RU2486306C1 - Intermediate separate fixture of rails - Google Patents

Abstract

FIELD: construction.

SUBSTANCE: intermediate separate fixture of rails comprises a rail pad with flanges, elastic gaskets, terminals, units of terminals fixation. On the terminal there are two thorns capable of entering with a gap into a hole made from them in a rail pad. Units of terminals fixation are equipped with sheet springs fixed to flanges.

EFFECT: higher reliability and durability of rail fixation.

5 dwg

Description

The invention relates to the construction of an intermediate separate fastening of railway rails.

A known design of the intermediate separate fastening of the rail to the rail lining, protected by patent RU 2156841 C2, IPC EB 9/38, 9/48, 9/28, published September 27, 2000. Bull. Number 27.

In the proposed design, the separate rail fastening consists of a rail lining with flanges, elastic gaskets, rigid U-shaped terminals and terminal fastening nodes. The terminal is fastened with a screw with a groove on the screw and a snap ring installed in this groove. For the screw in the rail lining in the flange zone, a threaded hole with a tray is made. An oblique hole is made in the side wall of the terminal, oriented to the screw tray, which allows it to be lubricated. This design speeds up the assembly of the track links and, if necessary, the quick replacement of a defective rail.

Closest to the technical solution of the present invention, selected as a prototype, is the design of a typical intermediate separate terminal-bolt rail mounting for reinforced concrete sleepers. Railway track Edited by T.G. Yakovleva, M., Transport, 2001, pp. 32-34.

In this fastening, the rail is pressed against the lining on both sides by rigid terminals worn on terminal bolts, the curly heads of which are inserted into the grooves of the flanges of the linings. The bolt-on-bolt mount provides optimal temperature conditions for undocked paths.

A common disadvantage of the above-described known design and prototype is the rigidity of the terminals. During the operation of the track during the passage of the rolling stock due to deformation of the rail, the tightening of the terminal node bolts loosens. With the current content of the path, it is necessary to constantly tighten the fastening of the terminal nodes.

The task of the invention is to improve the design of the terminal and its mounting unit.

The technical result from the use of the invention is to increase the reliability of the fastening by eliminating the possibility of exceeding the permissible loads on the fastening parts.

The indicated result is achieved by the fact that in the intermediate separate rail fastening containing a rail lining with flanges, elastic gaskets, terminals, terminal fastening nodes, two studs are made on the terminal with the possibility of entering with a gap into the holes made for them in the rail lining, and the fastening nodes the terminals are equipped with leaf springs attached to the flanges.

A further description of the invention is illustrated by drawings, on which:

figure 1 is a section aa intermediate separate rail mounting;

figure 2 - view "B" of an intermediate separate rail mounting;

figure 3 is a section bb of the intermediate separate rail mounting;

figure 4 - terminal;

5 is a leaf spring.

The proposed design of an intermediate separate rail fastening on a reinforced concrete sleepers 1 of figure 1 consists of an elastic strip 2, a rail lining 3 with flanges 4, an elastic rail strip 5. In figures 1, 2, the rail part (rail sole) is shown under the number 6. Rail fastening also includes two terminals 7 of FIGS. 1, 2 on each lining, two sets of leaf springs 8 of FIGS. 1, 2, 3. On each side of the lining, the attachment points of the terminals consist of two studs 9 of FIGS. 2, 3, two spring washers 10, two nuts 11. For terminals 5 of figure 1 in the rail lining 3 made four holes 12 — two on each side. For the studs 9 of FIG. 3, four threaded holes 13 of FIG. 3 are made in the flanges of the rail lining — two on each flange. The terminal 7 of FIG. 4 is made of a pressure sheet 14, a support sheet 15, two spikes 16. In a sheet 15 of FIG. 4, a groove 17 is made for a support sheet and two grooves 18 for spikes 16. A pressure sheet 14, a support sheet 15, two spikes 16 figure 4 are interconnected by welding. The spikes 16 of figure 4 should go into the holes 12 of figure 1 with a gap of 19 of figure 1, approximately 0.2-0.3 mm. The pressure sheet 14 of FIG. 4 has a surface portion 20 of FIG. 4 with a slope equal to the slope of the rail sole. The supporting sheet 15 of FIG. 4 has two supporting surfaces 21 of FIG. 4.

A set of leaf springs 8 of FIG. 3 consists of three identical leaf springs with holes 22 of FIG. 5. Each spring sheet has a deflection of size "f" of FIG. 5.

The amount of deflection "f" should be 1.0-1.5 times greater than the value of the maximum allowable deflection determined by strength calculations.

Assembly of the proposed design of the intermediate separate fastening is as follows. An elastic gasket 2 and a rail lining 3 are laid on a reinforced concrete sleepers 1. A rail elastic gasket 5 is laid on a rail bed between the flanges 4, and then a rail 6. Two terminals 7 are installed on two sides of the rail on the lining 3. The studs 16 of terminal 7 are inserted into the holes 12 of the lining 3. With two supporting surfaces 21, the terminal 7 rests on the lining, and the surface 20 on the sole of the rail 6. Screw the studs 9 into the threaded holes 13, made in the flanges 4. Install a set on top of each terminal 7, putting them on the studs 9. sheets spring 8. By tightening with nuts 11 with spring washers 10, spring deflection is selected. To ensure the necessary clamping force, the tightening by the nuts 11 of the set of leaf springs 8 should be controlled. Spring washers 10 are installed to prevent unscrewing the nuts.

The proposed mount works as follows. A set of leaf springs 8 presses terminal 7 against the rail. The gap 19, equal to 0.2-0.3 mm, between the studs 16 of the terminal 7 and the holes 12 in the lining 3 allows the angular displacement of the terminal 7 to 2-3 mm in the vertical plane, which exceeds the possible angular displacement of the terminal 7. The same gap 19 prevents the displacement of the terminal 7 by an amount greater than its value when changing the length of the rail from temperature fluctuations.

When rolling stock passes, rail deformation occurs. The rail during deformation, leaning on the edge of the rail lining 3, raises the terminal 7. The lifting value of the terminal 7 can be 0.2-0.4 mm.

With prolonged use, it is possible to change the initial properties of the elastic rail 5 of FIG. 1. Gasket thickness is reduced. The magnitude of the decrease in the thickness of the rail elastic strip 5 within a certain calendar period may approximately be 0.5-0.6 mm. Lowering the terminal 7 together with the rail while reducing the thickness of the rail elastic strip 5 reduces the amount of clamping force of the set of leaf springs 8. Such opposite effects on the mounting terminal 7 formulate the following performance requirements for the set of leaf springs 8:

1. The tightening of the nuts 9 of figure 3 should provide the estimated force of the clamp rail within 0.8-0.9 of the maximum allowable clamp force of a set of leaf springs 8.

2. The clamping force of the rail with one terminal 7 with a reduced thickness of the rail elastic strip 5 should be at least -10 kN.

The author carried out the selection and calculation of leaf springs of rail fastenings for rail lining 1KB65. The calculation was carried out according to the book of A.A. Popov. L. L. Shadur “Strength calculation of wagons”, Transzheldorizdat, Moscow, 1960, section “Calculation of leaf springs” p. 121-124, formulas 4.19 and 4.23.

A leaf spring with the following characteristics was selected:

Sheet thickness - 6 mm;

Sheet width - 60 mm;

The distance between the holes of the leaf spring (estimated length) - 110 mm;

The width of the pressure plate of the terminal (similar to the width of the clamp) - 8 mm;

Spring material - steel 65 G

Permissible bending stress - 0.7 GPa (70 kgf / sq.mm);

Elastic modulus - 210 GPa (21000 kgf / sq.mm);

The maximum allowable deflection of the leaf spring - 1.44 mm;

The maximum permissible load of one spring (clamping force) - 9.88 kN;

The maximum permissible load of three springs (set of springs) is 29.64 kN.

Consider the terminal as a beam with an application of clamping force along the axis of the threaded holes in the flange. Determine the distance from the axis of the holes in the set of springs to the middle of the supporting surface 21 of the terminal and to the middle of the clamp section of the rail 20.

In the drawing of FIG. 1, these distances are correlated as 0.6 and 0.4.

Define the clamping force of a set of springs to the middle of the surface 20 of figure 4:

The maximum clamping force of the rail - 29.64 kN × 0.6 = 17.78 kN;

The increase in the deflection of a set of leaf springs from deformation of the rail is 0.6 (0.2-0.4), we choose 0.2 mm;

Reducing the deflection of a set of springs from reducing the thickness of the rail elastic strip - 0.6 (0.5-0.6), we choose equal to 0.4 mm

The magnitude of the deflection of a set of leaf springs 8 during long-term operation and for a certain calendar period should be within:

1.44-0.2 = 1.24 mm and 1.44- (0.2 + 0.4) = 0.84 mm. This deflection corresponds to the clamping force of the set of leaf springs 8 in the range of 25.52 kN - 17.3 kN. In terms of the tightening force with the nut 11 on one stud 9 when assembling the fastener: 25.52 kN: 2 = 12.76 kN. The maximum clamping force of the rail with one terminal 7 during the passage of rolling stock will be 17.78 kN, the clamping force of the rail with one terminal 7 when the elastic rail strip is worn and its thickness decreases pa is 0.5-0.6 mm - 10.4 kN.

The proposed design of an intermediate separate rail fastening does not exclude the periodic tightening of nuts 9 for fastening leaf springs 8 during continuous operation. This work should be carried out as the elastic rail spacers wear 5. The frequency of its implementation depends on the quality of the elastic rail spacers 5 and can be 1-6 months.

Details of the proposed fastening are either standard, or are made of standard steel. Fastening parts are standard - studs 9, nuts 11, spring washers 10. Leaf springs 8 can be made from strip GOST 103-76 of steel grade 65 G, terminal 7 from sheet and long products of steel grade st3sp. The rail lining 3 in the proposed fastening corresponds to all dimensions of GOST 16277-93, except for the height of the flange 4. The height of the flange 4 should be 2-3 mm less than the sum of the thickness of the elastic rail strip 5 and the height of the rail feather, which is 30-35% less than height flanges GOST 16277-93.

The use of the proposed intermediate separate rail mounting improves the reliability and durability of rail mounting. During long-term operation, leaf springs provide operational forces for clamping the rail. The possibility of exceeding the permissible loads on the fasteners is completely excluded.

Claims (1)

An intermediate separate rail fastening containing a rail lining with flanges, elastic gaskets, terminals, terminal fastening nodes, characterized in that two studs are made on the terminal with the possibility of entering with a gap in the holes made for them in the rail lining, and the terminal fastening nodes are provided with sheet springs attached to the flanges.

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