RU2509185C2 - Threadless track rail brace with reinforced concrete slab track - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: proposed threadless rail brace comprises metal anchors with their bottom dual part cemented in slab track concrete to transfer the vertical load via resilient bar terminals to slab track, electrically isolating on-rail shims, rail base with electrically isolating under-rail shims. Said slab brace comprises load-bearing elements with T-like head with rounded ends to get in contact with appropriate curves at the base of said dual anchors.

EFFECT: decreased lateral wear of rail head and rolling stock wheel flanges, simplified assembly of slab track.

3 cl, 10 dwg

Description

The invention relates to railway transport and is intended for use on railway lines of trunk and industrial transport, subway and tram facilities. A railroad track with the named fastening contains: rails, reinforced concrete rail base, metal anchors, the lower double part of which is monolithic in the base concrete, rail insulating shock-absorbing gaskets, elastic bar terminals, rail electrically insulating gaskets, centering and bearing elements, monoregulators.

The known path [1], containing rails, reinforced concrete rail base, threaded intermediate rail fastening with rail gaskets and centering elements.

The disadvantage of this fastening is the presence of threaded connections, which require in the operating condition at least once a year to produce their lubrication with unscrewing the nuts. In addition, under the influence of train loads, the nuts are loosened, which constantly requires additional labor costs to bring them into the design position with the current track maintenance.

There is also a method of adjusting the width of the rail track using reinforced concrete sleepers themselves as adjusting elements [2]. This option gave positive results with three varieties of domestic bonds. The disadvantage is the possibility of use only with the availability of lifting means, since the weight of one adjusting sleepers is more than 270 kg. At the same time, the number of adjusting sleepers with an adjustment step of 2 mm and a change in gauge from 1520 mm to 1535 mm will require 8 of their varieties. Accordingly, it is necessary to produce the same amount of metal molds, which also requires large material and labor costs.

Closest to this invention (prototype) is a threadless anchor intermediate fastening ARS [3]. This option of unclad bonding in comparison with other domestic options (design bureau, railways, KN) is characterized by a minimum number of parts, ease of installation and dismantling of the railway track with a significant reduction in labor costs at the current maintenance.

The disadvantages of this fastening include: the ability to adjust the width of the rail track only up to 1530 mm with one size of reinforced concrete rail base; reference point for the efforts when mounting the fastener assembly in the direction perpendicular to the longitudinal axis of the rail, which excludes the scope of application of the ARS fastener in specific track structures (for example, in turnouts with reinforced concrete beams).

The technical result of the claimed invention is:

reduction of labor and material costs with the current content of the path;

providing with the current content of the path of visual control the magnitude of the vertical load on the sole of the rails;

decrease in the intensity of lateral wear of the rail head and wheel flanges;

expanding the scope of application of rail bases taking into account the specific structures of the railway track (for example, turnouts with reinforced concrete beams);

simplification of the technology for assembling the rail-sleeper grid in the conditions of track machine stations by adjusting the rail track width with rail strips with their weight in the nodes of intermediate rail fastenings on one railroad tie about 2 kg instead of using adjustment sleepers with each weighing more than 270 kg;

elimination of the need to make markings on rail-sleeper grids in the conditions of link assembly bases of characteristic places of transitional and circular curves for their subsequent transfer directly to the path.

The essence of the claimed invention lies in the fact that the adjustable track gauge is a threadless rail fastening of the track with reinforced concrete under-rail bases for transferring the vertical load from monoregulators to the under-rail base, instead of a rigid connection, support elements with a T-shaped head in their lower parts and a hinged joint in the lower part of the double anchors, in this case, the axis of the hinge connections are parallel to the longitudinal axis of the rails, and the contact points of the T-shaped heads in the bases of the double anchors are provided radii.

To increase the number of vertical load distribution positions on the rail base, octahedrons between two plates, the edges of the end working surfaces of which are arranged in a spiral, and the working surfaces comprise seven positions of adjusting the vertical load on the rail base, in contrast to the prototype with four positions, are taken as the main base component of monoregulators .

In order to eliminate eccentricity when transferring the vertical load to the rail base in the upper branch of the terminals, a radius of 30 mm is provided towards the lower branches along the upper surface of the branch rods with centering inserts placed on the rounded parts that have a smooth surface on the contact with the monoregulators and on the contact with the rounded branches of the terminals - with recesses of 0.5 diameter of the rod, engaging with the terminals.

With the currently used technology for assembling rail-sleeper grids at the link-assembly bases of track machine stations, the width of the rail track for straight sections of the track is usually underestimated (often to 1515 mm or less). Taking into account the tolerances on the width of the rail gauge for broadening and narrowing of 2 mm when assembling the rail-sleeper grid, it is advisable instead of 1520 mm for straight sections to take the nominal value of the gauge at this stage to 1522 mm.

For steep circular curves, the normative documentation for the construction and operation of the railway track of domestic main railways (for example, “Instructions for the current maintenance of the railway track”) and the subway (SNiP 32-02-2003 “Metropolitan”) are expressed in figures: 1530 mm; 1535 mm vs 1540 mm. Given the selection of backlash in the initial period of operation, in transit under a gauge of 1530 mm; 1535 mm and 1540 mm, respectively, take 1528 mm; 1534 mm vs 1538 mm.

The adjustment of the rail gauge in a path with any radius (in the range from 1200 m to 100 m) of the curve is planned to be carried out using (if necessary) both rail filaments: first, on the inner, working as compared to the outer rail on light conditions, and then on outdoor. As elements of the fastening unit, providing adjustment of the rail track width, rail insulating gaskets made of composite material are used. Depending on the width of the vertical shelf of the gaskets, it is provided for adjusting the width of the rail track in the range from 1522 mm to 1534 mm with an adjustment step of 2 mm; four types of adjusting gaskets: 12 mm; 14 mm; 16 mm; 18 mm, the total mass of which per reinforced concrete sleepers does not exceed 2.2 kg.

The width of the rail track should correspond to the distance L between the inner surfaces of the anchors at the level of the upper surface of the strip. At the same time, the upper part of the anchors (at a distance of 50 mm from the concrete surface) is arranged with a branch in the direction from the rail axis by 4 mm to facilitate the conditions for the manufacture of reinforced concrete rail bases. The distance L is selected from the condition:

L = f + 2c + (S _k1 -S _n ) + δ - along the inner rail thread;

L = f + 2c + (S _k2 -S _k1 ) + δ - along the outer rail thread, while the sleeper of one size acquires the properties of a unified for use in straight sections of the track, circular and transition curves in accordance with applicable standards, where: f = 150 mm - width of the sole of the rail P65;

C = 12 mm - the minimum width of the vertical shelf of the insulating rail strip;

S _k1 = 1528 (1530) mm - rail track width, fixed by standards as the first small radius circular curve;

S _n = 1522 (1520) mm - the width of the rail track in a straight section of the track.

The difference S _k1 -S _n = 1528-1522 = 6 mm; δ = 1 mm - an additional increase in track gauge to simplify the installation technology of rail fasteners. With a further increase in the rail gauge to the level of the second circular curve defined by the small radius standards Sk ₂ = 1534 (1535) mm - similar operations are now carried out on the outer rail.

The difference S _k2 -S _k1 = 1534-1528 = 6 mm, i.e. corresponds to the same indicator for the inner rail thread. For a third fixed circular curve of 1538 (1540) mm relative to an adjacent circular curve of 1534 mm, the required increase in rail track width is 4 mm with an adjustment step of 2 mm. To achieve a rail gauge of 1538 mm is provided here due to the widening tolerance normalized to 8 mm.

The width dimension L selected above between the inner surfaces of the anchors corresponds to the width of the rail linings. It extends to the entire length of the circular and transitional curves of the rail thread, on which the width of the rail track is adjusted.

The length of the path at each step of adjustment should not be less than its length under 5 successive sleepers.

In order to save metal, the middle part of the anchors at a length of 72 mm is underestimated by 25 mm.

The elongated end parts of the upper branches of the terminals from the surface of the lower part of the end of the extension to the upper surface of the upper part of the lower branch of the terminals horizontally located in the direction of the longitudinal axis of the rails of the terminal branches is 16 mm before the vertical load is applied by the monoregulator and is in contact with it after the vertical load is applied by the monoregulator

The above material for the classical design of a railway track with reinforced concrete rail base is acceptable for use in turnouts of grades 1/9 and 1/11 with reinforced concrete beams.

In view of the foregoing, it was possible to assemble rail-sleeper grids on link assembling bases under a rail gauge of 1522 mm, which eliminates the need to mark the characteristic places of transitional and circular curves on the grids, in contrast to the use of adjustment sleepers themselves to adjust the rail gauge. In addition, when adjusting the sleepers, the technology of performing work during the installation of the track and operation is significantly complicated due to the need to create stocks of an additional seven different types of reinforced concrete sleepers, store them with sorting, and use lifting devices both in the conditions of ICP and track distances. When using rail adjusting gaskets, the adjustment of the rail gauge is carried out when replacing inventory rails with jointless rail lashes with the simultaneous placement of transitional and circular curves characteristic of the project.

In the case of subways, adjusting the track gauge along the way with reinforced concrete sleepers is of particular importance. In 2003, the Gosstroy of Russia approved the standards for the construction and maintenance of the track, taking into account the plan of the line. According to SNiP 32-02-2003, the width of the rail track should be, mm:

on straight and curved sections with a radius of 1200 m or more ... 1520;

on curved sections with a radius of 600 to 1200 m ... 1524;

the same, from 400 to 600 m ... 1530;

the same, from 125 to 400 m ... 1535;

the same, from 100 to 125 m ... 1540.

According to the Moscow Metro, the introduction of this event in tunnels and ground sections of the track with wooden sleepers ensured a decrease in the intensity of lateral wear of the rail head by 2.5 ... 3 times. A good indicator for reducing wear on the flanges of the rolling stock. But these figures are only for the track with wooden sleepers, where it is easy to carry out these activities. However, for the classical design of the track with reinforced concrete sleepers, neither in domestic nor in foreign practice there is practically used a method of adjusting the rail gauge due to intermediate rail fastenings.

At present, on the ground sections of the Moscow Metro, more than 1,000 pieces of single defective wooden railway sleepers are replaced annually with reinforced concrete, which, as a rule, have an underestimated gauge. This leads to increased lateral unevenness of the track, which negatively affects, especially in the curved sections, a decrease in the life cycle of newly installed sleepers and an increase in the wear rate of the rail head and wheel flanges.

Figure 1 presents a view of the proposed site threadless unlined intermediate anchor rail fastenings for the track with reinforced concrete rail bases;

figure 2 is a view of twin anchors 1, monolithic in the factory with the lower part in concrete in the manufacture of rail bases;

figure 3 is a view of the side surface of the bearing element 4 (see figure 1);

figure 4 is a General view of the monoregulator;

figure 5 is a view of the side surface of the monoregulator;

figure 6 is a General view of the centering element;

Fig.7 is a General view of an elastic bar terminal;

Fig.8 is a plan view of Fig.7;

figure 9 is a General view of the cross-sections of the rail adjusting gaskets with the minimum and maximum width of the vertical flange, providing a track gauge of 1522 mm in straight sections of the track, in circular curves with a track gauge of 1528 mm and 1534 mm;

figure 10 is a General view of the side surface of figure 2. The adjustable track gauge a threadless rail fastening of the track with reinforced concrete rail bases contains metal anchors 1, united by a transverse link 2 into a single element called “double” anchors, the lower part of which is monolithic in the concrete rail track. In the upper part of the connection 2, recesses 3 are provided for accommodating the lower parts of the supporting elements 4 with articulation in the direction of the longitudinal axis of the rails. Monoregulators 5 are placed in the upper part of the supporting elements 4, and below them are the centering inserts 6, the lower part of which is in contact with the elastic bar terminals 7 in the area of the rounded part of the upper branches.

The end parts of the rod terminals 7 are in contact: in the tail direction with metal protrusions 8 made of concrete, and from the side of the rail sole with electrically insulated nails 9 through a horizontally oriented part of the lower branch of the terminals. The width of the rail insulating gaskets 10 should correspond to the distance L (see figure 2) in the light between the surfaces of the anchors 1 at the level of the thickness of these gaskets.

The size L in relation to the specific radius of any circular curve is taken along its entire length, taking into account two transition curves with a step of 2 mm increase in the rail gauge. The smooth removal of rail threads, both for broadening and for narrowing, is carried out separately first along the inner rail thread and then along the outer one.

To increase the bond strength of the anchors 1 with reinforced concrete rail bases in the lower part of the double anchors, protruding parts 11 are provided by analogy with the prototype. Horizontally oriented holes 12 are provided in the lower part of the recesses 3 (see FIG. 1) (see FIG. 2) to continue them in reinforced concrete in order to ensure water drainage to the lateral (inclined) surfaces of reinforced concrete sleepers or railroad switches. In the recesses 3, the supporting elements 4 (see Fig. 1), having a T-shaped head 13 (see Fig. 3) with conical end parts of radii 10 mm and 9 mm, are in contact with the corresponding roundings in the double anchors. In the upper part of the supporting elements, slots 14 are provided (see Fig. 3) for the establishment of monoregulators.

Monoregulator 5 (see figure 1) is a separate metal element in the amount of two pieces in the intermediate rail fastening assembly, containing components: octahedron 15 (see figures 4 and 5), two identical plates 16 with ribbed adjacent to it on both sides the contours of the spiral surfaces 17 and the two end parts 18 of a circular shape. The contact of the end parts 18 of the monoregulators 5 is carried out with the rounded upper part of the supporting elements 4 (see Figs. 1 and 3), and the surfaces 17 of the same type of plates 16 with the centering inserts 19 (see Fig. 6). The upper surface 20 of the centering inserts is smooth, and the lower one with recesses 21. In this case, the size of the recesses 21 in the central part of the roundings should correspond to 0.5 of the diameter of the terminal bar, and the distance between the axes of the recesses 21 should be the distance between the axes of the rods of the upper branches of the terminals. A stable position of the centering liners 19 is achieved by engaging their lower part with the upper rounded branches 22 of the terminals (see Fig.7 and 8).

The supporting surfaces of the bar terminals are: the tail part 23 - metal surfaces protruding from the field side of the field, and the longitudinally oriented part 24 of the terminals - rail insulating regulating the width of the rail gauge strip 9 (see figure 1) and 25; 26 (see Fig. 9).

To ensure visual monitoring of the magnitude of the vertical load on the sole of the rails under operating conditions, an extension of the 27 end parts of the upper branch of the terminals is provided (see Figs. 7 and 8). When transferring to the sole of the rails rated in accordance with the applicable load standards, the end part 27 will be in contact with the longitudinally oriented part 24 of the terminal (see figure 1). In the complete absence of load, the position of the parts 27 relative to 24 will correspond to the position shown in Fig.7. If there is a gap between parts 24 and 27 - a sign of a malfunction of the fastener for reasons: wear or loss of the elastic properties of the under-rail gaskets 10 (see figure 1), poor-quality bar clamps in terms of elasticity, etc.

In view of the foregoing, a set of four varieties is proposed in terms of the width of the vertical shelf of rail strips: 12 mm; 14 mm; 16 mm vs 18 mm. With two rail spacers 25 and 26 (see FIG. 9) of a minimum of 12 mm and a maximum of 18 mm, it seems possible to provide straight sections of the track with a rail track width of 1522 mm, circular curves with a rail track width of 1528 mm when adjusting for one rail thread and 1534 mm - when adjusting on both rail threads. Below is a description of the placement shown on Fig.9 rail strips for the above characteristics of the path:

straight sections of the railway track with a track gauge of 1522 mm along both rail threads - from the side of the axis of the track laying minimum (12 mm), from the outside maximum (18 mm) width;

circular curves with a rail gauge of 1528 mm - along the inner rail thread from the side of the axis of the laying path maximum (18 mm), from the outside side of the minimum (12 mm) width, and along the outer rail thread from the side of the axis of the laying path minimum (12 mm) , from the outside - maximum (18 mm) width;

circular curves with a rail gauge of 1534 mm on both rail threads. - from the side of the axis of the laying path of the maximum (18 mm), from the outside of the minimum (12 mm) width.

Transition curves with additional rail spacers with a shelf width of 14 mm and 16 mm provide a smooth removal of rail threads, both for broadening and narrowing, first one rail thread and then another.

Figure 10 presents a side view of figure 2. The spaces 28 are intended for partial placement of the supporting elements 4 (see FIGS. 1 and 3) with a T-shaped head in the lower part, which contacts the rounded surface of the recesses in the area of the visors 29. An articulated coupling, the axis of which is parallel to the longitudinal direction of the rail threads, in combination with the increased width of the rail linings provides the ability to change the position of the supporting element 4 due to rotation in the transverse horizontal direction to the right and left relative to the center O (see figure 1). The eccentricity of the transfer of vertical loads to the bottom of the rail is eliminated due to the curvature of the 22 upper branches of the bar terminals (see Fig. 7) and the use of centering inserts 6 (see Fig. 1) and side view 19 (see Fig. 6).

Rail-sleeper grids are assembled at the link assembly bases of track machine stations according to the scheme for straight sections of the track with a rail gauge of 1522 mm. Work is carried out in the following sequence:

- lay out standardized sleepers in accordance with the diagram on the project;

- rail tracks are laid out on the rail track platforms;

- on rails laying 25-meter-long rails, on the sole of which they are laid out under a straight stretch of track with a rail gauge of 1522 mm rail adjusting shims;

- install elastic bar terminals, supporting elements, centering liners and monoregulators;

- by turning the monoregulators along the longitudinal axis of the rail, in accordance with current standards, the vertical load is transmitted to the bottom of the rail.

The work on replacing inventory rails with continuous rail lashes is carried out in the following sequence:

- translate before the transition curve at least five sleepers (depending on the length of the transition curve) track gauge from 1520 mm to 1522 mm;

- on the same number of sleepers, a smooth tap is carried out along the inner rail thread with a step of 2 mm gauge to a value of 1528 mm;

- after a gauge of 1528 mm, if necessary, to further increase it to a width of 1534 mm, a similar tap along the outer thread is carried out.

All these operations are performed with standardized reinforced concrete sleepers, acceptable for straight sections of the track, transitional and circular curves.

In the proposed adjustable gauge without threading rail fastening for the track with reinforced concrete rail bases, the following advantages are obtained in comparison with the prototype:

- the possibility of using turnouts with reinforced concrete beams;

- the possibility of visual indicative control of the state of interacting elements in the nodes of fasteners;

- increase by 3 the number of positions of adjustment of the transmission of vertical load on the rail base;

- the possibility of adjusting the track gauge to 1534 mm with reinforced concrete sleepers unified for the same size, suitable for use in straight sections of the track, transitional and circular curves;

- the presence of four varieties in terms of the width of the vertical shelf: 12 mm, 14 mm, 16 mm and 18 mm of rail-mounted insulating gaskets made of composite materials, providing adjustment of the rail gauge to 1534 mm. In this case, gaskets of 12 mm and 18 mm provide straight sections of the track with a track width of 1522 mm, circular curves with a track width of 1528 mm and 1534 mm.

In relation to a railway track with reinforced concrete rail bases for subways, where the railroad gauge is 1540 mm wide, it is advisable to additionally provide two varieties (10 mm and 20 mm) of rail laying.

Information sources

Patent for invention No. 2267569. Rail anchor fastening.

Patent for invention No. 2373318. A method for smoothly tapping a track gauge of a railway track and an under-rail reinforced concrete base for its implementation (options).

V.M. Kruglov, Yu.N. Aksenov, A.Yu. Bogachev, E.G. Kurzina. The modernized rail fastening of the ARS // Way and track facilities, No. 2, 2011.

Claims (3)

1. A threaded rail fastening for a track with reinforced concrete rail bases, containing metal anchors with a monolithic rail base of their lower double part, monoregulators, providing vertical load transfer to the rail base through elastic bar terminals, electrical insulating rail linings, electric rail rails with rail rails characterized in that the supporting elements are provided with a T-shaped head, while T-shaped heads with con with radial parts in contact with the corresponding curves at the base of the double anchors. 2. The threadless rail fastening for the track with reinforced concrete rail bases according to claim 1, characterized in that octahedrons are the main base component of monoregulators to increase the number of vertical load distribution positions on the rail base; 3. The threadless rail fastening for the track with reinforced concrete rail bases according to claim 1, characterized in that in order to exclude eccentricity when transferring the vertical load to the rail base in the upper branch of the terminals, a radius of 30 mm is provided in the direction of the lower branches along the upper surface of the branch rods with by placing in the rounded part of the centering inserts having a smooth surface in contact with the monoregulators, and in the contact with the rounded branches of the terminals with recesses up to 0.5 bar diameter Meshing with the terminals.

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