Fastener and rail transit system

Abstract

The application discloses a fastener and a rail transit system, relates to the field of corrosion prevention of rails and rail accessories, and comprises a rigid buckle plate and an elastic buckle plate, the surfaces of the rigid buckle plate and the elastic buckle plate are each provided with a plurality of deep pits, the deep pits are inverted trapezoids or inverted bottle shapes with wide bottoms and narrow mouths, the surfaces of the rigid buckle plate and the elastic buckle plate are coated with corrosion-resistant coating, the deep pits and the corrosion-resistant coating form a mechanical self-locking structure, the corrosion-resistant coating has plasticity, and the compactness gradually increases when the corrosion-resistant coating is rolled or knocked, the application realizes basic corrosion prevention by selecting the corrosion-resistant coating that is suitable for the working condition of railway dynamic load, mechanical locking is realized by a three-dimensional interlocking network formed by the inverted trapezoidal / inverted bottle-shaped deep pits and the coating connecting ribs, the coating bonding force is enhanced, self-repairing of the coating is realized by the corrosion-resistant medium in the groove of the inner wall of the deep pit, and the three work together, so that the problems of easy peeling, cracking and corrosion of the traditional coating are effectively solved.

Description

Technical Field

[0001] This invention relates to the field of corrosion protection technology for tracks and track accessories, specifically to a fastener and a rail transit system. Background Technology

[0002] In rail transit systems, rails and fasteners (including rigid and flexible fasteners) are exposed to complex outdoor environments for extended periods, facing erosion from rainwater, moisture, salt, and other corrosive media. They also have to withstand dynamic loads such as train crushing, maintenance knocking, and tightening, which can easily lead to problems such as coating peeling and rust, seriously affecting service life and train safety.

[0003] In existing technologies, corrosion-resistant coatings are often sprayed to solve the corrosion problem of rails and fasteners. However, traditional coatings have weak adhesion to the substrate surface and are prone to peeling and cracking under dynamic loads. Some technologies set simple pits on the substrate surface to enhance the bond, but the pit structure design is unreasonable and cannot form an effective mechanical self-locking. Furthermore, the influence of dynamic loads on the coating is not considered, resulting in insufficient coating density and limited anti-corrosion effect.

[0004] Meanwhile, existing rail fasteners mostly use a single rigid or elastic buckle arrangement, which makes it difficult to take into account the stability, elasticity, economy and maintainability of the track. When renovating old lines, if all fasteners or coatings are replaced, the cost is high and the compatibility is poor.

[0005] Therefore, we provide a fastener and rail transit system to solve the above problems. Summary of the Invention

[0006] To address the problems existing in the prior art, the present invention provides a fastener and a rail transit system that achieves mechanical self-locking between the anti-corrosion coating and the fastener, making it difficult to detach and increasing its density with repeated compaction.

[0007] To achieve the above objectives, the present invention employs a fastener comprising:

[0008] Rigid and elastic buckle panels, the surfaces of which are provided with multiple deep recesses, the deep recesses being inverted trapezoidal or inverted bottle-shaped with a wide bottom and a narrow opening; The surfaces of the rigid and elastic buckles are coated with a corrosion-resistant coating. The corrosion-resistant coating extends integrally with the contact points of the rigid and elastic buckles, and connecting ribs embedded in deep recesses form a three-dimensional interlocking network. The deep recesses and the corrosion-resistant coating form a mechanical self-locking structure. The corrosion-resistant coating is plastic and its density gradually increases when it is rolled or hammered.

[0009] As a further optimization of the above scheme, the depth of the deep pit is 1.5-2 times the thickness of the corrosion-resistant coating.

[0010] As a further optimization of the above scheme, the bottom width of the deep pit is 20-40μm, the mouth width is 10-20μm, the depth is 10-50μm, and the sidewall slope is 2-15°. The deep pit is fabricated by femtosecond or picosecond ultrafast laser etching process.

[0011] As a further optimization of the above solution, the deep pit is elongated and has an inverted trapezoidal or inverted bottle-shaped cross-section; The elongated deep recesses are distributed along the force direction of the rigid and elastic buckles, forming stress-relieving channels, and the connecting ribs are interlocked with the deep recesses.

[0012] As a further optimization of the above solution, the inner wall of the deep pit is provided with a groove, the groove is filled with an anti-corrosion medium, and the anti-corrosion medium is sealed in the groove by a corrosion-resistant coating.

[0013] As a further optimization of the above solution, the anti-corrosion medium includes any one or a combination of two of corrosion inhibitors and sealants; The corrosion inhibitor is one of benzotriazole microemulsion and methylbenzotriazole (TTA) corrosion inhibitor paste, and the corrosion inhibitor uses polyisobutylene semi-solid paste or nano silica thickened corrosion inhibitor gel as a carrier. The sealant is a water-based polyurethane sealant or a silicone-modified acrylic sealant.

[0014] As a further optimization of the above scheme, the corrosion inhibitor is composed of 1-3% by mass of BTA, 3-5% of nano-SiO2 and the balance of polyisobutylene, and is in a semi-solid, extrudable state.

[0015] As a further optimization of the above solution, the corrosion-resistant coating is one of the following: cold spray zinc / zinc-aluminum composite coating, ductile metal / alloy coating, graphene / nano-ceramic composite coating, polyurea / elastomer composite coating, or is made by thermal spraying metal followed by rolling composite process.

[0016] The present invention also discloses a rail transit system, including fasteners and rails; The rigid and elastic buckle plates are arranged at intervals to lock the rails; The surface of the rail is also provided with the deep pits and coated with the corrosion-resistant coating.

[0017] As a further optimization of the above solution, it also includes: a cover plate, which is placed over the upper surface of the corresponding rigid buckle plate and elastic buckle plate; An air cavity is formed inside the cover plate; The upper surface of the cover plate is provided with a slope; The inner and outer surfaces of the cover plate are provided with raised ribs, and the air cavity has a large opening at one end and a small opening at the other end, forming a Venturi structure.

[0018] The fastener and rail transit system of the present invention have the following beneficial effects: 1. This invention achieves basic corrosion protection by selecting a corrosion-resistant coating adapted to the dynamic load conditions of railways, and achieves mechanical locking by a three-dimensional interlocking network formed by inverted trapezoidal / inverted bottle-shaped deep pits and coating connecting ribs, thereby enhancing the coating's adhesion and effectively solving the problems of easy peeling, cracking, and corrosion of traditional coatings; 2. The coating is firmly bonded to the substrate and is suitable for railway dynamic load conditions: The deep pit design has a structure that is wide at the bottom and narrow at the opening, forming a mechanical self-locking with the coating connecting ribs, making it impossible to peel off; at the same time, the selected corrosion-resistant coatings all have the characteristics of "becoming denser and stronger under pressure". Under the action of dynamic loads such as train rolling and maintenance knocking, the coating particles can flow plastically and fill the micropores, improving the density and interface welding ability, avoiding coating fatigue peeling, and making it suitable for use in railway dynamic load fluctuations; 3. Flexible deep pit fabrication to suit different working conditions: Depending on the actual anti-corrosion performance requirements, small deep pits can be fabricated using laser etching, or long, large deep pits can be fabricated using CNC milling. Long, large deep pits can be distributed along the direction of stress to form stress relief channels, further improving the coating's fatigue resistance and solving the problem of fatigue spalling under dynamic loads in traditional coatings. 4. Rigid and elastic interleaved arrangement, taking into account multiple performance aspects and strong adaptability: Rigid and elastic fasteners are arranged alternately. The elastic fasteners can absorb vibration and buffer, reducing impact deformation, while the rigid fasteners can strengthen the rails and prevent gauge widening, overturning and creeping, achieving a compromise optimization of stability, elasticity, economy and maintainability; at the same time, it is suitable for the renovation of old lines without replacing all fasteners, which can reduce renovation costs and take into account the performance of use; the ratio of rigid / elastic fasteners can be adjusted for different line sections (straight and curved) to adapt to complex line conditions.

[0019] Specific embodiments of the present invention are disclosed in detail with reference to the following description and accompanying drawings, indicating how the principles of the present invention can be adopted. It should be understood that the embodiments of the present invention are not limited in scope as a result, and that the embodiments of the present invention include many changes, modifications and equivalents within the spirit and scope of the appended claims. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the fastener surface structure in Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the corrosion-resistant coating structure on the surface of the fastener according to the present invention; Figure 3 For the present invention Figure 1 Enlarged schematic diagram of the structure at point A in the middle; Figure 4 For the present invention Figure 2 Enlarged schematic diagram of the structure at point B; Figure 5 This is a schematic diagram of the fastener surface structure in Embodiment 2 of the present invention; Figure 6 For the present invention Figure 5 Enlarged schematic diagram of the structure at point C; Figure 7 This is a cross-sectional view of the fastener in Embodiment 3 of the present invention; Figure 8 For the present invention Figure 7 Enlarged schematic diagram of the structure at point D; Figure 9 This is a cross-sectional view of the fastener of the present invention when used with a railway rail; Figure 10 This is a schematic diagram of the structure of the fastener of the present invention when used in conjunction with a rail transit system; Figure 11 This is a schematic diagram of the guide channel structure of the present invention; Figure 12 This is a schematic diagram of the cover plate structure from one perspective of the present invention; Figure 13 This is a schematic diagram of the cover plate structure from another perspective of the present invention.

[0021] In the diagram: 1. Rail; 100. Rigid buckle plate; 1001. Deep pit; 1002. Flow guide groove; 1100. Corrosion resistant coating; 1110. Connecting rib; 1111. Groove; 200. Elastic buckle plate; 300. Cover plate; 3001. Raised rib; 3002. Air cavity; 3003. Sloping surface. Detailed Implementation

[0022] Please refer to the instruction manual appendix. Figure 1-10 The present invention provides a technical solution: a fastener, comprising a rigid buckle plate 100 and an elastic buckle plate 200.

[0023] Example 1 refer to Figures 1 to 4 As shown, the surfaces of both the rigid buckle 100 and the elastic buckle 200 are formed with deep recesses 1001 by laser etching. The deep recesses 1001 are inverted trapezoidal / inverted bottle-shaped recesses with a wide bottom and a narrow opening. A corrosion-resistant coating 1100 is applied to the surfaces of the rigid buckle 100 and the elastic buckle 200. The depth of the deep recesses 1001 is 1.5-2 times the thickness of the corrosion-resistant coating 1100. The bottom width of the deep recesses 1001 is between 20-40 μm, the opening width is between 10-20 μm, the depth is between 10-50 μm, and the sidewall slope is between 2-15°. This can be achieved using conventional femtosecond / picosecond ultrafast laser technology, which will not be elaborated here.

[0024] Notably, the present invention features multiple deep recesses 1001, which are densely distributed on the surfaces of the rigid buckle 100 and the elastic buckle 200. When the corrosion-resistant coating 1100 is applied to the surfaces of the rigid buckle 100 and the elastic buckle 200, the surface of the corrosion-resistant coating 1100 remains smooth. The contact points between the corrosion-resistant coating 1100 and the rigid buckle 100 and the elastic buckle 200 have connecting ribs 1110 that extend integrally into the deep recesses 1001. The inverted trapezoidal deep recesses 1001 and the corrosion-resistant coating 1100 form a "mechanical self-locking" mechanism, making them impossible to peel off.

[0025] refer to Figure 11 As shown, in another embodiment, adjacent deep pits 1001 are also connected by a guide channel 1002 disposed on the surface of the rigid buckle plate 100, forming a "three-dimensional interlocking network", which further increases the connection strength of the "mechanical self-locking" between the deep pits 1001 and the corrosion-resistant coating 1100; when the corrosion-resistant coating 1100 is subjected to rolling action, due to the plastic deformation of the corrosion-resistant coating 1100, the corrosion-resistant coating 1100 is continuously squeezed into the deep pits 1001 and the guide channel 1002, improving the strength of the "three-dimensional interlocking network". Compared with the conventional technology where external pressure is the source of damage, the external pressure in this statement is the source of enhancement.

[0026] It should be noted that the deep recess 1001 is formed on all surfaces of the rigid buckle 100 and the elastic buckle 200, and is not limited to... Figure 1 The side shown in the diagram.

[0027] Furthermore, the corrosion-resistant coating 1100 can be selected from any one of the following: cold spray zinc / zinc-aluminum composite coating, ductile metal / alloy coating, graphene / nano-ceramic composite coating, polyurea / elastomer composite coating, or thermal spray metal followed by rolling composite process.

[0028] Among them, the cold-sprayed zinc / zinc-aluminum composite coating is made of nano zinc / zinc-aluminum powder (purity ≥96%) plus flexible resin, which is sprayed at room temperature to form a porous pre-coating. When applied to rigid buckle 100 and elastic buckle 200, if subjected to rolling or hammering during maintenance, the plastic flow of coating particles can fill the micropores, improve the interfacial welding ability, and reduce the porosity from the initial 5-10% to <0.5%. After rolling or hammering, mechanical interlocking is formed, which does not peel off, improves the adhesion and increases the corrosion resistance. It is particularly suitable for fasteners and rails 1 in rail transit systems.

[0029] The plastic metal / alloy coating is a pure Zn, Al, Zn-Sn, Ti composite. It is characterized by a low melting point and high plasticity, and can be rolled and deformed at room temperature. When the coating is applied to the rail 1, rigid buckle 100 and elastic buckle 200, it can extend and fill the pits on the surface of the rail 1, rigid buckle 100 and elastic buckle 200 after being rolled or hit by wheels. The grain boundaries are interlocked, and the more pressure / hitting, the denser and stronger it becomes. It works in conjunction with the rail 1, rigid buckle 100 and elastic buckle 200 and will not fall off under long-term rolling.

[0030] The graphene / nano-ceramic composite coating consists of graphene and nano-ceramics (Al2O3, TiO2, WC), which have the characteristics of high density, low friction, and high hardness. The nanoparticles can rotate and rearrange under pressure, densify the interface, and form a near-single-crystal structure, which reduces the coefficient of friction, increases salt spray resistance, resists wear, is non-conductive, and has good anti-electrochemical corrosion performance.

[0031] Polyurea / elastomer composite coatings have the characteristics of 100% solid content, rapid curing, and high elongation (300%–500%). When rolled or struck, they have both elastic and plastic responses, and at the same time absorb energy and fill deformation. They do not crack or peel off after repeated rolling, have a high degree of densification, and have the advantages of acid and alkali resistance, oil resistance, aging resistance, and impact resistance.

[0032] Thermal spraying of metal followed by rolling is a long-term corrosion protection solution. It uses electric arc / flame to spray metal (Zn / Al / ZnAl) and rolls it at the same time, which can close the pores of the coating, improve the structural strength, and make the density close to 100%. Compared with the 3-5 years of the corrosion protection coating in the traditional technology, the service life of thermal spraying of metal followed by rolling can be extended to 15-20 years.

[0033] In practice, appropriate coatings can be selected for application, which will not be elaborated here.

[0034] Example 2 refer to Figure 5 and Figure 6 As shown, although the deep pit 1001 can be made by laser etching technology, the manufacturing cost is high. If the actual working conditions do not require a high-performance corrosion-resistant coating, the deep pit 1001 in this invention can also be designed as a long strip. The cross-section of the deep pit 1001 is still an inverted trapezoid / inverted bottle shape with a wide bottom and a narrow mouth.

[0035] During production, a special CNC milling machine for rails is used, with a custom-designed inverted trapezoidal / inverted bottle-shaped milling cutter disc. Through multi-axis CNC linkage, it continuously mills along the surfaces of rail 1, rigid buckle 100 and elastic buckle 200. A single pass can form the deep pit 1001, which is more efficient than laser etching and has a lower cost. The milling depth is controlled between 1.5-3mm.

[0036] Therefore, this invention allows for the selection of appropriate methods to produce relatively large or relatively small deep recesses 1001 based on the strength of actual needs, offering a wide range of choices. Furthermore, if the connecting ribs 1110 at the bottom of the corrosion-resistant coating 1100 are distributed along the elongated deep recesses 1001, directional flow guidance and coating stress release can be achieved, making it particularly suitable for use with fluctuating dynamic loads in railways. Specifically: The deep pit 1001 is distributed according to the stress direction of the rail 1, rigid buckle 100 and elastic buckle 200. The deep pit 1001 as a whole forms a stress venting channel. The connecting rib 1110 at the bottom of the corrosion-resistant coating 1100 is interlocked with the deep pit 1001. When the train repeatedly rolls over it, the stress can be vented along the deep pit 1001. The corrosion-resistant coating 1100 does not fatigue crack. The corrosion-resistant coating 1100 is directionally densified in the deep pit 1001 to form a gradient wear-resistant and anti-corrosion layer, which together adapts to the corrosion of railway dynamic loads. This solves the problem of fatigue peeling of railway coatings under dynamic loads in traditional technologies.

[0037] Example 3 refer to Figure 7 and Figure 8 As shown, to further improve the service life of the coating, a groove 1111 is provided on the inner wall of the deep pit 1001. The groove 1111 can be added using laser etching technology. The groove 1111 is filled with an anti-corrosion medium, such as a corrosion inhibitor / sealant. Then, a corrosion-resistant coating 1100 is applied to the surfaces of the rail 1, the rigid buckle 100, and the elastic buckle 200, and the anti-corrosion medium is sealed in the groove 1111. When the train rolls over the corrosion-resistant coating 1100, the corrosion-resistant coating 1100 plastically flows, squeezing out the corrosion inhibitor / sealant in the groove 1111. Once a micro-crack appears in the corrosion-resistant coating 1100, the corrosion inhibitor / sealant flows in to repair it. The groove 1111 locks in the corrosion inhibitor / sealant to prevent it from leaking out. The corrosion-resistant coating 1100 provides a physical barrier, achieving the self-healing purpose of the corrosion-resistant coating 1100.

[0038] In practical implementation, the corrosion inhibitor can be an organic heterocyclic type: benzotriazole (BTA) microemulsion or methylbenzotriazole (TTA) corrosion inhibitor paste, which has a strong passivation and pore sealing effect on steel and zinc layers. It can be added to the trench 1111 after being supported by a carrier. The carrier can be a non-flowing, semi-solid carrier such as polyisobutylene semi-solid paste or nano silica thickened corrosion inhibitor gel. In this invention, 1-3% by mass of BTA (benzotriazole), 3-5% by mass of nano-SiO2 and polyisobutylene (the balance) are selected to form a non-flowing, semi-solid corrosion inhibitor (corrosion inhibitor gel) that can be extruded by extrusion.

[0039] When using a sealant, choose a water-based polyurethane sealant or a silicone-modified acrylic sealant to seal the pores on the coating surface without affecting the extrusion of internal gel.

[0040] When adding corrosion inhibitors to the grooves 1111, a scraping and filling method can be used, but the surface of the deep pits 1001 needs to be scraped clean. In addition, existing technologies also have microneedle quantitative dotting process and vacuum impregnation combined with spin drying process, which can achieve this, but will not be elaborated here.

[0041] In summary, this invention achieves the first step of corrosion prevention by selecting appropriate coating materials, achieves the durability of the corrosion-resistant coating 1100 by setting a reasonable surface layer structure, and achieves the self-repair of the corrosion-resistant coating 1100 by setting the grooves 1111. The triple corrosion prevention works together to improve the service life of the corrosion-resistant coating 1100.

[0042] Example 4 refer to Figure 9 and Figure 10 As shown, the triple anti-corrosion synergy method proposed in this invention is applicable to the surfaces of rail 1, rigid fastener 100, and elastic fastener 200 in a rail transit system. In this rail transit system, rail 1 is locked by the spaced rigid fastener 100 and elastic fastener 200. The rigid fastener 100 achieves rigid fixation of rail 1, and the elastic fastener 200 achieves elastic fixation of rail 1. The spaced arrangement of rigid fastener 100 and elastic fastener 200 achieves a compromise solution that takes into account stability, elasticity, economy, and maintainability. It can also be applied to the renovation of existing rail lines, reducing renovation costs while taking into account performance.

[0043] Specific implementation method: When a train passes, the elastic buckle plate 200 absorbs vibration and buffers, reducing impact and deformation, while the rigid buckle plate 100 firmly locks the rail 1, preventing the gauge from widening, tipping, or creeping. The overall rail 1 has uniform stiffness and moderate elasticity, making it both smooth and stable.

[0044] Furthermore, if a certain elastic buckle plate 200 fails due to fatigue or the elastic clip breaks: the adjacent rigid buckle plate 100 can still reinforce the rail and will not become unstable instantly, avoiding the risk of derailment; the rigid buckle plate 100 has stronger resistance to lateral forces, and the elastic buckle plate 200 buffers centrifugal impact, making the rigid-elastic combination safer; it is especially suitable for use in complex track conditions: straight lines and curves. When applied to straight lines, the amount of elastic buckle plate 200 can be appropriately increased for vibration reduction and comfort; when applied to curves, the amount of rigid buckle plate 100 can be appropriately increased to resist lateral displacement and maintain track gauge.

[0045] In summary, the present invention utilizes the alternating arrangement of rigid buckle plate 100 and elastic buckle plate 200 to achieve the optimal combination of "elastic vibration reduction, rigid strength, safety redundancy, and easy maintenance" at minimal cost.

[0046] refer to Figures 12 to 13 In actual use, both the rigid buckle 100 and the elastic buckle 200 are subject to rainwater erosion, which is a major factor in the easy corrosion of fasteners. Therefore, in this invention, a cover plate 300 can be installed by pre-reserving a slot on the surface of the rigid buckle 100 and the elastic buckle 200 or by using other connection methods. The cover plate 300 covers the upper surface of the rigid buckle 100 and the elastic buckle 200, and an air cavity 3002 is formed inside the cover plate 300. An inclined surface 3003 is provided on the upper surface of the cover plate 300, and raised ribs 3001 are provided on both the inner and outer surfaces of the cover plate 300.

[0047] The cover plate 300 can block rainwater from falling directly onto the surfaces of the rigid buckle plate 100 and the elastic buckle plate 200, preventing the rigid buckle plate 100 and the elastic buckle plate 200 from being eroded by rainwater. Although some raindrops will enter the air cavity 3002 through splashing, the wind generated by the train passing through the rail 1 will enter the air cavity 3002. The wind force is guided by the protruding ribs 3001 to form a tortuous distribution of wind force and passes through the air cavity 3002, which will accelerate the evaporation of rainwater in the air cavity 3002 and achieve the purpose of quick drying.

[0048] Furthermore, the inclined surface 3003 is set at an angle, making it difficult for rainwater to remain on its surface. The air cavity 3002 has a large opening at one end and a small opening at the other end, forming a Venturi structure. When the wind enters through the large opening and exits through the small opening, it is compressed, creating downward stress. This pushes the rigid buckle plate 100 and the elastic buckle plate 200 downward, counteracting the upward stress on the rigid buckle plate 100 and the elastic buckle plate 200, thus improving the stability of the fasteners on the rail 1.

Claims

1. A fastener, characterized in that, include: Rigid buckle (100) and elastic buckle (200), the surfaces of the rigid buckle (100) and the elastic buckle (200) are provided with a plurality of deep recesses (1001), the deep recesses (1001) are inverted trapezoidal or inverted bottle-shaped with a wide bottom and a narrow opening; The surfaces of the rigid buckle (100) and the elastic buckle (200) are coated with a corrosion-resistant coating (1100). The corrosion-resistant coating (1100) extends integrally with the rigid buckle (100) and the elastic buckle (200) with a connecting rib (1110) embedded in a deep recess (1001) to form a three-dimensional interlocking network. The deep recess (1001) and the corrosion-resistant coating (1100) form a mechanical self-locking structure. The corrosion-resistant coating (1100) is plastic and its density gradually increases when it is rolled or hammered.

2. A fastener according to claim 1, characterized in that: The depth of the deep pit (1001) is 1.5-2 times the thickness of the corrosion-resistant coating (1100).

3. A fastener according to claim 1, characterized in that: The deep pit (1001) has a bottom width of 20-40μm, an opening width of 10-20μm, a depth of 10-50μm, and a sidewall slope of 2-15°. The deep pit (1001) is fabricated using a femtosecond or picosecond ultrafast laser etching process.

4. A fastener according to claim 1, characterized in that: The deep pit (1001) is elongated and has an inverted trapezoidal or inverted bottle-shaped cross-section; The elongated deep recess (1001) is distributed along the force direction of the rigid buckle plate (100) and the elastic buckle plate (200) to form a stress-relieving channel, and the connecting rib (1110) is interlocked with the deep recess (1001).

5. A fastener according to claim 1, characterized in that: The inner wall of the deep pit (1001) is provided with a groove (1111), the groove (1111) is filled with an anti-corrosion medium, and the anti-corrosion medium is sealed in the groove (1111) by a corrosion-resistant coating (1100).

6. A fastener according to claim 5, characterized in that: The anti-corrosion medium includes any one or a combination of two of corrosion inhibitors and sealants; The corrosion inhibitor is one of benzotriazole microemulsion and methylbenzotriazole corrosion inhibitor paste, and the corrosion inhibitor uses polyisobutylene semi-solid paste or nano-silica thickened corrosion inhibitor gel as a carrier. The sealant is a water-based polyurethane sealant or a silicone-modified acrylic sealant.

7. A fastener according to claim 6, characterized in that: The corrosion inhibitor is composed of 1-3% by mass of BTA, 3-5% of nano-SiO2 and the balance of polyisobutylene, and is in a semi-solid, extrudable state.

8. A fastener according to claim 1, characterized in that: The corrosion-resistant coating (1100) is one of the following: cold spray zinc / zinc-aluminum composite coating, ductile metal / alloy coating, graphene / nano-ceramic composite coating, polyurea / elastomer composite coating, or is made by thermal spraying metal followed by rolling composite process.

9. A rail transit system, characterized in that: The fasteners included in any one of claims 1-8 also include rails (1). The rigid buckle plate (100) and the elastic buckle plate (200) are arranged at intervals to lock the rail (1). The surface of the rail (1) is also provided with the deep pit (1001) and coated with the corrosion-resistant coating (1100).

10. A rail transit system according to claim 9, characterized in that: Also includes: Cover plate (300), the cover plate (300) is disposed on the upper surface of the corresponding rigid buckle plate (100) and elastic buckle plate (200); An air cavity (3002) is formed inside the cover plate (300); The upper surface of the cover plate (300) is provided with an inclined surface (3003); The inner and outer surfaces of the cover plate (300) are provided with protruding ribs (3001), and the air cavity (3002) has a large opening at one end and a small opening at the other end, forming a Venturi structure.

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