CN217601098U - Single-opening turnout embedded wing rail type alloy steel combined frog - Google Patents
Single-opening turnout embedded wing rail type alloy steel combined frog Download PDFInfo
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- CN217601098U CN217601098U CN202122716509.4U CN202122716509U CN217601098U CN 217601098 U CN217601098 U CN 217601098U CN 202122716509 U CN202122716509 U CN 202122716509U CN 217601098 U CN217601098 U CN 217601098U
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Abstract
The utility model discloses a single turnout embedded wing rail type alloy steel combined frog, including firm system, first deflection portion, second deflection portion and intersection, first deflection portion and second deflection portion set up in intersection both ends, first deflection portion, second deflection portion and intersection coaxial line, the cross central line of first deflection portion, the relative intersection of cross central line of second deflection portion deflect along radial, intersection is the track structure that intersects to the center, firm system is fixed in first deflection portion, second deflection portion and intersection on ground; the deflection directions of the first deflection part and the second deflection part are deflected towards the axial direction of the frog. The utility model provides a frog geometry retentivity is strong, and the stationarity is high, long service life.
Description
Technical Field
The utility model relates to a railway rails field especially relates to a wing rail formula alloy steel combination frog is inlayed to single switch.
Background
At present, about 2.2 ten thousand groups of No. 9 turnouts of 60kg/m steel rails are paved on the national railways in China, the paving amount is large, the drawing number of a main product is CZ577, the design year generation is 2002, the turnout is suitable for railway lines with the speed per hour being less than or equal to 120km/h, and the lateral passing speed is 35km/h. Based on-site use feedback statistics, the current No. 9 turnout of the 60kg/m steel rail is mainly used for the I-grade railway main line of a passenger-cargo co-line, the turnout of a departure line of a heavy-duty railway and other turnouts of a station line, the problem of exposure in the use process is more prominent, and the turnout is mainly shown in the following aspects: (1) turnout geometry retention capacity is poor; (2) The steel rail parts in the frog area are easy to wear, fall blocks and other damages, and the service life is short; (3) By using the embedded sleeve type fastener system, the sleeve is frequently damaged and difficult to replace in the using process, so that huge maintenance workload is caused.
The urgent requirements of the railway engineering department are to improve the service performance of No. 9 turnout of the 60kg/m steel rail and prolong the service life of the turnout.
Therefore, a single turnout embedded wing rail type alloy steel combined frog is needed to solve the problems.
Disclosure of Invention
The utility model aims to solve the problem that the geometrical size of the turnout in the prior art has poor holding capacity; the steel rail parts in the frog area are easy to wear, fall blocks and other damages, and the service life is short; use pre-buried bushing type fastener system, the sleeve pipe damages frequently and changes the difficulty in the use, has caused the problem of huge maintenance work load, provides a single turnout and inlays wing rail formula alloy steel combination frog, adopts the torsional transition structure cooperation stationarity railhead, has solved above-mentioned problem.
The utility model provides a single turnout embedded wing rail type alloy steel combined frog, including firm system, first deflection portion, second deflection portion and intersection, first deflection portion and second deflection portion set up in intersection both ends, first deflection portion, second deflection portion and intersection coaxial line, the cross central line of first deflection portion, the relative intersection of cross central line of second deflection portion deflect along radial, intersection is the track structure that intersects to the center, firm system is fixed in first deflection portion, second deflection portion and intersection on ground; the deflection directions of the first deflection part and the second deflection part are deflected towards the axial direction of the frog.
A wing rail formula alloy steel combination frog is inlayed to single switch, as preferred mode, intersection includes deflection linkage portion, deflection stability portion, horizontal rail portion, cross switching portion, rail top replenishment portion and transition portion, deflection linkage portion, deflection stability portion, horizontal rail portion, cross switching portion and transition portion are a pair of relative rail that sets up, first deflection portion and horizontal rail portion are connected respectively to deflection linkage portion both ends, the cross central line of horizontal rail portion is forward cross central line, the cross central line of the first deflection portion of deflection linkage portion smooth transition is put the position to horizontal rail portion cross central line, rail top replenishment portion sets up in horizontal rail portion medial surface, rail top replenishment portion top surface links up with horizontal rail portion top surface, rail top replenishment portion thickness reduces to both ends level by the center, rail top replenishment inboard sideline is the straight line, the relative rail interval of horizontal rail portion is outwards increased by using the central line with first deflection portion hookup location, cross switching portion sets up in horizontal rail portion, the two rails of switching portion and the horizontal rail top replenishment portion constitute the medial line of horizontal rail portion, the free rail shoulder of transition is greater than the free connection portion of arc at the intersection of arc transition between the free switching portion.
A single turnout embedded wing rail type alloy steel combined frog, as the preferred mode, the deflection angle of first deflection portion and second deflection portion is 1 DEG 25 '56'.
A wing rail formula alloy steel combination frog is inlayed to single switch, as preferred mode, the first long 450mm of portion that deflects, the long 150mm of linking portion that deflects, the long more than or equal to 500m of transition portion.
A single switch inlays wing rail formula alloy steel combination frog, as preferred mode, horizontal rail portion is vertical plane with rail top replenishment hookup location's rail railhead medial surface.
A wing rail formula alloy steel combination frog is inlayed to single switch, as preferred mode, the railhead supplyes the portion and includes first supplementary section and second supplyes the section, first supplementary section profile is the same with first deflection portion, the second supplyes the level of section and wheel and is greater than the level of first supplementary section and wheel to the contact surface width, first supplementary section is supplyed the section with the second and is connect in the same direction, first supplementary section sets up in first deflection portion and deflection linking portion and is connected one end, first supplementary section and second supplyes the section height and supplement the section free end by first supplementary section free end to the second and increase in size.
A wing rail formula alloy steel combination frog is inlayed to single switch, as preferred mode, firm system is pre-buried fastening system.
A wing rail formula alloy steel combination frog is inlayed to single switch, as preferred mode, steel rail shape adopts the rail shape that the contact light band placed in the middle of the wing rail formula alloy steel combination frog is inlayed to single switch.
The utility model discloses a single switch embedding wing rail formula alloy steel combination frog, as preferred mode, the top width is not more than 40 mm's section in the railhead replenishment, rail shoulder circular arc radius increases to not less than 15mm, the top width is not less than 45 mm's section, rail shoulder circular arc radius falls to not more than 6mm; the top width of the cross reversing part is 50mm, the radius of the rail shoulder arc is less than or equal to 14mm, the top width is more than 50mm, and the radius of the rail shoulder arc is more than or equal to 15mm.
The utility model discloses beneficial effect as follows:
the wheel load of the wheel gradually transits from the first deflection part to the rail top supplement part in the running process of the vehicle, then gradually transits from the rail top supplement part to the cross reversing part, and through the matching relation of the rail top supplement part and the cross reversing part in height, the wheel-rail action relation in the wheel load transition process can be improved, the impact action of a tip small-section area of the cross reversing part is weakened, the service life of the point rail is prolonged, and the integral scrapping of the frog caused by the early damage of the point rail is avoided.
Through the processing of the first deflection part, the rail top supplement part, the cross reversing part and the second deflection part, most areas of the working edge side of the steel rail are ensured to have the same steel rail profile in the process that the wheel passes through the frog, and the running stability of the vehicle is effectively improved. Meanwhile, the tip of the cross reversing part is processed by adopting a R8+ R16+ R60+ R200 profile, so that the strength of the weak section at the front end of the point rail can be effectively improved and the service life of the weak section can be effectively prolonged on the premise of not influencing the driving stability.
Through first deflection portion and the torsional 1 of second deflection portion realization and the joint of the section rail behind the flexible rail and the fork, ensure the stability of rail spare. The method can obviously slow down the occurrence and development rate of the damage of the steel rail piece.
When a train passes through the frog, the wheel rail is most impacted in the throat area of the first deflection part and the tip area of the cross reversing part, and the wheel rail is also the most vulnerable part of the frog, so that the whole frog is usually scrapped due to the damage of the area. In the area range, the alloy steel rail top supplement part is designed to be embedded on the horizontal rail part, and the alloy steel cross reversing part and the second deflection part are assembled, so that the strength, impact resistance and abrasion resistance of the frog in the area with the most severe wheel rail action can be effectively improved, and the frog is convenient to disassemble and replace. Therefore, the service life of the frog can be effectively prolonged.
Drawings
FIG. 1 is a schematic view of a single turnout alloy steel combined frog with inlaid wing rails;
FIG. 2 is a schematic view of a single turnout junction with a steel alloy composite frog with inlaid wing rails;
fig. 3 is a schematic view of a top supplement part of a single turnout junction embedded wing rail type alloy steel combined frog.
Reference numerals:
1. a stabilizing system; 2. a first deflecting section; 3. a second deflecting section; 4. an intersection portion; 41. deflecting the engagement portion; 42. a deflection stabilizing section; 43. a horizontal rail portion; 44. a cross commutation section; 45. a rail top supplement; 451. a first supplemental segment; 452. a second supplemental segment; 46. a transition portion.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments.
Example 1
As shown in fig. 1, a single turnout embedded wing rail type alloy steel combined frog comprises a stabilizing system 1, a first deflection part 2, a second deflection part 3 and an intersection 4, wherein the first deflection part 2 and the second deflection part 3 are arranged at two ends of the intersection 4, the first deflection part 2, the second deflection part 3 and the intersection 4 share a common axis, a cross center line of the first deflection part 2 and a cross center line of the second deflection part 3 deflect along a radial direction relative to the intersection 4, the intersection 4 is a track structure intersecting towards the center, and the stabilizing system 1 fixes the first deflection part 2, the second deflection part 3 and the intersection 4 on the ground; the deflection directions of the first deflection part 2 and the second deflection part 3 are deflected to the axial direction of the frog. The stabilization system 1 is a pre-embedded fastening system.
As shown in fig. 2, the intersection 4 includes a deflection link 41, a deflection stabilizing portion 42, a horizontal rail portion 43, a cross-over portion 44, a rail top supplement portion 45 and a transition portion 46, the deflection link 41, the deflection stabilizing portion 42, the horizontal rail portion 43, the cross-over portion 44 and the transition portion 46 are all a pair of steel rails disposed oppositely, two ends of the deflection link 41 are respectively connected to the first deflection portion 2 and the horizontal rail portion 43, a cross center line of the horizontal rail portion 43 is a positive cross center line, the deflection link 41 smoothly transitions the cross center line of the first deflection portion 2 to a cross center line of the horizontal rail portion 43, the rail top supplement portion 45 is disposed on an inner side surface of the horizontal rail portion 43, a top surface of the rail top supplement portion 45 is connected to a top surface of the horizontal rail portion 43, a thickness of the rail top supplement portion 45 is smoothly reduced from the center to two ends, an inner side line of the rail top supplement portion 45 is a straight line, a distance between the horizontal rail portion 43 and the rail top supplement portion is increased from a position connected to the first deflection portion 2 with the center line as a reference, the horizontal rail cross-over portion 44 is disposed in the horizontal rail portion 43, the intersection 44 is disposed in the rail portion 43, a radius of the intersection of the transition portion 44 is greater than a radius of the transition portion 46 between the two arc transition portion of the transition portion 44, the transition portion 45, the transition portion 44, the transition portion 42, the transition portion is parallel transition portion 46, the arc transition portion 46, the transition portion 46 is formed by the transition portion, and the transition portion 46, the transition portion 45, and the transition portion 46, the transition portion is parallel transition portion 46, the arc structure of the transition portion 42, the transition portion is greater than the transition portion, and the transition portion 46, the transition portion.
The wing rail is manufactured by using a 60N steel rail for the first time, a rail bottom slope is twisted by 1 in a range of 450mm at the toe end of the wing rail, the rear surface of the wing rail is twisted and transited to a horizontal state in a range of 150mm, and the middle part of the wing rail is matched with the structure of an insert through machining
The deflection angles of the first deflection unit 2 and the second deflection unit 3 are both 1 ° 25 ″. Set up 1 at frog toe end and heel end respectively and 40 rail base slopes, applicable in the single switch turnout of No. 9 that disposes 1. Frog toe end and heel end iron tie plate adopt special design, and the support rail groove sets up 1.
The length of the first deflection part 2 is 450mm, the length of the deflection joint part 41 is 150mm, and the length of the transition part 46 is more than or equal to 500m.
The inner side surface of the rail head at the connecting position of the horizontal rail part 43 and the rail top supplementing part 45 is a vertical plane.
As shown in fig. 3, the rail head supplement portion 45 includes a first supplement portion 451 and a second supplement portion 452, the first supplement portion 451 has the same profile as the first deflection portion 2, the width of the horizontal contact surface between the second supplement portion 452 and the wheel is larger than the width of the horizontal contact surface between the first supplement portion 451 and the wheel, the first supplement portion 451 is connected with the second supplement portion 452, the first supplement portion 451 is disposed at the end of the first deflection portion 2 connected with the deflection connection portion 41, and the heights of the first supplement portion 451 and the second supplement portion 452 are gradually increased from the free end of the first supplement portion 451 to the free end of the second supplement portion 452.
The first complementary section 451 may have a profile of a portion contacting the wheel that is identical to the profile of the wing rail; the profile of the part of the second supplementary section 452, which is possibly contacted with the wheel, is designed on the basis of the principle of improving the stress characteristic of the center rail, the area of the insert for bearing the wheel load can be increased, the height of the insert is increased, and the stress of the center rail is weakened
The insert is forged by alloy steel, the profiles of the first supplementary section 451 and the second supplementary section 452 are respectively used for machining the top of the insert rail, the profile of the first supplementary section 451 is designed on the basis of the profile of a 60N steel rail, and the profile of the second supplementary section 452 is designed on the basis of the principle of improving the stress characteristic of a heart rail
The top width of the cross section of the rail top supplement part 45 is less than or equal to 40mm, the radius of the rail shoulder arc is increased to be more than or equal to 15mm, in order to be connected with a wing rail, the driving stability is improved, the top width of the cross section of the rail top supplement part is more than or equal to 45mm, the radius of the rail shoulder arc is reduced to be less than or equal to 6mm, in order to increase the area of the insert block for bearing the wheel load of the wheel, the height of the insert block is improved, and the stress of a point rail is weakened; the cross reversing part 44 is provided with a section with the top width of 50mm and the rail shoulder arc radius of less than or equal to 14mm, mainly considers that if a 60N rail profile is adopted, the rail head is too sharp and the problem of insufficient strength is likely to occur, the top width is larger than the section with the top width of 50mm, the rail shoulder arc radius of more than or equal to 15mm, and aims to be connected with a rail behind a fork to improve the driving stability.
In this embodiment, each rail component is processed by using a 60N rail, and the rail shape is R8+ R16+ R60+ R200.
Example 2
Further on the basis of embodiment 1, the fixing system 1 is a pre-buried iron seat fastener system.
The above, only be the concrete implementation of the preferred embodiment of the present invention, but the protection scope of the present invention is not limited thereto, and any person skilled in the art is in the technical scope of the present invention, according to the technical solution of the present invention and the utility model, the concept of which is equivalent to replace or change, should be covered within the protection scope of the present invention.
Claims (7)
1. The utility model provides a wing rail formula alloy steel combination frog is inlayed to single switch which characterized in that: the device comprises a stabilizing system (1), a first deflection part (2), a second deflection part (3) and an intersection part (4), wherein the first deflection part (2) and the second deflection part (3) are arranged at two ends of the intersection part (4), the first deflection part (2), the second deflection part (3) and the intersection part (4) share the same axis, the cross center line of the first deflection part (2) and the cross center line of the second deflection part (3) deflect relative to the intersection part (4) along the radial direction, the intersection part (4) is a track structure which intersects towards the center, and the stabilizing system (1) fixes the first deflection part (2), the second deflection part (3) and the intersection part (4) on the ground; the deflection directions of the first deflection part (2) and the second deflection part (3) deflect towards the axial direction of the frog, and the profiles of the first deflection part (2), the second deflection part (3) and the intersection part (4) are based on the profile of R8+ R16+ R60+ R200.
2. The single turnout embedded wing rail type alloy steel combined frog of claim 1, wherein: the intersection part (4) comprises a deflection joint part (41), a deflection stabilizing part (42), a horizontal rail part (43), a cross reversing part (44), a rail top supplementing part (45) and a transition part (46), the deflection joint part (41), the deflection stabilizing part (42), the horizontal rail part (43), the cross reversing part (44) and the transition part (46) are a pair of oppositely arranged steel rails, two ends of the deflection joint part (41) are respectively connected with the first deflection part (2) and the horizontal rail part (43), a cross center line of the horizontal rail part (43) is a forward cross center line, the deflection joint part (41) smoothly transitions the cross center line of the first deflection part (2) to the position of the cross center line of the horizontal rail part (43), the rail top supplementing part (45) is arranged on the inner side face of the horizontal rail part (43), the top surface of the rail top supplementing part (45) is jointed with the top surface of the horizontal rail part (43), the thickness of the rail top supplementing part (45) is reduced from the center to two ends, the smooth side face of the rail top supplementing part (43), the rail top supplementing part (43) is arranged on the inner side face of the horizontal rail part, and the horizontal line (43) is arranged on the inner side of the first deflection joint part (43), the two steel rails of the cross reversing part (44) are parallel to two inner side surfaces formed by the horizontal rail part (43) and the rail top supplementing part (45), the two steel rails of the cross reversing part (44) are intersected in the horizontal rail part (43) to form an angle-shaped structure, the free end of the cross reversing part (44) is connected with the transition part (46), the free end of the transition part (46) is connected with the deflection stabilizing part (42), and the arc radius of a rail shoulder of the deflection stabilizing part (42) is larger than that of the transition part (46);
the top width of the cross section of the rail top supplement part (45) is less than or equal to 40mm, the arc radius of the rail shoulder is increased to be more than or equal to 15mm, the top width of the cross section is more than or equal to 45mm, and the arc radius of the rail shoulder is reduced to be less than or equal to 6mm; the cross reversing part (44) is provided with a cross section with the top width of 50mm, the radius of the rail shoulder arc is less than or equal to 14mm, the top width is more than 50mm, and the radius of the rail shoulder arc is more than or equal to 15mm.
3. The single turnout embedded wing rail type alloy steel combined frog of claim 1, wherein: the deflection angles of the first deflection part (2) and the second deflection part (3) are both 1 DEG 25 'and 56'.
4. The single turnout embedded wing rail type alloy steel combined frog of claim 2, wherein: the length of the first deflection part (2) is 450mm, the length of the deflection connecting part (41) is 150mm, and the length of the transition part (46) is more than or equal to 500m.
5. The single switch inlaid wing rail type alloy steel combined frog of claim 2, characterized in that: the inner side surface of the steel rail head at the connecting position of the horizontal rail part (43) and the rail top supplementing part (45) is a vertical plane.
6. The single switch inlaid wing rail type alloy steel combined frog of claim 5, characterized in that: the rail top supplementing part (45) comprises a first supplementing section (451) and a second supplementing section (452), the first supplementing section (451) is identical in profile to the first deflecting part (2), the width of a horizontal contact surface of the second supplementing section (452) and a wheel is larger than that of the first supplementing section (451) and the wheel, the first supplementing section (451) is in direct contact with the second supplementing section (452), the first supplementing section (451) is arranged at one end where the first deflecting part (2) is connected with the deflecting joint part (41), and the heights of the first supplementing section (451) and the second supplementing section (452) are increased from the free end of the first supplementing section (451) to the free end of the second supplementing section (452).
7. The single switch inlaid wing rail type alloy steel combined frog of claim 1, characterized in that: the stabilizing system (1) is a pre-buried fastening system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122716509.4U CN217601098U (en) | 2021-11-08 | 2021-11-08 | Single-opening turnout embedded wing rail type alloy steel combined frog |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122716509.4U CN217601098U (en) | 2021-11-08 | 2021-11-08 | Single-opening turnout embedded wing rail type alloy steel combined frog |
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| CN217601098U true CN217601098U (en) | 2022-10-18 |
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| CN202122716509.4U Active CN217601098U (en) | 2021-11-08 | 2021-11-08 | Single-opening turnout embedded wing rail type alloy steel combined frog |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114000381A (en) * | 2021-11-08 | 2022-02-01 | 中国铁道科学研究院集团有限公司铁道建筑研究所 | Single-opening turnout embedded wing rail type alloy steel combined frog |
-
2021
- 2021-11-08 CN CN202122716509.4U patent/CN217601098U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114000381A (en) * | 2021-11-08 | 2022-02-01 | 中国铁道科学研究院集团有限公司铁道建筑研究所 | Single-opening turnout embedded wing rail type alloy steel combined frog |
| CN114000381B (en) * | 2021-11-08 | 2024-01-26 | 中国铁道科学研究院集团有限公司铁道建筑研究所 | Single-switch inlaid wing rail type alloy steel combined frog |
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