A shoulderless track fastening system resistant to lateral loads

Abstract

This utility model relates to a shoulderless rail fastening system for resisting lateral loads, comprising: T-bolts that use elastic clips to fix the rail with pre-tightening force; an insulated gauge block that interlocks with the rail; anchor bolts, in conjunction with heavy-duty spring washers, passing through an iron pad plate and securely connected to a pre-embedded sleeve; and an adjusting block installed at the position of the anchor bolts for lateral adjustment. The adjusting block is pressed onto the iron pad plate through an elongated hole, with the lower structure of the adjusting block fitting into the elongated hole of the iron pad plate. The thickness of the lower structure of the adjusting block is less than the thickness of the iron pad plate, and the bottom surface of the adjusting block does not contact the surface below. The adjusting block only presses against the iron pad plate vertically and only transfers the load to the anchor bolts laterally. The elastic pad plate has alternating grooves on its upper and lower surfaces, and the bottom of the iron pad plate has a groove. This utility model improves the fastener's resistance to lateral loads, increases its torsional stiffness, increases its lateral adjustment capability, increases the natural frequency of the elastic clip, reduces the lateral dimensions of the fastener, and reduces the space occupied by the rail.

Description

Technical Field

[0001] This utility model relates to the field of rail transit technology, and in particular to a shoulderless rail fastening system that resists lateral loads. Background Technology

[0002] With the acceleration of urbanization in my country, suburban railways have developed rapidly. Although my country has a relatively mature fastening technology system in the fields of high-speed railways, passenger and freight railways, and urban rail transit, the existing fastening systems still have significant adaptability issues in meeting the specific engineering and operational needs of suburban railways and urban rail transit.

[0003] Compared to high-speed railways and passenger / freight railways, the main problems in the design of fastener systems for suburban railways and urban rail transit include:

[0004] (1) Traditional urban rail fasteners have low applicable speeds and are prone to frequent defects after long-term service, which cannot meet the needs of high-speed operation and urgently need system upgrades. Although high-speed railway fasteners can meet the speed and load-bearing requirements of urban (suburban) railways and urban rail, urban (suburban) railways or urban rail are mostly small-radius curve sections. Existing fasteners are difficult to effectively resist excessive lateral forces and cannot meet lateral stability requirements. Ballastless track fasteners mainly include WJ-7 and WJ-8 fasteners. The lateral adjustment of WJ-7 fasteners is ±6mm and that of WJ-8 fasteners is ±5mm. Neither can meet the larger adjustment requirements of small-radius curve sections of urban (suburban) railways. Fasteners and key components need to be improved.

[0005] (2) The natural frequency of the elastic clips of WJ-7 and WJ-8 type fasteners is between 650Hz and 740Hz, which is similar to the excitation frequency of the urban (suburban) railway site. There is a risk of resonance fracture, so the natural frequency of the elastic clips needs to be increased.

[0006] (3) The WJ-8 type fastener is a shoulder fastener. When using it, it is necessary to install sleeper shoulders. The lateral dimension of the track is large, which increases the construction cost of infrastructure such as tunnels and the impact on the surrounding building structure. Therefore, it is necessary to design a shoulderless fastener system suitable for urban (suburban) railways based on the WJ-7 type fastener to reduce the lateral dimension of the track and achieve the purpose of saving construction costs and reducing impact. Utility Model Content

[0007] To address the shortcomings of existing technologies, this utility model optimizes the design of the existing WJ-7 type fastener for high-speed railway ballastless track, improving the fastener's resistance to lateral loads, increasing its torsional stiffness, enhancing its lateral adjustment capability, increasing the natural frequency of the elastic clip, reducing its lateral dimensions, and minimizing the space occupied by the track.

[0008] To achieve the above objectives, the technical solution adopted by this utility model includes:

[0009] A shoulderless rail fastening system resistant to lateral loads includes a steel pad, anchor bolts, T-bolts, elastic strips disposed on the steel pad, and an insulated gauge block. The steel pad is fixed to the rail bearing surface by the anchor bolts. Its characteristic is that:

[0010] The iron pad is provided with a first pair of round holes and a second pair of round holes, and the first pair of round holes and the second pair of round holes are respectively symmetrically arranged.

[0011] The T-bolt uses a spring clip to fix the rail with preload. The T-bolt passes through the spring clip and engages with the first round hole to tighten the spring clip. One end of the spring clip acts on the support groove of the iron pad, and the other end acts on the insulating gauge block. The insulating gauge block is interlocked with the rail.

[0012] The anchor bolts, in conjunction with heavy-duty spring washers, penetrate the iron pad and are securely connected to the pre-embedded sleeve. Adjustment blocks are installed at the position of the anchor bolts for lateral adjustment.

[0013] The adjusting block is pressed onto the iron pad through the second circular hole of the iron pad. The adjusting block includes an upper structure and a lower structure. The lower structure of the adjusting block fits into the second circular hole of the iron pad. The thickness of the lower structure of the adjusting block is less than the thickness of the iron pad. The bottom surface of the adjusting block does not contact the surface below. The adjusting block only presses onto the iron pad vertically and only transmits the load to the anchor bolt laterally.

[0014] The rail-lowering height adjustment pad is placed between the elastic pad and the iron pad, and the iron pad-lowering height adjustment pad is placed between the iron pad and the insulating buffer pad.

[0015] The elastic pad has grooves alternately arranged on its upper and lower surfaces, and the iron pad has a groove at its bottom.

[0016] The first pair of round holes is a plum blossom hole, and the second pair of round holes is an oblong hole.

[0017] Furthermore, the number of grooves on the upper part of the elastic pad is less than the number of grooves on the lower part of the elastic pad. The elastic pad has recessed steps on both sides and concave grooves on both sides, which cooperate with the iron pad for installation and positioning.

[0018] Furthermore, the elastic pad includes a first elastic pad and a second elastic pad. The first elastic pad is selected in a first environment, and the second elastic pad is selected in a second environment. The first environment is a curved section with a radius of less than 800m, and the second environment is a curved section with a radius of greater than or equal to 800m.

[0019] Furthermore, the groove of the iron pad is centered on the plum blossom hole of the iron pad and is opened in the same direction as the rail.

[0020] Furthermore, the adjusting block has grooves on both sides and a through hole in the middle. The anchor bolt is fixed through the through hole in the middle of the adjusting block. The upper structure of the adjusting block is an octagonal prism-shaped brim structure, and the lower structure of the adjusting block is a long cylinder.

[0021] Furthermore, different specifications of anchor bolts are selected based on the adjustment amount of the lowering of the iron pad.

[0022] Furthermore, the insulating gauge block has a wedge-shaped structure, which is nested on both sides of the rail, and the rail is adjusted laterally by setting the width of the insulating gauge block.

[0023] Furthermore, the adjusting block mates with the elongated hole of the iron pad, and different sizes of adjusting blocks are selected to match the elongated hole sizes of different iron pads to adjust the lateral adjustment amount.

[0024] The beneficial effects of this utility model are as follows:

[0025] This utility model optimizes the existing WJ-7 type fastener for high-speed railway ballastless track based on the operating conditions and line conditions of urban (suburban) railways and urban rail transit. It improves the fastener's resistance to lateral loads by installing adjustment blocks at the elongated holes in the iron pads. The lateral adjustment capability of the fastener is increased by adapting the insulated gauge blocks to the elongated holes in the iron pads. Elastic pads with different static stiffnesses are selected and grooved to increase the torsional stiffness of the fastener and enhance its anti-overturning capability. While maintaining the same interface dimensions, the original W1 type elastic clip is structurally optimized to increase its natural frequency. The design of various components reduces the lateral dimensions of the fastener, minimizing the empty space occupied by the track and reducing the construction costs of tunnels and other infrastructure, as well as the impact on surrounding building structures. This utility model also optimizes the iron pad structure by eliminating the limiting boss on the iron pad's rail bearing surface, avoiding the risk of rail breakage due to the absence of elastic pads on site. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments of this application will be briefly introduced below.

[0027] Figure 1 This is a schematic diagram of the structure of this utility model;

[0028] Figure 2 This is a schematic diagram of the structure of the elastic pad of this utility model;

[0029] Figure 3 This is a schematic diagram of the structure of the T-bolt of this utility model;

[0030] Figure 4 This is a schematic diagram of the structure of the iron pad of this utility model;

[0031] Figure 5 is a schematic diagram of the structure of the adjustable block of this utility model;

[0032] Figure 6 is a structural schematic diagram of the insulating gauge block of this utility model;

[0033] Figure 7 shows the variation of the inherent frequency of the spring bar of this utility model.

[0034] Explanation of the attached drawing numbers: 1-T-bolt, 2-nut, 3-flat washer, 4-elastic strip, 5-insulated gauge block, 6-iron pad, 7-adjusting block, 8-insulated buffer pad, 9-elastic pad, 10-anchor bolt, 11-heavy spring washer, 12-embedded sleeve, 13-rail height adjustment pad, 14-iron pad height adjustment pad, 15-rail. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below in conjunction with specific embodiments and corresponding drawings. It should be understood that the described embodiments are only some embodiments of this application, not all embodiments, and these embodiments are only used to illustrate this application and not to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0036] like Figure 1 As shown, this utility model embodiment discloses a shoulderless track fastening system that resists lateral loads, including an iron pad 6, anchor bolts 10, T-bolts 1, elastic strips 4 and insulating gauge blocks 5 provided on the iron pad, and the iron pad 6 is fixed to the rail bearing surface by the anchor bolts 10.

[0037] The iron pad 6 is provided with a first pair of round holes and a second pair of round holes. The first pair of round holes and the second pair of round holes are respectively symmetrically arranged. The first pair of round holes is a plum blossom hole, and the second pair of round holes is an oblong hole.

[0038] T-bolt 1, through pre-tightening force, uses spring clip 4 to fix rail 15. T-bolt 1 passes through spring clip 4 and, together with nut 2 and flat washer 3, is screwed into the threaded hole of iron pad 6. One end of spring clip 4 acts within the support groove of iron pad 6, and the other end acts on insulating gauge block 5, which interlocks with rail 15. Anchor bolt 10, with heavy-duty spring washer 11, passes through iron pad 6 and is securely connected to embedded sleeve 12. Adjusting block 7 is installed at the position of anchor bolt 10 for lateral adjustment. Adjusting block 7 is pressed onto iron pad 6 through the elongated hole of iron pad 6. The adjusting block 7 includes an upper structure and a lower structure. The lower structure of the adjusting block 7 fits into the elongated hole of the iron pad 6. The thickness of the lower structure of the adjusting block 7 is less than the thickness of the iron pad. The bottom surface of the adjusting block 7 does not contact the lower part. The adjusting block 7 only clamps the iron pad 6 vertically and only transmits the load to the anchor bolt 10 laterally. The rail lower adjusting pad 13 is placed between the elastic pad 9 and the iron pad 6. The iron pad lower adjusting pad 14 is placed between the iron pad 6 and the insulating buffer pad 8. The upper and lower surfaces of the elastic pad 9 are alternately provided with grooves, and the bottom of the iron pad 6 is provided with a groove.

[0039] As shown in Figure 2, this embodiment provides a structural schematic diagram of an elastic pad 9. The number of grooves on the upper part of the elastic pad is less than the number of grooves on the lower part. The elastic pad has recessed steps on both sides and concave grooves on both sides, which cooperate with the iron pad for installation positioning. Specifically, the elastic pad has 3mm recessed steps on both sides to prevent the edge of the rail base from cutting the surface of the rubber pad during field use; the concave grooves on both sides cooperate with the iron pad to position the elastic pad in place. Before optimization, the elastic pad had 7 grooves on the upper part and 6 on the lower part; after optimization, it has been changed to 6 on the upper part and 7 on the lower part. This increases the anti-tipping capacity of the fastener while maintaining the same rigidity of the elastic pad.

[0040] This embodiment also provides the selection of elastic pads with different stiffnesses in different environments. Specifically, a first elastic pad and a second elastic pad are provided. The static stiffness of the first elastic pad is 30-40 kN / mm, and the static stiffness of the second elastic pad is 20-30 kN / mm. The thickness of both elastic pads is 14mm. The two types of pads have the same external structure, which facilitates interchangeability. The first elastic pad is selected in the first environment, and the second elastic pad is selected in the second environment. The first environment is a curved section with a radius of less than 800m, and the second environment is a curved section with a radius of greater than or equal to 800m.

[0041] As shown in Figure 3, this embodiment provides a structural schematic diagram of a T-bolt 1. The T-bolt mates with the star-shaped holes of the iron plate to fasten the spring clip. After the T-bolt head is vertically inserted along the star-shaped holes and rotated 90 degrees, it engages with the limiting holes of the iron plate to fix the T-bolt. The optimized aspects of the T-bolt are the bolt shank diameter and the T-head thickness. The bolt shank diameter is increased from 22mm to 24mm, and the T-head thickness is increased from 6mm to 8mm. The optimized T-bolt has higher tensile strength. When the T-bolt head is subjected to eccentric loading, the maximum stress of the original T-bolt is 202MPa, which is prone to fracture under fatigue load. The maximum stress of the optimized T-bolt is reduced to 158MPa, a reduction of 21.8%, avoiding bolt head fracture due to abnormal stress during field use.

[0042] As shown in Figure 4, this embodiment provides a structural schematic diagram of an iron pad 6. The iron pad includes an oblong hole and a star-shaped hole. The T-bolt is used to fasten the elastic bar by limiting the fit between the T-bolt and the star-shaped hole of the iron pad. The groove of the iron pad is opened in the same direction as the rail with the star-shaped hole of the iron pad as the center. The iron pad does not have a limiting boss. The iron pad includes an angled rail bottom slope and a flat slope. Different iron pads are selected for different environments. Specifically, the bottom of the iron pad is designed with a groove for drainage, which improves the insulation performance of the fasteners and avoids the problem of T-bolts being difficult to disassemble due to impurities falling into the bolt holes; the size of the rear support seat of the elastic clip on the iron pad is optimized to avoid excessive contact stress caused by the inner arc of the iron pad support seat contacting the middle leg of the elastic clip during installation, which could lead to the elastic clip breaking; the limiting method of the elastic pad is changed, and the limiting boss on the rail bearing surface of the iron pad is eliminated to avoid the risk of rail breakage due to the absence of elastic pads on site; two types of iron pads are designed, one with a 1:40 rail bottom slope and the other with a flat slope, which can be matched with different types of rail foundations.

[0043] As shown in Figure 5, this embodiment provides a structural schematic diagram of an adjusting block 7. The adjusting block has grooves on both sides and a through hole in its center. The anchor bolt is fixed through the through hole in the center of the adjusting block. The upper structure of the adjusting block is an octagonal prism-shaped cap structure, and the lower structure is an elongated cylinder. Specifically, the adjusting block can be divided into four specifications: No. 0, No. 3, No. 6, and No. 9, based on the bolt hole eccentricity. For standard gauge rails, No. 0 is used on both the inner and outer sides of the rail. The adjusting block is made of QT450-10 material. The bottom of the adjusting block is designed as an elongated oval, embedded in the elongated oval hole of the iron pad, to improve the lateral load-bearing capacity of the fastener. The upper part of the adjusting block has a 10 mm thick octagonal cap to fix the iron pad and ensure the stability of the fastener. Two small grooves are provided on both sides of the adjusting block for easy disassembly using tools such as screwdrivers and pry bars. This utility model employs a tight fit between the adjusting block and the elongated hole in the iron pad. Lateral loads are transmitted via the iron pad, the adjusting block, and the anchor bolts. The upper part of the adjusting block is designed as an octagonal prism to clamp the iron pad, creating friction between the iron pad and the rail bearing surface. The lower part of the adjusting block is designed as an elongated cylinder with dimensions approximately the same as the elongated hole in the iron pad, ensuring a tight fit. The through hole in the middle of the adjusting block engages with the anchor bolts, allowing lateral loads to be transmitted along the rail, gauge block, iron pad, and adjusting block to the anchor bolts. Furthermore, the lower part of the adjusting block is 14mm thick, 15mm thinner than the iron pad, preventing the bottom surface of the adjusting block from contacting the surface below. This decouples the lateral and vertical load paths of the adjusting block, effectively clamping only the iron pad vertically and transmitting only the load to the bolts laterally.

[0044] Preferably, the shear resistance of the anchor bolt itself can bear an additional portion of the lateral load in this invention. The steel strength of the anchor bolt in this invention is grade 5.8, and its yield strength is 400MPa. Under the condition that a single bolt bears both tensile and shear stress, it can bear an additional lateral load of 26.7kN.

[0045] The original WJ-7 type fastener had a 9mm gap between the oblong hole in the iron pad and the bolt, which served as space for lateral adjustment of the rail. At this time, the lateral load was entirely borne by the friction between the buffer pad under the iron pad and the rail bearing surface. The calculation formula is as follows:

[0046]

[0047] Where Ff is the frictional force between the buffer pad and the rail bearing surface, T is the bolt tightening torque, K is the tightening coefficient, D is the nominal diameter of the bolt thread, and μ is the friction coefficient between the buffer pad and the rail bearing surface. When the bolt tightening torque is 350 N·m, the tightening coefficient is 0.18, the nominal thread diameter is 30 mm, and the friction coefficient is 0.4, the lateral load resistance of the original WJ-7 type fastener is calculated to be 51.9 kN using the above formula.

[0048] Therefore, the lateral load resistance of this utility model is increased by the additional portion that the bolts can bear in addition to the existing friction force. The total lateral load that can be borne is 51.9 + 26.7 × 2 = 105.3 kN, which is 102.9% greater than the original WJ-7 type fastener. It can meet the needs of higher wheel-rail lateral loads in small-radius curve sections of urban rail transit and suburban railways.

[0049] This embodiment presents an optimized anchor bolt design. Based on the adjustment amount of the rail height adjustment (i.e., the rail elevation adjustment), two length specifications, B2-Ⅰ and B2-Ⅱ, are designed for the anchor bolts. When the rail elevation adjustment is -4 mm to +15 mm, type B2-Ⅰ anchor bolts are used; when the adjustment is +16 mm to +26 mm, type B2-Ⅱ anchor bolts are used. Simultaneously, the strength of the anchor bolts is improved by changing the material from Q235 to alloy steel or cold-headed steel. When the friction between the rail pad and the bearing surface is insufficient, the bolt's shear strength can withstand the lateral force between the wheel and rail, increasing the fastener's lateral load resistance on small-radius curves.

[0050] As shown in Figure 6, this embodiment provides a structural schematic diagram of an insulated gauge block 5. The insulated gauge block has a wedge-shaped structure and is nested on both sides of the rail. By setting the width d of the insulated gauge block, the rail can be adjusted laterally. Before the optimization of this structure, the size d was only available in two sizes, No. 9 and No. 10. No. 9 is normally used, and No. 10 is only used when the manufacturing error is large. It is not possible to adjust the left and right position of the rail through the insulated gauge block. After optimization, this utility model has seven specifications: No. 7, No. 8, No. 9, No. 10, No. 11, No. 12, and No. 13. During normal installation, No. 10 is used on both the inner and outer sides of the rail. The left and right position adjustment of the rail can be achieved by ±3 mm through the insulated gauge block, with an adjustment increment of 1 mm.

[0051] This embodiment demonstrates how the lateral stability of the fastener is improved by using the adjustment block 7 in conjunction with the elongated hole in the iron pad 6. The size of the elongated hole in the iron pad is increased to expand the lateral adjustment space of the fastener, and an eccentric adjustment block that mates with the elongated hole is added. Based on the bolt hole eccentricity, four specifications are available: No. 0, No. 3, No. 6, and No. 9, allowing for a left-right adjustment of ±9mm for the rail.

[0052] In summary, the track gauge adjustment capability of this utility model has been increased from ±12mm to ±24mm, an increase of 100%.

[0053] This embodiment presents an optimized structure for the spring clip. While maintaining the original interface dimensions, the existing W1-type spring clip is redesigned to improve its natural frequency. Specifically, the side limb arch height is reduced from 44mm to 30mm; the straight section length of the clamping limb is increased from 34mm to 37mm; and the tail end radius is increased from 25mm to 30mm. The spring clip in this invention still uses 60Si2Mn spring steel. Compared to the original W1 spring clip, the spring clip of this invention has comparable travel and clamping force, but with reduced stress and a significantly improved natural frequency. Furthermore, the contact material at the heel end of the spring clip is changed from nylon to metal, increasing the natural frequency of the spring clip to over 900Hz and increasing the contact stiffness at the heel end. According to Hertzian contact theory, the contact stiffness between the heel of the spring and the fulcrum is calculated to be 48.6 kN / mm, and the contact stiffness with the metal fulcrum is 236.8 kN / mm, representing an increase of 387.2%. This higher contact stiffness strengthens the constraint on the spring's boundary, further increasing its natural frequency.

[0054]

[0055] in, , and , These are the elastic modulus and Poisson's ratio of the two contacting objects, respectively.

[0056] The frequency response method was used to test the differences in the natural frequencies of the patented spring clip installed in this fastener, the patented spring clip installed in the nylon stop, and the original WJ-7 type fastener spring clip under standard installation conditions, as shown in Figure 7. The first natural frequency of the WJ-7 type fastener spring clip is 682Hz, the first natural frequency of the patented spring clip installed in the nylon support increases to 856Hz, and the first natural frequency of the patented spring clip installed in the metal support further increases to 928Hz. These frequencies are far higher than the excitation frequencies below 750Hz commonly seen in the periodic wear of wheel and rail in rail transit, and can effectively avoid resonance fracture caused by the periodic wear of wheel and rail.

[0057] This utility model embodiment also proposes requirements for paint film cross-cut test to improve and verify the adhesion of the anti-rust layer of the spring clip and improve the corrosion resistance of the spring clip.

[0058] The lateral dimension of this utility model is 489mm, while the lateral dimension of the fastener with shoulder (including shoulder) is 675mm. A single set of fasteners can save 186mm of space, reducing the space occupation by 27.6%, thereby reducing the construction cost of infrastructure such as tunnels and the impact on the surrounding building structure.

[0059] In existing technology, stepless adjustment is achieved through elongated holes in the iron pad, with an adjustment range of ±6 mm for a single rail. The optimized present invention adjusts the gauge by replacing insulated gauge blocks and adjustment blocks of different numbers, achieving an adjustment range of ±12 mm for a single rail, a gauge adjustment range of -24 mm to +24 mm, and an adjustment increment of 1 mm. Specific adjustment configurations are shown in Table 1.

[0060] Table 1

[0061]

[0062] The above description is merely a preferred embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A shoulderless rail fastening system resistant to lateral loads, comprising a steel pad, anchor bolts, T-bolts, elastic strips disposed on the steel pad, and an insulated gauge block, wherein the steel pad is fixed to the rail bearing surface by the anchor bolts, characterized in that: The iron pad is provided with a first pair of round holes and a second pair of round holes, and the first pair of round holes and the second pair of round holes are respectively symmetrically arranged. The T-bolt uses a spring clip to fix the rail with preload. The T-bolt passes through the spring clip and engages with the first round hole to tighten the spring clip. One end of the spring clip acts on the support groove of the iron pad, and the other end acts on the insulating gauge block. The insulating gauge block is interlocked with the rail. The anchor bolts, in conjunction with heavy-duty spring washers, penetrate the iron pad and are securely connected to the pre-embedded sleeve. Adjustment blocks are installed at the position of the anchor bolts for lateral adjustment. The adjusting block is pressed onto the iron pad through the second circular hole of the iron pad. The adjusting block includes an upper structure and a lower structure. The lower structure of the adjusting block fits into the second circular hole of the iron pad. The thickness of the lower structure of the adjusting block is less than the thickness of the iron pad. The bottom surface of the adjusting block does not contact the surface below. The adjusting block only presses onto the iron pad vertically and only transmits the load to the anchor bolt laterally. The rail-lowering height adjustment pad is placed between the elastic pad and the iron pad, and the iron pad-lowering height adjustment pad is placed between the iron pad and the insulating buffer pad. The elastic pad has grooves alternately arranged on its upper and lower surfaces, and the iron pad has a groove at its bottom. The first pair of round holes is a plum blossom hole, and the second pair of round holes is an oblong hole.

2. The shoulderless track fastener system for resisting lateral loads as described in claim 1, characterized in that, The number of grooves on the upper part of the elastic pad is less than the number of grooves on the lower part of the elastic pad. The elastic pad has recessed steps on both sides and concave grooves on both sides, which cooperate with the iron pad for installation and positioning.

3. The shoulderless track fastener system for resisting lateral loads as described in claim 2, characterized in that, The elastic pad includes a first elastic pad and a second elastic pad. The first elastic pad is selected in a first environment, and the second elastic pad is selected in a second environment. The first environment is a curved section with a radius of less than 800m, and the second environment is a curved section with a radius of greater than or equal to 800m.

4. The shoulderless track fastening system for resisting lateral loads as described in claim 1, characterized in that, The grooves of the iron pad are centered on the plum blossom holes of the iron pad and are opened in the same direction as the rail.

5. A shoulderless track fastener system for resisting lateral loads as described in claim 1, characterized in that, The adjusting block has grooves on both sides and a through hole in the middle. The anchor bolt is fixed through the through hole in the middle of the adjusting block. The upper structure of the adjusting block is an octagonal prism-shaped brim structure, and the lower structure of the adjusting block is a long cylinder.

6. The shoulderless track fastening system for resisting lateral loads as described in claim 1, characterized in that, Select anchor bolts of different specifications according to the adjustment amount of the iron pad plate.

7. A shoulderless track fastener system for resisting lateral loads as described in claim 1, characterized in that, The insulating gauge block is a wedge-shaped structure that is nested on both sides of the rail. The width of the insulating gauge block is adjusted laterally to adjust the rail.

8. A shoulderless track fastener system for resisting lateral loads as described in claim 1, characterized in that, The adjusting block mates with the elongated hole of the iron pad. Different sizes of adjusting blocks are selected to match the elongated hole size of different iron pads to adjust the lateral adjustment amount.

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