Elastic non-split fastener for urban railway

Abstract

The utility model relates to an elastic non-split fastener for urban railways, which comprises a screw spike, an elastic strip, an insulating gauge block, a gauge apron, an iron backing plate and a pre-embedded sleeve, the pre-embedded sleeve is arranged at the bottom of the iron backing plate, a steel rail is borne on the iron backing plate, and a rail lower backing plate is arranged between the steel rail and the iron backing plate. An insulating gauge block is arranged on the side face of the steel rail, a gauge baffle is arranged on the outer side of the insulating gauge block, a screw spike is connected with an embedded sleeve, the two sides of an elastic strip are pressed on the insulating gauge block and the gauge baffle respectively, and an elastic cushion plate is arranged below an iron cushion plate. The utility model has the advantages that: 1) the horizontal adjustment amount and the height adjustment amount are increased, so that the device can adapt to the working conditions of small radius and large settlement; the method has the advantages of being simple in structure, convenient to operate, capable of reducing fine adjustment cost, achieving overall improvement of stress performance of the fastener, solving the problem of electrochemical corrosion existing in a small-resistance stainless steel base plate, and meanwhile being capable of meeting three kinds of steel rail longitudinal resistance by optimizing configuration of the elastic strips and the base plate.

Description

Technical Field

[0001] This utility model relates to the field of rail transit engineering technology, specifically to a flexible non-separable fastener for urban railways. Background Technology

[0002] With economic and social development, some cities have undertaken the construction of urban (suburban) railways to serve commuter traffic and meet the demand for convenient and fast travel. The WJ-8 type fastening system is a ballastless track fastening system developed in 2006 to adapt to the laying of existing shoulder-supported ballastless tracks and meet the technical requirements of passenger dedicated line fastening systems. Operating routes include the Shanghai-Hangzhou Railway, Chengdu-Pujiang Railway, Chengdu-Guiyang Railway, Shanghai-Kunming High-Speed ​​Railway, and Chengdu-Chongqing High-Speed ​​Railway. The Shanghai Municipal Airport Railway's fastening sleeper design scheme all adopts the WJ-8 type fastener and matching double-block sleepers.

[0003] However, Shanghai's suburban railways have certain characteristics that differ from high-speed railways. Suburban railways in Shanghai have numerous small-radius curves and a higher risk of settlement in shield tunnels, placing demands on the lateral force resistance, fine-tuning performance, and economic efficiency of fasteners and sleepers. Furthermore, the elevated bridge sections of Shanghai's suburban railways extensively use low-resistance fasteners, while existing stainless steel rubber vulcanized rail pads are prone to electrolytic corrosion, leading to rust and affecting the longitudinal resistance of the rails. Summary of the Invention

[0004] The purpose of this utility model is to address the shortcomings of the existing technology by providing a flexible, non-separable fastener for urban railways. By optimizing the fastener structure, the fastener's height and gauge adjustment capabilities are improved, the cost of fine-tuning the fastener is reduced, and the fastener and sleeper in small-radius working conditions have good resistance to lateral forces. At the same time, a low-resistance pad with better performance and more economical is proposed.

[0005] The objective of this utility model is achieved through the following technical solution:

[0006] A flexible, non-separable fastener for urban railways, used to install rails onto a track bed, is characterized by comprising a spiral rail spike, a spring clip, an insulated gauge block, a gauge baffle, a track pad, and a pre-embedded sleeve. The pre-embedded sleeve is positioned at the bottom of the track pad, the rail rests on the track pad, and a rail underplate is positioned between them. An insulated gauge block is positioned on the side of the rail, and a gauge baffle is positioned outside the insulated gauge block. The spiral rail spike connects to the pre-embedded sleeve and presses both sides of the spring clip tightly against the insulated gauge block and the gauge baffle, respectively. An elastic pad is positioned below the track pad.

[0007] A height adjustment pad is provided under the rail. The height adjustment pad includes one or more of the following: a fine-adjustment pad, a type I height adjustment pad under the iron pad, and a type II height adjustment pad under the iron pad. The fine-adjustment pad is disposed between the rail pad and the iron pad. The type I height adjustment pad under the iron pad is disposed between the elastic pad and the rail bearing surface of the track slab, or between the elastic pad and the type II height adjustment pad under the iron pad.

[0008] The cartridge uses either a W1 type cartridge or an X2 type cartridge.

[0009] The track pad includes a rubber pad or a glass fiber reinforced polyamide 66 anti-friction pad.

[0010] Gauge baffles include gauge baffles for non-rail joints and gauge baffles for rail joints.

[0011] The insulating gauge blocks include insulating gauge blocks for non-rail joints and insulating gauge blocks for rail joints.

[0012] The advantages of this utility model are:

[0013] 1) The horizontal and vertical adjustment ranges have been increased, which can adapt to working conditions with small radius and large settlement.

[0014] 2) By adjusting the numbers and configuration ratios of gauge blocks and gauge baffles, and by increasing the number of height adjustment pads, the cost of fine-tuning was reduced.

[0015] 3) By strengthening components such as gauge baffles, gauge blocks, and iron pads, the overall stress performance of fasteners is improved.

[0016] 4) The electrochemical corrosion problem of low-resistance stainless steel pads was solved by optimizing the material of the low-resistance pads. At the same time, the configuration of the spring clips and pads can meet the longitudinal resistance of three types of rails by optimizing the configuration of the spring clips and pads.

[0017] 5) The urban rail fastener is suitable for laying ballastless track beds with shoulder support structure for 60kg / m rails in urban rail systems. The maximum axle load of the trains in operation is 17t, and the maximum design speed is 160 km / h. It can cope with the characteristics of large settlement risk of shield tunnels in soft soil areas of Shanghai and low pier stiffness of bridge design. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the cross-sectional structure of the present invention;

[0019] Figure 2 This is a top view of the present invention. Detailed Implementation

[0020] The features of this utility model and other related features will be further described in detail below with reference to the accompanying drawings and embodiments, so as to facilitate the understanding of those skilled in the art:

[0021] like Figure 1-2 As shown in the figure, the labels represent: 1. Spiral rail spike, 2. Elastic strip, 3. Insulated gauge block, 4. Gauge baffle, 5. Rail pad, 6. Iron pad, 7. Elastic pad, 8. Embedded sleeve, 9. Flat washer, 10. Height adjustment pad, 11.

[0022] Example: Figure 1 and Figure 2 As shown, the flexible non-separable fastener used in this embodiment for urban railways includes a spiral track spike 1, a spring strip 2, an insulated gauge block 3, a gauge baffle 4, a steel pad 6, and a pre-embedded sleeve 8.

[0023] The embedded sleeve 8 is located at the bottom of the iron pad 6 and extends into the track bed. The rail is supported on the iron pad 6, and a rail underplate 5 is provided between the two. An insulating gauge block 3 is provided on the side of the rail, and a gauge baffle 4 is provided on the outside of the insulating gauge block 3. The spiral spike 1 is connected to the embedded sleeve 8 and presses the two sides of the elastic strip 2 onto the insulating gauge block 3 and the gauge baffle 4 respectively. An elastic pad 7 is provided below the iron pad 6, and a flat washer 9 is provided between the spiral spike 1 and the elastic strip 2.

[0024] In this embodiment, the spring clip 2 is divided into two types: W1 and X2. The W1 type is used in general sections and sections with low resistance of 6kN, while the X2 type is used in sections with low resistance of 4kN. The choice of spring clip is determined based on the specific line conditions and the resistance requirements of the seamless line.

[0025] In this embodiment, the rail pad 5 is divided into two types: rubber pad and anti-friction pad. Rubber pads are used in sections with a normal resistance of 9kN, while anti-friction pads are used in sections with low resistance of 6kN and 4kN. The type of rail pad is selected based on the specific track conditions and the required longitudinal resistance. During normal height adjustment, the rail pads are available in five thicknesses: 2, 3, 4, 5, and 6mm. The 6mm thickness is used during normal installation, with different thicknesses selected based on the rail height adjustment.

[0026] Furthermore, to adapt to the needs of different sections, the elastic clip 2 and the rail pad 5 are compatible, meaning that different combinations can meet the track requirements of different sections. In general sections, a W1 type elastic clip and rubber pad are used for 9kN (per set of fasteners); in low-resistance sections, a W1 type elastic clip and anti-friction pad are used for 6kN (per set of fasteners); and in low-resistance sections, an X2 type elastic clip and anti-friction pad are used for 4kN (per set of fasteners).

[0027] In this embodiment, the gauge baffle 4 is divided into two types: gauge baffle for non-rail joints and gauge baffle for rail joints. Each type of gauge baffle is further divided into three sizes: No. 3, No. 7, and No. 11. No. 7 is normally installed. The baffle can be interchanged depending on the left-right position of the rail.

[0028] In this embodiment, the insulating gauge blocks are divided into two types: those for non-rail joints and those for rail joints. Each type of insulating gauge block is further divided into nine models: No. 5, No. 6, No. 7, No. 8, No. 9, No. 10, No. 11, No. 12, and No. 13. No. 9 is normally installed. The type can be changed according to the left-right position adjustment of the rail.

[0029] In this embodiment, the spiral rail spike 1 is available in three specifications: 220mm, 235mm, and 252mm. The 220mm type is used during normal installation or when the rail height adjustment is no more than 15mm. The 235mm type is used when the rail height adjustment is greater than 15mm but not more than 26mm. The 252mm type is used when the rail height adjustment is greater than 26mm but not more than 40mm.

[0030] In this embodiment, the height adjustment pads are divided into three types: rail under-rail fine-tuning pads, type I height adjustment pads under iron pads (height adjustment pad 10), and type II height adjustment pads under iron pads (height adjustment pad 11). The rail under-rail fine-tuning pads are placed between the rail under-rail pads and the iron pads, and come in three thicknesses: 1mm, 2mm, and 5mm. Type I height adjustment pads under iron pads are placed between the elastic pad under the iron pad and the rail bearing surface or between type II height adjustment pads under iron pads, and come in two thicknesses: 10mm and 20mm. They consist of two pieces and should be used in pairs. Type II height adjustment pads under iron pads are placed between type I height adjustment pads under iron pads and the rail bearing surface, and also consist of two pieces and should be used in pairs. When type I and type II height adjustment pads under iron pads are used simultaneously, ensure that type I is placed on top of type II.

[0031] This embodiment includes the following construction steps during construction:

[0032] 1. Installation of pre-embedded sleeves:

[0033] When manufacturing concrete sleepers or track slabs, the pre-embedded position of the sleeves must be strictly guaranteed; the top surface of the pre-embedded sleeves should be 0-1mm lower than the rail bearing surface of the sleeper or track slab. After the pre-embedded sleeves are installed, if they are not pre-assembled at the sleeper factory, they should be covered with plastic (or other materials) covers to prevent rainwater and mud from entering.

[0034] 2. Fastener assembly sequence:

[0035] (1) Remove mud and dirt from the sleeper or track slab bearing surface, remove the plastic (or other material) cover of the pre-embedded sleeve, remove impurities and water accumulation in the sleeve, and inject about 17g of railway special protective grease into the sleeve.

[0036] (2) Lay an elastic pad under the iron pad in the middle of the rail support platform, and the center of its hole should be aligned with the center of the pre-embedded sleeve hole;

[0037] (3) Place the iron pad so that the center of its bolt hole is aligned with the center of the pre-embedded sleeve hole;

[0038] (4) Place a 6mm thick rail pad in the middle of the rail groove of the iron pad (the type of rail pad shall be determined according to the design requirements of the line resistance).

[0039] (5) Install No. 7 gauge baffle. The arc protrusion of the gauge baffle should be placed in the groove of the bottom foot of the sleeper or track slab support platform; the inclined surface and the two front support points of the gauge baffle should be in close contact with the shoulder and the support surface of the sleeper or track slab respectively.

[0040] (6) Laying steel rails;

[0041] (7) Install No. 9 insulated gauge blocks;

[0042] (8) Install the spring clip, put the flat washer on the spiral rail spike and screw it into the pre-embedded sleeve, and tighten the spring clip. The spring clip is tightened so that the lower jaw of the front end of the spring clip just contacts the insulating gauge block, and the gap is no more than 0.5mm. At this time, the tightening torque is approximately: W1 type spring clip: 160 N·m; X2 type spring clip: 110 N·m;

[0043] Installation Recommendations: Before large-scale installation on-site, it is recommended to conduct trial installations at 10 nodes to determine the actual installation torque required to install the spring clip in place. Then, use the average of these actual installation torques for large-scale installation. A wrench or tool with controllable torque should be used.

[0044] (9) Check the gauge and direction. If there is any inappropriateness, adjust the gauge block or gauge baffle according to the left and right position adjustment configuration table. If the adjustment is within ±4mm, replace the gauge block with a different specification. If the adjustment is greater than ±4mm, replace the gauge baffle with a different specification.

[0045] 3. Adjustment of rail height

[0046] Select the appropriate shims according to the requirements in the rail height adjustment shim configuration table, based on the specific circumstances of the rail height adjustment. Fine-tuning shims under the rail must not be placed on the rail under-rail shims; the total thickness must not exceed 6mm, and the number must not exceed two pieces, with the thinner shim placed underneath.

[0047] 4. Adjusting the left and right position of the rails

[0048] The lateral adjustment range for the rails is ±8mm. Based on the lateral adjustment, replace the insulated gauge blocks or gauge baffles according to the requirements in the rail configuration table. The specifications for the insulated gauge blocks and gauge baffles in the configuration table are for standard conditions. When using No. 7 joint gauge baffles, when replacing with different models of joint insulated gauge blocks, adjust the position of the spring clip to ensure it is properly engaged with the joint insulated gauge block. If, due to manufacturing deviations of various components, the installation of the specified number of insulated gauge blocks or gauge baffles does not meet the gauge requirements, they can be replaced as needed.

[0049] 5. During the initial operation period (generally 2-3 months), the torque of the spiral rail spikes should be checked and retightened.

[0050] In the specific implementation of this embodiment:

[0051] (1) By adjusting the model and ratio of gauge baffles and gauge blocks, the horizontal adjustment range of fasteners can be increased and the fine-tuning cost can be reduced:

[0052] ① The number of track gauge baffle models has been reduced from 5 to 3;

[0053] ② The number of gauge block models has been increased from 5 to 9.

[0054] (2) Increase the height adjustment capability of fasteners:

[0055] Under normal working conditions, the height and low position adjustment method uses rail pads of different thicknesses, rail fine-tuning pads, type I iron pad height adjustment pads, and type II iron pad height adjustment pads to adjust the height and low position of the rails.

[0056] (3) Improve the load-bearing capacity of fasteners:

[0057] ① The gauge baffle increases the thickness of the elastic bar limiting groove and the thickness of the support point;

[0058] ② Optimize the length of the gauge block lugs to increase the lateral force resistance of the insulated gauge blocks;

[0059] ③ Based on the optimization of the insulated gauge block, clearance grooves are added to both sides of the under-rail pad.

[0060] (4) Optimization of the material of the low-resistance pad under the rail and the longitudinal resistance configuration of the fasteners:

[0061] ① The rubber + stainless steel plate has the problem of potential difference corrosion caused by the electric current of the rail, which will cause the stainless steel plate to rust and lose its low resistance performance. Therefore, the material of the low resistance pad is optimized: rubber + stainless steel plate → Nylon PA66 (glass fiber reinforced polyamide 66).

[0062] ② For lines with different longitudinal resistance requirements of rails, different elastic clips and rail pads are configured to achieve three types of longitudinal resistance.

[0063] Although the above embodiments have described the concept and embodiments of the present invention in detail with reference to the accompanying drawings, those skilled in the art will recognize that various improvements and modifications can still be made to the present invention without departing from the scope of the claims, and therefore will not be elaborated here.

Claims

1. A flexible, non-separating fastener for urban railways, used to install rails onto a track bed, characterized in that: The system includes a spiral rail spike, a spring clip, an insulated gauge block, a gauge baffle, a base plate, and a pre-embedded sleeve. The pre-embedded sleeve is located at the bottom of the base plate. The rail is supported on the base plate, and a rail underplate is placed between them. An insulated gauge block is placed on the side of the rail, and a gauge baffle is placed outside the insulated gauge block. The spiral rail spike is connected to the pre-embedded sleeve and presses both sides of the spring clip against the insulated gauge block and the gauge baffle, respectively. An elastic pad is placed below the base plate.

2. The flexible non-separable fastener for urban rail transit according to claim 1, characterized in that: A height adjustment pad is provided under the rail. The height adjustment pad includes one or more of the following: a fine-adjustment pad, a type I height adjustment pad under the iron pad, and a type II height adjustment pad under the iron pad. The fine-adjustment pad is disposed between the rail pad and the iron pad. The type I height adjustment pad under the iron pad is disposed between the elastic pad and the rail bearing surface of the track slab, or between the elastic pad and the type II height adjustment pad under the iron pad.

3. The flexible non-separable fastener for urban railways according to claim 1, characterized in that: The cartridge uses either a W1 type cartridge or an X2 type cartridge.

4. A flexible, non-separable fastener for urban rail transit according to claim 1, characterized in that: The track pad includes a rubber pad or a glass fiber reinforced polyamide 66 anti-friction pad.

5. A flexible, non-separable fastener for urban rail transit according to claim 1, characterized in that: Gauge baffles include gauge baffles for non-rail joints and gauge baffles for rail joints.

6. A flexible, non-separable fastener for urban rail transit according to claim 1, characterized in that: The insulating gauge blocks include insulating gauge blocks for non-rail joints and insulating gauge blocks for rail joints.

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