RU2815139C1 - Side support of rail fastening for turnouts on reinforced concrete base and method for regulating position of rails in horizontal plane in turnouts with its help - Google Patents

Abstract

FIELD: railway tracks.

SUBSTANCE: invention relates to design of the upper structure of a railway track turnouts, namely to means for adjusting the position of rails in the horizontal plane in turnouts on a reinforced concrete base. The rail fastening stop for turnouts on a reinforced concrete base contains a horizontal sub-terminal section, a through hole for the passage of a fastening element, a vertical section with an edge, a lower projection, limiting and guide projections. In this case, the horizontal sub-terminal section is made of such a width that when installing the spring terminal, the latter always rests with its side sections on the sub-terminal pad of the stop. The length of the stop in the area of the horizontal sub-terminal section is made with a displacement of the lower protrusion relative to that part of the stop that makes up the vertical section with the rib, by an amount from -6 mm to -2 mm and from +2 mm to +6 mm.

EFFECT: makes possible to adjust the position of the rail in the turnout relative to the reinforced concrete base by an amount of ± 6 mm using a universal stop for all sleepers of the rail turnout , which does not require changes to the equipment for the lower protrusion , in addition, the stop has a large force transmission area at the maximum angle, and also gets clogged less.

9 cl, 29 dwg

Description

The invention relates to the design of the upper structure of a railway track of turnouts, namely to means for adjusting the position of rails in the horizontal plane in turnouts on a reinforced concrete base.

The standards for maintaining track gauge on turnouts are more stringent than the standards for track on straight sections: at the point and at the root of the point +4 and -2 mm, at the cross and at the end of the curve ±3 mm. The rolling surfaces of rails, points and crosspieces must be located at the same level.

The rail gauge parameters are influenced by two main factors:

- Design tolerances and clearances;

- Wear of elements.

In accordance with the analysis of track-forming tolerances in the elements of rail fastenings (the report is attached), the width of the rail track can vary in the ZhBR-65 fastening from 1497.5 mm to 1532.5 mm. Taking into account the theory of probability, combinations of tolerances of all elements in one direction or another do not occur in practice, and the indicated minimum and maximum dimensions of the rail track width practically do not occur without violating the assembly rules.

Rails, especially in curved sections of the track or along the side track of turnouts, wear out. Wear rates depend on the class and category of the track.

Taking into account tolerances, design clearances and wear rates of rail elements, the turnout during assembly may not meet the requirements for the width of the rail track: at the point and at the root of the point +4 and -2 mm, at the cross and at the end of the curve ±3 mm.

On old turnouts operated on wooden beams, this issue was solved simply - by changing the gauge. The screws were unscrewed, the timber was moved and the screws were screwed into a new place. But with the transition to reinforced concrete beams, the problem with maintaining the rail track at the turnouts has worsened. Track installers simply have no legal way to adjust the track. Something can only be done by costly replacement of elements, which is not always possible. Therefore, often when examining turnouts, you can see various foreign objects (see Figure 1) in the area of rail fastenings, which make it possible to maintain the rail track within standard parameters.

Known is a thrust bracket for an unlined intermediate rail fastening with a B-shaped spring terminal (RU97387U, published on September 10, 2010), made in the form of a rectangular plate in plan with a through hole and a thrust protrusion located along its opposite edges parallel to each other, directed upward, and a guide protrusion directed downward, the side surface of which smoothly transitions into an inclined side thrust surface of the bracket, characterized in that it contains restrictive protrusions that prevent excessive tightening of the fastener, and guide walls with end sections made along a radius, which together with the restrictive protrusions provide fixation The B-shaped spring terminal is in the design position and prevents its end sections from moving apart when the fastener is tightened.

The shape of the lower protrusion in the analogue is rounded and is used for fastenings intended for ordinary sections of the track - for sleepers. All sleepers are the same. In turnouts, each reinforced concrete beam (sleeper) is individual and the labor intensity of manufacturing equipment with the required bending radius is much higher. Therefore, in order to use such a thrust bracket on a turnout, it is necessary to form about 20 different versions of the thrust bracket, having different radii of rounding of the lower protrusion, not to mention the fact that this thrust bracket does not provide for adjustment of the rail track width. The terminal is limited from moving relative to the stop along the sleeper. This means that when adjusting the track - shortening and lengthening the stop, the clamp will move along the inclined plane of the rail base (1:4), respectively, in each adjustment position the clamp will press the rail differently, which is not allowed.

Thus, the analogue does not provide the ability to adjust the position of the rail relative to the reinforced concrete base ± 6 mm. When using this pad it is also necessary to use foreign objects as in Fig.1.

In addition, the rounded stop has a small force transmission area and is also susceptible to the influence of debris that gets under the stop during installation.

The closest analogue is a thrust bracket for an intermediate rail fastening (RU128622U, published on May 27, 2013), containing a horizontal sub-terminal section, a through hole for the passage of a fastener, a vertical section with an edge, a cavity with a supporting protrusion open towards the sleeper, and an end section with an inclined a side thrust surface and a lower protrusion, characterized in that it has restrictive protrusions and guide walls with end arcuate sections, the supporting protrusion has a rectangular or square cross-section, and the hole made in it for the passage of the fastening element does not extend beyond its dimensions, and a groove is made on the edge of the vertical section.

In the prototype, the shape of the lower protrusion is rounded and is used for fastenings intended for ordinary sections of the track - for sleepers. All sleepers are the same. In turnouts, each reinforced concrete beam (sleeper) is individual and the labor intensity of manufacturing equipment with the required bending radius is much higher. Therefore, in order to use such a thrust bracket on a turnout, it is necessary to form about 20 different versions of the thrust bracket, having different radii of rounding of the lower protrusion, not to mention the fact that this thrust bracket does not provide for adjustment of the rail track width. The terminal is limited from moving relative to the stop along the sleeper. This means that when adjusting the track - shortening and lengthening the stop, the clamp will move along the inclined plane of the rail base (1:4), respectively, in each adjustment position the clamp will press the rail differently, which is not allowed.

Thus, the prototype does not provide the ability to adjust the position of the rail relative to the reinforced concrete base ± 6 mm. When using this pad it is also necessary to use foreign objects as in Fig.1.

In addition, the rounded stop has a small force transmission area and is also susceptible to the influence of debris that gets under the stop during installation.

The objective of the invention is to eliminate these technical problems inherent in known solutions and to create a universal rail fastening stop for turnouts, with the help of which it is possible to regulate the position of the rails in the horizontal plane.

The technical result is the expansion of the arsenal of means for adjusting the position of rails in the vertical and horizontal plane, which makes it possible to adjust the position of the rail in the turnout relative to the reinforced concrete base by an amount of ± 6 mm using a universal stop for all sleepers of the rail turnout, which does not require changes to the equipment for the lower protrusion In addition, the stop used has a larger area for transmitting force at a maximum angle, and is also less susceptible to the influence of debris that gets under the stop during installation.

The specified technical result is achieved due to the fact that a rail fastening stop for turnouts on a reinforced concrete base is claimed, containing a horizontal terminal section, a through hole for the passage of a fastener, a vertical section with an edge, a lower protrusion, limiting and guide protrusions, characterized in that the horizontal the under-terminal section is made of such a width that when installing the spring terminal, the latter always rested with its side sections on the under-terminal area of the stop, and the length of the stop in the area of the horizontal under-terminal section is made with a displacement of the lower protrusion relative to that part of the stop that makes up the vertical section with the edge, by an amount from - 6 mm to -2 mm and +2 mm to +6 mm.

Preferably, the lower protrusion is trapezoidal in cross section.

Preferably, the length of the stop in the area of the horizontal terminal section is made with a displacement of the lower protrusion with a displacement step of 2 mm.

Preferably, the length of the stop is equal to one of the listed values: 101 mm, 103 mm, 105 mm, 109 mm, 111 mm, 113 mm.

Preferably, the cross-sectional shape of the lower protrusion is made in the form of an isosceles trapezoid with an inclination angle of the sides of 60°.

Preferably, the width of the horizontal terminal area is 150 mm.

It is acceptable that the horizontal sub-terminal section of the stop is made of a trapezoidal shape, where the larger base is not more than 160 mm, and the smaller base is not less than 90 mm, and the larger base is located near the vertical section with the rib.

It is acceptable that the stop has a cavity open towards the sleeper.

Also claimed is a method for adjusting the position of rails in the horizontal plane in turnouts on a reinforced concrete base, in which the above-described stop of the rail fastening for turnouts is used, while the track gauge is used to measure the amount of track displacement in all sections of the length of the turnout, and at the location of the identified displacement, the sleeper is loosened and two adjacent sleepers, then remove the stops, spring terminals and screws from them; then, at the sleeper, where a shift in the track is detected, the straightening machine is brought under the rail, and the straightening machine is placed in the direction of the shift when the track is widening, and when changing in the direction of narrowing, the straightening machine is placed outside the track; After the rail has been shifted, the straightening operator clears the mounting areas for the stops from debris and begins installing them, and when the track is shifted by an amount of +d mm, a stop with an offset value of -d mm is used, and when the track is shifted by an amount of -d mm, a stop with an offset value is used +d mm, then the fastening units are assembled by installing spring terminals and screws with washers over the stops, which are tightened; then the straightener is removed; Next, install the track template at the place where the track has been altered and check the correctness of the track parameters.

Brief description of drawings

Figure 1 shows an example of installing foreign objects on turnouts to adjust the offset.

Figure 2 shows an example of using a stop in a lining rail fastening of the ZhBR type (side view).

Figure 3 shows an example of using a stop in an unlined rail fastening type ZhBR (side view).

Figure 4 shows the range of possible displacements of the stop and the spring terminal in a ZhBR type rail fastener (d is the displacement value).

Figure 5 shows an example of a lining with flanges (A - side view, B - top view).

Figure 6 shows the design of the stop according to the stated solution (A - bottom view in volume, B - top view in volume).

Figure 7 shows an example of a shock-absorbing pad.

Figure 8 shows an example of an adjusting shim (A - side view, B - top view).

Figure 9 shows an example of using a stop in a lining rail fastening of the ZhBR type (3d view).

Figure 10 shows a diagram of the testing machine.

Figure 11-Figure 13 shows the results of the maximum mechanical stress when applying stops with a width of 110 mm to the rails.

Figure 14-Figure 15 shows the results of the maximum mechanical stress when applying stops with a width of 150 mm to the rails.

Figure 16 shows the trapezoidal structure of the stop according to the claimed solution (top view).

Figure 17-Figure 29 shows the stages of implementing a method for adjusting the position of rails in the horizontal plane in turnouts on a reinforced concrete base using a rail fastening stop.

In the drawings: 1 - lining with flanges, 2 - elastic terminal Skl 12-32S with fasteners, 3 - under-rail gasket, 4 - stop according to the stated solution, 5 - reinforced concrete spring terminal, 6 - track screw, 7 - shock-absorbing gasket, 8 - set of adjusting shims, 9 - adjusting washer, 10 - rail, 11 - lower protrusion, 12 - hole for a screw, 13 - rib, 14 - horizontal terminal section, 15 - limiting protrusion, 16 - guide protrusion, 17 - metal frame, stationary fixed on the moving part of the testing machine and creating an inclination of the half-sleepers at an angle α = 27° ± 1°, 18 - adjustment plates for setting the angle α, 19 - half-sleepers with a fastening unit, fixedly fixed to the frame, 20 - load beam, 21 - vertical load (230 kN) from the testing machine.

Carrying out the invention

The rail fastening stop for turnouts (see Fig. 6) on a reinforced concrete base consists of a horizontal sub-terminal section 14, a through hole 12 for the passage of the fastener, a vertical section with a rib 13. Also, the stop, if necessary, has a cavity open towards the sleeper.

The stop also contains a lower protrusion 11, limiting 15 and guide 16 protrusions. The limiting protrusions 15 prevent excessive tightening of the fastening element, and the guide walls 16, together with the limiting protrusions 15, ensure the fixation of the spring terminal 5 (see Fig. 2, Fig. 3) in the installation position.

What is new is that the horizontal terminal area 14 is made of such a width that when installing the spring terminal 5, the latter always rests with its side sections on the terminal area 14 of the stop.

In this case, the lower protrusion 11 is preferably trapezoidal in cross section.

In addition, the length of the stop in the area of the horizontal sub-terminal section 14 is made with a displacement of the lower protrusion 11 relative to that part of the stop that makes up the vertical section with the rib 13, by a given amount, for example: from -6 mm to -2 mm and from +2 mm to +6 mm.

This design of the stop 4 makes it possible to adjust the position of the rail in the turnout relative to the reinforced concrete base by an amount of ± 6 mm using a universal stop for all sleepers of the rail turnout, which does not require changes to the equipment for the lower protrusion. A displacement of more than ± 6 mm is not permitted by the requirements for the turnout. In addition, the used stop 4 has a larger area for transmitting force at a maximum angle, and is also less susceptible to the influence of debris that gets under the stop during installation.

These advantages are provided due to the following.

In known solutions RU97387U, RU128622U, the spring terminal is limited from moving relative to the stop along the sleeper. This means that when adjusting the track - shortening and lengthening the stop, the spring terminal will move along the inclined plane of the rail base (1:4), respectively, in each adjustment position the terminal will press the rail differently, which is not allowed.

In the claimed solution, this problem is eliminated by the fact that the horizontal sub-terminal section is made of such a width that when installing the spring terminal, the latter always rests with its side sections on the sub-terminal pad of the stop; the terminal is always supported in all positions (including adjusting ones). Without providing support, the result will not be achieved, since if at the time of adjustment the spring terminal does not find points of support with its side sections on the under-terminal stop pad, fixation of the adjustment changes will not be achieved after removing the straightener.

To fulfill this condition, the width of the horizontal terminal section in the optimal case, as tests have shown, is preferably equal to 150 mm, mainly for the rectangular shape of the horizontal terminal section.

Considering that the shape of the stop in plan can be any, incl. trapezoidal, it is advisable to limit the minimum width of the lateral polymer stop to 90 mm, which allows you to effectively transfer the impact of lateral forces from the rolling stock to the concrete. Thus, in the case when the horizontal sub-terminal section of the stop is made of a trapezoidal shape (see Fig. 16), it would be optimal to make a larger base no more than 160 mm, and a smaller base no less than 90 mm, and the larger base is located near the vertical section with the rib.

Due to the fact that the lower protrusion is trapezoidal in cross section, the configuration of this shape of the lower protrusion facilitates the production of beams for turnouts. This is due to the reduction of the protective layer and simplification of the production of forming equipment. The rounded shape is used for fastenings intended for ordinary sections of the track - for sleepers. All sleepers are the same. In turnouts, each reinforced concrete beam (sleeper) is individual and the labor intensity of manufacturing the equipment is much higher.

The trapezoidal shape of both the stop and the concrete is better than the round one, since it has a larger area for transmitting force at a maximum angle, and is also less susceptible to the influence of debris that gets under the stop during installation.

Preferably, the cross-sectional shape of the lower protrusion is made in the form of an isosceles trapezoid with an inclination angle of the sides of 60°. This is important for a more even distribution of the load from the lower protrusion of the support onto the reinforced concrete beam (sleeper).

During assembly, the turnout may not meet the requirements for the width of the rail track: at the point and at the root of the point +4 and -2 mm, at the cross and at the end of the curve ±3 mm. If there is wear on the rail translation, the magnitude of the horizontal displacement of the rail d can reach a total of 12 mm with a displacement of ±6 mm in one direction or the other (see Figure 4).

Due to the fact that the length of the stop in the area of the horizontal sub-terminal section is made with a displacement of the lower protrusion relative to that part of the stop that makes up the vertical section with the rib, by an amount from -6 mm to -2 mm and from +2 mm to +6 mm, it is ensured the ability to install a stop with the desired amount of displacement, which dampens deviations from the norm.

Thus, the length of the stop in the area of the horizontal terminal section can be made with a displacement of the lower protrusion with a displacement step of 2 mm.

It should be understood that another offset step other than 2 mm is possible, for example: 0.5 mm, 1 mm.

The standard stop length is 107 mm.

Therefore, the length of the stop with an offset from -6 mm to -2 mm and from +2 mm to +6 mm with a step of 2 mm can be made equal to one of the following values: 101 mm, 103 mm, 105 mm, 109 mm, 111 mm , 113 mm.

The claimed stop is used in a rail fastening type ZhBR, which is used on turnouts on a reinforced concrete base and provides the ability to adjust the position of rails and components in the vertical and horizontal plane.

Structurally, the fastening can be made in a lining (Figure 2) and without a lining (Figure 3) design.

The lining rail fastening (see Fig. 2) consists of the following elements: 1 - lining with flanges, 2 - elastic terminal Skl 12-32S with fasteners, 3 - under-rail gasket, 4 - stop according to the stated solution, 5 - spring terminal ZhBR, 6 – track screw, 7 – shock-absorbing pad, 8 – set of adjusting shims, 9 – adjusting washer.

The unlined fastening consists of the same elements with the exception of a lining with flanges 1, elastic Skl 12-32S terminals with fasteners 2, and a rail pad 3 (see Fig. 3).

The lining with flanges 1 (Fig. 5) is a flat plate made of a metal sheet with U-shaped grooves in the plan and welded flanges that ensure the required position of the rail 10.

Adjustment in the vertical plane is carried out by removing or adding adjusting shims 8. To ensure the necessary pressing force by the elastic terminals of the reinforced concrete, the track screw is screwed in all the way into the side stop through adjusting washers 9 of different heights.

With the surface of the U-shaped grooves, the lining 1 rests against the side stops 4 (Fig. 4), which in turn rest against the grooves of the reinforced concrete beams. U-shaped grooves are necessary for fixing the lining on reinforced concrete beams in the longitudinal and transverse directions.

Under the pad 1 there is a set of replaceable adjusting shims 8 (see Fig. 8) of various thicknesses and a shock-absorbing pad 7 (see Fig. 7) with U-shaped grooves for fixation relative to the side stops.

The rail 10 is pressed into the lining 1 by two elastic clamps 2 Skl 12-32S, the lining 1 is pressed against the reinforced concrete beam by two spring clamps 5 of the ZhBR type (see Fig. 9) by means of track screws through adjusting washers (see Fig. 2).

Adjustment in the horizontal plane is made by changing the side stops (decreasing on one side and increasing on the opposite). To ensure the required pressing force by the elastic clamps of the reinforced concrete, the track screw is screwed in until it stops at the side stop through adjusting washers of various heights.

A special feature of unlined fastening is the absence of a lining with flanges. The rail is pressed against the reinforced concrete beam directly using the reinforced concrete clamps.

The method of adjusting the position of rails in the horizontal plane in turnouts on a reinforced concrete base using a stop (Fig. 4) of the rail fastening is carried out as follows.

The track template is used to measure the amount of track displacement in all sections of the length of the turnout (Fig. 17).

At the location of the detected displacement, the sleeper and two adjacent sleepers are loosened (Fig. 18).

Then the stops, spring terminals and screws are removed from them (Fig. 19).

Next, at the sleeper, where a track shift is detected, the straightening machine is placed under the rail (Fig. 20).

The straightening machine is placed in the direction of shift when the track is widening (as in Fig. 20), and when changing in the direction of narrowing, the straightening machine is placed outside the track.

After the rail has been moved by the straightener (Fig. 21), the installation sites for the stops are cleared of debris (Fig. 22) and only then they begin to install them (Fig. 23, Fig. 24, Fig. 25).

Possible offset values range from -6 mm to -2 mm and from +2 mm to +6 mm. This offset makes it possible to install a stop with the required amount of offset, which dampens deviations from the norm.

The standard stop length is 107 mm.

Therefore, the length of the stop with an offset from -6 mm to -2 mm and from +2 mm to +6 mm can be made equal to one of the listed d values: 101 mm, 103 mm, 105 mm, 109 mm, 111 mm, 113 mm .

When the track is shifted by +d mm, a stop with an offset value of -d mm is used, and when the track is shifted by an amount of -d mm, a stop is used with an offset value of +d mm.

For example, the track is narrowed by 4 mm. A stop marked +4 mm is placed inside, i.e. with a length of 111 mm, and on the outside of the track they place a stop marked -4 mm, i.e. with a length of 103 mm.

Another example. If the track is widened by 2 mm, then a stop marked -2 mm is placed inside, i.e. with a length of 105 mm, and on the outside of the track they place a stop marked +2 mm, i.e. with a length of 109 mm.

Or this example. If the track is widened by 6 mm, then a stop marked -6 mm is placed inside, i.e. with a length of 101 mm, and on the outside of the track they place a stop marked +6 mm, i.e. with a length of 113 mm.

Then the fastening units are assembled (Fig. 26) by installing spring terminals and screws with washer over the stops, which are tightened (Fig. 27); then the straightener is removed (Fig. 28); Next, install the track template at the place of alteration and check the correctness of the track parameters (Fig. 29).

The tests were carried out on the Gorky railway, Arzamas track distance, on turnout No. 10, produced by the Murom turnout plant.

Using the stated method and using stops 4 with dimensions 101 mm, 103 mm, 105 mm, 109 mm, 111 mm, 113 mm, the rail offsets were adjusted from -6 mm to +6 mm (see Fig. 17-Fig. 29).

Laboratory bench tests were conducted to determine the most effective stop width.

The holding capacity was assessed with polymer stops after testing them on a hydraulic machine (pulsator) under the simultaneous action of vertical and horizontal transverse cyclic loads over a test base of 4 million load cycles. The simultaneous loading diagram of two rail fastening units on a testing machine is shown in Fig. 10.

Before testing, the rail fastening stops 4 were mounted on fragments of half sleepers 19 with under-rail platforms and installed on a metal frame 17 according to the diagram shown in Fig. 10. The frame 17 was fixedly fixed on the movable part of the testing machine and had an inclination of the sleepers 19 at an angle α = 27° ± 1°, which was adjusted by plates 18.

Every 500 thousand cycles, observations were made of the condition of the fastening elements. After every 500 thousand load cycles, the residual transverse movements of the head and foot of both rails 10 were recorded from the testing machine using a load beam 20 creating a vertical load 21 (230 kN).

Tests continued until 4 million loading cycles were reached.

Tests were stopped early if the standard values for residual transverse movements of the rail head or foot were exceeded, as well as when a crack or destruction of a rail fastening element was detected, as well as when a sleeper was destroyed.

After completion of the tests, the components of the residual transverse movements of the rail were measured, taking into account the collapse and wear of the rail fastening elements.

Based on the results of operational tests, it was found that in curves with a radius of less than 300 m, based on the results of operating tonnage up to 100 million tons gross (4 million cycles), ZhBR-65 (90 mm) fasteners are formed on the side polymer stops in the zone of influence of the rail sole due to wear. recesses up to 2 mm, which negatively affects the current maintenance of turnouts.

Based on the results of laboratory tests, it was established that when the width of the polymer stop is increased to 140 mm or more, the size of the recess in the zone of influence of the rail base is up to 0.5 mm, which is acceptable.

At the same time, in order to use side polymer stops in turnouts, it is necessary to take into account that the optimal width of the metal pads in the area of the transfer curve is 180 mm; accordingly, the size of the recess under the stop (minus the protrusions) in such a pad is 160 mm.

Thus, the range of width of the side polymer stop in the area adjacent to the end of the lining or the base of the rail is 140-160 mm.

We also tested polymer stops with a horizontal terminal area width of 110 mm and compared their loading with stops with a horizontal terminal area width of 150 mm.

For stops with a width of 110 mm when applied to the rail (see Fig. 11), the maximum mechanical stress reached 1128 N/mm ² (see Fig. 12, Fig. 13), while for stops with a width of 150 mm when applied to the rail (see Fig. 14) it did not exceed 935.2 N/mm ² (see Fig. 15).

Tests have shown that acceptable stress on the stop occurs when the width of the polymer stop is at least 150 mm in the area adjacent to the end of the lining or the base of the rail. Thus, a stop with this width or more has a larger force transmission area at the maximum angle.

It is this width or more of the stop 4 that ensures the condition under which the horizontal sub-terminal section is made of such a width that when installing the spring terminal 5, the latter always rests with its side sections on the sub-terminal area of the stop 4, at the terminal in all positions (including taking into account the adjustment ) support is always provided.

Claims (9)

1. A rail fastening stop for turnouts on a reinforced concrete base, containing a horizontal terminal section, a through hole for the passage of a fastener, a vertical section with an edge, a lower protrusion, limiting and guide protrusions, characterized in that the horizontal terminal section is made of such a width that installation of a spring terminal, the latter was always supported by its side sections on the sub-terminal pad of the stop, and the length of the stop in the area of the horizontal sub-terminal section is made with a displacement of the lower protrusion relative to that part of the stop that makes up the vertical section with the rib, by an amount from -6 mm to -2 mm and from +2 mm to +6 mm. 2. The rail fastening stop according to claim 1, characterized in that the lower protrusion is trapezoidal in cross section. 3. The rail fastening stop according to claim 1, characterized in that the length of the stop in the area of the horizontal terminal section is made with a displacement of the lower protrusion with a displacement step of 2 mm. 4. The rail fastening stop according to claim 1, characterized in that the length of the stop is equal to one of the listed values: 101 mm, 103 mm, 105 mm, 109 mm, 111 mm, 113 mm. 5. The rail fastening stop according to claim 1, characterized in that the cross-sectional shape of the lower protrusion is made in the form of an isosceles trapezoid with an inclination angle of the sides of 60°. 6. The rail fastening stop according to claim 1, characterized in that the width of the horizontal terminal section is made equal to 150 mm. 7. The rail fastening stop according to claim 1, characterized in that the horizontal sub-terminal section of the stop is made of a trapezoidal shape, where the larger base is not more than 160 mm, and the smaller base is not less than 90 mm, and the larger base is located near the vertical section with the edge. 8. The rail fastening stop according to claim 1, characterized in that the stop has a cavity open towards the sleeper. 9. A method for adjusting the position of rails in the horizontal plane in turnouts on a reinforced concrete base, in which a rail fastening stop is used for turnouts according to claim 1, characterized in that the track template measures the amount of track displacement in all sections of the length of the turnout and in the location of the detected displacements, loosen the sleeper and two adjacent sleepers, then remove the stops, spring clamps and screws from them; then, at the sleeper, where a shift in the track is detected, the straightening machine is brought under the rail, and the straightening machine is placed in the direction of the shift when the track is widening, and when changing to the side of narrowing, the straightening machine is placed outside the track; after the rail has been shifted by the straightening operator, the mounting areas for the stops are cleared of debris and they begin to install them, and when the track is shifted by +d mm, a stop with a displacement value of -d mm is used, with displacement values from -6 mm to -2 mm, and when when the track is shifted by a value of -d mm, use a stop with a displacement value of +d mm, with displacement values from +2 mm to +6 mm, then assemble the fastening units by installing spring terminals and screws with a washer on top of the stops, which are tightened; then the straightener is removed; Next, install the track template at the place where the track has been altered and check the correctness of the track parameters.