RU2624765C1 - Rail fastening - Google Patents

Abstract

FIELD: construction.

SUBSTANCE: rail fastening has a special construction consisting of the following parts: a bearing plate (1), which has four holes for fastening elements (6, 7) of the bearing plate to the tie (4) and which is fastened to the tie (4) with four self-locking bolts (6, 7), a rail cushioning rubber pad (9) and an electrically insulating cushioning rubber pad (10), two spring-bolt fasteners which simultaneously attach the spring clips (2) to the bearing plate (1) using clamps (3), fastening of the rail base (5) to the bearing plate (1) with spring clips (2) and fastening of the bearine plate (1) to the tie (4) using self-locking bolts (7). The spring-bolt fastener consists of the spring clip (2), the clamp (3) and a bolt set, which screw-nut is bonded in the tie. The bearing plate (1) has two lateral stops (8), the distance between them is greater than the width of the rail base(5); two tapered guide grooves are made in the body of the lateral stops to carry out centring adjustment and fixate the positions of the two clamps (3), and four guide radial grooves for laying and then fixing the terminal branches of the spring clips (2) in them by means of two clamps (3).

EFFECT: higher reliability of a railway track fastening, stability of a railway track, comfort and speed of a railway transport movement.

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Description

The invention relates to railway transport, in particular to devices for fastening rails to sleepers, and can be used on railway lines with a large cargo flow.

The analogue is known in the description of the invention to patent No. 1401095A1, IPC E01B 9/00, according to application No. 1413169, dated 05/30/1986, published on 06/07/1988, containing a U-shaped anchor with a shank. Each end of the anchor has two brackets, for installing a terminal voltage regulator, the brackets are spaced along the rail. The surface of the anchor between the brackets has a slope towards the rail. Terminals are installed on the rail, each of which is connected to the anchor brackets through a regulator, while the branches of each terminal are installed with the possibility of interaction with the rail and the lining mounted on the rail.

The mounting of the rail sole is carried out using two B-shaped spring terminals.

Disadvantages: the possibility of skewing the terminal strip relative to the axis of the sleepers and the lack of manufacturability of its manufacture, the need for additional fixation of the cylindrical axis of the regulator in the eyes of the anchor, as well as the possibility of shifting the regulator along the axis of the clamp during assembly of the assembly.

The analogue is known: anchor rail fastening of the railway track in the description of the invention to patent No. 2190720 C2, IPC E01B 9/00, according to the application No. 99121170/28, dated 10.10.1999 published on 10.10.2002, containing an anchor with two protruding bottom part in a reinforced concrete base concrete heads with fixed eccentric regulators B-shaped spring terminals. The central part of the anchor has a variable cross-section, smoothly alternating from the I-beam to the T-shape, and the brackets of the anchor heads have hook-shaped eyes that turn into vertical limiter walls. The fastener contains a sub terminal in the form of a plate with bends. To straighten the gauge, use an insulator in the form of a corner with equal shelves, the thickness of which is either the same or different. Anchor is cast from ductile iron with spherical graphite of a ferrite class with a perlite content of not more than 10-15%.

The mounting of the rail sole is carried out using two B-shaped spring terminals.

The disadvantages of the analogue are: cases of failure of the eccentrics carrying out the bending of the B-shaped spring terminals (they simply tear them out of their mountings when moving heavy freight trains, especially bulk ones).

There are cases of failure of the B-shaped spring terminals (burst: either the right or left working (side) terminal branch). Insulators (electrical insulating gaskets), which are pressed to the sole of the rail by the rail parts of the B-shaped spring terminals, are quickly worn out.

A closer analogue is known: intermediate rail fastening in the description of the invention to patent No. 2257438 C1, IPC E01B 9/30, E01B 9/48, E01B 9/38, E01B 9/00, according to the application No. 2004 106580/11, dated 09.03.2004 published on July 27, 2005, containing anchors monolithic in concrete, having two branches directed downward, elastic bar terminals having upper and lower branches, electrically insulating rail and shock absorbing rail gaskets, terminal T-shaped bolts with nuts. The device is equipped with elements that control the gauge, having protruding locking elements, by means of which they are attached to the anchors, and placed between electrically insulating rails and anchors, and centering elements placed on the bolts between the nuts and the upper branches of the terminals, while one of the contact surfaces of each the centering elements are convex, the anchor is monolithic in concrete with the protrusion of its upper part above the surface of the rail track, the contact surface the anchor with the T-shaped head of the bolt is made concave, in the upper part of the anchor there is a groove for inserting the T-shaped head of the bolt, the contact surface of which with the concave surface of the anchor is convex; on one of the branches of the anchor holes are made for fixing elements that control the gauge of the gauge elements, the contact surface of the upper branch of the elastic bar terminal with the convex surface of the centering element is made concave. The contact surfaces of the electrically insulating rail gaskets with bar terminals are concave and correspond to the diameter of the bar terminal, and the contact surfaces of the electrically insulating rail gaskets with the rail sole are made corresponding to the surfaces of the rail sole.

The disadvantages of the analogue are: the technological complexity of manufacturing its spring terminal, the difficulty to keep it from shifting when it is worn out, and, as the practice of operating the first two analogs (rail fastenings of the ARS) has shown, the rather rapid abrasion of electrical insulating strips pressed to the rail sole by the rail parts of elastic (spring ) terminal.

The analogue is known: rail fastening in the description of the invention to patent No. 2398923 C2, IPC E01B 9/44, according to the application No. 2008120277/11 dated 05/21/2008, published on 09/10/2010, including a lining with two holes for fastening the lining to the sleeper, with two side stops, the distance between which is greater than the width of the rail sole, terminal-bolt fastening of the rail to the lining and a control element mounted on one side of the rail with the possibility of its rearrangement on the other side and securing by means of a terminal-bolt fastening; a control element, which consists of at least two flat adjustment plates, each of which has a rectangular shape in the upper and / or lower part to exclude the possibility of horizontal displacement of the control element relative to the rail along the railroad track.

The disadvantages of this analogue are: loosening (displacement) of fastening during the movement of heavy freight trains, especially bulk, due to the weakening of the lining to the sleepers, carried out using two embedded bolts, the rail is rigidly attached to the lining, which is the reason that vibration vibrations ( ... shaking, shocks, bumps) arising in the metal of the rail during the movement of the train, shock absorbing gaskets are not able to repay, this is the reason for the discomfort of movement and increased wear of the rolling stock.

The purpose of the invention: to improve the reliability of the fastening of the railway track, comfort and speed of railway transport.

The proposed rail fastening contains three main parts: a lining, a spring terminal and a clamp.

The lining has two lateral stops, like the fourth analogue (patent No. 2398923 C2), reliably fixing the position of the rail from lateral displacements; the lining has four holes (the analogue has two) for fastening elements and is securely attached to the railroad tie with four self-locking bolts (unlike all analogues).

The common feature of the proposed fastening and analogues (patents No. 1401095A1, No. 2190720 C2, No. 227438 C1) is only that the rail is attached with flexible, elastic joints (two spring terminals), the spring terminals in the top view are similar to each other, but structurally differ from each other.

The proposed spring terminal differs from its counterparts, the APC spring terminals widely used on SEE in that it is made in two planes: the middle (rail) and two working (side) branches are located in the horizontal plane, and above them there are two end branches that rise along the bend radius from the working (side) branches at an angle of 55 °, and are located in a plane inclined at an angle of 4-5 °, with respect to branches located in the horizontal plane, while the end and side (working) branches are parallel to each other. This arrangement of the end branches allows almost two times (in comparison with the analogue, APC spring terminal) to reduce the shoulders of the torques arising in the metal of the working (side) branches in the unprotected position of the spring terminal during operation, and, accordingly, significantly reduce torsion stresses in the metal of the working branches, as the most difficult for the metal to work. Unlike all analogs, the rails branch offered by the spring terminal rests directly on the bottom of the rail (no gaskets are used) and presses it against the lining.

This design of the spring terminal increases its reliability and its service life.

The clamp is a fastening part (similar to the centering element of the third analogue (patent No. 2257438 C1)) in the form of a square metal plate with a hole in the center for the fastening element, on top there is a socket for an electrically insulating washer (insulating the bolt from contact with the metal of the clamp and lining) , bottom - the plate has a centering conical rib (in contrast to the analogue) and two radius grooves corresponding to the diameter of the rod of the end branches of the spring terminal. In this case, the radial grooves and the centering rib are parallel to each other.

Unlike all analogues in the body of the side supports of the lining, the dimensions of which in plan are equal to the sizes of the clamps, through holes for fixing bolts are made, having from the bottom, - (on the bottom of the lining) two sockets for electrical insulating washers (insulating bolts from contact with the metal of the lining); top - in the body of the side supports of the lining there are guide cone grooves along the longitudinal axis of symmetry of the pad for centering and fixing the position of the clamps, and radius guide grooves (two in each side stop corresponding to the diameter of the terminal bar) to the left and right of the cone grooves for fixing and fixing in them the end branches of the spring terminals. All grooves are parallel to each other and perpendicular to the rail.

The proposed rail fastening works as follows. The rail lies on the lining between the two side stops, the middle (rail) branch of the spring terminal lies on the edge of the rail sole and is parallel to it, its side (working) branches are located to the left and right of the body of the side support of the lining, the terminal branches of the terminal are located above the guide radial grooves of the body lateral emphasis and parallel to them. When the spring terminal is covered, the clamp is placed on the end branches of the spring terminal, while its guide radial grooves take them in, the centering conical rib of the clamp is inserted into the guide conical groove of the body of the lateral support of the lining. Then, the mounting bolt is inserted and screwed (as part of the spring washer, flat washer, electrical insulating washers and nut monolithic in the sleepers).

After the clamp position is fixed (the end branches of the spring clamp will be clamped, the centering edge of the clamp is fixed in the guide groove of the lining (body of the side stop), the final fastening of the fixing bolt is carried out to a normalized value, while at the same time (which has no analogues) are fixed: spring the terminal to the lining (to the side stop body) with a clamp, the rail to the lining with the spring terminal and the lining to the sleeper with the bolt.

A similar operation is simultaneously performed on the other side of the lining.

After that, two extreme bolts are finally tightened as part of their sets (spring washer, flat washer, electrical insulating washer and nut monolithic in the sleepers).

All four nuts of four mounting bolts, monolithic in the sleepers, in their lower part have flat washers welded to them and making them deaf. When the welding ring seam cools down in the metal of the lower part of the nut, large compressive, internal, thermal stresses arise due to the shrinkage of the molten metal when it solidifies, which leads to a decrease in the diameter of the thread of the nut in its lower part - this circumstance allows you to lock all four fixing bolts in the lower parts of their nuts, there are no analogues to this.

In the working position of the spring-bolt fastener (including: the fastening bolt (as part of the spring washer, flat washer, electrical insulating washers and nut monolithic in the sleepers), clamp and spring terminal), which fastens simultaneously: the spring terminal to the lining, the rail to the lining and the lining to the sleeper, its fixing bolt (being locked) will be subject to tensile stresses due to the action of the nut, spring clamp and spring washer, therefore, we can assume that this threaded connection will work reliably.

When the railway train is moving, the rail in the proposed fastener performs oscillatory movements (up, down), which are damped by the work of flexible, elastic connections (lateral branches of spring terminals), which ensures the comfort of movement, while any transverse rail displacements are completely excluded due to the presence of two lateral stops of the lining, between which the rail lies, the lining itself is attached to the railroad tie with four self-locking bolts, which exclude any displacement of the lining with the rail.

Thus, on the basis of the above new features, the proposed rail fastening provides a technical result: the lining is securely fastened to the sleeper by four self-locking bolts, which eliminates its loosening (any displacement) when the train is moving, the rail lies on the lining between the two side stops, which excludes any rail displacement in the transverse plane, two spring-bolt fasteners (the fastening structure is given above) are securely fastened simultaneously: spring terminals to the lining (to the side body x abutments) using clamps, to rail is lined with flexible, elastic ties (spring clips) and the lining itself to a sleeper by means of fixing bolts. The presence of flexible, elastic connections (spring terminals) allows you to dampen, for the most part, vibrational vibrations (... shaking, shocks) arising in the metal rail when the train.

Together, all of the above makes it possible to ensure high reliability of fastening of the rail track, high stability of the railway track, the comfort of movement of railway transport and, as a result, significantly increase the speed of its movement.

The invention is illustrated by drawings:

In FIG. 1, 2 - shows a General view of the rail fastening;

In FIG. 3 - shows the lining;

In FIG. 4 - shows a spring terminal;

In FIG. 5 - shows the clip.

The inventive rail fastening (Fig. 1) consists of the following parts:

- lining 1 (Fig. 3), having four holes for fastening elements 6, 7 of the lining to the sleepers 4. Lining 1 is attached to the sleepers 4 with four self-locking bolts 6, 7.

The lining 1 has two lateral stops 8, the distance between which is greater than the width of the sole of the rail 5, two taper guide grooves are made in the body of the lateral stops, which center and fix the positions of the two clamps 3 (Fig. 5) and (Fig. 1,2), and four guide radial grooves for laying and subsequent fixing in them of the end branches of the spring terminals 2 using two clamps 3.

- under-rail shock-absorbing rubber gasket 9 and electrical insulating, shock-absorbing rubber gasket 10.

- two spring-bolt fasteners 7, which carry out simultaneously: fastening the spring terminals 2 to the lining 1 with the help of clamps 3, attaching the sole of the rail 5 to the lining 1 with spring clips 2 and attaching the lining 1 to the sleeper 4 using self-locking bolts 7. Spring-bolt the fastening 7 consists of a spring terminal 2 (Fig. 4), a clamp 3 (Fig. 5) and a bolt set 7, the nut of which is monolithic in the sleepers (Fig. 1).

The spring terminal 2 (Fig. 4) is made of a bar ∅ 18-20 mm. All the radii of the bending of the bar are the same, the radius of bending of the axial line of the bar is a constant value equal to 30 mm., While the radii of bending of the inner surface of the bar are equal, respectively:

for bar ∅ 18 - R21

∅ 19-R 20.5

∅ 20 - R20

The branches of the spring terminal 2 are made in two planes (Fig. 4): the rail branch (middle section) of the terminal, which directly presses the sole of the rail 5 to the lining 1, and two lateral (working) branches are in the horizontal plane.

The terminal terminal branches ascend from the working (side) branches at an angle of 55 ° along the bend radius of the center line of the bar equal to 30 mm and are located above them. End branches are located in a plane inclined at an angle of 4-5 °, relative to branches located in a horizontal plane. In this case, the terminal and lateral (working) branches of the terminal are parallel to each other. In the working (unintentional) position (Fig. 1), the end branches of the spring terminal can be at an angle of 2-0 °, and the workers (side) at an angle of 6-8 ° to the horizontal.

In the working position of terminal 2, torsional stresses arise in the metal of its working (side) branches, but they are much less than the same stresses occurring in the same place in the spring B-shaped APC terminal. The torque arm of the proposed terminal is almost two times smaller than the torque arm of the APC spring terminal, because end branches of the proposed terminal 2 (Fig. 4), ascend at an angle of 55 ° and are in a different plane with respect to the working (side) branches, above them. While the analogue (APC spring terminal) in the working, non-worn position, all branches of the terminal are practically in the same plane, which means that the torque arm has a maximum value, respectively, the torque in the metal of its working (side) branches is maximum and accordingly, the torsional stress arising from this is of maximum importance. At the same time, the working branches of the analogue (APS spring terminal) during operation are constantly subject to bending vibrations of very different amplitudes ... generating bending stresses. The imposition of these stresses (torsion + bending) gives a very tough mode of operation of the metal of the working branches, which in some cases leads to its destruction.

The working branches of the spring terminal 2 during operation are also constantly subject to bending vibrations of very different amplitudes ... The application of these stresses (torsion + bending) gives a much less rigid mode of operation of the metal than the analogue, which should exclude cases of destruction of the metal of the working branches of the proposed spring terminal 2.

The clamp 3 (Fig. 5) carries out the covering of the spring terminal 2 (Fig. 1, 2). The clamp 3 has a top hole in the center for the mounting bolt, a socket for an electrically insulating washer, a bottom conical centering rib that provides centering and fixing the position of the clamp 3 when tightening the mounting bolt 7, and two radial guide grooves for laying in them the end branches of the spring terminal 2.

The inventive rail fastening has several options, one of them is presented in (Fig. 2).

The rail fastening is carried out in the following sequence (see Fig. 1): an under-rail insulating, shock-absorbing pad 10 is placed on the rail base of the sleepers 4, a lining 1 is equipped with four electrical insulating washers (included in the bolt sets 6, 7), and cushioning gasket 9. Then the lining 1 is fixed in its position by two bolts 6 (as part of its sets), after which the rail 5 is placed on it. Then the spring terminals 2 are installed (as they are shown in Fig. 1, 2) mayor that the terminals are terminal branches of the guide grooves radiused lining 1 (Fig. 3), and they were parallel. After that, clamps 3 are placed on the terminal branches of the terminals 2, while the guide radial grooves of the clip (Fig. 5) must receive the terminal branches of the terminal 2, the centering conical rib of the clip 3 must enter the guide cone groove of the lining 1. Next, using bolts 7 (as part of their sets) they are tightened, while the radius grooves of the lining 1 must take in the end branches of terminal 2 (already located in the radius grooves of the clamp 3). After the position of the clamp 3 is fixed (the end branches of the terminal 2 will be clamped, the centering edge of the clamp is fixed in the guide groove of the lining 1), the final tightening of the bolts 7 to the normalized value is carried out. After that, the bolts 6 are finally tightened.

The entire installation of rail fastening is carried out from above.

Removing the rail fastening: first unscrew the bolts 7, then remove the clamps 3, the spring terminals 2, unscrew the bolts 6, and then remove the lining 1.

The inventive rail fastening consists in the fact that the lining 1 is securely fastened to the sleeper 4 by four self-locking bolts 6, 7, which eliminates its loosening (any displacement) when the train is moving; the rail lies on the lining 1 between the two lateral stops 8, which eliminates any displacement of the rail in the transverse plane, in the body of the lateral stops of the lining (Fig. 3), the dimensions of which in plan are equal to the dimensions of the clamps 3, are made: through holes for mounting bolts 7, guides conical grooves for centering and fixing the position of the clamps 3 and the radius guide grooves for fixing and securing the end branches of the spring terminals 2 in them. Two spring-bolt mounts 7 are securely fastened simultaneously: the spring terminals 2 to the lining 1 with the clamp 3, the rail 5 to the lining 1 using spring terminals 2 and the lining 1 to the sleepers 4 using bolts 7, thereby ensuring high reliability of fastening of the rail track and high stability of the track gauge.

Fastening the rail to the lining with the help of flexible, elastic connections (spring terminals) allows you to dampen, for the most part, vibrational vibrations (... shaking, jolts) that occur in the metal of the rail when the train is moving, which ensures traffic comfort. High reliability of rail track fastening, high stability of railway gauge and comfort of movement provide a significant increase in the speed of railway transport.

Claims (5)

Rail fastening of the railway track, containing a lining with two lateral stops, the distance between which is greater than the width of the rail sole, flexible elastic ties in the form of two spring terminals with rails, side and end branches, two clamps and fasteners,  characterized in that the lining has four holes for fastening it to the sleepers with four self-locking bolts, the nuts for which are monolithic in the sleepers, two lateral stops, in the body of each of which there is one hole for the mounting bolts, as well as guide conical grooves along the longitudinal axis of symmetry linings and radius guide grooves to the left and right of the conical groove guides, while all the grooves are made parallel to each other and perpendicular to the rail, two spring terminals are made so that the rod branches of each of them are located in different planes, the rail and two lateral working branches of the terminal are in the horizontal plane, and above them there are two end branches that ascend along the bend radius from the side branches at an angle of 55 ° and are located in a plane inclined at an angle of 4-5 ° with respect to branches located in the horizontal plane, while the end and side branches are parallel to each other, the rails branches of both spring terminals lie directly on the bottom woo rail, two clamps are made in such a way that each has a centering conical rib in its lower part, which ensures alignment and fixation of the clamp position when the fixing bolt is screwed, and two radial groove guides corresponding to the diameter of the rod of the end branches of the spring terminal, to the left and to the right of the centering rib, this centering rib and radius grooves are parallel to each other, two spring-bolt fasteners containing self-locking fastening bolts that simultaneously fasten the spring terminals to the lining, the rail to the lining and the lining to the sleepers.

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