Method for adjusting and maintaining guard rails against detachment

Abstract

The present application relates to the technical field of rail transit engineering, and especially relates to a kind of adjustment and maintenance method of anti-derailment guard rail, guard rail support and sleeve shoe elastic pad block are designed as eccentric structure, the sleeve shoe elastic pad block is sleeved on the guard rail support, the guard rail is arranged above the sleeve shoe elastic pad block, the guard rail support and the sleeve shoe elastic pad block have installation surface with different thicknesses in front and back;By selecting and combining the different installation surfaces of guard rail support and sleeve shoe elastic pad block, the width of flange groove is adjusted according to design requirements when installing guard rail.The present application has the advantages that: it can effectively deal with the problems of wheel rail lateral force of train wheel during operation, rail wear, track gauge expansion, component wear and replacement, corrosion and the like, ensures the reliable anti-derailment function of guard rail, and fills the design blank of such fine adjustment and quick maintenance type anti-derailment guard rail.

Description

Technical Field

[0001] This invention relates to the field of rail transit engineering technology, and in particular to a method for adjusting and maintaining anti-derailment guardrails. Background Technology

[0002] In the development of urban rail transit, to prevent trains from derailing on small-radius curves, overpasses, and sections with vertical overlaps, new anti-derailment guard rails are commonly installed. Compared to fixed traditional guard rail devices, they offer more comprehensive functions and are quicker to install. However, with the widespread use of new anti-derailment guard rails, existing structures have gradually revealed problems in engineering applications, such as insufficient installation and positioning accuracy, easy loosening and failure of connecting nuts, poor long-term service stability, and difficulty in replacing vulnerable components. Existing new anti-derailment guard rails are unable to meet the high-precision adjustment requirements of the wheel flange groove width (K-value). The insulation measures between the guard rail and the rail generally employ flange components that wrap around both sides of the rail base. These components have a small coverage area, leaving gaps between the rail base and the anti-derailment support frame. When conductors enter these gaps, they may cause the guard rail to conduct electricity, resulting in localized discharge and burning of the rail, causing safety accidents. In terms of maintenance, there is no easy way to replace aging and damaged components; often, the entire device needs to be disassembled, making replacement difficult and inefficient during maintenance windows.

[0003] Existing technologies offer numerous ways to prevent derailment, such as: The publication number CN201400832Y discloses an adjusting shim for an anti-derailment device for urban rail tracks. The adjusting shim can adjust the width of the wheel flange groove, but it is a rigid component and cannot play a role in buffering and dissipating force between the guard rail and the support.

[0004] The disclosure of a double-headed I-beam anti-derailment guard rail with publication number CN223867044U discloses an integrated guard rail bracket and a left-right symmetrical insulating boot-type elastic pad that cannot adjust the wheel flange groove width K value, which is fixed after installation.

[0005] The eccentric support type anti-slip guardrail with publication number CN223723500U adopts an eccentric support and elastic sleeve. The wheel flange groove can be adjusted through the eccentric support, but the adjustment range is large and the accuracy is difficult to guarantee. The lack of a shoulder on the support does not solve the problem of compression, sinking and dislodging during the installation of the elastic sleeve. Summary of the Invention

[0006] The purpose of this invention is to address the shortcomings of the prior art by providing a method for adjusting and maintaining anti-derailment guardrails. The method employs a split-type bracket structure design, with one end connected to the guardrail eccentric support and the guardrail, and the other end fixed to the rail. The guardrail eccentric support adopts an upper semi-symmetrical and lower semi-eccentric design, and is combined with elastic boots of different thicknesses on both sides to achieve multi-level, high-precision adjustment of the wheel flange groove width.

[0007] The objective of this invention is achieved through the following technical solutions: A method for adjusting and maintaining an anti-derailment guardrail, comprising the guardrail, characterized in that: the method includes: The guard rail support and the elastic pad of the boot are designed as an eccentric structure. The elastic pad of the boot is fitted on the guard rail support, and the guard rail is set above the elastic pad of the boot, so that the guard rail support and the elastic pad of the boot have mounting surfaces with different thicknesses at the front and back. By selecting and combining different mounting surfaces of the guard rail support and the elastic pad of the boot, the width of the wheel flange groove can be adjusted according to the design requirements when installing the guard rail.

[0008] In the flange groove section of the track buffer zone, multiple guard rail supports are arranged at intervals along the track direction. The flange groove width of the guard rail is precisely transitioned by selecting and combining different mounting surfaces of the guard rail support and the elastic pad of the boot.

[0009] The guard rail bracket has a pre-drilled bolt groove for installing the guard rail support. The end of the bolt that connects to the guard rail support extends into the bolt groove and is fixed in the bolt groove by a nut.

[0010] Guided by the direction of the track, the side of the guard rail support is tapped to allow the guard rail support and the elastic pad of the boot sleeved on the guard rail support to slide out along the bolt groove for replacement.

[0011] A fastener is provided on the other side of the rail support groove of the rail support. The fastener is connected and fixed to the rail support by bolts. A bolt groove for installing the fastener is reserved on the rail support. A positioning groove is provided at the bottom of the bolt groove. The bolt head of the bolt connected to the fastener is placed in the positioning groove for fixation.

[0012] The advantages of this invention are: 1) More precise and flexible K-value adjustment: K-value is the horizontal distance from the rail head to the guard rail. Utilizing four combinations of guard rail eccentric supports and elastic boots (4mm and 8mm dual thicknesses), the flange groove width (K-value) can be adjusted in stages from 0-6mm, with a minimum adjustment level of 2mm. This helps control the flange groove at the starting end of the anti-derailment guard rail from large to small, resulting in a smoother K-value transition. Furthermore, it can precisely adapt to different high-risk track conditions such as small-radius curves and overpasses, significantly improving the applicability of anti-derailment protection. Especially after rail wear or gauge widening, the multi-level flange groove width adjustment scheme ensures that the anti-derailment guard rail continues to perform excellently.

[0013] 2) Single bracket model enables installation of open transition section: This solves the problem that common anti-derailment guardrails on the market can only achieve the transition from the starting buffer zone to the fixed section by using multiple bracket models. The width of the wheel flange groove of the open transition section is set by different combinations of guardrail eccentric support and elastic boot, reducing the number of component models and simplifying installation.

[0014] 3) Comprehensive upgrade in insulation performance: The fully enclosed insulation gasket adopts an extended flange design, which completely encloses the bottom of the rail and isolates the bracket, fastener plate and rail from direct contact. The side ridge is 4mm thick, which strengthens the structure and completely eliminates insulation failure and discharge phenomenon caused by metal residue, reducing the risk of rail backflow burn.

[0015] 4) Improved durability and reliability: The thickness of the support base plate has been rationally designed, increasing from 38mm to 40mm, and the pre-reserved groove of the fastener plate has been eliminated to enhance the load-bearing capacity; the elastic boot provides flexible support through a dual thickness design of 4mm and 8mm, absorbing the lateral impact force of the train wheel flange on the guard rail, improving the running stability of the train in high-risk sections, reducing hard wear of components, strengthening the structure of the fully enclosed gasket, extending the service life of the overall device, reducing the frequency of replacement and maintenance, and adapting to the needs of long-term high-frequency operation.

[0016] 5) Significantly improved maintenance efficiency: Split brackets enable maintenance of guard rails without disassembly. When replacing guard rail eccentric supports, elastic boots, brackets and other components, there is no need to disassemble the whole structure. Replaceable insulating components greatly shorten maintenance time and cost. T-bolts prevent bolts from spinning freely, simplifying the installation and maintenance process, shortening maintenance time, and reducing the workload and operating costs of track maintenance.

[0017] 6) Wide range of applications: The split-type support is fully compatible with various track bed clearance conditions while ensuring strength. It can be installed without modifying the existing track bed and track structure, and is widely applicable to various track types such as trapezoidal track, floating slab track bed, and floating rail fastener. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a cross-sectional view of the present invention; Figure 3 This is a schematic diagram of the structure of the guard rail bracket in this invention; Figure 4 This is a schematic diagram of the eccentric support for the guard rail in this invention; Figure 5 This is a schematic diagram of the elastic pad of the boot in this invention; Figure 6 This is a schematic diagram of the method for fine-tuning the rim groove width (K value) according to the present invention; Figure 7 A plan view of the maintenance and replacement method of the present invention; Figure 8 This is a schematic diagram of the maintenance and replacement method of the present invention; Figure 9 This invention relates to a method for setting the buffer rim groove. Detailed Implementation

[0019] The features and other related features of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments, so as to facilitate understanding by those skilled in the art: like Figures 1-9 As shown in the figure, the markings represent: 1. Guard rail bracket, 2. Guard rail eccentric support, 3. Elastic pad for shoe, 4. Guard rail, 5. Flat washer, 6. Circular spring washer, 7. Heavy-duty spring washer, 8. Hex bolt, 9. Traveling rail, 10. T-bolt, 11. Hex nut, 12. Fastener, 13. Insulating gasket, 14. Square nut, 15. Trapezoidal hole, 16. Bolt groove, 17. Jack.

[0020] Example: Figures 1 to 8 As shown, the method for adjusting and maintaining the anti-derailment guardrail in this embodiment includes adjusting and maintaining the guardrail 4 installed on one side of the travel rail 9 to guide the derailed wheel to roll within the wheel flange groove formed between the travel rail 9 and the guardrail 4, thereby preventing the wheel from colliding.

[0021] The anti-derailment guardrail in this embodiment includes a guardrail bracket 1, a guardrail eccentric support 2, an elastic shoe pad 3, an insulating pad 13, a guardrail 4, and matching fasteners, a fastening plate 12, and fastening plate bolts, etc. Through the novel structural design and coordinated operation of each component, a complete anti-derailment guardrail system is constructed, ensuring stable connection, high load strength, excellent insulation performance, and convenient installation and maintenance. It can effectively cope with problems such as wheel-rail lateral force, rail wear, track gauge expansion, component wear and replacement, and corrosion during train operation, ensuring the reliability of the guardrail's anti-derailment function and filling the design gap of this type of fine-tuning and quick-maintenance anti-derailment guardrail. Specifically, the fine-tuning anti-derailment guardrail adopts an L-shaped split structure design, which is divided into two parts: guardrail bracket 1 and guardrail eccentric support 2.

[0022] The upper part of the guard rail bracket 1 is connected to the guard rail eccentric support 2 by hexagonal bolts 8, providing an installation base for fine adjustment of the K value. During installation, the elastic pad 3 is fitted onto the guard rail eccentric support 2, and the guard rail 4 is placed on the elastic pad 3 and fixed by through hexagonal bolts 8. A flat washer 5, a circular spring washer 6, and a heavy-duty spring washer 7 are provided between the hexagonal bolts 8 and the guard rail 4. A bolt groove for installing the hexagonal bolts 8 is opened in the upper part of the guard rail bracket 1, and the end of the hexagonal bolt 8 extends into the bolt groove and is fixed by a square nut 14.

[0023] The lower half of the guard rail bracket 1 is inserted into the underside of the travel rail 9 and connected to the bottom of the travel rail 9 by the fastener 12 and T-bolt 10.

[0024] In this embodiment, the bottom thickness of the guard rail bracket 1 is preferably 40mm to improve the load-bearing capacity of the bracket structure, enabling the design load of the guard rail bracket 1 to be increased to 70KN, which can simultaneously meet the wheel-rail lateral force requirements of different types of trains such as subways, light rails, and urban rail transit. At the same time, this ensures the structural stability of the bracket under long-term lateral impact forces from train wheels and rails, avoiding safety hazards such as deformation and breakage. Furthermore, it allows the bracket to fully adapt to the clearance conditions of various integrated track beds in China, eliminating the need to modify existing track beds, significantly expanding the applicability of the device, and reducing design and construction costs.

[0025] In this embodiment, a trapezoidal hole 15 is provided below the rail bearing groove of the guard rail bracket 1, allowing the guard rail bracket 1 to adjust its own weight under the condition of meeting the same load. When the guard rail device is installed on the rail, it can achieve a reasonable weight distribution with the rail system. The trapezoidal hole 15 is used in combination with the stress condition of the base plate of the guard rail bracket 1 and the characteristics of metal materials that have strong compressive strength but weak tensile strength. The upper half of the base plate of the guard rail bracket 1 is subjected to tensile stress, and the short side of the trapezoidal cross section of the trapezoidal hole 15 is used to thicken the weak section; the lower half of the guard rail bracket 1 is subjected to compressive stress, and the long side of the trapezoidal cross section of the trapezoidal hole 15 is used, so as to save material while meeting the load requirements. Meanwhile, the trapezoidal hole 15 is opened directly below the bottom of the traveling rail 9. The torque at the bottom of the guard rail bracket 1 is centered on the position of the latch. The farther away from the center, the greater the torque. When the opening position is moved directly below the rail, the opening section is closer to the center of rotation, which can reduce the torque on the opening section and make the shear force on the opening section smaller. These reasonable designs enable the guard rail bracket 1 to meet the reasonable weight distribution of the rail system and save materials, while enhancing the load at the bottom of the guard rail bracket 1 and reducing the risk of deformation and breakage at the bottom of the guard rail bracket 1.

[0026] In this embodiment, combined with Figure 1 and Figure 3As shown, the T-bolts 10 used to fix the fastener plate 12 are installed vertically. A bolt groove 16 is reserved at the end of the rail guard bracket 1, and a positioning groove perpendicular to the bolt groove is designed on the bottom surface of the rail guard bracket 1. After the T-bolt 10 is inserted vertically, it is rotated 90° and lifted so that the bolt head of the T-bolt 10 is placed in the positioning groove at the bottom of the rail guard bracket 1 and fixed by the hexagonal nut 11. A flat washer 5 and a heavy-duty spring washer 7 are provided between the hexagonal nut 11 and the fastener plate 12. In this way, not only is it convenient for the processing and installation of the rail guard bracket 1, but the positioning groove that matches the bolt head of the T-bolt 10 can also effectively prevent the T-bolt 10 from spinning freely and ensure reliable connection. At the same time, the installation method of the T-bolt 10 also provides convenience for daily maintenance and component replacement in the later stage, which meets the core design of convenient maintenance of the rail guard device.

[0027] like Figure 4 As shown, the eccentric part of the guard rail eccentric support 2 is adjusted by selecting support mounting surfaces with different thicknesses at the front and rear. The upper half of the guard rail eccentric support 2 is symmetrical, and the lower half adopts an eccentric design, with one side having a thickness of X1 and the other side having a thickness of X2. The thickness difference (X2-X1) is controlled to be 2mm. The lower half is a planar structure to ensure processing accuracy. At the same time, it is inserted into the slot opened in the guard rail bracket 1 to a certain depth (preferably 12mm) to ensure a tighter connection between the guard rail eccentric support 2 and the guard rail bracket 1, improve the overall stability of the device, prevent the guard rail support 1 from loosening, and provide reliable structural support for the fine adjustment of the wheel flange groove width (K value), achieving the design goal of precise control of the K value.

[0028] like Figure 5 As shown, the elastic boot pad 3 is adapted to the eccentric support 2 of the guard rail and is fitted onto the head of the eccentric support 2. In this embodiment, the elastic boot pad 3 has two different thicknesses, d1=8mm and d2=4mm, which cooperate with the thickness difference of the eccentric support of the guard rail to achieve an adjustment range of 6mm for the wheel flange groove width (K value), with adjustment levels of 2mm, realizing fine-grained adjustment of the K value, which can accurately adapt to the usage requirements of different track conditions. At the same time, relying on the elasticity provided by the thickness of the elastic boot pad 3 itself, it is endowed with a flexible buffer function, which can help absorb the impact force of the train wheel flange on the guard rail, reduce the wear of various components, and extend the overall service life of the device.

[0029] like Figure 2As shown, an insulating gasket 13 is installed between the rail support groove of the guard rail bracket 1 and the traveling rail 9. This insulating gasket 13, by increasing its length, completely wraps around the bottom of the rail, forming a fully enclosed structure to prevent insulation failure caused by metal residue contamination. Simultaneously, the upper part of the insulating gasket 13 features a flanged design, completely isolating the guard rail bracket 1, the fastener 12, and the traveling rail 9 from contact, preventing discharge phenomena and surface burns to the traveling rail 9. The convex ridge of the insulating gasket 13 is 4mm thick, effectively improving the structural strength of the gasket edge, preventing damage or breakage, ensuring long-term stable use of the insulating gasket, significantly improving the insulation reliability of the device, and meeting the safe operation requirements of the track.

[0030] like Figure 2 As shown, the bottom of the fastener 12 is designed as a flat structure, forming a concave-convex fitting limiting structure with the guard rail bracket 1. The fastener 12 has a flange extending from the side facing the traveling rail 9, so that the traveling rail 9 can be fixed from both horizontal and vertical directions after the fastener 12 is tightened. This greatly improves the connection stability between the guard rail bracket 1, the fastener 12 and the traveling rail 9, and prevents the connection from loosening. In this way, the bracket system and the rail are tightly connected as a whole, and the guard rail device can expand and contract synchronously with the rail as the temperature changes.

[0031] In specific implementation, this embodiment includes the following methods: Installation method: Two insulating pads 13 are symmetrically inserted into the travel rail 9, completely covering the bottom of the travel rail 9 and isolating it from the guard rail bracket 1, the guard rail eccentric bracket 2, and the fastener 12. The rail support groove of the guard rail bracket 1 is inserted into the installation position of the insulating pad 13. After inserting the T-bolt 10 into the mounting hole at the front end of the base plate of the guard rail bracket 1 and rotating it 90° to lift it, the fastener 12 is fastened in. Then, the flat washer 5, the heavy-duty spring washer 7, and two hexagonal nuts 11 are placed in sequence. The hexagonal nuts 11 are tightened to press the fastener 12 towards the travel rail 9, thus positioning the guard rail bracket 1. At the upper end of the head of the guard rail bracket 1, in conjunction with the K-value design, a suitable eccentric surface is selected, and the guard rail eccentric support 2 is vertically inserted into the slot at the upper end of the guard rail bracket 1. Then, the elastic boot pad 3 is vertically inserted to cooperate with the guard rail eccentric support 2, providing a buffering effect and K-value adjustment function. After completing the installation and positioning of the entire guard rail bracket 1, lift the guard rail 4, align the guard rail 4 with the mounting holes of the guard rail eccentric support 2, and lock them in place using hexagonal bolts 7, square nuts 14, and matching flat washers 5, round spring washers 6, and heavy-duty spring washers 7 to complete the installation of the entire device.

[0032] 2) K-value fine-tuning method: The K-value can be adjusted in multiple levels by combining the eccentric support 2 and the elastic shoe pad 3. The eccentric support 2 is adjusted by selecting two different mounting surfaces, and by combining it with two different mounting surfaces of the elastic shoe pad 3, four possible combinations can be achieved. For example... Figure 7 As shown, it includes L1 formed by X1+d1, L2 formed by X2+d1, L3 formed by X1+d2, and L4 formed by X2+d2.

[0033] When applied to actual engineering applications, the elastic boot pad 3 has two different thicknesses of mounting surface, 4mm or 8mm. The wheel flange groove width K value L1 is set as the baseline value of 67mm, L2 is 69mm, L3 is 71mm, and L4 is 73mm. The width is adjusted in increments of 2mm to achieve fine adjustment of the wheel flange groove width K value when the guard rail 4 is installed.

[0034] 3) Buffer Zone Flange Groove Setting Method: The buffer section is the opening transition section of the anti-derailment guardrail. Its purpose is to prevent the wheel from directly impacting the anti-derailment guardrail. It must be ensured that both the rail and the wheel are under extreme conditions, and that the wheel does not directly impact the anti-derailment guardrail when entering the guardrail zone. Anti-derailment guardrails typically require an opening end Kmax ≥ 73mm in the design drawings. Previously, guardrails could only achieve the transition of the flange groove width from the buffer zone to the fixed zone by using elastic boots or multiple types of supports, resulting in significant errors in the flange groove width. This patent uses a K-value fine-tuning method to achieve this setting, and can also eliminate the elastic boots of the first and second supports, ensuring that the flange groove width at the opening is > 73mm to address potential error risks. The specific setting method for the buffer zone is achieved by using a single support with a K-value fine-tuning method, mainly for… Figure 9 The four supports A, B, C, and D are respectively equipped with eccentric positioning supports and elastic boots with settings of L4, L3, L2, and L1, to achieve a precise transition of the buffer zone rim groove width from 73mm to 71mm to 69mm to 67mm.

[0035] 4) Maintenance method: The actual effect is that vulnerable parts such as shims, pads, and brackets can be replaced without removing the guard rail. When it is necessary to replace the guard rail bracket or related parts, it is not necessary to completely disassemble all parts of the guard rail device.

[0036] For example: Replacement Figure 7 Before replacing the vulnerable parts of bracket E2 shown, mark the location of the bracket requiring maintenance. Loosen the connecting bolts of guard rails E1 and E3 at the marked location E2. Use a jack 17 or a press to select a suitable point and lift guard rail 4 to a certain height until it is loosened. Figure 8 As shown; gently tap the side of the eccentric support 2 of the guard rail, from the side along... Figure 8Slide the guard rail eccentric support and elastic boot pad 3 in the direction of the arrow to replace the guard rail eccentric support 2 and elastic boot pad 3.

[0037] If you need to replace the guard rail bracket 1 or the insulating gasket 13: use an electric wrench to loosen the T-bolt 10 of the fastener 12, remove the T-bolt 10 and the fastener 12, then pull out the guard rail bracket 1 perpendicular to the travel rail 9, and replace the parts that need to be replaced. Finally, reinstall the insulating gasket 13 at the marked position, insert it into the guard rail bracket 1, rotate and lift the T-bolt 10, and then fasten the fastener 12. Install the flat washer 5, the heavy-duty spring washer 7, and the two hexagonal nuts 11 in sequence, and tighten the T-bolt 10 to complete the installation of the guard rail bracket 1. Finally, insert the replaced elastic boot block 3 and the guard rail eccentric support 2 into the upper end of the guard rail bracket 1, lower the jack 17 to restore the height of the guard rail 4, and tighten the hexagonal bolt 8 to restore the guard rail device.

[0038] This method is not only applicable to the replacement of a single node component, but also allows for the continuous replacement of several node components within a section of guard rail by adjusting the longitudinal position of the jack or press.

[0039] On curved tracks, wear on the outer rail side or gauge widening is common. The flange groove width of the anti-derailment guard rail is matched to the gauge. When the gauge widens, if the anti-derailment guard rail uses a fixed flange groove width, the widening will directly increase the lateral displacement of the wheelset. When the train passes through the curve, the wheel back will have high-frequency abnormal contact, impact, and friction with the working edge of the guard rail, which will drastically accelerate the wear of the working edge of the guard rail, causing a significant reduction in the service life of the anti-derailment guard rail. It may also lead to safety hazards such as loose guard rail bolts, structural deformation, and failure of the anti-derailment function. At the same time, it will exacerbate the abnormal wear of the vehicle wheelset, affecting the stability and safety of train operation.

[0040] For curved guardrail sections where wear of the upper rail and widening of the track gauge have occurred, a maintenance and adjustment method of lifting the entire guardrail without disassembly is adopted: the operation process follows the aforementioned maintenance method, without disassembling the main structure of the guardrail and the matching connecting fasteners. Only a section of the guardrail needs to be lifted appropriately, and the matching eccentric positioning support and elastic shoe can be easily removed. Subsequently, by using different combinations of eccentric positioning support and elastic shoe, multi-level width adjustment can be achieved to compensate for the width of the wheel flange groove. This dynamic adjustment and maintenance method for anti-derailment guardrails has the core advantages of being simple to operate, highly efficient, safe, and economical.

[0041] Although the above embodiments have described the concept and embodiments of the present invention in detail with reference to the accompanying drawings, those skilled in the art will recognize that various improvements and modifications can still be made to the present invention without departing from the scope of the claims, and therefore will not be elaborated here.

Claims

1. A method for adjusting and maintaining an anti-derailment guard rail, comprising the guard rail, characterized in that: The method includes: The guard rail support and the elastic pad of the boot are designed as an eccentric structure. The elastic pad of the boot is fitted on the guard rail support, and the guard rail is set above the elastic pad of the boot, so that the guard rail support and the elastic pad of the boot have mounting surfaces with different thicknesses at the front and back. By selecting and combining different mounting surfaces of the guard rail support and the elastic pad of the boot, the width of the wheel flange groove can be adjusted according to the design requirements when installing the guard rail.

2. The method for adjusting and maintaining an anti-derailment guardrail according to claim 1, characterized in that: In the flange groove section of the track buffer zone, multiple guard rail supports are arranged at intervals along the track direction. The flange groove width of the guard rail is precisely transitioned by selecting and combining different mounting surfaces of the guard rail support and the elastic pad of the boot.

3. The method for adjusting and maintaining an anti-derailment guardrail according to claim 1, characterized in that: The guard rail bracket has a pre-drilled bolt groove for installing the guard rail support. The end of the bolt that connects to the guard rail support extends into the bolt groove and is fixed in the bolt groove by a nut.

4. The method for adjusting and maintaining an anti-derailment guardrail according to claim 3, characterized in that: Guided by the direction of the track, the side of the guard rail support is tapped to allow the guard rail support and the elastic pad of the boot sleeved on the guard rail support to slide out along the bolt groove for replacement.

5. The method for adjusting and maintaining an anti-derailment guardrail according to claim 1, characterized in that: A fastener is provided on the other side of the rail support groove of the rail support. The fastener is connected and fixed to the rail support by bolts. A bolt groove for installing the fastener is reserved on the rail support. A positioning groove is provided at the bottom of the bolt groove. The bolt head of the bolt connected to the fastener is placed in the positioning groove for fixation.

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