Small-radius curve fastener spike for existing passenger and freight collinear railway

Abstract

The utility model discloses a minor radius curve fastener spike for an existing passenger and freight collinear railway, which mainly comprises an upper part and a lower part, the upper part is a thread part and is used for fixing a gauge apron; the lower half part is a pre-embedded anchoring part which is pre-embedded in a sleeper; and the pre-embedded anchoring part is provided with an anti-skid step. The anti-skid steps are designed on the pre-embedded anchoring part, so that the bonding strength of the spike and the sleeper can be improved, the stable installation of the fastener is ensured, and the service life of the fastener is prolonged. The transition section is arranged between the threaded part and the pre-embedded anchoring part, so that the gauge apron is convenient to process and install.

Description

Technical Field

[0001] The utility model belongs to the technical field of railway engineering, and in particular relates to a small-radius curve fastener spike for existing passenger and freight co-line railways. Background Art

[0002] In the field of rail transit, whether it is high-speed railways, conventional railways, heavy-haul freight railways, or urban rail transit, the design, construction, and operation of curved tracks are more complex than straight tracks in terms of structural strength, material selection, line construction, and operation and maintenance. In particular, railway lines with a curve radius of less than 600m have higher requirements for infrastructure and structural components.

[0003] Traditional track construction methods, whether for straight or curved tracks, utilize conventional sleeper skeletons. Due to the unique characteristics of curved tracks, conventional sleepers and rail fasteners struggle to meet the tight curve radius requirements, potentially leading to vertical balance issues, twisting, and slipping, resulting in difficult-to-eliminate operational accidents and potential hazards. For a long time, previous track construction standards mandated the use of wooden sleepers. However, with the implementation of the "Railway Line Repair Regulations" on October 1, 2006, the prohibition on laying concrete sleepers on curves with a radius of less than 300m was lifted. Consequently, the use of concrete sleepers on small-radius curves has been expanded. However, in the early days of using concrete sleepers, either ordinary line sleepers and fasteners were used directly, resulting in a large workload for curve maintenance, a short service life, and some sections had to be replaced with wooden sleepers; or modified experimental small-radius sleepers were used. Although the requirements for widening the curve track gauge can be met after the small-radius curve concrete sleepers and fasteners are modified, there are still special problems that occur after the use of small-radius curve fasteners: the concrete sleeper shoulder is squeezed and the track gauge cannot be maintained, the rail groove is crushed and worn, resulting in a small rail inversion, poor track gauge maintenance, fastener spring bars and bolts are broken, and the workload of maintenance is large, which seriously affects the frame strength and service life of the track.

[0004] Small-radius curves on mixed-passenger and freight lines primarily refer to lines with a maximum axle load of 25t and a curve radius of less than 600m. According to incomplete statistics from various railway bureaus, my country currently has over 12,000 kilometers of existing small-radius curves. Due to the high lateral wheel-rail forces and significant rail tipping in small-radius curves, damage to rails, sleepers, and fasteners is severe. In recent years, with the significant increase in freight volume and train axle loads, damage to sleepers and fasteners has become increasingly severe, and the severity of small-radius curve problems has become more pronounced. Small-radius curves have become one of the weakest links in my country's track structure and a top priority for line maintenance. Consequently, the sleepers and fasteners in existing small-radius curves have severely restricted and hindered the normal operation of existing lines and the development of mixed-passenger and freight lines in my country.

[0005] Over the past 20 years, domestic railway bureaus have also developed a variety of sleepers and fasteners to address the above-mentioned issues. However, these products suffer from poor versatility, easy damage to rail pads and baffles, difficulty in on-site installation and adjustment, and high costs. The maintenance of small-radius curves on passenger and freight railways remains one of the most thorny issues for railway bureaus' engineering and maintenance departments. Therefore, it is extremely necessary and urgent to thoroughly and effectively resolve the problems existing in small-radius curves and to systematically and comprehensively carry out the research and development of sleepers and fasteners for small-radius curves.

[0006] Based on the summary and analysis of the application experience of existing sleepers and fasteners, this application conducts a comprehensive analysis and study on the wheel-rail relationship of small-radius curves, and systematically carries out experimental research on sleepers and fasteners of small-radius curves to ensure the stability of the line track geometry and extend the service life of sleepers and fasteners, and effectively reduce the workload of maintenance and repair of small-radius curves.

[0007] After research and development, the applicant has developed a new small-radius curve fastener for use with small-radius concrete sleepers. It is an elastic split fastener that can provide a larger lateral bearing capacity of the track, and has a simple structure and is easy to install and disassemble. It has made great improvements in ensuring the stability of the track structure and reducing maintenance workload.

[0008] In small radius curve fasteners, the design of the spikes is particularly important. The spikes mainly serve to connect the sleepers and the gauge plate. Utility Model Content

[0009] The purpose of the utility model is to provide a small-radius curve fastener spike for existing passenger and freight co-line railways.

[0010] In order to achieve the above-mentioned purpose of the invention, the present invention adopts the following technical solutions:

[0011] The invention discloses a small radius curve fastener spike for existing passenger and freight railways. The spike mainly consists of two parts, the upper part is a threaded part for fixing the gauge baffle; the lower part is a pre-embedded anchor part, which is pre-embedded in the sleeper; the pre-embedded anchor part is provided with an anti-slip step.

[0012] Furthermore, the threaded portion of the spike is a triangular thread.

[0013] Furthermore, the anti-slip steps are shaped as rectangular planes spaced apart on the surface of the columnar surface of the road spike. The rectangular planes are evenly spaced along the length of the road spike. The anti-slip steps are symmetrical front to back and left to right, and staggered in the length direction.

[0014] Furthermore, the width of the rectangular plane on the spike is 1 / 2 of the spike diameter.

[0015] Furthermore, the spike is provided with a transition section between the threaded portion and the embedded anchoring portion.

[0016] Furthermore, a spike platform is provided on the top of the embedded anchoring portion of the spike, and the spike platform is flush with the rail supporting platform when anchored.

[0017] The beneficial effects of the utility model are:

[0018] The anti-skid step designed on the pre-embedded anchoring part of the utility model can improve the bonding strength between the spike and the sleeper, ensure the stable installation of the fastener, and increase the service life of the fastener.

[0019] The utility model provides a transition section between the threaded portion and the embedded anchoring portion, which is convenient for processing and also convenient for installation of the gauge baffle.

[0020] The utility model provides a spike platform on the top of the pre-buried anchoring part, which can assist in installation and improve the uniformity and quality of installation. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a three-dimensional diagram of the assembly of the passenger-cargo collinear small-radius curve fastener according to an embodiment of the present invention;

[0022] Figure 2 1. This is a top view of the assembly of a passenger-cargo collinear small-radius curve fastener according to an embodiment of the present invention;

[0023] Figure 3 yes Figure 2 Schematic diagram of the A-A section;

[0024] Figure 4 yes Figure 3 Middle partial enlarged view;

[0025] Figure 5 is a three-dimensional diagram of a gauge baffle according to an embodiment of the present invention;

[0026] Figure 6 is a top view of a gauge baffle according to an embodiment of the present invention;

[0027] Figure 7 yes Figure 6 Middle B-B cross-section diagram;

[0028] Figure 8 yes Figure 6 Schematic diagram of the C-C section;

[0029] Figure 9 yes Figure 6 Schematic diagram of the D-D section;

[0030] Figure 10 is a three-dimensional diagram of an insulating baffle seat according to an embodiment of the present invention;

[0031] Figure 11 is a top view of an insulating baffle seat according to an embodiment of the present invention;

[0032] Figure 12 1 is a front view of an insulating baffle seat according to an embodiment of the present invention;

[0033] Figure 13 The three-dimensional structure of the rail pad in the embodiment of the present invention Figure 1 ;

[0034] Figure 14 The three-dimensional structure of the rail pad in the embodiment of the present invention Figure 2 ;

[0035] Figure 15 is a top view of a rail pad according to an embodiment of the present invention;

[0036] Figure 16 1. It is a left side view of the rail pad according to an embodiment of the present invention;

[0037] Figure 17 1 is a top view of the height-adjusting pad according to an embodiment of the present invention;

[0038] Figure 18 1. It is a left side view of the height adjustment pad in the embodiment of the present invention;

[0039] Figure 19 yes Figure 18 A partial enlarged view of point E in the middle;

[0040] Figure 20 This is a front view of a road spike according to an embodiment of the present invention;

[0041] Figure 21 is a three-dimensional image of a road spike according to an embodiment of the present invention;

[0042] Figure 22 is a three-dimensional diagram of a spring bar according to an embodiment of the present invention;

[0043] Figure 23 is a top view of the spring bar according to an embodiment of the present invention;

[0044] Figure 24 FF is a cross-sectional view of the spring bar in an embodiment of the present invention;

[0045] Figure 25 is a three-dimensional diagram of a T-bolt according to an embodiment of the present invention;

[0046] Figure 26 It is a front view of a T-bolt in an embodiment of the present invention.

[0047] The accompanying drawings are for illustrative purposes only and are not to be construed as limitations on this patent. To better illustrate this embodiment, some components of the accompanying drawings may be omitted, enlarged, or reduced in size, and do not represent the actual dimensions of the product. For those skilled in the art, it is understandable that some well-known structures and their descriptions may be omitted from the accompanying drawings. DETAILED DESCRIPTION

[0048] The following will be combined with the accompanying drawings in the embodiment of the present invention to clearly and completely describe the technical solutions in the embodiment of the present invention. In this article, the left and right direction is the horizontal direction; the extension direction of the rail, that is, the front and back direction is the longitudinal direction.

[0049] Example 1:

[0050] The railroad spike of the present invention is used in a small-radius curve fastener. The structure and application of the railroad spike are described in detail below in conjunction with an existing small-radius curve fastener for passenger and freight railways.

[0051] like Figures 1 to 26 As shown, this embodiment discloses a small-radius curve fastener for existing passenger and freight co-line railways. The small-radius curve fastener is used in conjunction with a small-radius curve sleeper 13. The small-radius curve sleeper 13 is made of concrete. A rail-bearing groove is provided on the small-radius curve sleeper. A rail-bearing platform is formed in the rail-bearing groove. There are shoulders on the left and right sides of the rail-bearing platform. The shoulder angle is reduced to 110° compared to 120° of ordinary lines.

[0052] The small radius curve fastener structure includes a T-bolt 2, a nut 3, a flat washer 4, a spring bar 5, a gauge baffle 6, a rail pad 7, a rail height adjustment pad 8, an insulating baffle seat 9, a cap nut 10, a heavy spring washer 11 and a spike 12.

[0053] Gauge baffles 6 are installed at the two shoulder blocks, and the middle position between the two gauge baffles 6 is the rail installation position for installing the rail 1, which extends in the front-to-back direction. An insulating baffle seat 9 is set between the gauge baffle 6 and the rail 1. At the same time, a rail bottom pad 7 and a rail bottom height adjustment pad 8 are installed between the rail 1 and the rail support platform from top to bottom. The rail bottom height adjustment pad 8 is in contact with the rail support platform.

[0054] The spring bar 5 is an overall W-shaped, integrally molded structure with smooth transitions between its parts. The two outward extensions of the W-shape serve as the tail section 51, which bends downward and engages with the gauge plate 6. The two inward extensions of the W-shape serve as the head section 52, which bends downward and engages with the insulating plate seat 9. The middle section 53, connecting the head section 52 and the tail section 51, arches upward, with evenly spaced gaps between the arches for inserting T-bolts to press the spring bar 5 downward and secure it.

[0055] The two head portions 51 of the spring bar 5 have extension sections extending toward the centerline, and the extension sections are tilted downwards to facilitate cooperation with the mounting positions 91 on the insulating baffle seat 9, thereby ensuring a compacting effect and preventing the spring bar from falling off.

[0056] The lower jaw 54 of the middle head end of the spring bar 5 is slightly higher than the tail 51 of the spring bar. In this way, after the spring bar is assembled, a gap can be formed between the lower jaw 54 of the middle head end of the spring bar 5 and the upper surface 92 of the insulating baffle seat, and the gap should not be greater than 1 mm.

[0057] During installation, the head 52 of the spring bar 5 is pressed against the rail through the insulating baffle seat 9, the arched position of the middle part 53 is penetrated by a T-bolt and fixed by a flat washer and nut, and the tail 51 falls into the spring bar positioning groove of the gauge baffle 6.

[0058] The specific structure of the gauge baffle 6 is as follows:

[0059] The gauge baffle 6 adopts an approximately trapezoidal platform structure and is made of QT450-10 cast iron. The purpose of using cast iron is to increase the resistance of the small radius curve fastener to the lateral force and prevent the gauge baffle from being deformed and damaged under the action of a large rail lateral force.

[0060] The head of the gauge plate 6 is a vertical section 61, which is used to cooperate with the insulating plate seat 9 to install and fix the rail 1. The height of the vertical section meets the requirements of rail height adjustment. The tail end of the gauge plate 6 is a slope section 62 with an angle of 110°, which is used to cooperate with the shoulder of the small-radius concrete sleeper 13. The purpose of the slope section is also to increase the resistance of the small-radius curve fastener to the lateral force, preventing the gauge plate from moving upward under the influence of large lateral forces of the rail.

[0061] An arcuate groove 63 is provided at the upper end of the tail of the gauge baffle 6 to support the tail 51 of the spring clip 5. The radius of the arcuate groove 63 is slightly larger than that of the spring clip. The arcuate groove is designed to be continuous and not too long, ensuring that the spring clip can support it. The opening angle of the arcuate groove is open towards the head end and slightly upward. The purpose is to provide force support to the spring clip toward the rail side and upward, but to prevent the lower end of the spring clip from interfering with the gauge baffle under load. This prevents the spring clip from generating contact stress at the tail when deformed by force, which may lead to stress fatigue damage.

[0062] Two spike holes 68 and a fixing platform 64 are provided at the front and rear positions of the middle of the gauge baffle 6. The purpose of providing the two spike holes is to provide a stronger installation and fastening force for the gauge baffle 6 to ensure that the gauge baffle does not shift or float under the action of a large lateral force of the rail. The spike holes are used to pass the spikes 12, and together with the heavy spring washers 11 and the cap nuts 10, the gauge baffle 6 and the concrete sleeper 13 are firmly connected together.

[0063] The gauge baffle 6 is fixed with a cap nut 10 and a heavy spring washer 11 to ensure that the threaded portion of the bolt is not corroded in rainy and snowy weather and to increase the service life of the bolt.

[0064] The fixed platform 64 is used to fasten the heavy spring washers 11 and the cap nuts 10. The platform height is designed to be 1 / 3 above the overall height of the gauge baffle. The purpose is to leave enough space for the installation of the spring bars, and at the same time ensure that the force on the gauge baffle is just at the maximum position where the rail acts on the gauge baffle, so as to avoid unbalanced loading and the tendency of the gauge baffle to tip over.

[0065] The spike holes 68 are oblong holes extending in the front-to-back direction. One purpose is to provide clearance for the gauge plate to prevent installation failures due to insufficient embedding accuracy of the sleeper pre-embedded bolts and to facilitate installation even when the anchoring position of the spike 12 deviates. A second purpose is to ensure that rainwater can drain through the gaps in the oblong holes during rainy days, preventing rust on the cast iron gauge plate and the bolts and nuts.

[0066] A recess 66 is provided in the middle of the gauge plate's head end to provide space for the spring clip's middle limb to bend downward under load, ensuring it can reach the insulating baffle seat. The recess smoothly transitions into the upper portion of the T-hole, preventing structural defects in the gauge plate's center. The recess is slightly wider than the spring clip's middle limb's head end, and its depth ensures smooth lowering of the spring clip's middle limb 54 when the fastener is not raised, ensuring the lower jaw 54 reaches the upper surface 92 of the insulating baffle seat.

[0067] The two tail portions 51 (outward extensions) of the spring bar 5 are respectively engaged in the arc grooves 63 at the tail end of the gauge baffle 6 , and the head portion 52 (inward extension) of the spring bar 5 is pressed onto the rail through the insulating baffle seat groove 91 .

[0068] A T-bolt mounting hole 65 is provided in the middle of the gauge baffle 6 near the head end, and the T-bolt 2 is inserted from the bottom. A T-slot 610 is provided at the bottom of the T-bolt mounting hole 65 to match the T-stage of the T-bolt hole. The upper part of the T-bolt mounting hole 65 is a circular bolt hole.

[0069] The lower end of the T-bolt 2 is fixed with a protrusion 21 extending forward and backward. The middle portion is a polished rod portion 22, and the upper portion is a threaded portion 23. The protrusion 21 of the T-bolt 2 is engaged and snapped into the inverted T-slot 610 of the gauge plate 6. The upper end of the T-bolt 2 extends through the upper circular hole 65 of the gauge plate's T-slot and beyond the spring bar 5. At the same time, the upper end of the T-bolt 2 is provided with a locknut 3 and a matching flat washer 4 to press the spring bar 5 downward, thereby tightening the rail.

[0070] Since the T-slot 610 is located at the bottom of the gauge baffle 6, the T-slot 610 is connected to the upper circular hole 65 at its T-shaped top, and the T-bolt 2 needs to be completely inserted into the gauge baffle 6 from bottom to top to complete the connection and installation with the gauge baffle. The gauge baffle 6 must be disassembled to install and remove the T-bolt.

[0071] Weight-reducing grooves are provided at the head, tail and lower part of the gauge baffle 6, and a weight-reducing hole 67 is provided in the middle part near the arc groove 63. The purpose of providing the weight-reducing grooves and the weight-reducing hole 67 is to reduce the weight of the casting body. A through hole is provided at the bottom of the weight-reducing hole 67 to prevent rainwater from accumulating in the hole and causing rust on the casting.

[0072] The lower portion of the gauge plate 6 is suspended, with a height of 5mm. This suspension prevents ballast track slag and dust from accumulating in the gaps between the gauge plate bolt holes. Rainwater and other factors can cause sediment to compact and wrap around the spikes, causing corrosion. A process-lightening hole 67 connects to the lower suspension, effectively preventing sediment deposition.

[0073] The specific structure of the road spike 12 is as follows:

[0074] The road spike 12 is mainly composed of two parts, the upper part is a threaded part 121, and the lower part is a pre-buried anchoring part 122. The road spike 12 is made of cold heading steel ML20MnTiB that can be used for cold forging.

[0075] The threaded portion 121 is a standard M24 triangular thread, and the length of the threaded portion is not too long, and is sufficient for the installation of the gauge baffle and the overall height adjustment.

[0076] The embedded anchoring portion 122 is provided with anti-slip steps 123. The anti-slip steps 123 are rectangular planes milled and cold-pressed at intervals on the surface of the columnar surface of the road spike. The width of the rectangular planes is 1 / 2 of the road spike diameter. The rectangular planes are evenly spaced along the length of the road spike. The anti-slip steps are symmetrical front to back and left to right, and are staggered in the front to back and left to right directions. The distance between the rectangular planes must not be less than the minimum diameter of the road spike.

[0077] A transition section 124 is provided between the threaded portion 121 and the embedded anchoring portion 122 of the spike. The width of the transition section 124 can be the width of a general machined undercut, and the diameter of the transition section 124 must not be less than the minor diameter of the thread.

[0078] A spike platform 125 is provided on the top of the embedded anchoring portion, and the spike platform 125 is ensured to be flush with the rail support platform during anchoring.

[0079] The specific structure of the insulating baffle seat 9 is as follows:

[0080] The main body of the insulating baffle seat 9 is formed by connecting an inclined surface 96 and a vertical surface 93. The angle between the inclined surface 96 and the vertical surface 93 is consistent with the inclination angle of the upper edge of the bottom surface of the rail. The insulating baffle seat 9 is made of glass fiber polyamide PA66.

[0081] The rear end of the facade 93 forms a rectangular slot for the insulating baffle seat, and the insulating baffle seat claws 95 are located in front and behind the rectangular slot. The internal width between the two insulating baffle seat claws 95, i.e., the width of the insulating baffle seat rectangular slot, must be slightly wider than the width of the vertical section 61 of the gauge baffle. During installation, the vertical section 61 of the gauge baffle is located within the rectangular slot and fits closely to the facade 93, with the two insulating baffle seat claws 95 clamped on the outside of the vertical section 61 of the gauge baffle. This ensures that the rail will not move when longitudinal force is applied. The claw height must be less than the facade height to ensure that space is reserved for the installation of the rail pad.

[0082] At the same time, the bottom 94 of the vertical body of the insulating baffle seat 9 extends downward into the space between the rail pad 7 and the gauge baffle 6.

[0083] The upper surface of the insulating baffle seat 9 is provided with a mounting position 91 for the spring bar head 52, the depth of which is slightly lower than the upper surface 92 of the insulating baffle seat (not exceeding 2 mm), and the width thereof is slightly larger than the diameter of the spring bar. The direction of the plane is consistent with the projection surface direction of the spring bar head during installation, in order to ensure the accuracy of the transverse and longitudinal position of the spring bar without affecting the force of the middle limb installation.

[0084] The specific structure of the rail height adjustment pad 8 is as follows:

[0085] The rail height adjustment pad 8 is not a completely flat plate, but has grooves on both sides in the transverse direction and is a channel steel type in the longitudinal direction, and is made of polyethylene.

[0086] The front and rear sides of the under-rail height adjustment plate 8 are respectively provided with under-rail height adjustment plate claws 82, which extend front and rear in the length direction and exceed the under-rail height adjustment plate 8, so that the under-rail height adjustment plate 8 forms under-rail height adjustment plate rectangular grooves 81 on the left and right sides respectively. The under-rail height adjustment plate rectangular grooves 81 are clamped on the outer side of the vertical section 61 of the gauge baffle 6 to ensure that the gauge baffle does not slip in the longitudinal direction.

[0087] The under-rail height adjustment plate claw 82 protrudes downward from the under-rail height adjustment plate 8 in the height direction. During installation, the under-rail height adjustment plate claw 82 is clamped on the front and rear sides of the rail supporting platform of the small radius curve sleeper to ensure that the under-rail height adjustment plate 8 has a certain ability to prevent longitudinal creeping.

[0088] A full-length card slot 83 is provided on the front and rear sides of the upper surface of the rail height adjustment pad 8. The card slot 83 is in the form of a slope, and the size of the slope is the same as the size of the slope on both sides of the rail supporting platform. The card slot 83 is used to cooperate with the claws of the rail pad 7 to ensure the installation of the rail pad 7 after the rail height adjustment pad 8 is inserted.

[0089] The specific structure of the rail pad 7 is as follows:

[0090] The rail pad 7 is not a completely flat plate, but has grooves on both sides in the transverse direction and is a channel steel type in the longitudinal direction. The material is rubber.

[0091] The front and rear sides of the rail pad 7 are respectively provided with rail pad claws 74, which extend front and rear in the length direction and exceed the rail pad 7, so that the rail pad rectangular grooves 73 are formed on the left and right sides of the rail pad 7, respectively. The rail pad rectangular grooves 73 are clamped on the outer side of the vertical section 61 of the gauge baffle 6; at the same time, a reserved installation space for the insulating baffle seat 9 is left between the rail pad rectangular groove 73 and the gauge baffle 6, and the bottom 94 of the vertical body of the insulating baffle seat 9 is deep into the reserved installation space (i.e., the rail pad rectangular groove 73).

[0092] The rail pad claws 74 protrude downward from the rail pad 7 in the height direction, and the rail pad claws 74 are engaged with the slots 83 on the front and rear sides of the rail height adjustment pad to ensure that it does not slip in the longitudinal direction.

[0093] The upper and lower surfaces of the rail pad 7 are respectively provided with through-length grooves 71 and 72 , and the grooves on the upper and lower surfaces are staggered to provide the rail pad with necessary elasticity while ensuring the necessary strength of the rail pad.

[0094] In this embodiment, the gauge baffle is divided into 5 specifications, namely 7, 9, 10, 11, and 13. Normally, the gauge baffle No. 10 is used. The insulating baffle seat is divided into 5 specifications, namely 2, 5, 7, 9, and 12. By replacing different gauge baffles and insulating baffle seats, a single rail can be adjusted by +16mm to -16mm, and two rails can achieve a gauge adjustment of +32mm to -32mm, and the adjustment range is 1mm.

[0095] In this embodiment, the rail height adjustment pad 8 has a variety of thickness specifications, including 1mm, 2mm, 5mm, and 10mm, which can adjust the height by up to 20mm. The rail height adjustment pad 8 can be overlapped and no more than two pieces can be used at a time.

[0096] Example 2:

[0097] This embodiment provides a method for installing a small-radius curve fastener for an existing passenger-freight railway. The installation is specifically performed in the following order.

[0098] (1) Prepare the corresponding fastener parts such as spring bars 5, T-bolts 2, flat washers 4, nuts 3, rail pads 7, rail height adjustment pads 8, and gauge baffles 6. Note that the gauge baffle should be No. 10. Prepare other types of gauge baffles in appropriate quantities in case the gauge needs to be adjusted. Prepare several types of rail height adjustment pads in appropriate quantities in case the gauge needs to be adjusted.

[0099] (2) Check whether the rail shoulder is damaged, check the embedded depth of the embedded spikes 12, that is, whether the top surface of the spike platform 125 is flush with the surface of the rail support platform, whether the embedded position of the spikes is correct, and whether there is any skewness or thread damage. Check whether there are impurities such as mud and sand on the rail support surface of the sleeper.

[0100] (3) Insert the T-bolt 2 into the T-slot 610 of the gauge baffle from bottom to top, and then place the gauge baffle 6 in the rail support groove of the sleeper. When installing, align the center of the oblong hole of the gauge baffle 6 with the center of the spike 12 and lower it; the inclined surface of the slope section 62 on the gauge baffle 6 is in close contact with the inclined surface of the sleeper shoulder, and the bottom foot of the gauge baffle 6 is in close contact with the rail support platform of the sleeper.

[0101] (4) Grease the upper threaded part 121 of the spike, insert the heavy spring washer 11, put on the cap nut 10, and tighten it by hand.

[0102] (5) Lay the rail pad 7. The rail pad should be placed between the two gauge baffles 6. The claws 74 of the rail pad should be tightly engaged with the edge of the rail sleeper bearing rail groove boss, and the rectangular groove of the rail pad should be stuck on the outside of the vertical section of the gauge baffle 6.

[0103] (6) Remove impurities such as mud and sand from the bottom of the rail, place the rail on the rail pad 7, and align the center of the bottom surface of the rail with the rail pad 7.

[0104] (7) Install an insulating baffle seat 9 of appropriate specifications between the rail and the gauge baffle according to the configuration table. Normally, use the insulating baffle seat No. 7. Press the inclined surface 96 of the insulating baffle seat against the rail, and fit the vertical surface 93 of the insulating baffle seat tightly against the vertical section 61 of the gauge baffle. The external claws of the insulating baffle seat are clamped against the outer side of the vertical section 61 of the gauge baffle. The vertical bottom 94 of the insulating baffle seat is inserted into the rectangular groove of the rail pad.

[0105] (8) Check the track gauge and track direction, and install the spring bar 5 after confirming that it is suitable, so that the tail 51 of the spring bar falls into the arc groove 63 at the tail of the gauge baffle, and the head 52 of the spring bar is tightly fastened to the installation position 91 of the insulating baffle seat. The upper threaded part 23 of the T-bolt should be lubricated before installation, and a flat washer should be inserted. Tighten the nut with a wrench with controllable torque so that the gap between the lower jaw 54 of the middle head end of the spring bar 5 and the upper surface 92 of the insulating baffle seat should not be greater than 1mm. The reference torque is (100~140)Nm, which should not be too tight or too loose. Then tighten the cap nut 10 with a torque of (200~250)Nm to fix the gauge baffle 6.

[0106] (9) Where height adjustment is required, install the height adjustment pad 8 under the gauge baffle.

[0107] The small-radius curve fastener for existing passenger and freight co-line railways of this embodiment is reasonably designed, simple in structure, and more convenient to install and disassemble, and can solve the problems of small adjustment range and inconvenient maintenance in existing passenger and freight co-line small-radius curve fasteners.

[0108] The above embodiments are only used to illustrate rather than limit the technical solutions of the present invention. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that the present invention can still be modified or replaced by equivalents. Any modification or partial replacement that does not depart from the spirit and scope of the present invention should be included in the scope of the claims of the present invention.

[0109] If words such as "first" and "second" are used in this document to limit components, those skilled in the art should know that the use of "first" and "second" is only for the convenience of describing the present invention and simplifying the description. Unless otherwise stated, the above words have no special meaning.

[0110] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation to the present invention.

[0111] In the description of this utility model, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections, electrical connections; direct connections, indirect connections through an intermediate medium, and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in this utility model based on the specific circumstances.

Claims

1. A small radius curve fastener spike for existing passenger and freight railways, characterized by: The spike is mainly composed of two parts, the upper part is a threaded part, used to fix the gauge baffle; the lower part is a pre-embedded anchor part, embedded in the sleeper; the pre-embedded anchor part is provided with an anti-slip step.

2. The small radius curve fastener spike for existing passenger and freight railway according to claim 1, characterized in that: The threaded portion of the spike is a triangular thread.

3. The small radius curve fastener spike for existing passenger and freight railway according to claim 1, characterized in that: The anti-slip steps are in the form of rectangular planes spaced apart on the surface of the columnar surface of the road spike. The rectangular planes are evenly spaced along the length of the road spike. The anti-slip steps are symmetrical front to back and left to right, and staggered in the length direction.

4. The small radius curve fastener spike for existing passenger and freight railway according to claim 3, characterized in that: The width of the rectangular plane on the spike is 1 / 2 of the spike diameter.

5. The small radius curve fastener spike for existing passenger and freight railway according to claim 1, characterized in that: The spike is provided with a transition section between the threaded portion and the embedded anchoring portion.

6. The small radius curve fastener spike for existing passenger and freight railway according to claim 1 or 5, characterized in that: A spike platform is provided on the top of the pre-embedded anchoring portion of the spike, and the spike platform is flush with the rail-bearing platform when anchored.

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