Isolation type rail insulation enhancing fastener

Abstract

The invention relates to the technical field of rail traffic, in particular to an isolation type rail insulation reinforcing fastener which is connected between a steel rail and a sleeper and comprises a baffle seat and a screw spike, a gauge apron is arranged on the top of the baffle seat in a stopping mode, and the gauge apron is arranged on the steel rail in a stopping mode at the same time; an elastic strip is stopped at the top of the gauge apron; a first gasket is stopped at the top of the elastic strip; an isolation ring is arranged on the top of the first gasket in a stopping mode, and the isolation ring is an insulating part and isolates the first gasket from the screw spike. The screw spike is fixed to the sleeper and sequentially penetrates through the gauge apron, the elastic strip, the first gasket and the isolation ring from bottom to top. The screw spike is sleeved with a nut in a threaded mode, and the nut is stopped at the top of the isolation ring. By arranging the isolation ring, the first gasket and the screw spike can be physically isolated, the nut and the first gasket can also be physically isolated, and therefore current on the fastener can be prevented from flowing into a sleeper and a ballast bed.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, in particular to an isolated rail insulation enhanced fastener. BACKGROUND

[0002] In the urban rail transit project in China, the traction power supply system generally adopts the traction power supply system of DC1500V (or DC750V) traction net current supply and running rail return current: the substation supplies power to the train through the catenary or the conductor rail, the current flows to the locomotive through the catenary (or the conductor rail), and then returns to the substation through the steel rail, forming a complete loop, so that the traction current finally flows back to the substation.

[0003] However, since the insulation resistance between the steel rail and the track structure and the tunnel is not infinite, when the traction current flows through the steel rail, it cannot all return to the negative pole of the traction substation along the steel rail, and part of the traction current will leak to the track structure and the tunnel. According to the basic electrical principle, the resistance between the high potential (steel rail) and the low potential (ground) directly affects the amount of leakage current. The greater the resistance between the two, the smaller the leakage current. When the transition resistance of the steel rail is in the range of 0.3-1 Ω·km, the stray current leaking to the ground can reach 10%-20% of the traction current. The leakage of stray current can cause many hazards, as it can cause electrochemical corrosion to the surrounding metal components, such as underground pipelines and steel structures. This corrosion can gradually damage the structural integrity of the metal components, shorten their service life, increase maintenance costs, and even pose a potential threat to the safe operation of urban rail transit. Therefore, increasing the transition resistance of the steel rail to the ground can effectively reduce the corrosion caused by the leakage of stray current and reduce its adverse effects on surrounding metal components.

[0004] According to the "Urban Rail Transit Engineering Project Specification" (GB55033-2022), when an insulation and drainage combination protection scheme is adopted, the transition resistance value should not be less than 15 Ω·km. However, in actual operation, the resistance value of the steel rail to the ground in many sections decreases significantly after a period of use, often less than 3 Ω·km, or even less than 1 Ω·km. The main reason for this situation is that the surface resistance of the fastener is too low, and the surface resistance of the fastener decreases due to environmental pollution. Pollutants in the environment increase the conductivity of the fastener surface, and the thickness of the accumulated dirt also increases, which leads to a decrease in the surface creepage resistance of the fastener, and thus a decrease in the surface resistance of the fastener. The traditional fastener node itself actually has good insulation performance, but its surface resistance is easily affected by external environmental factors, such as in a humid environment or when there is a lot of dirt on the surface, the surface resistance will decrease significantly, thus failing to effectively ensure the insulation performance of the entire fastener system, ultimately leading to serious leakage of stray current. SUMMARY

[0005] Therefore, it is necessary to provide an isolated rail insulation reinforcing fastener to solve the problem of poor insulation performance in the current rail fastener use process.

[0006] The above-mentioned purpose is achieved by the following technical solutions: An isolated rail insulation reinforcing fastener is connected between a steel rail and a sleeper, and comprises a rail pad, a baffle seat and a spiral spike. The rail pad is arranged between the steel rail and the sleeper and is an insulating piece. The baffle seat is arranged on the top of the sleeper, and the top of the baffle seat is provided with a gauge baffle which is stopped on the steel rail at the same time. The top of the gauge baffle is provided with a spring strip. The top of the spring strip is provided with a first gasket. The top of the first gasket is provided with an isolation ring which is an insulating piece and separates the first gasket and the spiral spike. The spiral spike is fixed on the sleeper and sequentially passes through the gauge baffle, the spring strip, the first gasket and the isolation ring from bottom to top. A nut is threadedly connected to the spiral spike and is stopped on the top of the isolation ring.

[0007] Further, an insulating sleeve is connected to the spiral spike, and is arranged between the first gasket and the sleeper and configured to separate the spiral spike from the spring strip and the gauge baffle.

[0008] Further, the material of the insulating sleeve is a high-insulation wear-resistant polymer material.

[0009] Further, the surface of the steel rail is coated with insulating paint.

[0010] Further, an isolation plate is arranged between the sleeper and the baffle seat, and the isolation plate is an insulating piece.

[0011] Further, the outer edge of the isolation plate is provided with a vertical retaining wall which is configured to block impurities from entering the area between the gauge baffle and the sleeper and to prolong the creepage distance.

[0012] Further, the isolation plate and the vertical retaining wall are jointly provided with a dirt-preventing edge which is inclined downward at a preset angle.

[0013] Furthermore, the bottom end of the isolation ring extends downward to between the elastic bar and the gauge baffle; the isolation ring also has an elastic tube section, which is located at the bottom end of the isolation ring, passes through the gauge baffle, and stops on the spiral spike; the elastic tube section can undergo elastic deformation, and has corresponding tubular and corrugated tube states before and after deformation. When in the corrugated tube state, the elastic tube section first forms a stop fit with the gauge baffle, and is configured to drive the gauge baffle to move, so that the gauge baffle is aligned with the sleeper along the length direction of the rail, and then loses contact with the gauge baffle.

[0014] Furthermore, the isolation ring also has a connecting pipe section, which is located at the bottom end of the elastic pipe section; a sealing ring is fixedly provided at the bottom end of the connecting pipe section, and the sealing ring is in sealing contact with the sleeper.

[0015] Furthermore, a second washer is sleeved on the spiral spike, and the second washer is located between the nut and the isolation ring, and simultaneously forms a stop fit with the nut and the isolation ring.

[0016] The beneficial effects of the present invention are: The present invention relates to an isolated track insulation reinforcement fastener. By providing an isolation ring and utilizing its structural characteristics, it can physically isolate a first washer from a spiral spike, and also physically isolate the first washer from a nut, thereby effectively reducing the leakage of stray current, and further effectively reducing the corrosion caused by the leakage of stray current, thereby reducing its adverse effects on surrounding metal components.

[0017] Furthermore, by providing an insulating sleeve and utilizing its structural characteristics, the spiral spike and the spring bar can be physically isolated, and the spiral spike and the gauge baffle can be physically isolated, thereby further reducing the leakage of stray current and ensuring insulation performance.

[0018] Furthermore, by coating the surface of the rails with insulating paint and utilizing its insulating properties, the rails, gauge plates, and sleepers can be physically isolated, thereby further reducing the leakage of stray current and ensuring insulation performance.

[0019] Furthermore, by providing an isolation plate and utilizing its insulation and position characteristics, the sleeper and other components of the fastener can be physically isolated, thereby further reducing the leakage of stray current and ensuring insulation performance.

[0020] Furthermore, by setting up a vertical retaining wall and utilizing its structural characteristics, it is possible to prevent dirt from entering the area between the gauge baffle and the sleeper, and to extend the creepage distance, thereby further reducing the leakage of stray current and ensuring insulation performance.

[0021] Further, by setting the anti-pollution side, using its structural characteristics, both the vertical retaining wall can form an acute angle blocking area, blocking the surface leakage of current, so as to further reduce the leakage of stray current, ensure the insulation performance, but also can improve the anti-pollution performance, conducive to long-term use.

[0022] Further, by setting the elastic pipe segment, using its deformation characteristics, both the rail gauge baffle along the length direction of the rail and the centering of the sleeper, so as to prolong the creepage distance, improve the insulation performance, but also can play a positioning role, improve the installation precision; after deformation, on the one hand, using the structural characteristics of the elastic pipe segment, the creepage distance can be prolonged, the insulation performance is improved, on the other hand, the convex part of the elastic pipe segment is away from the rail gauge baffle, which ensures that the rail cannot directly transmit the vibration to the isolation ring through the rail gauge baffle during the rail vibration process, thereby helping to reduce the wear of the isolation ring.

[0023] Further, by setting the connecting pipe segment and the sealing ring, using the sealing performance of the sealing ring, the nut, the screw spike, the isolation ring and the sleeper form a closed space, so as to block the impurities from entering, prevent the external erosion from affecting the anchor point formed by the screw spike and the sleeper; during the compression of the elastic pipe segment, the inside of the closed space is under positive pressure, so as to further block the external impurities from entering, which is beneficial to further prolong the service life of the anchor point formed by the screw spike and the sleeper. BRIEF DESCRIPTION OF DRAWINGS

[0024] Figure 1 The isolation type track insulation enhanced fastener and sleeper provided by the first embodiment of the present application is a three-dimensional structure schematic diagram when assembled with the rail; Figure 2 The isolation type track insulation enhanced fastener and sleeper provided by the first embodiment of the present application is a three-dimensional sectional structure schematic diagram when assembled with the rail; Figure 3 The isolation type track insulation enhanced fastener and sleeper provided by the first embodiment of the present application is a three-dimensional sectional structure schematic diagram when assembled with the rail; Figure 2 The isolation type track insulation enhanced fastener and sleeper provided by the first embodiment of the present application is a three-dimensional sectional structure schematic diagram when assembled with the rail; Figure 4 The isolation type track insulation enhanced fastener and sleeper provided by the first embodiment of the present application is a three-dimensional sectional structure schematic diagram when assembled with the rail; Figure 5 The isolation type track insulation enhanced fastener and sleeper provided by the first embodiment of the present application is a three-dimensional sectional structure schematic diagram when assembled with the rail; Figure 6 The isolation type track insulation enhanced fastener and sleeper provided by the first embodiment of the present application is a three-dimensional sectional structure schematic diagram when assembled with the rail; Figure 7 The isolation type track insulation enhanced fastener and sleeper provided by the first embodiment of the present application is a three-dimensional sectional structure schematic diagram when assembled with the rail; Figure 8 The third embodiment of the application provides a sectional view of the isolation type track insulation reinforcing fastener and sleeper when the sleeper and the rail are assembled. Figure 9 The third embodiment of the application provides a sectional view of the isolation type track insulation reinforcing fastener and sleeper when the sleeper and the rail are assembled. Figure 10 The third embodiment of the application provides a sectional view of the isolation type track insulation reinforcing fastener and sleeper when the sleeper and the rail are assembled. Figure 9 The third embodiment of the application provides a sectional view of the isolation type track insulation reinforcing fastener and sleeper when the sleeper and the rail are assembled. Figure 11 The third embodiment of the application provides a sectional view of the isolation type track insulation reinforcing fastener and sleeper when the sleeper and the rail are assembled. Figure 1 Figure 12 The third embodiment of the application provides a sectional view of the isolation type track insulation reinforcing fastener and sleeper when the sleeper and the rail are assembled. Figure 2 Figure 13 The third embodiment of the application provides a sectional view of the isolation type track insulation reinforcing fastener and sleeper when the sleeper and the rail are assembled. Figure 3 Figure 14 The third embodiment of the application provides a sectional view of the isolation type track insulation reinforcing fastener and sleeper when the sleeper and the rail are assembled.

[0025] Wherein: 1, rail; 2, sleeper; 201, rail bearing groove; 202, positioning hole; 3, rail pad; 4, baffle seat; 5, spiral spike; 6, gauge baffle; 601, first mounting hole; 7, elastic strip; 8, first gasket; 9, isolation ring; 901, elastic tube section; 902, connecting tube section; 903, sealing ring; 10, nut; 11, insulation sleeve; 12, isolation plate; 1201, vertical retaining wall; 1202, anti-fouling edge; 1203, second mounting hole; 13, second gasket. DETAILED DESCRIPTION

[0026] In order to make the purpose, technical scheme and advantages of the application clearer, the following will further describe the application through embodiments and in conjunction with the drawings. It should be understood that the specific embodiments described herein are only used to explain the application and not to limit the application.

[0027] ​​​The serial numbers of components in the present application, such as "first", "second", etc., are only used to distinguish the described objects, and do not have any sequence or technical meaning. In the description of the present application, it should be understood that the orientations or positional relationships indicated by the terms "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application.

[0028] In the present application, unless otherwise explicitly specified and limited, the first feature is "on" or "under" the second feature, which can be direct contact between the first and second features, or indirect contact through an intermediate medium. Moreover, the first feature "above", "over" and "on" the second feature can be directly above or obliquely above the first feature, or only indicate that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "under" and "under" the second feature can be directly below or obliquely below the first feature, or only indicate that the horizontal height of the first feature is less than that of the second feature.

[0029] The first embodiment of the present application will be described below Figures 1 to 7 The isolation type rail insulation enhanced fastener provided by the first embodiment of the present application is connected between the rail 1 and the sleeper 2 during installation, and there are two of them and they are symmetrically arranged on the left and right sides of the same rail 1, which is used to fix the rail 1 on the sleeper 2 and also to reduce the leakage current on the rail 1. The sleeper 2 and the rail 1 are arranged vertically; a rail bearing groove 201 is formed on the top of the sleeper 2, which penetrates through the front and rear side walls of the sleeper 2 at the same time, and the left and right side walls of the rail bearing groove 201 are both inclined surfaces, and the two inclined surfaces form a figure-eight structure together, and the large mouth of the figure-eight structure is arranged upward. The rail 1 is in an I-shaped structure, and during installation, the bottom is located in the rail bearing groove 201 and connected through the rail bottom pad 3 and the bottom of the rail bearing groove 201; the rail bottom pad 3 is an insulating piece and is used to isolate the direct conduction between the rail 1 and the sleeper 2.

[0030] Specifically, the isolated rail insulation enhanced fastener is provided with a baffle seat 4 and a spiral spike 5. The baffle seat 4 is an insulating part and has a strip-shaped structure and extends along the extension direction of the steel rail 1. The baffle seat 4 coincides with the side wall and the bottom of the rail groove 201 during installation. A gauge baffle 6 is arranged on the baffle seat 4. The gauge baffle 6 is a conductor and has a strip-shaped structure and extends along the extension direction of the steel rail 1. The end of the gauge baffle 6 away from the steel rail 1 is coincidentally arranged on the top of the baffle seat 4 during installation. The end of the gauge baffle 6 close to the steel rail 1 is coincidentally arranged on the side wall and the top of the beam below the steel rail 1 during installation to form a stop cooperation with the steel rail 1. A first installation hole 601 is arranged in the middle of the plate surface of the gauge baffle 6. A spring strip 7 is arranged on the top of the gauge baffle 6. The spring strip 7 is a conductor. A first washer 8 is arranged on the top of the spring strip 7. The first washer 8 is annular and a conductor. A positioning hole 202 is arranged on the bottom of the rail groove 201. The spiral spike 5 is vertically inserted into the positioning hole 202 during installation and is fixedly connected with the sleeper 2 and sequentially passes through the first installation hole 601, the spring strip 7 and the first washer 8 from bottom to top. The spiral spike 5 is a conductor. A nut 10 is threadedly sleeved on the spiral spike 5. The nut 10 is stopped on the top of the first washer 8. The nut 10 is a conductor.

[0031] During installation, the nut 10 is rotated and moves downward. When the nut 10 contacts the first washer 8, the nut 10 synchronously presses the first washer 8 with the continuous rotation of the nut 10. The first washer 8 synchronously presses the spring strip 7. The spring strip 7 is elastically deformed and synchronously presses the gauge baffle 6. The gauge baffle 6 synchronously presses the baffle seat 4 and the steel rail 1, so as to connect the steel rail 1 and the sleeper 2 together. When the steel rail 1 is electrified, the current transmitted by the steel rail 1 is insulated by the gauge baffle 6 and the baffle seat 4 on one hand, insulated by the rail pad 3 on the other hand and transmitted to the sleeper 2 through the gauge baffle 6, the spring strip 7, the first washer 8, the nut 10 and the spiral spike 5 finally.

[0032] The insulation parts of the traditional spring strip I type fastener and the spring strip II type fastener system are mainly the baffle seat 4 and the rail pad 3, which are used to block the current on the steel rail 1 from being conducted to the sleeper 2. In addition, the embedded spike is insulated during the pre-embedded construction to prevent the current from being conducted into the sleeper 2 through the steel rail 1, the gauge baffle 6, the spring strip 7 and the embedded spike. On one hand, the thickness of the rail pad 3 is usually only 10 mm and the thickness of the bottom of the gauge baffle 6 is only 5-6 mm. Once the side is contaminated by impurities such as dirt, dust and iron filings, the surface resistance will be much smaller than the volume resistance, which is easy to cause creepage conduction. On the other hand, the insulation measures of the embedded spike cannot be guaranteed to be stable and effective. Therefore, if the traditional spring strip I type fastener and the spring strip II type fastener system are used in the subway track, the insulation performance of the fastener system will be a hidden danger for the leakage of stray current.

[0033] Based on this, in the isolation type rail insulation enhanced fastener provided by the first embodiment of the present application, the isolation ring 9 is arranged on the top of the first washer 8, the isolation ring 9 is an insulating part, the isolation ring 9 is composed of a tubular part in the middle and a ring part on the outside, a ring-shaped groove is formed on the lower end surface of the ring part of the isolation ring 9, the first washer 8 is located in the groove and is sleeved on the tubular part of the isolation ring 9 when installed, the lower end of the tubular part of the isolation ring 9 extends downward to beyond the bottom end of the first washer 8, so that the first washer 8 and the spiral spike 5 can be isolated, the outer peripheral wall of the ring part of the isolation ring 9 is a tapered surface, the small end is arranged upward and covers the top of the first washer 8, and the peripheral wall of the groove is also a tapered surface and is parallel to the outer tapered surface of the ring part of the isolation ring 9, so that the creepage distance can be effectively increased, the leakage of stray current can be reduced, and the insulation performance can be improved. In this way, from the perspective of the current conduction path, the rail 1 is the high-potential end, and if the current spreads to the low-potential area such as the sleeper 2 and the track bed, it needs to pass through the potential conduction path formed by the rail gauge baffle 6, the elastic strip 7, the first washer 8, the nut 10, and the spiral spike 5.

[0034] The isolation ring 9 directly blocks the conductive connection between the first washer 8 and the spiral spike 5 by closely fitting with the first washer 8, the former serves as a conductor, and the latter serves as a key node for the conduction of the current to the sleeper 2, the two are completely separated by the isolation ring 9 of insulating material, and the path of the axial conduction of the current along the spiral spike 5 is cut off. At the same time, the upper surface of the isolation ring 9 forms a stop cooperation with the nut 10, so that the nut 10 as a conductor cannot directly contact the first washer 8 below, further blocking the possibility of the longitudinal conduction of the current through the contact between the nut 10 and the first washer 8.

[0035] This double isolation mechanism essentially embeds an insulating breakpoint in the potential conductive chain formed by the metal components. When the current tries to conduct from the rail 1 to the first washer 8 through the rail gauge baffle 6 and the elastic strip 7, due to the presence of the isolation ring 9, it cannot flow down into the sleeper 2 through the spiral spike 5, nor can it bypass through the contact between the nut 10 and the first washer 8, so that the current is forced to flow along the designed rail 1 return path, avoiding stray leakage to the surrounding environment such as the track bed structure and the tunnel.

[0036] In addition, the insulation characteristics of the isolation ring 9 are not significantly affected by factors such as moisture and dirt in the external environment, and can maintain stable resistance performance for a long time, ensuring continuous blocking of unintended conduction of stray current during track operation, and fundamentally eliminating the risk of insulation failure caused by the decrease of surface resistance of traditional fasteners.

[0037] Further, to further improve the insulation performance of the isolated rail insulation reinforced fastener, an insulating sleeve 11 can be provided on the spiral spike 5, the upper end of the insulating sleeve 11 extending to contact or approach the first gasket 8, and the lower end being suspended or abutting against the boss on the spiral spike 5, so that the spiral spike 5, the elastic strip 7 and the gauge baffle 6 are all isolated. In this way, from the perspective of current conduction logic, the elastic strip 7 and the gauge baffle 6 are both conductors, and the spiral spike 5 is a metal component connected to the sleeper 2. If the three are in direct contact, an electrically conductive path from the rail 1 to the sleeper 2 through the gauge baffle 6 and the elastic strip 7 to the spiral spike 5 will be formed, becoming a potential path for stray current leakage.

[0038] The insulating sleeve 11 wraps around the outer surface of the spiral spike 5, so that the spiral spike 5 is always in a non-contact state with the elastic strip 7 and the gauge baffle 6. When the elastic strip 7 deforms due to stress and approaches the outer periphery of the spiral spike 5, or the gauge baffle 6 deviates towards the spiral spike 5 in vibration, the insulating sleeve 11 will block the direct electrically conductive connection between the two. At the same time, for the dirt (such as dust, iron filings, etc.) that may be attached to the surface of the components in the track environment, the insulating sleeve 11 can isolate its role as a conductive medium: even if the dirt forms a cover between the elastic strip 7, the gauge baffle 6 and the spiral spike 5, due to the insulation isolation of the insulating sleeve 11, the dirt cannot form a continuous conductive channel, thereby avoiding the formation of an electrically conductive path between the elastic strip 7 or the gauge baffle 6 and the spiral spike 5 through the dirt.

[0039] This isolation mechanism essentially establishes a continuous and effective insulating boundary between the spiral spike 5 and the surrounding conductors, breaking the path that stray current may take through metal contact or contamination conduction. By cutting off the possibility of electrical conduction between the spiral spike 5 and the elastic strip 7 and the gauge baffle 6, it is difficult for current to spread from the rail 1 to the sleeper 2 and the ballast through the above components, thereby consolidating the overall insulation defense line of the track system and ensuring that the insulation performance remains stable in complex environments.

[0040] Further, the vibration of the rail 1 under the action of train load will be transmitted to the entire fastener system through the track structure, causing inevitable relative displacement and friction between the components. The elastic strip 7 and the gauge baffle 6, as metal components directly in contact with the rail 1, have vibration frequencies and amplitudes synchronized with the rail 1, while the insulating sleeve 11 is sandwiched between the spiral spike 5 and these metal components, becoming the main bearer of friction.

[0041] If the insulating sleeve 11 is not wear-resistant enough, long-term friction will cause its surface to be damaged, peeled off, or even form a through wear. At this time, the originally isolated spiral spike 5 and the spring strip 7 and the gauge baffle 6 may be directly contacted through the gap caused by wear, or an indirect conduction channel is formed through the debris caused by wear (if the debris is a conductive material), so that the isolation effect of the insulating sleeve 11 is lost. At the same time, the gap caused by wear will become a space for accumulating dirt, further increasing the risk of conduction.

[0042] The insulating sleeve 11 is made of a material (such as TPE) that is highly wear-resistant and insulating. The wear resistance of the material can resist the wear caused by long-term vibration, maintain the integrity of the sleeve structure, and ensure that the spiral spike 5 and the spring strip 7 and the gauge baffle 6 are always in a physically isolated state. The insulating properties of the material itself can essentially block the possibility of current passing through the sleeve, even in the case of a small change in the relative position of the components caused by vibration, the stable insulation performance can be maintained, and the conduction path caused by material wear can be avoided, thereby continuously playing a role in blocking stray current.

[0043] Further, in order to further improve the insulation performance of the isolated rail insulation enhanced fastener, the surface of the steel rail 1 can also be coated with insulating paint. The reason for setting the insulating paint is that the steel rail 1 is the main carrier of traction current, and if its surface is directly in contact with the gauge baffle 6, the sleeper 2 and other components, or indirectly connected through attached dirt, it will become a potential channel for current leakage; the setting of the insulating paint can build an insulating medium between the high-potential conductor of the steel rail 1 and the surrounding components, blocking the conduction path of stray current from the source.

[0044] The insulating paint forms a continuous and complete insulating layer on the surface of the steel rail 1 by virtue of its insulating properties, so that the steel rail 1 and the gauge baffle 6 cannot form direct conductive contact. Even if the gauge baffle 6 is close to the surface of the steel rail 1 in vibration, or dust, water vapor and other impurities with certain conductivity are accumulated between them, the insulating paint can block the bridge role of these impurities as conductive medium - the impurities are limited to the surface of the insulating paint and cannot form an electrical connection with the steel rail 1 body, thereby preventing the diffusion of current from the steel rail 1 to the gauge baffle 6, the sleeper 2 and the track bed.

[0045] At the same time, the insulating paint can tightly adhere to the surface of the steel rail 1, resist vibration, friction and environmental erosion caused by train operation, and maintain its insulating properties for a long time. This stable insulating barrier cooperates with other insulating components (such as the rail pad 3, the isolation ring 9, etc.) in the fastener system to block unintended conduction of current from multiple nodes, further compressing the path space for stray current leakage, and systematically enhancing the insulation performance of the entire rail system.

[0046] Thus, by providing an insulating barrier at the key conduction node of the current source, the possibility of leakage current from the rail 1 to the surrounding components is fundamentally reduced, ensuring that the traction current flows mainly along the designed return path, reducing the risk of electrochemical corrosion of the surrounding metal structures.

[0047] Further, to further improve the insulation performance of the isolated rail insulation enhanced fastener, an isolation plate 12 can also be provided between the sleeper 2 and the baffle seat 4. The isolation plate 12 is an insulating member and overlaps the side wall and the bottom of the rail support groove 201 when installed. The baffle seat 4 overlaps the top side wall and the top of the isolation plate 12 when installed. The rail pad 3 is arranged on the top of the horizontal part of the isolation plate 12 when installed. A second mounting hole 1203 is provided on the top of the horizontal part of the isolation plate 12, and the second mounting hole 1203 is used to pass through the spiral spike 5 to avoid interference. Thus, from the perspective of current conduction path, the sleeper 2 as a low potential structure, if in direct contact with the metal parts in the fastener system (such as the baffle seat 4, the gauge baffle 6, etc.), it may become an intermediate node for the diffusion of stray current from the rail 1 to the ballast bed. The isolation plate 12 completely separates the sleeper 2 from the baffle seat 4 above by fully adhering to the surface of the sleeper 2, so that the two cannot form a conductive connection. At the same time, the isolation plate 12 covers the entire structure of the rail support groove 201, avoiding direct contact between the sleeper 2 and other fastener components such as the rail pad 3 and the spiral spike 5, and physically cutting off the physical path of current conduction from the fastener system to the sleeper 2.

[0048] In addition, the isolation plate 12 can also block the accumulation of dirt between the sleeper 2 and the baffle seat 4. When dust, water vapor and other pollutants in the environment attempt to form a conductive medium in the gap between the two, the insulating surface of the isolation plate 12 will block the indirect conductive link formed by the pollutants, preventing them from becoming a "bridge" for current leakage. This dual effect - both isolating direct conduction by its own insulation and blocking indirect conduction paths by its location advantage - keeps the sleeper 2 and the metal parts of the fastener system in an electrically isolated state, further compressing the leakage space of stray current, and cooperates with other insulating components to consolidate the overall insulation performance of the rail system.

[0049] Further, to reduce the entry of impurities from the gap between the isolation plate 12 and the gauge baffle 6 into the area between the gauge baffle 6 and the sleeper 2, resulting in the direct conduction of the helical spike 5 and the rail 1 under the connection of impurities, two vertical retaining walls 1201 are arranged on the top of the isolation plate 12, both of which extend in a direction perpendicular to the rail 1 and are arranged in the front-rear direction and located on the front and rear sides of the gauge baffle 6, respectively, and the vertical retaining walls 1201 extend to the inclined part of the isolation plate 12. In this way, from the perspective of impurity blocking, the gap between the gauge baffle 6 and the sleeper 2 is an area where dust, iron filings, water vapor and other pollutants are easy to accumulate. If these pollutants form a continuous cover, they may become a conductive medium connecting the gauge baffle 6 (conductor) and the sleeper 2, providing an escape path for stray current. The vertical retaining walls 1201 extend vertically along the front and rear sides of the gauge baffle 6, directly blocking the entry channel of the pollutants - their height and extension direction can intercept most of the falling or accumulated impurities, preventing the formation of a conductive bridge by the pollutants in the critical gap, and eliminating the risk of insulation failure caused by environmental contamination from the source.

[0050] From the perspective of the creepage distance extension, the essence of the creepage phenomenon is the conduction of current along the surface of the insulation, and its occurrence probability is closely related to the surface distance between conductors. The presence of the vertical retaining wall 1201 causes a turn in the surface path between the gauge baffle 6 and the sleeper 2: if the current tries to flow from the gauge baffle 6 to the sleeper 2 through the surface of the isolation plate 12, it needs to bypass the side of the vertical retaining wall 1201 first and then extend downward. This path is significantly longer than the flat surface without a retaining wall. Longer creepage distance means that the current needs to overcome greater insulation resistance, and under the same voltage conditions, the probability of surface conduction is greatly reduced, thereby enhancing the insulation isolation effect of the isolation plate 12 on the gauge baffle 6 and the sleeper 2.

[0051] In this way, the physical protection and electrical principles are combined, both by blocking impurities to maintain the cleanliness of the insulation surface and by extending the path to improve the inherent resistance of the insulation system. The two work together to further compress the escape space of the stray current, keeping the insulation performance of the fastener system stable in complex environments.

[0052] Further, to further improve the anti-pollution performance of the vertical retaining wall 1201 and improve the insulation performance of the isolated rail insulation enhanced fastener, an anti-pollution edge 1202 is fixedly arranged on the top outer plate surface of the inclined portion of the isolation plate 12 and the top outer side wall of the vertical retaining wall 1201, and the anti-pollution edge 1202 extends downward and obliquely. In this way, from the principle of blocking current surface leakage, the vertical retaining wall 1201 forms a first barrier perpendicular to the surface of the sleeper 2, and the downward and obliquely extending anti-pollution edge 1202 combines with the vertical retaining wall 1201 to form an acute angle blocking structure at the intersection area. When the current attempts to conduct from the gauge stop plate 6 to the sleeper 2 along the surface of the isolation plate 12, it needs to pass through the vertical surface of the vertical retaining wall 1201 and the inclined surface of the anti-pollution edge 1202 in sequence, and the two turns of the path significantly increase the surface distance. More importantly, the geometric shape of the acute angle area changes the electric field distribution of the current, causing the accumulation of electric charges at the turning point, increasing the resistance threshold of surface conduction, and thus essentially reducing the possibility of current breakthrough of the insulation surface to achieve leakage. This structure is not simply an extension of the path, but rather a "electric field barrier" constructed by the design of the spatial form, further compressing the conduction channel of the stray current.

[0053] In terms of anti-pollution performance, the downward and obliquely extending anti-pollution edge 1202 forms a natural drainage structure using the force of gravity. If dust, water vapor, oil stains and other pollutants in the environment adhere to the surface of the anti-pollution edge 1202, they will slide away from the gap between the vertical retaining wall 1201 and the gauge stop plate 6 under the guidance of the inclination angle, making it difficult to accumulate in the critical insulation area. At the same time, the inclined posture of the anti-pollution edge 1202 makes it difficult for liquid to accumulate on its own surface, reducing the problem of surface resistance reduction caused by moisture. This "active drainage" mechanism avoids the formation of conductive bridges by pollutants at the insulation interface, maintaining the cleanliness of the vertical retaining wall 1201 and the surface of the isolation plate 12 for a long time, ensuring that the insulation structure always maintains the designed resistance characteristics during operation, providing a double guarantee for the long-term stable operation of the fastener system.

[0054] Further, to improve the reliability of the isolation ring 9, a second washer 13 is further sleeved on the spiral spike 5, the second washer 13 is located between the nut 10 and the isolation ring 9, and simultaneously forms a stop cooperation with the nut 10 and the isolation ring 9. The reason for setting the second washer 13 is that if the lower surface of the nut 10 directly contacts the upper surface of the isolation ring 9 during tightening, due to machining precision or installation deviation, local point contact or line contact may be formed, causing the isolation ring 9 to concentrate stress in a few contact areas. As an insulating part, the material of the isolation ring 9 usually has a certain brittleness, and long-term uneven concentrated stress may cause local deformation, cracks or even breakage, damaging the original complete insulation structure.

[0055] The intervention of the second gasket 13 changes the force state: its flat upper and lower surfaces respectively form a surface contact with the nut 10 and the isolation ring 9, dispersing the axial pressure applied by the nut 10 to the entire upper surface of the isolation ring 9, so that the stress is evenly transmitted inside the isolation ring 9. This uniform stress avoids structural damage to the isolation ring 9 due to local overload, ensuring that it can continuously maintain physical integrity - whether it is the annular body or the fitting part with other components, it can maintain the designed insulation isolation form and will not appear gaps or contact points due to breakage or deformation.

[0056] From the perspective of insulation principle, the core function of the isolation ring 9 is to block the conductive path between the first gasket 8 and the spiral spike 5 and the nut 10, and this function depends on the continuity of its structure. The second gasket 13 indirectly guarantees the effectiveness of the insulation barrier by protecting the structural integrity of the isolation ring 9: as long as the isolation ring 9 is not damaged, it can always block the direct conductive connection between metal components and avoid the formation of gaps through structural defects to achieve unintended conduction by stray current, thereby long-term maintaining the stability of the insulation performance of the fastener system.

[0057] The second embodiment of the present application will be described below with reference to Figures 8 to 14 The isolation type track insulation enhanced fastener provided by the second embodiment of the present application has most of the same structure as the isolation type track insulation enhanced fastener in the first embodiment, and will not be described again; it is also connected between the steel rail 1 and the sleeper 2, and is used not only to fix the steel rail 1 on the sleeper 2, but also to reduce the leakage current on the steel rail 1.

[0058] As a key component connecting the steel rail 1 and the sleeper 2, the gauge baffle 6 directly affects the path length of the current surface conduction. In the manual installation process, the gauge baffle 6 may be biased forward or backward along the length of the steel rail 1 due to operation errors, and this position deviation will destroy the balance of the creepage distance, thereby weakening the insulation ability of the fastener system.

[0059] From the characteristics of current surface conduction, the creepage distance is the core indicator to measure the ability of the insulation surface to resist current leakage, and the longer the distance, the more difficult it is for the current to break through the insulation barrier. When the gauge baffle 6 is biased forward, the surface path between its front end and the sleeper 2 is shortened, and the rear end path is correspondingly lengthened, but the overall effective creepage distance is determined by the shortest path - the short distance of the front end becomes a weak link of current leakage, and the high-potential current of the steel rail 1 is easy to conduct along the insulation surface to the low-potential sleeper 2. Similarly, when the gauge baffle 6 is biased backward, the short path of the rear end becomes a new weak point, and the current can also break through the insulation limit through it.

[0060] This uneven creepage distance distribution essentially creates a "short board effect" in the insulation system. Even if the insulation performance of other areas remains perfect, the shortest path will have a significantly reduced surface resistance due to insufficient distance, making it easier for the current to overcome the insulation resistance and form a leakage. In addition, position deviation can cause irregular changes in the gap between the rail gauge baffle 6 and the surrounding insulation components (such as the isolation plate 12 and the vertical retaining wall 1201), creating space for dirt accumulation and further shortening the actual creepage distance, exacerbating the risk of stray current leakage.

[0061] Based on this, in the isolation type rail insulation enhanced fastener provided by the second embodiment of the present application, the lower end of the tubular part including the isolation ring 9 extends downward between the elastic strip 7 and the rail gauge baffle 6, thereby being able to isolate the elastic strip 7 and the spiral spike 5; the isolation ring 9 also has an elastic tube segment 901 at the lower end of the tubular part of the isolation ring 9, the lower end of the elastic tube segment 901 passes through the first mounting hole 601 and stops on the boss of the spiral spike 5, thereby being able to isolate the rail gauge baffle 6 and the spiral spike 5; the elastic tube segment 901 can be elastically deformed and has corresponding tubular and bellows states before and after deformation. Initially, as shown in Figure 11 , the elastic tube segment 901 is in a tubular state, and the annular part of the isolation ring 9 is arranged away from the elastic strip 7.

[0062] During installation, the nut 10 is rotated and moves downward; when the nut 10 and the isolation ring 9 come into contact, as the nut 10 continues to move downward, the nut 10 simultaneously presses down the isolation ring 9, causing the elastic tube segment 901 to deform and the middle part to bulge outward at the same time, switching from a tubular state to a bellows state. During the deformation of the elastic tube segment 901, taking the first mounting hole 601 as an example, since the elastic tube segment 901 is uniformly bulging outward, the front side of the elastic tube segment 901 will first come into contact with the side wall of the first mounting hole 601, as shown in Figure 12 , as the elastic tube segment 901 continues to deform, the lateral thrust generated by uniform outward bulging forces the rail gauge baffle 6 to move to the center position until it is centered with the sleeper 2 - this process tends to equalize the gap on both sides of the rail gauge baffle 6, and the original shortest path is lengthened, thereby eliminating the risk of insufficient local creepage distance, making the insulation path that the current needs to traverse for surface conduction consistent and longer in length as a whole, and improving the ability to block stray current from a structural layout.

[0063] Meanwhile, the corrugated state of the elastic tube segment 901 itself also extends the creepage distance twice. Compared with the smooth surface in the tubular state, the corrugated structure increases the tortuosity of the surface path through continuous concave-convex folds: if the current tries to conduct along the surface of the elastic tube segment 901, it needs to repeatedly turn between the folds, and the actual path length is much longer than the axial straight distance. This change in form is not simply an increase in physical length, but rather it creates more insulation "checkpoints" by changing the surface geometry, further increasing the difficulty of the current breaking through the insulation barrier.

[0064] In addition, the centering effect of the elastic tube segment 901 is essentially an adaptive positioning mechanism. It automatically corrects installation errors through the thrust generated by deformation, ensures that the relative position of the rail gauge baffle 6 and the sleeper 2 meets the design standard, and avoids the skewing problems that may occur during manual installation. This precise positioning not only ensures the uniformity of the creepage distance, but also ensures that the gap between the rail gauge baffle 6 and the surrounding insulation components (such as the isolation plate 12 and the vertical retaining wall 1201) is consistent, reducing the risk of debris accumulation due to uneven gaps, and providing a foundation for long-term stable insulation performance in terms of installation accuracy.

[0065] When the rail gauge baffle 6 and the sleeper 2 are centered, the isolation ring 9 is then pressed on the elastic strip 7 through the first washer 8 as the nut 10 continues to move down, causing the elastic strip 7 to elastically deform; at the same time, the elastic strip 7 elastically deforms, simultaneously pressing down the rail gauge baffle 6, which in turn presses down the baffle seat 4 and the rail 1, thereby connecting the rail 1 and the sleeper 2 together; when the nut 10 stops moving, as shown in FIG. 6, the elastic tube segment 901 moves synchronously to the lower side of the rail gauge baffle 6 and is separated from the rail gauge baffle 6. Figure 13 When the rail 1 vibrates due to train load, the rail gauge baffle 6 vibrates synchronously with the rail 1, but since there is no direct contact between the rail gauge baffle 6 and the isolation ring 9, the vibration energy cannot be transmitted to the isolation ring 9 through the rigid conduction path. This non-contact state cuts off the mechanical link of vibration transmission, so that the isolation ring 9 only bears the static pressure of itself and other components such as the helical spike 5 and the nut 10, rather than the dynamic vibration impact.

[0066] From the perspective of wear mechanism, wear is caused by the relative motion of the surfaces of two objects and the friction force. The separation of the isolation ring 9 and the rail gauge baffle 6 eliminates the relative motion and friction stress between the two, avoiding continuous wear caused by vibration. The isolation ring 9 can therefore maintain its complete insulation structure for a long time, ensuring that the isolation effect of the first washer 8 and the helical spike 5 and the nut 10 is not destroyed, thereby maintaining the stable insulation performance of the fastener system.

[0067] Further, to improve the service life of the anchor point formed by the spiral spike 5 and the tie tie 2, the isolation ring 9 is also provided with a connecting pipe segment 902 located at the bottom end of the elastic pipe segment 901, and a sealing ring 903 is fixedly arranged at the bottom end of the connecting pipe segment 902 and in sealing contact with the tie tie 2. The cross-sectional shape of the connecting pipe segment 902 is Z-shaped, and the smaller diameter part is located at the top, so as to form a stop cooperation with the boss on the spiral spike 5 to facilitate supporting the deformation of the elastic pipe segment 901, and to bypass the boss on the spiral spike 5 to facilitate abutting the sealing ring 903 on the tie tie 2.

[0068] It can be understood that when the baffle seat 4 and the tie tie 2 are provided with the isolation plate 12, the sealing ring 903 can also be arranged in sealing abutment on the top of the isolation plate 12.

[0069] The sealing ring 903 forms a closed space between the nut 10, the spiral spike 5, the isolation ring 9 and the tie tie 2 through the sealing contact with the tie tie 2 (or the isolation plate 12). The core function of this closed structure is to cut off the intrusion path of external impurities (such as dust, water vapor, corrosive medium, etc.). The anchor point formed by the spiral spike 5 and the tie tie 2 is a key node of the fixed track structure, and the connection strength directly affects the track stability, and the accumulation or erosion of impurities will damage the mechanical properties of the anchor point - for example, water vapor contact with metal may cause rust, and dust accumulation may increase the connection gap between the spiral spike 5 and the tie tie 2. The sealing performance of the sealing ring 903 prevents these harmful substances from entering the closed space, physically isolates the external environment from directly eroding the anchor point, and provides basic protection for the anchor point.

[0070] Further, the elastic pipe segment 901 will reduce the internal volume of the closed space during compression deformation. According to the principle of gas pressure, the reduction in volume will cause the internal gas pressure to rise, forming a positive pressure state relative to the external environment. This positive pressure effect is equivalent to establishing a "gas pressure barrier" between the closed space and the external environment: when external impurities attempt to enter through a small gap, the high internal pressure will generate a reverse thrust on the impurities, hindering their entry. Even if there is a very small gap between the sealing ring 903 and the contact surface, the positive pressure can effectively offset the penetration tendency of the impurities, significantly enhancing the protection capability of the anchor point.

[0071] Therefore, by constructing a "physical sealing + gas pressure protection" double mechanism, not only is the direct erosion of impurities on the anchor point avoided, but also the possibility of impurities forming a conductive path as a conductive medium in the anchor point area is reduced, indirectly ensuring the insulation performance of the fastener system. At the same time, the anchor point can maintain the designed connection strength for a long time without being eroded by the external environment, thereby prolonging its service life and ensuring the long-term stability of the track structure.

[0072] Any combination of the technical features in the above embodiments can be made, and for the sake of brevity, not all possible combinations are described above, however, as long as the combination of the technical features does not exist in contradiction, it shall be considered within the scope of the present disclosure.

[0073] The above embodiments only express several implementation manners of the present application, and the description is more specific and detailed, but it shall not be understood as a limitation on the scope of the present application. It shall be pointed out that, for those skilled in the art, several modifications and improvements can be made without departing from the concept of the present application, and these shall be within the protection scope of the present application.

Claims

1. An isolated track insulation reinforcement fastener, characterized in that: The isolated rail insulation reinforcement fastener is connected between the rail and the sleeper, and includes a rail pad, a baffle seat and a spiral spike. The rail pad is arranged between the rail and the sleeper and is an insulating part; the baffle seat is arranged on the top of the sleeper, and a gauge baffle is arranged on the top of the baffle seat, and the gauge baffle is stopped on the rail at the same time; the top of the gauge baffle is provided with an elastic bar; the top of the elastic bar is provided with a first washer; the top of the first washer is provided with an isolation ring, the isolation ring is an insulating part, and isolates the first washer from the spiral spike; the spiral spike is fixed on the sleeper and passes through the gauge baffle, the elastic bar, the first washer and the isolation ring from bottom to top in sequence; a nut is threaded on the spiral spike, and the nut is stopped on the top of the isolation ring.

2. The isolated track insulation reinforcement fastener according to claim 1, characterized in that: An insulating sleeve is sleeved on the spiral spike, and the insulating sleeve is located between the first washer and the sleeper, and is configured to isolate the spiral spike from the spring bar and the gauge baffle.

3. The isolated track insulation reinforcement fastener according to claim 2, characterized in that: The insulating sleeve is made of a highly insulating and wear-resistant polymer material.

4. The isolated track insulation reinforcement fastener according to claim 1, characterized in that: The surface of the steel rail is coated with insulating paint.

5. The isolated track insulation reinforcement fastener according to claim 1, characterized in that: An isolation plate is provided between the sleeper and the baffle seat, and the isolation plate is an insulating member.

6. The isolated track insulation reinforcement fastener according to claim 5, characterized in that: The outer edge of the isolation plate is provided with an upright retaining wall, and the upright retaining wall is configured to prevent dirt from entering the area between the gauge baffle and the sleeper and to extend the creepage distance.

7. The isolated track insulation reinforcement fastener according to claim 6, characterized in that: The isolation plate and the vertical retaining wall are both provided with an anti-fouling edge, and the anti-fouling edge is inclined downward at a preset angle.

8. The isolated track insulation reinforcement fastener according to claim 1, characterized in that: The bottom end of the isolation ring extends downward to be located between the elastic bar and the gauge baffle; the isolation ring also has an elastic tube section, which is located at the bottom end of the isolation ring, passes through the gauge baffle, and stops on the spiral spike; the elastic tube section can undergo elastic deformation, and has corresponding tubular and corrugated tube states before and after deformation. When in the corrugated tube state, the elastic tube section first forms a stop fit with the gauge baffle, and is configured to drive the gauge baffle to move, so that the gauge baffle is aligned with the sleeper along the length direction of the rail, and then loses contact with the gauge baffle.

9. The isolated track insulation reinforcement fastener according to claim 8, characterized in that: The isolation ring further comprises a connecting pipe section, which is located at the bottom end of the elastic pipe section; a sealing ring is fixedly provided at the bottom end of the connecting pipe section, and the sealing ring is in sealing contact with the sleeper.

10. The isolated track insulation reinforcement fastener according to claim 1, characterized in that: The spiral spike is also sleeved with a second washer, which is located between the nut and the isolation ring and simultaneously forms a stop fit with the nut and the isolation ring.

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