A kind of construction tool for preventing deformation of track slab of double-hole limiting plate type ballastless track of intercity railway

Abstract

The application discloses a kind of for intercity railway double-hole limiting plate type ballastless track track slab anti-deformation construction tool, and it relates to track construction technical field.The application includes pressure rod, two side plates respectively hinged in the both ends of pressure rod, multiple self-adapting abutting pieces respectively slidingly arranged on pressure rod and two side plates, locking mechanism arranged on pressure rod and two side plates, and two tensioning mechanisms respectively installed in the one end of two side plates away from pressure rod;Tensioning mechanism is used to drive locking mechanism to lock self-adapting abutting piece and simultaneously tighten side plate downward.The application can realize surface contact fitting according to the space gradual change twist surface of track slab by multiple self-adapting abutting pieces that can be independently telescopic, avoid stress concentration and surface damage caused by point contact or line contact;At the same time, by tensioning mechanism synchronous drive locking mechanism and side plate, realize self-adapting abutting piece locking and track slab overall compression by one operation, effectively improve construction efficiency and the geometric precision of track slab finally.

Description

Technical Field

[0001] This invention relates to the field of track construction technology, specifically to a construction tool for preventing deformation of track slabs in intercity railway double-hole limit plate ballastless track. Background Technology

[0002] The dual-gauge slab track system for intercity railways has been widely used in my country's intercity railway construction due to its advantages such as high smoothness, high stability, and low maintenance. During the construction of this type of ballastless track, the fine-tuning and fixing of the track slabs is a crucial step. Typically, after laying the precast track slabs and completing three-dimensional fine-tuning, self-compacting concrete (SCC) needs to be poured into the gap between the bottom surface of the track slab and the base plate. Because self-compacting concrete generates significant upward buoyancy during its flow and solidification filling process, various track slab clamping construction tools are commonly used in existing technologies to press and fix the track slabs downwards to prevent them from floating, shifting, or warping, ensuring that the final geometric alignment and elevation accuracy of the track slabs meet the stringent standards for high-speed intercity train operation.

[0003] However, existing anti-deformation construction tools have significant limitations in practical applications, especially in dealing with complex track sections where they cannot meet the requirements for high-precision construction. In the construction of ballastless track for intercity railways, the track slabs located on transition curve sections need to meet the design requirements for superelevation slope in order to achieve a smooth transition from straight sections to circular curve sections.

[0004] Specifically, the height difference (i.e., superelevation) between the inner and outer sides of the track slab in the transition curve section exhibits a linear gradual change. This results in the upper surface of the track slab not being a horizontal plane or a fixed inclined plane in spatial geometry, but rather presenting a spatially gradually twisted surface. Traditional track slab clamping devices often use pressure heads with fixed angles. When facing the aforementioned twisted surface of the track slab, the pressure rod or pressure head cannot achieve parallel contact with the top surface of the track slab, often resulting in point contact or line contact. This contact method has two serious technical drawbacks: First, stress concentration. Point contact or line contact can lead to excessive local pressure, which can easily cause the concrete surface of the precast track slab to chip, crack, or produce obvious indentations when downward pressure is applied, damaging the structural and appearance quality of the track slab. Second, positioning inaccuracy. Under the upward buoyancy generated by the pouring of self-compacting concrete, the point contact state lacks sufficient lateral restraint and stable contact friction, which can easily cause slight displacement or deflection of the track slab during construction, seriously affecting the final alignment accuracy of the track. Summary of the Invention

[0005] The purpose of this invention is to provide a construction tool for preventing deformation of track slabs in double-hole limit plate type ballastless track for intercity railways. This tool solves the problem that the track slabs cannot adapt to the gradual twisting surface of the track slabs in gentle curve sections, which leads to point or line contact during clamping, resulting in damage to the track slab surface and construction displacement.

[0006] The present invention solves the above-mentioned technical problems through the following technical solutions, the present invention comprising:

[0007] Compression bar;

[0008] Two side plates are respectively hinged to both ends of the pressure rod;

[0009] Multiple adaptive abutments are slidably disposed on the pressure rod and the two side plates, and each adaptive abutment is disposed perpendicular to the pressure rod or side plate to which it is located;

[0010] A locking mechanism, disposed on the pressure rod and the two side plates, is used to lock the position of the plurality of adaptive abutments;

[0011] Two tensioning mechanisms are respectively installed on the two side plates at the ends away from the pressure rod. The tensioning mechanisms are used to drive the locking mechanism to lock and simultaneously pull the side plates downward.

[0012] Preferably, the adaptive abutment includes a slide bar and a buffer block fixed to one end of the slide bar.

[0013] Preferably, the locking mechanism includes a plurality of first clamping blocks slidably disposed on the pressure rod, two second clamping blocks slidably disposed on the two side plates, a connecting rod connecting the plurality of first clamping blocks, and a steel wire; the steel wire connects the first clamping blocks located at the edge with the corresponding second clamping blocks, and the outer end of the steel wire on one side is connected to the tensioning mechanism.

[0014] Preferably, there are two locking mechanisms, which are symmetrically arranged on both sides of the adaptive abutment, and the steel wires of the two locking mechanisms are respectively connected to two tensioning mechanisms.

[0015] Preferably, the first clamping block has a groove on the side near the adaptive abutment that matches the shape of the adaptive abutment.

[0016] Preferably, the inner wall of the groove is provided with a plurality of female arc-shaped protrusions, and the outer side of the adaptive abutment is provided with a plurality of male arc-shaped protrusions that engage with the female arc-shaped protrusions.

[0017] Preferably, the tensioning mechanism includes a vertically arranged threaded rod, a clamping nut and a locking nut threadedly connected to the threaded rod, and a sleeve slidably sleeved on the threaded rod; the sleeve is located between the clamping nut and the locking nut, and the sleeve is connected to the steel wire.

[0018] Preferably, the side plate has a transverse portion at the end away from the pressure rod, and an elongated hole is provided on the transverse portion. The threaded rod passes through the elongated hole, and the transverse portion of the side plate is located between the clamping nut and the pull sleeve.

[0019] Preferably, it also includes a pressing component, which includes a top plate fixed above the pressure rod or side plate, and an airbag disposed on the top plate near the adaptive abutment. The airbag is used to press multiple adaptive abutments toward the track plate. The multiple airbags are connected by a hose, and one of the airbags is provided with an air valve.

[0020] This invention also proposes a construction method for preventing deformation of track slabs in intercity railway double-hole limiting slab ballastless track. The method involves using the aforementioned construction fixtures for preventing deformation of track slabs in intercity railway double-hole limiting slab ballastless track to perform a pressing and fixing operation on the track slabs, including the following steps:

[0021] Step 1: Fix the lower ends of the two tensioning mechanisms to the track plate base;

[0022] Step 2: Place the pressure bar above the track plate and connect the outer ends of the two side plates to the corresponding tensioning mechanisms respectively;

[0023] Step 3: Simultaneously adjust the position of each of the adaptive abutments using the pressing component, so that the ends of all the adaptive abutments contact the outer surface of the track plate;

[0024] Step 4: Operate the tensioning mechanism to simultaneously drive the locking mechanism to lock each of the adaptive abutments and pull the side plate downwards, so that the pressure rod and the side plate exert a pressing force on the track plate.

[0025] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0026] 1. This invention, by setting two side plates respectively hinged to both ends of the pressure rod and multiple adaptive abutments slidably set on the pressure rod and the side plates, enables each adaptive abutment to independently extend and retract according to the spatial torsion shape of the track plate surface, achieving surface contact and fit with the top surface of the track plate. This effectively avoids the stress concentration problem caused by point contact or line contact of traditional tooling, and prevents the track plate surface from chipping, cracking or indentation.

[0027] 2. By linking the tensioning mechanism with the locking mechanism and the side plate simultaneously, the present invention can simultaneously complete the locking and fixing of the adaptive abutment, the downward tensioning of the side plate, and the overall pressing of the track plate by operating a single tensioning mechanism. This achieves a coupled drive of "one operation, three effects", which greatly simplifies the construction process and improves the work efficiency of anti-deformation fixing of the track plate.

[0028] 3. The present invention sets up a locking mechanism, which uses a steel wire to connect the first clamping block on the pressure rod and the second clamping block on the side plate in series, and uses a tensioning mechanism to pull the steel wire to achieve multi-point synchronous locking. With the meshing structure of the groove and the male and female arc protrusions on the first clamping block, it can provide stable and reliable fixation for multiple self-adaptive abutment parts, and prevent them from being displaced due to buoyancy during concrete pouring.

[0029] 4. By setting up a pressing component, the invention utilizes the expansion of the airbag to simultaneously push the pressure rod and all the adaptive abutments on the side plate towards the track plate, thereby realizing the automatic pre-tightening and position adjustment of multiple adaptive abutments without the need for manual pressing one by one, further improving the convenience and consistency of construction.

[0030] 5. The present invention, through the structural design of hinged side plates at both ends of the pressure bar, enables the tooling to adapt to cross track slabs of different slopes or shapes and sizes. Combined with the sliding adaptive abutment, it is particularly suitable for complex alignment conditions of track slabs with ultra-high gradient and gradually twisted surfaces in the transition curve sections of high-speed railways, ensuring the final geometric alignment and elevation accuracy of the track slab. Attached Figure Description

[0031] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0032] Figure 2 for Figure 1 Enlarged structural diagram at point A in the middle;

[0033] Figure 3 This is a three-dimensional structural diagram of the side plate of the present invention;

[0034] Figure 4 A top-view diagram showing the distribution structure of multiple adaptive support components;

[0035] Figure 5 A schematic diagram of the front sectional view of a single adaptive support component;

[0036] Figure 6 A three-dimensional structural diagram of a single adaptive abutment component;

[0037] Figure 7 This is a schematic diagram of the planar structure when the present invention is used.

[0038] The numbers in the image represent:

[0039] 100- Track slab base; 200- Concrete pouring layer; 300- Track slab; 1- Tensioning mechanism; 11- Threaded rod; 12- Tightening nut; 13- Locking nut; 14- Buffer pad; 2- Pressure rod; 3- Adaptive abutment; 31- Buffer block; 32- Slide rod; 33- Male arc-shaped protrusion; 4- Locking mechanism; 41- First clamping block; 42- Connecting rod; 43- Steel wire; 44- Female arc-shaped protrusion; 45- Limiting plate; 46- Pull sleeve; 47- Second clamping block; 5- Extrusion component; 51- Top plate; 52- Airbag; 6- Side plate. Detailed Implementation

[0040] The above-mentioned and other technical features and advantages of the present invention will be described in more detail below with reference to the accompanying drawings.

[0041] Example 1

[0042] This embodiment provides a technical solution: a construction tool for preventing deformation of track slabs in double-hole limiting slab ballastless track for intercity railways, such as... Figures 1 to 7 As shown, it includes a pressure rod 2, two side plates 6, and two tensioning mechanisms 1. Specifically, the two side plates 6 are respectively hinged to the left and right ends of the pressure rod 2. This allows the unfolding angle of the side plates 6 relative to the pressure rod 2 to be flexibly and adaptively adjusted, thereby better traversing and conforming to track slabs 300 with different slopes or sizes.

[0043] Furthermore, multiple adaptive abutments 3 are slidably disposed on both the pressure rod 2 and the two side plates 6, and each adaptive abutment 3 is perpendicular to the pressure rod 2 or side plate 6 to which it is located. The sliding arrangement of the adaptive abutments 3 allows the operator to adjust the position of each adaptive abutment 3 along the length direction of the pressure rod 2 and the side plate 6 according to the actual curved surface of the track plate 300, so that the ends of the multiple adaptive abutments 3 can fit against the outer surface of the track plate 300.

[0044] Furthermore, the two tensioning mechanisms 1 are respectively installed on the outer side of the two side plates 6 away from the center of the pressure rod 2. In this embodiment, the tensioning mechanism 1 not only acts as a separate force-applying component, but also has a high degree of linkage coupling with the other components during the movement of the mechanism. Specifically, the tensioning mechanism 1 is used to trigger the locking and unlocking actions of the locking mechanism 4, and at the same time undertakes the function of fixing the side plate 6 to the track plate base 100.

[0045] In the actual operation, the tensioning mechanism 1 applies a downward force, which, through mechanical transmission and coupling, not only firmly anchors the side plate 6 to the track slab base 100, but also drives the pressure rod 2 and the two side plates 6 to move downward relative to each other, thereby achieving overall compression and limiting of the track slab 300 by the pressure rod 2 and the side plates 6. At the same time, this downward force synchronously triggers and completes the locking mechanism 4. By operating one tensioning mechanism 1, three different technical effects—anchoring the side plates, compressing the track slab, and triggering the locking mechanism—can be achieved simultaneously, greatly simplifying the operation process and improving the efficiency and overall compactness of the compression.

[0046] Each adaptive abutment 3 includes a slide rod 32, with a buffer block 31 fixedly connected to one end of the slide rod 32 near the track plate 300. By adjusting the position of the slide rod 32 in the vertical direction, the adaptive abutment 3 can adaptively compensate for the displacement of the track plate 300 surface according to the slight undulations or tilt angles, ensuring tight contact.

[0047] Preferably, the buffer block 31 is made of hard rubber material. Hard rubber has sufficient strength to transmit the clamping force and also has a certain elastic deformation capacity. It can not only play a good buffering role and absorb the impact force of the clamping moment, but also effectively increase the effective contact area with the track slab 300. Through this "hard yet tough" contact method, the concentrated stress can be dispersed, thereby ensuring the firmness of the limiting position while completely avoiding structural damage or scratches to the surface of the track slab 300 caused by rigid compression.

[0048] The multiple adaptive abutments 3 located on the pressure rod 2 are distributed in a two-dimensional array (i.e., they extend and are arranged simultaneously along the length and width directions of the pressure rod 2); while the adaptive abutments 3 located on the side plate 6 are distributed in a one-dimensional array (i.e., they are arranged along the width direction of the pressure rod 2), such as... Figure 4 As shown, the number of adaptive abutment members 3 distributed along the width direction of the pressure bar 2 is set to at least two.

[0049] The locking mechanism 4 includes multiple first clamping blocks 41 slidably disposed on the upper side of the pressure rod 2 and two second clamping blocks 47 slidably disposed on the two side plates 6. The multiple first clamping blocks 41 are connected as one unit by a connecting rod 42, that is, the multiple first clamping blocks 41 can be simultaneously displaced to one side. Multiple adaptive abutments 3 distributed along the width direction of the pressure rod 2 are set as a group. The multiple first clamping blocks 41 are correspondingly disposed with multiple groups of adaptive abutments 3. The multiple first clamping blocks 41 and the second clamping blocks 47 are all located on the same side of the corresponding group of adaptive abutments 3 (for example, they are all disposed on the right side of the adaptive abutments 3). The first clamping blocks 41 located on both sides and the corresponding second clamping blocks 47 are connected by steel wires 43. The outer end of the steel wires 43 passes through the second clamping blocks 47 and is connected to the tensioning mechanism 1. The steel wires 43 can be pulled by the tensioning mechanism 1, that is, the two second clamping blocks 47 and the multiple first clamping blocks 41 are simultaneously displaced, thereby fixing the adaptive abutments 3 located on the pressure rod 2 and the two side plates 6.

[0050] The flexible nature of the steel wire rope 43 perfectly adapts to the geometric changes when the side plate 6 flips or changes angle relative to the pressure bar 2. By pulling the steel wire rope 43 through the tensioning mechanism 1, the force can be transmitted without loss, achieving synchronous displacement of the two second clamping blocks 47 and multiple first clamping blocks 41, thereby completing the centralized fixation of all adaptive abutments 3 located on the pressure bar 2 and the two side plates 6. This deformation coupling design of "one-point trigger, multi-point linkage" greatly improves the efficiency of the locking operation.

[0051] Specifically: refer to Figure 3 and Figure 4 When multiple first clamping blocks 41 and second clamping blocks 47 are located on the left side of the corresponding adaptive abutment 3, the steel wire 43 on the right side is connected to the tensioning mechanism 1. In use, the tensioning mechanism 1 pulls the steel wire 43 on the right side down, thereby causing multiple first clamping blocks 41 and second clamping blocks 47 to move to the right synchronously. The side wall of the first clamping block 41 or the second clamping block 47 will make physical contact and abut against the side of the corresponding adaptive abutment 3, thereby firmly fixing and locking each adaptive abutment 3 in the current position.

[0052] As a further preferred embodiment of the present invention, in order to improve the stability of locking to the optimal state, two locking mechanisms 4 may be provided, and the two locking mechanisms 4 are symmetrically arranged, that is, the first clamping blocks 41 of the two locking mechanisms 4 are respectively located on both sides of the corresponding adaptive abutment 3, such as... Figure 4 As shown, the steel wires 43 in the two locking mechanisms 4 are respectively connected to the two tensioning mechanisms 1. In use, the self-adaptive abutment 3 can be clamped and fixed by the two first clamps 41 or the two second clamps 47, increasing reliability. In this embodiment, in order to ensure that the two locking mechanisms 4 do not interfere with each other, through holes need to be opened on the corresponding first clamps 41 for the connecting rod 42 and the steel wires 43 to pass through.

[0053] Optionally, to ensure that after the steel wire 43 is tightened by the tensioning mechanism 1, the first clamping block 41 on the pressure bar 2 and the second clamping block 47 on the two side plates 6 can simultaneously press and fix the corresponding adaptive abutment 3, the corresponding steel wire 43 and the corresponding second clamping block 47 are slidably connected through each other, and a bolt (not shown in the figure) is screwed onto the second clamping block 47. The steel wire 43 can be pressed by the bolt, and the position of the second clamping block 47 on the steel wire 43 can be finely adjusted to adapt to the different length paths of the steel wire 43 between the first clamping block 41 and the second clamping block 47 when the side plate 6 is tilted downward, so that the second clamping block 47 and the first clamping block 41 can securely fix the corresponding adaptive abutment 3 simultaneously.

[0054] Furthermore, to ensure a more secure clamping of the adaptive abutment 3, a groove adapted to the outline of the slide rod 32 is provided on the side of the first clamping block 41 near the adaptive abutment 3, increasing the contact area between the slide rod 32 and the first clamping block 41. Multiple concave arc-shaped protrusions 44 are provided on the inner wall of the groove, and multiple convex arc-shaped protrusions 33 are provided on the outer side of the slide rod 32. The convex arc-shaped protrusions 33 engage with the concave arc-shaped protrusions 44 to increase the resistance between the slide rod 32 and the first clamping block 41. To ensure smooth sliding of the first clamping block 41 and the second clamping block 47 and to withstand a large upward force, a limiting plate 45 is provided on the upper side of the pressure rod 2 or the side plate 6. Sliding cavities are formed between the limiting plate 45 and the pressure rod 2, and between the limiting plate 45 and the side plate 6. The first clamping block 41 and the second clamping block 47 are precisely fitted into these sliding cavities, and are slidably disposed within their respective sliding cavities.

[0055] The tensioning mechanism 1, as the core driving component for achieving multi-functional linkage in this invention, specifically includes a vertically arranged threaded rod 11. The lower end of the threaded rod 11 is firmly fixed to the track plate base 100. Its fixing method can preferably employ expansion bolt anchoring, pre-embedded anchoring, or other high-strength infrastructure fixing methods commonly used in the field. It provides an absolutely static fulcrum resistant to pull-out for the entire clamping and locking system.

[0056] The threaded rod 11 is provided with a tightening nut 12, a buffer pad 14, a pull sleeve 46 and a locking nut 13 in sequence from bottom to top. The tightening nut 12 and the locking nut 13 are both threaded to the threaded rod 11, and the pull sleeve 46 is connected to the steel wire 43.

[0057] The outer end of the side plate 6 is a transverse part with an elongated hole. In use, the threaded rod 11 passes through the elongated hole, and the transverse part of the side plate 6 is located between the tightening nut 12 and the buffer pad 14.

[0058] During installation, the threaded rod 11 must first be fixed to the track plate base 100. Then, the device is placed on the upper side of the track plate 300, with the lateral portion of the side plate 6 fitted over the outside of the threaded rod 11. Next, multiple adaptive abutments 3 are manually pressed towards one side of the track plate 300, ensuring that the buffer blocks 31 of each adaptive abutment 3 contact the corresponding positions on the outer surface of the track plate 300. Then, the locking nut 13 is turned downwards. The locking nut 13 will first compress the pull sleeve 46 downwards, thereby driving the locking mechanism 4 to operate. Under the action of the steel wire 43, multiple... The first clamping block 41 and the two second clamping blocks 47 move synchronously and abut against the corresponding adaptive abutment 3, so that the adaptive abutment 3 will not move relative to the pressure rod 2 or the side plate 6. When the locking nut 13 is tightened, the side plate 6 is compressed and rotated in a combined motion. At this time, since the first clamping block 41 and the second clamping block 47 are locked, they are connected to the side plate 6 and the pressure rod 2 as a whole, which can compress and fix the top and side of the track plate 300 until the locking nut 13 is tightened. Then the abutment nut 12 is tightened upward, so that the abutment nut 12 abuts and fixes against the bottom of the side plate 6. Figure 7 As shown, once the track slab base 100 is fixed to prevent it from shifting upwards or to the side and deforming, the concrete pouring layer 200 can be poured.

[0059] The operator only needs to perform the extremely simple action of turning the locking nut 13 downwards. The resulting axial force can drive the pull sleeve 46 to pull down the steel wire 43, realizing the synchronous clamping and fixing of the multi-point distributed adaptive abutment 3; it can also press down on the lateral part of the side plate 6, realizing the clamping and fixing of the side plate 6 and the pressure rod 2 on the track plate 300. By using a single drive source to achieve the coupling design of multiple different technical effects through structural superposition, the complexity and redundancy of the structure are greatly reduced, and the efficiency of on-site construction, laying and locking is multiplied.

[0060] Example 2

[0061] This embodiment is a further optimization based on Embodiment 1. The parts that are the same as those described above will not be repeated here. Figures 1 to 3 As shown, to further better realize the present invention, the following configuration is specifically adopted:

[0062] In this embodiment, in order to automatically press multiple adaptive abutments 3 synchronously toward one side of the track plate 300, so that the buffer block 31 of each adaptive abutment 3 is in contact with the corresponding position on the outer surface of the track plate 300, and to ensure that multiple adaptive abutments 3 can be in close contact with the track plate 300, a pressing member 5 is provided.

[0063] The extrusion member 5 includes a top plate 51 fixed to the outside of the limiting plate 45 by a connecting column. An airbag 52 is provided on the side of the top plate 51 near the adaptive abutment 3. It should be noted that the airbag 52 needs to cover each adaptive abutment 3, and the pressure rod 2 is connected to the airbags 52 on the two side plates 6 through a hose (not shown in the figure). One of the airbags 52 is provided with an air valve for injecting gas into the airbag 52 through an external air cylinder or air pump.

[0064] During operation, gas is injected into the airbags 52 through an air cylinder or air pump, causing the three airbags 52 to inflate. After inflating, the airbags 52 will push the adaptive abutment 3 to one side of the track plate 300, and make the multiple adaptive abutments 3 in close contact with the outer surface of the track plate 300. Then, the multiple adaptive abutments 3 are clamped and fixed by the locking mechanism 4, and the air in the airbags 52 can be discharged.

[0065] The above description is merely a preferred embodiment of the present invention and is illustrative rather than restrictive. Those skilled in the art will understand that many changes, modifications, and even equivalents can be made within the spirit and scope defined by the claims of the present invention, all of which will fall within the protection scope of the present invention.

Claims

1. A construction tool for preventing deformation of double-hole limiting slab ballastless track slabs in intercity railways, characterized in that, include: Compression bar (2); Two side plates (6) are respectively hinged to the two ends of the pressure rod (2); Multiple adaptive abutments (3) are slidably disposed on the pressure rod (2) and the two side plates (6), and each adaptive abutment (3) is disposed perpendicular to the pressure rod (2) or the side plate (6) to which it is located; A locking mechanism (4) is provided on the pressure rod (2) and the two side plates (6) for locking the positions of the multiple adaptive abutments (3); Two tensioning mechanisms (1) are respectively installed on the two side plates (6) at the ends away from the pressure rod (2). The tensioning mechanism (1) is used to drive the locking mechanism (4) to lock and simultaneously pull the side plate (6) downward.

2. The anti-deformation construction tooling for double-hole limiting slab ballastless track slabs of intercity railways according to claim 1, characterized in that, The adaptive abutment (3) includes a slide bar (32) and a buffer block (31) fixed to one end of the slide bar (32).

3. The anti-deformation construction tooling for double-hole limiting slab ballastless track slabs of intercity railways according to claim 1, characterized in that, The locking mechanism (4) includes a plurality of first clamping blocks (41) slidably disposed on the pressure rod (2), two second clamping blocks (47) slidably disposed on the two side plates (6), a connecting rod (42) connecting the plurality of first clamping blocks (41), and a steel wire (43); the steel wire (43) connects the first clamping block (41) located at the edge with the corresponding second clamping block (47), and the outer end of the steel wire (43) on one side is connected to the tensioning mechanism (1).

4. The anti-deformation construction tooling for double-hole limiting slab ballastless track slabs of intercity railways according to claim 3, characterized in that, There are two locking mechanisms (4), which are symmetrically arranged on both sides of the adaptive abutment (3), and the steel wires (43) of the two locking mechanisms (4) are respectively connected to the two tensioning mechanisms (1).

5. The anti-deformation construction tooling for double-hole limiting slab ballastless track slabs of intercity railways according to claim 3, characterized in that, The first clamping block (41) has a groove on the side near the adaptive abutment (3) that is adapted to the shape of the adaptive abutment (3).

6. The anti-deformation construction tooling for double-hole limiting slab ballastless track slabs of intercity railways according to claim 5, characterized in that, The inner wall of the groove is provided with a plurality of female arc-shaped protrusions (44), and the outer side of the self-adaptive abutment (3) is provided with a plurality of male arc-shaped protrusions (33) that engage with the female arc-shaped protrusions (44).

7. The anti-deformation construction tooling for double-hole limiting slab ballastless track slabs of intercity railways according to claim 3, characterized in that, The tensioning mechanism (1) includes a vertically arranged threaded rod (11), a clamping nut (12) and a locking nut (13) threadedly connected to the threaded rod (11), and a sleeve (46) slidably sleeved on the threaded rod (11); the sleeve (46) is located between the clamping nut (12) and the locking nut (13), and the sleeve (46) is connected to the steel wire (43).

8. The anti-deformation construction tooling for double-hole limiting slab ballastless track slabs of intercity railways according to claim 7, characterized in that, The side plate (6) has a transverse portion at one end away from the pressure rod (2), and a long waist hole is provided on the transverse portion. The threaded rod (11) passes through the long waist hole, and the transverse portion of the side plate (6) is located between the clamping nut (12) and the pull sleeve (46).

9. The anti-deformation construction tooling for double-hole limiting slab ballastless track slabs of intercity railways according to claim 1, characterized in that, It also includes a pressing component (5), which includes a top plate (51) fixed above the pressure bar (2) or the side plate (6) and an airbag (52) disposed on the side of the top plate (51) near the adaptive abutment (3). The airbag (52) is used to press multiple adaptive abutments (3) toward the track plate (300). The multiple airbags (52) are connected by a hose, and one of the airbags (52) is provided with an air valve.

10. A method for preventing deformation of track slabs in double-hole limiting slab ballastless track for intercity railways, characterized in that... The installation of the anti-deformation construction tooling for double-hole limiting slab ballastless track slabs of intercity railways as described in claim 9 for pressing and fixing the track slab (300) includes the following steps: Step 1: Fix the lower ends of the two tensioning mechanisms (1) to the track plate base (100); Step 2: Place the pressure bar (2) above the track plate (300) and connect the outer ends of the two side plates (6) to the corresponding tensioning mechanism (1); Step 3: Simultaneously adjust the position of each of the adaptive abutments (3) by pressing (5) so that the ends of all the adaptive abutments (3) contact the outer surface of the track plate (300); Step 4: Operate the tensioning mechanism (1) to simultaneously drive the locking mechanism (4) to lock each of the adaptive abutments (3) and pull the side plate (6) downward, so that the pressure rod (2) and the side plate (6) generate a pressing force on the track plate (300).

Images