottom guiding member further comprises a glass fiber reinforced plastic material. The finished rail positioning plate 54 and the rail bottom positioning plate 54 are caught at the bottom of the rail, and the mating surface between the rail bottom positioning plate 54 and the base 1 constitutes a sliding guiding surface S, and the sliding guiding surface S is parallel to the rail. Further, the guide assembly of the track elastic fixing device of the present invention further includes a contour block which is a labyrinth composed of a connecting plate 43 having a convex-concave structure, a damping material layer 41, and a connecting plate 42 having a convex-concave structure. Damping structure. The damping material is a highly damped polyurethane having a material loss factor of at least greater than 0.4 at room temperature, preferably greater than 0.7. The contour block is arranged between the guiding element 3 and the rail 9, and the guiding element 3 is made of a rubber material, and the guiding element is provided with a groove to cooperate with the guiding bracket, and the guiding element and the contour block are pressed against the rail rail by the guiding bracket Waist. The pre-tightening block 17 integrated on the guiding element 3 is pressed against the surface of the rail wing plate, which can restrict the upward movement of the rail. Therefore, the rail can withstand a large upward external force, and the adaptability is stronger, and it can cope with special conditions such as foundation settlement. In order to prevent the rail 9 from directly contacting the rail bottom positioning plate 54 to generate noise, a rubber pad 53 is further disposed between the rail rail bottom and the rail bottom positioning plate 54. In addition, in order to prevent the guiding bracket 2b from being overturned by force, the guiding groove 62 is provided with a hook groove 63 in the longitudinal direction of the rail, and a hook groove 68 is further disposed on both sides of the longitudinal direction of the rail, and the guiding bracket 2b is hooked at the same time. The groove 63 and the hook groove 68 are provided. Since the guide bracket 2b is hooked on the hook groove 63 and the hook groove 68 at the same time, it can be ensured that when the guide member 3 transmits the external force to the guide bracket 2b, the guide bracket 2b does not tip over, so the technical solution shown in FIG. 14 is In this technical solution, the fixed shoulder 30 provided on the base 1 does not need to be set very high, and the size of the U-shaped spacer 64 can be correspondingly reduced, which is advantageous for reducing the processing difficulty of the base and reducing the base. The amount of material used to achieve cost reduction.

 Due to the addition of a labyrinth damping structure between the guiding element 3 and the rail 9, the labyrinth damping structure has a strong suppression effect on the vibration and noise of the medium and high frequency rails above 500 Hz, and has a good noise reduction effect; If the labyrinth damping structure is larger than a fastener spacing (550 ~ 650mm) in the longitudinal direction of the rail and is continuously connected, it becomes a labyrinth constrained damping structure, and has a good suppression for high frequency noise higher than 1000 Hz. The longer the length of the damping structure, the lower the lower limit frequency and the wider the effective frequency band. Based on the principle of labyrinth constrained damping, the connecting plate 43 of the damping structure is bonded to the rail waist by an adhesive having an elastic modulus greater than 100,000 MPa, and the effect is better. Therefore, compared with the technical solution of the ninth embodiment, the embodiment has good lateral stiffness and vibration damping effect, and has good noise reduction effect.

 This implementation solves a technical problem in the current market: Pioneer fasteners have the same height as ordinary fasteners, but the vibration isolation effect is the highest in fasteners. When the vibration and noise of the elevated section have exceeded, the easiest way It is the use of the vanguard fastener and the labyrinth constrained damping structure. However, the existing Pioneer fastener rail has been occupied, and the labyrinth constrained damping plate must be disconnected in the length direction at the rail waist, and some noise reduction effects are lost. Even so, the noise reduction effect of 9dBA on the steel bridge was achieved. In this embodiment, since the labyrinth constrained damping structure can be continuous in the longitudinal direction of the rail, a better noise reduction effect can be obtained. Moreover, the damping structure does not require a spring clip and does not fall off, resulting in higher safety.

Example fifteen

 The rail elastic fixing device of the present invention shown in Fig. 22 differs from the eleventh embodiment in that the guide assembly further includes a contour block which is a labyrinth composed of the connecting plate 43, the damping material layer 41 and the connecting plate 42. Damping structure. The contour block is disposed between the guiding member 3 and the rail 9, and the guiding member 3 is made of an elastic polyurethane material, and a constraining reinforcing plate 21 for increasing the lateral rigidity of the guiding member is further disposed inside, and the guiding member is provided with an IHJ groove. In cooperation with the guide bracket, the guide member and the contour block are pressed against the rail rail by the guide bracket. In addition, the same labyrinth damping structure as the contour block is provided on the rail of the rail 9, and the preloading block 17 integrated on the guiding element 3 is pressed against the surface of the labyrinth damping structure, so that the upward movement of the rail can also be restricted, so The rail can withstand large upward external forces, and it is more adaptable and can cope with special conditions such as foundation settlement.

In the technical solution of the present example, a labyrinth damping structure is disposed on the rail waist surface and the rail wing plate. The damping element has good vibration and noise reduction performance, so the noise reduction performance of the technical solution of this example is even better. Example sixteen

 The rail elastic fixing device of the present invention as shown in Fig. 23 differs from the fifteenth embodiment in that the lateral rigidity of the rail bottom guiding member 58 is further strengthened by the steel sheet which is formed in the rubber material constituting the rail bottom elastic guiding member 58. Board 59. As a special case, when the vertical load carrying capacity of the rail bottom elastic guiding member 58 is sufficient, the rail bottom elastic guiding member can be used as a vertical supporting member at the same time. In addition, the rail bottom elastic guiding element further comprises a labyrinth damping structure formed by a connecting plate 45 with a convex-concave structure, a rubber damping material layer 46 and a connecting plate 44 with a convex-concave structure, and the labyrinth damping structure is arranged at the bottom of the rail. Between the plate 54 and the base 1. The labyrinth damping structure has a large lateral stiffness and a good vertical elasticity, so that it has a good guiding effect.

 Since the labyrinth damping structure is arranged in the rail bottom elastic guiding element, the medium and low frequency harmful vibration energy of the rail below 800 Hz can be absorbed, and the embodiment has good energy dissipation and vibration absorption, which can improve the safety and comfort of the train. And because of the profiling block with the labyrinth damping structure, it has a strong suppression effect on medium and high frequency vibration and noise above 500 Hz, and has good noise reduction effect; if the labyrinth damping structure is larger than the length of the rail A fastener spacing (550 ~ 650mm), and continuous connection, it becomes a labyrinth constrained damping structure, which has a good suppression effect on high frequency noise higher than 1000Hz, and the longer the length of the damping structure, The lower the lower limit frequency, the wider the effective frequency band. Based on the principle of labyrinth constrained damping, the connecting plate 43 of the damping structure is bonded to the rail waist by an adhesive having an elastic modulus greater than 100,000 MPa, and the effect is better.

 Therefore, the product of the embodiment has good lateral stiffness and vibration damping effect, and has good noise reduction effect. It can be seen from the fourteenth embodiment, the fifteenth embodiment and the sixteenth embodiment that the labyrinth damping structure is arranged at intervals under the rail to achieve the function of damping vibration; the length of the rail waist surface is continuously set to be longer than one buckle. The labyrinth damping structure of the spacing of the pieces can achieve the function of noise reduction.

Example seventeen

The rail elastic fixing device of the present invention shown in Fig. 24 differs from the sixteenth embodiment in that the rail bottom elastic guiding member further comprises a connecting plate 69 with a convex and concave structure, a rubber material 71 and a connecting plate with a convex and concave structure. The labyrinth damping structure is formed by 70, and the labyrinth damping structure is disposed between the rail bottom positioning plate 54 and the base 1. It should be noted that the connecting plates 69 and 70 are both formed of an aluminum alloy, and the rubber material 71 has both elastic supporting ability and certain damping. Due to the large lateral stiffness of this labyrinth damping structure And better vertical elasticity, so it has better guiding action and vertical bearing capacity. By selecting the appropriate loss factor of rubber material to optimize the performance parameters of the labyrinth damping structure, the labyrinth damping structure can be realized at the same time. The rail bottom elastic guiding element and the vertical supporting element are used. In addition, in order to ensure the stability of the track elastic fixing device of the present invention, the connecting plates 69 and 70 and the rubber material 71 are vulcanized into one body, and the connecting plates 69 and 70 are bonded to the rail bottom positioning plate 54 and the base 1 respectively. . This technical solution can greatly simplify the structure of the base and is advantageous for reducing the production cost of the present invention.

 Similar to the sixteenth embodiment, since the labyrinth damping structure is provided in the rail bottom elastic guiding element, the harmful vibration energy of the rail can be absorbed, and the embodiment has good energy dissipation and vibration absorption, which can improve the safety and comfort of the train. Sex. In a practical application, the rubber damping material layer 71 can also be vulcanized and connected to only one of the connecting plate 69 or the connecting plate 70, since the connecting plate 69 and the connecting plate 70 are respectively provided with convex and concave structures, and are respectively embedded with the bottom of the rail. The positioning plate 54 and the base 1 are vulcanized and fixed, and the auxiliary fixing of the guide brackets 2 and 2a is added, and the two are not disengaged.

Example 18

 The rail elastic fixing device of the present invention shown in Fig. 25 differs from the fourth embodiment in that the base 1 is integrated with the sleeper 66, and the base 1 is made of a reinforced concrete material like the sleeper 66. The detachable guide bracket 2a is fixed to the base 1 and the sleeper 66 by means of anchor bolts 67.

 In addition, it is also possible to directly set the rail bottom slope on the base. In the technical solution of the present embodiment, since the base 1 is integrated into the sleeper 66, the base of the track elastic fixing device of the present invention does not need to be fixedly connected with the sleeper, the assembly process is simpler, the system is more integrated, and the steel is used. Less quantity is beneficial to reduce overall production and application costs.

Example 19

 The rail elastic fixing device of the present invention shown in Figs. 26 and 27 differs from the first embodiment in that a stopper is provided on the pressure plate 4 in order to prevent the guide member 3 from being tilted relative to the pressure plate 4 in the longitudinal direction of the rail during use. 76, the guiding member 3 is embedded in the groove formed by the surface of the pressure plate 4 and the inner surface of the stopper 76.

 Since the longitudinal rigidity of the rail elastic fixing device of the present invention can be improved by this measure, the present embodiment is applicable to all embodiments in which the longitudinal rigidity is insufficient, and is not described.

Example twenty

The rail elastic fixing device of the present invention shown in Fig. 28 differs from the sixth embodiment in that, as a special case, when the vertical bearing capacity of the guiding member 3 is used alone to meet the requirements of the rail use, the guiding member 3 can also be used. At the same time, it is used as a vertical support element, ie the guide element is integrated with the vertical support element as One. An emergency support member 8 is provided on the base 1. Since the restraining reinforcing plate is provided in the guiding member, the horizontal-to-vertical stiffness ratio of the guiding member 3 is easily optimized, and this embodiment is completely feasible. It is only this embodiment that does not exert the greatest advantage of the patent of the present invention, and is lower in safety than the other embodiments, so that it is particularly necessary to provide the emergency support member 8. In addition, in order to give way to the rail, the groove on the base 1 is open along the longitudinal ends of the rail.

 As shown in FIG. 28, the rail elastic fixing device of the present invention is directly used to replace the conventional rail fastener, and the base 1 and the guide bracket 2 are assembled with the rail 9, and the base 1 is fixed by the mounting hole 10 provided on the base 1. On the sleeper (not shown), the detachable guide bracket 2b is hooked on the hook groove 63 of the base 1, and the wedge member 31 is inserted between the guide bracket 2a and the fixed shoulder 30, and the insertion depth of the wedge member 31 is utilized. Adjusting the position of the guiding bracket 2b, adjusting the pre-tightening force of the guiding member 3 and the pre-tightening block 17 to the rail, pressing the guiding member 3 against the rail waist and locking the position of the guiding bracket 2b, thereby realizing the lateral limitation of the rail 9. Guided and supported, the rail 9 is in a suspended state.

 In the technical solution of the present example, the structure is more compact. Since the upper part of the guiding element is supported at the rail head, the pre-tightening block 17 of the lower part is pressed at the rail wing, so that the downward pressure of the rail can be withstood. Withstand the upward pull-up force. Further, since the emergency support member 8 is provided on the base, the safety is improved.

 The above embodiments provide some typical structural solutions of the present invention. Based on the technical principles described, the technical features can be recombined to form a new technical solution, which are all within the scope of the present invention. It should be pointed out that due to the existence of the rail bottom slope, the concepts of lateral, vertical and longitudinal directions described in this paper are all based on the rails, corresponding to the transverse, vertical and longitudinal directions of the rails, respectively. The longitudinal direction of the rail is the extending direction of the rail; the vertical direction of the rail, that is, the vertical direction of the bottom of the rail; the yellow direction of the steel 4, that is, the vertical direction of the middle section of the rail web. When the invention is applied, an elastic pad can be added between the base and the track bed. Unlike the conventional fastener system, the purpose of the elastic pad is not mainly for vibration isolation, but for heightening, or for protecting the sleeper. And prevent secondary noise.

According to the technical principle set forth in the above embodiments, the technical solution of the track elastic fixing device of the present invention can be combined and evolved in a plurality of ways, and is also within the protection scope of the present invention. The rail elastic fixing device of the invention realizes the geometric positioning function of the rail and the vertical bearing capacity of the rail by providing the guiding assembly and the vertical supporting component respectively, and the guiding component disposed at the rail rail waist is responsible for maintaining the geometric position and geometry of the rail. The state and the guiding of the rail during dynamic deformation, the vertical supporting element between the bottom of the rail and the base is responsible for bearing the main vertical load, the material properties and mechanical properties of the two can be optimized separately, and the guiding component is not sensitive to wear, so that The geometry of the rail is stable for a long time in the vertical direction, and the lateral stiffness of the rail is large when working. The lateral deformation of the rail head is small, which can alleviate or overcome the large lateral slip between the wheel and rail caused by the insufficient lateral stiffness of the rail, which ultimately leads to the wear of the rail and even the defects such as the grinding condition, which is beneficial to improve the use of the rail. Life, while improving the safety and comfort of driving. In order to achieve this goal, in all the technical solutions of the present invention, it is required to ensure that the rigidity of the guiding element in the transverse direction of the rail is at least 2.5 times, or even more than 100 times, the rigidity of the rail along the vertical direction of the rail. The rail elastic fixing device of the present invention is in the rail. The lateral stiffness at the rail head should be at least 15 kN/mm and the vertical stiffness of the vertical bearing element is not less than the vertical stiffness of the guiding element.

Claims

Claim A track elastic fixing device comprising a base, the base being placed on the sleeper, and being fixedly connected with the sleeper by using anchor bolts, characterized in that it further comprises a guiding assembly and a vertical supporting component, wherein the guiding component comprises two rails at the waist of the rail a guiding member and a guiding bracket on the side, the guiding member is arranged on both sides of the rail rail waist, the guiding member is clamped by the guiding bracket, and the guiding member is at least partially composed of an elastic polymer material or/and a metal spring, and the rail and the guiding bracket are respectively The elastic deformation of the guiding element can be relatively moved. The stiffness of the guiding element in the transverse direction of the rail is at least 2.5 times its stiffness along the vertical direction of the rail, and the vertical stiffness of the vertical supporting element is not lower than the vertical stiffness of the guiding element.  2. The track elastic fixing device according to claim 1, wherein the vertical supporting member is a metal spring or a composite of a metal spring and an elastic polymer material, the vertical supporting member is located below the rail, and the metal spring comprises a coil spring. Disc springs, leaf springs or metal springs.  3. The track elastic fixing device according to claim 1, wherein the vertical supporting member is a compression type, shear type, or foaming type elastic pad composed of an elastic polymer material, and the vertical supporting member is located on the rail. Below, the elastic polymer material includes rubber or elastic polyurethane.  4. A track elastic fixture according to claim 1, 2 or 3, characterized in that it comprises a damping element, the damping element being arranged in the guiding element or / and the vertical supporting element.  5. A track elastic fixture according to claim 1, 2 or 3, characterized in that it comprises a damping element, the damping element being arranged in parallel with the vertical bearing element.  6. A track elastic fixture according to claim 1 wherein the track resilient means has a transverse stiffness of at least 15 KN/mm at the rail head.  7. A track elastic fixture according to claim 1 wherein at least one of the reinforcing elements is provided in the elastomeric polymeric material of the guiding element, or at least one layer of reinforcing reinforcing plate that increases the lateral stiffness of the guiding element.  8. The track elastic fixing device according to claim 1, wherein a pretensioning block is arranged between the guiding bracket and the rail wing plate, and the pretensioning block is composed of a metal spring, or an elastic polymer material or a composite of the two. The compact blocks are arranged independently or integrated with the guiding elements.  9. The track elastic fixture of claim 1 wherein the guide assembly further comprises a contoured block positioned between the guide member and the rail waist. 10. The track elastic fixing device according to claim 9, wherein the contour block comprises 11. The track elastic fixing device according to claim 1, wherein the portion of the guiding member that is in contact with the guide bracket is provided with a surface connecting plate, and the surface connecting plate is firmly connected to the guiding member.  The track elastic fixing device according to claim 11, wherein the surface connecting plate is U-shaped or L-shaped.  13. The track elastic fixing device according to claim 11, wherein a locating pin hole or a concave-convex structure is provided between the surface connecting plate and the guiding bracket.  14. The track elastic fixture of claim 1 wherein there are two guide brackets on each side of the rail, at least one of which is detachable.  The track elastic fixing device according to claim 14, wherein the base on which the detachable guide bracket is located is provided with a guide groove laterally along the rail, and the guide bracket portion is placed in the guide groove and can be in the guide groove. Sliding laterally relative to the base along the rail.  16. The track elastic fixing device according to claim 14, wherein the detachable guide bracket is fixed to the base by a fastener, or a shoulder is provided on the base, and the shoulder is further connected with the wedge member or the spacer and The position adjustment bolt fit secures the guide bracket to the base, the shoulder being a fixed shoulder or/and a detachable shoulder.  The track elastic fixing device according to claim 16, wherein the base is provided with a hook groove, and the guide bracket or/and the detachable shoulder are hooked on the hook groove.  18. The track elastic fixing device according to claim 16, wherein a matching toothed convex-concave structure is provided between the wedge member and the shoulder, and a locking member is further disposed between the wedge member and the shoulder.  19. A track elastic fixture according to claim 18 wherein the locking member is a channel and a locking spacer, the thickness of the locking spacer being greater than the thickness of the teeth in the toothed projection.  20. The track elastic fixing device according to claim 1, wherein the bottom of the corresponding rail rail is further provided with a rail bottom guiding assembly, and the rail bottom guiding assembly is located between the rail and the base.  21. The track elastic fixing device according to claim 20, wherein the rail bottom guiding assembly is a raised boss on the base that is vertically convex along the rail, and the outer edge of the rail wing is in contact with the side wall of the raised boss. The surface constitutes a sliding guiding surface, the sliding guiding surface is parallel to the vertical direction of the rail, and the sliding guiding surface is composed of at least one side of the wear-resistant material or a surface of the wear-resistant material layer. 22. The track elastic fixing device according to claim 20, wherein the rail bottom guiding assembly further comprises a rail bottom positioning plate, the rail bottom positioning plate is stuck at the bottom of the rail, and the mating surface between the rail bottom positioning plate and the base constitutes a sliding. The guiding surface, the sliding guiding surface is parallel to the vertical direction of the rail, and the sliding guiding surface is at least one side made of wear-resistant material A layer of wear resistant material is provided on the surface or surface.  23. The track elastic fixing device according to claim 20, wherein the rail bottom guiding assembly is located between the rail bottom and the base, and the rail bottom guiding assembly is composed of a rail bottom positioning plate and a rail bottom elastic guiding member, and the rail bottom positioning plate The card is placed at the bottom of the rail, and the rail bottom elastic guiding element is juxtaposed or integrated with the vertical supporting element.  The track elastic fixing device according to claim 20, characterized in that the rail bottom elastic guiding element 25. The track elastic fixing device according to claim 1, wherein an emergency support member is further disposed at a bottom of the corresponding rail rail on the base, and a gap between the top surface of the emergency support member and the bottom of the rail rail is greater than or equal to a normal rail. The biggest deformation at work.  26. The track elastic fixture of claim 1 wherein the base is provided with a rail bottom slope.  27. The track elastic fixture of claim 1 wherein the base is integrally formed with the sleeper.  28. The track elastic fastening device according to claim 1, wherein a limit connecting plate or a non-slip pad for preventing relative sliding is provided between the vertical supporting member and the rail bottom.  29. The track elastic fixture of claim 1 wherein a friction pad is disposed between the guide member and the rail.  30. The track elastic fixture of claim 1 wherein the vertical support member and the guide member are integrated.