A railway fastening system

Abstract

This utility model discloses a railway fastening system, including several equally spaced parallel fastening devices for fixing the rails in the turnout area to the track bed. Each fastening device includes: a sub-plate, a steel plate, and a gauge adjustment device. The sub-plate is rectangular and placed on the track bed, with the bottom surface of the steel plate fitting against the top surface. An elongated hole is formed in the middle of the steel plate, parallel to its long side. The length direction of the sub-plate and the steel plate is perpendicular to the straight rail, and through holes are provided on their two wide sides for fixing to the track bed with track bed bolts. The gauge adjustment device has a limiting part and bolt holes, and the bolt holes and the corresponding positioning bolts screw the gauge adjustment device onto the steel plate. This fastening system is applicable to both turnout sections and curved sections, especially turnout sections, and is not limited by the number or size of the rails to be laid, thus having a wide range of applications.

Description

Technical Field

[0001] This utility model relates to the field of track fasteners, and in particular to a railway fastener system. Background Technology

[0002] With the development of my country's rail transit and the continuous updating of construction plans, it is inevitable to insert turnouts into existing ballastless track sections. The current method of inserting turnouts into existing ballastless track sections is mostly to use the construction method of demolition and reconstruction, that is, to demolish the ballastless track bed of the section where the turnout is to be inserted and to completely rebuild the curved track bed or turnout track bed. This operation not only involves a large amount of engineering work, but also affects the operation of existing railways. Utility Model Content

[0003] To address the problems in the background art, this utility model provides a railway fastener system that is easy to replace and has a wide range of applications.

[0004] Therefore, the present invention adopts the following technical solution:

[0005] A railway fastening system, installed in turnout sections or curve sections of a railway, includes several equally spaced parallel fastening devices for fixing the rail to the track bed. Each fastening device includes: an underplate, a steel pad, and a gauge adjustment device. The underplate is placed on the track bed to support the rail, the steel pad, and the gauge adjustment device, and to adjust the elevation. The steel pad is installed on the underplate and has an elongated hole parallel to its long side. The cross-sectional shape of the elongated hole is adapted to the head shape of a positioning bolt, allowing the positioning bolt to move along the elongated hole to adjust its position. The gauge adjustment device is then fixed in a suitable position using a nut. The underplate and the steel pad are fixedly connected to the track bed. The gauge adjustment device has a limiting part and bolt holes for fixing. The limiting part is used to fix the rail by pressing against the rail's base.

[0006] Preferably, the limiting part is a flange extending outward from the top side of the gauge adjustment device, used to press the base of the rail; the shape of the side of the gauge adjustment device that is in contact with the rail is adapted to the shape of the corresponding part of the rail.

[0007] Preferably, on the upper surface of the iron pad, a plurality of limiting grooves are provided at equal intervals along both sides of the elongated hole.

[0008] In one embodiment, the gauge adjustment device is disposed between two adjacent rails, and the limiting portion is formed on both sides of the gauge adjustment device and fits against the rails on both sides.

[0009] In another embodiment, the gauge adjustment device is located on the outermost rail, and the limiting part is located on the side that is in contact with the rail.

[0010] In another embodiment, the gauge adjustment device is located between two relatively far rails or outside the outermost rail, and the limiting part is located on the side of the gauge adjustment device that is in contact with the rail; a limiting protrusion is also provided at the bottom of the side of the gauge adjustment device away from the rail; the limiting protrusion is inserted into the limiting groove on the iron pad.

[0011] Compared with the prior art, the present invention has the following beneficial effects:

[0012] 1. When using this utility model to fix the rails in the turnout area, by selecting different types, angles and lengths of gauge blocks, the straight turnout area or the curved rails can be fixed without the need to re-lay the track bed in the turnout area. The construction is convenient and the time is short.

[0013] 2. The fastening system of this utility model is applicable to both turnout sections and curved sections, especially the frog area in turnout sections. It is not limited by the number or size of the rails to be laid, and has a wide range of applications. Attached Figure Description

[0014] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0015] Figure 1 This is a top view of a portion of the railway turnout section of this utility model;

[0016] Figure 2 This is a top view of the iron pad in an embodiment of the present utility model;

[0017] Figure 3 This is a cross-sectional schematic diagram of the iron pad of this utility model;

[0018] Figure 4 This is a schematic diagram of the first gauge stop structure of this utility model;

[0019] Figure 5 This is a schematic diagram of the second gauge stop structure of this utility model;

[0020] Figure 6 This is a schematic diagram of the third gauge stop structure of this utility model;

[0021] Figure 7 This is a cross-sectional structural diagram of Embodiment 1 of the present invention;

[0022] Figure 8This is a cross-sectional structural diagram of Embodiment 2 of the present invention;

[0023] Figure 9 This is a cross-sectional structural diagram of Embodiment 3 of this utility model.

[0024] in:

[0025] 1. Underboard pad, 2. Iron pad, 3. Track gauge adjustment device, 4. Track bed bolt, 5. Positioning bolt, 6. Rail, 7. Limiting part, 201. Long hole, 202. Limiting groove, 301. First track gauge stop, 302. Second track gauge stop, 303. Third track gauge stop, 304. Limiting protrusion, 8. Track bed, 9. Through hole. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0027] like Figure 1 As shown, the railway fastening system of this utility model includes several fastening devices arranged in parallel at equal intervals. The fastening devices are used to fix the rails to the track bed. The fastening devices include: a plate under the plate 1, a steel plate 2, and a track gauge adjustment device 3.

[0028] The under-slab pad is rectangular and is set on the track bed 8. The under-slab pad 1 is used to support the iron pad 2, track gauge adjustment device 3 and rail 6 on it, and to keep them at the designed elevation position.

[0029] like Figure 2 and Figure 3 As shown, the iron pad 2 is mounted on the underside pad 1, and an elongated hole 201 parallel to its long side is formed in the middle of the iron pad 2. (See also...) Figure 7 In the cross-section of the iron pad 2, the shape of the elongated hole 201 is adapted to the head shape of the positioning bolt 5, so that the positioning bolt 5 can move along the elongated hole to adjust its position and the gauge adjustment device 3 can be fixed in a suitable position by the nut. Multiple limiting grooves 202 are provided at equal intervals along the length direction on both sides of the elongated hole 201.

[0030] Both the under-slab pad and the iron pad are perpendicular to the straight rail, and the under-slab pad 1 and the iron pad 2 are fixed to the track bed by track bed bolts 4. In the embodiment shown in the figure, both ends of the under-slab pad 1 and the iron pad 2 are respectively provided with through holes 9 for installing track bed bolts 4 and fixing them to the track bed.

[0031] There are three types of track gauge adjustment devices: a first track gauge stop 301, a second track gauge stop 302, and a third track gauge stop 303, wherein:

[0032] like Figure 4 As shown, the first gauge block 301 has a bolt hole in the middle, and limit portions 7 are formed on both upper sides. See also Figure 7 The first gauge block 301 is fixed between two closely spaced rails by the positioning bolt 5, and the two limiting parts 7 press the base (rail bottom) of the rails on both sides respectively.

[0033] like Figure 5 As shown, the second gauge block 302 has a bolt hole in the middle and a limit part 7 on the upper side. See also Figure 7 , Figure 8 The second track gauge block 302 is fixed between two rails that are far apart or between the rail and the through hole 9 by the positioning bolt 5, and is used to fix the rail base on one side.

[0034] like Figure 6 As shown, the third gauge stop 303 has a bolt hole in the middle, a limiting part 7 on one side of the upper part, and a limiting protrusion 304 at the bottom of the other side. See also Figure 7 , Figure 8 The third gauge block 303 is used to fix the base of one side of the rail. Unlike the second gauge block 302, the limiting protrusion 304 of the third gauge block 303 is also inserted into the limiting groove 202 on the iron pad 2. Figures 4 to 6 As shown, the limiting part 7 is a flange extending outward from the top side of the gauge adjustment device, used to press against the base (rail bottom) of the rail to fix the rail. Let the angle between the outer edge of the top of the limiting part 7 and the adjacent edge be... Therefore: when the gauge adjustment device is used to fix a straight rail, When the gauge adjustment device is used to fix curved railway tracks, a suitable one should be selected based on the different curve radii of the curved railway tracks. An angular gauge adjustment device. That is, a gauge adjustment device used to press the rail base, the shape of the side of which fits against the rail is adapted to the shape of the corresponding part of the rail.

[0035] The track gauge adjustment device fixes the rail through the combined action of the limiting part 7 and the iron pad 2. The third track gauge stop 303 of appropriate length can be selected according to the distance between the rail 6 and the limiting groove 202.

[0036] Example 1

[0037] Figure 7The diagram shows a rail arrangement in a turnout section, in which four rails are fixed by six limiting blocks, including two first gauge blocks, two second gauge blocks, and two third gauge blocks. These blocks are fixed to the iron pad by positioning bolts, the limiting parts press against the rail base, and the limiting protrusions are engaged in the limiting grooves.

[0038] Example 2

[0039] Figure 8 The diagram shows another arrangement of rails in a turnout area. Since the four rails in the diagram are far apart, they are fixed by eight limiting blocks, including six third gauge blocks and two second gauge blocks. They are all fixed to the iron pad by positioning bolts. The limiting part presses against the rail base, and the limiting protrusion is engaged in the limiting groove.

[0040] Example 3

[0041] Figure 9 The diagram shows a curved rail arrangement where two rails are fixed by four limiting blocks, including four third gauge blocks. These blocks are fixed to the iron pad by positioning bolts. The limiting parts press against the rail base, and the limiting protrusions engage with the limiting grooves.

[0042] The materials of each component in the fastening device can refer to the materials of existing railway fasteners. The thickness and width of the iron pad 2 and the under-plate pad 1 can refer to existing iron pads and under-plate pads, or be adjusted according to the actual situation.

[0043] The purpose, technical solution and beneficial effects of this utility model have been further described in detail above with reference to specific embodiments. It should be understood that the above description is only a specific embodiment of this utility model and is not intended to limit this utility model. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A railway fastening system, installed in turnout sections or curve sections of a railway, characterized in that: It includes several equally spaced parallel fastening devices, which are used to fix the rails to the track bed (8). The fastening devices include: a plate under the plate (1), a steel plate (2), and a track gauge adjustment device (3). The underplate (1) is set on the track bed (8) to support the rail (6), the iron pad (2) and the gauge adjustment device (3) and to adjust the elevation; The iron pad (2) is installed on the under-plate pad (1). The iron pad (2) has an elongated hole (201) parallel to its long side. The cross-sectional shape of the elongated hole is adapted to the head shape of the positioning bolt so that the positioning bolt (5) can move along the elongated hole to adjust the position and the track gauge adjustment device is fixed in a suitable position by the nut. The underside pad (1) and the iron pad (2) are fixedly connected to the track bed (8); The gauge adjustment device (3) is provided with a limiting part (7) and bolt holes for fixing. The limiting part (7) is used to fix the rail by pressing the base of the rail.

2. The railway fastening system according to claim 1, characterized in that: The limiting part (7) is a flange formed by extending outward from the top side of the gauge adjustment device (3), which is used to press the base of the rail; the shape of the side of the gauge adjustment device that is in contact with the rail is adapted to the shape of the corresponding part of the rail.

3. The railway fastening system according to claim 2, characterized in that: On the upper surface of the iron pad (2), a number of limiting grooves (202) are also provided at equal intervals on both sides of the elongated hole (201).

4. The railway fastening system according to claim 3, characterized in that: The gauge adjustment device (3) is set between two adjacent rails, and the limiting part (7) is formed on both sides of the gauge adjustment device (3) and fits against the rails on both sides.

5. The railway fastening system according to claim 3, characterized in that: The gauge adjustment device (3) is located on the outermost side of the rail, and the limiting part (7) is located on the side of the rail that is in contact with it.

6. The railway fastening system according to claim 3, characterized in that: The gauge adjustment device (3) is set between two rails that are far apart or on the outside of the outermost rail. The limiting part (7) is set on the side of the gauge adjustment device that is in contact with the rail. A limiting protrusion (304) is also provided at the bottom of the side of the gauge adjustment device that is away from the rail. The limiting protrusion is inserted into the limiting groove on the iron pad.

7. The railway fastening system according to claim 6, characterized in that: The distance between the limiting protrusion (304) and its limiting part is determined according to the distance between the limiting rail and the limiting groove (202).

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