Rail brace and method of rail bracing against lateral impact forces

Abstract

The application discloses a rail support resisting lateral impact force and a rail support method, relates to the field of rail transit technology, and comprises a bottom plate, a back plate fixedly connected to the top of the bottom plate, and an auxiliary support assembly arranged on one side of the back plate. The auxiliary support assembly comprises a placing box connected to the bottom plate through bolts, a first trapezoidal block slidingly connected to the inside of the placing box, a second trapezoidal block slidingly connected to one end of the first trapezoidal block, and a third trapezoidal block fixedly connected to one side of the second trapezoidal block and matched with one end of the first trapezoidal block. The auxiliary support assembly can compensate for the deformation of the back plate when the back plate is slightly deformed, the auxiliary plate moves forward, the support on the rail is ensured to a certain extent, the material of the back plate can restore to the initial position after the train leaves, the service life of the back plate is prolonged, and the influence on the train operation is avoided.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a rail brace and rail bracing method for resisting lateral impact forces. Background Technology

[0002] Due to terrain constraints, some existing railway lines in my country feature curves with varying radii. When a train travels along a curve, centrifugal force is generated, causing the wheels to press against the outer rail. The magnitude of this pressure depends on the curve radius, train speed, and weight. To prevent changes in track gauge caused by wheel pressure, rail braces are track reinforcement components designed for heavy-load rail equipment. By installing rail braces at intervals, the lateral stiffness of the track is increased.

[0003] When a train turns on a curved track, the inertia of the train's attempt to maintain straight-line motion is countered by the curve, which forces the train to change direction. This generates a greater lateral force than on a straight track, especially on sharper curves. This causes the rail braces on the curved track to deform more easily. When existing rail braces on curves deform to a large extent and cannot return to their initial state, they can only be replaced by staff during inspection and maintenance. If the deformed rail braces are not replaced in time, it will cause the train to sway and vibrate during operation, reducing the comfort of the train and potentially increasing the risk of derailment or other operational accidents. Summary of the Invention

[0004] To address the technical problems mentioned in the background section, this invention provides a rail brace that resists lateral impact forces. Its advantages are: by incorporating an auxiliary support component, when the back plate undergoes minor deformation, the auxiliary plate moves forward to compensate for this deformation, ensuring a certain degree of support for the track and preventing larger deformations of the back plate. Furthermore, by moving the auxiliary plate forward to compensate for this deformation, it ensures a certain degree of support for the track, preventing the back plate from becoming unrecoverable due to larger deformations, thus reducing the risk of train accidents and impacting train operation.

[0005] To achieve the above objectives, the present invention specifically adopts the following technical solution:

[0006] A rail brace for resisting lateral impact includes a base plate, a back plate fixedly connected to the top of the base plate, and an auxiliary support assembly on one side of the back plate.

[0007] The auxiliary support assembly includes a placement box, which is connected to the base plate by bolts. A first trapezoidal block is slidably connected inside the placement box. A second trapezoidal block is slidably connected to one end of the first trapezoidal block. One end of the first trapezoidal block matches one end of the second trapezoidal block. A third trapezoidal block is fixedly connected to one side of the second trapezoidal block. The third trapezoidal block is slidably connected to the placement box. A fourth trapezoidal block is slidably connected inside the base plate. One end of the fourth trapezoidal block matches one end of the third trapezoidal block. A push rod and an L-shaped rod are fixedly connected to one end of the first trapezoidal block and the fourth trapezoidal block, respectively. Two elastic blocks are provided on the side of the fourth trapezoidal block near the L-shaped rod.

[0008] Through the above technical solutions: when the back plate undergoes minor deformation, the auxiliary support component can move forward to compensate for this deformation, ensuring that it maintains support for the track to a certain extent. When the back plate undergoes minor deformation, the elasticity of the back plate material can restore it to its initial position after the train leaves, preventing the back plate from undergoing larger deformation. By moving forward to compensate for this deformation, it ensures that it maintains support for the track to a certain extent, preventing the back plate from failing to recover when it undergoes larger deformation, which could affect train operation and reduce the risk of train accidents.

[0009] The invention is further configured such that a drive rod is fixedly connected to one end of the back plate, an auxiliary plate is slidably connected to the top of the bottom plate, the push rod and the drive rod are connected by bolts, one end of the L-shaped rod extends through to the outside of the placement box and is connected to a moving rod by bolts, and a sliding groove is provided on the top of the bottom plate, with the moving rod slidably connected to the sliding groove.

[0010] The above technical solution involves connecting the push rod and drive rod with bolts during installation, and connecting the moving rod and L-shaped rod with bolts.

[0011] The invention is further configured such that the back plate and the auxiliary plate are staggered, and each of the back plate and the auxiliary plate has a positioning stop on one side, and each of the two positioning stops has a polyurethane buffer pad inside.

[0012] The above technical solutions achieve the following: polyurethane buffer pads disperse and buffer lateral impacts, reduce the loosening of track fasteners, and positioning stops prevent the polyurethane buffer pads from shifting during long-term use.

[0013] The invention is further configured such that the top of the base plate is provided with two ribs, one of which is fixedly connected to the back plate, the two ends of the other rib are fixedly connected to the auxiliary plate and the moving rod respectively, and the other rib is slidably connected to the base plate.

[0014] Through the above technical solutions, the ribs effectively transmit and disperse lateral forces and moments.

[0015] The present invention is further configured such that a stop block is provided on one side of the auxiliary plate, and the stop block is fixedly connected to the base plate.

[0016] Through the above technical solution, the stop block can limit the auxiliary plate, so that the auxiliary plate can only move forward and cannot move backward.

[0017] The invention is further configured such that a threaded hole is provided at the end of the base plate away from the back plate, and a screw is threadedly connected to both threaded holes.

[0018] The above technical solution uses threaded holes and screws to fix the back plate.

[0019] The invention is further configured such that a nut is fixedly connected to the top of each of the two screws, and a clamping component is provided inside each of the two nuts.

[0020] The above technical solution uses a nut to rotate a screw, thus fixing the rail brace.

[0021] The invention is further configured such that the clamping assembly comprises two sets, each set of clamping assemblies comprising a driving component and a clamping component. The driving component comprises a push block. Each nut has two cavities inside. The number of push blocks is set to two, and the two push blocks are slidably connected to the corresponding cavities. A movable block is fixedly connected to one side of each of the two push blocks facing each other. A sliding groove is provided inside each of the two cavities, and a driving block is slidably connected inside the sliding groove. One end of each of the two movable blocks matches the top end of the corresponding driving block. A spring block is provided below each of the two driving blocks, and the two spring blocks match the bottom end of the corresponding driving block. A slide rail is provided inside each of the two cavities, and the two spring blocks are slidably connected to the corresponding slide rail. A spring is fixedly connected to one side of each of the two spring blocks facing each other.

[0022] The above technical solution works as follows: During installation, press down on the buttons on both sides. Pressing down on the buttons causes the moving block to move inward. When the moving block moves inward, it squeezes the trapezoidal block. Because the trapezoidal block slides inside the slide groove, when the moving block squeezes the trapezoidal block, the trapezoidal block can only slide downward inside the slide groove. When the trapezoidal block slides downward, it squeezes the rebound block on one side. The rebound block moves outward inside the slide rail and squeezes the spring, causing the fixing rod to drive the anti-loosening plate to not contact the screw. At this time, tighten the nut and screw to install.

[0023] The invention is further configured such that the clamping component includes two fixing rods, the top ends of the two fixing rods extend through holes into the cavity and are fixedly connected to the corresponding spring blocks, the ends of the two springs away from the spring blocks are fixedly connected to the inner walls of the corresponding cavities, the bottom ends of the two cavities of the nut are both provided with sliding grooves, the two fixing rods are slidably connected to the corresponding sliding grooves respectively, and the opposing ends of the two fixing rods are fixedly connected to clamping anti-loosening plates, the two clamping anti-loosening plates are respectively located inside the thread grooves of the corresponding screws.

[0024] Through the above technical solution: after installation, the button is released, the spring rebounds, and the anti-loosening plate contacts the screw again, reducing the loosening of the screw during vibration and increasing the stability of the connection between the base plate and the wooden sleeper.

[0025] The present invention further discloses a method for installing a rail brace to resist lateral impact forces, comprising the following steps:

[0026] S1: During installation, use a level to locate the position of the rail brace and ensure that the position and height of the rail brace are in accordance with the requirements and specifications of the rail. Then place the base plate on top of the wooden sleeper so that the back plate is tightly attached to the rail.

[0027] S2: When the back plate is pressed against the track, there are two threaded holes pre-drilled on the base plate. Screw the two screws into the base plate to connect the base plate with the wooden sleeper. When screwing the two screws into the base plate, press the buttons on both sides to prevent the anti-loosening plates from contacting the screws. After screwing, release the buttons to press the anti-loosening plates against the screws to prevent loosening.

[0028] S3: After installation, check the tightness of the rail braces to ensure their stability and performance, and use a level to check the horizontality and verticality of the rail braces again to ensure that they are completely horizontal and vertical and provide support.

[0029] S4: When the back plate undergoes slight deformation, the push rod and L-shaped rod drive the auxiliary plate forward to provide auxiliary support for the track.

[0030] The beneficial effects of this invention are as follows:

[0031] 1. This invention, through the setting of auxiliary support components, allows the auxiliary plate to move forward to compensate for minor deformation of the back plate, ensuring a certain degree of support for the track. Specifically, when the back plate is subjected to lateral forces during train operation, it will produce minor deformation. When the back plate deforms, it drives the drive rod to move, which in turn drives the push rod to move. The push rod then drives the first trapezoidal block to move forward, causing the fourth trapezoidal block to drive the L-shaped rod to push the moving rod forward, which in turn drives a rib plate to move forward, thus moving the auxiliary plate forward to provide auxiliary support for the track. When the back plate undergoes minor deformation, the elasticity of the back plate material allows it to return to its initial position after the train leaves, preventing larger deformations. By using the auxiliary plate to compensate for this deformation, it ensures a certain degree of support for the track, preventing the back plate from becoming unable to recover when it undergoes larger deformations, which could affect train operation and reduce the risk of train accidents.

[0032] 2. This invention effectively prevents the screw from loosening by setting up a clamping component. Specifically, during installation, pressing down on the buttons on both sides causes the moving block to move inward. As the moving block moves inward, it presses against the trapezoidal block. Because the trapezoidal block slides inside the slide groove, it can only slide downward within the slide groove when the moving block presses against it. As the trapezoidal block slides downward, it presses against the rebound block on one side. The rebound block moves outward inside the slide rail and presses against the spring, preventing the fixed rod from contacting the clamping anti-loosening plate with the screw. After installation, releasing the buttons causes the spring to rebound, allowing the clamping anti-loosening plate to contact the screw again. This reduces the likelihood of the screw loosening during vibration, increases the stability of the connection between the base plate and the wooden sleeper, and thus improves the smoothness of the train's operation. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of the overall structure of a rail brace for resisting lateral impact force proposed in this invention.

[0034] Figure 2 This is a schematic diagram of the connection structure between the back plate and auxiliary plate of a rail brace that resists lateral impact force, as proposed in this invention.

[0035] Figure 3 This is a schematic diagram of the placement box and drive rod connection structure of a rail support that resists lateral impact force according to the present invention.

[0036] Figure 4 This is a plan view of the overall structure of a rail brace for resisting lateral impact force proposed in this invention;

[0037] Figure 5 This is a schematic diagram of the internal structure of a rail support placement box for resisting lateral impact force, as proposed in this invention.

[0038] Figure 6 This is a schematic diagram of the internal structure of the nut of a rail brace that resists lateral impact force, as proposed in this invention.

[0039] Figure 7 This is a cross-sectional view of a nut and screw that resist lateral impact force according to the present invention;

[0040] Figure 8 This is a schematic diagram of a trapezoidal block and a rebound block connection structure for resisting lateral impact force, as proposed in this invention.

[0041] In the diagram: 1. Base plate; 2. Back plate; 3. Rib plate; 4. Auxiliary plate; 5. Moving rod; 6. Placement box; 7. Drive rod; 8. Push rod; 9. Polyurethane buffer pad; 10. Positioning stop; 11. First trapezoidal block; 12. Second trapezoidal block; 13. Third trapezoidal block; 14. Nut; 15. Screw; 16. Press block; 17. Moving block; 18. Drive block; 19. Rebound block; 20. Spring; 21. Fixing rod; 22. Pressing anti-loosening plate; 23. Fourth trapezoidal block; 24. Elastic block; 25. L-shaped rod. Detailed Implementation

[0042] The technical solution of this patent will be further described in detail below with reference to specific embodiments.

[0043] The embodiments of this patent are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this patent, and should not be construed as limiting this patent.

[0044] Reference Figures 1-8 A rail brace for resisting lateral impact includes a base plate 1, a back plate 2 fixedly connected to the top of the base plate 1, and an auxiliary support assembly on one side of the back plate 2.

[0045] The auxiliary support assembly includes a placement box 6, which is connected to the base plate 1 by bolts. A first trapezoidal block 11 is slidably connected inside the placement box 6. A second trapezoidal block 12 is slidably connected to one end of the first trapezoidal block 11. One end of the first trapezoidal block 11 matches one end of the second trapezoidal block 12. A third trapezoidal block 13 is fixedly connected to one side of the second trapezoidal block 12. The third trapezoidal block 13 is slidably connected to the placement box 6. A fourth trapezoidal block 23 is slidably connected inside the base plate 1. One end of the fourth trapezoidal block 23 matches one end of the third trapezoidal block 13. A push rod 8 and an L-shaped rod 25 are fixedly connected to one end of the first trapezoidal block 11 and the fourth trapezoidal block 23, respectively. Two elastic blocks 24 are provided on the side of the fourth trapezoidal block 23 near the L-shaped rod 25.

[0046] By setting up auxiliary support components, when the back plate 2 undergoes slight deformation, the auxiliary plate 4 can move forward to compensate for this deformation, ensuring that the track is supported to a certain extent. Specifically, when the train passes over a curved track, the back plate 2 is subjected to the lateral force of the train's operation, resulting in slight deformation. When the back plate 2 deforms (displaces outward by 2-5mm), it drives the drive rod 7 to move. When the drive rod 7 moves, it drives the push rod 8 to move. When the push rod 8 moves, it drives the first trapezoidal block 11 to move forward, causing the fourth trapezoidal block 23 to drive the L-shaped rod 25 to push the moving rod 5 forward. The forward movement of the back plate 2 causes a rib 3 to move forward, which in turn moves the auxiliary plate 4 forward to provide auxiliary support for the track. When the back plate 2 undergoes a small deformation (2-5mm), the elasticity of the material of the back plate 2 allows it to return to its initial position after the train leaves. Therefore, the auxiliary plate 4 provides auxiliary support for the track, which can prevent the back plate 2 from undergoing larger deformations. When the back plate 2 undergoes a small deformation, the auxiliary plate 4 moves forward to compensate for this deformation, ensuring that it maintains support for the track to a certain extent and preventing the back plate 2 from failing to recover when it undergoes larger deformations, which would affect the operation of the train.

[0047] Reference Figures 1-5 A drive rod 7 is fixedly connected to one end of the back plate 2, and an auxiliary plate 4 is slidably connected to the top of the bottom plate 1. The push rod 8 is connected to the drive rod 7 by bolts. One end of the L-shaped rod 25 extends through to the outside of the placement box 6 and is connected to a moving rod 5 by bolts. A sliding groove is provided on the top of the bottom plate 1, and the moving rod 5 is slidably connected to the sliding groove. The back plate 2 and the auxiliary plate 4 are staggered. A positioning stop 10 is provided on one side of both the back plate 2 and the auxiliary plate 4. A polyurethane buffer pad 9 is provided inside both positioning stops 10.

[0048] The polyurethane buffer pad 9 disperses and buffers lateral impacts, slows down the loosening of track fasteners, and the positioning stop 10 prevents the polyurethane buffer pad 9 from shifting during long-term use.

[0049] Reference Figures 1-5 The top of the base plate 1 is provided with two ribs 3. One rib 3 is fixedly connected to the back plate 2, and the two ends of the other rib 3 are fixedly connected to the auxiliary plate 4 and the moving rod 5 respectively. The other rib 3 is slidably connected to the base plate 1. A stop is provided on one side of the auxiliary plate 4, and the stop is fixedly connected to the base plate 1.

[0050] The ribs 3 effectively transmit and disperse lateral forces and moments.

[0051] By setting the stop block, the auxiliary plate 4 can be limited so that it can only move forward and not backward.

[0052] Reference Figures 6-8The bottom plate 1 has threaded holes at one end away from the back plate 2. Two threaded holes are threaded with screws 15, and nuts 14 are fixedly connected to the tops of the two screws 15. Each nut 14 has a clamping assembly inside, consisting of two sets. Each clamping assembly includes a driving component and a clamping component. The driving component includes a push block 16. Each nut 14 has two cavities inside. Two push blocks 16 are slidably connected to the corresponding cavities. Moving blocks 17 are fixedly connected to the opposite side of each push block 16. Sliding grooves are formed inside each cavity, and driving blocks 18 are slidably connected inside the grooves. One end of each moving block 17 matches the top of the corresponding driving block 18. Spring blocks 19 are located below each driving block 18. Each spring block 19 is matched with the bottom end of the corresponding drive block 18. A slide rail is provided inside each of the two cavities. The two spring blocks 19 are slidably connected to the corresponding slide rails. A spring 20 is fixedly connected to the opposite side of each of the two spring blocks 19. The clamping component includes a fixing rod 21. There are two fixing rods 21. The top holes of the two fixing rods 21 extend into the cavity and are fixedly connected to the corresponding spring blocks 19. The ends of the two springs 20 away from the spring blocks 19 are fixedly connected to the inner wall of the corresponding cavity. The bottom ends of the two cavities of the nut 14 are connected to a slide groove. The two fixing rods 21 are slidably connected to the corresponding slide grooves. A clamping anti-loosening plate 22 is fixedly connected to the opposite end of each of the two fixing rods 21. The two clamping anti-loosening plates 22 are located inside the thread groove of the corresponding screw 15.

[0053] By setting up the clamping assembly, the screw 15 can be effectively prevented from loosening. Specifically, during installation, press down on the buttons 16 on both sides. When the buttons 16 are pressed down, the moving block 17 moves inward. When the moving block 17 moves inward, it squeezes the drive block 18. Because the drive block 18 slides inside the slide groove, when the moving block 17 squeezes the drive block 18, the drive block 18 can only slide downward in the slide groove. When the drive block 18 slides downward, it squeezes the rebound block 19 on one side. The rebound block 19 moves outward inside the slide rail and squeezes the spring 20, so that the fixing rod 21 drives the clamping anti-loosening plate 22 to not contact the screw 15. After installation, release the buttons 16, the spring 20 rebounds, and the clamping anti-loosening plate 22 contacts the screw 15 again, reducing the loosening of the screw 15 during vibration and increasing the stability of the connection between the base plate 1 and the wooden sleeper.

[0054] Reference Figures 1-8 The present invention also discloses a method for installing a rail brace that resists lateral impact forces, comprising the following steps:

[0055] S1: During installation, use a level to find the position of the rail brace and ensure that the position and height of the rail brace are in accordance with the requirements and specifications of the rail. Then place the base plate 1 on top of the wooden sleeper and make the back plate 2 fit tightly against the rail.

[0056] S2: When the back plate 2 is pressed against the track, two threaded holes are pre-drilled on the bottom plate 1. The two screws 15 are screwed into the bottom plate 1 to connect the bottom plate 1 with the wooden sleeper. When the two screws 15 are screwed into the bottom plate 1, press the buttons 16 on both sides to prevent the anti-loosening plates 22 from contacting the screws 15. After screwing in, release the buttons 16 so that the anti-loosening plates 22 press the screws 15 to prevent loosening.

[0057] S3: After installation, check the tightness of the rail braces to ensure their stability and performance, and use a level to check the horizontality and verticality of the rail braces again to ensure that they are completely horizontal and vertical and provide support.

[0058] S4: When the back plate 2 undergoes slight deformation, the push rod 8 and the L-shaped rod 25 drive the auxiliary plate 4 to move forward, providing auxiliary support for the track.

[0059] Working principle: In use, first place the base plate 1 on top of the wooden sleeper, so that the back plate 2 is tightly attached to the track. Then press the button 16 on the nut 14. When the button 16 is pressed, the moving block 17 moves inward. When the moving block 17 moves inward, it presses the drive block 18. Because the drive block 18 slides inside the slide groove, when the moving block 17 presses the drive block 18, the drive block 18 can only slide downward in the slide groove. When the drive block 18 slides downward, it presses the spring block 19 on one side. The spring block 19 moves outward inside the slide rail and presses the spring 20, causing the fixing rod 21 to be pressed tightly. The anti-loosening plate 22 does not contact the screw 15. After installation, the button 16 is released, and the spring 20 rebounds, causing the anti-loosening plate 22 to contact the screw 15 again, reducing the possibility of the screw 15 loosening during vibration. Then, the placement box 6 is bolted onto the base plate 1, and the push rod 8 and drive rod 7 are installed, connecting the L-shaped rod 25 to the moving rod 5. When the train passes over a curved track, the back plate 2 is subjected to lateral force during train operation, resulting in a small deformation. When the back plate 2 deforms (displaces outward by 2-5mm), it drives the drive rod 7 to move. When the push rod 8 moves, it causes the first trapezoidal block 11 to move forward. Because the inclination angle between one end of the first trapezoidal block 11 and the second trapezoidal block 12 is small, the second trapezoidal block 12 will move a large distance to the right when the first trapezoidal block 11 moves forward. The movement of the second trapezoidal block 12 to the right causes the third trapezoidal block 13 to move to the right. Because the inclination angle between one end of the third trapezoidal block 13 and the fourth trapezoidal block 23 is large, the movement of the third trapezoidal block 13 to the right again causes the fourth trapezoidal block 23 to move a large distance. The fourth trapezoidal block 23 then drives the L-shaped rod 25. Pushing the moving rod 5 forward moves a rib plate 3 forward, causing the auxiliary plate 4 to move forward and provide auxiliary support for the track. When the back plate 2 undergoes a small deformation (2-5mm), the elasticity of the material of the back plate 2 allows it to return to its initial position after the train leaves. Therefore, the auxiliary plate 4 provides auxiliary support for the track, which can prevent the back plate 2 from undergoing larger deformations. When the back plate 2 undergoes a small deformation, the auxiliary plate 4 moves forward to compensate for this deformation, ensuring that it maintains support for the track to a certain extent and preventing the back plate 2 from failing to recover when it undergoes larger deformations, which would affect the train operation.

[0060] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A rail brace for resisting lateral impact forces, characterized in that, include: A base plate (1) is fixedly connected to a back plate (2) on its top, and an auxiliary support assembly is provided on one side of the back plate (2). The auxiliary support assembly includes a placement box (6), which is connected to the base plate (1) by bolts. A first trapezoidal block (11) is slidably connected inside the placement box (6). A second trapezoidal block (12) is slidably connected to one end of the first trapezoidal block (11) and the second trapezoidal block (12) are matched. A third trapezoidal block (13) is fixedly connected to one side of the second trapezoidal block (12). The third trapezoidal block (13) is slidably connected to the placement box (6). A fourth trapezoidal block (23) is slidably connected inside the base plate (1). One end of the fourth trapezoidal block (23) is matched with the third trapezoidal block (13). A push rod (8) and an L-shaped rod (25) are fixedly connected to one end of the first trapezoidal block (11) and the fourth trapezoidal block (23), respectively. Two elastic blocks (24) are provided on the side of the fourth trapezoidal block (23) near the L-shaped rod (25). One end of the back plate (2) is fixedly connected to a drive rod (7), and the top of the base plate (1) is slidably connected to an auxiliary plate (4). The push rod (8) is connected to the drive rod (7) by bolts. One end of the L-shaped rod (25) extends through to the outside of the placement box (6) and is connected to a moving rod (5) by bolts. The top of the base plate (1) is provided with a sliding groove, and the moving rod (5) is slidably connected to the sliding groove.

2. The rail brace for resisting lateral impact force according to claim 1, characterized in that, The back plate (2) and the auxiliary plate (4) are staggered. Each of the back plate (2) and the auxiliary plate (4) is provided with a positioning stop (10) on one side. Both positioning stops (10) are provided with polyurethane buffer pads (9).

3. The rail brace for resisting lateral impact force according to claim 1, characterized in that, The top of the base plate (1) is provided with two ribs (3), one of which is fixedly connected to the back plate (2), and the two ends of the other rib (3) are fixedly connected to the auxiliary plate (4) and the moving rod (5) respectively, and the other rib (3) is slidably connected to the base plate (1).

4. A rail brace for resisting lateral impact force according to claim 3, characterized in that, The auxiliary plate (4) has a stop block on one side, and the stop block is fixedly connected to the base plate (1).

5. A rail brace for resisting lateral impact force according to claim 1, characterized in that, The bottom plate (1) has a threaded hole at one end away from the back plate (2), and both threaded holes are threaded with screws (15).

6. A rail brace for resisting lateral impact force according to claim 5, characterized in that, The tops of the two screws (15) are fixedly connected with nuts (14), and the inside of the two nuts (14) is provided with a clamping component.

7. A rail brace for resisting lateral impact force according to claim 6, characterized in that, The clamping assembly includes two sets, each set of the clamping assembly includes a driving component and a clamping component. The driving component includes a push block (16). Each nut (14) has two cavities inside. The number of push blocks (16) is set to two. The two push blocks (16) are slidably connected to the cavities respectively. The opposing sides of the two push blocks (16) are fixedly connected to a moving block (17). The two cavities are provided with a sliding groove. The sliding groove is slidably connected to a driving block (18). One end of the two moving blocks (17) is matched with the top end of the corresponding driving block (18). The two driving blocks (18) are provided with a spring block (19) below them. The two spring blocks (19) are matched with the bottom end of the corresponding driving block (18) respectively. The two cavities are provided with a slide rail. The two spring blocks (19) are slidably connected to the corresponding slide rail respectively. The opposing sides of the two spring blocks (19) are fixedly connected to a spring (20).

8. A rail brace for resisting lateral impact force according to claim 7, characterized in that, The clamping component includes a fixing rod (21), and the number of fixing rods (21) is set to two. The top holes of the two fixing rods (21) extend into the cavity and are fixedly connected to the corresponding spring block (19). The ends of the two springs (20) away from the spring block (19) are fixedly connected to the inner wall of the corresponding cavity. The bottom ends of the two cavities of the nut (14) are connected to the sliding grooves. The two fixing rods (21) are slidably connected to the corresponding sliding grooves respectively. The opposite ends of the two fixing rods (21) are fixedly connected to the clamping anti-loosening plates (22). The two clamping anti-loosening plates (22) are located inside the thread grooves of the corresponding screw (15).

9. A method for installing a rail brace to resist lateral impact, comprising the rail brace to resist lateral impact as described in any one of claims 1-8, characterized in that, Includes the following steps: S1: During installation, use a level to find the position of the rail bracing and ensure that the position and height of the rail bracing are in accordance with the requirements and specifications of the rail. Then place the base plate (1) on top of the wooden sleeper and make the back plate (2) fit tightly against the rail. S2: When the back plate (2) is pressed against the track, two threaded holes are pre-drilled on the bottom plate (1). The two screws (15) are screwed into the bottom plate (1) to connect the bottom plate (1) with the wooden sleeper. When the two screws (15) are screwed into the bottom plate (1), the push blocks (16) on both sides are pressed to prevent the anti-loosening plate (22) from contacting the screws (15). After screwing in, the push blocks (16) are released to press the anti-loosening plate (22) against the screws (15) to prevent loosening. S3: After installation, check the tightness of the rail braces to ensure their stability and performance, and use a level to check the horizontality and verticality of the rail braces again to ensure that they are completely horizontal and vertical and provide support. S4: When the back plate (2) undergoes slight deformation, the push rod (8) and the L-shaped rod (25) drive the auxiliary plate (4) to move forward to provide auxiliary support for the track.

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