Emergency connector for railway track

Abstract

The first-aid connector for the railway track comprises a connecting frame and an inserting plate, a first ejector block is welded to one end of the connecting frame, a side plate is welded to the other end of the connecting frame, a threaded rod is connected to the surface of the side plate in a penetrating and threaded mode, and a second ejector block is rotationally connected to the other end of the threaded rod through a rotary connecting base. The railway track first-aid connecting device has the advantages that the connecting frames, the inserting plates and the top tables are adopted, when railway track first-aid connection is conducted, the width of a fracture can be measured preliminarily, the top tables with the length smaller than the width of the fracture by 1-2 cm are selected, then the connecting frames are connected to the two ends of the fracture in a sleeved mode respectively, the screw rods are rotated to push the second top blocks to abut against a railway track, and then the connecting frames can be fixed; the inserting plates are inserted into the inserting grooves, the top table can be installed, the top table is located between the fractures of the rail and flush with the top face of the rail, the distance between the top table and the two ends of the fractures is smaller than 1 cm, passing of train wheels is not affected, meanwhile, the top table is flush with the top face of the rail, the train wheels pass more stably, and passing reliability is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of railway maintenance equipment manufacturing, in particular to an emergency connector for railway tracks. Background Art

[0002] Currently, the most common method of rescuing broken rails is to use two bulging fishtail clamps and two emergency clamps to clamp the two sides of the rail wall at the break. However, this can only solve the problem of broken rails. If the broken head (commonly known as head shaking, that is, one or both ends of the broken rail are pressed off and a defect occurs) exceeds 30 mm, the track must be closed and a new track must be replaced immediately before the train can pass, which seriously affects the punctual transportation of trains and changes the entire operation diagram, causing losses to railway operations.

[0003] After searching, it was found that the publication number is CN206428531U, and the name is a bridge-type rail head-shaking emergency device. The application proposes a head-shaking emergency device, which forms a bridge deck on the broken end of the rail through a lap panel to facilitate the passage of wheels. However, the height of the lap panel is higher than the height of the top surface of the rail. When the train wheels roll over the lap panel, they will impact the end face of the lap panel, which is not only not conducive to the stable installation of the application, but also will cause greater bumps, which is not conducive to the normal and stable operation of the train wheels. Further improvements can be made. In addition, the overall length of this application is relatively large. Since the size of the break is generally not too large, it is difficult to insert it into the broken end of the rail during installation. The installation is also inconvenient, and further improvements can be made.

[0004] Currently, no effective solution has been proposed for the problems in the related technologies. Utility Model Content

[0005] 1. Technical issues to be resolved

[0006] In view of the deficiencies in the prior art, the utility model provides an emergency connector for railway tracks, which has the advantages of improved stability and more convenient installation, thereby solving the problems in the above-mentioned background technology.

[0007] (II) Technical solution

[0008] In order to achieve the above advantages of improved stability and more convenient installation, the specific technical solutions adopted by the utility model are as follows:

[0009] An emergency connector for railway tracks includes a connecting frame and a plug plate, wherein a first top block is welded at one end of the connecting frame, and a side plate is welded at the other end of the connecting frame, and a screw rod is threadedly connected to the surface of the side plate, and the other end of the screw rod is rotatably connected to a second top block through a rotating connecting seat, a slot is welded at one end of the top surface of the connecting frame, a top platform is welded on the top surface of the plug plate, and the plug plate is inserted between the slots.

[0010] Furthermore, a hexagonal column is provided at the other end of the screw, and the vertical cross-section of the hexagonal column is a regular hexagon.

[0011] Furthermore, the connecting frame is made of an iron material that is not easily deformed, and the inner bottom surface of the connecting frame is tightly pressed against the bottom surface of the rail.

[0012] Furthermore, the vertical cross-section of the top platform and the plug plate is an overall T-shaped structure.

[0013] Furthermore, the inner width of the slot is equal to the thickness of the plugboard.

[0014] Furthermore, the width of the top platform is equal to the width of the top of the rail.

[0015] Furthermore, the length of the slot is no greater than half the width of the connector.

[0016] Furthermore, the bottom surface of the first top block abuts against the inner corner of the bottom of the rail, and the top surface of the second top block abuts against the inner corner of the top of the rail.

[0017] (III) Beneficial effects

[0018] Compared with the prior art, the utility model provides an emergency connector for railway tracks, which has the following beneficial effects:

[0019] (1) The utility model adopts a connecting frame, a plug plate and a top platform. When performing emergency connection of railway tracks, the width of the fracture can be preliminarily measured, and a top platform with a length less than 1-2 cm of the fracture width can be selected. Then, the connecting frame is respectively sleeved onto the two ends of the fracture, and the screw is rotated to push the second top block to tighten the rail to fix the connecting frame. Then, the plug plate is inserted into the slot to install the top platform. The top platform is located between the rail fractures and is flush with the top surface of the rail. The distance between the top platform and the two ends of the fracture is less than 1 cm, which does not affect the passage of train wheels. At the same time, the top platform is flush with the top surface of the rail, and the train wheels pass more smoothly, thereby improving the reliability of passing.

[0020] (2) The utility model adopts a split-type connecting frame, which is a group of two and is respectively connected to the two ends of the fracture. Compared with the traditional integral installation method, the combined structure can reduce the installation volume and realize quick and convenient installation at a fracture with a relatively small space, thereby improving the convenience of installation and use. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0022] Figure 1 It is a schematic diagram of the installation of the emergency connector for railway track and the rails proposed by the utility model;

[0023] Figure 2 It is a schematic diagram of the overall installation of the emergency connector for railway tracks proposed by the utility model;

[0024] Figure 3 It is a structural schematic diagram of an emergency connector for railway tracks proposed by the utility model;

[0025] Figure 4 It is a structural schematic diagram of a connecting frame, a first top block and a second top block proposed by the utility model.

[0026] In the figure:

[0027] 1. Connecting frame; 2. Side plate; 3. Rotating connecting seat; 4. First top block; 5. Second top block; 6. Screw; 7. Hexagonal column; 8. Top platform; 9. Insert plate; 10. Slot. DETAILED DESCRIPTION

[0028] To further illustrate each embodiment, the present invention provides drawings, which are part of the disclosure of the present invention and are mainly used to illustrate the embodiments. They can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these contents, ordinary technicians in the field should be able to understand other possible implementation methods and advantages of the present invention. The components in the figures are not drawn to scale, and similar component symbols are generally used to represent similar components.

[0029] According to an embodiment of the utility model, an emergency connector for railway tracks is provided.

[0030] The present invention is now further described in conjunction with the accompanying drawings and specific implementation methods. Figure 1-4As shown, according to the embodiment of the utility model, the emergency connector for railway track includes a connecting frame 1 and a plug plate 9, a first top block 4 is welded at one end of the connecting frame 1, and a side plate 2 is welded at the other end of the connecting frame 1, and a screw 6 is threadedly connected to the surface of the side plate 2, and the other end of the screw 6 is rotatably connected to the second top block 5 by a rotating connecting seat 3, so as to prevent the second top block 5 from rotating together when the screw 6 rotates, so as to facilitate the stable installation of the second top block 5, a slot 10 is welded at one end of the top surface of the connecting frame 1, a top platform 8 is welded on the top surface of the plug plate 9, and the plug plate 9 is inserted between the slots 10, when performing the emergency connection of the railway track, the fracture width can be preliminarily measured, and the top platform 8 with a length less than the fracture width of 1-2 cm can be selected, and then the connecting frame 1 is connected. They are respectively sleeved on the two ends of the fracture, and the screw rod 6 is turned to push the second top block 5 to tighten the rail to fix the connecting frame 1. Subsequently, the plug plate 9 is inserted into the slot 10 to install the top platform 8. The top platform 8 is located between the rail fractures and is flush with the top surface of the rail. The distance between the top platform 8 and the two ends of the fracture is less than 1 cm, which does not affect the passage of the train wheels. At the same time, the top platform 8 is flush with the top surface of the rail, and the train wheels pass more smoothly, which improves the reliability of the passage. At the same time, the connecting frames 1 are grouped in pairs and are respectively sleeved on the two ends of the fracture. Compared with the traditional integral installation method, the combined structure can reduce the installation volume and realize quick and convenient installation at a relatively small fracture, thereby improving the convenience of installation and use.

[0031] In one embodiment, a hexagonal column 7 is provided at the other end of the screw rod 6, and the vertical section of the hexagonal column 7 is a regular hexagon, which is convenient for the wrench to rotate.

[0032] In one embodiment, the connection frame 1 is made of an iron material that is not easily deformed, and the inner bottom surface of the connection frame 1 is tightly pressed against the bottom surface of the rail, which is a common installation form in the art.

[0033] In one embodiment, the top platform 8 and the insert plate 9 have a T-shaped structure in vertical cross-section as a whole, wherein the width of the top platform 8 is equal to the width of the top of the rail, so as to facilitate the passage of wheels.

[0034] In one embodiment, the inner width of the slot 10 is equal to the thickness of the plugboard 9, so as to reduce the shaking of the plugboard 9 after being plugged in.

[0035] In one embodiment, the length of the slot 10 is no greater than half of the width of the connector, so as to avoid excessive encroachment on the connection length between the connecting frame 1 and the rail.

[0036] In one embodiment, the bottom surface of the first top block 4 abuts against the inner corner of the bottom of the rail, and the top surface of the second top block 5 abuts against the inner corner of the top of the rail, to prevent the connecting frame 1 from moving up and down after installation.

[0037] Working principle:

[0038] When making emergency connection of railway tracks, the width of the fracture can be preliminarily measured, and a top platform 8 with a length less than 1-2 cm of the fracture width can be selected. Then, the connecting frame 1 can be respectively sleeved on the two ends of the fracture, and the screw 6 can be turned to push the second top block 5 to tighten the rail to fix the connecting frame 1. Then, the plug plate 9 can be inserted into the slot 10 to install the top platform 8. The top platform 8 is located between the fractures of the rails and is flush with the top surface of the rails. The distance between the top platform 8 and the two ends of the fracture is less than 1 cm, which does not affect the passage of the train wheels. At the same time, the top platform 8 is flush with the top surface of the rails, and the train wheels pass more smoothly, which improves the reliability of the passage. At the same time, the connecting frames 1 are grouped in pairs and are respectively sleeved on the two ends of the fracture. Compared with the traditional integral installation method, the combined structure can reduce the installation volume and realize quick and convenient installation at a relatively small fracture, thereby improving the convenience of installation and use.

[0039] In the present utility model, unless otherwise clearly stipulated and limited, the terms such as "installation", "setting", "connection", "fixation" and "screw-on" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. Unless otherwise clearly defined, ordinary technicians in this field can understand the specific meanings of the above terms in the utility model according to the specific circumstances.

[0040] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. An emergency connector for railway tracks, characterized in that: The invention comprises a connecting frame (1) and an inserting plate (9), wherein a first top block (4) is welded to one end of the connecting frame (1), and a side plate (2) is welded to the other end of the connecting frame (1), and a screw rod (6) is threadedly connected to the surface of the side plate (2), and the other end of the screw rod (6) is rotatably connected to a second top block (5) via a rotating connecting seat (3), a slot (10) is welded to one end of the inner top surface of the connecting frame (1), and a top platform (8) is welded to the top surface of the inserting plate (9), and the inserting plate (9) is inserted between the slots (10).

2. The emergency connector for railway track according to claim 1, characterized in that: A hexagonal column (7) is provided at the other end of the screw rod (6), and the vertical cross section of the hexagonal column (7) is a regular hexagon.

3. The emergency connector for railway track according to claim 1, characterized in that: The connecting frame (1) is made of an iron material that is not easily deformed, and the inner bottom surface of the connecting frame (1) is tightly pressed against the bottom surface of the rail.

4. The emergency connector for railway track according to claim 1, characterized in that: The top platform (8) and the inserting plate (9) have a T-shaped structure in their vertical cross-section.

5. The emergency connector for railway track according to claim 1, characterized in that: The inner width of the slot (10) is equal to the thickness of the plug board (9).

6. The emergency connector for railway track according to claim 1, characterized in that: The width of the top platform (8) is equal to the width of the top of the rail.

7. The emergency connector for railway track according to claim 1, characterized in that: The length of the slot (10) is no greater than half the width of the connecting piece.

8. The emergency connector for railway track according to claim 1, characterized in that: The bottom surface of the first top block (4) abuts against the inner corner of the bottom of the rail, and the top surface of the second top block (5) abuts against the inner corner of the top of the rail.

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