Tram fastening system

Abstract

The present invention discloses a tram fastener system, which belongs to the field of track fastener technology. It can realize the reliable setting of the tram track system and the rapid adjustment of the rail gauge by arranging a gauge adjustment component composed of a gauge baffle and a gauge adjustment plate on both sides of the rail, utilizing the corresponding cooperation of the first matching part on the gauge adjustment plate and the second matching part on the gauge baffle, and forming a double-bevel coupling structure between the gauge adjustment component and the shoulder of the sleeper. The tram fastener system of the present invention has a simple structure, is easy to set up and adjust, has low maintenance difficulty, effectively realizes the rapid adjustment of the rail gauge, ensures the stability of the rail after setting and the flexibility of the gauge adjustment, ensures the safety and stability of the tram track system setting, promotes the development of the tram rail transportation system, and has good application prospects and promotion value.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail fasteners, and in particular relates to a tram fastener system. Background Art

[0002] With the rapid development of society and the significant improvement in people's living standards, people have higher expectations for travel, which has strongly promoted the rapid development of the transportation industry. Among the various forms of urban rail transit, the new tram is a new form of urban rail transit with low investment costs and short construction cycles. It has already played a very important role in the transportation construction of many cities.

[0003] Fastening systems are an essential component of rail transit, securing rails, preventing longitudinal and lateral displacement, and overturning. They also provide essential elasticity and insulation. For trams, fastening systems should minimize costs and simplify installation and maintenance while ensuring low noise, low vibration, and safety and reliability.

[0004] While trams are slower than other rail transit systems like national railways and subways, their routes are often more complex. Furthermore, some lines have smaller curve radii, resulting in greater centrifugal forces during operation. Therefore, their supporting fastening systems place higher demands on the ability to prevent rail overturning, as well as on the stability and ease of rail adjustment. Furthermore, trams have their own unique characteristics compared to conventional rail transit. They often utilize an embedded track structure, making track maintenance and adjustment difficult. Therefore, rail fasteners must be highly reliable and require little or no maintenance. Furthermore, the fastener system should be designed to minimize the number of components, simplify on-site installation, and reduce maintenance workload.

[0005] Currently, the commonly used fastening systems for tram track installation are mostly elastic, non-separable structures, where the grooved rails are directly connected to the trackbed via bolts and spikes. This can reduce the production cost of the fastening system to a certain extent. However, from an engineering perspective, existing tram fastening systems often have the following problems that need to be solved:

[0006] (1) The existing fastener system often adjusts the track gauge by replacing the gauge baffles (or gauge blocks) of different specifications and models. This method not only results in high production and design costs for the fastener system, but also requires a lot of maintenance and repair work, and the replacement work is complicated and prone to errors.

[0007] (2) The existing fastener system generally does not have an anti-overturning design for rails, which poses a certain risk to tram driving safety;

[0008] (3) The existing fastener system has a large number of parts and components, and the structural combination is complex. The cost of on-site installation and maintenance is high, which is not conducive to shortening the construction period of the rail transit system. Summary of the Invention

[0009] In response to one or more of the above-mentioned defects or improvement needs in the prior art, the present invention provides a tram fastener system that can effectively simplify the installation and maintenance of the tram rail system, ensure the stability and safety of the fastener system after installation, and realize the self-adjustment function of the rail gauge.

[0010] To achieve the above-mentioned object, the present invention provides a tram fastening system, comprising a sleeper and an elastic pad, and a gauge adjustment assembly disposed on both sides of the rail;

[0011] The two transverse ends of the sleeper are respectively provided with wedge-shaped shoulders, and the wedge-shaped walls of the two wedge-shaped shoulders are arranged opposite to each other and parallel to each other; the elastic pad is arranged between the two gauge adjustment components on the sleeper;

[0012] The track gauge adjustment assembly includes a track gauge adjustment plate and a track gauge baffle; the track gauge adjustment plate is a wedge-shaped plate structure, the wedge-shaped surface of which abuts against the wedge-shaped wall surface of the wedge-shaped baffle shoulder, and a first matching portion is provided on the side of the track gauge adjustment plate away from the wedge-shaped surface; accordingly,

[0013] One side of the gauge baffle matches the rail bottom and the end of the elastic pad at the same time, and the other side thereof abuts and matches the gauge adjustment plate, and a second matching portion is provided on the side that matches the gauge adjustment plate, so that the two matching portions can cooperate with each other and lock after the gauge adjustment plate abuts and matches with the gauge baffle.

[0014] As a further improvement of the present invention, a notch extending in the longitudinal direction is provided on one side of the gauge baffle that matches the gauge adjustment plate, and one side of the gauge adjustment plate can be embedded in the notch and abut against the side wall of the notch.

[0015] As a further improvement of the present invention, one of the two matching parts is configured as a continuous tooth-groove structure, and the other matching part is configured as a continuous tooth structure.

[0016] As a further improvement of the present invention, the tooth cross-section of the tooth structure is trapezoidal, triangular, rectangular or semicircular.

[0017] As a further improvement of the present invention, the first matching portion is provided on the top surface or the side wall surface of the gauge adjustment plate that matches one end of the notch, and the first matching portion is a tooth groove structure or a tooth structure;

[0018] Correspondingly, the second matching portion is arranged on the inner wall surface of the notch, and is a tooth structure that can be matched with the tooth groove structure or a tooth groove structure that can be matched with the tooth structure.

[0019] As a further improvement of the present invention, the transverse length of the elastic pad is greater than the transverse width of the rail bottom, and first limiting grooves are respectively provided on both transverse sides of the elastic pad; the longitudinal length of the first limiting groove is not less than the longitudinal length of the gauge baffle, so that the side of the gauge baffle abutting the rail bottom can be embedded in the first limiting groove.

[0020] As a further improvement of the present invention, the elastic pad is provided with second limiting grooves at both ends thereof extending in the transverse direction;

[0021] Correspondingly, a transversely extending anti-overturning bottom plate is provided at the bottom of the side where the gauge baffle abuts the rail bottom. The thickness of the anti-overturning bottom plate is smaller than the thickness of the elastic pad and can be embedded in the second limiting groove when the gauge baffle abuts the rail bottom.

[0022] As a further improvement of the present invention, a track gauge indication component is also provided;

[0023] The gauge indication assembly includes a gauge adjustment scale plate corresponding to one of the mating parts and a gauge pointer corresponding to the other mating part, and the gauge pointer can indicate the corresponding position on the gauge adjustment scale plate after the two mating parts are matched with each other.

[0024] As a further improvement of the present invention, an embedding notch is provided on the side of the shoulder abutting against the gauge adjustment plate for embedding the gauge adjustment plate away from the side of the gauge baffle, and the wedge surface of the gauge adjustment plate abuts against the inner wall surface of the embedding notch.

[0025] As a further improvement of the present invention, a mating unit is provided between the wedge surface and the wedge wall surface, which includes a third mating portion provided on the wedge surface and a fourth mating portion provided on the wedge wall surface. The third mating portion and the fourth mating portion can cooperate and lock with each other after the wedge surface and the wedge wall surface abut against each other.

[0026] The above-mentioned improved technical features can be combined with each other as long as they do not conflict with each other.

[0027] In general, the above technical solutions conceived by the present invention have the following beneficial effects compared with the prior art:

[0028] (1) The tram fastener system of the present invention is provided with a gauge adjustment assembly consisting of a rail pad and a gauge adjustment plate on both sides of the rail, and utilizes the corresponding cooperation between the first matching portion of the gauge adjustment plate and the second matching portion of the gauge stop plate, and forms a double-bevel coupling structure between the gauge adjustment assembly and the shoulder of the sleeper; the corresponding arrangement of the double-bevel coupling structure can effectively expand the gauge adjustment range of the gauge adjustment assembly, realize the rapid adjustment and locking of the rail gauge, ensure the stability of the track system setting and the flexibility of adjustment, simplify the process of tram rail setting and rail maintenance, reduce the cost of tram rail transportation system application, and promote the application of tram transportation mode.

[0029] (2) The tram fastener system of the present invention, by correspondingly setting the specific forms of the two mating parts in the gauge adjustment assembly, sets the two to a tooth groove structure and a tooth structure that can be quickly matched and locked, which can effectively ensure the stability and flexibility of the setting and adjustment of the gauge adjustment assembly, avoid displacement of the rail transit system during use, especially avoid gauge changes at positions with a small turning radius, and thus ensure the safety and stability of the setting and use of the rail system.

[0030] (3) The tram fastener system of the present invention, by cooperating with the gauge adjustment scale plate and the gauge pointer provided on the gauge baffle and the gauge adjustment plate, makes the rail gauge adjustment positioning position visual, thereby simplifying the construction operation and further improving the adjustment positioning accuracy of the tram fastener system, reducing the difficulty of operation and effectively improving the construction efficiency.

[0031] (4) The tram fastener system of the present invention optimizes the size of the elastic pad, and respectively provides a first limiting groove and a second limiting groove at both ends of the elastic pad, and provides an anti-overturning bottom plate on the side where the gauge baffle abuts the bottom of the rail. By utilizing the corresponding cooperation between the anti-overturning bottom plate and the second limiting groove and the corresponding cooperation between the first limiting groove and the gauge baffle, the longitudinal limitation of the elastic pad and the gauge baffle can be effectively achieved, thereby ensuring the stability of the arrangement of each component. At the same time, by utilizing the corresponding arrangement of the anti-overturning bottom plate, the rigidity of the fastener system under special circumstances can be effectively improved, thereby avoiding the overturning of the rail and ensuring the safety and stability of the arrangement and use of the rail.

[0032] (5) The tram fastener system of the present invention has a simple structure, is easy to set up and adjust, and has low maintenance difficulty. It can effectively realize the rapid adjustment of the transverse position of the rail through the combination of the gauge adjustment plate, the gauge baffle and the sleeper, thereby ensuring the stability of the rail after setting and the flexibility of adjustment; at the same time, through the corresponding arrangement of the elastic pad and the anti-overturning bottom plate, the longitudinal limitation of the gauge baffle and the elastic pad is effectively realized while avoiding the overturning of the rail, thereby ensuring the safety and stability of the track system setting, promoting the development of the tram rail transportation system, and having good application prospects and promotion value. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 1 is a schematic exploded view of the structure of a tram fastener system according to an embodiment of the present invention;

[0034] Figure 2 1. It is a front view of the structural assembly arrangement of the tram fastener system according to an embodiment of the present invention;

[0035] Figure 3 1. It is a top view of the structural assembly arrangement of the tram fastener system according to an embodiment of the present invention;

[0036] Figure 4 1. It is a front view of the gauge adjustment plate structure of the tram fastener system according to an embodiment of the present invention;

[0037] Figure 5 2 is a schematic diagram of the three-dimensional structure of a gauge adjustment plate of a tram fastener system according to an embodiment of the present invention;

[0038] Figure 6 1 is a schematic diagram of the top structure of a gauge baffle of a tram fastening system according to an embodiment of the present invention;

[0039] Figure 7 1 is a schematic diagram of the bottom structure of a gauge baffle of a tram fastening system according to an embodiment of the present invention;

[0040] Figure 8 Schematic diagram of the combination and matching of the gauge adjustment plate and the gauge baffle in an embodiment of the present invention;

[0041] Figure 9 1 is a schematic diagram of the elastic pad structure of the tram fastener system according to an embodiment of the present invention;

[0042] Figure 10 Schematic diagram of the embedded sleeve structure of the tram fastener system in an embodiment of the present invention.

[0043] In all the drawings, the same reference numerals represent the same technical features, specifically:

[0044] 1. Gauge adjustment plate; 2. Gauge baffle; 3. Sleeper; 4. Spring bar; 5. Bolt spike; 6. Rail; 7. Embedded casing; 8. Elastic pad;

[0045] 101. First mating portion; 102. Gauge adjustment scale plate;

[0046] 201, spike through hole; 202, second mating portion; 203, track gauge pointer; 204, anti-overturning base plate; 205, spring bar pre-installation slot; 206, boss shoulder; 207, spring bar installation slot;

[0047] 701, anti-loosening thread; 702, arc groove;

[0048] 801, first limiting groove; 802, second limiting groove. DETAILED DESCRIPTION

[0049] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only intended to illustrate the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

[0050] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0051] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0052] In the present invention, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection; direct connection, or indirect connection through an intermediate medium; internal communication between two components, or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0053] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0054] Example:

[0055] In a preferred embodiment of the present invention, the tram fastener system is as follows Figures 1 to 10 It includes a track fixing component and a track gauge adjustment component. Through the corresponding cooperation of the above two components, accurate positioning of the horizontal position of the rail 6 and rapid adjustment of the track gauge of the rail 6 can be achieved.

[0056] Specifically, in a preferred embodiment, the gauge adjustment assembly of the fastener system includes a gauge adjustment plate 1, a gauge stopper 2, and a sleeper 3, which are arranged in a corresponding combination. The combination of the gauge adjustment plate 1 and the gauge stopper 2 forms a gauge adjustment unit, and the gauge adjustment unit is provided in pairs on both sides of the rail 6.

[0057] Furthermore, the track gauge adjustment plate 1 in the preferred embodiment is as follows Figure 4 、 5 As shown in , it is a wedge-shaped structure with a triangular or trapezoidal horizontal cross-section; accordingly, wedge-shaped shoulders are provided at both ends of the top surface of the sleeper 3, corresponding to the gauge adjustment plate 1, and the wedge-shaped surfaces of the two shoulders are two opposite end surfaces. Furthermore, the wedge-shaped surfaces of the two shoulders are parallel to each other, and the angle between them and the longitudinal direction of the rail 6 (the horizontal direction perpendicular to the length of the sleeper 3) is equal to the inclination angle of the wedge-shaped surface of the gauge adjustment plate 1. At the same time, when the gauge adjustment plate 1 and the gauge baffle 2 are abutted and matched at the top ends of the sleeper 3, the wedge-shaped surface of the gauge adjustment plate 1 just abuts and matches the wedge-shaped surface of the corresponding shoulder, as shown in FIG. Figure 2 、 3At this time, a "double-bevel coupling structure" is formed between the gauge adjustment plate 1 and the shoulder on the sleeper 3, and then the gauge can be adjusted by adjusting the longitudinal displacement of the gauge adjustment plate 1.

[0058] Furthermore, the gauge baffle 2 in the preferred embodiment is as follows Figure 6 、 7 As shown in , it has a block-like structure, one side of which abuts and matches with the bottom of the rail 6, and the other side abuts and matches with the gauge adjustment plate 1. Specifically, a through hole running through the top and bottom surfaces is provided in the middle of the gauge baffle 2, namely, the spike through hole 201. In a preferred embodiment, the spike through hole 201 is a waist-shaped hole extending in the transverse direction, so that the relative position of the gauge baffle 2 and the bolt spike 5 can be adjusted in the transverse direction, that is, the gauge of the rail 6 is adjusted. Preferably, in order to ensure the stability of the spike through hole 201 and avoid deformation and damage of the contact position with the bolt spike 5 due to stress concentration, a reinforcement ring of a certain height is provided on the top surface of the gauge baffle 2 around the spike through hole 201, as shown in FIG. Figure 6 As shown in , the stability and reliability of the location of the spike through hole 201 are increased.

[0059] Furthermore, a spring bar installation groove 207 is provided on the top surface of the gauge baffle 2 for installation of the spring bar 4, which is preferably provided on two longitudinal sides of the top surface of the gauge baffle 2, such as Figure 6 At the same time, at least one boss shoulder 206 is provided on the side of the spring bar installation slot 207 facing away from the gauge adjustment plate 1 to limit the lateral position of the spring bar 4 after the root end is placed in the spring bar installation slot 207. This prevents the spring bar from being flattened at the edge of the spring bar installation slot 207 due to excessive force, thereby ensuring the stability of the spring bar 4 after installation.

[0060] In addition, a spring bar pre-installation groove 205 is provided on the side of the gauge baffle 2 close to the rail 6 corresponding to the pre-assembly of the spring bar 4, which is preferably two spring bar installation grooves 207. Figure 6 As shown in . During pre-assembly of the fastener system, the front ends of the two limbs of the spring clip can be placed in the spring clip pre-installation slot 205, and the rear end of the spring clip can be placed on the gauge adjustment plate 1. Later, when the fastener system is normally assembled, the spring clip can be moved forward, the rear end of the spring clip can be placed in the spring clip installation slot 207, and the front end of the spring clip can be pressed against the rail bottom of the rail 6. This arrangement can greatly simplify on-site assembly work and improve the efficiency of fastener system assembly.

[0061] Furthermore, corresponding to the combination of the gauge adjustment plate 1 and the gauge baffle 2, a notch extending longitudinally and penetrating both sides is provided at the bottom of the gauge baffle 2 near the gauge adjustment plate 1, such as Figure 6 、 7As shown in FIG, one side of the gauge adjustment plate 1 can be inserted into the notch and pressed against the sleeper 3 by the gauge stop 2, thereby reliably securing the gauge adjustment plate 1 on the sleeper 3. Obviously, a similar notch can also be provided at the bottom of the shoulder of the sleeper 3, corresponding to the gauge adjustment plate 1, so that the other side of the gauge adjustment plate 1 can be inserted into the notch on this side. In this case, the sidewalls of the notch in the shoulder are parallel to the wedge-shaped surface of the shoulder, meaning that the sidewalls of the notch and the wedge-shaped surface of the gauge adjustment plate 1 form a "double-bevel coupling structure." In this case, whether the shoulder on the sleeper 3 corresponds to the wedge-shaped shoulder of the gauge adjustment plate 1 is less important; as long as the sidewalls of the notch align with the gauge adjustment plate 1, it is sufficient. Furthermore, once the notch in the shoulder is provided to correspond to the gauge adjustment plate 1, the end notch in the gauge stop 2 can be eliminated as needed, meaning that the vertical positioning of the gauge adjustment plate 1 can be accomplished by the shoulder.

[0062] In order to achieve reliable matching between the gauge adjustment plate 1 and the gauge baffle 2, a matching unit is provided between the two, namely, a first matching portion 101 provided on the gauge adjustment plate 1 and a second matching portion 202 provided on the gauge baffle 2. The first matching portion 101 is preferably provided on the top surface of the gauge adjustment plate 1 abutting against the gauge baffle 2, and is further preferably a longitudinally extending tooth groove structure, such as Figure 4 、 5 Correspondingly, the second matching portion 202 is arranged on the inner wall surface of the notch of the gauge baffle 2, which corresponds to a tooth structure extending continuously in the longitudinal direction, as shown in FIG. Figure 7 Then, when the gauge adjustment plate 1 is inserted into the notch of the gauge baffle 2 with one side thereof, the first matching portion 101 can be correspondingly engaged and matched with the second matching portion 202 .

[0063] Obviously, the configurations of the first mating portion 101 and the second mating portion 202 can be interchanged, with the former being configured as a tooth structure and the latter as a tooth-groove structure. Furthermore, the placement of the first mating portion 101 and the second mating portion 202 can be adjusted based on actual needs. For example, the first mating portion 101 can be positioned on the sidewall of the gauge adjustment plate 1, while the second mating portion 202 can be positioned on the vertical sidewall of the notch. Alternatively, the aforementioned mating units can be simultaneously positioned between the gauge adjustment plate 1 and the shoulder of the sleeper 3, in which case they are positioned on the inner wall of the shoulder and the sidewall of the gauge adjustment plate 1, respectively. Furthermore, the specific form of the tooth structure can be optimized based on actual needs, such as trapezoidal teeth, triangular teeth, rectangular teeth, semicircular teeth, etc., with the tooth-groove structure only needing to correspond to these configurations. In the preferred embodiment, a trapezoidal tooth structure is selected because trapezoidal teeth offer greater bonding strength and stability than other tooth shapes, fully ensuring the reliability of the mating components.

[0064] By combining the gauge adjustment plate 1 and the gauge baffle 2, the first matching portion 101 and the second matching portion 202 can be matched and engaged. Figure 8 As shown in , and the combination of the fastener system is as follows Figure 3 On this basis, the lateral position of the rail 6 can be adjusted by synchronously displacing the two gauge adjustment plates 1 in the longitudinal direction. Figure 3 Taking the form in as an example, when the two gauge adjustment plates 1 move simultaneously in the upward direction as shown in the figure, the rail 6 can be adjusted to the right; conversely, when the two gauge adjustment plates 1 move simultaneously in the downward direction as shown in the figure, the rail 6 can be adjusted to the left.

[0065] However, the fit between the gauge adjustment plate 1 and the gauge stop plate 2 can obviously be achieved in other ways besides the above-mentioned methods. For example, in another preferred embodiment, the fit between the two is achieved by bolting or pinning. Specifically, a plurality of bolt holes or longitudinally extending guide slots are preferably provided at the location where the original first fitting portion 101 is provided. Accordingly, bolts or pins are provided on the gauge stop plate 2. By connecting or locking the bolt holes or guide slots at the corresponding positions, a reliable fit between the gauge adjustment plate 1 and the gauge stop plate 2 can be achieved. Obviously, bolts or pins can also be provided on the gauge adjustment plate 1, and correspondingly, a plurality of bolt holes or guide slots can be provided on the gauge stop plate 2.

[0066] Preferably, to ensure stable transmission of the longitudinal load of the rail 6, the inclination angle of the wedge-shaped surface of the gauge adjustment plate 1 (relative to the lateral direction when the fastener system is installed) is set to 45° to 80°, and this inclination angle can be further preferably set to 60° or 75°. Furthermore, to ensure rapid determination and precise control of the lateral displacement of the rail 6, a gauge indicator assembly is also provided in a preferred embodiment.

[0067] like Figures 4-8As shown in , the gauge indicator assembly includes a gauge adjustment scale plate 102 disposed on the gauge adjustment plate 1 and a gauge pointer 203 disposed on the gauge baffle 2. The gauge adjustment plate 1 is disposed in a position corresponding to the first mating portion 101 and is disposed parallel to the first mating portion 101 on the other side of the gauge baffle 2. Accordingly, the gauge pointer 203 is disposed on the top surface of the gauge baffle 2, such that after the first mating portion 101 and the second mating portion 202 are mated, the gauge pointer 203 can indicate the corresponding scale on the gauge adjustment scale plate 102. When the gauge changes, the scale aligned with the gauge pointer 203 will also change accordingly, thereby determining the lateral position of the rail 6 and adjusting the gauge of the rail 6. Obviously, the two components in the size indexing component can be interchanged according to actual needs, or the two components can be changed accordingly. For example, the gauge adjustment scale plate 102 can be set on the side wall of the gauge baffle 2, and the gauge pointer 203 can be set on the top surface of the gauge adjustment plate 1. In addition, in a preferred embodiment, an arc-shaped groove is provided at the position of the gauge baffle 2 corresponding to the matching gauge adjustment scale plate 102, such as Figure 6 As shown in , such a setting can effectively improve the accuracy of judging the track gauge position change. Even if the track gauge changes a little, the track gauge change range can be quickly judged by the displacement of the track gauge adjustment scale plate 102 relative to the middle of the arc groove.

[0068] Furthermore, the elastic pad 8 is arranged below the rail bottom between the two gauge baffles 2, and a plurality of rail pads are preferably arranged above the elastic pad 8. By setting and replacing the rail pads, the height of the rail 6 can be adjusted. In a preferred embodiment, the elastic pad 8 is as follows: Figure 9 The plate-like structure shown in FIG is preferably longer than the lateral width of the rail base. Accordingly, first limiting grooves 801 are provided on either side of the elastic pad 8. The lateral distance between the bottoms of the two first limiting grooves 801 is no greater than the lateral width of the rail base. These grooves are used to engage the ends of the gauge plate 2 on either side of the elastic pad 8, thereby limiting the longitudinal position of the gauge plate 2.

[0069] Furthermore, a second limiting groove 802 of a certain depth is further opened laterally in the middle of the bottom surface of the first limiting groove 801. Figure 9As shown in , it is combined with the first limiting groove 801 to form a stepped groove structure at both ends of the elastic pad 8. Correspondingly, an anti-overturning bottom plate 204 of a certain size is provided on the side of the gauge baffle 2 facing the rail 6, corresponding to the second limiting groove 802. When the gauge baffle 2, rail 6, and elastic pad 8 are combined, it extends below the bottom of the rail 6 and is correspondingly embedded in the second limiting groove 802, further achieving longitudinal limitation of the gauge baffle 2 and the elastic pad 8. At the same time, the thickness of the anti-overturning bottom plate 204 is less than that of the elastic pad 8, so that within the normal operating range of the elastic pad 8, the bottom of the rail 6 will abut the top surface of the anti-overturning bottom plate 204.

[0070] The placement of the anti-overturning base plate 204 at the bottom of the rail 6 effectively supplements the rigidity of the bottom of the rail 6, preventing the rail 6 from overturning. For example, when the rail 6 flips to one side of the track, the elastic pad 8 on that side is significantly squeezed. Once this pressure exceeds a certain range, the rail vehicle is prone to overturning. After the anti-overturning base plate 204 is installed, once the rail 6 flips to one side beyond a certain range, the bottom of the rail 6 begins to abut the anti-overturning base plate 204. Based on the anti-overturning base plate 204 being a rigid plate, it can effectively prevent the rail 6 from further flipping, thereby preventing the rail from overturning.

[0071] In addition, a rail height adjustment plate is provided between the elastic pad 8 and the bottom of the rail 6 to adjust the height of the rail 6. Accordingly, a height adjustment plate can also be provided between the elastic pad 8 and the sleeper 3 to further adjust the height of the rail 6 to meet different rail height adjustment requirements.

[0072] Furthermore, corresponding to the fixation of the fastener system, a combination of bolt spikes 5 and embedded sleeves 7 is also provided. The embedded sleeves 7 are preferably embedded in the roadbed, or preferably half embedded in the sleepers 3 and half embedded in the cast-in-place concrete roadbed, so that the bolt spikes 5 can pass through the spring bars 4, the gauge plate 2, and the sleepers 3 in sequence and then match the embedded sleeves 7. Preferably, as Figure 10 As shown in the figure, in order to achieve a stable setting of the embedded sleeve 7, the embedded sleeve 7 in the preferred embodiment is provided with an anti-loosening thread 701 for reliably matching with the bolt spike 5; and an arc groove 702 is provided on the outer circumference of the embedded sleeve 7 to increase the contact area between its outer wall and the concrete, thereby improving the pull-out resistance of the embedded sleeve 7 and the fastener system.

[0073] The tram fastener system in the present invention has a simple structure, is easy to set up and adjust, and has low maintenance difficulty. It can effectively realize the rapid adjustment of the lateral position of the rail through the combination of the gauge adjustment plate, the gauge baffle, and the sleeper, ensuring the stability of the rail after setting and the flexibility of adjustment; and through the combination of the anti-overturning base plate and the elastic pad, it effectively realizes the longitudinal limitation of the gauge baffle and the elastic pad while avoiding the overturning of the rail, ensuring the safety and stability of the track system setting. The tram fastener system in the present invention is particularly suitable for the laying of tram track systems, simplifies the structural component composition of the fastener system and the setting and adjustment process of the fastener system, ensures the stability of the fastener system setting, reduces the workload of the fastener system setting and maintenance, reduces the setting cost of the fastener system, and has good application prospects and promotion value. In addition, it should be understood that although the fastener system in the present invention is particularly suitable for tram rail transportation systems, according to actual needs, combined with the simple deformation and combination of relevant components, it can also be applied to other rail transportation systems, such as subways, large railways, etc.

[0074] It will be easily understood by those skilled in the art that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A tram fastening system comprising a sleeper and an elastic pad, characterized in that: It also includes gauge adjustment components arranged on both sides of the rail; The two transverse ends of the sleeper are respectively provided with wedge-shaped shoulders, and the wedge-shaped walls of the two wedge-shaped shoulders are arranged opposite to each other and parallel to each other; the elastic pad is arranged between the two gauge adjustment components on the sleeper; The track gauge adjustment assembly includes a track gauge adjustment plate and a track gauge baffle; the track gauge adjustment plate is a wedge-shaped plate structure, the wedge-shaped surface of which abuts against the wedge-shaped wall surface of the wedge-shaped baffle shoulder, and a first matching portion is provided on the side of the track gauge adjustment plate away from the wedge-shaped surface; accordingly, One side of the track gauge baffle matches the rail bottom and the end of the elastic pad at the same time, and the other side thereof abuts and matches the track gauge adjustment plate, and a second matching portion is provided on the side that matches the track gauge adjustment plate, so that the two matching portions can match and lock with each other after the track gauge adjustment plate and the track gauge baffle abut and match; the track gauge baffle is provided with a notch extending in the longitudinal direction on the side that matches the track gauge adjustment plate, and one side of the track gauge adjustment plate can be embedded in the notch and abut against the side wall surface of the notch; the first matching portion is provided on the top surface or side wall surface of one end of the notch of the track gauge adjustment plate, and the second matching portion is provided on the inner wall surface of the notch, and one of the two matching portions is provided as a tooth groove structure extending continuously in the longitudinal direction, and the other matching portion thereof is provided as a tooth structure extending continuously in the longitudinal direction; The transverse length of the elastic pad is greater than the transverse width of the rail bottom, and first limiting grooves are respectively provided on both transverse sides of the elastic pad; the longitudinal length of the first limiting groove is not less than the longitudinal length of the track gauge baffle, so that the side of the track gauge baffle abutting the rail bottom can be embedded in the first limiting groove; and The elastic pad is provided with a second limiting groove at each end thereof extending in the transverse direction; correspondingly, an anti-overturning bottom plate extending in the transverse direction is provided at the bottom of the gauge baffle on the side where the gauge baffle abuts the rail bottom, the thickness of the anti-overturning bottom plate being smaller than that of the elastic pad and being able to be embedded in the second limiting groove when the gauge baffle abuts the rail bottom; An embedding notch is provided on the side of the shoulder abutting against the gauge adjustment plate for embedding the gauge adjustment plate away from the gauge baffle, and the wedge surface of the gauge adjustment plate abuts against the inner wall surface of the embedding notch.

2. The tram fastening system according to claim 1, wherein: The tooth cross section of the tooth structure is trapezoidal, triangular, rectangular or semicircular.

3. The tram fastening system according to claim 1, wherein: A track gauge indication component is also provided; The gauge indication assembly includes a gauge adjustment scale plate corresponding to one of the mating parts and a gauge pointer corresponding to the other mating part, and the gauge pointer can indicate the corresponding position on the gauge adjustment scale plate after the two mating parts are matched with each other.

4. The tram fastening system according to claim 1, wherein: A mating unit is provided between the wedge surface and the wedge wall surface, which includes a third mating portion provided on the wedge surface and a fourth mating portion provided on the wedge wall surface. The third mating portion and the fourth mating portion can be mated and locked with each other after the wedge surface and the wedge wall surface abut against each other.

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