RU210755U1 - Rail Fastening Unit - Google Patents

Abstract

The claimed utility model relates to the design of the upper structure of the railway track, namely to rail fastenings. Rail fastening unit, including an elastic adjusting pad installed on a concrete base and provided with hemispherical protrusions, a shock-absorbing plate mounted on an elastic adjusting pad, on the surface of which straight and wavy recesses are made, a metal plate with stiffeners mounted on a shock-absorbing plate, an elastic pad with transverse flanges mounted on a metal plate, under-rail shock-absorbing pad, on the surface of which wave-like recesses are made and installed on an elastic pad, fixing side stops mounted on a metal plate and under-rail shock-absorbing pad, the lower surface of which is provided with protrusions, dowels, on the outer surface of which collars and which are installed in a concrete base, W-shaped terminals mounted on fixing stops and fixing the base of the rail, while the bending vertices of the side loops of the W-shaped terminals displaced towards the rail, screws screwed into the dowels and made with the possibility of fixing the shock-absorbing plate, metal plate, fixing stops and W-shaped terminals. The technical result of the claimed utility model is to increase the reliability of the fastening of the rail track on high-speed railway lines. 1 ill.

Description

FIELD OF TECHNOLOGY

The claimed utility model relates to the design of the upper structure of the railway track, namely to rail fastenings.

BACKGROUND OF THE INVENTION

In the prior art, a system for fastening a rail on a base (RU 2541558 C2, 02/20/2015) D1 is known, which includes a spring element wedged with respect to the base using a fastener with at least one spring lever, located at the end section of the spring lever transition piece and guide plate.

The disadvantage of this solution is the low reliability of rail fastening when used on high-speed railway lines.

Also known in the prior art is an intermediate rail fastening (RU 183452 U1, 09/24/2018) D2, containing spring terminals, fasteners, a rail pad, as well as a symmetrical polymer lining, including sub-terminal sections with thrust walls, guide ribs, restrictive ledges located at holes for the passage of fasteners, as well as the under-rail section located between them, while the under-terminal part at the ends of the guide ribs and the under-rail section have different thicknesses, and the part of the lining located under the end sections of the terminal along the axis of the fastener has an elevation relative to the rest of the under-terminal section, with At the same time, protrusions are made on the thrust wall of the lining, which are a continuation of its base, and between the persistent walls of the lining and the sole of the rail, up to two removable adjusting plates with hooks are installed, which allow them to be fixed on the protrusions of the thrust wall of the lining.

The disadvantage of this solution is the low reliability of the rail fastening unit when used on high-speed railway lines, due to the high static rigidity of all structural elements of the rail fastening unit.

DISCLOSURE OF UTILITY MODEL

The task to be solved by the claimed solution is to eliminate the shortcomings identified in the prior art.

The technical result of the claimed utility model is to increase the reliability of the fastening of the rail track on high-speed railway lines.

The specified technical result of the claimed utility model is achieved due to the fact that the rail fastening unit, which includes an elastic adjusting pad installed on a concrete base and equipped with hemispherical protrusions, a shock-absorbing pad installed on an elastic adjusting pad, on the surface of which straight and wavy recesses are made, a metal plate with stiffening ribs, installed on a shock-absorbing pad, an elastic pad with transverse flanges installed on a metal plate, a shock-absorbing pad under the rail, on the surface of which wave-shaped recesses are made and installed on an elastic pad, fixing side stops mounted on a metal plate and under-rail shock-absorbing pad, lower the surface of which is provided with protrusions, dowels, on the outer surface of which collars are made and which are installed in a concrete base, W-shaped terminals installed on a fixing supporting stops and fixing the sole of the rail, while the tops of the bend of the side loops of the W-shaped terminals are shifted towards the rail, screws screwed into the dowels and made with the possibility of fixing the shock-absorbing pad, metal plate, fixing stops and W-shaped terminals.

BRIEF DESCRIPTION OF THE DRAWINGS

The figure shows a rail fastener assembly.

IMPLEMENTATION OF UTILITY MODEL

The rail fastening unit includes an elastic adjusting pad (13) mounted on a concrete base (S), a damping plate (8) mounted on an elastic adjusting pad (13), a metal plate (7) mounted on a damping plate (8), an elastic pad (6) mounted on a metal plate (7), under-rail shock-absorbing pad (5) installed on an elastic pad (6), fixing side stops (3, 4) installed on a metal plate (7) and shock-absorbing plate (8), dowels (11, 12) installed in the concrete base (S), W-shaped terminals (1, 2) installed on the side stops (3, 4) and rail base (F), screws (9, 10) screwed into dowels (11, 12) pressing terminals to the side stops (3, 4) and rail (F) and made with the possibility of fixing the shock-absorbing plate (8), metal plate (7), fixing stops (3, 4) and W-shaped terminals (12).

The elastic shim (13) is made of polymers, polyamides or composite materials. The material must withstand the loads taken by the elastic pad (13). The gasket (13) has hemispherical protrusions (14, 15) in the lateral areas of contact with the concrete base (S) to fix the position of the stop (3, 4) against longitudinal and transverse movements, which in turn reduces the effect of longitudinal and transverse loads on the screws ( 9, 10). The concrete base (S) contains recesses in which hemispherical protrusions (14, 15) are placed. The damping plate (8) has a static stiffness index in the range of 20-70 MN/m and is made of rubber compounds/compositions or polymer and polyurethane materials. The shock-absorbing plate (8) has a rectangular shape and is provided with two holes for installing the internal protrusions of the side stops (3,4) in them, and the surface of the gasket in contact with the metal plate (7) is made with recesses of various shapes, for example, straight and wavy, which allow the most even perception and distribution of the load on the concrete base (S). The positioning of the plate (8) is carried out at the expense of the protrusions, by installing them in the recesses in the concrete base. On the plate (8) all standard fastening elements provided by the design are installed.

The metal plate (7) distributes the load transmitted through the rail (F) to the concrete base (S) of the track. The metal plate (7) has a rectangular shape and is provided with two holes for installing the internal protrusions of the side stops (3, 4) in them. An elastic pad (6) is placed on the metal plate (7), on which a shock-absorbing under-rail pad (5) is installed, which are located in the center of the metal plate (7) and under the rail sole (F). The elastic gasket (6) is provided with transverse flanges that provide fixation relative to the metal plate (7). The elastic gasket (6) is made of polymers, polyamides or composite materials. The material must withstand the loads taken by the elastic gasket (6) without losing its strength characteristics. The height of the elastic pad varies from 2 to 8 mm, in 2 mm increments. To stabilize the position of the above elements, fixing polymer side stops (3, 4) are installed on both sides of the rail axis (F), which ensure the correct position of the elastic W-shaped terminals (1, 2) due to their geometry. The side stop (3, 4) has protrusions on the lower side faces. In the area of the screw hole, the protrusion repeats the geometry of the holes on the metal plate (7) and the lower damping plate (8). The protrusions and recesses on the upper part of the side stop (3, 4) make it possible to position the elastic terminal (1, 2) of the rail fastening unit in the pre-mounting and mounting position by means of the fastener. W-shaped terminals (1, 2) are made with a straight part, side loops, with a bend apex displaced towards the rail (F) and end whiskers. Terminals (1, 2) in pre-mounting and mounting positions are wedged relative to the concrete base with fasteners - screws (9, 10) screwed into dowels (11, 12) made of insulating material (for example, polymer, polyamide, polyethylene, or composite material) .

The load from the attached rail (F) is transferred to the under-rail shock-absorbing pad (5), which absorbs and partially absorbs in the fastening unit the forces that are transmitted from the rolling stock. The unspent forces are transferred to a metal plate (7), which has the shape of a rectangle with a larger area than the rail pad (5), to distribute the pressure on the reinforced concrete base (S). Under the metal plate (7), to protect the reinforced concrete base, a shock-absorbing plate (8) is placed with a low static stiffness value and wave-like depressions on the surface. The changeable pattern of the grooves of the shock-absorbing plate (8) makes it possible to achieve the desired stiffness of the entire rail fastening unit. The stable position of the entire structure is ensured by the side stops (3, 4), on which elastic W-shaped terminals (1, 2) are installed, the necessary pressing of the rail (F) to the concrete base (S) is provided by fasteners - screws (9, 10 ).

The rail fastener for high-speed railways must have a relatively low static stiffness. To achieve this, gaskets with different stiffness values are used in the design of the fastening unit in combination with a metal plate (7) - a gasket that has high strength characteristics. On the metal plate (7) there are stiffening ribs that contribute to the best perception and uniform distribution of the load on the shock-absorbing plate (8) and the base in the future. The under-rail shock-absorbing pad (5) has a higher static stiffness index in comparison with the shock-absorbing plate (8), which is intended to prevent rail deflection (F), and the required rigidity of the fastening unit is achieved through the use of a lower shock-absorbing plate (8) with a low static value. rigidity, which in turn protects the base from the loads transmitted from the rail (F). Wave-shaped recesses are made on the under-rail shock-absorbing pad (5). The width and depth of the recesses on the shock-absorbing plate (8), as well as on the under-rail shock-absorbing pad (5), may vary depending on the required rigidity for certain operating conditions. The grooves on the under-rail shock-absorbing pad (5) are also designed to increase the resistance to shearing of the rail sole in the longitudinal direction (theft of the track), the increased resistance is achieved due to the multidirectionality of these grooves and the direction of the rail shift. Terminals (1, 2) also affect the increase in rail shear resistance. The design of the terminals (1, 2) makes it possible to increase the pressing force of the rail against the concrete base (S). This is achieved due to the side loops with the top of the bend shifted towards the rail. Reducing the force of pressing the rail (F) to the concrete base is possible (S) by self-unscrewing the screw. To avoid this, the screw (9, 10), and accordingly the dowel, has a thread with a pitch of 7-12.5 mm, which makes it possible to reduce the helix angle of the screw thread and increase the resistance to self-unscrewing. To prevent self-unscrewing of the dowel (11, 12), oval and round collars are made from the outer surface of the dowel. Side stop (3, 4) and spacers (6, 5) have protrusions that allow you to stabilize the position of all structural elements in the pre-assembly and assembly position. On the side stops (3, 4), in their lower part, there are protrusions that repeat the shape of the recesses in the concrete base (S). These projections take part of the lateral load, stabilizing the position of the stop on the concrete base (S) and reducing the impact on the screw. One of the requirements for rail fasteners is the ability to adjust in height, both in positive and negative values. The possibility of height adjustment in negative values is achieved by means of an elastic gasket (6). Also, different thickness of elastic shims allows you to adjust in height and in positive values.

The stable position of the structural elements of the rail fastening unit, the prevention of the theft of the rail bed, the prevention of self-unscrewing of the structural elements ensures an increase in the reliability of the rail fastening as a whole.

Claims (10)

Rail fastening unit, including an elastic shim installed on a concrete base and equipped with hemispherical protrusions, a shock-absorbing plate mounted on an elastic adjusting shim, on the surface of which straight and wavy recesses are made, a metal plate with stiffeners mounted on a shock-absorbing plate, an elastic gasket with transverse flanges mounted on a metal plate, under-rail shock-absorbing pad, on the surface of which wave-like recesses are made and installed on an elastic pad, fixing side stops mounted on a metal plate and a shock-absorbing under-rail pad, the lower surface of which is provided with protrusions, dowels, on the outer surface of which collars are made and which are installed in a concrete base, W-shaped terminals mounted on fixing stops and fixing the rail sole, while the bending vertices of the side loops of the W-shaped terminals are shifted towards the rail, screws screwed into the dowels and made with the possibility of fixing the shock-absorbing plate, metal plate, fixing stops and W-shaped terminals.

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