An isolated rail insulation enhancing fastener

Abstract

The present application relates to rail transit technical field, specifically to a kind of isolated rail insulation reinforcing fastener, isolated rail insulation reinforcing fastener is connected between steel rail and sleeper, isolated rail insulation reinforcing fastener includes baffle seat and spiral spike, the top stop of baffle seat has gauge baffle, gauge baffle is stopped on steel rail simultaneously;The top stop of gauge baffle has elastic strip;The top stop of elastic strip has first washer;The top stop of first washer has isolation ring, isolation ring is insulating piece, and first washer and spiral spike are isolated;Spiral spike is fixed on sleeper, and sequentially passes through gauge baffle, elastic strip, first washer, isolation ring from bottom to top;Spiral spike is threadedly connected with nut, and nut is stopped at the top of isolation ring.By setting isolation ring, both first washer and spiral spike can be physically isolated, and nut and first washer can be physically isolated, to help blocking current on fastener to flow into sleeper and ballast.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to an isolated track insulation reinforcement fastener. Background Technology

[0002] In my country's urban rail transit projects, the traction power supply system generally adopts the DC1500V (or DC750V) traction network current supply and running rail return traction power supply system: the substation supplies power to the train through the contact network or conductive rail, the current flows to the locomotive through the contact network (or conductive rail), and then returns through the rail to form a complete loop, so that the traction current finally flows back to the substation.

[0003] However, because the insulation resistance between the rails, the track bed structure, and the tunnel is not infinite, the traction current cannot all flow back to the negative terminal of the traction substation along the rails. A portion of the traction current leaks into the track bed structure and the tunnel. According to basic electrical principles, the resistance between the high potential (rails) and the low potential (ground) directly affects the amount of leakage current. The greater the resistance between them, the smaller the leakage current. When the transition resistance of the rails is in the range of 0.3–1 Ω·km, the stray current leaking into the ground can reach 10%–20% of the traction current. The leakage of stray currents can cause numerous hazards, including electrochemical corrosion of surrounding metal components such as underground pipelines and reinforcing steel structures. This corrosion gradually destroys the structural integrity of the metal components, shortens their service life, increases maintenance costs, and may pose a potential threat to the safe operation of urban rail transit. Therefore, increasing the rail-to-ground transition resistance can effectively reduce the corrosion caused by stray current leakage and mitigate its adverse effects on surrounding metal components.

[0004] According to the "Specification for Urban Rail Transit Engineering Projects" (GB55033-2022), "When a protection scheme combining insulation and drainage is adopted, its transition resistance value should not be lower than 15 Ω·km." However, in actual operation, after a period of use, the rail-to-ground resistance value of many sections of the line drops significantly, often to less than 3 Ω·km, or even lower than 1 Ω·km. The main reason for this is the excessively low surface resistance of the fasteners, which is due to the influence of environmental pollution. Pollutants in the environment increase the conductivity of the fastener surface, and the thickness of the accumulated dirt also increases, leading to a decrease in the creepage resistance of the fastener surface, and thus a decrease in the surface resistance. Traditional fastener joints themselves actually have good insulation performance, but their surface resistance is easily affected by external environmental factors. For example, in a humid environment, or when there is a lot of dirt on the surface, the surface resistance will drop significantly, thus failing to effectively guarantee the insulation performance of the entire fastener system, ultimately leading to serious leakage of stray current. Summary of the Invention

[0005] Therefore, it is necessary to provide an isolated track insulation reinforcement fastener to address the problem of poor insulation performance in the current use of track fasteners.

[0006] The above objectives are achieved through the following technical solutions:

[0007] An isolated track insulation reinforcement fastener is provided, which connects a rail and a sleeper, and includes a rail pad, a baffle seat, and a spiral spike. The rail pad is disposed between the rail and the sleeper and is an insulating component. The baffle seat is disposed on the top of the sleeper, and a gauge baffle is disposed on the top of the baffle seat, which also stops on the rail. A spring clip is disposed on the top of the gauge baffle. A first washer is disposed on the top of the spring clip. An insulating ring is disposed on the top of the first washer, which is an insulating component and separates the first washer from the spiral spike. The spiral spike is fixed to the sleeper and passes through the gauge baffle, the spring clip, the first washer, and the insulating ring sequentially from bottom to top. A nut is threaded onto the spiral spike, and the nut stops on the top of the insulating ring.

[0008] Furthermore, an insulating sleeve is fitted onto the spiral spike, the insulating sleeve being located between the first washer and the sleeper, and configured to isolate the spiral spike from the elastic clip and the gauge baffle.

[0009] Furthermore, the insulating sleeve is made of a highly insulating and wear-resistant polymer material.

[0010] Furthermore, the surface of the rail is coated with an insulating coating.

[0011] Furthermore, an isolation plate is provided between the sleeper and the baffle seat, and the isolation plate is an insulating component.

[0012] Furthermore, an upright retaining wall is provided along the outer edge of the isolation plate. The upright retaining wall is configured to both prevent dirt from entering the area between the gauge baffle and the sleeper and to extend the creepage distance.

[0013] Furthermore, the isolation plate and the upright retaining wall are both provided with a dirt-proof edge, which is inclined downward at a preset angle.

[0014] Furthermore, the bottom end of the isolation ring extends downwards to a position between the elastic bar and the gauge baffle; the isolation ring also has an elastic tube segment located at the bottom end of the isolation ring, the elastic tube segment passing through the gauge baffle and stopping on the spiral spike; the elastic tube segment is capable of elastic deformation, and has corresponding tubular and corrugated tubular states before and after deformation. During the process of being in the corrugated tubular state, the elastic tube segment first forms a stop engagement 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 disengages from the gauge baffle.

[0015] Furthermore, the isolation ring also has a connecting pipe section 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 and the sleeper are in sealing contact.

[0016] Furthermore, a second washer is fitted onto the spiral spike, the second washer being located between the nut and the spacer ring, and simultaneously forming a stop engagement with the nut and the spacer ring.

[0017] The beneficial effects of this invention are:

[0018] This invention relates to an isolated track insulation reinforcement fastener. By setting an isolation ring, and utilizing its structural characteristics, it can physically isolate the first washer and the spiral spike, as well as the first washer and the nut, thereby effectively reducing the leakage of stray current, and thus effectively reducing the corrosion caused by stray current leakage, and reducing its adverse effects on surrounding metal components.

[0019] Furthermore, by setting up insulating sleeves, their structural characteristics can be used to physically isolate the spiral spikes and spring clips, as well as the spiral spikes and gauge baffles, thereby further reducing the leakage of stray current and ensuring insulation performance.

[0020] Furthermore, by coating the surface of the rail with an insulating coating, its insulating properties can be used to physically isolate the rail from the gauge baffle and sleepers, thereby further reducing the leakage of stray current and ensuring insulation performance.

[0021] Furthermore, by setting up isolation plates, their insulation and positional characteristics can be used to physically isolate the sleepers and other components of the fasteners, thereby further reducing the leakage of stray currents and ensuring insulation performance.

[0022] Furthermore, by setting up vertical retaining walls, their structural characteristics can be utilized to prevent dirt and debris 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.

[0023] Furthermore, by setting up anti-pollution edges, their structural characteristics can be utilized to form an acute-angle blocking area together with the vertical retaining wall, blocking the leakage of current along the surface, thereby further reducing the leakage of stray current, ensuring insulation performance, and improving anti-pollution performance, which is beneficial for long-term use.

[0024] Furthermore, by setting up elastic tube sections and utilizing their deformation characteristics, it is possible to achieve alignment of the gauge baffle along the length of the rail and the sleeper, thereby extending the creepage distance and improving insulation performance. It also serves as a positioning function, improving installation accuracy. After deformation, on the one hand, the structural characteristics of the elastic tube sections can extend the creepage distance and improve insulation performance. On the other hand, the outward convex part of the elastic tube section is set away from the gauge baffle, ensuring that during rail vibration, the rail cannot directly transmit vibration to the isolation ring through the gauge baffle, thus helping to reduce the wear of the isolation ring.

[0025] Furthermore, by setting up connecting pipe sections and sealing rings, the sealing performance of the sealing rings creates a sealed space between the nut, spiral spike, isolation ring, and sleeper. This prevents contaminants from entering and avoids external corrosion from affecting the anchor points formed by the spiral spikes and sleepers. During the compression of the elastic pipe section, the sealed space is under positive pressure, which further prevents external contaminants from entering and helps to extend the service life of the anchor points formed by the spiral spikes and sleepers. Attached Figure Description

[0026] Figure 1 This is a three-dimensional structural diagram of the isolated track insulation reinforcement fastener and sleeper and rail assembly provided in the first embodiment of the present invention;

[0027] Figure 2 This is a three-dimensional sectional view of the isolated track insulation reinforcement fastener and sleeper / rail assembly provided in the first embodiment of the present invention.

[0028] Figure 3 for Figure 2 A magnified view of the structure at point A in the middle;

[0029] Figure 4 A three-dimensional structural schematic diagram of the isolated track insulation reinforcement fastener provided in the first embodiment of the present invention;

[0030] Figure 5 A three-dimensional structural diagram of the isolation ring of the isolation-type track insulation reinforcement fastener provided in the first embodiment of the present invention;

[0031] Figure 6 This is a three-dimensional structural diagram of the gauge baffle of the isolated track insulation reinforcement fastener provided in the first embodiment of the present invention;

[0032] Figure 7 A three-dimensional structural diagram of the isolation plate of the isolation-type track insulation reinforcement fastener provided in the first embodiment of the present invention;

[0033] Figure 8 This is a three-dimensional structural diagram of the isolated track insulation reinforcement fastener and sleeper / rail assembly provided in the second embodiment of the present invention;

[0034] Figure 9 This is a three-dimensional sectional view of the isolated track insulation reinforcement fastener and sleeper / rail assembly provided in the second embodiment of the present invention.

[0035] Figure 10 for Figure 9 A magnified schematic diagram of the structure at point B in the middle;

[0036] Figure 11 The working state of the isolated track insulation reinforcement fastener provided in the second embodiment of the present invention Figure 1 ;

[0037] Figure 12 The working state of the isolated track insulation reinforcement fastener provided in the second embodiment of the present invention Figure 2 ;

[0038] Figure 13 The working state of the isolated track insulation reinforcement fastener provided in the second embodiment of the present invention Figure 3 ;

[0039] Figure 14 This is a three-dimensional cross-sectional view of the barrier ring of the isolation-type track insulation reinforcement fastener provided in the second embodiment of the present invention.

[0040] in:

[0041] 1. Rail; 2. Sleeper; 201. Rail groove; 202. Positioning hole; 3. Rail pad; 4. Baffle seat; 5. Spiral spike; 6. Gauge baffle; 601. First mounting hole; 7. Elastic clip; 8. First washer; 9. Isolation ring; 901. Elastic tube section; 902. Connecting tube section; 903. Sealing ring; 10. Nut; 11. Insulating sleeve; 12. Isolation plate; 1201. Vertical retaining wall; 1202. Anti-fouling edge; 1203. Second mounting hole; 13. Second washer. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below through embodiments and in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0043] The component designations used in this document, such as "first" and "second," are merely for distinguishing the described objects and do not have any sequential or technical meaning. The terms "connection" and "linkage," unless otherwise specified, include both direct and indirect connections (linkages). In the description of this invention, it should be understood that the terms "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the invention.

[0044] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0045] The following reference Figures 1 to 7 The first embodiment of the present invention describes an isolated track insulation reinforcement fastener, which is installed between the rail 1 and the sleeper 2. Two fasteners are symmetrically arranged on the left and right sides of the same rail 1, serving both to fix the rail 1 to the sleeper 2 and to reduce leakage current on the rail 1. The sleeper 2 and rail 1 are vertically arranged. A rail-supporting groove 201 is formed on the top of the sleeper 2, penetrating both the front and rear side walls. The left and right side walls of the rail-supporting groove 201 are both inclined surfaces, forming a V-shaped structure with the larger opening facing upwards. The rail 1 has an I-shaped structure, and during installation, its bottom is located within the rail-supporting groove 201, connected to the bottom of the rail-supporting groove 201 via a rail underplate 3. The rail underplate 3 is an insulating component used to prevent direct conductivity between the rail 1 and the sleeper 2.

[0046] Specifically, the isolated track insulation reinforcement fastener includes a baffle seat 4 and a spiral rail spike 5. The baffle seat 4 is an insulating component with a strip structure, extending parallel to the extension direction of the rail 1. During installation, the baffle seat 4 overlaps with the side wall and bottom of the rail bearing groove 201. A gauge baffle 6 is provided on the baffle seat 4. The gauge baffle 6 is a conductor with a strip structure, extending parallel to the extension direction of the rail 1. During installation, the end of the gauge baffle 6 away from the rail 1 overlaps with the top of the baffle seat 4, and the end of the gauge baffle 6 near the rail 1 overlaps with the side wall and top of the crossbeam below the rail 1, forming a stop with the rail 1. The track gauge baffle 6 has a first mounting hole 601 through the middle of its surface; a spring strip 7 is provided on the top of the track gauge baffle 6, and the spring strip 7 is a conductor; a first washer 8 is provided on the top of the spring strip 7, and the first washer 8 is a ring structure and is a conductor; a positioning hole 202 is provided at the bottom of the rail bearing groove 201, and the spiral spike 5 is vertically inserted into the positioning hole 202 during installation and is fixedly connected to the sleeper 2, and passes through the first mounting hole 601, the spring strip 7, and the first washer 8 from bottom to top, and the spiral spike 5 is a conductor; a nut 10 is threaded onto the spiral spike 5, and the nut 10 stops at the top of the first washer 8, and the nut 10 is a conductor.

[0047] During installation, the nut 10 is rotated, and it moves downwards as it rotates. When the nut 10 contacts the first washer 8, as the nut 10 continues to rotate, it simultaneously presses down on the first washer 8, which in turn presses down on the elastic clip 7. The elastic clip 7 undergoes elastic deformation and simultaneously presses down on the gauge baffle 6, which in turn presses down on the baffle seat 4 and the rail 1, thus connecting the rail 1 and the sleeper 2 together. When the rail 1 is energized, the current transmitted through it is insulated by the gauge baffle 6 and baffle seat 4, insulated by the rail pad 3, and finally transmitted to the sleeper 2 through the gauge baffle 6, elastic clip 7, first washer 8, nut 10, and spiral spike 5.

[0048] Traditional Type I and Type II elastic rail fastener systems primarily use baffle seat 4 and rail pad 3 for insulation, which are used to prevent current conduction from the rail 1 to the sleeper 2. Additionally, the embedded rail spikes are insulated during installation to prevent current from flowing through the rail 1, gauge baffle 6, elastic rail 7, and embedded rail spikes into the sleeper 2. However, on the one hand, the thickness of the rail pad 3 is typically only 10mm, and the bottom thickness of the gauge baffle 6 is only 5-6mm. Once the sides are contaminated with dirt, dust, iron filings, or other impurities, their surface resistance will be much lower than their volume resistance, easily causing creepage conduction. On the other hand, the insulation measures for the embedded rail spikes cannot guarantee stability and effectiveness. Therefore, if traditional Type I and Type II elastic rail fastener systems are used in subway tracks, the insulation performance of the fastener system will be a major hidden danger causing stray current leakage.

[0049] Based on this, in the isolated track insulation reinforcement fastener provided in the first embodiment of the present invention, an isolation ring 9 is provided on the top of the first washer 8. The isolation ring 9 is an insulating component, consisting of a tubular portion in the middle and an annular portion on the outer side. An annular groove is provided on the lower end face of the annular portion of the isolation ring 9. The first washer 8 is located in the groove during installation and is fitted onto the tubular portion of the isolation ring 9. The lower end of the tubular portion of the isolation ring 9 extends downward beyond the bottom end of the first washer 8, thereby isolating the first washer 8 and the spiral rail spike 5. The outer peripheral wall of the annular portion of the isolation ring 9 is a conical surface with the small end facing upward and covering the top of the first washer 8. The peripheral side wall of the groove is also a conical surface and is parallel to the outer conical surface of the annular portion of the isolation ring 9, thereby effectively increasing the creepage distance, reducing stray current leakage, and improving insulation performance. Thus, from the perspective of current conduction path, if the current of rail 1, as the high potential end, is to diffuse to the low potential areas such as sleeper 2 and track bed, it needs to pass through the potential path formed by metal components such as gauge baffle 6, elastic clip 7, first washer 8, nut 10, and spiral spike 5.

[0050] The insulating ring 9, through its tight fit with the first washer 8, directly blocks the conductive connection between the first washer 8 and the spiral spike 5—the former acting as a conductor, and the latter as a crucial node for current conduction to the sleeper 2. The insulating ring 9 completely separates them, cutting off the path of current conduction along the axial direction of the spiral spike 5. Simultaneously, the upper surface of the insulating ring 9 forms a stop with the nut 10, preventing the nut 10, as a conductor, from directly contacting the first washer 8 below, further blocking the possibility of longitudinal current conduction through the contact between the nut 10 and the first washer 8.

[0051] This dual isolation mechanism essentially embeds an insulating breakpoint within the potential conductive chain formed by the metal components. When current attempts to flow from rail 1 through gauge baffle 6 and elastic clip 7 to the first washer 8, the presence of the isolation ring 9 prevents it from flowing downwards into sleeper 2 via the spiral spike 5, nor from forming a bypass through the contact between nut 10 and the first washer 8. This forces the current to flow only along the designed return path of rail 1, preventing stray leakage into the track bed structure, tunnel, and other surrounding environments.

[0052] In addition, the insulation properties of the isolation ring 9 are not significantly affected by factors such as humidity and dirt in the external environment, and can maintain stable resistance performance for a long time. This ensures that the unintended conduction of stray currents is continuously blocked during track operation, fundamentally eliminating the risk of insulation failure caused by the decrease in surface resistance of traditional fasteners.

[0053] Furthermore, to further improve the insulation performance of the isolated track insulation reinforcement fastener, an insulating sleeve 11 can be fitted onto the spiral spike 5. The upper end of the insulating sleeve 11 extends to contact or approach the first washer 8, while the lower end is suspended or abuts against the boss on the spiral spike 5, thus isolating the spiral spike 5 from the elastic clip 7 and the gauge baffle 6. From the perspective of current conduction logic, the elastic clip 7 and the gauge baffle 6 are both conductors. The spiral spike 5, as a metal component connecting the sleeper 2, if the three are in direct contact, a conductive path will be formed from the rail 1 through the gauge baffle 6 and the elastic clip 7 to the spiral spike 5, and then to the sleeper 2, becoming a potential path for stray current leakage.

[0054] The insulating sleeve 11, by wrapping around the outer circumference of the spiral spike 5, ensures that the spiral spike 5, the elastic clip 7, and the gauge baffle 6 remain in a non-contact state. When the elastic clip 7 deforms under force and comes close to the outer circumference of the spiral spike 5, or when the gauge baffle 6 shifts towards the spiral spike 5 during vibration, the insulating sleeve 11 will block the direct conductive connection between them. At the same time, for contaminants (such as dust, iron filings, etc.) that may adhere to the surface of components in the track environment, the insulating sleeve 11 can prevent them from acting as a bridge for conductive media: even if contaminants form a cover between the elastic clip 7, the gauge baffle 6, and the spiral spike 5, due to the insulating isolation of the insulating sleeve 11, the contaminants cannot form a continuous conductive channel, thereby preventing the elastic clip 7 or the gauge baffle 6 from forming an electrical connection with the spiral spike 5 through the contaminants.

[0055] This isolation mechanism essentially establishes a continuous and effective insulation boundary between the spiral spike 5 and the surrounding conductors, breaking the path through which stray currents could be conducted via metal contacts or contaminants. By cutting off the possibility of conductivity between the spiral spike 5 and the spring clip 7 and gauge baffle 6, it makes it difficult for current to spread from the rail 1 to the sleeper 2 and the track bed via the aforementioned components, thereby strengthening the overall insulation defense of the track system and ensuring that the insulation performance remains stable in complex environments.

[0056] Furthermore, the vibration generated by the rail 1 under the train load will be transmitted to the entire fastening system through the rail substructure, inevitably causing relative displacement and friction between the components. The elastic clip 7 and the gauge baffle 6, as metal components in direct contact with the rail 1, maintain the same vibration frequency and amplitude as the rail 1, while the insulating sleeve 11, sandwiched between the spiral spike 5 and these metal components, becomes the main bearer of the friction.

[0057] If the material of the insulating sleeve 11 is not sufficiently wear-resistant, long-term friction will cause damage, peeling, or even penetrating wear on its surface. In this case, the originally isolated spiral spikes 5, elastic clips 7, and gauge baffles 6 may come into direct contact through the gaps created by wear, or form indirect conductive channels through wear debris (if the debris is conductive), rendering the insulating sleeve 11 ineffective. Simultaneously, the gaps created by wear will become spaces for dirt accumulation, further exacerbating the risk of conductivity.

[0058] The insulating sleeve 11 is made of a highly wear-resistant and insulating material (such as TPE). Its wear resistance can resist the frictional loss caused by long-term vibration, maintain the integrity of the sleeve structure, and ensure that the spiral spike 5, elastic clip 7, and gauge baffle 6 are always physically isolated. The insulating properties of the material itself can fundamentally block the possibility of current passing through the sleeve. Even when vibration causes slight changes in the relative positions of the components, it can still maintain stable insulation performance, avoid the formation of conductive paths caused by material wear, and thus continuously play a role in blocking stray currents.

[0059] Furthermore, to further improve the insulation performance of the isolated track insulation reinforcement fastener, an insulating coating can also be applied to the surface of the rail 1. The reason for applying the insulating coating is that, as the main carrier of traction current, if the surface of the rail 1 directly contacts components such as the gauge baffle 6 and sleepers 2, or forms an indirect connection through attached contaminants, it could become a potential channel for current leakage. The insulating coating creates an insulating medium between the high-potential conductor, the rail 1, and the surrounding components, blocking the conduction path of stray current at its source.

[0060] The insulating coating, with its own insulating properties, forms a continuous and complete insulating layer on the surface of the rail 1, preventing direct conductive contact between the rail 1 and the gauge baffle 6. Even if the gauge baffle 6 comes into close contact with the surface of the rail 1 during vibration, or if dust, water vapor, or other conductive impurities accumulate between them, the insulating coating can still block these impurities from acting as a bridge for conductive media—the impurities are confined to the surface of the insulating coating and cannot form an electrical connection with the rail 1 body, thus preventing current from spreading from the rail 1 through the gauge baffle 6 to the sleeper 2 and the track bed.

[0061] Meanwhile, the insulating coating adheres tightly to the surface of the rail 1, resisting vibration, friction, and environmental erosion caused by train operation, and maintaining its insulation performance over a long period. This stable insulating barrier works synergistically with other insulating components in the fastening system (such as the rail pad 3 and the insulating ring 9) to block unintended current conduction from multiple nodes, further compressing the path space where stray current may leak out, thus systematically enhancing the insulation performance of the entire track system.

[0062] Therefore, by setting up an insulation barrier at the key conduction node at the current source, the possibility of leakage current from rail 1 to surrounding components is fundamentally reduced, ensuring that the traction current mainly flows along the designed return path and reducing the risk of electrochemical corrosion to the surrounding metal structure.

[0063] Furthermore, to further improve the insulation performance of the isolated track insulation reinforcement fastener, an isolation plate 12 can be installed between the sleeper 2 and the baffle seat 4. The isolation plate 12 is an insulating component and overlaps with the side wall and bottom of the rail bearing groove 201 during installation. The baffle seat 4 overlaps with the top side wall and top of the isolation plate 12 during installation. The rail pad 3 is installed at the top of the horizontal portion of the isolation plate 12. A second mounting hole 1203 is provided through the top of the horizontal portion of the isolation plate 12. The second mounting hole 1203 is used to pass through the spiral rail spike 5 to avoid interference. Thus, from the perspective of current conduction path, the sleeper 2, as a low-potential structure, may become an intermediate node for stray current to diffuse from the rail 1 to the track bed if it comes into direct contact with metal components in the fastener system (such as the baffle seat 4, gauge baffle 6, etc.). The isolation plate 12 completely separates the sleeper 2 from the upper baffle seat 4 by fully adhering to the surface of the sleeper 2, preventing the two from forming a conductive connection. At the same time, the isolation plate 12 covers the entire structure of the rail bearing groove 201, avoiding direct contact between the sleeper 2 and other fastening components such as the rail pad 3 and the spiral spike 5, thus spatially cutting off the physical channel for current conduction from the fastening system to the sleeper 2.

[0064] Furthermore, the isolation plate 12 also prevents the accumulation of contaminants between the sleeper 2 and the baffle seat 4. When pollutants such as dust and water vapor 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 it from becoming a "bridge" for current leakage. This dual function—isolating direct conduction through its own insulation and blocking indirect conductive paths through its positional advantage—keeps the sleeper 2 and the metal components of the fastening system in a state of electrical isolation at all times, further compressing the space for stray current leakage, and working together with other insulating components to consolidate the overall insulation performance of the track system.

[0065] Furthermore, to reduce the entry of contaminants 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, which could lead to direct conductivity between the spiral spike 5 and the rail 1 due to contaminant connection, two vertical baffles 1201 are fixedly installed on the top of the isolation plate 12. Both vertical baffles 1201 extend perpendicularly to the rail 1 and are arranged in a front-to-back direction, located on the front and rear sides of the gauge baffle 6 respectively. The vertical baffles 1201 also extend to the inclined portion of the isolation plate 12. Thus, from the perspective of contaminant blocking, the gap between the gauge baffle 6 and the sleeper 2 is an area where contaminants such as dust, iron filings, and water vapor easily accumulate. If these contaminants form a continuous cover, they may become the conductive medium connecting the gauge baffle 6 (conductor) and the sleeper 2, providing a leakage path for stray currents. The vertical retaining wall 1201 extends vertically along the front and rear sides of the track gauge baffle 6, directly blocking the entry channel of pollutants. Its height and extension direction can intercept most of the falling or accumulated dirt, preventing pollutants from forming conductive bridges at critical gaps, thus eliminating the risk of insulation failure caused by environmental pollution from the source.

[0066] From the perspective of extending the creepage distance, the essence of creepage is the conduction of current along the insulating surface, and its probability of occurrence is closely related to the surface distance between the conductors. The presence of the vertical retaining wall 1201 causes a change in the surface path between the gauge baffle 6 and the sleeper 2: if the current attempts to flow from the gauge baffle 6 through the surface of the isolation plate 12 to the sleeper 2, it must first bypass the side of the vertical retaining wall 1201 and then extend downwards. This path is significantly longer than that of a flat surface without a retaining wall. A longer creepage distance means that the current needs to overcome greater insulation resistance. Under the same voltage conditions, the probability of surface conduction is greatly reduced, thereby strengthening the insulation isolation effect of the isolation plate 12 on the gauge baffle 6 and the sleeper 2.

[0067] Thus, by combining physical protection with electrical principles, the cleanliness of the insulation surface is maintained by blocking contaminants, and the inherent resistance of the insulation system is increased by extending the path. The synergistic effect of the two further compresses the leakage space of stray current, so that the insulation performance of the fastener system remains stable in complex environments.

[0068] Furthermore, to further improve the anti-fouling performance of the vertical retaining wall 1201 and the insulation performance of the isolated track insulation reinforcement fastener, anti-fouling edges 1202 are fixedly installed on the top outer plate surface of the inclined portion of the isolation plate 12 and on the top outer wall of the vertical retaining wall 1201, with the anti-fouling edges 1202 extending downwards at the same time. Thus, from the principle of blocking current leakage along the surface, the vertical retaining wall 1201 forms the first barrier perpendicular to the surface of the sleeper 2, and the downwardly inclined anti-fouling edges 1202 combine with it to form an acute-angle blocking structure at the intersection of the two. When current attempts to be conducted from the gauge baffle 6 to the sleeper 2 along the surface of the isolation plate 12, it must first cross the vertical surface of the vertical retaining wall 1201 and the inclined surface of the anti-fouling edges 1202, and the two turns in the path significantly increase the distance along the surface. More importantly, the geometry of the acute-angled region alters the electric field distribution of the current, causing charge to accumulate at the turning point. This increases the resistance threshold for surface conduction, thereby fundamentally reducing the likelihood of current leakage through the insulating surface. This structure does not simply extend the path; rather, it constructs an "electric field barrier" through spatial design, further compressing the conduction path of stray currents.

[0069] In terms of anti-fouling performance, the downward-sloping anti-fouling edge 1202 utilizes gravity to form a natural flow-guiding structure. If pollutants such as dust, water vapor, and oil adhere to the surface of the anti-fouling edge 1202, they will slide away from the gap between the vertical retaining wall 1201 and the track gauge baffle 6 under the guidance of the tilt angle, making it difficult for them to accumulate in critical insulation areas. Simultaneously, the tilted posture of the anti-fouling edge 1202 makes it difficult for liquid to accumulate on its surface, reducing the problem of decreased surface resistance due to moisture. This "active removal" mechanism prevents pollutants from forming conductive bridges at the insulation interface, maintaining the cleanliness of the surfaces of the vertical retaining wall 1201 and the isolation plate 12 over the long term. This ensures that the insulation structure maintains its designed resistance characteristics during operation, providing double protection for the long-term stable operation of the fastening system.

[0070] Furthermore, to improve the reliability of the insulating ring 9, a second washer 13 is fitted onto the spiral spike 5. The second washer 13 is located between the nut 10 and the insulating ring 9, and simultaneously forms a stop fit with both the nut 10 and the insulating 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 insulating ring 9 during the tightening process, due to machining accuracy or installation deviation, local point contact or line contact may occur, causing the pressure on the insulating ring 9 to concentrate in a few contact areas. As an insulating component, the insulating ring 9 is usually made of a material with a certain degree of brittleness. Long-term exposure to uneven concentrated stress can cause local deformation, cracks, or even breakage, destroying the originally intact insulation structure.

[0071] The intervention of the second washer 13 alters this stress state: its flat upper and lower surfaces form surface contact with the nut 10 and the insulating ring 9, respectively, distributing the axial pressure applied by the nut 10 to the entire upper surface of the insulating ring 9, allowing stress to be evenly transmitted within the insulating ring 9. This uniform stress distribution prevents structural damage to the insulating ring 9 due to localized overload, ensuring its continued physical integrity—whether in the annular body or at the contact points with other components, it maintains the designed insulating isolation form, without gaps or contact points caused by cracks or deformation.

[0072] From the perspective of insulation principles, the core function of the insulating ring 9 is to block the conductive path between the first washer 8 and the spiral spike 5 and nut 10, and the realization of this function depends on the continuity of its structure. The second washer 13 indirectly ensures the effectiveness of the insulation barrier by protecting the structural integrity of the insulating ring 9: as long as the insulating ring 9 is not damaged, it can always block the direct conductive connection between metal components, prevent stray current from being conducted unintended through gaps formed by structural defects, and thus maintain the long-term stability of the insulation performance of the fastener system.

[0073] The following reference Figures 8 to 14 The isolation track insulation reinforcement fastener provided in the second embodiment of the present invention is described below. Most of its structure is the same as that of the isolation track insulation reinforcement fastener in the first embodiment, and will not be described again. It is also connected between the rail 1 and the sleeper 2, and is used both to fix the rail 1 to the sleeper 2 and to reduce the leakage current on the rail 1.

[0074] As a key component connecting the rail 1 and the sleeper 2, the accuracy of the installation position of the gauge baffle 6 directly affects the path length of current conduction along the surface. During manual installation, the gauge baffle 6 may be offset forward or backward along the length of the rail 1 due to operational errors. This positional deviation will disrupt the uniformity of the creepage distance, thereby weakening the insulation capability of the fastening system.

[0075] From the perspective of current conduction along a surface, creepage distance is a core indicator for measuring the ability of an insulating surface to resist current leakage. The longer the distance, the more difficult it is for the current to break through the insulation barrier. When the gauge baffle 6 is positioned forward, the surface path between its front end and the sleeper 2 is shortened, and the path at the rear end is correspondingly lengthened. However, the overall effective creepage distance is determined by the shortest path—the short distance at the front end becomes a weak point for current leakage, where the current from the high-potential rail 1 can easily conduct along the insulating surface to the low-potential sleeper 2. Similarly, when the gauge baffle 6 is positioned backward, the short path at the rear end becomes a new weak point, and the current can also break through the insulation barrier through this point.

[0076] This uneven creepage distance distribution essentially creates a "weakest link" effect in the insulation system. Even if the insulation performance of other areas remains intact, the surface resistance at the shortest path will be significantly reduced due to insufficient distance, making it easier for current to overcome insulation resistance and cause leakage. In addition, positional deviations may cause irregular changes in the mating clearance between the gauge baffle 6 and surrounding insulation components (such as the isolation plate 12 and the vertical retaining wall 1201), creating space for dirt accumulation, further shortening the actual creepage distance, and exacerbating the risk of stray current leakage.

[0077] Based on this, in the second embodiment of the present invention, the lower end of the tubular portion including the isolation ring 9 extends downward to be located between the elastic clip 7 and the gauge baffle 6, thereby isolating the elastic clip 7 and the spiral spike 5; the isolation ring 9 also has an elastic tube segment 901, which is located at the lower end of the tubular portion 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 isolating the gauge baffle 6 and the spiral spike 5; the elastic tube segment 901 can undergo elastic deformation and has corresponding tubular and corrugated tubular states before and after deformation. Initially, as Figure 11 As shown, the elastic tube segment 901 is in a tubular state, and the annular portion of the isolation ring 9 is positioned away from the elastic bar 7.

[0078] During installation, the nut 10 is rotated, and it moves downwards as it rotates. When the nut 10 contacts the insulating ring 9, it continues to move downwards, simultaneously pressing down on the insulating ring 9. This downward movement of the insulating ring 9 causes the elastic tube segment 901 to deform, with its center beginning to bulge outwards, switching from a tubular to a corrugated tube shape. During the deformation of the elastic tube segment 901, taking the first mounting hole 601 slightly forward as an example, since the elastic tube segment 901 is uniformly bulging outwards, the front bulging portion of the elastic tube segment 901 will first contact the sidewall of the first mounting hole 601. Figure 12 As shown, as the elastic tube segment 901 continues to deform, the lateral thrust generated by the uniform outward convexity forces the gauge baffle 6 to move towards the center position until it is aligned with the sleeper 2. This process makes the gap between the front and rear sides of the gauge baffle 6 more even, and the original shortest path is extended, thereby eliminating the hidden danger of insufficient local creepage distance. This ensures that the insulation path that the current needs to cross along the surface is consistent and longer overall, thus improving the ability to block stray currents from the structural layout.

[0079] Meanwhile, the corrugated shape of the deformed elastic segment 901 itself also extends the creepage distance a second time. Compared to the smooth, flat surface of the tubular state, the corrugated structure increases the tortuosity of the path along the surface through continuous folds: if current attempts to conduct along the surface of the elastic segment 901, it must repeatedly turn between the folds, and the actual path length is much longer than its axial straight distance. This morphological change does not simply increase the physical length, but rather creates more insulating "barriers" by altering the surface geometry, further increasing the difficulty for current to overcome the insulation barrier.

[0080] Furthermore, the centering function of the elastic pipe section 901 is essentially an adaptive positioning mechanism. It automatically corrects installation errors through the thrust generated by deformation, ensuring that the relative position of the gauge baffle 6 and the sleeper 2 meets design standards, avoiding the misalignment problems that may occur during manual installation. This precise positioning not only ensures the uniformity of the creepage distance but also maintains consistent clearance between the gauge baffle 6 and surrounding insulating components (such as the isolation plate 12 and the vertical retaining wall 1201), reducing the risk of contaminant accumulation due to uneven clearance. From the perspective of installation accuracy, this provides a foundation for long-term stable insulation performance.

[0081] After the gauge baffle 6 and the sleeper 2 are aligned, as the nut 10 continues to move downwards, the isolation ring 9 is then pressed against the elastic strip 7 by the first washer 8, causing the elastic strip 7 to undergo elastic deformation. Simultaneously, the elastic strip 7 elastically deforms and presses down on the gauge baffle 6, which in turn presses down on the baffle seat 4 and the rail 1, thus connecting the rail 1 and the sleeper 2 together. When the nut 10 stops moving, as... Figure 13 As shown, the elastic tube segment 901 moves synchronously to below the gauge baffle 6 and disengages from it. When the rail 1 vibrates due to the train load, the gauge baffle 6 vibrates synchronously with the rail 1. However, since there is no direct contact between it and the isolation ring 9, the vibration energy cannot be transmitted to the isolation ring 9 through the rigid transmission 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 components such as the spiral spike 5 and nut 10, rather than the dynamic vibration impact.

[0082] From the perspective of wear mechanism, wear originates from the relative motion and friction between the surfaces of two objects. The disengagement of the isolating ring 9 from the gauge baffle 6 eliminates the relative motion and frictional stress between them, preventing continuous wear caused by vibration. Therefore, the isolating ring 9 can maintain its intact insulation structure for a long time, ensuring that its isolation function between the first washer 8 and the spiral spike 5 and nut 10 is not compromised, thereby maintaining the stable insulation performance of the fastening system.

[0083] Furthermore, to improve the service life of the anchor point formed by the spiral spike 5 and the sleeper 2, the isolation ring 9 also has a connecting pipe section 902. The connecting pipe section 902 is located at the bottom end of the elastic pipe section 901, and a sealing ring 903 is fixedly installed at the bottom end of the connecting pipe section 902. The sealing ring 903 and the sleeper 2 are in sealed contact. The cross-sectional shape of the connecting pipe section 902 is Z-shaped, and the smaller diameter part is located at the top. This allows it to both form a stop with the boss on the spiral spike 5 to facilitate the deformation of the elastic pipe section 901, and bypass the boss on the spiral spike 5 to facilitate contact with the sleeper 2 through the sealing ring 903.

[0084] It is understandable that when an isolation plate 12 is provided between the baffle seat 4 and the sleeper 2, the sealing ring 903 can also be configured to seal against the top of the isolation plate 12.

[0085] The sealing ring 903, through its sealing contact with the sleeper 2 (or the isolation plate 12), creates a closed space between the nut 10, the spiral spike 5, the isolation ring 9, and the sleeper 2. The core function of this sealed structure is to cut off the intrusion path of external contaminants (such as dust, moisture, and corrosive media). The anchor point formed by the spiral spike 5 and the sleeper 2 is a critical node for fixing the track structure; its connection strength directly affects track stability. The accumulation or erosion of contaminants can damage the mechanical properties of the anchor point—for example, moisture contact with metal can cause corrosion, and dust accumulation can increase the connection gap between the spiral spike 5 and the sleeper 2. The sealing performance of the sealing ring 903 prevents these harmful substances from entering the sealed space, physically isolating the anchor point from direct erosion by the external environment, thus providing basic protection for the anchor point.

[0086] Furthermore, during the compression and deformation of the elastic tube segment 901, the internal volume of the sealed space decreases. According to the principle of gas pressure, the reduction in volume leads to an increase in air pressure within the space, creating a positive pressure state relative to the external environment. This positive pressure effect is equivalent to establishing a "pressure barrier" between the sealed space and the external environment: when external contaminants attempt to penetrate through tiny gaps, the internal high pressure exerts a reverse thrust on the contaminants, preventing their entry. Even with extremely fine gaps between the sealing ring 903 and the contact surface, the positive pressure effectively counteracts the tendency of contaminants to penetrate, significantly enhancing the protection of the anchor point.

[0087] Therefore, by constructing a dual mechanism of "physical sealing + air pressure protection," not only is direct erosion of the anchor points by contaminants avoided, but the possibility of contaminants forming conductive paths in the anchor point area as a conductive medium is also reduced, indirectly ensuring the insulation performance of the fastening system. Simultaneously, the anchor points can maintain their designed connection strength for a long period without external erosion, thereby extending their service life and ensuring the long-term stability of the track structure.

[0088] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0089] The embodiments described above are merely examples of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention.

Claims

1. A type of isolated track insulation reinforcement fastener, characterized in that, The isolated track 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 disposed between the rail and the sleeper and is an insulating component. The baffle seat is disposed on the top of the sleeper, and a gauge baffle is disposed on the top of the baffle seat, which also stops on the rail. A spring clip is disposed on the top of the gauge baffle. A first washer is disposed on the top of the spring clip. An isolation ring is disposed on the top of the first washer, and the isolation ring is an insulating component that separates the first washer from the spiral spike. The spiral spike is fixed to the sleeper and passes through the gauge baffle, the spring clip, the first washer, and the isolation ring sequentially from bottom to top. A nut is threaded onto the spiral spike, and the nut stops on the top of the isolation ring. The bottom end of the isolation ring extends downward to a position between the elastic bar and the gauge baffle; the isolation ring also has an elastic tube section located at the bottom end of the isolation ring, the elastic tube section passing through the gauge baffle and stopping on the spiral spike; the elastic tube section is capable of elastic deformation, and has corresponding tubular and corrugated tubular states before and after deformation. During the process of being in the corrugated tubular state, the elastic tube section first forms a stop engagement 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 disengages from the gauge baffle.

2. The isolated track insulation reinforcement fastener according to claim 1, characterized in that, An insulating sleeve is fitted onto the spiral spike, the insulating sleeve being located between the first washer and the sleeper, and configured to isolate the spiral spike from the elastic clip and the gauge baffle.

3. The isolated track insulation reinforcing fastener according to claim 2, characterized in that, The insulating sleeve is made of TPE.

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

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 component.

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

7. The isolated track insulation reinforcing fastener according to claim 6, characterized in that, The isolation plate and the upright retaining wall are both provided with a dirt-proof edge, which is inclined downward at a preset angle.

8. The isolated track insulation reinforcement fastener according to claim 1, characterized in that, The isolation ring also has a connecting pipe section 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.

9. The isolated track insulation reinforcing fastener according to claim 1, characterized in that, A second washer is also fitted onto the spiral spike. The second washer is located between the nut and the spacer ring, and simultaneously forms a stop engagement with the nut and the spacer ring.

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