Anti-climbing device for ballast track

Abstract

The invention relates to the technical field of ballast tracks of railways, in particular to a ballast track anti-creeping device which comprises a plurality of overhanging beams symmetrically mounted at the two ends of a sleeper; a plurality of first baffles and a plurality of second baffles, wherein the first baffles and the second baffles are mounted at the bottom of the overhanging beam; the first baffle is used for limiting the sleeper to move in the first direction; the second baffle is used for limiting the sleeper to move in a second direction; the first direction is perpendicular to the second direction. According to the ballast track anti-creeping device, the overhanging beams are symmetrically installed at the two ends of the sleeper, the first baffles and the second baffles are arranged at the bottoms of the overhanging beams, the first baffles and the second baffles can be inserted into a foundation, the contact area of the sleeper and a railway ballast is increased, and therefore the sleeper side resistance is improved, and track creeping is effectively restrained.

Description

Technical Field

[0001] The present invention relates to the technical field of ballasted track technology for railways, and particularly relates to a ballasted track anti-creeper device. Background Art

[0002] The ballasted track line in the ultra-long and large gradient section is affected by the coupling action of multiple factors such as temperature change, frequent traction and braking loads of trains, and its own gravity on the slope, and will have a significant longitudinal interaction with the subgrade, causing uneven creep and deterioration of the constraint performance of the seamless track and track structure, and then changing the locked rail temperature, affecting the line smoothness and even endangering the train operation safety.

[0003] Currently, the traditional creep limitation measures for ultra-long and large gradient lines mainly focus on two directions. One is to optimize the fastening ability of fasteners. For example, a kind of railway construction beam rail fastener with a pressing function disclosed in the Chinese utility model patent with the publication number of CN212582306U inhibits the movement of the track panel by increasing the fastening force. However, excessively increasing the fastening force puts higher requirements on the strength and durability of the fastener material, which may lead to early fatigue or failure of the fastener and affect the service life. The other is to improve the compactness of the ballast bed, and improve the overall anti-creeper ability of the ballast bed by densifying the ballast (also called ballast) or improving the ballast quality. However, under the repeated loads of trains, it is often difficult to completely eliminate the micro-motion risk along the line direction only by the frictional resistance of the ballast bed, and it cannot fully meet the needs of safe operation.

[0004] To sum up, the existing track creep limitation schemes lack consideration in terms of the installation convenience, maintenance accessibility of the anti-creeper device and the control of line disturbance, and it is difficult to balance efficiency and safety in construction and operation and maintenance. There is an urgent need for a new anti-creeper device solution that can not only provide sufficient resistance to inhibit track creep, but also take into account the convenience of equipment installation and maintenance and minimize the interference to the line. Summary of the Invention

[0005] The purpose of the present invention is to overcome the deficiencies of the existing track creep limitation schemes that cannot provide sufficient resistance to inhibit track creep, and lack consideration in terms of the installation convenience, maintenance accessibility of the anti-creeper device and the control of line disturbance, and provide a ballasted track anti-creeper device.

[0006] In a first aspect, the present invention provides a ballasted track anti-creeper device, including: A plurality of cantilever beams symmetrically installed at both ends of the sleeper; A plurality of first baffles and a plurality of second baffles, both the first baffles and the second baffles are installed at the bottom of the cantilever beams; The first baffle is used to limit the movement of the sleeper in the first direction; The second baffle is used to limit the movement of the sleeper in the second direction; The first direction and the second direction are perpendicular.

[0007] The ballast track anti-crawl device provided by the present invention symmetrically installs outrigger beams at both ends of the sleeper, and arranges a first baffle and a second baffle at the bottom of the outrigger beam. The first baffle and the second baffle can be inserted into the foundation to increase the contact area between the sleeper and the ballast, thereby enhancing the lateral resistance of the sleeper and effectively suppressing track creep.

[0008] The first baffle restricts the movement of the sleeper in the first direction (usually the direction of rail extension), and the second baffle restricts the movement in the second direction (usually the direction of sleeper extension, perpendicular to the first direction). This two-way constraint design can cope with the interaction caused by the coupling of multiple factors such as temperature changes, frequent traction and braking loads of trains, and ramp gravity, avoiding uneven creep of the seamless line and track structure, thereby maintaining the stability of the track structure.

[0009] The ballast track anti-crawl device provided by the present invention enables the outrigger beam to be conveniently installed at both ends of the sleeper without modifying the fasteners or the ballast bed, greatly reducing the disturbance to the line, reducing the risk of track smoothness degradation caused by frequent construction, and enhancing the safety and stability of railway operation. During maintenance, the staff can directly access the outrigger beam and the baffle without disassembling the track or disturbing the ballast bed, significantly reducing the maintenance time and labor costs.

[0010] Preferably, in the same outrigger beam, the first baffle and the second baffle are arranged staggeredly, and the total number of the first baffle and the second baffle is not less than five.

[0011] The staggeredly arranged first baffle and second baffle can effectively disperse and bear the forces from different directions, enhancing the stability of the sleeper in the first direction and the second direction. This design reduces the problem of local stress concentration and avoids structural damage caused by stress concentration, thereby improving the stability and durability of the overall device.

[0012] The total number of the baffles is not less than five, ensuring sufficient resistance to suppress the track creep phenomenon. The coordinated action of multiple baffles can effectively resist the track creep caused by factors such as temperature changes, train loads, and ramp gravity.

[0013] Preferably, in the same outrigger beam, the first baffle and the second baffle are arranged staggeredly, and the first baffle is arranged at both ends of the outrigger beam.

[0014] Both ends of the cantilever beam (the end connected to the sleeper and the end far from the sleeper) are arranged with first baffles, significantly improving the restraint ability of the sleeper in the first direction (usually the extending direction of the rail). This arrangement can effectively resist the creep phenomenon of the track in the first direction. Especially in the sections of extra-long and continuous long uphill slopes, the creep problem in the first direction is particularly prominent. By strengthening the arrangement of the first baffles, the resistance in the first direction is evenly distributed, reducing the movement of the sleeper, and thus better maintaining the stability of the track structure.

[0015] Preferably, in the same cantilever beam, the distance between adjacent first baffles and second baffles is 120 mm to 130 mm.

[0016] By optimizing the baffle spacing, the device can more effectively resist the forces caused by train operation, temperature change and other environmental factors, significantly enhancing the overall stability of the track structure. The spacing of 120 mm to 130 mm ensures a moderate distance between the baffles, which helps to evenly distribute the forces acting on the track structure over the entire anti-creep device, avoiding local stress concentration, and thus reducing the risk of premature failure of components due to excessive stress.

[0017] Preferably, the first baffle includes a first plate body and a first pointed tooth part. One end of the first plate body is fixedly connected to the cantilever beam, and the other end of the first plate body is fixedly connected to the first pointed tooth part; The second baffle includes a second plate body and a second pointed tooth part. One end of the second plate body is fixedly connected to the cantilever beam, and the other end of the second plate body is fixedly connected to the second pointed tooth part; The first baffle is perpendicular to the second baffle.

[0018] The first pointed tooth part and the second pointed tooth part can be more easily embedded into the ballast, significantly increasing the contact area and friction between the baffle and the ballast. The first baffle and the second baffle respectively limit the movement of the sleeper in different directions, and the two are perpendicularly arranged, which can resist the longitudinal and transverse forces simultaneously, ensuring the overall stability of the track structure and avoiding the track instability problem caused by insufficient restraint in a single direction.

[0019] Preferably, the thickness of both the first baffle and the second baffle is 10 mm ± 2 mm, the width of both the first baffle and the second baffle is 50 mm ± 5 mm, the height of both the first baffle and the second baffle is 200 mm ± 10 mm, the height of both the first pointed tooth part and the second pointed tooth part is 100 mm ± 10 mm, and the angle of the tooth tips of both the first pointed tooth part and the second pointed tooth part is 28° ± 2°.

[0020] A baffle with a thickness of 10mm ± 2mm can maintain sufficient strength and rigidity when bearing train loads, ballast friction, and environmental pressure. Tests show that if the thickness is less than 8mm, the baffle may bend or break due to long-term use, affecting the anti-climbing effect; if the thickness is greater than 12mm, it is not conducive to economy and installation convenience; A baffle width of 50mm ± 5mm ensures sufficient contact area between the baffle and the ballast, thereby providing the necessary resistance to prevent longitudinal and lateral movement of the sleeper. Tests show that if the width is less than 45mm, the contact area is insufficient and the resistance is weakened; if the width is greater than 55mm, it will increase the construction difficulty during installation; A baffle with a height of 200mm ± 10mm can penetrate deep into the ballast, provide a strong biting force, and effectively resist the movement of the sleeper. Tests show that if the height is less than 190mm, the embedding depth of the baffle is insufficient and the anti-climbing effect is weakened; if the height is greater than 210mm, it may cause unnecessary impact on the ballast bed structure; The height of the pointed tooth part is 100mm ± 10mm, which is more convenient for the baffle to be inserted into the ballast; The design with a tooth tip angle of 28° ± 2° ensures that the pointed tooth part can effectively embed into the ballast while maintaining sufficient strength. Tests show that if the angle is greater than 30°, the embedding ability of the pointed tooth part decreases, which is not conducive to inserting the baffle into the ballast; if the angle is less than 26°, the pointed tooth part is too fragile and prone to wear or breakage.

[0021] Preferably, the cantilever beam includes flange plates arranged opposite to each other, and the two flange plates are fixedly connected by a web. The thickness of the flange plates and the web is 10mm ± 2mm, the height of the cantilever beam is 195mm ± 5mm, and the first baffle and the second baffle are both installed on the flange plates.

[0022] The cantilever beam adopts the structure of flange plates and a web, similar to an I-beam or an H-beam, with high strength and stiffness. The flange plates provide a large moment of inertia and can effectively resist bending and torsion, while the web enhances the overall shear strength, ensuring that the cantilever beam can withstand train loads, ballast friction, and environmental pressure, and has good durability.

[0023] Preferably, it further includes several L-shaped plates, and both surfaces of the web are detachably connected to the sleeper through the L-shaped plates.

[0024] Both surfaces of the web are connected to the sleeper through L-shaped plates. This bilateral fixing method significantly improves the overall stability of the device, ensuring that the cantilever beam can be firmly fixed to the sleeper when bearing train loads, ballast friction, or environmental pressure, preventing loosening or displacement.

[0025] Preferably, it further includes several connecting rods, and the connecting rods connect at least two of the cantilever beams in series along the first direction.

[0026] A plurality of cantilever beams are connected in series along the first direction through connecting rods, so that each cantilever beam and the attached baffle form a longitudinally connected (connected in the first direction) frame force system to disperse the force on a single sleeper. This frame force system effectively restricts the local displacement of a single cantilever beam, prevents the chain effect caused by the movement of a single sleeper, strengthens the overall stability of the track panel, and further reduces the rail creep.

[0027] Preferably, it further includes a friction pad, and the friction pad is installed at the bottom of the sleeper.

[0028] The friction pad can be made of materials such as polyurethane or rubber that can provide a high friction coefficient. The friction pad is installed at the bottom of the sleeper and directly contacts the ballast, which can significantly increase the friction coefficient between the sleeper bottom and the ballast, improve the frictional resistance at the sleeper bottom, and further reduce the track creep phenomenon.

[0029] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. The present invention provides a ballasted track anti-creep device. By symmetrically installing cantilever beams at both ends of the sleeper and arranging a first baffle and a second baffle at the bottom of the cantilever beam, the first baffle and the second baffle can be inserted into the foundation, increasing the contact area between the sleeper and the ballast, thereby enhancing the lateral resistance of the sleeper and effectively suppressing track creep; 2. The present invention provides a ballasted track anti-creep device. The first baffle restricts the movement of the sleeper in the first direction (usually the direction of rail extension), and the second baffle restricts the movement of the sleeper in the second direction (usually the direction of sleeper extension, perpendicular to the first direction). This two-way constraint design can cope with the interaction caused by the coupling of multiple factors such as temperature change, frequent traction and braking loads of trains, and gravity on slopes, avoiding uneven creep of the seamless track and track structure, and thus maintaining the stability of the track structure; 3. The present invention provides a ballasted track anti-creep device. The cantilever beam can be conveniently installed at both ends of the sleeper without modifying the fasteners or the ballast bed, greatly reducing the disturbance to the line, reducing the risk of track smoothness degradation caused by frequent construction, and improving the safety and stability of railway operation. During maintenance, the staff can directly access the cantilever beam and the baffle without disassembling the track or disturbing the ballast bed, significantly reducing the maintenance time and labor costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is a schematic structural diagram of the ballasted track anti-creep device after being installed on the sleeper; Figure 2 is Figure 1 an enlarged schematic view of part A in Figure 3 It is a schematic structural diagram of the first baffle; Figure 4 It is a schematic structural diagram of the second baffle; Figure 5 It is a schematic diagram of a cantilever beam structure.

[0031] Markings in the figure: 1 - Cantilever beam, 11 - Flange plate, 12 - Web, 2 - First baffle, 21 - First plate body, 22 - First serrated part, 3 - Second baffle, 31 - Second plate body, 32 - Second serrated part, 4 - L-shaped plate, 5 - Connecting rod, 6 - Friction pad, 7 - Flange, 100 - Sleeper, 200 - Rail. Specific embodiments

[0032] The present invention will be further described in detail below in conjunction with specific embodiments. However, this should not be construed as limiting the scope of the above-mentioned subject matter of the present invention to the following embodiments. All technologies implemented based on the content of the present invention belong to the scope of the present invention.

[0033] In the description of the specific embodiments of the present invention, without special explanation, the expression terms indicating the orientation or positional relationship such as "upper", "lower", "left", "right", "center", "inner", "outer", etc. are all based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship when the invention product / device / equipment is usually used and placed. These terms of orientation or positional relationship are only for the convenience of describing the solution of the present invention or simplifying the description in the specific embodiments, so as to facilitate technicians to quickly understand the solution, rather than indicating or implying that a specific device / component / element must have a specific orientation, or be constructed and operated in a specific positional relationship. Therefore, it should not be construed as a limitation to the present invention.

[0034] In addition, if terms such as "horizontal", "vertical", "hanging", "parallel", etc. appear, it does not mean that the corresponding device / component / element is required to be absolutely horizontal or vertical or hanging or parallel, but can be slightly inclined or have a deviation. For example, "horizontal" only means that its direction is more horizontal relative to "vertical", and does not mean that the structure must be completely horizontal, but can be slightly inclined. Or, it can be simply understood that the corresponding device / component / element is arranged in the directions of "horizontal", "vertical", "hanging", "parallel", etc., and can have an error / deviation of ±10% relative to the corresponding direction setting, more preferably within ±8%, more preferably within ±6%, more preferably within ±5%, more preferably within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its function in the solution of the present invention.

[0035] In addition, the expressions such as "first", "second", "third", etc. in the terms are only used to distinguish the description of the same or similar components, and should not be construed as emphasizing or implying the relative importance of specific components.

[0036] In addition, in the description of the embodiments of the present invention, "several", "multiple", and "a number of" represent at least two. It can be any situation such as 2, 3, 4, 5, 6, 7, 8, 9, etc., and even can be a situation where it exceeds 9.

[0037] In addition, in the description of the technical solutions of the present invention, unless otherwise clearly specified / defined / restricted, when the terms "set", "installed", "connected", "connected", "provided with", "laid", "arranged" appear, they should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection. It can be connection means commonly used in the art such as welding, riveting, bolting, and threaded connection. Such a connection can be a mechanical connection, an electrical connection, or a communication connection; it can be directly connected, or indirectly connected through an intermediate medium, and can be the communication inside two components.

[0038] Embodiment 1 This embodiment provides a ballast track anti-crawl device, including: a number of cantilever beams 1, and the cantilever beams 1 are symmetrically installed at both ends of the sleeper 100.

[0039] Specifically, taking Figure 1 、 Figure 2 as an example, Figure 1 the Y direction in Figure 1 can be defined as the first direction, that is, the extending direction of the rail 200; Figure 1 the X direction in

[0040] can be defined as the second direction, that is, the extending direction of the sleeper 100.

[0041] Specifically, as shown in Figure 1 、 Figure 2 、 Figure 5 four sleepers 100 are shown, and two rails 200 are carried on the sleepers 100. One cantilever beam 1 can be installed at each of the left and right ends of each sleeper 100. It can be understood that in this embodiment or other embodiments, the cantilever beam 1 can be installed on each sleeper 100, or the cantilever beam 1 can be installed on a predetermined sleeper 100 without installing it on each sleeper 100, and can be flexibly adjusted according to the actual construction situation.

[0042] Furthermore, in this embodiment or other embodiments, the cantilever beam 1 includes flange plates 11 arranged oppositely, and the two flange plates 11 are fixedly connected by a web 12.

[0043] The height of the outrigger beam 1 is 195 mm ± 5 mm. Preferably, the height of the outrigger beam 1 is 195 mm. Figure 5 As shown, the height of the outrigger beam 1 refers to the vertical distance H′ from the upper surface of the upper flange plate 11 to the lower surface of the lower flange plate 11 .

[0044] The outrigger 1 adopts a structure of flange plate 11 and web plate 12, similar to an I-beam or H-beam, and has high strength and rigidity. The flange plate 11 provides a large moment of inertia, which can effectively resist bending and torsion, while the web plate 12 enhances the overall shear strength, ensuring that the outrigger 1 can withstand the effects of train loads, ballast friction and environmental pressure, and has good durability.

[0045] Furthermore, in this embodiment or other embodiments, the anti-climbing device for ballasted track further comprises a plurality of L-shaped plates 4, and both sides of the web 12 are detachably connected to the sleeper 100 via the L-shaped plates 4. Figure 1 , Figure 2 As shown, each outrigger 1 can be detachably connected to the end of the sleeper 100 via two L-shaped plates 4. For example, one surface of the L-shaped plate 4 can be fixedly connected to the web 12 via bolts, and the other surface of the L-shaped plate 4 can be fixedly connected to the end surface of the sleeper 100 via bolts. Figure 2 As shown, an L-shaped plate 4 is installed on each of the front and rear surfaces of the web 12. Both surfaces of the web 12 are connected to the sleeper 100 through the L-shaped plate 4. This double-sided fixing method significantly improves the overall stability of the device, ensuring that the outrigger 1 can be firmly fixed to the sleeper 100 to prevent loosening or displacement when subjected to train loads, ballast friction or environmental pressure.

[0046] A plurality of first baffles 2 and a plurality of second baffles 3 are provided, and the first baffles 2 and the second baffles 3 are both installed at the bottom of the outrigger beam 1. Further, the first baffles 2 and the second baffles 3 are both installed at the lower surface of the flange plate 11 at the bottom of the outrigger beam 1. The first baffles 2 are used to limit the movement of the sleeper 100 in the first direction; the second baffles 3 are used to limit the movement of the sleeper 100 in the second direction; the first direction and the second direction are perpendicular.

[0047] Specifically, Figure 1 , Figure 2 As shown, the length of the outrigger beam 1 may be 300 mm to 500 mm, preferably 300 mm.

[0048] In the same outrigger 1, the first baffles 2 and the second baffles 3 are arranged alternately, and the total number of the first baffles 2 and the second baffles 3 is not less than five. Figure 2As shown, three first baffles 2 and two second baffles 3 are installed at the bottom of the cantilever beam 1. The plate surface of the first baffle 2 is perpendicular to the first direction, and the plate surface of the second baffle 3 is perpendicular to the second direction. The first baffles 2 and the second baffles 3 are arranged staggeredly. Specifically, for example Figure 2 As shown, both the left and right ends of the cantilever beam 1 can be arranged as first baffles 2.

[0049] It can be foreseen that the length of the cantilever beam 1 can be flexibly adjusted according to the specific construction conditions. For example, considering the high demand for anti-crawling ability of the special terrain of a large slope under the extreme slope of 30‰, a cantilever beam 1 with a length of 500 mm can be adopted. Nine baffles can be set on a single cantilever beam 1, among which five first baffles 2 and four second baffles 3 are arranged staggeredly. The arrangement interval form is similar to that of the above 300-mm cantilever beam 1.

[0050] It can be foreseen that the arrangement forms of the first baffles 2 and the second baffles 3 can also be other forms. For example, two consecutive first baffles 2 are arranged at intervals of one second baffle 3, or two consecutive first baffles 2 are arranged at intervals of two second baffles 3, etc.

[0051] The first baffles 2 and the second baffles 3 arranged staggeredly can effectively disperse and bear the forces from different directions, enhancing the stability of the sleeper 100 in the first direction and the second direction. This design reduces the problem of local stress concentration, avoids the structural damage caused by stress concentration, and thus improves the stability and durability of the overall device. The total number of baffles is not less than five, ensuring sufficient resistance to inhibit the track crawling phenomenon. The coordinated action of multiple baffles can effectively resist the track crawling caused by factors such as temperature change, train load, and ramp gravity.

[0052] Both ends of the cantilever beam 1 (the connection end with the sleeper 100 and the end far from the sleeper 100) are arranged as first baffles 2, significantly improving the restraining ability of the sleeper 100 in the first direction (usually the extending direction of the rail 200). This arrangement can effectively resist the crawling phenomenon of the track in the first direction, especially in the sections of extra-long large slopes or continuous groups of extra-long large slopes, where the crawling problem in the first direction is particularly prominent. By strengthening the arrangement of the first baffles 2, the resistance in the first direction is evenly distributed, reducing the movement of the sleeper 100, and thus better maintaining the stability of the track structure.

[0053] Furthermore, in this embodiment or other embodiments, the ballasted track anti-crawling device further includes a friction pad 6, and the friction pad 6 is installed at the bottom of the sleeper 100. As Figure 1 、 Figure 2 shown, the friction pad 6 can be made of materials such as polyurethane or rubber that can provide a high friction coefficient. The friction pad 6 is installed at the bottom of the sleeper 100 and is in direct contact with the ballast, which can significantly increase the friction coefficient between the sleeper bottom and the ballast, improve the friction resistance at the sleeper bottom, and further reduce the track crawling phenomenon.

[0054] The anti-creeper device for ballast track provided in this embodiment symmetrically installs outrigger beams 1 at both ends of the sleeper 100, and arranges a first baffle 2 and a second baffle 3 at the bottom of the outrigger beam 1. The first baffle 2 and the second baffle 3 can be inserted into the foundation to increase the contact area between the sleeper 100 and the ballast, thereby enhancing the lateral resistance of the sleeper and effectively suppressing track creep.

[0055] The first baffle 2 restricts the movement of the sleeper 100 in the first direction (usually the extending direction of the rail 200), and the second baffle 3 restricts the movement in the second direction (usually the extending direction of the sleeper 100, perpendicular to the first direction). This two-way constraint design can cope with the interaction caused by the coupling of multiple factors such as temperature change, frequent traction and braking loads of trains, and the gravity on slopes, avoiding uneven creep of the seamless line and the track structure, and thus maintaining the stability of the track structure.

[0056] The anti-creeper device for ballast track provided in this embodiment allows the outrigger beam 1 to be conveniently installed at both ends of the sleeper 100 without modifying the fasteners or the ballast bed, greatly reducing the disturbance to the line, reducing the risk of track smoothness decline caused by frequent construction, and enhancing the safety and stability of railway operation. During maintenance, the staff can directly access the outrigger beam 1 and the baffles without disassembling the track or disturbing the ballast bed, significantly reducing the maintenance time and labor costs.

[0057] Embodiment 2 Based on Embodiment 1, the anti-creeper device for ballast track provided in this embodiment further includes a plurality of connecting rods 5, and the connecting rods 5 connect at least two outrigger beams 1 in series along the first direction. Specifically, as Figure 1 shown, Figure 1 Four sleepers 100 are shown. The four outrigger beams 1 at the left end of the sleeper 100 are connected in series by the connecting rod 5, and the connecting rod 5 can pass through the web 12 and be fixedly connected to the web 12 through the flange 7. Similarly, the four outrigger beams 1 at the right end of the sleeper 100 can also be connected in series by another connecting rod 5. It can be understood that in actual construction, a predetermined number of outrigger beams 1 can be connected in series by the connecting rod 5 according to needs, and the number of outrigger beams 1 connected in series by the connecting rod 5 can be flexibly set.

[0058] The track bed resistance is usually provided by the friction force under the sleeper, the resistance on the sides of the sleeper, and the resistance at the ends of the sleeper. The ballasted track anti-creeper device provided in this embodiment symmetrically installs cantilever beams 1 with a first baffle 2 and a second baffle 3 at both ends of the sleeper 100, increasing the contact area between the sleeper 100 and the ballast, thereby enhancing the resistance on the sides of the sleeper; the friction pad 6 is installed at the bottom of the sleeper 100 and directly contacts the ballast, which can significantly increase the friction coefficient between the bottom of the sleeper and the ballast and improve the friction resistance at the bottom of the sleeper; this device can be used alone or continuously used on multiple sleepers as needed, and is connected by connecting rod 5 pieces, so that each cantilever beam 1 and its attached baffles form a longitudinally connected (connected in the first direction) frame force system, dispersing the force on a single sleeper. This frame force system effectively restricts the local displacement of a single cantilever beam 1, prevents the chain effect caused by the movement of a single sleeper, strengthens the overall stability of the track panel, and thus further reduces the creep amount of the rail.

[0059] Embodiment 3 Based on Embodiment 1, in this embodiment, the specific structures of the first baffle 2 and the second baffle 3 are described. For the ballasted track anti-creeper device provided in this embodiment, in the same cantilever beam 1, the distance between adjacent first baffle 2 and second baffle 3 is 120 mm to 130 mm. Specifically, taking Figure 2 as an example, the distance between adjacent first baffle 2 and second baffle 3 refers to the perpendicular distance between the central axes of the first baffle 2 and the second baffle 3.

[0060] By optimizing the baffle distance, the device can more effectively resist the forces caused by train operation, temperature change, and other environmental factors, significantly enhancing the overall stability of the track structure. The distance of 120 mm to 130 mm ensures an appropriate distance between the baffles, which helps to evenly distribute the forces acting on the track structure over the entire anti-creeper device, avoiding local stress concentration, and thus reducing the risk of premature failure of components due to excessive stress.

[0061] Furthermore, in this embodiment or other embodiments, the first baffle 2 includes a first plate body 21 and a first pointed tooth portion 22. One end of the first plate body 21 is fixedly connected to the cantilever beam 1, and the other end of the first plate body 21 is fixedly connected to the first pointed tooth portion 22. Specifically, for example Figure 3 as shown, the first plate body 21 can be a rectangular plate-like structure, the first pointed tooth portion 22 can be a triangular plate-like structure, and the first plate body 21 and the first pointed tooth portion 22 can be integrally formed.

[0062] The second baffle 3 includes a second plate body 31 and a second pointed tooth portion 32. One end of the second plate body 31 is fixedly connected to the cantilever beam 1, and the other end of the second plate body 31 is fixedly connected to the second pointed tooth portion 32; specifically, for example Figure 4As shown, the second plate body 31 can also be a rectangular plate-like structure, and the second pointed tooth part 32 can also be a triangular plate-like structure. The second plate body 31 and the second pointed tooth part 32 can be integrally formed. As Figure 2 shown, the first baffle 2 is perpendicular to the second baffle 3.

[0063] The first pointed tooth part 22 and the second pointed tooth part 32 can be more easily embedded into the ballast, significantly increasing the contact area and friction force between the baffle and the ballast. The first baffle 2 and the second baffle 3 respectively restrict the movement of the sleeper 100 in different directions, and the two are perpendicularly arranged, capable of resisting longitudinal and lateral forces simultaneously, ensuring the overall stability of the track structure, and avoiding the problem of track instability caused by insufficient restriction in a single direction.

[0064] Furthermore, in this embodiment or other embodiments, the thicknesses of both the first baffle 2 and the second baffle 3 are 10mm ± 2mm, preferably 10mm. The widths of the first baffle 2 and the second baffle 3 (such as Figure 3 、 Figure 4 the width L therein) are both 50mm ± 5mm, preferably 50mm. The heights of the first baffle 2 and the second baffle 3 (such as Figure 3 、 Figure 4 the height H therein) are both 200mm ± 10mm, preferably 200mm. The heights of the first pointed tooth part 22 and the second pointed tooth part 32 (such as Figure 3 、 Figure 4 the height h therein) are both 100mm ± 10mm, preferably 100mm. The angles of the tips of the first pointed tooth part 22 and the second pointed tooth part 32 (such as Figure 3 、 Figure 4 the angle α therein) are both 28° ± 2°, preferably 28°.

[0065] The baffle with a thickness of 10mm ± 2mm can maintain sufficient strength and rigidity when bearing train loads, ballast friction, and environmental pressures. Tests show that if the thickness is less than 8mm, the baffle may bend or break due to long-term use, affecting the anti-creeper effect; if the thickness is greater than 12mm, it is not conducive to economy and installation convenience.

[0066] The width of the baffle is 50mm ± 5mm, ensuring sufficient contact area between the baffle and the ballast, thereby providing the necessary resistance to prevent the longitudinal and lateral movement of the sleeper 100. Tests show that if the width is less than 45mm, the contact area is insufficient and the resistance weakens; if the width is greater than 55mm, the construction difficulty when inserting into the ballast will increase.

[0067] The baffle with a height of 200mm ± 10mm can penetrate into the ballast, providing a strong biting force and effectively resisting the movement of the sleeper by 100. Tests show that if the height is less than 190mm, the embedding depth of the baffle is insufficient and the anti-creeper effect is weakened; if the height is greater than 210mm, it may cause unnecessary impact on the ballast structure.

[0068] The height of the pointed tooth part is 100mm ± 10mm, which is more convenient for the baffle to be inserted into the ballast.

[0069] The angle of the tooth tip is 28° ± 2°, which can ensure the effective embedding of the pointed tooth part into the ballast while maintaining sufficient strength. Tests show that if the angle is greater than 30°, the embedding ability of the pointed tooth part decreases, which is not conducive to the insertion of the baffle into the ballast; if the angle is less than 26°, the pointed tooth part is too fragile and is prone to wear or breakage.

[0070] The above are only the preferred embodiments of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A ballast track anti-creeper device, characterized in that, Including: A plurality of cantilever beams (1), which are symmetrically installed at both ends of the sleeper (100); A plurality of first baffles (2) and a plurality of second baffles (3), both the first baffle (2) and the second baffle (3) are installed at the bottom of the cantilever beam (1); The first baffle (2) is used to limit the movement of the sleeper (100) in the first direction; The second baffle (3) is used to limit the movement of the sleeper (100) in the second direction; The first direction and the second direction are perpendicular.

2. The anti-creeper device for ballast track according to claim 1, wherein In the same cantilever beam (1), the first baffle (2) and the second baffle (3) are arranged alternately, and the total number of the first baffle (2) and the second baffle (3) is not less than five.

3. The anti-creeper device for ballast track according to claim 1, characterized in that, In the same cantilever beam (1), the first baffle (2) and the second baffle (3) are arranged alternately, and the first baffle (2) is arranged at both ends of the cantilever beam (1).

4. A ballast track anti-creeper device according to any one of claims 2 or 3, characterized in that, In the same cantilever beam (1), the distance between adjacent first baffle (2) and second baffle (3) is 120mm - 130mm.

5. The anti-creeper device for ballast track according to claim 1, characterized in that The first baffle (2) includes a first plate body (21) and a first pointed tooth part (22), one end of the first plate body (21) is fixedly connected to the cantilever beam (1), and the other end of the first plate body (21) is fixedly connected to the first pointed tooth part (22); The second baffle (3) includes a second plate body (31) and a second pointed tooth part (32), one end of the second plate body (31) is fixedly connected to the cantilever beam (1), and the other end of the second plate body (31) is fixedly connected to the second pointed tooth part (32); The first baffle (2) is perpendicular to the second baffle (3).

6. The anti-creeper device for ballast track according to claim 5, characterized in that, The thickness of both the first baffle (2) and the second baffle (3) is 10mm ± 2mm, the width of both the first baffle (2) and the second baffle (3) is 50mm ± 5mm, the height of both the first baffle (2) and the second baffle (3) is 200mm ± 10mm, the height of both the first pointed tooth part (22) and the second pointed tooth part (32) is 100mm ± 10mm, and the angle of the tooth tips of both the first pointed tooth part (22) and the second pointed tooth part (32) is 28° ± 2°.

7. The anti-creeper device for ballast track according to claim 1, wherein, The cantilever beam (1) includes flange plates (11) arranged oppositely, and the two flange plates (11) are fixedly connected by a web (12). The thickness of the flange plate (11) and the web (12) is 10mm ± 2mm, the height of the cantilever beam (1) is 195mm ± 5mm, and both the first baffle (2) and the second baffle (3) are installed on the flange plate (11).

8. The anti-creeper device for ballast track according to claim 7, wherein It further includes a plurality of L-shaped plates (4), and both surfaces of the web (12) are detachably connected to the sleeper (100) through the L-shaped plates (4).

9. The anti-creeper device for ballast track according to claim 1, characterized in that, It further includes a plurality of connecting rods (5), and the connecting rods (5) connect at least two cantilever beams (1) in series along the first direction.

10. The anti-creeper device for ballast track according to claim 1, characterized in that, It further includes a friction pad (6), and the friction pad (6) is installed at the bottom of the sleeper (100).

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