Rail cant correction fastener for urban rail transit

Abstract

The invention discloses a rail cant correction fastener for urban rail transit, which comprises an iron base plate, a rubber and plastic base plate arranged below the iron base plate and buckling assemblies arranged at the two ends of the iron base plate, a wedge-shaped rail bearing surface obliquely arranged in the direction perpendicular to a steel rail is arranged on the iron base plate, and a rail lower base plate is arranged on the wedge-shaped rail bearing surface. And a wedge-shaped supporting surface which is obliquely arranged in the direction perpendicular to the steel rail is arranged on the rubber and plastic base plate. According to the rail cant correction fastener for the urban rail transit, the iron base plates with different wedge-shaped rail bearing surface gradients and the rubber and plastic base plates with different wedge-shaped rail bearing surface gradients are replaced, the adjustment amount of + / -6 degrees and within the range of + / -6 degrees of the rail cant of a steel rail can be achieved through combination, and the adjustment requirement of the existing operation line rail cant of a subway in China can be met.

Description

Technical Field

[0001] The present invention relates to the technical field of urban rail transit engineering services, and in particular to a rail bottom slope correction fastener for urban rail transit. Background Art

[0002] In urban rail transit, in order to reduce costs, some projects adopt the technical solution of pillowless cast-in-place roadbed (integral roadbed) combined with direct-connection fasteners.

[0003] This solution eliminates traditional precast concrete sleepers and instead casts a continuous reinforced concrete slab on-site on the roadbed, bridge slab, or tunnel floor. The rails are directly fastened to the slab with fasteners, effectively improving construction efficiency. However, this solution places extremely high demands on construction precision, foundation stability, and material durability. Many lines using a monolithic slab have experienced problems such as severe rail bottom slope deviation, cracking and pulverization of the slab concrete, and failure of embedded casings.

[0004] The overall trackbed slope of my country's urban rail transit is typically designed to be 1 / 40, with an allowable deviation of 1 / 30 to 1 / 50, or approximately ±0.5°. However, the maximum trackbed slope deviation measured on some operating lines has reached as high as ±6°, significantly exceeding the allowable deviation. This has led to the following problems on-site: first, abnormal rail surface light bands, increased rail wear, and a serious impact on rail service life; second, increased lateral wheel-rail forces, leading to frequent abnormal fractures of fastener anchor bolts; and third, a decrease in train running stability, resulting in shaking, jittering, and abnormal noise, seriously affecting passenger comfort.

[0005] Currently, there are two main methods for adjusting rail bottom slope: one is adjustment through the sleeper support, and the other is adjustment through fasteners. When adjusting the sleeper support, the support is generally removed and replaced or polished. This method is difficult to implement, takes a long time to complete, and can damage the trackbed structure, impacting driving safety. When adjusting with fasteners, wedge-shaped pads under the rail are generally used. This method is convenient to implement and does not affect normal train operations. However, the adjustment range is limited, with a maximum of approximately ±2°, which cannot meet the needs of on-site rail bottom slope correction. Summary of the Invention

[0006] The purpose of the present invention is to provide a rail bottom slope correction fastener for urban rail transit. The rail bottom slope correction fastener for urban rail transit can achieve an adjustment range of the rail bottom slope within ±6° by replacing iron pads with different wedge-shaped rail bearing surface slopes and rubber-plastic pads with different wedge-shaped support surface slopes through combination, and can meet the adjustment needs of the rail bottom slope of existing operating lines in my country's subway.

[0007] In order to achieve the above-mentioned purpose, the present invention provides a rail bottom slope correction fastener for urban rail transit, which includes an iron pad, a rubber-plastic pad arranged under the iron pad, and a clamping assembly arranged at both ends of the iron pad, the iron pad is provided with a wedge-shaped rail-bearing surface obliquely arranged in the direction perpendicular to the steel rail, the wedge-shaped rail-bearing surface is provided with a rail bottom pad, and the rubber-plastic pad is provided with a wedge-shaped supporting surface obliquely arranged in the direction perpendicular to the steel rail.

[0008] Preferably, the buckling components arranged at both ends are distributed in line or in staggered arrangement.

[0009] Preferably, the clamping assembly includes an elastic bar and a fastener, one end of the elastic bar is clamped on the iron base plate, and the other end is clamped on the upper surface of the rail bottom through an insulating gauge block.

[0010] Preferably, the elastic bar and the fastener are staggered, and the elastic bar is an E-type elastic bar; a boss is provided on the iron plate, and a socket is provided on the boss extending in a direction parallel to the rail and used to insert the end of the E-type elastic bar.

[0011] Preferably, the fastener includes a first gasket, a heavy spring washer and an anchor bolt from bottom to top. The anchor bolt passes through the heavy spring washer, the first gasket, the iron plate and the rubber-plastic plate in sequence and is screwed into a sleeve embedded in the sleeper.

[0012] Preferably, the first gasket is a serrated gasket, the bottom serrations of which are arranged in a direction perpendicular to the rail, the iron plate is provided with a first oblong hole for the anchor bolt to pass through, the first oblong hole extends in a direction perpendicular to the rail, and the iron plate is provided with a serrated surface at the first oblong hole that engages with the bottom serrations of the serrated gasket.

[0013] Preferably, a second gasket is stacked on the first gasket, and a bottom surface of the second gasket is provided with a wedge-shaped adjustment surface obliquely arranged in a vertical direction to the rail.

[0014] Preferably, the fastener includes an adjustment block, a heavy spring washer and an anchor bolt arranged in sequence from bottom to top, and the anchor bolt passes through the heavy spring washer, the adjustment block, the iron plate and the rubber-plastic plate in sequence and is screwed into a sleeve embedded in the sleeper; the bottom surface of the adjustment block is a cylindrical convex surface, and the iron plate is provided with a first oblong hole for the anchor bolt to pass through, and the first oblong hole extends in a direction perpendicular to the rail, and a cylindrical concave surface matching the cylindrical convex surface is provided on the iron plate at the first oblong hole.

[0015] Preferably, an iron plate lowering and raising pad is provided between the rubber-plastic pad and the iron plate.

[0016] According to the above technical solution, the rail bottom slope correction fastener for urban rail transit provided by the present invention has the following beneficial effects: This urban rail transit rail bottom slope correction fastener can adjust the rail bottom slope within ±6° by replacing iron pads with different wedge-shaped rail bearing surface slopes and rubber-plastic pads with different wedge-shaped support surface slopes. This combination can meet the rail bottom slope adjustment needs of existing operating subway lines in my country. The interface dimensions, rail height and left-right position adjustment, and system flexibility of the urban rail transit rail bottom slope correction fastener are consistent with existing fasteners, demonstrating good compatibility. The existing embedded casing is used for connection without damaging the trackbed structure. The rail bottom slope correction fasteners for urban rail transit have high construction efficiency and can be constructed during the night window. There is no need to wait after the construction is completed, and it will not affect the normal operation of the train the next day. It has good operability.

[0017] Other features and advantages of the present invention will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the following detailed description, they are used to explain the present invention but do not constitute a limitation of the present invention. In the accompanying drawings: Figure 1 This is a structural diagram of a preferred embodiment of a rail bottom slope correction fastener for urban rail transit; Figure 2 It is a structural schematic diagram of a preferred embodiment of the iron pad; Figure 3 This is a structural diagram of a preferred embodiment of a rubber-plastic pad; Figure 4 is a structural schematic diagram of a preferred embodiment of the first gasket; Figure 5 1 is a schematic structural diagram of a preferred embodiment of the second gasket; Figure 6 It is a schematic diagram of the assembly structure of an iron backing plate and an adjustment block in a preferred embodiment.

[0019] Description of Reference Numerals 1-spring bar; 2-insulating gauge block; 3-iron pad; 4-height adjustment pad under the iron pad; 5-rubber-plastic pad; 6-anchor bolt; 7-rail pad; 8-heavy spring washer; 9-second pad; 10-first pad; 11-serrated surface; 12-first oblong hole; 13-boss; 14-wedge-shaped rail bearing surface; 15-jack; 16-second oblong hole; 17-first through hole; 18-bottom serrations; 19-second through hole; 20-adjustment block; 21-cylindrical concave surface; 22-cylindrical convex surface. DETAILED DESCRIPTION

[0020] The following describes the specific embodiments of the present invention in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present invention and are not intended to limit the present invention.

[0021] In the present invention, unless otherwise stated, directional words contained in terms such as "up, down, left, right, front, back, inside, outside" merely represent the orientation of the term in normal usage, or are common names understood by those skilled in the art, and should not be regarded as limitations on the term.

[0022] See also Figure 1-6 As shown, the present invention provides a rail bottom slope correction fastener for urban rail transit, which includes an iron pad 3, a rubber-plastic pad 5 arranged under the iron pad 3, and a clamping assembly arranged at both ends of the iron pad 3. The iron pad 3 is provided with a wedge-shaped rail-bearing surface 14 obliquely arranged in the direction perpendicular to the steel rail, the wedge-shaped rail-bearing surface 14 is provided with a rail bottom pad 7, and the rubber-plastic pad 5 is provided with a wedge-shaped supporting surface obliquely arranged in the direction perpendicular to the steel rail.

[0023] Through the implementation of the above technical solution, the rail bottom slope correction fastener for urban rail transit can achieve an adjustment range of the rail bottom slope within ±6° by replacing the iron pads 3 with different wedge-shaped rail bearing surface slopes 14 and the rubber-plastic pads 5 with different wedge-shaped support surface slopes through combination, which can meet the adjustment requirements of the rail bottom slope of existing operating lines of my country's subway; the interface size, rail height and left and right position adjustment amount, and system elasticity are consistent with existing fasteners, and have good compatibility.

[0024] The existing embedded casing is used for connection, which will not damage the structure of the roadbed; the construction efficiency is high, and construction can be carried out during the night window. There is no need to wait after the construction is completed, and it will not affect the normal operation of the train the next day, and it has good operability.

[0025] Taking the wedge-shaped rail bearing surfaces 14 with slopes of 0°, 2.5°, and 5° and the wedge-shaped support surfaces with slopes of 0°, 0.5°, and 1° as examples, it is possible to adjust the rail bottom slope by ±6°, with an adjustment step of 0.5°.

[0026] See Table 1 below for specific adjustment configurations: Table 1 Rail bottom slope adjustment configuration table Among them, the rail bottom slope deviation of 1° and below is only fine-tuned by replacing the rubber-plastic pad 5, and the rail bottom slope deviation of more than 1° is adjusted by replacing the iron pad 3 and the rubber-plastic pad 5. This not only reduces the types of adjustment parts and reduces production costs, but also facilitates on-site construction operations.

[0027] The adjustment of the wedge-shaped rail-bearing surface 14 on the iron plate 3 is mainly carried out on the rail-bearing surface of the iron plate 3. The bolt hole of the iron plate 3 is still a flat slope, and the thickness inside and outside are consistent. The stress state of the anchor bolt 6 is good, the lateral stability of the fastener is good, and the safety factor is high.

[0028] The fastener interface dimensions, rail height and left-right position adjustment, and system flexibility are all consistent with existing fasteners, ensuring good compatibility. Most components are also universal, making on-site replacement easy and facilitating subsequent maintenance and repair.

[0029] In this embodiment, the clamping assemblies at both ends are arranged in either an in-line or staggered arrangement. This means that this solution applies regardless of whether the anchor bolts 6 are arranged diagonally or linearly. Bolt holes can be designed based on existing fastener interfaces, either in-line or staggered, facilitating on-site replacement. The iron backing plate 3 is made of QT450-10 ductile iron, which not only ensures the desired dimensions, appearance, and mechanical properties, but also offers excellent rust resistance.

[0030] In this embodiment, the clamping assembly includes a spring bar 1 and a fastener, one end of the spring bar 1 is clamped on the iron base plate 3, and the other end is clamped on the upper surface of the rail bottom through the insulating gauge block 2.

[0031] The present invention provides a commonly used buckling assembly structure, in which the spring bar 1 and the fastener are staggered, and the spring bar 1 is an E-type spring bar; a boss 13 is provided on the iron base plate 3, and a socket 15 is provided on the boss 13, which extends in a direction parallel to the rail and is used to insert the end of the E-type spring bar.

[0032] When in use, the end of the E-shaped spring bar is inserted into the insertion hole 15, and the pressing parts at both ends of the E-shaped spring bar are pressed on the insulating gauge block 2 and the boss 13 respectively to achieve buckling.

[0033] Fasteners include two structures: First, the fasteners, from bottom to top, consist of a first washer 10, a heavy-duty spring washer 8, and an anchor bolt 6. The anchor bolt 6 passes through the heavy-duty spring washer 8, the first washer 10, the iron backing plate 3, and the rubber-plastic backing plate 5, and is then screwed into a sleeve embedded in the sleeper. This structure is used when the rail bottom slope is 0°. The first washer 10 is horizontal, and after the anchor bolt 6 is installed, its fastening surface is free of eccentric force.

[0034] In this fastener structure, the first gasket 10 is a serrated gasket, and its bottom serrations 18 are arranged in a direction perpendicular to the rail. The iron plate 3 is provided with a first oblong hole 12 for the anchor bolt 6 to pass through. The first oblong hole 12 extends in a direction perpendicular to the rail. The iron plate 3 is provided with a serrated surface 11 at the first oblong hole 12 that engages with the bottom serrations 18 of the serrated gasket.

[0035] The first washer 10 is provided with a first through-hole 17 in the middle for the anchor bolt 6 to pass through. Its serrated surface 11 meshes with serrations 18 at the bottom. Made of QT450-10 ductile iron, the first washer 10 features a serrated structure with a spacing of 2 mm to 4 mm at its lower portion. These mesh with the serrated surface 11 at the bolt hole of the iron plate 3, enhancing the fastener's ability to withstand lateral loads and ensuring its safety on tight curves. By moving the first washer 10 left or right, the rail's position can be adjusted in increments of 2 mm to 4 mm. Once fully adjusted, the anchor bolt 6 is tightened to secure the iron plate 3.

[0036] In this fastener structure, a second gasket 9 is stacked on the first gasket 10, and the bottom surface of the second gasket 9 is provided with a wedge-shaped adjustment surface obliquely arranged in the direction perpendicular to the rail. When a rubber-plastic gasket 5 with a certain inclination angle is used under the iron plate 3, it is inevitable that the upper surface of the bolt hole of the iron plate 3 will be tilted, which will cause the anchor bolt 6 to be eccentrically stressed. Under abnormal loads, the anchor bolt 6 may be broken, affecting driving safety. In order to solve this problem, a second gasket 9 is added on top of the first gasket 10 to adjust the bottom surface of the hexagonal head of the bolt to fit closely with the iron plate 3, so as to improve the eccentric stress of the anchor bolt 6. The wedge-shaped adjustment surface should be parallel to the wedge-shaped adjustment surface and used in conjunction with it. The middle part of the second gasket 9 is provided with a second through hole 19 for the anchor bolt 6 to pass through.

[0037] Secondly, the fastener includes an adjustment block 20, a heavy spring washer 8, and an anchor bolt 6, which are arranged in sequence from bottom to top. The anchor bolt 6 passes through the heavy spring washer 8, the adjustment block 20, the iron plate 3, and the rubber-plastic plate 5 in sequence and is then screwed into a sleeve embedded in the sleeper. The bottom surface of the adjustment block 20 is a cylindrical convex surface 22. The iron plate 3 is provided with a first oblong hole 12 for the anchor bolt 6 to pass through. The first oblong hole 12 extends in a direction perpendicular to the rail. The iron plate 3 is provided with a cylindrical concave surface 21 located at the first oblong hole 12, which cooperates with the cylindrical convex surface 22. Through this arrangement, the eccentric force on the anchor bolt 6 is improved by the rotation of the cylindrical convex surface 22 within the cylindrical concave surface 21.

[0038] In this embodiment, an iron lower plate height adjustment plate 4 is provided between the rubber-plastic plate 5 and the iron plate 3. This arrangement allows for track height adjustment, with the number and thickness of the iron lower plate height adjustment plates 4 adjusted based on the desired adjustment amount. The iron lower plate height adjustment plates 4 are provided with second oblong holes 16 corresponding to the first oblong holes 12, for passage of the anchor bolts 6.

[0039] In the present invention, there is no elasticity under the iron pad 3. The rubber-plastic pad 5 under the iron pad 3 and the height-adjusting pad 4 under the iron pad are made of a mixture of rubber and plastic, which has the advantages of high strength, high rigidity, and high friction coefficient. It enhances the lateral stability of the fastener and can avoid abnormal breakage of the anchor bolt 6.

[0040] The preferred embodiments of the present invention are described in detail above in conjunction with the accompanying drawings, but the present invention is not limited to the specific details in the above embodiments. Within the technical concept of the present invention, various simple modifications can be made to the technical solution of the present invention, and these simple modifications all fall within the scope of protection of the present invention.

[0041] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present invention will not further describe various possible combinations.

[0042] In addition, the various embodiments of the present invention may be arbitrarily combined, and as long as they do not violate the concept of the present invention, they should also be regarded as the contents disclosed by the present invention.

Claims

1. A rail bottom slope correction fastener for urban rail transit, characterized in that: The rail bottom slope correction fastener for urban rail transit comprises an iron pad (3), a rubber-plastic pad (5) arranged under the iron pad (3), and buckling assemblies arranged at both ends of the iron pad (3); The iron pad (3) is provided with a wedge-shaped rail-bearing surface (14) obliquely arranged in the direction perpendicular to the rail, the wedge-shaped rail-bearing surface (14) is provided with a rail bottom pad (7), and the rubber-plastic pad (5) is provided with a wedge-shaped supporting surface obliquely arranged in the direction perpendicular to the rail.

2. The rail bottom slope correction fastener for urban rail transit according to claim 1, characterized in that: The buckling components arranged at both ends are distributed in line or in staggered arrangement.

3. The rail bottom slope correction fastener for urban rail transit according to claim 2, characterized in that: The buckling assembly comprises an elastic bar (1) and a fastener, one end of the elastic bar (1) is buckled on the iron pad (3), and the other end is buckled on the upper surface of the rail bottom through an insulating gauge block (2).

4. The rail bottom slope correction fastener for urban rail transit according to claim 3, characterized in that: The spring bar (1) and the fastener are arranged in a staggered manner, and the spring bar (1) is an E-type spring bar; The iron backing plate (3) is provided with a boss (13), and the boss (13) is provided with an insertion hole (15) extending in a direction parallel to the rail and used for inserting the end of the E-shaped elastic bar.

5. The rail bottom slope correction fastener for urban rail transit according to claim 3 or 4, characterized in that: The fastener comprises, from bottom to top, a first gasket (10), a heavy spring washer (8), and an anchor bolt (6); The anchor bolt (6) sequentially passes through the heavy spring washer (8), the first washer (10), the iron pad (3) and the rubber-plastic pad (5) and is then screwed into a sleeve pre-embedded in the sleeper.

6. The rail bottom slope correction fastener for urban rail transit according to claim 5, characterized in that: The first gasket (10) is a serrated gasket, and the bottom serrations (18) thereof are arranged in a direction perpendicular to the rail; the iron plate (3) is provided with a first oblong hole (12) for the anchor bolt (6) to pass through, and the first oblong hole (12) extends in a direction perpendicular to the rail; the iron plate (3) is provided with a serrated surface (11) at the first oblong hole (12) that meshes with the bottom serrations (18) of the serrated gasket.

7. The rail bottom slope correction fastener for urban rail transit according to claim 5, characterized in that: A second gasket (9) is stacked on the first gasket (10), and a bottom surface of the second gasket (9) is provided with a wedge-shaped adjustment surface obliquely arranged in a vertical direction to the rail.

8. The rail bottom slope correction fastener for urban rail transit according to claim 3 or 4, characterized in that: The fastener comprises an adjustment block (20), a heavy spring washer (8) and an anchor bolt (6) which are arranged in sequence from bottom to top; The anchor bolt (6) sequentially passes through the heavy spring washer (8), the adjustment block (20), the iron pad (3) and the rubber-plastic pad (5) and is then screwed into a sleeve embedded in the sleeper; The bottom surface of the adjustment block (20) is a cylindrical convex surface (22), and the iron plate (3) is provided with a first oblong hole (12) for the anchor bolt (6) to pass through, and the first oblong hole (12) extends in a direction perpendicular to the rail; A cylindrical concave surface (21) is provided on the iron backing plate (3) at the first oblong hole (12) and matches the cylindrical convex surface (22).

9. The rail bottom slope correction fastener for urban rail transit according to claim 1, characterized in that: An iron plate lowering and height adjustment plate (4) is provided between the rubber-plastic plate (5) and the iron plate (3).

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