CN2402712Y - Steel rail and fastener capable of preventing rail from longitudinally creeping - Google Patents

Abstract

The utility model relates to a steel rail and a fastener capable of preventing a steel rail from longitudinally creeping. The utility model which adopts a normal mode is connected with a rail sleeper. The utility model is characterized in that the contact surfaces of a steel rail and a fastener both adopt a concave-convex structure. When the technical proposal of the utility model is adopted, the steel rail and a spring strip pinch plate tally with each other, with tightness and enhancement of friction coefficient. Resistance force of the fastener is obviously larger than resistance force of a ballast bed in longitudinal direction; the steel rail and the rail sleeper are caused to fully connected with each other. The utility model has the advantages of enough capability of resisting a steel rail from bending and deforming, improvement of rigidity of a track panel, extension of the service life of a steel rail, guarantee of guarantee safety of railway trains, and labor, material resources, and fund saving.

Description

Prevent rail and fastener that rail is vertically creeped

The utility model relates to the rail field of components, specifically is rail and the fastener that prevents that rail from vertically creeping.

At present, owing to improved overall trip speed, at mountain railway, long steep grade often quickens and brakes the location, gapless track, and expanding with heat and contract with cold of rail causes circuit seriously vertically to creep.Seriously jeopardize traffic safety.China railways adopts the elastic bar fastener connecting mode more.Rail bears train wheel and passes to its multiple power (as pressure at right angle, horizontal thrust, longitudinal impact force etc.), and rail passes to sleeper by the connection of fastener with above-mentioned all power, and sleeper passes to railway roadbed again, and last railway roadbed is delivered to roadbed again equably.Yet, because the frictional resistance fastener connects partly with rail between does not reach the resistance of its design, promptly in theory, the initial buckle press of each spring type fastener can reach 1.49 tons, and the ballast longitudinal resistance of every reinforced concrete sleeper is 1.19 tons, and buckle press is greater than ballast longitudinal resistance.Yet under the situation of fastener torque 8-25 kilogram/rice of stipulating, the powerful longitudinal thrust and the adhesion strength that high-speed cruising produced of train make rail produce and vertically creep.Particularly often quicken to brake the location at long steep grade, rail is always creeped to a direction.The rail gap top of a direction is tight, and the rail gap of another direction draws back the excessive joint gap that becomes above 17mm, causes internal rail stress in a direction set.To drop into great amount of manpower and material resources, fund etc. like this every year and draw rail, adjust operations such as rail gap, and this work bring many potential safety hazards to traffic safety.In addition, rise soil at circuit, the joint disease place because the frictional force between rail and the fastener does not reach the resistance of regulation, causes sleeper to vertically move or unidirectional moving, and makes sleeper crooked, increases the shaking force of train in the joint place, and the heavy damage circuit is stable.With regard to gapless track, at present, strengthen the way of rigidity of track panel, what majority adopted is to improve intermediate fastening pressure, makes fastener resistance greater than vertical ballast resistance, the unlikely rail that causes is creeped along sleeper.As previously mentioned, the circuit fastener resistance is greater than ballast longitudinal resistance.Under such condition, the gapless track situation should be promptly good: 1. track-frame has enough rigidity, and rail and sleeper fully connect, and enough opposing rail deformation ability are arranged.2. the joint of gapless track: the excessive joint gap (is excessive joint gap greater than 17 millimeters rail gaps) that do not have during low temperature in the winter time, the blind seam that when summer high temperature, do not have (the rail gap top is tight).3. in the winter time during low temperature, do not have and break the track bolt phenomenon, the insulating joint phenomenon is worn on the top that do not have when summer high temperature.But in the actual maintenance of gapless track, above-mentioned phenomenon happens occasionally, the excessive joint gap during winter low temperature particularly, the blind seam during summer high temperature, nothing to be surprised at especially.

According to our long-term observation, think that the reason that above-mentioned phenomenon occurs is: rail and sleeper fully do not connect.Rail and sleeper are connect fully, and the way that improves intermediate fastening pressure merely is impracticable.With spring type fastener is example, and torsional moment as previously mentioned if improve fastener pressure again, will inevitably surpass the torsional moment of 25 kilogram-metres, makes spring lose the fastener effect.So will really reach fastener resistance greater than vertical ballast resistance, under existing facility condition, be not easy to accomplish very much.

The purpose of this utility model is the defective that overcomes prior art, designs rail and fastener and the combination of the two that a kind of novel prevented rail is vertically creeped, to prolong the application life of rail, helps traffic safety.

The purpose of this utility model realizes by following technical proposals.

Think under the identical situation of fastener torsional moment through putting into practice us, increase the friction factor of rail and spring buckle, could improve fastener resistance, make fastener resistance greater than vertical ballast resistance, its scheme is: constant in former rail physical dimension, under the constant situation of sleeper bind mode, rail combined by the plane with the contact site of fastener make the convex-concave combination into, be that the mutual contact surface of rail and buckle all adopts concaveconvex structure, in the such scheme, the configuration of concavo-convex combination can be zigzag, semicircle, trapezoidal, triangle, parabola shaped etc.In the such scheme, it is 10 millimeters that the degree of depth of groove is preferably 1 mm length.

Adopt the technical solution of the utility model, compare with the plane combination of prior art, rail and spring buckle coincide mutually, tightr, friction factor improves greatly, fastener pressure increases, fastener resistance is significantly greater than vertical ballast resistance, rail and sleeper are connect fully, have enough opposing rail to become bent deformation ability, can improve rigidity of track panel, prolong rail application life, ensure railway operation safety, and can save human and material resources, fund greatly, have huge social benefit and economic benefit.The utility model is fit to the rail of various models.

Accompanying drawing is the example structure schematic diagram of utility model, and the utility model is not limited to described embodiment.

Among the figure, 1. rail, 2. fastener, 3. bolt, 4. spring, 5. sleeper, 6. groove, 7. projection, the 8. contact surface of rail and fastener.Among Fig. 1: a is rail and fastener draw bail schematic diagram; B is the rail schematic diagram; C is the fastener schematic diagram.Fig. 2 is the schematic cross-section of rail and fastener contact surface (or claiming the contact site).A is a zigzag, and b is semicircle.

As shown in the figure: 1. under the constant situation of former rail physical dimension, in rail (1) bottom and fastener (2) contact site, from the inside 10 millimeters width of bottom margin, be designed to continuous semicolumn protruding upward along the rail length direction, the diameter of its semicolumn cross section is 2 millimeters, and semicolumn length is 10 millimeters.Highly be 1 millimeter.Processing method is to be processed into the half slot that concaves on the rail roller original rolling, and its size is identical with semicolumn on the rail.2. the position of the downward pressurized that contacts in spring type fastener (2) and rail (1) bottom, under original thickness, make with first cylinder of rail foot equidirectional, a continuous half slot that concaves, the diameter of its half slot cross section is 2 millimeters, the degree of depth is the l millimeter, its length is 10 millimeters (being suitable for P60 shaped steel rail), and the position length of the downward pressurized that contacts with rail foot with former buckle is identical, promptly keeps the external geometric overall dimension of former buckle.Its processing method is to make cambered outwards semicolumn in the relevant position of former punch die, and its size is identical with half slot on the buckle.The big I of groove size is decided according to buckle and rail foot contact surface size.

Rail and spring buckle are coincide mutually, increase friction factor raising fastener pressure to reach, make fastener resistance greater than vertical ballast resistance, rail and sleeper are connect fully, there are enough opposing rail to become bent deformation ability, to improve rigidity of track panel, prolong rail application life, ensure railway operation safety.

Claims (3)

1. prevent rail and fastener that rail is vertically creeped, the two adopts usual manner to connect with sleeper, it is characterized in that the contact surface of rail and fastener all adopts concaveconvex structure.

2. rail according to claim 1 and fastener, the configuration that it is characterized in that described concaveconvex structure are zigzag, trapezoidal, semicircle, parabola shaped.

3. rail according to claim 1 and 2 and fastener is characterized in that the degree of depth of groove is preferably 1 millimeter, and length is 10 millimeters.

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