CN216999092U

CN216999092U - Steel rail antiskid reinforcing apparatus

Info

Publication number: CN216999092U
Application number: CN202220622766.3U
Authority: CN
Inventors: 潘南玲
Original assignee: Gulun Xuanlin Rail Transit Technology Co ltd
Current assignee: Gulun Xuanlin Rail Transit Technology Co ltd
Priority date: 2022-03-17
Filing date: 2022-03-17
Publication date: 2022-07-19
Anticipated expiration: 2032-03-17

Abstract

The utility model relates to a steel rail antiskid reinforcing device, which drives a clamp body to be folded through a locking assembly so as to clamp two clamp plates at the rail web of a steel rail and realize the nondestructive reinforcement of the steel rail. The insulating block in the clamp body is a part for realizing insulation between the clamping plate and the clamp body, and the anti-skidding teeth in the clamping plate are embedded into the insulating block, so that the clamping plate and the clamp body are relatively fixed, and the aim of preventing relative sliding between the clamping plate and the clamp body is fulfilled. Compared with the prior art, the anti-skidding tooth is additionally arranged on the clamping plate and embedded into the insulating block, so that the relative motion between the clamping plate and the clamping body is effectively prevented while insulation is realized, the clamping and reinforcing are more stable, and the anti-skidding tooth has good practicability.

Description

Steel rail antiskid reinforcing apparatus

Technical Field

The utility model relates to the technical field of railway facilities, in particular to a steel rail antiskid reinforcing device.

Background

In order to meet the requirement of seamless railway lines, more and more steel rail welding joints are used for connecting two steel rails together in a welding mode. However, due to the influence of many factors such as welding technology and field process operation, the welded joint has problems of welding defects and damages when being inspected and used for a period of time after welding, and needs to be repaired and reinforced at the moment. The traditional method is to add clamping plates on two sides of a steel rail, and then clamp the clamping plates through bolts and nuts penetrating through the steel rail and the clamping plates so as to finish the repair of the rail.

However, the above method requires drilling of the rails and the clamping plates, which results in long operation time and a series of negative effects if the drilling quality is not good enough, so people tend to adopt a non-porous reinforcement mode nowadays. For example, chinese utility model patent CN204644803U discloses a rail can't harm reinforcing apparatus, and the device includes that splint, clamp body, bolt and spacing prop, and splint adopt splice and freeze the mode that combines together and fix in the web of rail both sides of rail, every pair of clamp body is located the rail both sides, and the lower extreme of clamp body blocks the rail end of rail, and the tight splint of upper end pincers, every is provided with spacing the propping between the bottom of clamp body. When in use, the steel rail is not required to be perforated, and the steel rail can be effectively reinforced on the premise of not damaging the steel rail.

However, when the locomotive passes at a high speed, the clamp plate or the clamp body moves due to high-frequency vibration, and the nondestructive reinforcement device can clamp the steel plate, but the clamping force is perpendicular to the rail direction, so that relative sliding between the clamp plate and the clamp body along the rail extending direction cannot be prevented, and the reinforcement effect is affected.

SUMMERY OF THE UTILITY MODEL

In view of the above, it is necessary to provide a rail anti-skid reinforcing apparatus to solve the problem that the existing non-destructive reinforcing apparatus cannot prevent the clamping plate and the clamping body from sliding along the extending direction of the rail.

The utility model provides a rail antiskid reinforcing apparatus, comprising:

the two clamping plates are respectively positioned at two sides of the rail web of the steel rail and comprise plate bodies and anti-skidding teeth, one surfaces of the plate bodies are abutted against the rail web, and the other surfaces of the plate bodies are deviated from the steel rail and fixedly connected with the anti-skidding teeth;

the anti-skidding teeth are embedded into the insulating blocks to prevent the clamping plates from sliding relative to the clamping bodies;

and the locking assembly is connected with the two clamping blocks on the two sides of the rail web of the steel rail and used for driving the two clamping bodies in one group to be folded.

Preferably, a first groove is formed in one side, facing the clamping plate, of the clamping block, and the insulating block is embedded into the first groove and in interference fit with the first groove.

Preferably, the number of the anti-skid teeth on one plate body is multiple, and the anti-skid teeth are arranged at equal intervals along the extending direction of the steel rail.

Preferably, the length of the insulating block along the extending direction of the steel rail is greater than the interval between two adjacent anti-slip teeth, and the two adjacent anti-slip teeth are embedded into the same insulating block together.

Preferably, the anti-slip teeth are attached to the surface of the other surface of the plate body and extend along the direction perpendicular to the extending direction of the steel rail.

Preferably, the plate body and the anti-slip teeth are of an integral structure.

Preferably, the number of the locking assemblies is multiple, one locking assembly corresponds to one group of the clamp bodies, each locking assembly comprises a bolt and a nut, and the bolt is located below the steel rail, penetrates through the two clamp blocks and is in threaded connection with the nut.

Preferably, the locking assembly further comprises a locking clamping plate, the locking clamping plate and the nut are located on the same side of the clamping block, the locking clamping plate is rotatably connected to one side, deviating from the clamping plate, of the clamping block, a locking hole is formed in the locking clamping plate, and the locking hole is operatively sleeved with and clamped with the circumferential surface of the nut.

Preferably, the locking assembly further comprises two washers, the two washers are all sleeved on the bolt, one washer is located between the screw head of the bolt and the corresponding clamping block, and the other washer is located between the nut and the corresponding clamping block.

Preferably, a second groove is formed in one side, facing the clamping plate, of the clamping block, and the rail bottom of the steel rail is clamped in the second groove.

According to the anti-skid reinforcing device for the steel rail, the clamping bodies are driven to be folded through the locking assembly, so that the two clamping plates are clamped at the rail web of the steel rail, and the steel rail is reinforced in a nondestructive mode. The insulating blocks in the clamp body are parts for realizing insulation between the clamping plate and the clamp body, and the anti-skidding teeth in the clamping plate are embedded into the insulating blocks, so that the clamping plate and the clamp body are relatively fixed, and the aim of preventing relative sliding between the clamping plate and the clamp body is fulfilled. Compared with the prior art, the anti-skidding tooth is additionally arranged on the clamping plate and embedded into the insulating block, so that the relative motion between the clamping plate and the clamping body is effectively prevented while insulation is realized, the clamping and reinforcing are more stable, and the anti-skidding tooth has good practicability.

Drawings

FIG. 1 is a schematic structural view of an embodiment of the anti-skid rail fastening device provided in the present invention;

FIG. 2 is a partial structural view of a portion of a coupling portion of an anti-slip tooth and an insulating block in an embodiment of the rail anti-slip reinforcing device provided by the present invention;

fig. 3 is a cross-sectional view taken along a-a of fig. 1.

Detailed Description

The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate preferred embodiments of the utility model and together with the description, serve to explain the principles of the utility model and not to limit the scope of the utility model.

Referring to fig. 1 to 3, the present invention provides an embodiment of a rail anti-skid reinforcing apparatus, which includes two clamping plates 1, at least two clamping bodies 2, and a locking assembly 3. Wherein two splint 1 are located the both sides of the web of rail 100 respectively, and splint 1 includes plate body 11 and antiskid tooth 12, and the one side butt web of plate body 11, the another side of plate body 11 deviate from rail 100 and fixedly connect antiskid tooth 12. In at least two clamp bodies 2, two clamp bodies 2 are a set of, are located the both sides of two splint 1 respectively, and clamp body 2 includes clamp splice 21 and collets 22, and clamp splice 21 is connected collets 22 towards one side of splint 1 fixedly, and anti-skidding tooth 12 imbeds in collets 22 in order to prevent that splint 1 from sliding relative clamp body 2. The locking assembly 3 is connected to the clamping block 21 for driving the two clamping bodies 2 in one group to close.

According to the anti-skid reinforcing device for the steel rail, the clamping body 2 is driven to be folded through the locking assembly 3, so that the two clamping plates 1 are clamped at the rail web of the steel rail 100, and the steel rail 100 is reinforced in a nondestructive mode. The insulating block 22 in the clamp body 2 is a part for realizing insulation between the clamping plate 1 and the clamp body 2, and the anti-skid teeth 12 in the clamping plate 1 are embedded into the insulating block 22, so that relative fixation between the clamping plate 1 and the clamp body 2 is realized, and the purpose of preventing relative sliding between the clamping plate 1 and the clamp body 2 is achieved.

The fixed connection between the plate body 11 and the anti-slip tooth 12 and the fixed connection between the clamping block 21 and the insulating block 22 refer to that the plate body and the anti-slip tooth can keep the relative positions of the plate body and the anti-slip tooth after being connected, and the connection between the plate body and the anti-slip tooth can be any existing connection mode such as integral molding, detachable connection and the like.

The above components will be described in more detail below:

in a preferred embodiment, in the clamping plate 1 of the present embodiment, the plate body 11 is a supporting member attached to the rail 100, and has an inner surface and an outer surface, the inner surface is in accordance with the rail web shape of the rail 100, and is adhered to the rail web of the rail 100 by coating AB glue, and the outer surface is connected to the anti-slip teeth 12.

The number of the anti-slip teeth 12 on one plate 11 may be one, or may be multiple, and in this case, the anti-slip teeth 12 are arranged at equal intervals along the extending direction of the rail 100. A plurality of anti-skidding teeth 12 can make a pair of splint 1 cooperation many sets of clamp 2 use, and the common centre gripping of multiunit clamp 2 can show improvement stability to every clamp 2 also all can the different anti-skidding teeth 12 of joint, improvement anti-skidding effect.

The anti-slip teeth 12 in this embodiment are attached to the other, outer surface of the plate body 11 and extend in a direction perpendicular to the extension direction of the rail 100. Thus, after the anti-skid teeth 12 are embedded into the insulating blocks 22, the resistance to the anti-skid teeth is consistent with the extending direction of the steel rail 100, and the anti-skid resistance is maximized. In practice, the anti-slip teeth 12 may be designed in any other shape, for example, they also fit against the other side of the plate body 11, but they extend obliquely, i.e., at an angle to the direction of extension of the rail 100.

In addition, the plate body 11 and the anti-slip teeth 12 in this embodiment are of an integral structure. Specifically, the anti-slip teeth 12 are obtained by milling on the plate body 11, and are not installed subsequently, and the distance between two adjacent anti-slip teeth 12 in this embodiment is about 40mm, which is exactly a standard value of a milling cutter, so that the manufacture thereof is most convenient. The design ensures that the splint 1 does not have any structure which destroys the mechanical property, such as through holes and the like, and the splint 1 has higher strength. Of course, in practice, other ways may also be adopted to connect the plate body 11 and the anti-slip teeth 12 together, only by ensuring that the two are relatively immovable after being connected, for example, a blind hole is formed on the outer surface of the plate body 11, and the anti-slip teeth 12 are inserted into the blind hole.

In the preferred embodiment, the number of the clamps 2 in the present embodiment is also plural, and in practice, when the conditions permit, only two clamps 2 may be used to form a pair to clamp the splint 1.

Specifically, in the clamping block 21 in this embodiment, the first groove 23 is formed on one side of the clamping block 21 facing the clamping plate 1, and the insulating block 22 is embedded in the first groove 23 in an interference fit manner, so as to ensure the relative fixation between the insulating block 22 and the clamping block 21. Of course, any conventional means of attachment, such as gluing, may be used to attach the two.

The insulation block 22 in this embodiment is made of PA66 reinforced nylon, and has high strength and impact resistance, and can be well adapted to the working conditions of railways. When the two clamping blocks 21 are folded, the anti-slip teeth 12 can damage the structure of the insulating block 22 and extend into the insulating block 22 to form occlusion, thereby achieving the embedding purpose. It should be noted that, in practice, the anti-slip tooth 12 may also be embedded by using other principles, for example, when the insulating block 22 is made of a soft insulating material, the anti-slip tooth 12 may be embedded by using deformation of the insulating block 22 when being pressed, and for example, a groove corresponding to the anti-slip tooth 12 may be formed in the insulating block 22 in advance, so that the insulating block 22 does not deform during operation.

The length of the insulating block 22 in the extending direction of the steel rail 100 in this embodiment is greater than the interval between two adjacent anti-slip teeth 12, and the two adjacent anti-slip teeth 12 are embedded into the same insulating block 22 together. The spacing of the cleats 12 in this embodiment allows two cleats 12 to be embedded in one insulator block 22, which is the most preferred design. When the anti-slip teeth 12 are too dense, although more anti-slip teeth 12 can be embedded in one insulating block 22, the difficulty of the anti-slip teeth 12 biting into the insulating block 22 is increased, and the difficulty of field installation is increased. When the distance between the anti-skid teeth 12 is too sparse, although the difficulty of embedding the anti-skid teeth 12 into the insulating blocks 22 is reduced, the resistance between the insulating blocks 22 and the anti-skid teeth 12 along the extending direction of the steel rail 100 is also reduced, and the anti-skid effect is reduced.

It should be noted that, in the prior art, the clip body 2 may be deformed during clamping, so that the actual contact portion between the clip body and the clip plate 1 is only one line or one point, which greatly affects the clamping effect, and the insulating block 22 in this embodiment can ensure that the clip body and the clip plate 1 are in surface contact, thereby improving the stability.

Further, a second groove 24 is further formed on one side of the clamping block 21 facing the clamping plate 1, and the rail bottom of the steel rail 100 is clamped in the second groove 24. The positioning of the clamping block 21 during clamping is facilitated, namely the clamping block is firstly clamped on the rail bottom for assembly.

As a preferred embodiment, the number of the locking assemblies 3 in this embodiment is plural, and one locking assembly 3 corresponds to one set of the clip bodies 2. Specifically, the locking assembly 3 includes a bolt 31 and a nut 32, and the bolt 31 is located below the rail 100, and passes through the two clamping blocks 21 and is screwed with the nut 32. The method is simple and easy to implement, has good interchangeability and can generate good clamping force. It will be readily understood that other known means for driving the two jaws 2 together may be used in practice.

When the bolt 31 and the nut 32 are tightened, the clamp body 2 may be inclined to some extent, and the head of the bolt 31 may be in point contact with the clamp body 2, so that a point at the joint of the bolt 31 may be subjected to an excessive force. The pressure of the rail 100 cannot be effectively shared by the entire apparatus, so that the reinforcement performance is greatly compromised. Therefore, the locking assembly 3 in this embodiment further includes two washers 33, two washers 33 are both sleeved on the bolt 31, one washer 33 is located between the head of the bolt 31 and its corresponding clamping block 21, and the other washer 33 is located between the nut 32 and its corresponding clamping block 21.

The washer 33 is mainly a copper washer, has good ductility, and can change the contact between the bolt 31 and the clamp body 2 from point to surface, so that the reinforcing performance of the device is more stable.

Further, the locking assembly 3 in this embodiment further includes a locking plate 34, the locking plate 34 and the nut 32 are located on the same side of the same clamping block 21, the locking plate 34 is rotatably connected to a side of the clamping block 21 away from the clamping plate 1, a locking hole is formed in the locking plate 34, and the locking hole is operatively sleeved on and clamped with the circumferential surface of the nut 32. When the anti-loose clamping plate 34 is sleeved on the nut 32, the anti-loose clamping plate can clamp the nut 32 and prevent the nut from rotating, so that the anti-loose purpose is achieved.

According to the anti-skid reinforcing device for the steel rail, the clamping body 2 is driven to be folded through the locking assembly 3, so that the two clamping plates 1 are clamped at the rail web of the steel rail 100, and the steel rail 100 is reinforced in a nondestructive mode. The insulating block 22 in the clamp body 2 is a part for realizing insulation between the clamping plate 1 and the clamp body 2, and the anti-skid teeth 12 in the clamping plate 1 are embedded into the insulating block 22, so that relative fixation between the clamping plate 1 and the clamp body 2 is realized, and the purpose of preventing relative sliding between the clamping plate 1 and the clamp body 2 is achieved. Compared with the prior art, the anti-skidding teeth 12 are additionally arranged on the clamping plate 1 and embedded into the insulating block 22, so that the relative motion between the clamping plate 1 and the clamping body 2 is effectively prevented while insulation is realized, the clamping and reinforcing are more stable, and the anti-skidding clamping device has good practicability.

In the present specification, the embodiments are described in a progressive manner, and each embodiment focuses on differences from other embodiments, and the same or similar parts between the embodiments are referred to each other.

The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention.

Claims

1. A rail antiskid reinforcing apparatus, characterized by, includes:

2. A rail antiskid reinforcement apparatus according to claim 1, wherein a first groove is formed on a side of the clamp block facing the clamp plate, and the insulation block is inserted into the first groove and is in interference fit therewith.

3. A rail anti-skid reinforcing apparatus according to claim 1, wherein said anti-skid teeth are provided in plural numbers on one plate body, and plural anti-skid teeth are arranged at equal intervals along the extending direction of said rail.

4. The rail anti-skid reinforcing device of claim 3, wherein the length of the insulating blocks along the extension direction of the rail is greater than the interval between two adjacent anti-skid teeth, and the two adjacent anti-skid teeth are embedded into the same insulating block together.

5. A rail reinforcement system as defined in claim 1 wherein said teeth engage the other surface of said plate and extend in a direction perpendicular to the extension of said rail.

6. A rail anti-skid reinforcing apparatus according to any one of claims 1 to 5, wherein said plate body and said anti-skid teeth are of an integral structure.

7. A rail antiskid reinforcement apparatus according to any one of claims 1 to 5, wherein the number of said locking assemblies is plural, one said locking assembly corresponds to one set of said clamps, said locking assembly includes a bolt and a nut, said bolt is located under the rail, and passes through both said clamps and is in threaded connection with said nut.

8. The rail anti-skid fastening device according to claim 7, wherein the locking assembly further comprises a locking clip, the locking clip and the nut are located on the same side of the same clamping block, the locking clip is rotatably connected to a surface of the clamping block facing away from the clamping plate, and the locking clip is provided with a locking hole, which is operatively sleeved and engaged with a circumferential surface of the nut.

9. A rail anti-skid fastening apparatus as defined in claim 7 wherein said locking assembly further comprises two washers, both of said washers being received on said bolt, one of said washers being located between the head of said bolt and its corresponding said block, the other of said washers being located between said nut and its corresponding said block.

10. A steel rail antiskid reinforcing apparatus according to any one of claims 1 to 5, wherein one side of the clamp blocks facing the clamp plate is provided with a second groove, and the rail bottom of the steel rail is clamped in the second groove.