Railway connecting rail type anti-climbing device

Abstract

The railway connecting rail type anti-climbing device is composed of a fixing part and an anti-climbing part, and one side of the fixing part is attached to a steel rail; a bolt mounting through hole is coaxially formed in the anti-rotation groove, and the bolt mounting through hole is used for mounting a connecting bolt; assembling through holes corresponding to the bolt mounting through holes are formed in the steel rails; the connecting bolt extends out of the assembling through hole and then is sequentially provided with a gasket, a nut and a nut locking cap; the nut locking cap is provided with a cotter pin; the anti-climbing part is provided with an integrally-formed boss and further comprises a fastener system. The boss is matched with the iron seat and the iron base plate; when a creeping phenomenon occurs, the iron base and the iron base plate can restrain the device; force generated by steel rail crawling is transmitted to the fastener system through the device and then is sequentially transmitted to a sleeper, a ballast bed and a roadbed through the fastener system, steel rail crawling is prevented, and restraining of longitudinal movement of the steel rail is achieved. The problem of steel rail crawling is solved, and diseases of a sensitive area of a railway line are reduced; the structure is stable, installation is convenient, assembly is simple, implementation is easy, adaptability is wide, and safety and reliability are achieved.

Description

Technical Field

[0001] The utility model belongs to the technical field of preventing rail displacement of fixed buildings of railway tracks, and particularly relates to a railway connected rail anti-crawl device. Background Art

[0002] During the operation of a train, longitudinal interaction forces are generated between the train wheelset and the rail, and at the same time, the change in the ambient temperature of the running line will cause the rail to expand and contract thermally. The above two main factors will cause the longitudinal movement of the rails on the railway line, and this kind of movement is called rail creep. Rail creep will damage the integrity and stability of the railway line and bring various railway diseases.

[0003] At the joint position, rail creep will cause the uneven spacing of joint sleepers and uneven rail gaps, and will also cause the displacement of other sleepers and the change of the geometric dimensions of the line. In severe cases, the rail joint will be damaged, the bolts will be damaged or pulled off, and the joint diseases will be aggravated.

[0004] In the turnout area, creep will affect the close contact between the switch rail and the stock rail, resulting in obstacles to the switching and conversion of the switch machine, and abnormal wear of the components at the lead curve position.

[0005] According to statistical analysis, nearly 30% of the line diseases are caused by rail creep, and the cost for rectifying rail creep and other resulting line diseases accounts for 30% - 40% of the total line maintenance cost.

[0006] Under the existing technology, for the problem of preventing rail creep of railway rails, there is a pin-type anti-crawl device made of cast iron, which consists of a rail clip with a baffle and a pin. The pin of this anti-crawl device is prone to looseness, and the pin rail sleeve is prone to breakage, resulting in the failure of the anti-crawl device. The failure rate during use is as high as 50%.

[0007] Within the range of the turnout switch, the switch rail needs to be moved back and forth. The existing rail anti-crawl device needs to be inserted into the ballast bed, so it cannot be applied to the switch rail to solve the problem of switch rail creep.

[0008] In addition, the rail and sleeper are also kept from relative movement by strengthening the fastening force of the fasteners. However, strengthening the fastening force of the fasteners has high requirements for the material properties of the fasteners and affects the service life of the fasteners.

[0009] In view of this, the following improved technical solutions are proposed. Content of the Utility Model

[0010] The technical problem solved by the utility model: provide a railway connected rail anti-crawl device, which consists of a fixed part and an anti-crawl part, is connected to the rail by bolting, solves the creep of the rail components at the joint position of the joint track, the switch rail, the stock rail and the lead curve position, and reduces the diseases in the sensitive area of the railway line.

[0011] The technical solution adopted by the present utility model: A railway connected anti-crawl device is composed of a fixed part and an anti-crawl part.

[0012] One side of the fixed part is fitted and adapted to the rail; on the other side of the fixed part, an anti-rotation groove is formed, and a bolt installation through-hole in the horizontal direction is coaxially formed in the anti-rotation groove; the anti-rotation groove and the bolt installation through-hole are used for installing a connecting bolt; an assembly through-hole is formed in the rail corresponding to the bolt installation through-hole; after the connecting bolt extends out from the assembly through-hole, a washer, a nut, and a nut locking cap are sequentially installed; an opening pin is provided on the nut locking cap.

[0013] The anti-crawl part has an integrally formed convex platform and further includes a fastener system; the convex platform cooperates with the iron seat and the iron backing plate; when the longitudinal movement of the constrained rail member shows a crawling phenomenon, the iron seat and the iron backing plate will constrain the anti-crawl device in the travel direction of the anti-crawl device; among them, the force generated by the crawling of the rail will be transmitted to the fastener system through the railway connected anti-crawl device, and then sequentially transmitted to the sleeper, the ballast bed, and the subgrade by the fastener system, thereby playing a role in preventing the rail from crawling and realizing the constraint of the longitudinal movement of the rail.

[0014] In the above technical solution, as a further improvement of the present utility model: One side of the fixed part is closely fitted and adapted to the lower jaw of the rail head and the upper surface of the rail web of the rail.

[0015] In the above technical solution, as a preferred technical solution of the present utility model: The connecting bolt installed in the anti-rotation groove is a perforated hexagonal high-strength bolt.

[0016] In the above technical solution, as a further improvement of the present utility model: The convex platform does not interfere with the installation and use of the fastener system.

[0017] In the above technical solution, as a further improvement of the present utility model: The fastener system includes a cap nut, a flat washer, and a Type II elastic clip; the fastener system is also connected to the iron seat and the iron backing plate.

[0018] In the above technical solution, as a further improvement of the present utility model: The convex platform is symmetrically arranged left and right inward along the horizontal direction of the rail.

[0019] In the above technical solution, as a further improvement of the present utility model: At least a pair of the devices are symmetrically arranged left and right; the devices are symmetrically arranged left and right along the length direction of the rails spaced parallel left and right.

[0020] In the above technical solution, as a further improvement of the present utility model: The devices are evenly arranged on both sides of the rail to ensure that the binding forces received on both sides of the rail in the longitudinal direction are consistent.

[0021] In the above technical solution, as a further improvement of the present utility model: it further includes a gauge block in an L-shaped structure; the inner side of the gauge block is crimped to the web of the rail; and a fastener system is provided on the outer side of the gauge block.

[0022] In the above technical solution, as a specific application of the present utility model: the rail is one of a 60 rail, a rail at the joint position of a jointed track, a switch point rail, a stock rail, and a rail at the lead curve position.

[0023] Advantages of the present utility model compared with the prior art:

[0024] 1. The present utility model solves the creep of the rails at the joint position of the jointed track, the switch point rail, the stock rail, and the rail at the lead curve position, reduces the diseases in the sensitive areas of the railway line; effectively plays a role in preventing the creep of the switch point rail and improving the stability and integrity of the rail joint.

[0025] 2. The present utility model is structurally designed based on the existing track fastener system and is connected to the rail by bolting, having the advantages of stable structure and convenient installation.

[0026] 3. The present utility model fixes the anti-creep device by bolt connection, with simple assembly and easy implementation.

[0027] 4. When the convex platform of the present utility model has a creep phenomenon during the longitudinal movement of the constrained rail member, the iron seat and the tie plate will constrain the anti-creep device in the stroke direction of the anti-creep device, thereby realizing the constraint of the longitudinal movement of the rail; during this process, the force generated by the creep of the rail will be transmitted to the fastener through the connected-rail anti-creep device and then sequentially transmitted to the sleeper, the ballast bed, and the subgrade by the fastener, ultimately playing a role in preventing the creep of the rail.

[0028] 5. The connected-rail anti-creep device of the present utility model will not affect the installation and use of the existing fastener system. For different fastener systems and rail profiles, only by adjusting the structural dimensions according to the design principle of the connected-rail anti-creep device of the railway and combining the structural characteristics of the corresponding fastener system and the dimensional characteristics of the rail cross-section, a creep-preventing device suitable for specific fasteners can be designed, with wide adaptability.

[0029] 6. The anti-creep devices of the present utility model should be evenly arranged on both sides of the track to ensure that the constraints on both sides of the rail in the longitudinal direction are consistent. Therefore, at least a pair of connected-rail anti-creep devices should be set during actual use; the setting principle of the present utility model at the joint position and in the switch area is the same. It is recommended to be evenly arranged at the heel end of the switch, within the range of the connecting part lead curve, and at the switch joint position, which is safe, practical, and reliable. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is an isometric view of the present utility model in the use state;

[0031] Figure 2 This is the front view of the fixed part and the anti-climbing part of the anti-climbing device of the present utility model;

[0032] Figure 3 is Figure 2 the left view;

[0033] Figure 4 is Figure 2 the top view;

[0034] Figure 5 This is the longitudinal sectional structure schematic diagram of the present utility model Figure 1 ;

[0035] Figure 6 This is the top view of the present utility model Figure 1 ;

[0036] Figure 7 This is the distribution schematic diagram of the application embodiment of the present utility model arranged symmetrically about the left and right axes;

[0037] In the figure: 1 - fixed part, 2 - anti-climbing part, 3 - rail, 4 - gauge block; 11 - anti-rotation groove, 12 - bolt installation through hole, 13 - connecting bolt, 14 - washer, 15 - nut, 16 - nut lock cap, 17 - split pin; 21 - boss, 22 - fastener system, 221 - cap nut, 222 - flat washer, 223 - type II elastic clip, 23 - iron seat, 24 - tie plate, 31 - assembly through hole. Specific embodiments

[0038] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the attached drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present utility model. Figure 1-7 ;

[0039] A railway rail-connected anti-climbing device, (as shown in Figures 1 to 5 ) is composed of a fixed part 1 and an anti-climbing part 2.

[0040] (As shown in Figure 5 ) One side of the fixed part 1 is fitted and adapted to the rail 3. The other side of the fixed part 1 is provided with an anti-rotation groove 11, and a bolt installation through hole 12 in the horizontal direction is coaxially provided in the anti-rotation groove 11; the anti-rotation groove 11 and the bolt installation through hole 12 are used for installing the connecting bolt 13; the rail 3 is provided with an assembly through hole 31 corresponding to the bolt installation through hole 12; after the connecting bolt 13 extends out from the assembly through hole 31, a washer 14, a nut 15, and a nut lock cap 16 are sequentially installed; the nut lock cap 16 is provided with a split pin 17.

[0041] It should be noted that: The fitting between the fixed part 1 and the rail 3 ensures close contact between the two, reducing vibrations and noises caused by looseness or gaps. The design of the anti-rotation groove 11 effectively prevents the rotation of the fixed part after installation, ensuring the stability and durability of the connection. The design of the bolt installation through-hole 12 and the assembly through-hole 31 makes the installation process more standardized and normalized, reducing the installation difficulty and error rate. Through the rapid assembly of components such as the connecting bolt 13, washer 14, nut 15, and nut locking cap 16, the installation efficiency can be significantly improved, and the construction period can be shortened. The use of the nut locking cap 16 and the split pin 17 effectively prevents the loosening of the nut 15 in a vibrating environment, improving the safety and reliability of the connection. The stable connection reduces the maintenance requirements caused by looseness or damage, reducing the maintenance cost and downtime. This technical solution is applicable to various types of rails, such as 60 rails, rails at the joint position of jointed tracks, switch points, stock rails, and rails at the lead curve position, etc., with strong adaptability and flexibility. Whether it is a straight section or a curved section, this technical solution can provide a stable connection effect and meet the requirements of different track conditions.

[0042] (such as Figures 2 to 4 shown) The anti-creeper part 2 has an integrally formed boss 21, and also includes a fastener system 22 (such as Figure 5 , Figure 1 shown); the boss 21 cooperates with the base 23 and the tie plate 24; when the longitudinally moving constrained rail member creeps, the base 23 and the tie plate 24 will constrain the anti-creeper device in the anti-creeper device travel direction; among them, the force generated by the creep of the rail 3 will be transmitted to the fastener system 22 through the railway-connected anti-creeper device, and then sequentially transmitted to the sleeper, ballast bed, and subgrade by the fastener system 22, thereby playing a role in preventing the creep of the rail and realizing the constraint of the longitudinal movement of the rail 3.

[0043] It should be noted that: The boss 21, as the core structure of the anti-creeper part 2, is designed by integral molding, which enhances its overall strength and stability. This design enables the boss 21 to maintain a stable shape and position when bearing the force generated by the creep of the rail, and is not prone to deformation or damage. The fastening system 22 cooperates with the boss 21 to jointly form the key part of the anti-creeper device. Through its unique structure and function, the fastening system 22 can effectively transfer the force generated by the creep of the rail 3 to the sleeper, ballast bed, and subgrade, thereby realizing the restraint of the longitudinal movement of the rail. When the rail creeps, the iron seat 23 and the tie plate 24 will restrain the boss 21 in the travel direction of the anti-creeper device to prevent its excessive movement. This restraint not only enhances the overall stability of the anti-creeper device but also improves its resistance to rail creep. The force generated by rail creep can be quickly dispersed to structural layers such as sleepers, ballast beds, and subgrades through the efficient transmission of the railway-connected anti-creeper device and the fastening system 22, avoiding damage caused by a single structural layer bearing excessive loads. The design of the anti-creeper part 2 effectively prevents the creep phenomenon of the rail, thereby enhancing the overall stability of the track. This is of great significance for ensuring the safety and smoothness of train operation.

[0044] In the above embodiment, as a further improved embodiment of the present invention: (as Figure 5 shown) One side of the fixing part 1 is closely and adaptively attached to the lower jaw of the rail head and the upper surface of the rail web of the rail 3. The close fitting of the fixing part 1 to the lower jaw of the rail head and the upper surface of the rail web of the rail 3 can ensure a good mechanical transmission path between the fixing piece and the rail, reduce vibrations and displacements caused by looseness or gaps, and thus enhance the stability and reliability of the overall structure. The close-fitting design helps to disperse the stress acting at the connection between the fixing part and the rail, reduce the stress concentration phenomenon, and extend the service life of the structure. The close cooperation between the fixing part 1 and the rail 3 helps to maintain the stability of the geometric dimensions of the track (such as gauge, alignment, etc.), ensuring the smoothness and safety of the train during high-speed operation. When it is necessary to replace or repair the fixing part, due to its close cooperation with the rail, the disassembly and installation process can be simplified, improving work efficiency.

[0045] In the above embodiments, as a preferred embodiment of the present utility model: the connecting bolt 13 installed in the anti-rotation groove 11 is a hexagonal high-strength bolt with holes. The strength of high-strength bolts is much higher than that of ordinary bolts, and they can withstand greater tensile force, shear force, and torque. This characteristic enables the hexagonal high-strength bolt with holes to provide a more reliable and stable connection when connecting rails or other heavy structures, ensuring the safety of the structure. Due to the high-strength characteristic of high-strength bolts, their load-bearing capacity is also correspondingly improved. In heavy engineering fields such as railways, bolts with such high load-bearing capacity can effectively resist external loads and maintain the overall stability of the structure. The design and manufacturing process of the hexagonal high-strength bolt with holes require very strict requirements, with high dimensional accuracy and surface quality. This high precision can ensure a tight fit between the bolt and the anti-rotation groove, reducing the risk of loosening and failure caused by excessive clearance. The connection method of high-strength bolts adopts the principle of pre-tightening force, which can effectively prevent loosening and failure. When installed in the anti-rotation groove, through appropriate pre-tightening force setting, it can ensure a tight connection between the bolt and the groove opening, improving the reliability and stability of the connection. In projects such as railways, the construction environment is often complex and changeable. The design of the hexagonal high-strength bolt with holes can adapt to various complex construction environments, ensuring the stability and reliability of the connection. At the same time, its high strength and corrosion resistance can also cope with harsh natural environments. The hexagonal high-strength bolt with holes has standardized dimensions and shapes, making the installation process relatively simple and fast. Due to the high strength and reliability of the hexagonal high-strength bolt with holes, its service life is relatively long. When maintenance or bolt replacement is required, the standardized design of the hexagonal high-strength bolt with holes makes the maintenance process relatively simple and fast.

[0046] In the above embodiments, as a further improved embodiment of the present utility model: (such as Figure 1(as shown) the boss 21 does not interfere with the installation and use of the fastener system 22. That is, the fastener system 22 is set in the center position between the bosses. The boss 21 and the fastener system 22 are considered as independent components during design, and this design ensures that the boss 21 does not hinder the normal installation and use of the fastener system 22. The boss 21 may be used to provide additional support, positioning or connection functions, but its position and shape are precisely calculated to avoid conflict with the fastener system. During the design and manufacturing process, the size, shape and position of the boss 21 are carefully adjusted to ensure compatibility with the fastener system 22. This compatibility ensures that the fastener system 22 can still be installed smoothly and work normally when the boss 21 exists. Since the boss 21 does not interfere with the installation of the fastener system 22, the construction personnel do not need to consider the influence of the boss 21 when installing the fastener system 22, thereby simplifying the installation process. This can not only improve construction efficiency, but also reduce errors and rework caused by improper installation. For complex track structures or restricted construction environments, the independence of the boss 21 and the fastener system 22 makes the installation process more flexible and controllable. Construction personnel can more easily find the appropriate installation position and angle, thereby reducing the difficulty of installation. The boss 21 does not interfere with the use of the fastener system 22, which means that the fastener system 22 can give full play to its design performance. Whether it is fastening force, stability or durability, it will not be affected by the presence of the boss 21. This helps to ensure the overall stability and safety of the track structure.

[0047] In the above embodiments, as a further improved embodiment of the utility model: (such as Figure 1 , Figure 5 As shown in the figure, the fastener system 22 includes a cap nut 221, a flat washer 222, and a type II spring bar 223; the fastener system 22 is also connected to the iron seat 23 and the iron pad 24. The close cooperation of the cap nut 221, the flat washer 222, the type II spring bar 223 and other components makes the overall structure of the fastener system 22 compact, reduces space occupation, and is conducive to the compact layout of the track. As a buckling component, the type II spring bar 223 is designed to provide sufficient buckling pressure to ensure the close fit between the rail 3 and the sleeper and prevent the rail 3 from moving horizontally or vertically. Through the synergistic effect of the spring bar and the iron seat 23 and the iron pad 24, the fastener system 22 can accurately maintain the track gauge and ensure the stability and safety of the train operation. The design of the cap nut 221 and the flat washer 222 makes the removal and installation process of the fastener simpler and faster, reducing the difficulty and cost of maintenance work. The components in the fastener system 22, such as the spring bar and the iron seat, are usually highly versatile and easy to replace or upgrade during maintenance. The fastening system 22 is applicable to various track types and line conditions, including ballasted and ballastless tracks, and different types of rails and sleepers. The stability and strong fastening force of the fastening system 22 can ensure that safety accidents such as derailment will not occur when the train is running at high speed.

[0048] In the above embodiments, as a further improved embodiment of the present utility model: (as Figure 7 shown) the boss 21 is arranged symmetrically left and right in the horizontal direction of the rail 3 inward. The boss 21 is arranged symmetrically left and right in the horizontal direction of the rail inward, so that the structure reaches balance on both sides, enhancing the overall stability. This design helps to reduce the stress concentration phenomenon caused by uneven force, thereby extending the service life of the structure. During the operation of the train, the rail 3 will be subjected to complex loads from the wheels. The symmetrical arrangement of the boss 21 can make these loads evenly distributed on both sides, avoiding structural damage caused by excessive force on one side. The symmetrical arrangement of the boss 21 enables this design to be applicable to different types of rails and track systems. Whether it is a straight section or a curve section, the boss 21 can maintain stable performance, ensuring the overall stability of the track structure. When used in conjunction with other track components (such as fastener systems, etc.), the symmetrical arrangement of the boss 21 helps to improve the compatibility of the system. Each component can work better together to jointly bear the loads generated by train operation.

[0049] In the above embodiments, as a further improved embodiment of the present utility model: (as Figure 7 shown) at least a pair of the devices are arranged symmetrically left and right; the devices are arranged symmetrically left and right along the length direction of the rails 3 spaced parallel left and right. The devices arranged symmetrically left and right can form a stable support structure in the horizontal direction, effectively resisting the lateral force and vibration generated during train operation, ensuring the stability of the track system. The symmetrical arrangement makes the forces on both sides of the devices evenly distributed, avoiding structural damage or deformation caused by excessive force on one side, and extending the service life of the devices and the track. The stable support structure and the even force distribution reduce the risk of safety accidents such as train derailment caused by the instability of the track system. The devices arranged symmetrically help to maintain the stability of the geometric dimensions and gauge of the track, ensuring that the train can run smoothly and safely at high speed.

[0050] In the above embodiments, as a further improved embodiment of the present utility model: (as Figure 7The device is evenly arranged on both sides of the rail 3 to ensure that the restraining force on both sides of the rail 3 in the longitudinal direction remains consistent. The uniform arrangement of the device on both sides of the rail 3 keeps the restraining force on the rails 3 on both sides in the longitudinal direction balanced, effectively avoiding the track distortion or deformation caused by uneven force. This balanced force state helps to maintain the geometric dimensions of the track and the stability of the track gauge, thereby improving the stability of the entire track system. The track system with uniform force can reduce the vibration and impact generated during the operation of the train and provide a more stable operating environment for the train. This helps to improve the ride comfort of the train, reduce the discomfort of passengers, and protect the equipment and components inside the train from vibration damage. Under the action of uniform force, the wear and fatigue of the rails and supporting structures will be significantly reduced. This is because the force balance reduces the concentration of local stress, thereby extending the service life of the track and supporting structure. This helps to reduce the maintenance cost of the rail transit system and improve the economic benefits. This uniform setting method can adapt to different line conditions.

[0051] In the above embodiments, as a further improved embodiment of the utility model: (such as Figure 5 The track block 4 of the L-shaped structure is also provided with a rail limb of the rail 3, and a fastener system 22 is provided on the outer side of the track block 4. The track block 4 of the L-shaped structure can fit the rail limb of the rail 3 more closely and provide stable support. This structural design enables the track block 4 to better maintain the geometric dimensions of the track and the stability of the track gauge when bearing various forces generated by the train running. The fastener system 22 on the outer side further enhances the connection strength between the track block 4 and the rail, effectively prevents the displacement of the track block 4 in the lateral or longitudinal direction, and ensures the overall stability of the track system. The track block 4 of the L-shaped structure can more effectively disperse the stress transmitted by the rail, reduce the concentration of local stress, and thus reduce the wear and fatigue of the track block and the rail 3. By stabilizing the support and dispersing the stress, the service life of the track block 4 and the rail 3 is significantly extended. This helps to reduce the maintenance cost of the track system and improve the economic benefits. The design of the track block 4 of the L-shaped structure and the fastener system 22 is relatively simple, and the installation process is relatively convenient. This helps to reduce the difficulty and cost of construction.

[0052] In the above embodiment, as a specific application of the utility model, the rail 3 is one of a 60 rail, a joint rail, a switch point rail, a basic rail, and a guide curve rail. It is widely used and suitable for promotion.

[0053] The working principle of the utility model is as follows: Figures 2 to 5As shown in the assembly diagram of the anti-climbing device of type II spring clip fastener, one side of the anti-climbing device is in close contact with the head jaw of the rail 3 and the upper surface of the rail limb of the rail 3, and is fixedly connected to the rail 3 by the connection method of bolts + nuts (connecting bolts 13, nuts 15). In order to realize the installation of the anti-climbing device, the rail 3 needs to be drilled (i.e., drilling the assembly through hole 31). When the connecting bolt 13 is connected, the connecting bolt 13 (i.e., the high-strength hexagonal bolt with a hole) enters the anti-rotation groove 11 on the anti-climbing device, and the anti-rotation groove 11 plays a role in restraining the rotation of the connecting bolt 13, which is convenient for tightening the connecting bolt 13. In order to ensure that the bolt + nut fastening method does not loosen after being subjected to vibration, a nut anti-loosening cap 16 + cotter pin 17 are installed on the nut 15 to prevent the nut 15 from loosening.

[0054] The other side of the anti-climbing device performs its function by cooperating with the fastener system 22. Specifically, the anti-climbing device is provided with bosses 21 on both sides of the iron seat 23 and the iron pad 24, and the bosses 21 are used to achieve a matching relationship with the iron seat 23 and the iron pad 24. This matching relationship will not affect the installation and use of the fastener system 22. After the rail crawls, the transmission sequence of the force transmitted to the anti-climbing device and the anti-climbing working principle are as follows: the anti-climbing device is fixed to the rail 3, and the rail 3 drives the anti-climbing device to move after crawling → the fastener system 22, the iron seat 23 and the iron pad 24 that have a constraint relationship with the anti-climbing device are subjected to force → transmitted to the sleeper through the sleeper bolts → transmitted to the ballast bed through the sleeper. Due to the constraint of the track system, the longitudinal movement of the rail will eventually be constrained.

[0055] From the above description, it can be found that: the utility model solves the creeping of rail parts at the joint positions of seamless lines, turnout point rails, basic rails and guide curve positions, reduces the diseases in sensitive areas of railway lines; and effectively prevents the creeping of point rails and improves the stability and integrity of rail joints.

[0056] The utility model is structurally designed based on an existing line fastener system and is connected to the rails by bolting, and has the advantages of stable structure and convenient installation.

[0057] The utility model realizes the fixing of the anti-climbing device by bolt connection, and the assembly is simple and easy to realize.

[0058] When the boss of the utility model creeps during the longitudinal movement of the constrained rail, the iron seat and the iron pad will constrain the anti-climbing device in the travel direction of the anti-climbing device, thereby realizing the constraint on the longitudinal movement of the rail; in this process, the force generated by the creeping of the rail will be transmitted to the fastener through the rail-connected anti-climbing device, and then transmitted to the sleeper, the ballast bed and the roadbed in turn, finally playing the role of preventing the creeping of the rail.

[0059] The anti-creeper device of the railway rail connection type of the present utility model will not affect the installation and use of the existing fastener system. For different fastener systems and rail types, only according to the design principle of the anti-creeper device of the railway rail connection type, combined with the structural characteristics of the corresponding fastener system and the dimensional characteristics of the rail cross-section, the structural dimensions can be adjusted to design an anti-creeper device suitable for specific fasteners, with wide adaptability.

[0060] The anti-creeper devices of the present utility model should be evenly arranged on both sides of the track to ensure that the constraints on the two sides of the rail in the longitudinal direction are the same. Therefore, at least one pair of rail connection type anti-creeper devices should be set during actual use; the setting principle of the present utility model at the joint position and the turnout area is the same. It is recommended to be set at the heel end of the switch, evenly arranged within the guide curve range of the connecting part, and at the turnout joint position, which is safe, practical and reliable.

[0061] In summary, the structure of the present utility model is simple, the connection is stable, and it is not restricted by the installation conditions. It can be directly used for anti-creeper of the switch point rail and stock rail. By setting a rail connection type anti-creeper device at the heel end of the switch point rail, problems such as poor contact caused by the creep of the turnout rail parts and the obstruction of the switch machine can be effectively improved. It can be used for anti-creeper of the railway line curve, such as the guide curve position of the turnout, and can slow down the wear of the parts at the curve position. It can be used for the joint position of the railway line (a large number of joints exist in the railway turnout area) to improve the stability and integrity of the joint position of the railway line and slow down the occurrence of diseases at the joint position.

[0062] It should be understood that although this specification is described according to one embodiment, this embodiment does not only include an independent technical solution. This narrative way of the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in this embodiment can also be appropriately arranged and combined to form other embodiments understandable by those skilled in the art.

[0063] The above-mentioned preferred embodiments are not used to limit the scope of implementation of the present utility model. Therefore, all equivalent changes made to the content described in the claims of the present utility model should be included within the scope of the claims of the present utility model; it should be noted that: the components and materials used in the above-mentioned embodiments are all commercially available unless otherwise specified.

Claims

1. A railway connecting rail anti-creeper, characterized in that: It consists of a fixed part (1) and an anti-creeper part (2). One side of the fixed part (1) is fitted and adapted to the rail (3); on the other side of the fixed part (1), an anti-rotation groove (11) is formed, and a bolt installation through-hole (12) in the horizontal direction is coaxially formed in the anti-rotation groove (11); the anti-rotation groove (11) and the bolt installation through-hole (12) are used for installing a connecting bolt (13); the rail (3) is provided with an assembly through-hole (31) corresponding to the bolt installation through-hole (12); after the connecting bolt (13) extends out from the assembly through-hole (31), a washer (14), a nut (15), and a nut lock cap (16) are sequentially installed; an opening pin (17) is provided on the nut lock cap (16). The anti-creeper part (2) has an integrally formed boss (21), and further includes a fastening system (22); the boss (21) cooperates with the base (23) and the tie plate (24); when the longitudinal movement of the constrained rail member has a creeping phenomenon, the base (23) and the tie plate (24) will constrain the anti-creeper device in the travel direction of the anti-creeper device; among them, the force generated by the creep of the rail (3) will be transmitted to the fastening system (22) through the railway-connected anti-creeper device, and then sequentially transmitted to the sleeper, the ballast bed, and the subgrade by the fastening system (22), so as to play a role in preventing the creep of the rail and realize the constraint of the longitudinal movement of the rail (3).

2. The railway rail-connected anti-climbing device according to claim 1, characterized in that: One side of the fixed part (1) is closely and adaptively attached to the lower jaw of the rail head and the upper surface of the rail web of the rail (3).

3. The railway rail-connected anti-crawl device according to claim 1, characterized in that: The connecting bolt (13) installed in the anti-rotation groove (11) is a hexagonal high-strength bolt with holes.

4. The railway rail-connected anti-creeper device according to claim 1, wherein: The boss (21) does not interfere with the installation and use of the fastening system (22).

5. The railway connected anti-creeper device according to claim 1 or 4, characterized in that: The fastening system (22) includes a cap nut (221), a flat washer (222), and a Type II elastic clip (223); the fastening system (22) is also connected to the base (23) and the tie plate (24).

6. The railway rail-connected anti-climbing device according to claim 1, characterized in that: The boss (21) is symmetrically arranged left and right inward along the horizontal direction of the rail (3).

7. The railway rail-connected anti-crawling device according to claim 1, characterized in that: At least a pair of the devices are symmetrically arranged left and right; the devices are symmetrically arranged left and right along the length direction of the rails (3) spaced parallel left and right.

8. The railway rail-connected anti-crawl device according to claim 1, wherein: The devices are evenly arranged on both sides of the rail (3) to ensure that the binding forces received on both sides of the rail (3) in the longitudinal direction are consistent.

9. The railway connecting rail type anti-creeper device according to claim 1, wherein: It further includes a gauge block (4) with an L-shaped structure; the inner side of the gauge block (4) is press-connected to the rail web of the rail (3); the outer side of the gauge block (4) is provided with a fastening system (22).

10. The railway rail-connected anti-crawl device according to claim 1, wherein: The rail (3) is one of a 60-rail, a rail at the joint position of a jointed track, a switch point rail, a stock rail, and a rail at the lead curve position.

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