Embedded track connecting device and method

Abstract

The invention relates to the technical field of rail traffic, in particular to an embedded rail connecting device and method.The device comprises a buffer plate, clamping assemblies used for fixing a rail are arranged on the two sides of the buffer plate, a cavity is formed below the buffer plate, and a push rod extending into the cavity is fixedly connected to the bottom of the buffer plate; a reset assembly used for pulling the push rod is arranged in the cavity. The two sides of the cavity communicate with cabins, push strips extending into the cavity are arranged in the cabins, the parts, located in the cavity, of the push strips are located in the motion trails of the push rods, and the other ends of the push strips are fixedly connected with limiting rods; a pushing assembly for pushing the pushing strip is arranged in each cabin; vertical cylinders are arranged at the bottoms of the clamping assemblies and communicate with the corresponding cabins. According to the invention, through the vertical pressure of a train wheel tread on a rail, the push rod and the push strip push the limiting rod to enter the through hole of the anchor bolt, the vertical pulling force borne by the anchor bolt is shared, the abrasion of a thread pair is relieved, and the maintenance cost is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, in particular to an embedded rail connecting device and method. BACKGROUND

[0002] As a core component of urban rail transit system, the development of subway transportation is of great significance to improve the efficiency of urban transportation. Embedded ballastless track has been widely used in domestic subway engineering due to its strong structural stability, good durability and comprehensive economic efficiency. The track structure realizes the connection between the rail and the track foundation through the fastener system arranged along the length direction of the rail. Specifically, the fastener system includes rail-side anchoring bolts, clamping arms and rail bottom cushion plates. The clamping arms realize lateral positioning by clamping the rail waist laterally, and the anchoring bolts penetrate the clamping arms along the vertical direction and form a threaded connection with the concrete base at the bottom of the rail groove. The three work together to realize reliable positioning of the rail in the longitudinal and lateral directions.

[0003] During the laying of subway lines, due to the limitation of space conditions in urban built-up areas, the turning radius of the track curve section is usually small. When the train passes through such curve sections at a high speed, the wheel flange and the rail side will produce significant lateral extrusion force, which directly acts on the clamping arm on the side of the wheel flange and forms a lateral thrust. Taking a type of anchoring bolt named "Huibo railway fastening bolt" as an example, due to the rigid connection characteristics of the clamping arm and the anchoring bolt, the lateral thrust of the wheel flange on the rail side can be transmitted to the anchoring bolt through the clamping arm, and converted into an upward pulling force along the axial direction of the anchoring bolt, so that the anchoring bolt is in a long-term upward load state. Under the conditions of high density and large flow of subway trains, the anchoring bolt continuously bears the repeated action of the axial pulling force, which easily causes fatigue cumulative damage to the bolt shaft and the threaded connection part, which is specifically manifested as the aggravation of the wear of the threaded pair and the attenuation of the pre-tightening force, not only reducing the lateral constraint stability of the rail, but also requiring frequent bolt replacement and maintenance operations, resulting in a significant increase in track operation and maintenance costs.

[0004] Therefore, it is necessary to provide an embedded rail connecting device and method to solve the above problems. SUMMARY

[0005] To solve the above problems, the present application provides an embedded rail connecting device and method, which distributes the vertical pulling force borne by the anchoring bolt by pushing the limiting rod into the through port of the anchoring bolt through the push rod and the push strip, thereby slowing down the wear of the threaded pair and reducing maintenance costs.

[0006] In order to achieve the above object, the technical scheme of the present application is as follows: An embedded track connecting device, comprising a buffer plate, clamping assemblies for fixing tracks are arranged on both sides of the buffer plate, a cavity is arranged below the buffer plate, a push rod extending into the cavity is fixedly connected to the bottom of the buffer plate, and a reset assembly for pulling the push rod is arranged in the cavity; chambers are communicated with both sides of the cavity, push strips extending into the cavity are arranged in the chambers, the parts of the push strips in the cavity are located in the movement track of the push rod, and the other ends of the push strips are fixedly connected with limiting rods; pushing assemblies for pushing the push strips are arranged in the chambers; vertical cylinders are arranged at the bottom of the clamping assemblies, the vertical cylinders are communicated with the corresponding chambers, anchor bolts extending into the vertical cylinders are arranged at the top of the clamping assemblies, the ends of the anchor bolts close to the bottom of the vertical cylinders are provided with through holes, and the through holes are located in the movement track of the corresponding limiting rods.

[0007] The technical principle of the above scheme is as follows: when the train passes through the curve section, the vertical pressure of the wheel tread on the rail is transmitted to the buffer plate. The buffer plate is displaced in the pressure direction under the action of the pressure, thereby pushing the push rod fixed to the bottom of the buffer plate and extending into the cavity to move towards the bottom of the cavity; at the same time, since the push strips are located in the movement track of the push rod, the push strips are pushed to both sides during the movement of the push rod towards the bottom of the cavity, thereby making the push strips slide in the chambers away from the cavity, and thereby pushing the limiting rods into the through holes of the anchor bolts; when the push strips push the limiting rods into the through holes of the anchor bolts, the limiting rods can form a mechanical clamping between the anchor bolts and the vertical cylinders, thereby transferring part of the vertical pulling force borne by the anchor bolts to the limiting rods, effectively dispersing and reducing the axial tension borne by the rod body of the anchor bolt and its threaded pair, slowing down the wear of the threaded pair, reducing the replacement frequency of the bolt, and thereby reducing the maintenance cost.

[0008] The above scheme has the following beneficial effects: 1、The vertical pressure of the wheel tread of the train on the track makes the push rod and the push strip push the limiting rod into the through hole of the anchor bolt, thereby making the limiting rod limit the upward movement trend of the anchor bolt, introducing the vertical pulling force borne by the anchor bolt into the limiting rod, achieving stress sharing of the anchor bolt, and thereby reducing the cyclic stretching and compression amplitude of the bolt rod body and the threaded pair. Thus, the threaded wear and the pre-tightening force decay can be effectively inhibited, the probability of bolt fatigue failure can be reduced, the maintenance cycle can be prolonged, and the replacement frequency and operation and maintenance cost can be reduced.

[0009] 2、The pressure of the wheel tread of the train on the track is converted into the power for pushing the limiting rod into the through hole, without the need for an external power source, so that the automatic limiting and unloading functions of the device can be realized during the operation of the train by relying on its own stress, the pressure self-triggering mechanical linkage limiting is realized, without the need for additional electrical driving or manual intervention, and the structure is simple, the reaction is sensitive, and the reliability is high.

[0010] 3. This solution incorporates a reset component, enabling the push rod to return to its initial state after the train passes, thereby releasing the temporary limit on the anchor bolts. This design ensures that the device automatically completes the reset cycle during train operation intervals, achieving reversibility and cyclic reliability of the mechanical action, and guaranteeing the stability and durability of the device during long-term operation.

[0011] Furthermore, each clamping component includes a base, a support arm is fixedly connected to the top of the base, and a clamping block is provided at the other end of the support arm.

[0012] Beneficial effects: By designing the clamping assembly as an integral structure consisting of a base, support arm and clamping block, a stable three-point support system can be formed when clamping the rail. The support arm provides sufficient lateral stiffness, and the clamping block can reliably cover the rail web, thereby achieving the limitation and constraint of the rail.

[0013] Furthermore, the reset assembly includes a fixed plate fixedly connected to the cavity, a push rod passing through the fixed plate and slidingly engaging with the fixed plate, a tension spring on the side of the fixed plate away from the buffer plate, and a baffle sleeved on the push rod fixedly connected to the other end of the tension spring.

[0014] Beneficial effects: By setting up a reset assembly formed by a fixed plate and a tension spring, the push rod can undergo elastic deformation and store potential energy when pushed by a lateral load. When the external force disappears, the tension spring automatically releases energy to drive the push rod back to its original position, restoring the buffer plate to its initial position. This design not only ensures the self-resetting function of the device but also maintains the stability of the clamping force, preventing permanent deformation or loosening of the structure under long-term load conditions, thus improving the reliability and service life of the system.

[0015] Furthermore, each of the propulsion components includes a protective plate fixedly connected to the cabin, and each push bar passes through the corresponding protective plate and slides with the protective plate. Each protective plate is provided with a spring on the side away from the chamber, and the other end of each spring is fixedly connected to a reset plate sleeved on the push bar.

[0016] Beneficial effects: By installing a push assembly consisting of a protective plate and a spring inside the cabin, the linear motion of the push bar can be guided and limited, ensuring smooth and controlled movement. When the external load is removed, the spring drives the reset plate to automatically return the push bar to its original position, achieving rapid reset of the limit rod and preventing it from being stuck in the anchor bolt opening for a long time. This ensures that the device maintains good sensitivity and consistency of action even under multiple stress cycles.

[0017] Furthermore, a buffer layer is provided at the end of the clamping assembly closest to the track.

[0018] Beneficial effects: The buffer layer can effectively absorb instantaneous impact energy when the wheel flange and the side of the rail make lateral contact, slow down the force transmission rate, thereby reducing the dynamic stress amplitude of the clamping arm and anchor bolts, which in turn reduces the pull-out force on the anchor bolts, slows down the wear of the threaded pair, and improves the service life of the anchor bolts.

[0019] Furthermore, both the end of the push rod away from the buffer plate and the end of the push bar near the push rod are arc-shaped.

[0020] Beneficial effects: The ends of the push rod and push bar adopt an arc-shaped structure, which can effectively reduce the concentration of contact stress during the contact and force transmission process, ensure the smooth transmission of force, avoid the generation of material fatigue cracks caused by stress change at sharp corners, and improve the smoothness and wear resistance of the mechanism.

[0021] Furthermore, lubricant is provided inside the opening.

[0022] Beneficial effects: Adding lubricant to the anchor bolt opening significantly reduces the coefficient of friction between the limit rod and the inner wall of the opening during relative movement, thereby reducing wear and energy loss, and making the limit rod move more flexibly and reliably. The lubricant also forms a protective film, isolating air and moisture, preventing rust or adhesion failure in the bolt bottom opening area, and improving the long-term stability of the device.

[0023] Furthermore, washers are provided at the contact points between the anchor bolts and the base.

[0024] Beneficial effects: The washers create an elastic buffer layer between the anchor bolts and the base, effectively dispersing the compressive stress on the bolt heads and preventing localized indentation or deformation of the base. They also absorb some vibration energy, preventing the anchor bolts from loosening during train operation. This design further improves the reliability of the anchoring connection and the seismic performance of the structure.

[0025] Furthermore, slots are provided on the side of the bottom of the vertical cylinder away from the compartment, and the slots are all located within the movement trajectory of the corresponding limit rod.

[0026] Beneficial effects: The groove vertically limits the limit rod, preventing it from shifting or tilting during the force application process, thereby ensuring the stability and reliability of the limiting action.

[0027] Furthermore, an embedded track connection method includes the following steps: Step 1, Assembly of Components: Connect the compartment and the chamber, then assemble and fix the push rod, fixing plate and tension spring into the chamber, and fix the buffer plate to the end of the push rod away from the bottom of the chamber; assemble and fix the push bar, guard plate, limit rod and spring into the compartment; connect the vertical cylinder to the end of the compartment away from the chamber. Step 2, Device debugging: Apply and release pressure to the buffer plate using an external pressure device, and observe whether the limit rod can enter the bottom of the vertical cylinder under the pressure. Step 3, Pre-embedding of the device: The chamber, compartment and vertical cylinder are pre-embedded in the track plate, and then a mortar layer is poured, keeping the opening of the vertical cylinder on the mortar layer; Step 4, Rail clamping and fixing: Use clamping blocks, support arms and installation tools to clamp the rail web at the curve. After clamping, place the base above the opening of the vertical cylinder, and then use anchor bolts to fix the base and the vertical cylinder to complete the clamping of the rail.

[0028] The beneficial effects of the basic scheme are as follows: through the mechanical linkage of the push rod, push bar and limit rod, the vertical pressure of the train wheel tread on the rail is converted into the vertical support force of the limit rod on the anchor bolt at the turning point, directly sharing the axial pull-out force on the anchor bolt, reducing the cyclic tensile load on the bolt body and thread pair, thereby inhibiting fatigue accumulation damage such as thread wear and preload decay, extending the service life of the anchor bolt, and reducing the probability of fatigue failure and replacement frequency of the anchor bolt, thus reducing the manpower and material costs caused by frequent maintenance operations.

[0029] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0030] Figure 1 This is a front sectional view of an embodiment of the embedded track connection device of the present invention; Figure 2 This is an isometric view of the support arm of an embodiment of the embedded track connection device of the present invention; Figure 3 This is a partial enlarged view (A) of an embodiment of the embedded track connection device of the present invention; Figure 4 This is an isometric view of the anchor bolts in an embodiment of the embedded track connection device of the present invention; Figure 5 This is a schematic diagram of the embedded track connection method of the present invention.

[0031] The reference numerals in the accompanying drawings of the instruction manual include: 1. Buffer plate; 2. Chamber; 3. Push rod; 4. Cabin; 5. Push bar; 6. Limiting rod; 7. Vertical cylinder; 8. Anchor bolt; 9. Through port; 10. Base; 11. Support arm; 12. Clamping block; 13. Fixing plate; 14. Tension spring; 15. Baffle; 16. Protective plate; 17. Spring; 18. Reset plate; 19. Buffer layer; 20. Washer; 21. Groove. Detailed Implementation

[0032] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and 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. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0034] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0035] The following detailed description illustrates the specific implementation method: Example 1:

[0036] An embedded track connection device, see attached figure. Figure 1 This includes a buffer plate 1, with clamping assemblies for fixing the track installed on both sides of the buffer plate 1. Specifically, as shown in the attached diagram... Figure 2 As shown, each clamping component includes a base 10, a support arm 11 welded to the top of each base 10, and a clamping block 12 welded to the other end of each support arm 11. The rigid connection between the base 10, the support arm 11 and the clamping block 12 forms a three-point clamping structure, which can stably cover the rail web to achieve lateral limitation. A chamber 2 is pre-embedded below the buffer plate 1. A push rod 3 extending into the chamber 2 is welded to the bottom of the buffer plate 1. A reset assembly for pulling the push rod 3 is provided in the chamber 2. The reset assembly includes a fixed plate 13 welded into the chamber 2. The push rod 3 passes through the fixed plate 13 and slides with the fixed plate 13. A tension spring 14 is welded to the side of the fixed plate 13 away from the buffer plate 1. A baffle 15 sleeved on the push rod 3 is welded to the other end of the tension spring 14. The fixed plate 13 provides axial sliding for the push rod 3. The guide is achieved by the cooperation of tension spring 14 and baffle 15 to realize the automatic reset of push rod 3 after being subjected to force; both sides of the chamber 2 are connected to the compartment 4, and push strips 5 extending into the chamber 2 are slidably fitted in the compartment 4. In order to reduce the stress concentration when push rod 3 contacts push strip 5, the end of push rod 3 away from buffer plate 1 and the end of push strip 5 close to push rod 3 are both designed to be arc-shaped, and the part of push strip 5 located in the chamber 2 is located in the movement trajectory of push rod 3. The other end of push strip 5 is welded with limit rod 6. Each compartment 4 is equipped with a pushing assembly for pushing the pusher bar 5. Further, each pushing assembly includes a protective plate 16 welded into the compartment 4. Each pusher bar 5 passes through the corresponding protective plate 16 and slides in cooperation with it. A spring 17 is welded to the side of the protective plate 16 away from the chamber 2. A reset plate 18, sleeved on the pusher bar 5, is welded to the other end of each spring 17. The protective plate 16 can limit and guide the lateral movement of the pusher bar 5, while the spring 17 drives the pusher bar 5 to reset after the external load is removed. Each base 10 has a pre-embedded vertical cylinder 7 at its bottom. The sidewalls of the vertical cylinder 7 are threaded, and each vertical cylinder 7 communicates with the corresponding compartment 4. Each base 10 has a threaded anchor bolt 8 extending into and fixedly connected to the vertical cylinder 7 via a thread. To prevent localized crushing at the contact point between the base 10 and the anchor bolt 8, washers 20 are placed at the contact point between the anchor bolt 8 and the base 10. (See attached...) Figure 1 Appendix Figure 3 and attached Figure 4 As shown, each of the anchor bolts 8 has an opening 9 at one end near the bottom of the vertical cylinder 7, and the openings 9 are all located in the movement trajectory of the corresponding limit rod 6. To improve the flexibility of the movement of the limit rod 6, the openings 9 are all coated with lubricant. Each of the bottom sides of the vertical cylinder 7 away from the compartment 4 has a slot 21, and the slots 21 are all located in the movement trajectory of the corresponding limit rod 6. The slots 21 form a vertical constraint on the limit rod 6 to prevent the limit rod 6 from tilting or shifting when it is under force.

[0037] The specific implementation process is as follows: The device is placed on the curved section of the track. The curved section of the track is clamped and fixed by the clamping block 12, the support arm 11 and the base 10. The buffer plate 1 is installed at the bottom of the track. When the buffer plate 1 is not subjected to the train load, all components are in the initial static state. The buffer plate 1 is not subjected to pressure and maintains the initial height. At this time, the tension spring 14 is in the natural tension state, the baffle 15 does not drive the push rod 3 to move, and the push rod 3 is away from the bottom of the chamber 2. At this time, the push bar 5 is not subjected to the squeezing and pushing action of the push rod 3 and is in a stationary state. Its end located in the chamber 2 is in the initial position close to the push rod 3. The limiting rod 6 is retracted in the chamber 4 and does not enter the space of the vertical cylinder 7. The anchor bolt 8 is fixedly connected to the vertical cylinder 7 by threads. Its port 9 is aligned with the movement trajectory of the limiting rod 6 but does not contact the limiting rod 6. The slot 21 is in an empty state. When the train passes through a curved section of the track, the wheel treads exert a vertically downward pressure on the rails. This pressure is transmitted through the rails to the buffer plate 1, causing the buffer plate 1 to undergo elastic deformation downwards in the vertical direction. During the downward movement of the buffer plate 1, the push rod 3 welded to the bottom moves downwards synchronously. Since the push rod 3 passes through the fixed plate 13 and slides with the fixed plate 13, the fixed plate 13 guides the movement of the push rod 3, ensuring its stable downward movement along the axial direction. At the same time, as the push rod 3 moves downwards, it pulls the baffle 15 sleeved on it, stretching the tension spring 14, allowing the tension spring 14 to accumulate elastic potential energy. As the push rod 3 continues to move downwards, its arc-shaped end gradually contacts the arc-shaped end of the push bar 5 located in the chamber 2. Since the contact surface between the two is an arc structure, the stress concentration phenomenon is effectively reduced. The push rod 3 transmits the lateral thrust to the push bar 5 through surface contact, causing the push bar 5 to slide along the compartment 4 in a direction away from the chamber 2. During the sliding process, the part of the push bar 5 that passes through the guard plate 16 maintains linear motion under the guidance of the guard plate 16. At the same time, the push bar 5 drives the reset plate 18 to stretch the spring 17, so that the spring 17 accumulates reset potential energy. Meanwhile, the limiting rod 6 welded to the other end of the push bar 5 moves synchronously towards the vertical cylinder 7. When the limiting rod 6 enters the vertical cylinder 7, since the vertical cylinder 7 is connected to the compartment 4 and the opening 9 of the anchor bolt 8 is located on the movement trajectory of the limiting rod 6, the limiting rod 6 passes through the opening 9 under the push of the push bar 5. At this time, the lubricant in the opening 9 reduces the frictional resistance between the limiting rod 6 and the inner wall of the opening 9, ensuring that the limiting rod 6 passes smoothly. Finally, the end of the limiting rod 6 is embedded in the groove 21 at the bottom of the vertical cylinder 7. The groove 21 forms a vertical constraint on the limiting rod 6, preventing the limiting rod 6 from tilting when under force. At this time, the limiting rod 6, the anchor bolt 8 and the vertical cylinder 7 form a rigid mechanical clamping structure: when the train wheel flange generates a lateral thrust on the rail and is transmitted to the anchor bolt 8 through the support arm 11 and the base 10, part of the vertical pull-out force on the anchor bolt 8 is transmitted to the limiting rod 6 through the opening 9, and then from the limiting rod 6 to the concrete matrix through the vertical cylinder 7, thereby realizing the distributed bearing of the pull-out force and avoiding the anchor bolt 8 bearing the entire load alone. After the train passes, the vertical pressure of the wheels on the rails disappears, the external force on the buffer plate 1 is released, and the compressed tension spring 14 releases its elastic potential energy, pulling the baffle 15 to drive the push rod 3 to reset upwards, and the push rod 3 disengages from the push bar 5; at the same time, the compressed spring 17 on the fixed plate 13 releases its potential energy, pushing the reset plate 18 to pull the push bar 5 to slide towards the chamber 2, and the limit rod 6, pulled by the push bar 5, sequentially exits the slot 21 and the through 9 and returns to the compartment 4, and the device returns to its initial state, waiting for the next train to pass for the cycle to repeat. During this process, the washer 20 continuously buffers the vibration between the anchor bolt 8 and the base 10, while the guard plate 16 and the fixed plate 13 respectively ensure the structural stability of the push bar 5 and the push rod 3 in the reciprocating motion, so that the device can still maintain reliable operating accuracy under long-term high-frequency force cycles; This operation process transforms the vertical load of the train into mechanical clamp relay, realizing the dynamic distribution of the load on the eight anchor bolts. It can be automatically triggered and reset without the need for an external power source, reducing the wear rate of the threaded pair and thus reducing maintenance costs. This operation process embodies the design concept of "load control", which breaks through the passive load-bearing mode of traditional rigid connection. Through the dynamic response mechanism of multi-component collaboration, it effectively improves the fatigue failure problem of embedded track anchoring system.

[0038] The following comparative experiment will be designed based on the above embodiments to highlight the superiority of the device provided by the high-speed embodiment.

[0039] Experimental Objective This experiment aims to verify the technical effects of the present invention in "reducing the vertical pull-out force of the anchor bolt 8, slowing down thread wear, and extending the maintenance cycle" by comparing the stress characteristics, thread wear degree, preload decay rate, and maintenance cost of the traditional anchor bolt 8 device ("Huibo Railway Fastening Bolt" in the background art) and the embedded track connection device of the present invention under the same working conditions.

[0040] Table 1 Experimental subjects and parameters Group Device type Specification parameter Laying position Experimental period Control group Traditional anchoring bolt device M24x120mm "Huibao railway fastening bolt", thread accuracy 6H, pre-tightening torque 350N.m Metro curve section (R=300m) 6 months Experimental group Embedded connection device of the application The same bolt specification as the control group, with the addition of a buffer plate (thickness 20mm), a push rod (diameter 15mm), a limiting rod (diameter 12mm), and other components Adjacent track to the curve section (R=300m) 6 months Experimental protocol 1. Working condition simulation Train conditions: The train is a Type B metro train (14t axle load), which passes through the curved section 120 times a day in both directions (30 times / hour during peak hours and 10 times / hour during off-peak hours) to simulate a high-density operation scenario.

[0041] Environmental conditions: temperature 25±5℃, humidity 60±10%, and consistent track bed structure.

[0042] Table 2 Data Collection Indicators and Methods Index Measurement tool / method Collection frequency Anchoring bolt vertical pullout force Bolt rod body adhesive strain gauge (accuracy ±1με), real-time collection of axial stress and conversion to pullout force (F=σ·A, A is the bolt cross-sectional area) Record peak value every hour Thread pair wear amount Use a laser profilometer (resolution 0.1μm) to measure the change in thread profile height, compare the initial value and the value after the experiment Once a month Pre-tightening force decay rate Torque wrench (accuracy ±2%) to measure bolt pre-tightening torque, calculate decay rate = (initial torque-current torque) / initial torque Every 2 weeks Bolt replacement frequency and maintenance cost Record the number of replacements due to failure (thread wear amount >0.3mm or pre-tightening force decay >30%) and labor and material costs Statistics within the experimental period IV. Experimental Data and Calculation 1. Comparison of vertical pull-out forces of anchor bolts Control group: When the train passed, the maximum bolt pull-out force was 18.6 ± 1.2 kN (mean ± standard deviation, n = 300), and the continuous load time accounted for 65% of the train passing cycle; Experimental group: After the limit rod intervened, the maximum pull-out force of the bolt was reduced to 11.2±0.8kN, a decrease of 39.7%, and the load-bearing time was shortened to 40% (the limit rod shared 58.7% of the vertical load).

[0043] Calculation basis: The stress data collected by strain gauges were converted using the formula F=σ·A (σ is the axial stress, A=π×(24 / 2)²=452.4mm²). The pull-out force of the experimental group was significantly reduced (P<0.01, independent samples t test).

[0044] Table 3 Comparison of wear on threaded pairs Time Wear amount of the control group (μm) Wear amount of the experimental group (μm) Wear reduction rate 2 months 85±12 53±5 37.6% 4 months 162±18 96.1±7 40.6% 6 months 245±22 151.8±9 38% Calculation basis: The height difference between the crest and root of the thread was measured by a laser profilometer. Due to the reduced holding force, the wear amount in the experimental group was always lower than that in the control group, and the wear rate was stable (linear fitting R²=0.98).

[0045] 3. Comparison of preload attenuation rates Control group: After 6 months, the average preload decay rate was 42.3% (initial 350 N·m → 199 N·m), of which 40% of the bolts needed to be replaced due to decay exceeding 30%; Experimental group: After 6 months, the average preload decay rate was 28% (initial 350 N·m → 252 N·m), and no bolts needed to be replaced; 4. Maintenance Cost Comparison Control group: 12 sets of bolts were replaced within 6 months (material cost of 200 yuan per set, labor replacement cost of 100 yuan per set), total maintenance cost = 12 × (200 + 100) × 40% = 1440 yuan; Experimental group: No bolt replacement is required, only lubricant needs to be added to the port (material cost 30 yuan, labor cost 60 yuan), total maintenance cost = 12 × (30 + 60) = 1080 yuan, cost reduction of 25%.

[0046] V. Experimental Conclusions Significantly reduces anchor bolt load: This invention reduces the vertical pull-out force borne by traditional bolts by 39.7% through a mechanical clamping structure with a limiting rod, thus alleviating fatigue damage to the threaded pair; Reduce thread wear and preload decay: Thread wear is reduced by 38% and preload decay rate is reduced by 28% within 6 months, avoiding the risk of rail lateral restraint failure due to bolt failure; Reduced maintenance costs: Maintenance costs are reduced by 25%, significantly improving the economics of rail operations.

[0047] Example 2:

[0048] As attached Figure 1 As shown, the difference from Embodiment 1 is that the clamping assembly has a buffer layer 19 at the end near the track.

[0049] The specific implementation process is as follows: The buffer layer 19 can absorb part of the lateral impact force transmitted from the rail to the anchor bolt 8 through the support arm 11 and the base 10 when the train passes by, reduce the vertical pull-out force on the anchor bolt 8, further reduce the dynamic load on the anchor bolt 8, thereby slowing down the wear of the threaded pair and reducing maintenance costs.

[0050] Example 3:

[0051] As attached Figure 1 As shown, the difference from the above embodiments is that an embedded track connection method includes the following steps: Step 1, Assembly of Components: Fix the compartment 4 to both sides of the chamber 2, then assemble and fix the push rod 3, fixing plate 13, and tension spring 14 inside the chamber 2, and fix the buffer plate 1 to the end of the push rod 3 away from the bottom of the chamber 2; assemble and fix the push bar 5, guard plate 16, limit rod 6, and spring 17 inside the compartment 4; the vertical cylinder 7 is connected to the end of the compartment 4 away from the chamber 2. Step 2, device debugging: Repeatedly apply and release pressure to the buffer plate 1 using the external pressure device, observe whether the limiting rod 6 can enter the bottom of the vertical cylinder 7 under pressure, and apply lubricating oil to the limiting rod 6 to reduce the friction between the limiting rod 6 and the through 9 and increase the passage between the limiting rod 6 and the through 9. Step 3, Pre-embedding of the device: Pre-embedding chamber 2, compartment 4 and vertical cylinder 7 in the track slab, then pouring a self-compacting mortar layer, and keeping the opening of the vertical cylinder 7 on the mortar layer; Step 4, Rail clamping and fixing: Use clamping block 12, support arm 11 and installation tools to clamp the rail web at the curve. After clamping, place base 10 above the opening of vertical cylinder 7, and then use anchor bolt 8 to fix base 10 and vertical cylinder 7 to complete the clamping of the rail. Place washer 20 at the contact point between anchor bolt 8 and base 10 to reduce the compressive stress on the head of anchor bolt 8 and slow down the wear rate of anchor bolt 8.

[0052] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. An embedded track connection device, comprising a buffer plate (1), characterized in that, Both sides of the buffer plate (1) are provided with clamping components for fixing the track. A chamber (2) is provided below the buffer plate (1). A push rod (3) extending into the chamber (2) is fixedly connected to the bottom of the buffer plate (1). A reset component for pulling the push rod (3) is provided in the chamber (2). Both sides of the chamber (2) are connected to the compartments (4). Each compartment (4) is provided with a push bar (5) extending into the chamber (2). The part of the push bar (5) located in the chamber (2) is located in the movement of the push rod (3). In the motion trajectory, the other end of the push bar (5) is fixedly connected to the limit rod (6); the compartment (4) is provided with a push assembly for pushing the push bar (5); the bottom of the clamping assembly is provided with a vertical cylinder (7), the vertical cylinder (7) is connected to the corresponding compartment (4), the top of the clamping assembly is provided with an anchor bolt (8) extending into the vertical cylinder (7), the end of the anchor bolt (8) near the bottom of the vertical cylinder (7) is provided with a through port (9), and the through port (9) is located in the motion trajectory of the corresponding limit rod (6).

2. The embedded track connection device according to claim 1, characterized in that, All clamping components include a base (10), and a support arm (11) is fixedly connected to the top of the base (10). A clamping block (12) is provided at the other end of the support arm (11).

3. The embedded track connection device according to claim 2, characterized in that, The reset assembly includes a fixed plate (13) fixedly connected to the chamber (2), a push rod (3) passing through the fixed plate (13) and slidingly engaging with the fixed plate (13), a tension spring (14) provided on the side of the fixed plate (13) away from the buffer plate (1), and a baffle (15) sleeved on the push rod (3) fixedly connected to the other end of the tension spring (14).

4. The embedded track connection device according to claim 3, characterized in that, All the push components include a protective plate (16) fixedly connected to the compartment (4), and push bars (5) all pass through the corresponding protective plate (16) and slide with the protective plate (16). A spring (17) is provided on the side of the protective plate (16) away from the chamber (2), and a reset plate (18) sleeved on the push bar (5) is fixedly connected to the other end of the spring (17).

5. The embedded track connection device according to claim 4, characterized in that, Each clamping component has a buffer layer (19) at the end near the track.

6. The embedded track connection device according to claim 5, characterized in that, The end of the push rod (3) away from the buffer plate (1) and the end of the push bar (5) close to the push rod (3) are both arc-shaped.

7. The embedded track connecting device according to claim 6, characterized in that, Lubricant is provided inside the opening (9).

8. The embedded track connection device according to claim 7, characterized in that, Washers (20) are provided at the contact points of the anchor bolts (8) and the base (10).

9. The embedded track connection device according to claim 8, characterized in that, The bottom of the vertical cylinder (7) is provided with slots (21) on the side away from the compartment (4), and the slots (21) are all located in the movement trajectory of the corresponding limit rod (6).

10. An embedded track connection method, based on the embedded track connection device according to any one of claims 1-9, characterized in that, Includes the following steps: Step 1, assembly of components: Connect the compartment (4) to the cavity (2), then assemble and fix the push rod (3), fixing plate (13) and tension spring (14) in the cavity (2), and fix the buffer plate (1) to the end of the push rod (3) away from the bottom of the cavity (2); assemble and fix the push bar (5), guard plate (16), limit rod (6) and spring (17) in the compartment (4); connect the vertical cylinder (7) to the end of the compartment (4) away from the cavity (2); Step 2, device debugging: Use an external pressure device to apply and release pressure to the buffer plate (1), and observe whether the limit rod (6) can enter the bottom of the vertical cylinder (7) under the action of pressure; Step 3, pre-embedding of the device: pre-embedding the chamber (2), compartment (4) and vertical cylinder (7) in the track plate, then pouring the mortar layer, and keeping the opening of the vertical cylinder (7) on the mortar layer; Step 4, Rail clamping and fixing: Use clamping block (12), support arm (11) and installation tools to clamp the rail web at the bend. After clamping, place the base (10) above the opening of the vertical cylinder (7), and then use anchor bolts (8) to fix the base (10) and the vertical cylinder (7) to complete the clamping of the rail.

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