RU142971U1 - RAIL BOND (OPTIONS) - Google Patents

Abstract

1. A rail fastener containing a rail liner made of composite material with an integral part with a rail section on which the rail is mounted and two sub-terminal sections with spring-loaded terminals pressed against the rail base and the rail sole by means of fasteners connecting the rail liner characterized in that the under-rail lining is located on the basis of the head block placed on the sleeper, while the head block is made of composite material and is equipped with transverse protrusions located opposite the end sections of the rail liner to limit its displacement, while stiffeners are located on the lateral sides of the head unit connecting these transverse protrusions with the base of the head unit. 2. Rail fastening according to claim 1, characterized in that the fastening elements pass through the holes of the head unit and are connected to the anchors installed in the body of the sleepers. 3. Rail fastening according to claim 1, characterized in that the rail lining is made of polyamide with glass filling. A rail fastening according to claim 1, characterized in that the stiffeners are ribs of a triangular profile. The rail fastening according to claim 1 or 3, characterized in that the rail section of the rail liner is bounded by two central transverse protrusions that prevent lateral movement of the rail, and each sub terminal section is provided with two longitudinal protrusions with end sections bent to opposite sides, openings between said longitudinal protrusions

Description

Technical field

The utility model relates to the construction of the upper structure of the railway track, mainly for areas with weak soils, including permafrost, where the freezing ballast layer and soil subgrade are heaving.

State of the art

The prior art rail fastening for soft soils (analogue - RU 2016947, IPC E01B 2/00, publ. 07/30/1994), containing rails fixed to the ends of vertically mounted sleepers. A gasket is located between the sole of the rail and the end of the sleepers. The sole of the rail, the gasket and the free end section of the sleepers are covered by brackets, tightened by fasteners, in particular bolts.

The disadvantage of the above design is the difficulty of installing sleepers and unreliable fastening of rails to them.

In areas of permafrost, abyssal humps appear under the rail tracks, changing the longitudinal profile of the rail tracks. Abyssal linings are used to align the tracks. Depending on the height of the rails, the abrasive linings of different thicknesses are used, which are placed between the railroad tie and the sole of the rail (analogue - Maintenance and repair of railway transport, Textbook for technical schools and colleges of railway transport. M: UMK MPS Russia, 2001, p. 174 -179, authors Z.L. Kreinis, N.P. Korshikova). Umbrella linings can be made of sheet steel, wood or polymeric materials. Umbrella linings are attached to the sleepers by means of crutches or screws.

From the Internet http://scbist.com/wiki/8738-ispravlenie-puti-na-puchinah.html a rail fastening is known in which at least one abyssal lining is installed under the rail lining. The under-rail and abyssal linings contain through holes through which the said linings are connected to the sleeper with a crutch or screws.

The disadvantage of the above structures is the complexity of the maintenance of the upper structure of the railway track, caused by the need to completely dismantle the rail fastening while reducing or increasing the number of abyssal linings.

In the prior art, rail fastening is known (the closest analogue is RU 117448, IPC E01B 9/00, E01B 9/38, publ. 06/27/2012) containing a rail liner, made with an integral part with a rail section on which the rail is mounted, and two terminal blocks sections with installed spring terminals, each of which is made in the plan of the B-shaped. The under-rail lining is connected to the sleepers by means of fasteners pressing the spring terminals to the base of the under-rail underlay and the rail sole. Said fasteners are screwed into dowels installed in the body of the sleepers, while the expanded heads of said dowels are located in the lower part of the sleepers. The rail fastening described above is distinguished by a simple design, technologically advanced in the manufacture and assembly, and providing design-defined positioning of the spring terminals and fasteners. However, in permafrost regions where it is necessary to periodically level the rail tracks in the longitudinal profile by, for example, abyssal linings, the rail fastening described above is not reliable enough.

Utility Model Disclosure

The objective of the utility model is to create a reliable rail fastening, which makes it possible to align rail tracks in the longitudinal profile, mainly in areas with weak soils and deeps.

The technical result is to increase the operational reliability of rail fastening in areas with weak soils and deeps, where there is a problem of alignment of rail tracks in the longitudinal profile.

The specified technical result is achieved in a rail fastening containing a rail liner made of composite material with an integral part with a rail section on which the rail is mounted, and two sub-terminal sections with spring-loaded terminals pressed against the rail base and the rail sole by means of fasteners connecting the rail lining with sleepers, according to a utility model, the under-rail lining is located on the basis of the heading block placed on the sleepers e, while the headboard block is made of composite material and is equipped with transverse protrusions located opposite the end sections of the rail pad to limit its displacement, while stiffeners are located on the sides of the headboard block connecting the said transverse protrusions to the base of the headboard block.

Fasteners pass through the openings of the heading block and are connected to the anchors installed in the sleepers, while the anchors are made of composite material and contain multidirectional external and internal threads.

The rail liner can be made of glass-filled polyamide.

The stiffeners of the head block are ribs of a triangular profile.

The under-rail section of the under-rail liner is bounded by two central transverse protrusions preventing lateral movements of the rail, and each sub-terminal section is provided with two longitudinal protrusions with end sections bent in opposite directions, between said longitudinal protrusions there is an opening with a fastening element and at least one restrictive protrusion with the formation of free zones in which the end sections of the branches of the spring terminal are located.

Spring terminals can be shifted in opposite directions relative to the longitudinal axis of the rail support to the elongated edge sections of its base.

The restrictive protrusion can be made with wedge-shaped side sections close to the bounding flange located along the end section of the base of the under-rail lining.

The specified technical result is achieved in a rail fastening containing a rail liner made of composite material with an integral part with a rail section on which the rail is mounted, and two sub-terminal sections with spring-loaded terminals pressed against the rail base and the rail sole by means of fasteners connecting the rail lining with a sleeper, according to a utility model, at least one abyssal lining is located under the base of the rail support the deck mounted on the basis of the headboard placed on the sleeper, while the headboard is made of composite material and is equipped with transverse protrusions located opposite the end sections of the abyssal and under-rail linings to limit their displacement, and stiffeners are connected on the sides of the headboard block connecting these transverse protrusions with the base of the head unit.

Fasteners pass through the openings of the heading block and are connected to the anchors installed in the sleepers, while the anchors are made of composite material and contain multidirectional external and internal threads.

The rail liner can be made of glass-filled polyamide.

The stiffeners of the head block are ribs of a triangular profile.

The under-rail section of the under-rail liner is bounded by two central transverse protrusions preventing lateral movements of the rail, and each sub-terminal section is provided with two longitudinal protrusions with end sections bent in opposite directions, between said longitudinal protrusions there is an opening with a fastening element and at least one restrictive protrusion with the formation of free zones in which the end sections of the branches of the spring terminal are located.

Spring terminals can be shifted in opposite directions relative to the longitudinal axis of the rail support to the elongated edge sections of its base.

The lining pad can be made of low pressure polyethylene.

The lining pad can be provided with grooves with open zones located on one side of the abyss lining.

The restrictive protrusion can be made with wedge-shaped side sections close to the bounding flange located along the end section of the base of the under-rail lining.

The set of features of the claimed utility model is in a causal relationship with the achieved technical result and is presented in the independent claims of the utility model.

Brief Description of Explanatory Figures

FIG. 1 - shows rail fastening, according to the first embodiment (general view);

FIG. 2 - shows rail fastening common to all options (top view);

FIG. 3 is a section A-A of FIG. 2 according to a first embodiment;

FIG. 4 - depicts a rail liner (general view);

FIG. 5 - shows a view B of figure 4 (top view);

FIG. 6 - depicts a head block (general view);

FIG. 7 - shows a view of C in figure 6;

FIG. 8 - shows a view of D in figure 7 (top view);

FIG. 9 is a cross-section A-A of figure 2 with installed abutment linings according to a second embodiment;

FIG. 10 - shows the abyssal lining.

The above figures show:

1 - sleepers;

2 - headboard block;

3 - rail lining;

4 - rail;

4a - the sole of the rail;

5 - spring terminal;

5a is an end portion of a spring terminal branch;

5b — rail section of the spring terminal;

6 - the base of the rail lining;

6a is a first elongated edge section of the base;

6b is a second elongated edge section of the base;

6c is a first end portion of the base;

6d - the second end section of the base;

7 - rail section;

8 - sub terminal area;

9 - a central transverse protrusion;

9a is a side cut;

10 - rail mounting;

11 - a longitudinal protrusion;

11a is an end portion of a longitudinal protrusion;

12 - restrictive side;

13 - restrictive protrusion;

14 - restrictive protrusion;

15 - hole;

16 - the base of the head block;

17 - transverse protrusion;

18 - hole;

19 - stiffener;

20 - end section of the base of the head unit;

21 - an inclined section of the bed of the sleepers;

22 - fastener;

22a — head of the fastener;

23 - washer;

24 - anchor;

25 - abyssal lining;

25a — end portion of the abyssal lining;

25b is a dead end;

26 - groove;

27 - an open zone of a groove;

L is the longitudinal axis of the rail lining;

N is the longitudinal axis of the head unit;

W is a free zone.

It should be understood that specialists in the art will be able to offer other options for implementing the utility model and that some of its details can be changed in various other aspects without going beyond the essence and scope of the present utility model, respectively, the figures and a detailed description of rail fastening are illustrative, but not restrictive.

Rail fastening (see Fig. 1-3) contains a head-mounted block 2 mounted on the sleeper 1, on which the rail lining 3 with rail 4 and two spring terminals 5 is placed.

In a specific embodiment, each spring terminal 5 is made in a B-shaped plan and contains end sections 5a of two branches and a straight-line rail portion 5b.

The under-rail lining 3 (see Figs. 4, 5) is made of an integral monolithic part and contains a base 6 on which an under-rail 7 and two sub-terminal 8 sections are formed. The base 6 is bounded by two opposite elongated edge sections 6a, 6b and two opposite end sections 6c, 6d. On the base 6, there are two central transverse protrusions 9, limiting the rail section 7, on the opposite sides of which the aforementioned sub terminal sections are located 8. In the rail fastening, the central transverse projections 9 limit the lateral movements of the rail 4 and the rail strip 10, which is usually installed under the sole 4a of the rail 4 The rail track 10 is made of an elastic material and acts as a shock absorber that dampens vibration. The central transverse protrusions 9 are made with side cutouts 9a, through which the branches of the spring terminals 5 pass.

Each sub-terminal section 8 is equipped with: two longitudinal protrusions 11 with the end sections 11a bent in opposite directions; a restrictive flange 12 located along the end portion 6c, 6d of the base 6 to limit the displacement of the spring terminal 5; two limiting protrusions 13, 14, located next to the hole 15, made in the base 6, and designed to limit the pressing force of the spring terminal 5 to the sole 4a of the rail 4.

In each sub-terminal section 8, the limiting protrusions 13, 14 and the hole 15 are located between the longitudinal protrusions 11 with the formation of free zones W, in which the end portions 5 a of the branches of the spring terminal 5 are placed. In this case, the longitudinal protrusions 11, the hole 15 and the limiting protrusions 13, 14 one sub-terminal section 5 is offset relative to the longitudinal axis L of the rail liner 3 to the first elongated edge section 6a of the base 6, and the longitudinal projections 11, the hole 15 and the limiting protrusions 13, 14 of the second sub-terminal section 5 are offset along the longitudinal axis L to the second elongated edge portion 6b of the base 6 (see Fig. 5). This design allows you to install two spring terminals 5 offset in opposite directions relative to the longitudinal axis L (see Fig. 2), which reduces the possibility of formation of longitudinal cracks in the body of the sleepers 1, since two holes 15 with installed fasteners 22 do not intersect the same wood fibers, which generally increases the operational reliability of rail fastening.

The under-rail lining 3 can be made with a base, for example 1:20, as shown in figures 1, 3, 4, 9. Also, it is possible that the under-rail lining 3 is of constant height (not shown in the figures).

To reduce the weight of the rail liner 3, recesses can be made on the lower side of the base 6.

The above-described rail liner 3 can be made according to the existing proven technology by injection molding from a composite material, in particular polyamide with glass-filling, for example, grade PA6-GF35, or from another high-strength composite material.

The nasalny block 2 (see Fig. 6, 7) is made of an integral monolithic part and contains a base 16 on which two transverse protrusions 17 and stiffeners 19 are located. In said base 16 two openings 18 are made between the transverse protrusions 17, shifted in opposite directions relative to the longitudinal axis N of the head unit 2. Stiffening elements 19 are located on the sides of the head unit 2 and connect its transverse protrusions 17 to the base 16, which prevents the formation of cracks in the said transverse protrusions 17, thereby increasing reliability of the head unit 2 and rail fastening as a whole. In a specific embodiment, the stiffeners 19 are ribs of a triangular profile located along the longitudinal axis N of the head unit 2.

Opposite end sections 20 of the base 16 of the head unit 2 can be beveled, which reduces the mechanical wear of the sleepers 1.

To reduce the mass of the head unit 2, recesses can be made on the lower side of its base 16.

The above-described bulk unit 2 can be made according to the existing proven technology by injection molding from a composite material, for example, glass-filled polyamide, or from other high-strength material.

In the structure of the railway track overhead structure, the above-described head unit 2 is mounted on the sleeper 1, in particular in a recessed bed, while the opposite end sections 16a of the base 16 of the head unit 2 are associated with the inclined sections 21 of the sleepers bed 1. The under-rail lining 3 is placed on said base 16 between the transverse protrusions 17 of the overburden element 2, while the said transverse protrusions 17 are located opposite the end sections 6c, 6d of the rail rail 3, limiting its displacement along the sleepers 1. Springs The terminal blocks 5 mounted on the rail sections 8 are tightly pressed by the tension of the fasteners 22 to the base 6 of the rail liner 3 and to the sole 4a of the rail 4. In particular, the straight rail sections 5b of the spring terminals 5 press the said sole 4a from the two sides to the rail 10 and, accordingly, to base 6.

Said fasteners 22 may be bolts or screws, in particular track or other similar devices, performing a similar function with a similar result. In each sub-terminal section 8, under the head 22a of the fastening element 22, a washer 23 is mounted, resting on the restrictive projections 13, 14. The washer 23 may be made in the form of a metal plate or be an electrical insulating device.

The under-rail liner 3 and the head unit 2 are connected to the sleepers 1 by the above-described fasteners 22 located in the aligned holes 15 and 18 and screwed into the anchors 24 installed in the body of the sleepers 1, while the expanded heads of the anchors 24 are located in the lower part of the sleepers 1, and the heads 22a of the fasteners 22 are located at the top of the bond. Anchors 24 can be made of composite material, in particular glass-filled polyamide, and provided with multidirectional external and internal threads. This design increases the reliability of rail fastening, since in the process of screwing the fasteners 22 into the anchors 24, the latter are pulled up.

Due to the fact that the above-described block 1 is designed primarily for permafrost areas where the freezing ballast layer and subgrade soils are exposed and there is a problem of alignment of rail tracks in a longitudinal profile, then depending on the height of the rail track between the bases 16 and 6 respectively, the head unit 2 and the rail support 3 can be installed at least one abyssal lining 25 (see Fig. 9, 10). The design of the head unit 2 allows you to install several abyssal linings 25, which can be made of different thicknesses. In the proposed rail fastening, you can install several abyssal linings 25, while the total height of the abutment linings 25 should not exceed 100 mm The under-rail liner 3, the abutment liners 25 and the head-mounted unit 2 are connected to the sleepers 1 by the previously mentioned fasteners 22, while the base 6 is tightly pressed against the abutment linings 25, which are tightly pressed against each other (if there are two or more abutment linings 25) and to the base 16, tightly pressed, in turn, to the sleeper 1.

In the proposed rail fastening, the transverse protrusions 17 of the head unit 2 should always be located opposite the end sections 6c, 6d of the under-rail liner 3 and the end sections 25a of the abutment linings 25, which limits the movement of the under-rail liner 3 and the abutment linings 25 along the sleepers 1 and allows you to save the entire intermediate assembly rail fastening in the design specified position.

The lining pad 25 comprises at least two grooves 26, the open areas 27 of which are located on one side of the abyss lining 25 (see figure 10).

The lining pad 25 is made of low pressure polyethylene sheet. It is possible that the abyssal lining can be made of another elastic material.

The above-described construction of the head unit 2 and the abyssal lining 25 allows to align the rail tracks in the longitudinal profile without completely dismantling the rail fastening, as to install or dismantle the lining liner 25, it is necessary to loosen the fasteners 22, raise the rail liner 3 and install or remove one or several deep lining liners 25 between the bases 6 and 16. During installation, the lining liner 25 is located in open areas 27 opposite the previously installed fasteners 22 and moves forward, while the aforementioned fasteners 22 extend into the grooves 26 as far as the stop in the dead end portion 25b defining the groove 26.

The above-described design provides a tight pressing of the sole 4a of the rail 4 to the rail lining 3, significantly simplifies and speeds up the maintenance of rail tracks, while minimizing the errors of the technical personnel serving the above rail fastening, which increases the operational reliability of the rail fastening.

The rail fastening described above is relevant in areas with weak soils and deeps, for example in permafrost areas, where there is a problem of alignment of rail tracks in the longitudinal profile.

Claims (18)

1. A rail fastener containing a rail liner made of composite material with an integral part with a rail section on which the rail is mounted and two sub-terminal sections with spring-loaded terminals pressed against the rail base and the rail sole by means of fasteners connecting the rail liner characterized in that the under-rail lining is located on the basis of the head block placed on the sleeper, while the head block is made of composite material and is equipped with transverse protrusions located opposite the end sections of the rail liner to limit its displacement, while stiffeners are located on the lateral sides of the head unit connecting these transverse projections with the base of the head unit. 2. Rail fastening according to claim 1, characterized in that the fastening elements pass through the openings of the head unit and are connected to anchors installed in the body of the sleepers. 3. Rail fastening according to claim 1, characterized in that the rail lining is made of polyamide with glass filling. 4. Rail fastening according to claim 1, characterized in that the stiffeners are ribs of a triangular profile. 5. Rail fastening according to claim 1 or 3, characterized in that the rail section of the rail liner is limited by two central transverse protrusions that prevent lateral movements of the rail, and each sub terminal section is provided with two longitudinal protrusions with end sections bent to opposite sides, between said longitudinal protrusions there is an opening with a fastening element and at least one restrictive protrusion with the formation of free zones in which the end sections of the spring branches are located th terminal. 6. Rail fastening according to claim 1, characterized in that the spring terminals are displaced in opposite directions relative to the longitudinal axis of the rail rail to the elongated edge sections of its base. 7. Rail fastening according to claim 2, characterized in that the anchors are made of composite material and contain multidirectional external and internal threads. 8. Rail fastening according to claim 5, characterized in that the bounding protrusion is made with wedge-shaped side sections close to the bounding flange located along the end section of the base of the rail support. 9. A rail fastener containing a rail liner made of composite material with an integral part with a rail section on which the rail is mounted, and two sub-terminal sections with spring clips mounted, pressed against the base of the rail liner and the rail sole by means of fasteners connecting the rail liner characterized in that at least one abyssal lining mounted on the basis of the head unit is located under the base of the rail support placed on the sleeper, while the head block is made of composite material and is equipped with transverse protrusions located opposite the end sections of the abyssal and under-rail linings to limit their displacement, and stiffeners are located on the sides of the headboard block connecting the said transverse protrusions to the base of the headboard block. 10. Rail fastening according to claim 9, characterized in that the fastening elements pass through the openings of the heading unit and are connected to the anchors installed in the body of the sleepers. 11. Rail fastening according to claim 9, characterized in that the rail lining is made of polyamide with glass filling. 12. Rail fastening according to claim 9, characterized in that the stiffeners are ribs of a triangular profile. 13. Rail fastening according to claim 9 or 11, characterized in that the rail section of the rail liner is limited by two central transverse protrusions that prevent lateral movement of the rail, and each sub terminal section is provided with two longitudinal protrusions with end sections bent to opposite sides, between said longitudinal protrusions there is an opening with a fastening element and at least one restrictive protrusion with the formation of free zones in which the end sections of the spring branches are located Second terminals. 14. Rail fastening according to claim 9, characterized in that the spring terminals are displaced in opposite directions relative to the longitudinal axis of the rail rail to the elongated edge sections of its base. 15. Rail fastening according to claim 9, characterized in that the abyss lining is made of low pressure polyethylene. 16. The rail fastening according to claim 9, characterized in that the abyss lining is provided with grooves with open zones located on one side of the abyss lining. 17. Rail fastening according to claim 10, characterized in that the anchors are made of composite material and contain multidirectional external and internal threads. 18. Rail fastening according to item 13, wherein the restrictive protrusion is made with wedge-shaped side sections close to the limit side located along the end section of the base of the rail lining.