CN216006449U - Steel track switch for urban railway ballastless track bed - Google Patents
Steel track switch for urban railway ballastless track bed Download PDFInfo
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- CN216006449U CN216006449U CN202122578140.5U CN202122578140U CN216006449U CN 216006449 U CN216006449 U CN 216006449U CN 202122578140 U CN202122578140 U CN 202122578140U CN 216006449 U CN216006449 U CN 216006449U
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Abstract
The utility model relates to a steel track switch for a ballastless track bed of a railway in a city area, wherein a curved switch rail and a linear switch rail are elastically bendable switch rails, and the curved switch rail and the linear switch rail can be elastically bent; and limiter devices are arranged between the heel ends of the straight stock rail and the curved point rail and between the heel ends of the curved stock rail and the straight point rail and are used for limiting the relative displacement between the straight stock rail and the curved point rail and between the curved stock rail and the straight point rail. The utility model has the advantages that: 1) 50kg/m steel rail can be adopted, the number of the turnout is 9, and the turnout can be used for ballastless turnouts. 2) The defect of large maintenance workload of the movable joint is overcome through the elastically bendable switch rail structure. 3) The elastically bendable point rail structure is provided with the spacer iron and can be used for seamless lines (the original ballast turnout can be only used for seamed lines). 4) The original common long sleeper is optimized to be a truss concrete sleeper with exposed truss reinforcing steel bars, and the connection between the sleeper and ballastless track bed concrete can be enhanced.
Description
Technical Field
The utility model belongs to the technical field of steel track trouble technique and specifically relates to a steel track trouble for ballastless track bed of urban area railway.
Background
In recent years, urban railways in urban circles and urban areas are rapidly developed, working conditions that motor cars and parking lots are located in urban areas are increased, TOD property development is carried out in various cities by considering rail transit land intensification and improving commercial value, working conditions for developing motor cars and parking lots in urban areas and station level of motor cars and parking lots are located underground. The underground space is considered to adopt a ballastless track, which is beneficial to reducing maintenance work of work; meanwhile, according to the design specifications of urban (suburb) railways (TB 10624-.
At present, the No. 9 turnout of 50 rails for a ballast track bed in China has the following defects:
(1) and the movable joint structure is adopted, so that the maintenance workload of the movable joint structure is large, and the movable joint structure is not suitable for seamless lines.
(2) The common embedded reinforced concrete sleeper has small transverse resistance and is suitable for ballast track beds.
(3) The ballast bed has larger elasticity, the backing plate of the turnout fastener has larger elastic rigidity, and the static rigidity of the elastic backing plate is preferably 50kN/mm-70 kN/mm.
(4) The turnout adopts a fixed high manganese steel frog: because the high manganese steel frog has low initial hardness and needs to be continuously rolled by wheels to improve the hardness, the frog is quickly worn in the initial stage of the previous track. In order to further prolong the service life of the high manganese steel frog, the process of explosion hardening of the top surface of the high manganese steel frog is also adopted at present, so that the hardness of the top surface of the high manganese steel frog can be effectively improved, but the process is mainly applied to heavy-load turnouts at present due to higher cost. In addition, because the welding technology of the high manganese steel and the common steel rail is complex and is difficult to detect, when the high manganese steel is used for a seamless turnout, the two ends of the frog are generally provided with frozen joints.
Disclosure of Invention
The utility model aims at providing a steel track switch for ballastless track bed of urban railway according to the not enough of above-mentioned prior art, can buckle the switch rail form and optimize the switch structure through setting up elasticity, realize the structural design of steel track switch on the ballastless track bed.
The utility model discloses the purpose is realized accomplishing by following technical scheme:
the utility model provides a steel track fork for railway ballastless track bed in municipality territory, this steel track fork include the rail, the rail includes straight stock rail, curve tongue, curved stock rail and straight line tongue, wherein straight stock rail with curve tongue mutual close-coupled and progressively repel away, curved stock rail with straight line tongue mutual close-coupled and progressively repel away its characterized in that: the curved point rail and the linear point rail are elastically bendable point rails, and the curved point rail and the linear point rail are elastically bendable; stopper devices are arranged between the heel ends of the straight stock rail and the curved stock rail and between the heel ends of the straight stock rail and the curved stock rail, and are used for limiting the relative displacement between the straight stock rail and the curved stock rail and between the curved stock rail and the straight stock rail.
The curved point rail and the straight point rail are provided with an elastic bendable section and a heel end profiling section, the elastic bendable section is a section of rail body of which the size of the curved point rail and the straight point rail is smaller than that of the rail body of the curved point rail and the straight point rail, the elastic bendable section is used as a flexible point to enable the curved point rail and the straight point rail to be elastically bent, and the heel end profiling section is a standard steel rail section in butt joint with the guide curve.
The stopper device comprises a first stopper and a second stopper, wherein the first stopper is provided with a lug, the second stopper is provided with a limit groove, and the lug is clamped in the limit groove and can move in the direction between the stock rail and the switch rail in the limit groove.
The steel rail switch also comprises an alloy steel combined frog, the alloy steel combined frog comprises a wing rail, an alloy steel point rail and a fork and heel rail, and the wing rail, the alloy steel point rail and the fork and heel rail are connected into a whole through high-strength bolts.
The sleeper below the steel rail is a truss concrete sleeper with exposed truss reinforcing steel bars, and the truss reinforcing steel bars are connected with ballastless track bed concrete.
The lower part of rail has set gradually iron tie plate, rubber backing plate and heightening backing plate from top to bottom, the rail passes through the fastener system to be installed on the iron backing plate.
The utility model has the advantages that:
1) 50kg/m steel rail can be adopted, the number of the turnout is 9, and the turnout can be used for ballastless turnouts.
2) The defect of large maintenance workload of the movable joint is overcome through the elastically bendable switch rail structure.
3) The elastically bendable point rail structure is provided with the spacer iron and can be used for seamless lines (the original ballast turnout can be only used for seamed lines).
4) The original common long sleeper is optimized to be a truss concrete sleeper with exposed truss reinforcing steel bars, and the connection between the sleeper and ballastless track bed concrete can be enhanced.
5) The rigidity of the turnout base plate for the ballastless track bed is optimized, and the elasticity of the track structure is ensured.
6) The alloy steel combined frog has the characteristics of high strength, good wear resistance and long service life.
Drawings
Fig. 1 is a plan view of the present invention;
fig. 2 is a schematic structural view of the tongue rail of the present invention;
FIG. 3 is a schematic structural view of a stock rail according to the present invention;
FIG. 4 is a schematic view of the fitting structure of the middle stopper of the present invention;
FIG. 5 is a schematic view of the installation structure of the steel rail of the present invention;
fig. 6 is a schematic structural diagram of the medium alloy steel combined frog of the present invention.
Detailed Description
The features of the present invention and other related features are described in further detail below by way of example in conjunction with the accompanying drawings to facilitate understanding by those skilled in the art:
as shown in fig. 1-6, the labels 1-28 are respectively shown as: the steel rail comprises a straight stock rail 1, a curved switch rail 2, a curved stock rail 3, a straight switch rail 4, a second limiter 5, a first limiter 6, an alloy steel assembled frog 7, a switch rail heel end pressing section 8, an elastic bendable section 9, a steel rail 10, a heightening base plate 11, a rubber base plate 12, an iron base plate 13, a composite positioning sleeve 14, a composite eccentric sleeve 15, a switch tie bolt 16, a heavy spring washer 17, a steel rail non-working side gauge block 18, a steel rail working side gauge block 19, a locknut 20, a T-shaped bolt 21, a flat washer 22, a B-shaped elastic strip 23, an iron seat 24, a wing rail 25, an alloy steel center rail 26, a fork heel rail 27 and spacer irons 28.
Example (b): as shown in fig. 1, the steel track switch for the ballastless track bed of the urban railway in this embodiment includes each steel rail, and specifically includes a straight stock rail 1, a curved switch rail 2, a curved stock rail 3, and a straight switch rail 4, where the straight stock rail 1 and the curved switch rail 2 are closely attached to each other and gradually repel away from each other, and the curved stock rail 3 and the straight switch rail 4 are closely attached to each other and gradually repel away from each other.
As shown in fig. 2, the curved point rail 1 and the straight point rail 4 are both elastically bendable point rails, and the curved point rail 1 and the straight point rail 4 are elastically bendable. The curved point rail 1 and the straight point rail 4 are both provided with an elastic bendable section 9 and a heel end profiling section 8, wherein the elastic bendable section 9 is a section of rail body of the curved point rail 1 and the straight point rail 4 which are smaller than the size of the rails, the elastic bendable section 9 is used as a flexible point to enable the curved point rail and the straight point rail to be elastically bent, and the heel end profiling section 8 is a standard steel rail section which is in butt joint with a guide curve.
Specifically, the curved point rail 1 and the straight point rail 4 are milled and cut off one side or two sides of the bottom of the point rail (length is 1-2 m) before the point rail is fixed to form an elastic bendable section 9, the elastic bendable section 9 is used as a flexible point of the point rail, the conversion resistance is reduced, and the point rail is elastically bent around the point to realize the point rail conversion. The heel end profiling section is used for profiling the heel end of the AT steel rail into a standard steel rail to be in butt joint with the guide curve, so that the butt joint is facilitated. In this embodiment, the switch rail line type can be designed as a tangent line type or a semi-tangent line type, so that when the locomotive passes through the switch, the operation is more stable and safer; however, if the point rail has a long structure, an adjustable connecting rod needs to be additionally arranged when single-point traction is set, and rollers are arranged below the point rail to reduce conversion resistance.
As shown in fig. 1, stop means consisting of a first stop 5 and a second stop 6 are provided between the straight stock rail 1 and the curved point rail 2 and between the curved stock rail 3 and the straight point rail 4; the stop means are arranged at the heel end of the point rail. Referring to fig. 2 to 4, taking a straight stock rail 1 and a curved point rail 2 as an example, a first stopper 5 is fixedly arranged at the heel end of the curved point rail 2, the first stopper 5 has two projections, and a stopper groove is formed between the two projections; the corresponding position of the straight stock rail 1 is fixedly provided with a second limiting stopper 6, the second limiting stopper 6 is provided with a lug matched with the limiting groove, the lug of the second limiting stopper 6 can be clamped in the limiting groove, and the lug can perform displacement between the straight stock rail 1 and the curved switch rail 2 in the limiting groove in the direction. For seamless switches, some relative displacement between the point and stock rails is allowed to partially release rail temperature forces. When displaced to the extreme position, the stop transmits part of the temperature force to the stock rail and limits further relative displacement of the point rail and the stock rail.
As shown in fig. 1 and fig. 6, the steel rail fork further includes an alloy steel composite frog, the alloy steel composite frog includes a wing rail 25, an alloy steel point rail 26 and a fork-heel rail 27, and the wing rail 25, the alloy steel point rail 26 and the fork-heel rail 27 are connected to form a whole through high-strength bolts. The alloy steel center rail 26 is forged by high-strength alloy steel, and has the characteristics of high strength, good wear resistance and long service life. Meanwhile, the wing rail 25 and the fork and heel rail 27 are both made of common steel rails, so that the welding with the track steel rails is facilitated, and the wing rail and fork and heel rail is suitable for cross-interval seamless tracks. In that
As shown in fig. 5, the rail 10 in this embodiment is a standard rail for a switch portion, and its mounting structure is: a combined pad plate composed of a height-adjusting pad plate 11, a rubber pad plate 12 and an iron pad plate 13 is arranged below the rail 10. The heightening base plate 11 is convenient for turnout vertical heightening, a 4mm heightening base plate can be preassembled during turnout test laying, 2 mm, 3 mm and 5mm heightening base plates are reserved, and the heightening range reaches-4 mm to +10 mm. The rubber base plate 12 mainly plays a role in vibration reduction of the turnout and realization of rigidity homogenization of the turnout. The heel end of the point rail is provided with an elastic bendable spacing iron 28 which can be used for a seamless line crossing an interval.
The iron backing plate 13 is used for bearing the steel rail 10, and an iron seat 24 is welded on the iron backing plate 13 and used for installing the B-shaped elastic strip 23. The combined positioning sleeve 14 and the combined eccentric sleeve 15 act together to adjust the track gauge of the turnout, and the distance adjustment amount reaches-12 mm to +8 mm. The tie bolt 16 and the heavy duty spring washer 17 cooperate to secure the iron tie plate 13 and its system to the concrete tie. The rail working side gauge block 19 and the rail non-working side gauge block 18 bear the B-shaped elastic strip 23 on one hand, and can realize gauge adjustment on the other hand, and the gauge blocks have three specifications of 9-11, 13-15 and 7-17. The B-shaped elastic strip 23, the T-shaped bolt 21, the flat washer 22 and the locknut 20 jointly form a steel rail fastener system which is used for elastic buckling of a steel rail, namely the buckling is realized, and the vibration damping effect is also realized.
In this embodiment, the sleeper below the steel rail 10 is a truss concrete sleeper with exposed truss steel bars, and the exposed truss steel bars are connected with ballastless track bed concrete, so that the connection stability is ensured.
In the embodiment, in specific implementation: the embodiment is particularly suitable for a No. 9 turnout of a 50kg/m steel rail for a ballastless track bed, and the turnout structure can make up for the defects of the turnout for the original ballastless track bed. The method has the following characteristics: 1) the steel rail with the weight of 50kg/m is adopted, and the number of the turnout is 9, so that the turnout can be used for a ballastless turnout. 2) The movable joint structure is changed into an elastic bendable point rail structure, and the defect of large maintenance workload of the movable joint is overcome. 3) The elastically bendable point rail structure is provided with the spacer iron and can be used for seamless lines (the original ballast turnout can be only used for seamed lines). 4) The original common long sleeper is optimized to be a truss concrete sleeper with exposed truss reinforcing steel bars, and the connection between the sleeper and ballastless track bed concrete can be enhanced. 5) The rigidity of the turnout base plate for the ballastless track bed is optimized, and the elasticity of the track structure is ensured. 6) The alloy steel combined frog has the characteristics of high strength, good wear resistance and long service life.
Although the conception and the embodiments of the present invention have been described in detail with reference to the drawings, those skilled in the art will recognize that various changes and modifications can be made therein without departing from the scope of the appended claims, and therefore, the description thereof is not repeated herein.
Claims (6)
1. The utility model provides a steel track fork for railway ballastless track bed in municipality territory, this steel track fork include the rail, the rail includes straight stock rail, curve tongue, curved stock rail and straight line tongue, wherein straight stock rail with curve tongue mutual close-coupled and progressively repel away, curved stock rail with straight line tongue mutual close-coupled and progressively repel away its characterized in that: the curved point rail and the linear point rail are elastically bendable point rails, and the curved point rail and the linear point rail are elastically bendable; stopper devices are arranged between the heel ends of the straight stock rail and the curved stock rail and between the heel ends of the straight stock rail and the curved stock rail, and are used for limiting the relative displacement between the straight stock rail and the curved stock rail and between the curved stock rail and the straight stock rail.
2. The steel track switch for the ballastless track bed of the urban railway according to claim 1, characterized in that: the curved point rail and the straight point rail are provided with an elastic bendable section and a heel end profiling section, the elastic bendable section is a section of rail body of which the size of the curved point rail and the straight point rail is smaller than that of the rail body of the curved point rail and the straight point rail, the elastic bendable section is used as a flexible point to enable the curved point rail and the straight point rail to be elastically bent, and the heel end profiling section is a standard steel rail section in butt joint with the guide curve.
3. The steel track switch for the ballastless track bed of the urban railway according to claim 1, characterized in that: the stopper device comprises a first stopper and a second stopper, wherein the first stopper is provided with a lug, the second stopper is provided with a limit groove, and the lug is clamped in the limit groove and can move in the direction between the stock rail and the switch rail in the limit groove.
4. The steel track switch for the ballastless track bed of the urban railway according to claim 1, characterized in that: the steel rail switch also comprises an alloy steel combined frog, the alloy steel combined frog comprises a wing rail, an alloy steel point rail and a fork and heel rail, and the wing rail, the alloy steel point rail and the fork and heel rail are connected into a whole through high-strength bolts.
5. The steel track switch for the ballastless track bed of the urban railway according to claim 1, characterized in that: the sleeper below the steel rail is a truss concrete sleeper with exposed truss reinforcing steel bars, and the truss reinforcing steel bars are connected with ballastless track bed concrete.
6. The steel track switch for the ballastless track bed of the urban railway according to claim 1, characterized in that: the lower part of rail has set gradually iron tie plate, rubber backing plate and heightening backing plate from top to bottom, the rail passes through the fastener system to be installed on the iron backing plate.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122578140.5U CN216006449U (en) | 2021-10-26 | 2021-10-26 | Steel track switch for urban railway ballastless track bed |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122578140.5U CN216006449U (en) | 2021-10-26 | 2021-10-26 | Steel track switch for urban railway ballastless track bed |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN216006449U true CN216006449U (en) | 2022-03-11 |
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ID=80526142
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202122578140.5U Active CN216006449U (en) | 2021-10-26 | 2021-10-26 | Steel track switch for urban railway ballastless track bed |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN216006449U (en) |
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2021
- 2021-10-26 CN CN202122578140.5U patent/CN216006449U/en active Active
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