CN218404865U

CN218404865U - Device for reducing damage of low-frequency vibration to subway contact rail

Info

Publication number: CN218404865U
Application number: CN202222020369.1U
Authority: CN
Inventors: 杨君清; 李雪东; 李建强
Original assignee: Beijing Jinyuan Huichuang Technology Co ltd
Current assignee: Beijing Jinyuan Huichuang Technology Co ltd
Priority date: 2022-08-02
Filing date: 2022-08-02
Publication date: 2023-01-31
Anticipated expiration: 2032-08-02

Abstract

The utility model relates to a rail protection technical field just discloses a reduce device of low frequency vibration to subway contact rail damage, including rail end, web of rail, railhead, be provided with loss resistance mechanism on the rail end, loss resistance mechanism includes: the fixed bottom of the rail that runs through of grounding tube one end upwards extends, and the other end downwardly extending, insulating cover fixed cover establish at the upwards extending end outer wall of grounding tube, reposition of redundant personnel cover fixed cover establish the downwardly extending end outer wall of grounding tube, two bracing piece one end respectively with reposition of redundant personnel cover's outer wall both sides fixed connection, anchor strut fixed mounting is between two bracing pieces, a shock pad fixed mounting is between the bottom of the top at the bottom of the rail and the bottom of the rail waist. Through the cushion effect that the frictional vibration produced that improves of shock pad one and shock pad two, the anchor strut between the bracing piece forms triangular structure, consolidates and supports the single track, alleviates low frequency vibration long-term to orbital damage degree, increases bradyseism ability, slows down ageing.

Description

Device for reducing damage of low-frequency vibration to subway contact rail

Technical Field

The utility model relates to a rail protection technical field specifically is a device that reduces low frequency vibration and harm subway contact rail.

Background

The contact rail is a device for transmitting electric energy to electric traction vehicles of subway and urban rail transit systems, is an ancient electric traction vehicle power supply form, and has the rudiment of the contact rail as early as 1891. The steel contact rail is only used in the first half century of the twentieth century, and the material of the steel contact rail is improved after the middle of the twentieth century, so that the so-called iron contact rail is formed, the material change is actually carried out, impurities are reduced, elements for improving the conductivity are added, and the unit resistance is reduced. With the development of science and technology, the world of human life generates vibration all the time, and the urban subway has certain hidden dangers as one of main vibration sources.

Particularly, in subway operation, the wheels are in close contact with the rails, vibration generated by acceleration cannot be avoided, the danger of low-frequency vibration exists, long-term destructiveness and accelerated aging are caused on the rails, current can be generated due to friction between the wheels and the rails, the rigidity and the toughness of the rails can be influenced due to unordered guiding, and accidents are caused.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide a reduce device of low frequency vibration to subway contact rail damage reaches the purpose of solving above-mentioned problem.

In order to achieve the above object, the utility model provides a following technical scheme: a device for reducing the damage of low-frequency vibration to a subway contact rail comprises a rail bottom, a rail web and a rail head, wherein a damage-resistant mechanism is arranged on the rail bottom;

the loss resistance mechanism comprises:

one end of the grounding pipe fixedly penetrates through the rail bottom and extends upwards, and the other end of the grounding pipe extends downwards;

the insulating sleeve is fixedly sleeved on the outer wall of the upward extending end of the grounding pipe;

the flow dividing sleeve is fixedly sleeved on the outer wall of the downward extending end of the grounding pipe;

one end of each support rod is fixedly connected with two sides of the outer wall of the diversion sleeve;

the reinforcing rod is fixedly arranged between the two supporting rods;

the first damping pad is fixedly arranged between the top of the rail bottom and the bottom of the rail waist;

and the second damping pad is fixedly installed between the top of the rail web and the bottom of the rail head.

Preferably, the rail bottom, the rail waist and the rail head are integrally arranged to form a single rail. The subway wheel is merged with the monorail and moves.

Preferably, the damage-resistant mechanisms are arranged on the rail bottom in sequence and located on the left side and the right side of the rail waist. The monorail is enhanced to resist low-frequency vibration by arranging the damage-resisting mechanism.

Preferably, the number of the single tracks is two, the single tracks are symmetrically arranged, and the two single tracks are provided with fasteners. Improve track elasticity through setting up the fastener.

Preferably, a sleeper is fixedly connected between the two monorail rails through a fastener. And subway loads are resisted through the sleepers.

Preferably, the front side and the rear side of the sleeper are both provided with gravel beds.

The utility model provides a reduce device of low frequency vibration to subway contact rail damage. The method has the following beneficial effects:

(1) The utility model discloses a cushion first and cushion second improve the cushion effect that friction vibration produced, and the anchor strut between the bracing piece forms the triangular structure, consolidates and supports the single track, alleviates low frequency vibration and to orbital damage degree for a long time, increases bradyseism ability, slows down ageing.

(2) The utility model discloses a ground pipe guide friction current to the ground end to insulating cover prevents the electric current upwards to flow back, and the electric current is through reposition of redundant personnel cover dispersion to two bracing pieces, avoids friction current to leak, and effectual guide is discharged to the ground end, avoids influencing orbital rigidity and toughness, reduces unexpected risk.

Drawings

FIG. 1 is a perspective view of the present invention;

FIG. 2 is a right side view in cross section of the present invention;

fig. 3 is a top view of the present invention.

In the figure: 1. rail bottom; 2. a damage-resistant mechanism; 201. a ground pipe; 202. an insulating sleeve; 203. a flow dividing sleeve; 204. a support bar; 205. a reinforcing rod; 206. a first shock absorption pad; 207. a second damping pad; 3. a rail web; 4. a railhead; 5. a fastener; 6. a sleeper; 7. a ballast bed.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments.

Examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present invention, and should not be construed as limiting the present invention.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

In the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly, e.g., as being fixedly connected, detachably connected, or integrated; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

The first embodiment is as follows:

as shown in fig. 1-3, the utility model provides a technical scheme: the utility model provides a reduce device of low frequency vibration to subway touch rail damage, includes rail foot 1, web 3, railhead 4, is provided with loss resistance mechanism 2 on the rail foot 1, and loss resistance mechanism 2 includes: one end of a grounding pipe 201 fixedly penetrates through a rail bottom 1 and extends upwards, the other end of the grounding pipe extends downwards, an insulating sleeve 202 is fixedly sleeved on the outer wall of the upwards extending end of the grounding pipe 201, a shunting sleeve 203 is fixedly sleeved on the outer wall of the downwards extending end of the grounding pipe 201, one ends of two supporting rods 204 are fixedly connected with two sides of the outer wall of the shunting sleeve 203 respectively, a reinforcing rod 205 is fixedly installed between the two supporting rods 204, a first damping pad 206 is fixedly installed between the top of the rail bottom 1 and the bottom of a rail web 3, a second damping pad 207 is fixedly installed between the top of the rail web 3 and the bottom of a rail head 4, the rail bottom 1, the rail web 3 and the rail head 4 are integrally arranged to form a single rail, a plurality of damage resisting mechanisms 2 are arranged on the rail bottom 1 in sequence and are located on the left side and the right side of the rail web 3;

in this embodiment, the first damping pad 206 and the second damping pad 207 are supported by the rail web 3 to improve the damping force and reduce the vibration amplitude, the grounding pipe 201 guides the current to the ground, the insulating sleeve 202 prevents the current from flowing back, and the current is dispersed to the supporting rod 204 through the current-distributing sleeve 203.

Example two:

as shown in fig. 1-3, on the basis of the first embodiment, the utility model provides a technical solution: the number of the single tracks is two, the single tracks are symmetrically arranged, the two single tracks are provided with fasteners 5, a sleeper 6 is fixedly connected between the two single tracks through the fasteners 5, and gravel beds 7 are arranged on the front side and the rear side of the sleeper 6;

in this embodiment, the fastener 5 is the most important factor affecting the elasticity and adjustment ability of the track by connecting the monorail and the sleeper 6 into a track panel to resist the load of the subway, and the ballast bed 7 is used to protect the roadbed.

When the railway ballast absorber is used, the anti-damage mechanisms 2 are arranged on two sides of each fastener 5, when a subway wheel passes through two single rails, the sleeper 6 and the gravel road bed 7 resist the load of the subway, the elasticity of the rail is improved by the fasteners 5, the first damping pad 206 and the second damping pad 207 are supported by the rail web 3, the buffer force generated by friction vibration is improved, the vibration amplitude is reduced, meanwhile, current sparks generated in friction can be guided to the ground bottom through the grounding pipe 201, the insulation sleeve 202 prevents current from flowing back upwards, the current flows through the shunting sleeve 203 and is dispersed to the two supporting rods 204 respectively, and meanwhile the reinforcing rods 205 between the supporting rods 204 provide triangular structure support, so that the single rails can be prevented from being deviated and broken, and impact caused by vibration resistance can be resisted.

It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising a reference structure" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

Claims

1. The utility model provides a reduce device of low frequency vibration to subway touch rail damage, includes rail end (1), web of rail (3), railhead (4), its characterized in that: the rail bottom (1) is provided with a loss-resistant mechanism (2);

the damage-tolerant mechanism (2) comprises:

one end of the grounding pipe (201) fixedly penetrates through the rail bottom (1) and extends upwards, and the other end of the grounding pipe extends downwards;

the insulating sleeve (202) is fixedly sleeved on the outer wall of the upward extending end of the grounding pipe (201);

the flow dividing sleeve (203) is fixedly sleeved on the outer wall of the downward extending end of the grounding pipe (201);

one ends of the two support rods (204) are respectively fixedly connected with the two sides of the outer wall of the flow dividing sleeve (203);

the reinforcing rod (205) is fixedly arranged between the two supporting rods (204);

the first damping pad (206) is fixedly arranged between the top of the rail bottom (1) and the bottom of the rail waist (3);

and the second damping pad (207) is fixedly installed between the top of the rail web (3) and the bottom of the rail head (4).

2. The device for reducing the damage of the low-frequency vibration to the subway contact rail as claimed in claim 1, wherein: the rail bottom (1), the rail waist (3) and the rail head (4) are integrally arranged to form a single rail.

3. The device for reducing the damage of the low-frequency vibration to the subway contact rail as claimed in claim 1, wherein: the number of loss resistance mechanism (2) has a plurality ofly to set gradually on rail end (1), and be located the left and right sides of rail web (3).

4. The device for reducing the damage of the low-frequency vibration to the subway contact rail as claimed in claim 2, wherein: the quantity of single track has two to mutual symmetry sets up, all is provided with fastener (5) on two single tracks.

5. The device for reducing the damage of the low-frequency vibration to the subway contact rail as claimed in claim 4, wherein: and a sleeper (6) is fixedly connected between the two monorail tracks through a fastener (5).

6. The device for reducing the damage of the low-frequency vibration to the subway contact rail as claimed in claim 5, wherein: and gravel beds (7) are arranged on the front side and the rear side of the sleeper (6).