Self-adaptive metro track anti-falling device and operation method

Abstract

The invention discloses a self-adaptive metro track anti-falling device and an operation method, the self-adaptive metro track anti-falling device comprises a base used for placing a steel rail and further comprises an anti-falling mechanism, the anti-falling mechanism is composed of anti-falling assemblies arranged on the two sides of the steel rail and used for fixing the steel rail, and each anti-falling assembly comprises a clamping moving frame and an inner anti-falling block; an anti-disengaging hole is formed in the side, close to the steel rail, of each inner anti-disengaging block, an anti-disengaging piece is arranged in each anti-disengaging hole, one end of each anti-disengaging piece is an elastic piece, the other end of each anti-disengaging piece is a contact piece, and the multiple contact pieces located on the two sides of the steel rail make close contact with the steel rail along the outer wall of the steel rail when pressed. The steel rail anti-falling device can be suitable for steel rails of different specifications, meanwhile, the problem that limiting and anti-falling operation of different types of steel rails is inconvenient is solved, the operation process is simplified, the phenomenon that the steel rails turn over and fall off is prevented, and the steel rail anti-falling device can meet the operation requirements of different machining scenes of the steel rails.

Description

Technical Field

[0001] The present invention relates to the technical field of subway track equipment, and in particular to an adaptive subway track anti-slip device and an operating method. Background Art

[0002] Rails are the main components of railways and subway tracks. Their function is to guide the wheels of locomotives and vehicles forward, bear the huge pressure of the wheels, and transmit it to the sleepers. Rails must provide a continuous, smooth and least resistant rolling surface for the wheels. At present, the standard lengths of rails are 12.5m and 25.0m. Extra heavy and heavy rails use 25.0m standard length rails, and other types of tracks can use 12.5m25.0m standard length rails. There are three types of curved shortened rails that are 40, 80, and 120mm shorter than the 12.5m standard rail, and three types that are 40, 80, and 160mm shorter than the 25.0m standard rail. Therefore, rails are often operated in non-operational scenarios (such as rail welding, grinding, etc.). In this scenario, the rails need to be limited and prevented from falling off (preventing the rails from flipping and falling off). When welding long rails, the rail ends are aligned for welding. The long rails are not fixed during the welding process. As long as the rails are not fallen off, there are two main types of rail fixing devices. The first type is fixed by welding, and the other type is fixed by bolts. The fixing clip is firmly fixed to the base plate or the bottom of the rail by welding; the main disadvantage of the welding method is that a supplementary component must be prepared and welded to a plane or flat plate, which increases the price of the fixing device; on the other hand, the device relies on the personal ability of the welder and the dexterous and skilled welding technology; the last disadvantage is that this device must have additional components. On the other hand, when galvanized parts are used in special circumstances, the discharge of different liquids must be prepared to ensure the galvanizing process. A Chinese patent discloses an anti-slip device for a subway track fixing clamp (authorization announcement number CN208023328U). The patent technology discloses an anti-slip device for a subway track fixing clamp, which effectively solves the problem that the fixing clamp is easy to loosen and inconvenient to adjust; the technical solution thereof includes a bottom plate, and the bottom plate has two left-right symmetrical L-shaped plates, the L-shaped plates can move left and right along the bottom plate, the L-shaped plates are composed of a horizontal transverse plate and a vertical plate matched with the transverse plate, and the bottom surfaces of the bottom plate and the L-shaped plates are provided with friction strips matched with each other, the transverse plate of the L-shaped plate is provided with a flat plate that can move left and right, and the vertical plate of the L-shaped plate is threadedly connected with a push rod, the inner end of the push rod can contact the flat plate, and the push rod is provided with a compression spring located between the flat plate and the vertical plate, and a cover plate is provided above the flat plate, and a plurality of vertical bolts are provided on the cover plate, and the bolts can connect the cover plate, the transverse plate and the flat plate together, and the outer side of each bolt is provided with an anti-loosening device that can be fixed on the cover plate. It can be seen that the existing rail fixing device is not applicable. The existing rail fixing device is mainly used to fix the rails in the operation scenario. For the non-operation scenario, the rails used in the subway track have different specifications and shapes. Each time during operation, they need to be fixed separately, which is very inconvenient to operate. Summary of the invention

[0003] The purpose of the present invention is to overcome the shortcomings of the prior art and provide an adaptive subway track anti-slip device and an operating method, which can solve the problem of inconvenient operation of limiting and anti-slipping of different types of rails, meet the operating requirements of rail processing scenarios, and simplify the operation.

[0004] The objective of the present invention is achieved through the following technical solutions: An adaptive subway track anti-slip device includes a base for placing rails, and an anti-slip mechanism, wherein the anti-slip mechanism is composed of anti-slip components respectively arranged on both sides of the rails and used to fix the rails, the anti-slip components on both sides of the rails act synchronously, each anti-slip component includes a clamping frame slidably mounted on the base, an inner anti-slip block slidably mounted in the clamping frame, each inner anti-slip block is provided with a plurality of non-penetrating anti-slip holes on the side close to the rail, and each anti-slip hole is provided with an anti-slip piece, one end of the anti-slip piece is an elastic piece, and the other end of the anti-slip piece is a contact piece, the elastic piece is installed in the anti-slip hole, and the plurality of contact pieces located on both sides of the rails are in close contact with the rails along the outer wall of the rails when under pressure. The elastic piece is a compression spring, and the contact piece is a reinforcing steel rod, one end of the compression spring is fixedly mounted in the anti-slip hole, and one end of the compression spring is connected to the reinforcing steel rod.

[0005] It also includes a synchronous drive mechanism, which includes a bidirectional screw rod, a screw barrel mounted on both ends of the bidirectional screw rod, and force blocks are arranged on both ends of the screw barrel, and load-bearing frames are arranged on both sides of the clamping and moving frame, and force-bearing slots that are engaged with the force blocks are arranged on the load-bearing slots. The bidirectional screw rod is provided with a rotating wheel that drives the bidirectional screw rod to rotate, and the clamping and moving frames on both sides of the rail are driven to move synchronously toward the rail by rotating the rotating wheel. In the present application, the opening direction of the force-bearing slot is outward, that is, the opening of the force-bearing slot is in the direction away from the rail. Such a setting can ensure that the force blocks and the force slots are only subjected to force when the rotating wheel is rotated to move toward the rail. It is convenient for adjusting the position of the clamping and moving frame and the internal anti-slip block (force is only applied in one direction). When moving away from the rail, the force blocks and the force slots are not subjected to force, which is also convenient for disassembly. Among them, the thread on the bidirectional screw rod can be a thread in the same direction, or it can be composed of two sections of threads in opposite directions. When the threads on the bidirectional screw are set in the same direction, the rotation directions of the internal threads of the screw barrels at both ends can be set in opposite directions. When the threads on the bidirectional screw are set in opposite directions, the rotation directions of the internal threads of the screw barrels at both ends can be set in the same direction. The purpose is that when the rotating wheel is rotated, the bidirectional screw drives the screw barrels at both ends, and the rotation of the bidirectional screw is converted into the linear motion of the clamping and moving frame, so as to realize the synchronous action of the clamping and moving frame at both ends.

[0006] It also includes a pushing mechanism for driving the inner anti-slipping block to move, the pushing mechanism includes a pushing screw and gear teeth, the gear teeth are rotatably installed on the side wall of the inner anti-slipping block (bearings can be installed on the side wall), a penetrating threaded through hole is provided on the clamping and moving frame, the pushing screw rod passes through the threaded through hole, a turning handle is provided at one end of the pushing screw rod, the other end of the pushing screw rod is connected to the gear teeth and drives the rotation, the gear teeth are installed on the bearing and rotate with the bearing, and the pushing screw rod is connected to the central axis outside the gear teeth.

[0007] The inner anti-slip block is also provided with a locking mechanism, which is composed of a card plate and a positioning card. Card blocks are provided on both sides of the card plate. The inner anti-slip block is also provided with a card slot matching the card block. The card plate is also provided with a tooth-shaped groove matching the gear teeth. The inner anti-slip block is also provided with a positioning groove for installing the positioning card. The card plate is provided with a positioning hole corresponding to the positioning groove. It should be noted that the positions of the tooth-shaped groove, the positioning hole and the card blocks on both sides on the card plate can be determined according to actual conditions. Preferably, the tooth-shaped groove is located directly above the gear teeth, the card blocks are located on the left and right sides of the card plate, and the positioning hole is located above the tooth-shaped groove.

[0008] The rail has an I-shaped cross-section, and the anti-detachment holes are evenly arranged on the inner anti-detachment block. The rail head, rail waist and rail bottom of the rail are in close contact with contact pieces when under pressure. Due to the edge shape of the rail, in the present application, the edges on both sides of the rail can play a good limiting role, preventing the rail from flipping and detaching during welding or other operations. Rack rails for moving the clamping and moving frame are arranged on both sides of the base. The rack rails are connected by two sections of oblique tooth plates facing opposite directions, and traveling teeth that travel on the oblique tooth plates are arranged on both sides of the clamping and moving frame. It should be noted that other moving pairs can also be applied to the present invention, such as linear slide slider moving pairs, transmission chains and transmission belts, etc., which are not described one by one here. Preferably, a reset spring is also arranged between the traveling teeth and the inner wall of the clamping and moving frame to make the movement smoother.

[0009] A sliding groove for sliding the inner anti-slip block is arranged on the inner side of the clamping and moving frame, and sliding blocks matching the sliding groove are arranged on both sides of the inner anti-slip block.

[0010] An operating method of an adaptive subway track anti-slip device comprises the following steps: S101, evenly arranging a plurality of adaptive subway track anti-slip devices in a straight line, and placing the rail on a base and between two anti-slip components; S102, adjusting the position of the clamping and moving frame: moving the clamping and moving frame on the base until at least one contact piece on the inner anti-slip block contacts the rail; S103, adjusting the position of the inner anti-slip block: moving the inner anti-slip block on the clamping moving frame until all contact pieces on the inner anti-slip block are in contact with the rail; S104, position locking: after all the contact pieces on the inner anti-slip block are in contact with the rail, the inner anti-slip block is locked. After the inner anti-slip block is locked, adaptive anti-slip positioning of the rail is achieved. When under pressure, all the contact pieces on the inner anti-slip block are in close contact with both sides of the rail.

[0011] In the present invention, considering that in the non-operating scenario of the rail, the rail needs to be limited and prevented from falling off, so as to allow the rail not to fall off under stress. The present application mainly consists of two moving parts, one is the movement of the clamping frame on the base (to make adjustments over a larger distance, usually controlled at 5-10 cm), and the other is the movement of the inner anti-falling block on the clamping frame (to adjust the contact piece and the rail). At the same time, since the gear teeth are rotatably mounted on the side wall of the inner anti-falling block, and the other end of the pushing screw is connected to the gear teeth, the position of the gear teeth relative to the pushing screw is fixed. When the pushing screw is rotated, the distance between the pushing screw and the clamping frame is The threads are engaged, so the clamping frame moves, and the rotating screw moves along the clamping frame and pushes the inner anti-slip block to move toward the rail, so that the reinforcing steel rod is subjected to force on the subway track. One end of the stressed reinforcing steel rod compresses the compression spring, so that the reinforcing steel rod is tightened and close to the inside of the inner anti-slip block according to the shape of the outer wall of the rail, so as to achieve the effect of positioning in line with the shape of the rail. Then, the position of the inner anti-slip block can be locked by the locking mechanism, and the card plate can be inserted into the card slot to make the toothed groove mesh with the gear teeth, and then the positioning card can be inserted to lock it. After locking, an adaptive rail anti-slip structure is formed, and the rail will not flip over and fall off in any scenario.

[0012] The beneficial effects of the present invention are as follows: (1) a movable clamping and moving frame is arranged on the base, and a movable inner anti-slipping block is arranged on the clamping and moving frame, which can be suitable for rails of different specifications and solves the problem of inconvenient operation of limiting and anti-slipping of different types of rails, thereby simplifying the operation process; (2) a contact piece that can contact the rail head, rail waist and rail bottom of the rail is arranged on the inner anti-slipping block, thereby preventing the rail from flipping and falling off and can be suitable for different processing scenarios of the rail. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a structural schematic diagram of the present invention; Figure 2 It is a schematic diagram of the installation of the anti-slip mechanism, synchronous drive mechanism and pushing mechanism of the present invention; Figure 3 It is a structural schematic diagram of the base of the present invention; Figure 4 It is an exploded schematic diagram of the anti-slip mechanism, synchronous drive mechanism and pushing mechanism of the present invention; Figure 5 It is a schematic diagram of the structure of the anti-falling block in the present invention; Figure 6 This is a schematic diagram of the positions of the push screw and the travel gear of the present invention; Figure 7 For the present invention Figure 6 A partial enlarged view of the middle area A; Figure 8 It is a schematic diagram of the position of the locking mechanism of the present invention.

[0014] In the figure, 1-base, 101-tooth rail, 2-rail, 3-anti-slip mechanism, 301-clamping and moving frame, 302-inner anti-slip block, 303-anti-slip hole, 304-force card slot, 305-card slot, 306-positioning slot, 307-slide, 308-slider, 309-travel tooth, 310-threaded through hole, 311-load-bearing card frame, 312-reset spring, 4-anti-slip member, 401-elastic member, 402-contact member, 5-locking mechanism, 501-card plate, 502-positioning card, 503-card block, 504-tooth groove, 505-positioning hole, 6-synchronous drive mechanism, 601-bidirectional screw rod, 602-screw barrel, 603-force card block, 604-rotating wheel, 7-pushing mechanism, 701-pushing screw rod, 702-gear teeth, 703-turn handle. DETAILED DESCRIPTION

[0015] The technical solution of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0016] like Figure 1-Figure 8As shown, an adaptive subway track anti-slip device comprises a base 1 for placing a rail 2, and also comprises an anti-slip mechanism 3, wherein the anti-slip mechanism 3 is composed of anti-slip components respectively arranged on both sides of the rail 2 and used to fix the rail 2, the anti-slip components on both sides of the rail 2 act synchronously, each of the anti-slip components comprises a clamping and moving frame 301 slidably mounted on the base 1, and an inner anti-slip block 302 slidably mounted in the clamping and moving frame 301, each of the inner anti-slip blocks 302 is provided with a plurality of non-penetrating anti-slip holes 303 on a side close to the rail 2, and an anti-slip member 4 is provided in each of the anti-slip holes 303, one end of the anti-slip member 4 is an elastic member 401, and the other end of the anti-slip member 4 is a contact member 402, the elastic member 401 is installed in the anti-slip hole 303, and the plurality of contact members 402 located on both sides of the rail 2 are in close contact with the rail 2 along the outer wall of the rail 2 when under pressure. In this embodiment, the anti-drop holes 303 are provided in 6 layers, with 11 holes evenly distributed in each layer, arranged in a 6X11 array.

[0017] The elastic member 401 is a compression spring, the contact member 402 is a reinforcing steel rod, one end of the compression spring is fixedly installed in the anti-drop hole 303, and one end of the compression spring is connected to the reinforcing steel rod.

[0018] The steel rail 2 is an I-shaped section, the anti-drop holes 303 are evenly arranged on the inner anti-drop block 302, and the rail head, rail waist and rail bottom of the steel rail 2 are in close contact with the contact pieces 402 when under pressure.

[0019] It also includes a synchronous drive mechanism 6, which includes a bidirectional screw rod 601 and a screw barrel 602 mounted on both ends of the bidirectional screw rod 601, and force-bearing blocks 603 are provided on the screw barrels 602 at both ends. Load-bearing frames 311 are provided on both sides of the clamping and moving frame 301, and force-bearing grooves 304 that are engaged with the force-bearing blocks 603 are provided on the load-bearing frames 311. The bidirectional screw rod 601 is provided with a rotating wheel 604 that drives the bidirectional screw rod 601 to rotate, and the clamping and moving frames 301 on both sides of the rail 2 are driven to move synchronously toward the rail 2 by rotating the rotating wheel 604, wherein the opening direction of the force-bearing groove 304 faces outward.

[0020] The base 1 is provided with racks 101 for moving the clamping and moving frame 301 on both sides. The racks 101 are formed by connecting two sections of oblique tooth plates facing opposite directions. The clamping and moving frame 301 is provided with running teeth 309 running on the oblique tooth plates on both sides. A return spring 312 is also provided between the running teeth 309 and the inner wall of the clamping and moving frame 301.

[0021] It also includes a pushing mechanism 7 for driving the inner anti-slip block 302 to move, the pushing mechanism 7 includes a pushing screw 701 and a gear 702, the gear 702 is rotatably mounted on the side wall of the inner anti-slip block 302, the clamping frame 301 is provided with a penetrating threaded hole 310, the pushing screw 701 passes through the threaded hole 310, one end of the pushing screw 701 is provided with a turning handle 703, the other end of the pushing screw 701 is connected to the gear 702 and drives the 702 to rotate.

[0022] The inner anti-slip block 302 is also provided with a locking mechanism 5, which is composed of a card plate 501 and a positioning card 502. Card blocks 503 are provided on both sides of the card plate 501. The inner anti-slip block 302 is also provided with a card slot 305 matching the card block 503. The card plate 501 is also provided with a toothed groove 504 matching the gear teeth 702. The inner anti-slip block 302 is also provided with a positioning slot 306 for installing the positioning card 502. The card plate 501 is provided with a positioning hole 505 corresponding to the positioning slot 306. As a further improvement of the present invention, handles are provided at both ends of the positioning card 502 for easy operation. The positioning card 502 is inserted into the positioning slot 306, and the handle can play a role of limiting.

[0023] A sliding groove 307 for the inner anti-slip block 302 to slide is disposed on the inner side of the clamping and moving frame 301 , and sliding blocks 308 matching the sliding groove 307 are disposed on both sides of the inner anti-slip block 302 .

[0024] During installation, the bidirectional screw rod 601 and the screw barrel 602 are installed in the force-bearing groove 304 of the load-bearing frame 311 through the force-bearing block 603. The bidirectional screw rod 601 is rotated by rotating the rotating wheel 604, and the position of the screw barrel 602 is moved toward the rail 2, driving the two clamping moving frames 302 on both sides of the rail 2 to move from the two ends to the middle of the base 1, so that the clamping moving frames 302 gradually engage the rack rail 101 through the running teeth 309, so that the reinforcing steel rods of the clamping moving frames 302 contact the outer walls of the two sides of the rail 2; then, by rotating the turning handle 703, the turning handle 703 drives the pushing screw rod 701 to rotate, The rotating pushing screw 701 moves along the clamping frame 302 and pushes the inner anti-slip block 303 to move toward the rail 2, so that the reinforcing steel rod is subjected to force on the rail 2. One end of the stressed reinforcing steel rod compresses the compression spring, so that the reinforcing steel rod is tightened and close to the inside of the inner anti-slip block 303 according to the shape of the outer wall of the subway track, so as to achieve the effect of positioning in accordance with the shape of the subway track; when the position of the pushing screw 701 is determined, the gear 702 is positioned by the clamping plate 501, and the clamping plate 501 is installed on the outer wall of the inner anti-slip block 303 through the positioning clamp 502 to achieve the locking purpose.

[0025] An operating method of an adaptive subway track anti-slip device comprises the following steps: S101, evenly arranging a plurality of adaptive subway track anti-slip devices in a straight line, and placing the rail 2 on the base 1 and between the two anti-slip components; S102, clamping and moving frame position adjustment: the clamping and moving frame 301 is moved on the base 1 until at least one contact piece 401 on the inner anti-slip block 302 contacts the rail 2; S103, adjusting the position of the inner anti-slip block: moving the inner anti-slip block 302 on the clamping and moving frame 301 until all the contact pieces 401 on the inner anti-slip block 302 are in contact with the rail 2; S104, position locking: after all the contact pieces 401 on the inner anti-slip block 302 are in contact with the rail 2, the inner anti-slip block 302 is locked. After the inner anti-slip block 302 is locked, adaptive anti-slip positioning of the rail 2 is achieved. When under pressure, all the contact pieces 402 on the inner anti-slip block 302 are in close contact with both sides of the rail 2.

[0026] The above is only a preferred embodiment of the present invention. It should be understood that the present invention is not limited to the form disclosed herein, and should not be regarded as excluding other embodiments, but can be used in various other combinations, modifications and environments, and can be modified within the scope of the concept described herein through the above teachings or the technology or knowledge of the relevant field. The changes and modifications made by those skilled in the art shall not deviate from the spirit and scope of the present invention, and shall be within the scope of protection of the claims attached to the present invention.

Claims

1. An adaptive subway track anti-slip device, comprising a base (1) for placing a rail (2), characterized in that: The invention also comprises an anti-slip mechanism (3), wherein the anti-slip mechanism (3) is composed of anti-slip components respectively arranged on both sides of the steel rail (2) and used to fix the steel rail (2), the anti-slip components on both sides of the steel rail (2) act synchronously, and each of the anti-slip components comprises a clamping frame (301) slidably mounted on the base (1), and an inner anti-slip block (302) slidably mounted in the clamping frame (301), and each of the inner anti-slip blocks (302) is close to the steel rail (2). A plurality of non-penetrating anti-drop holes (303) are provided on one side of the steel rail (2), an anti-drop component (4) is provided in each of the anti-drop holes (303), one end of the anti-drop component (4) is an elastic component (401), and the other end of the anti-drop component (4) is a contact component (402), the elastic component (401) is installed in the anti-drop hole (303), and the plurality of contact components (402) located on both sides of the steel rail (2) are in close contact with the steel rail (2) along the outer wall of the steel rail (2) when under pressure.

2. The adaptive subway track anti-slip device according to claim 1, characterized in that: The elastic member (401) is a compression spring, the contact member (402) is a reinforcing steel rod, one end of the compression spring is fixedly mounted in the anti-drop hole (303), and one end of the compression spring is connected to the reinforcing steel rod.

3. The adaptive subway track anti-slip device according to claim 1, characterized in that: The steel rail (2) has an I-shaped cross section, the anti-slip holes (303) are evenly arranged on the inner anti-slip block (302), and the rail head, rail waist and rail bottom of the steel rail (2) are in close contact with the contact pieces (402) when under pressure.

4. The adaptive subway track anti-slip device according to claim 1, characterized in that: The invention also comprises a synchronous drive mechanism (6), the synchronous drive mechanism (6) comprising a bidirectional screw rod (601), a screw barrel (602) mounted on both ends of the bidirectional screw rod (601), force-bearing clamping blocks (603) being arranged on both ends of the screw barrel (602), a load-bearing clamping frame (311) being arranged on both sides of the clamping and moving frame (301), a load-bearing clamping groove (304) being arranged on the load-bearing clamping frame (311) being engaged with the force-bearing clamping block (603), a rotating wheel (604) being arranged on the bidirectional screw rod (601) for driving the bidirectional screw rod (601) to rotate, and the clamping and moving frames (301) on both sides of the rail (2) are driven to move synchronously toward the rail (2) by rotating the rotating wheel (604), wherein the opening direction of the force-bearing clamping groove (304) faces outwards.

5. The adaptive subway track anti-slip device according to claim 1, characterized in that: Gear rails (101) for moving the clamping and moving frame (301) are arranged on both sides of the base (1); the gear rails (101) are formed by connecting two sections of oblique tooth plates facing opposite directions; and running teeth (309) for running on the oblique tooth plates are arranged on both sides of the clamping and moving frame (301).

6. The adaptive subway track anti-slip device according to claim 5, characterized in that: A return spring (312) is also provided between the traveling teeth (309) and the inner wall of the clamping and moving frame (301).

7. The adaptive subway track anti-slip device according to claim 1, characterized in that: It also includes a pushing mechanism (7) for driving the inner anti-slipping block (302) to move, the pushing mechanism (7) including a pushing screw (701) and a gear (702), the gear (702) being rotatably mounted on the side wall of the inner anti-slipping block (302), the clamping frame (301) being provided with a through threaded through hole (310), the pushing screw (701) passing through the threaded through hole (310), one end of the pushing screw (701) being provided with a turning handle (703), the other end of the pushing screw (701) being connected to the gear (702) and driving the (702) to rotate.

8. The adaptive subway track anti-slip device according to claim 7, characterized in that: The inner anti-slip block (302) is also provided with a locking mechanism (5), the locking mechanism (5) comprising a clamping plate (501) and a positioning clamp (502), clamping blocks (503) being provided on both sides of the clamping plate (501), the inner anti-slip block (302) being also provided with a clamping groove (305) matching the clamping block (503), the clamping plate (501) being also provided with a tooth-shaped groove (504) matching the gear teeth (702), the inner anti-slip block (302) being also provided with a positioning groove (306) for mounting the positioning clamp (502), and the clamping plate (501) being provided with a positioning hole (505) corresponding to the positioning groove (306).

9. The adaptive subway track anti-slip device according to claim 1, characterized in that: A sliding groove (307) for the inner anti-slip block (302) to slide is arranged on the inner side of the clamping and moving frame (301), and sliding blocks (308) matching the sliding groove (307) are arranged on both sides of the inner anti-slip block (302).

10. An operating method of an adaptive subway track anti-slip device, characterized in that: It contains the following steps: S101, evenly arranging a plurality of adaptive subway track anti-slip devices in a straight line, and placing the rail (2) on the base (1) between the two anti-slip components; S102, clamping and moving frame position adjustment: moving the clamping and moving frame (301) on the base (1) until at least one contact piece (401) on the inner anti-slip block (302) contacts the steel rail (2); S103, adjusting the position of the inner anti-slip block: moving the inner anti-slip block (302) on the clamping and moving frame (301) until all the contact pieces (401) on the inner anti-slip block (302) are in contact with the rail (2); S104, position locking: after all the contact pieces (401) on the inner anti-slip block (302) are in contact with the rail (2), the inner anti-slip block (302) is locked. After the inner anti-slip block (302) is locked, adaptive anti-slip positioning of the rail (2) is achieved. When under pressure, all the contact pieces (402) on the inner anti-slip block (302) are in close contact with both sides of the rail (2).

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