Low-height transverse constraint type steel rail fastener

Abstract

The utility model belongs to the field of rail fasteners, and discloses a low-height transverse constraint type steel rail fastener, which can greatly avoid the phenomenon of dynamic transverse displacement of a steel rail, can be seamlessly replaced with an original fastener when an old line is transformed, and structurally comprises an inter-sleeper external member and a vibration reduction sheet body, the steel rail, the inter-sleeper sleeve piece, the vibration reduction sheet body and the sleeper are sequentially and adjacently arranged in the rail falling direction, the inter-sleeper sleeve piece comprises a reinforcing sleeve frame and a rail bearing base plate, the reinforcing sleeve frame is arranged on the sleeper and is provided with a constraint hollowed-out part extending in the rail falling direction, the rail bearing base plate is arranged in the constraint hollowed-out part in a sleeved mode, and the steel rail is tightly pressed on the rail bearing base plate through an elastic strip. The rail bearing base plate is vertically arranged on the sleeper in a buffering mode through the adjacent vibration reduction piece bodies, and a pair of constraint type blocking shoulders is formed at the two ends of the reinforcing sleeve frame in the transverse direction of the rail and used for restraining overturning, generated by centrifugal force, of the steel rail.

Description

Technical Field

[0001] This utility model belongs to the field of rail fasteners, specifically relating to a low-height lateral constraint type rail fastener. Background Technology

[0002] Rail fasteners are a commonly used device in rail construction, which uses elastic clips to press the rails tightly onto the sleepers.

[0003] Chinese utility model patent (authorization announcement number: CN202936677U) discloses a split-nested high-elasticity rail fastener. Within the inner cavity of an insulating buffer nesting ring, an embedded lower elastic pad and an embedded lower iron pad are stacked sequentially from bottom to top. The lower iron pad is nested on the insulating buffer nesting ring, and its clamping edge is clamped onto the clamping point of the embedded lower iron pad via the flange of the insulating buffer nesting ring. The embedded lower elastic pad includes a basic elastic pad with a through hole. An elastic post with a height different from the thickness of the basic elastic pad passes through the through hole. This split-nested fastener has a simple and reliable structure, is easy to assemble and disassemble, and has low operating and maintenance costs, making it a commonly used rail fastener.

[0004] However, in practice, it has the following shortcomings: 1. On curved sections of the track, due to the centrifugal force on the train wheels, the insulating buffer nest ring and the embedded sub-iron pad and main iron pad of the fastener will be subjected to uneven lateral forces after long-term service. This force will cause wear and local aging of the insulating buffer nest ring, which in turn leads to more serious unilateral fitting gaps. As a result, the fastener will have increased dynamic lateral displacement due to the aging of the insulating buffer nest ring, which will seriously affect the safety of train operation. 2. The lateral stop end face of the main iron pad of the fastener is low to the insulating buffer nest ring and the embedded sub-iron pad, making it insufficient to resist the overturning moment of the rail under the centrifugal force on the embedded sub-iron pad along the track, which further expands the dynamic lateral displacement of the rail. 3. Because the insulating buffer nest ring and the main iron pad of the fastener are stacked, the rail foundation is high. During the renovation of old track lines, this will affect the safe distance between the pantograph of the running train and the contact wire, making it incompatible. Utility Model Content

[0005] In view of the shortcomings of the existing technology, this utility model provides a low-height lateral constraint type rail fastener, which can greatly avoid the phenomenon of dynamic lateral displacement of the rail, and can be seamlessly replaced with the original fastener during the renovation of old lines.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] A low-height, laterally constrained rail fastener uses a spring clip to press the rail against the center of the sleeper. The direction from the spring clip vertically towards the sleeper is the rail drop direction, and the distance between the two rails is the transverse direction of the track. The fastener is characterized by comprising: a sleeper-rail interlocking assembly and vibration damping plates. The rail, sleeper-rail interlocking assembly, vibration damping plates, and sleeper are arranged adjacent to each other along the rail drop direction. The sleeper-rail interlocking assembly includes a reinforcing frame and a rail-bearing pad. The reinforcing frame is fixed to the sleeper and has a constraint perforation extending along the rail drop direction. The rail-bearing pad is fitted inside the constraint perforation, and the rail is pressed against the rail-bearing pad by the spring clip. The rail-bearing pad is vertically buffered on the sleeper by adjacent vibration damping plates. A pair of constraint-type shoulders are formed at both ends of the reinforcing frame along the transverse direction of the track. These constraint-type shoulders are used to constrain the rail from overturning due to centrifugal force along the transverse direction of the track.

[0008] Preferably, the surface of the rail bearing pad is formed with a spring clip mounting position that cooperates with the spring clip. The spring clip mounting position is formed with a shoulder on the plate. The overall structure formed by the shoulder on the plate and the constraint shoulder is used to constrain the overturning of the rail caused by centrifugal force in the transverse direction of the track. The spring clip mounting position is a solid structure that protrudes in the opposite direction of the rail drop direction and is adjacent to the constraint shoulder in the transverse direction of the track. The constraint shoulder constrains the overturning of the rail caused by centrifugal force by blocking the transverse direction of the spring clip mounting position.

[0009] Preferably, the upper opening of the constraint hollow forms an inwardly extending constraint step, and the bottom of the rail bearing pad extends outward to form a bottom plate step. When the rail bearing pad is fitted inside the constraint hollow, the constraint step and the bottom plate step form a step fit in the vertical direction.

[0010] Preferably, the sleeper-rail inter-assembly kit further includes an insulating, buffering, and wear-resistant frame disposed between the reinforcing sleeve and the rail bearing pad, the insulating, buffering, and wear-resistant frame being used to provide insulation, buffering, and wear resistance between the reinforcing sleeve and the rail bearing pad.

[0011] Preferably, the present invention also includes a rail under-rail shim, which is adjacent to the bottom surface of the rail base and is used to provide cushioning between the rail and the sleeper assembly.

[0012] Preferably, the lower surface of the rail bearing pad is adjacent to the upper surface of the vibration damping plate. Both the upper and lower surfaces of the vibration damping plate are foamed to form multiple buffer bubbles. The vibration damping plate is fitted onto the lower surface of the rail bearing pad and makes buffer contact with the sleeper through the lower buffer bubbles.

[0013] Compared with the prior art, the beneficial effects of this utility model are:

[0014] 1. Because the low-height lateral constraint type rail fastener of this utility model includes a sleeper-rail interlocking kit and a vibration damping plate, and the rail, sleeper-rail interlocking kit, vibration damping plate, and sleeper are arranged adjacent to each other in sequence along the rail drop direction, the sleeper-rail interlocking kit includes a reinforcing sleeve and a rail bearing plate, the reinforcing sleeve is set on the sleeper and has a constraint hollow extending along the rail drop direction, the rail bearing plate is fitted inside the constraint hollow, and the rail is pressed onto the rail bearing plate by a spring clip, the rail bearing plate is vertically buffered on the sleeper by adjacent vibration damping plates, and a pair of constraint-type shoulders are formed at both ends of the reinforcing sleeve along the transverse direction of the track. This invention is designed to constrain the overturning of rails caused by centrifugal force, thereby limiting the further expansion of the dynamic displacement of the rails along the track. Specifically, through the interlocking structure of the sleeper-rail kit, this invention not only strengthens the lateral restraint on the rails and rail bearing pads along the track, thus reinforcing the overturning of the rails, but also ensures that the damping pads only provide a buffering effect in the vertical direction. This prevents the damping pads from being excessively affected by the lateral force of the track and causing local aging. Therefore, this invention can greatly avoid the phenomenon of dynamic lateral displacement of the rails and can seamlessly replace the original fasteners during the renovation of old lines.

[0015] 2. Because the upper opening of the constraint hollow in this utility model forms an inwardly extending constraint step, and the bottom of the rail bearing pad extends outward to form a bottom step, when the rail bearing pad is fitted inside the constraint hollow, the constraint step and the bottom step form a step fit in the vertical direction. Therefore, this utility model effectively positions the rail bearing pad circumferentially by reinforcing the frame, so that the rail bearing pad will not shift laterally due to wheel-rail force on curved sections of the track, thus preventing the vibration damping pad from being subjected to large lateral forces from the track. Attached Figure Description

[0016] Figure 1 This is a schematic diagram illustrating an embodiment of the low-height lateral restraint type rail fastener of this utility model.

[0017] Figure 2 for Figure 1 Exploded view;

[0018] Figure 3 This is a schematic diagram of the reinforced sleeve frame according to an embodiment of the present utility model;

[0019] Figure 4 This is a schematic diagram of an insulating buffer wear-resistant frame according to an embodiment of the present invention;

[0020] Figure 5 This is a schematic diagram of the rail bearing pad according to an embodiment of the present utility model.

[0021] In the diagram: 100, low-height lateral restraint type rail fastener; D1, rail drop direction; D2, track lateral direction; R, rail; S, elastic clip; W, sleeper; 10, rail under-rail pad; 20, sleeper-rail inter-suit; 21, reinforcing sleeve frame; 211, restraint cutout; 211a, restraint step; 212, restraint type shoulder; 22, insulating buffer wear-resistant frame; 221, conformal step; 222, shoulder liner; 23, rail bearing pad; 23a, bottom step of the plate; 231, elastic clip setting position; 231a, shoulder on the plate; 30, vibration damping sheet body; 30a, buffer bubble. Detailed Implementation

[0022] To make the technical means, creative features, objectives and effects of this utility model easier to understand, the following embodiments, in conjunction with the accompanying drawings, specifically illustrate the low-height lateral constraint type rail fastener of this utility model. It should be noted that the description of these embodiments is for the purpose of helping to understand this utility model, but does not constitute a limitation on this utility model.

[0023] In this embodiment, the low-height lateral constraint type rail fastener 100 is installed on the upper surface of the sleeper W. The rail R is pressed onto the low-height lateral constraint type rail fastener 100 by the elastic strip S, so that the rail R is pressed onto the center of the sleeper W. The direction from the vertical direction of the elastic strip S to the sleeper W is taken as the rail dropping direction D1, and the distance direction between the two rails R is taken as the track lateral direction D2. Specifically, there is a pair of elastic strips S, which elastically press the bottom of the rails on both sides of the rail R along the track lateral direction D2. In this embodiment, the pair of elastic strips S do not correspond on the track lateral direction D2.

[0024] like Figure 1 and Figure 2 As shown, the low-height lateral restraint type rail fastener 100 includes a rail pad 10, a sleeper-rail inter-sleeper kit 20, and a vibration damping plate 30.

[0025] The rail R, rail pad 10, sleeper-rail kit 20, vibration damping plate 30, and sleeper W are arranged adjacent to each other along the rail laying direction D1.

[0026] The rail pad 10 is an elastic sheet that is adjacent to the bottom surface of the rail R. The rail pad 10 is used to provide cushioning between the rail R and the sleeper assembly 20.

[0027] The sleeper-rail assembly 20 includes a reinforcing sleeve frame 21, an insulating buffer wear-resistant frame 22, and a rail bearing pad 23.

[0028] like Figure 3 As shown, the reinforcing frame 21 is fixed on the sleeper W and has a constraint cutout 211 and a constraint shoulder 212. Specifically, the reinforcing frame 21 is connected to the sleeper W by bolts.

[0029] The constraint cutout 211 extends along the rail drop direction D1, and the upper opening of the constraint cutout 211 facing the rail R forms a constraint step 211a extending into the constraint cutout 211.

[0030] A pair of constraint-type shoulders 212 are formed at both ends of the reinforcing sleeve 21 along the transverse direction D2 of the track, and the pair of constraint-type shoulders 212 are used to constrain the overturning moment of the rail R caused by centrifugal force along the transverse direction D2 of the track. Specifically, the constraint-type shoulders 212 are formed at the opening of the constraint cutout 211, and the lower end face of the constraint-type shoulders 212 forms a portion of the constraint step 211a.

[0031] like Figure 4 As shown, the insulating buffer wear-resistant frame 22 is made of insulating, elastic and wear-resistant material, and is attached to the inner wall of the constraint cutout 211 of the reinforcing sleeve frame 21. Specifically, the top of the insulating buffer wear-resistant frame 22 has a conforming step 221 and a shoulder liner 222. The conforming step 221 is attached to the inner wall of the constraint step 211a, and the shoulder liner 222 is attached to the inner wall of the constraint shoulder 212. Thus, the insulating buffer wear-resistant frame 22 is completely attached to the inner walls of the constraint cutout 211 and the constraint shoulder 212.

[0032] like Figure 5 As shown, the rail bearing pad 23 is fitted inside the constraint cutout 211 in the opposite direction of the rail dropping direction D1, and the rail R is pressed onto the rail bearing pad 23 by the elastic strip S. Thus, the insulating buffer wear-resistant frame 22 is located between the constraint cutout 211 and the rail bearing pad 23. The insulating buffer wear-resistant frame 22 is used to provide insulation, buffering and wear resistance between the reinforcing sleeve 21 and the rail bearing pad 23 in the circumferential direction. Specifically, the presence of the insulating buffer wear-resistant frame 22 prevents direct friction between the rail bearing pad 23 and the reinforcing sleeve 21.

[0033] The rail bearing pad 23 has a bottom step 23a and a spring bar setting position 231.

[0034] The bottom step 23a is formed by extending outward from the bottom of the support plate 23. When the support plate 23 is fitted inside the constraint hollow 211, the constraint step 211a and the bottom step 23a form a step fit in the vertical direction.

[0035] The spring clip setting position 231 is formed on the upper surface of the rail bearing pad 23 and is used to cooperate with the spring clip S. The spring clip setting position 231 has a plate shoulder 231a formed along the transverse direction D2 of the track. The plate shoulder 231a is used to stop the spring clip S in a corresponding manner along the transverse direction D2 of the track. Specifically, the spring clip setting position 231 is a pair of solid structures that protrude in the opposite direction along the rail drop direction D1, and the pair of spring clip setting positions 231 are adjacent to the constraint shoulder 212 in the transverse direction D2 of the track. So when the rail R flips due to centrifugal force, the constraint shoulder 212 forms a torque opposite to the flipping torque of the rail R by transversely blocking the spring clip setting position 231, thereby constraining the flipping of the rail R caused by centrifugal force along the transverse direction D2 of the track. In this embodiment, the spring clip setting position 231 has a groove that cooperates with the spring clip S, and the inner wall structure that blocks the spring clip S along the transverse direction D2 of the track is the plate shoulder 231a.

[0036] Specifically, during implementation, the reinforcing frame 21 completely covers the insulating buffer wear-resistant frame 22 and the rail bearing pad 23. As a result, the height of the sleeper-rail inter-assembly 20 along the rail drop direction D1 is only the height of the reinforcing frame 21. Therefore, when the old track is modified by the low-height lateral constraint type rail fastener 100 of this embodiment, the height of the rail R along the rail drop direction D1 is no different from the corresponding height of the original fastener. This ensures that it can be seamlessly replaced with the original fastener during the old track modification, thereby saving the cost of old track modification. Moreover, the structure is simple and reliable, easy to disassemble and assemble, and the corresponding usage and maintenance costs are also relatively low.

[0037] The rail bearing pad 23 is vertically buffered on the sleeper W by the damping plate 30 adjacent to the lower surface. The upper and lower surfaces of the damping plate 30 are foamed to form multiple buffer bubbles 30a. The damping plate 30 makes buffer contact with the sleeper W along the rail drop direction D1 through the lower buffer bubble 30a. Specifically, during the implementation process, the reinforcing frame 21 and the rail bearing pad 23 completely cover the damping plate 30.

[0038] The above embodiments are preferred embodiments of this utility model and are not intended to limit the scope of protection of this utility model. Various modifications or variations that can be made by those skilled in the art without creative effort within the scope of the appended claims are still within the scope of protection of this patent.

Claims

1. A low-height, laterally constrained rail fastener, wherein the rail is pressed against the center of the sleeper by a spring clip, the direction from the vertical of the spring clip to the sleeper is taken as the rail dropping direction, and the distance between the two rails is taken as the transverse direction of the track, characterized in that, include: The rail sleeper assembly and vibration damping plate are arranged sequentially adjacent to each other along the rail laying direction. The sleeper-rail assembly includes a reinforcing frame and a rail bearing pad. The reinforcing frame is fixed on the sleeper and has a constraint cutout extending along the rail drop direction. The rail bearing pad is fitted inside the constraint cutout, and the rail is pressed against the rail bearing pad by a spring clip. The rail bearing pad is vertically buffered on the sleeper by adjacent damping pads. A pair of constraint shoulders are formed at both ends of the reinforcing frame along the transverse direction of the track. The constraint shoulders are used to constrain the overturning of the rail caused by centrifugal force along the transverse direction of the track.

2. The low-height lateral restraint type rail fastener according to claim 1, characterized in that: in, The surface of the rail bearing pad has a spring clip mounting position that mates with the spring clip. This spring clip mounting position has a shoulder on the plate. The overall structure formed by the shoulder on the plate and the constraint-type shoulder is used to constrain the overturning of the rail caused by centrifugal force in the transverse direction of the track. The elastic bar setting position is a solid structure that protrudes in the opposite direction of the rail drop direction and is adjacent to the constraint shoulder in the transverse direction of the rail. The constraint shoulder restrains the rail from turning over due to centrifugal force by blocking the elastic bar setting position in the transverse direction.

3. The low-height lateral restraint type rail fastener according to claim 1, characterized in that: in, The upper opening of the constraint hollow forms an inwardly extending constraint step, and the bottom of the rail bearing pad extends outward to form a bottom plate step. When the rail bearing pad is fitted inside the constraint hollow, the constraint step and the bottom plate step form a step fit in the vertical direction.

4. The low-height lateral restraint type rail fastener according to claim 1, characterized in that: in, The sleeper-rail assembly also includes an insulating, buffering, and wear-resistant frame disposed between the reinforcing sleeve and the rail bearing pad, which provides insulation, buffering, and wear resistance between the reinforcing sleeve and the rail bearing pad.

5. The low-height lateral restraint type rail fastener according to claim 1, characterized in that, Also includes: The rail pad, adjacent to the bottom surface of the rail, is used to provide cushioning between the rail and the sleeper assembly.

6. The low-height lateral restraint type rail fastener according to claim 1, characterized in that: in, The lower surface of the rail bearing pad is adjacent to the upper surface of the vibration damping plate. Both the upper and lower surfaces of the vibration damping plate are formed with multiple buffer bubbles through foaming treatment. The vibration damping plate is fitted onto the lower surface of the rail bearing pad, and the vibration damping plate makes buffer contact with the sleeper through the lower buffer bubble.

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