RU152865U1 - 1ISKATOR FOR PLACING BETWEEN THE RAIL AND THE COVER - Google Patents

Abstract

1. The latch for placement between the rail and the coating plate, made in the form of a bar of rubber, having on one side a curved surface in the form of rail sinuses, and on the opposite side there is a protrusion for abutting against the upper part of the side surface of the plate and the supporting surface for the plate, including at least one longitudinal flat section for abutment against the bevel of the side surface of the plate, characterized in that the supporting surface includes two longitudinal flat sections forming an obtuse convex angle. The latch under item 1, characterized in that the specified obtuse angle is selected in the range of 145-155 °.

Description

Lock for placement between rail and cover plate

The utility model relates to the field of road construction and, in particular, to latches used in prefabricated reinforced concrete coatings for any track structures: for various options of tram tracks, level crossings and streets. The invention can most successfully find application in the construction or reconstruction of street pavements with tram tracks built into them that are not isolated from the carriageway.

A known design of latches made in the form of monolithic rubber bars located in a compressed state between the rails and the side faces of the plates (see patent RU 2155838 C1, publ. 2000).

A disadvantage of the known fixtures is the presence of a protruding convex upper surface of the fixture, resulting from the lateral surface compression of the reinforced concrete slab of the monolithic edge of the fixture. In addition, this design provides insufficient sealing due to the high rigidity of the monolithic edge of the latch.

Closest to the proposed is the design of the latch for placement between the rail and the coating plate, known from the patent for utility model RU 71988, published 03/27/2008.

The known retainer is made in the form of a bar made of rubber, having on one side a curved surface in the form of rail sinuses, and on the opposite side, a flat supporting surface for the plate and a protrusion for abutting against the upper part of the side surface of the plate, in which the cavity is made in the form of a longitudinal channel.

The disadvantage of this design is the increased deformation of the rubber in the area of the retainer adjacent to the supporting surface of the plate, caused by the action of downward force from passing through the coating transport.

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The objective of the utility model is to increase the operational reliability of the coating by improving the quality of the junction of the retainer with the side surface of the reinforced concrete slab.

The problem is solved in that the latch for placement between the rail and the coating plate, made in the form of a bar made of rubber, has on one side a curved surface in the form of rail sinuses, and on the opposite side there is a protrusion for abutting against the upper part of the side surface of the plate and the supporting surface for a plate comprising at least one longitudinal flat section for abutment against the bevel of the side surface of the plate, characterized in that the supporting surface includes two longitudinal flat sections forming an obtuse convex angle, otorrhea preferably selected in the range of 145-155 degrees.

The technical result that is achieved by such a fixation is to reduce the deformation of the latch. As a result of the proposed solution, there is a distribution of force from the load of vehicles on two flat sections of the support surface of the latch, located at different angles to the vertical plane. In this case, the force from the load of vehicles acting on the lower lying flat portion of the supporting surface of the latch additionally compresses the rubber of the latch and this creates additional elastic resistance of the latch. The more rubber is compressed, the greater is the resistance to deformation, since the effect of flattening of the rubber in the direction perpendicular to the action of the deforming force is reduced. Thus, the proposed clips can be made of softer rubber.

The essence of the proposed utility model is explained by the following example, confirming the possibility of its implementation, with reference to the attached figure, which shows the cross section of the clamp in a compressed state between the rail and the side surface of the plate.

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Plate 1, installed in the tram tracks, is supported by rubber clips 2, laid in the axils of the rail 3.

Rubber clips, in the form of bars of the corresponding section and design, perform in this case the following functions:

- are a load-bearing element that receives loads from passing vehicles and transfers them through the rail to the sleepers and base

- fix the plates relative to the rail, providing the necessary distance between the edge of the rail and the plate

- compact the space between the rails and the side faces of the plates

- dampen vibration, elastic deformation of the rail and noise during the passage of rolling stock.

The clamps are made of specially designed rubber in the basic sizes, depending on the type of rail and the installation location. The rubber characteristic allows the use of clamps in the temperature range from -40 ° C to + 90 ° C without restriction of temperature change cycles.

The latch 2 has on one side a curved surface in the form of a sinus rail 3, and on the opposite side has a supporting surface for the plate 1, consisting of a flat section 4 of the surface a- b, located at a sharper angle α to the vertical plane than the adjacent one at an angle β, section 5 of the surface a -c. These sections form an obtuse convex angle between themselves, preferably 145-155 °.

The latch 2 in the upper part has a protrusion 6 with a cavity in the form of a longitudinal channel 7, abutting against the bevel 8 of the side surface of the plate 1. The protrusion 6 in the cross section in an uncompressed state has a semicircular shape, and the channel 7 in a similar state has the shape of a circle.

Due to the bevel 8 of the plate 1, it is possible to land the plate 1 on the latches 2 without the use of guide plates and additional work on installing the plate and installing and removing the guide plates using a lifting device.

The load on the coating from vehicles (and from the weight of the plate 1) is transferred to the latch 2 by a vertical force F _A acting on a portion 5 of the surface a -c and decomposing into two forces: F _A1 acting perpendicular to the area a -c and the transmitting force to the latch 2, and F _A2 , acting in relation to site a -c. The force F _A2 can be neglected, since it does not transmit force to the retainer 2, except for the friction force. The action of the vertical force F _B on the area a- b is absolutely analogous. In this case, the force F _{A2 is} greater than the force F _B2 , since the first acts on the surface portion 5 located at a large angle to the vertical plane.

When landing plate 1 on the latches 2, there is a simultaneous support on sections 5 and 4 of the surface - the areas a -c and a- b, while the angles between the indicated sections 4 and 5 and the corresponding planes of the plate 1 at the moment of support are equal to zero.

To obtain the clamp compression effect, the obtuse angle can have any value greater than 90 degrees and less than 180 degrees. But the best effect occurs at angles of 145-155 °, for example, at 150 °. For this, the double-sided and side plates on both sides of the rail must also have corresponding bevels, forming a concave obtuse angle of 145-155 ° on each plate.

Under the action of the load on the latch 2, the protrusions 4 are deformed, forming sections of their side surface rectilinear in cross section in contact with the bevel 6 of the side surface of the plate 1, while the holes 5 in the cross section are elongated and take the form of an ellipse. This embodiment increases the tightness of the junction of the latch 2 with the side surface of the plate 1, while there is no "biting" the edge of the latch 2 and forms its flat upper surface when installing the plate 1 on the latch 2.

The force F from the load of the vehicle, acting on the portion 4 a- b of the supporting surface of the latch 2, additionally compresses the rubber, and this creates additional elastic resistance, which is necessary so that the deformation of the rubber is less.

The main requirement for load-bearing rubber elements that absorb the load from vehicles passing through the coating is presented to the elastic compression deformation of rubber - at a load of 8-10 kg / cm ^{2, the} elastic deformation should be 2-3 mm. Creep of the material is not allowed (the material "flows") at a constant initial load.

Therefore, it is very important to choose the right rubber compound. One of the characteristics of rubber is Shore A hardness. Depending on this indicator, rubber is soft (30-40), medium (40-60) and hard (60-100). Shore hardness A 55-75 is used for fixers. However, an increase in hardness increases manufacturing costs. For soft rubber, with a load of 10 kg / cm ² , the deformation reaches 11 mm, which is unacceptable for the latch. The proposed invention will allow to use softer rubber for the manufacture of clamps without compromising the quality of rail fixation.

Claims (2)

1. The latch for placement between the rail and the coating plate, made in the form of a bar of rubber, having on one side a curved surface in the form of rail sinuses, and on the opposite side there is a protrusion for abutting against the upper part of the side surface of the plate and the supporting surface for the plate, including at least one longitudinal flat section for abutment against the bevel of the side surface of the plate, characterized in that the supporting surface includes two longitudinal flat sections forming an obtuse convex angle. 2. The latch according to claim 1, characterized in that the specified obtuse angle is selected in the range of 145-155 °.

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