Anti-loose connecting structure for railway turnout

Abstract

The utility model discloses a railway turnout is with anti -loose connection structure belongs to the road turnout anti -loose mechanism manufacturing field, it includes the rail washer for with the rail waist contact, and the locating recess is opened on the rail washer, anti -loose base is installed in the locating recess to define the circumferential rotation freedom degree of anti -loose base, and the fastening bolt is through the rail washer and anti -loose base, and the fastening bolt is threadedly connected with the fastening nut, the nut anti -loose cover is sleeved in the fastening nut out, and the nut anti -loose cover is opened with the nest hole that cooperates with fastening nut, and the inner wall of nest hole cooperates with the fastening nut outer contour, makes the nut anti -loose cover with fastening nut synchronous rotation, the anti -loose piece is connected anti -loose base and nut anti -loose cover, and the anti -loose piece is detachable structure. The application constitutes a force and limit transmission path along the nut, nut anti -loose cover, anti -loose piece, anti -loose base, rail washer in proper order to improve the anti -loose effect.

Description

Technical Field

[0001] This utility model relates to the field of manufacturing anti-loosening mechanisms for railway turnouts, specifically an anti-loosening connection structure for railway turnouts. Background Technology

[0002] Railway turnouts are crucial facilities on railway lines for enabling vehicle turning and track branching. They have complex structures and are subjected to harsh stress conditions. During train operation, the rail connections in the turnout area are subjected to periodic impact loads and strong vibrations over extended periods. Fastening bolts and nuts are prone to loosening or even falling off due to vibration, affecting the stability and safety of the track.

[0003] To improve the reliability of bolted connections, various anti-loosening measures have been proposed in the prior art. For example, a spring washer or anti-loosening washer is added under the nut to provide additional friction through elastic deformation; a double nut structure is used to restrict nut loosening by mutual clamping; or nylon lock nuts or slotted nuts are used in conjunction with cotter pins for anti-loosening.

[0004] The existing anti-loosening measures mentioned above still have shortcomings under railway turnout working conditions: spring washers are prone to fatigue failure under long-term vibration loads, and the anti-loosening effect is limited; nylon lock nuts are prone to aging and failure under long-term high load and high temperature environments, and the pin-type structure requires alignment installation, which is cumbersome; in addition, some of the nut anti-loosening devices used in existing railway turnouts are disposable structures, which cannot meet the needs of repeated disassembly and maintenance on site, resulting in increased maintenance costs. Utility Model Content

[0005] This utility model provides an anti-loosening connection structure for railway turnouts to solve the technical problems of poor anti-loosening effect and difficulty in reuse of existing turnout bolt connection structures.

[0006] According to one aspect of this utility model, a railway turnout anti-loosening connection structure is provided, comprising a rail washer for contacting the rail web, the rail washer having a positioning groove; an anti-loosening base installed in the positioning groove to limit the circumferential rotational freedom of the anti-loosening base; a fastening bolt passing through the rail washer and the anti-loosening base, the fastening bolt having a threaded fastening nut; a nut anti-loosening sleeve fitted over the fastening nut, the nut anti-loosening sleeve having a nesting hole that mates with the fastening nut, the inner wall of the nesting hole mates with the outer contour of the fastening nut, so that the nut anti-loosening sleeve and the fastening nut rotate synchronously; and an anti-loosening component connecting the anti-loosening base and the nut anti-loosening sleeve, the anti-loosening component being a detachable structure.

[0007] Optionally, the positioning groove of the rail washer is inclined on the side away from the rail, and the inclination angle of the bottom surface of the positioning groove matches the curvature of the corresponding rail to compensate for the rail curvature, so that the end face of the fastening nut fits tightly with the anti-loosening base.

[0008] Optionally, the anti-loosening base has an inclined bearing surface on the side facing the fastening nut to compensate for the curvature of the rail, so that the end face of the fastening nut fits tightly with the anti-loosening base.

[0009] Optionally, the nut anti-loosening sleeve has a through hole, and the anti-loosening base has an arc-shaped anti-loosening groove. The anti-loosening element passes through the through hole and the anti-loosening groove to connect the anti-loosening base and the nut anti-loosening sleeve.

[0010] Optionally, multiple through holes are distributed along the circumference, and the diameter of the circle fitted by the centers of the multiple through holes is consistent with the diameter of the anti-loosening groove.

[0011] Optionally, the anti-loosening components include anti-loosening bolts and anti-loosening nuts, with the anti-loosening bolts threadedly connected to the anti-loosening nuts after passing through the through hole and the anti-loosening groove.

[0012] Optionally, the anti-loosening component includes a cotter pin, the open end of which passes through the through hole and the anti-loosening groove and then folds back.

[0013] Optionally, a flat washer is provided between the anti-loosening base and the fastening nut, and the fastening bolt passes through the flat washer.

[0014] Optionally, the anti-loosening base has extensions at both ends. The shape of the upper extension matches the arc transition area between the rail web and the rail head, and the shape of the lower extension matches the arc transition area between the rail web and the rail base.

[0015] Optionally, the fastening nut is provided with an annular flange face for engaging with the anti-loosening base.

[0016] In summary, this application includes at least one of the following beneficial technical effects:

[0017] By setting a positioning groove on the rail washer and installing an anti-loosening base within the groove, the anti-loosening base is restricted in the circumferential direction, preventing it from rotating as the nut loosens. The fastening bolt and nut, as basic connecting components, press the rail washer and anti-loosening base firmly onto the rail web, ensuring overall tightness. A nut anti-loosening sleeve, fitted over the nut, has a nesting hole that matches the outer contour of the nut, allowing both to rotate synchronously, effectively capturing and limiting even slight loosening tendencies in the nut. The nut anti-loosening sleeve is then connected to the anti-loosening base via a detachable anti-loosening component, forming a force and limiting transmission path sequentially along the nut, nut anti-loosening sleeve, anti-loosening component, anti-loosening base, and rail washer. When the nut tends to loosen under train vibration, the loosening force is transmitted and dissipated in the anti-loosening base and rail washer, thus improving the anti-loosening effect. Simultaneously, the anti-loosening component adopts a detachable structure, avoiding the problem of disposable anti-loosening devices being unusable repeatedly. This allows the connection structure to be disassembled and reassembled multiple times during on-site maintenance, reducing maintenance costs and extending service life.

[0018] In addition to the objectives, features, and advantages described above, this utility model has other objectives, features, and advantages. The present utility model will now be described in further detail with reference to the figures. Attached Figure Description

[0019] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0020] Figure 1 This is an assembly diagram of the anti-loosening connection structure for railway turnouts according to this utility model;

[0021] Figure 2 This is an exploded view of the anti-loosening connection structure for railway turnouts according to this utility model;

[0022] Figure 3 This is a schematic diagram of the rail washer structure of this utility model;

[0023] Figure 4 This is a schematic diagram of the anti-loosening base structure of this utility model;

[0024] Figure 5 This is a schematic diagram of the anti-loosening sleeve structure of the nut of this utility model.

[0025] Legend:

[0026] 1. Rail washer; 2. Anti-loosening base; 3. Fastening bolt; 4. Fastening nut; 5. Nut anti-loosening sleeve; 6. Anti-loosening component; 7. Anti-loosening groove; 8. Through hole; 9. Flat washer; 10. Extension end; 11. Annular flange face; 12. Positioning groove. Detailed Implementation

[0027] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered below.

[0028] The following is in conjunction with the appendix Figure 1-5 This application will be described in further detail.

[0029] This application discloses an anti-loosening connection structure for railway turnouts.

[0030] Reference Figure 1 and Figure 2This utility model discloses a railway turnout anti-loosening connection structure comprising a rail washer 1, an anti-loosening base 2, a fastening bolt 3 and a fastening nut 4, an anti-loosening sleeve 5, and an anti-loosening component 6. The rail washer 1 is positioned on the outer side of the rail web, fitting snugly against it, and serves as the base for the entire anti-loosening structure. A positioning groove 12 is provided on the rail washer 1 for installing the anti-loosening base 2, and the geometric constraints of the groove limit the circumferential rotational freedom of the anti-loosening base 2. The anti-loosening base 2 is embedded in the positioning groove 12, serving as a load-bearing component for the anti-loosening sleeve 5 and the anti-loosening component 6. The fastening bolt 3 passes sequentially through the rail washer 1 and the anti-loosening base 2, and its end is threadedly connected to the fastening nut 4, ensuring reliable fastening of the rail washer 1 and the anti-loosening base 2 to the rail web. The anti-loosening sleeve 5 is fitted over the fastening nut 4, and its internal nesting hole matches the outer contour of the fastening nut 4, allowing the anti-loosening sleeve 5 to rotate synchronously with the fastening nut 4. The anti-loosening component 6 is connected between the nut anti-loosening sleeve 5 and the anti-loosening base 2, forming a detachable anti-loosening limiting structure.

[0031] When vibration or impact loads occur during train operation, if the fastening nut 4 tends to loosen, the loosening force is transmitted through the nut anti-loosening sleeve 5 to the anti-loosening component 6, then from the anti-loosening component 6 to the anti-loosening base 2, and finally dissipated to the rail web through the rail washer 1, thus forming a force transmission path along the fastening nut 4, nut anti-loosening sleeve 5, anti-loosening component 6, anti-loosening base 2, and rail washer 1. This force transmission path effectively prevents the fastening nut 4 from loosening under vibration conditions, significantly improving the anti-loosening effect. Simultaneously, the anti-loosening component 6 adopts a detachable structure, allowing for multiple installations and removals on-site, avoiding the problem of disposable anti-loosening devices being unusable, and meeting the practical needs of long-term maintenance and repeated repairs of railway turnouts.

[0032] In curved sections of railway turnouts, the rail web typically has a certain curvature. In this case, the fastening bolt 3 still needs to pass through the rail almost perpendicularly. However, because the outer surface of the rail is not straight, the end face of the fastening nut 4 often cannot form a completely parallel contact with the anti-loosening base 2, easily leading to localized gaps or uneven stress. Over long-term operation, this uneven stress can cause the nut to loosen, the contact surface to wear, and even the anti-loosening device to fail. Therefore, this invention proposes two different compensation methods.

[0033] Reference Figure 3In one embodiment, the bottom surface of the positioning groove 12 of the rail washer 1 is designed as an inclined surface. The angle of this inclined surface is pre-designed according to the curvature of the rail at the corresponding position, so that the anti-loosening base 2 can be installed in the groove with a certain inclined posture, thereby forming full-width contact with the end face of the fastening nut 4. In this way, even if there are differences in curvature of the rail web, it can be ensured that the end face of the nut and the anti-loosening base 2 fit tightly, avoiding the problem of local point contact. During the installation process, the construction personnel only need to press the anti-loosening base 2 into the positioning groove 12, and the inclination angle of the bottom surface of the groove will be automatically compensated, without the need for additional adjustment, making assembly simple.

[0034] Reference Figure 4 In another embodiment, the anti-loosening base 2 has a sloped bearing surface machined on the side facing the fastening nut 4. This bearing surface fits against the end face of the nut, compensating for the curvature of the rail by changing the geometry of the anti-loosening base 2 itself.

[0035] Both compensation methods ensure stable and complete contact between the nut end face and the anti-loosening base 2 when the rail has curvature, significantly improving stress distribution and reducing the risk of loosening due to poor fit. Depending on the actual track conditions and maintenance needs, the two compensation methods can be flexibly selected to achieve the best balance between anti-loosening effect and economy.

[0036] In one embodiment, the nut locking sleeve 5 is fitted around the outer periphery of the fastening nut 4, and has several through holes 8 in its circumferential direction. The locking base 2 has an arc-shaped locking groove 7, and the through holes 8 and the locking groove 7 are spatially connected. When the fastening nut 4 is tightened, the worker can select a through hole 8 in the correct position, pass the locking element 6 through the through hole 8, and insert it into the locking groove 7, thereby reliably connecting the nut locking sleeve 5 to the locking base 2. When the fastening nut 4 tends to loosen under train vibration, the nut locking sleeve 5 rotates accordingly. However, because the locking element 6 passes through the through hole 8 and is engaged in the locking groove 7, the locking element 6 abuts against the groove wall of the locking groove 7, restricting the rotation of the nut locking sleeve 5 and preventing further loosening of the fastening nut 4. This design effectively improves the anti-loosening effect.

[0037] In one embodiment, the through holes 8 of the nut locking sleeve 5 are evenly distributed along the circumference, with the centers of multiple through holes 8 located on the same circumference, forming a circular array. The diameter of the circumference is consistent with the arc diameter of the arc-shaped locking groove 7 on the locking base 2, and the two are geometrically matched. During assembly, after the fastening nut 4 is tightened to the specified torque, its final stopping angle is random. Traditional locking devices often require the final angle of the nut to be aligned with the locking element before installation, which is cumbersome. However, in this solution, since multiple through holes 8 are distributed along the circumference on the nut locking sleeve 5, regardless of the final angle of the nut, at least one through hole 8 will always correspond to the arc-shaped locking groove 7 on the locking base 2. The construction personnel only need to select one of the aligned through holes 8 to connect the nut locking sleeve 5 to the locking base 2 through the locking element 6. During assembly, there is no need to manually adjust the final angle of the fastening nut 4 to find the alignment position, simplifying the construction process and improving assembly efficiency. Meanwhile, since the through holes 8 are evenly distributed on the circumference, the anti-loosening component 6 and the anti-loosening groove 7 can achieve uniform force transmission when subjected to force, and the force path is reasonable, which further improves the stability and durability of the anti-loosening structure.

[0038] In one embodiment, the anti-loosening component 6 includes an anti-loosening bolt and an anti-loosening nut. The anti-loosening bolt passes sequentially through the through hole 8 of the nut anti-loosening sleeve 5 and the anti-loosening groove 7 of the anti-loosening base 2, and its protruding portion is threadedly connected to the anti-loosening nut, forming a stable lock. Through the threaded pair between the anti-loosening bolt and the anti-loosening nut, the anti-loosening bolt is firmly fixed in the anti-loosening groove 7, and simultaneously clamps the through hole 8 of the nut anti-loosening sleeve 5, thereby achieving a rigid connection between the nut anti-loosening sleeve 5 and the anti-loosening base 2. Under long-term vibration and impact conditions of the train, the anti-loosening bolt and anti-loosening nut can provide reliable mechanical locking force, ensuring that the nut anti-loosening sleeve 5 does not rotate relative to the ground, thus preventing the fastening nut 4 from loosening.

[0039] In another embodiment, the anti-loosening component 6 adopts a cotter pin structure. The straight part of the cotter pin passes sequentially through the through hole 8 of the anti-loosening sleeve 5 and the anti-loosening groove 7 of the anti-loosening base 2. After the open end protrudes, it is manually or with a special tool separated and folded to both sides, thereby locking the anti-loosening sleeve 5 to the anti-loosening base 2. After the cotter pin is inserted, it can quickly achieve the limiting connection between the through hole 8 and the anti-loosening groove 7, and the folding of the open end prevents the cotter pin from coming out on its own, thus achieving the anti-loosening effect. The cotter pin is easy to install, requiring no additional threaded connection, and is particularly suitable for rapid on-site assembly and temporary maintenance scenarios. Compared with anti-loosening bolts and anti-loosening nuts, this structure has advantages in assembly and disassembly efficiency, effectively shortening maintenance time and improving maintenance convenience.

[0040] In one embodiment, a flat washer 9 is provided between the anti-loosening base 2 and the fastening nut 4. The fastening bolt 3 passes sequentially through the flat washer 9, the rail washer 1, and the anti-loosening base 2 before being threaded onto the fastening nut 4. During installation, the flat washer 9 increases the contact area between the fastening nut 4 and the anti-loosening base 2, allowing the tightening force to be distributed more evenly over a wider range. This avoids localized indentations or material fatigue caused by the nut end face directly acting on the surface of the anti-loosening base 2. By providing the flat washer 9, not only is the stress state improved and the service life of the anti-loosening base 2 extended, but the nut tightening process is also made smoother, and the tightening torque remains more stable, thereby further improving the reliability of the anti-loosening connection structure.

[0041] Reference Figure 4 In one embodiment, the anti-loosening base 2 extends radially at both ends. The shape of the upper extension 10 matches the arc transition area between the rail web and the rail head, and the shape of the lower extension 10 matches the arc transition area between the rail web and the rail base. This structural design allows the anti-loosening base 2 to form a larger contact area with different transition areas of the rail web during installation, resulting in a more stable positioning effect. After installation, the anti-loosening base 2 is less prone to shaking or displacement under train vibration and impact loads, significantly improving overall stability. Simultaneously, the tight contact between the extension 10 and the rail transition arc not only allows vertical and radial loads to be transmitted more evenly to the rail web, but also allows the torque generated when the nut tends to loosen to be transmitted and dispersed to the rail web via the extension 10 of the anti-loosening base 2, thereby avoiding local stress concentration, effectively weakening the loosening force, and improving the load-bearing capacity and anti-loosening reliability of the anti-loosening structure during long-term service.

[0042] In one embodiment, the fastening nut 4 is a flanged nut with an integrally formed annular flange face 11 at its lower end. This flange face directly abuts against the anti-loosening base 2 during installation, significantly increasing the contact area during tightening. Due to the presence of the flange face, the axial pressure and torque reaction force generated during tightening of the fastening nut 4 can be transmitted more evenly to the anti-loosening base 2 over a wider range, and then transmitted to the rail web via the extension end 10 of the anti-loosening base 2. Compared with ordinary nuts, flanged nuts can effectively reduce local stress concentration and avoid indentations and loosening risks caused by the nut end face embedding into the material of the anti-loosening base 2. Through this structural design, the fit between the fastening nut 4 and the anti-loosening base 2 is more stable, and the torque transmission path is more reasonable, enabling the anti-loosening connection structure to maintain reliable anti-loosening performance and a longer service life under long-term vibration conditions.

[0043] Reference Figure 5The nut locking sleeve 5 is circular in shape, with a nested hole at its center that matches the shape of the fastening nut 4, allowing the nut locking sleeve 5 to rotate synchronously with the fastening nut 4. The nested hole is preferably polygonal in shape, and a chamfer can be provided at the hole opening to facilitate assembly and reduce stress concentration at the hole edge. The nut locking sleeve 5 is preferably made of high-strength alloy steel or carburized and nitrided structural steel, and can be phosphated or plated to improve wear resistance and corrosion resistance. Through the above design, the nut locking sleeve 5 not only ensures reliable fit and synchronous rotation with the nut, but also maintains a stable working state under long-term strong vibration conditions, extending the overall service life of the locking structure.

[0044] In one embodiment, the nesting hole of the nut locking sleeve 5 is provided with a clearance groove corresponding to the flange structure of the fastening nut 4. The clearance groove matches the outer diameter of the nut flange, so that the nut locking sleeve 5 can smoothly pass over the flange face of the nut and fit against the outer contour of the nut body when it is installed, thereby avoiding interference between the flange part and the inner wall of the nesting hole.

[0045] The implementation principle of the anti-loosening connection structure for railway turnouts in this application embodiment is as follows: A rail washer 1 is installed on the outer side of the rail web, and a positioning groove 12 is formed on the washer, allowing the anti-loosening base 2 to be securely embedded and restricted in the circumferential direction. The fastening bolt 3 passes through the rail washer 1 and the flat washer 9 in sequence and is threadedly connected to the fastening nut 4, completing the basic fastening. A nut anti-loosening sleeve 5 is fitted over the nut, and the two are kept rotating synchronously through the shape of their nested holes. Multiple through holes 8 are distributed along the circumference of the nut anti-loosening sleeve 5, and a matching arc-shaped anti-loosening groove 7 is provided on the anti-loosening base 2. When the fastening nut 4 is tightened to any angle, at least one through hole 8 is aligned with the anti-loosening groove 7, allowing the anti-loosening component 6 to pass through the through hole 8 and enter the anti-loosening groove 7, thereby achieving a reliable connection between the nut anti-loosening sleeve 5 and the anti-loosening base 2. The anti-loosening component 6 can be either a rigid lock formed by combining anti-loosening bolts and anti-loosening nuts, or it can be a cotter pin structure for quick installation and removal, meeting different maintenance needs.

[0046] When the train generates vibration or impact loads, if the fastening nut 4 tends to loosen, its loosening torque first acts on the nut anti-loosening sleeve 5, then is transmitted through the through hole 8 to the anti-loosening component 6, and then from the anti-loosening component 6 to the anti-loosening groove 7 and the anti-loosening base 2, and finally dissipates through the rail washer 1 and the rail web. To further improve adaptability, when the rail has curvature in curved sections, the bottom surface of the positioning groove 12 can be inclined, or the anti-loosening base 2 can form a sloping bearing surface facing the nut, so as to achieve a tight fit between the end face of the nut and the anti-loosening base 2, thereby avoiding local gaps. At the same time, the two ends of the anti-loosening base 2 form extension ends 10 that match the transition arc area of ​​the rail web, so that it forms a large-area contact with the rail after installation, ensuring stable positioning, and effectively transmitting the torque generated by the loosening of the nut to the rail web, further weakening the loosening force. Using a nut with a flange, whose flange face abuts against the anti-loosening base 2, not only increases the force-bearing area, but also improves the fit between the nut and the anti-loosening base 2, making the loosening force transmission path more uniform and reliable.

[0047] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. 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 non-loosening connection structure for railway turnouts, characterized in that, include: A rail washer (1) is used to contact the web of the rail. A positioning groove (12) is provided on the rail washer (1). The anti-loosening base (2) is installed in the positioning groove (12) to limit the circumferential rotational freedom of the anti-loosening base (2); Fastening bolt (3) is used to pass through the rail and through the rail washer (1) and the anti-loosening base (2). Fastening nut (4) is threaded on the fastening bolt (3). Nut lock sleeve (5) is sleeved on the outside of fastening nut (4). Nut lock sleeve (5) has a nesting hole that matches the fastening nut (4). The inner wall of the nesting hole matches the outer contour of the fastening nut (4), so that nut lock sleeve (5) and fastening nut (4) rotate synchronously. The anti-loosening component (6) connects the anti-loosening base (2) and the nut anti-loosening sleeve (5). The anti-loosening component (6) is a detachable structure.

2. The anti-loosening connection structure for railway turnouts according to claim 1, characterized in that: The positioning groove (12) of the rail washer (1) is inclined on the side away from the rail, and the inclination angle of the bottom surface of the positioning groove (12) matches the curvature of the corresponding rail to compensate for the curvature of the rail, so that the end face of the fastening nut (4) fits tightly with the anti-loosening base (2).

3. The anti-loosening connection structure for railway turnouts according to claim 1, characterized in that: The anti-loosening base (2) has a sloping bearing surface on the side facing the fastening nut (4) to compensate for the curvature of the rail and make the bearing surface fit tightly with the anti-loosening base (2).

4. The anti-loosening connection structure for railway turnouts according to claim 1, characterized in that: The nut anti-loosening sleeve (5) has a through hole (8), and the anti-loosening base (2) has an arc-shaped anti-loosening groove (7). The anti-loosening component (6) passes through the through hole (8) and the anti-loosening groove (7) to connect the anti-loosening base (2) and the nut anti-loosening sleeve (5).

5. The anti-loosening connection structure for railway turnouts according to claim 1, characterized in that: Multiple through holes (8) are distributed along the circumference, and the diameter of the circle fitted by the center of the multiple through holes (8) is consistent with the diameter of the anti-loosening groove (7).

6. The anti-loosening connection structure for railway turnouts according to claim 4, characterized in that: The anti-loosening component (6) includes an anti-loosening bolt and an anti-loosening nut. The anti-loosening bolt passes through the through hole (8) and the anti-loosening groove (7) and is threadedly connected to the anti-loosening nut.

7. The anti-loosening connection structure for railway turnouts according to claim 4, characterized in that: The anti-loosening component (6) includes a cotter pin, the open end of which passes through the through hole (8) and the anti-loosening groove (7) and then folds over.

8. The anti-loosening connection structure for railway turnouts according to claim 1, characterized in that: A flat washer (9) is provided between the anti-loosening base (2) and the fastening nut (4), and the fastening bolt (3) passes through the flat washer (9).

9. The anti-loosening connection structure for railway turnouts according to claim 1, characterized in that: The anti-loosening base (2) has extension ends (10) at both ends. The shape of the upper extension end (10) matches the arc transition area between the rail web and the rail head, and the shape of the lower extension end (10) matches the arc transition area between the rail web and the rail bottom.

10. The anti-loosening connection structure for railway turnouts according to claim 1, characterized in that: The fastening nut (4) is provided with an annular flange surface (11) for engaging with the anti-loosening base (2).

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