RU117155U1 - COMBINED CHAIN FOR RAILWAY ARROW - Google Patents

Abstract

The utility model relates to the upper structure of a railway track and relates to crosspieces of turnouts for railroad track crossings. The crosspiece assembly for the railroad switch includes rail guardrails (1), a core (2) and rear rail ends (3) located at an intersection angle to each other. According to a utility model, rail guardrails (1) located at an angle of intersection with each other are made integral and include front parts (4) and rear parts (5) adjacent to the core (2). The rear parts (5) of the rail guardrails (1) and the core (2) are made in the form of a one-piece monoblock (6). The rear rail ends (3) are interconnected using a longitudinal weld (7), and the front parts (4) of the rail guardrails (1) and the rear rail ends (3) are connected to the one-piece monoblock (6) using transverse welds (8) ) The skating surfaces (9) of the one-piece monoblock (6) are made with the main skating paths (10) with a slope of · 1: 20 to the level of the rail heads and additional skating paths (11) with a slope of · 1: 7 to the level of the rail heads, corresponding to the profile of the wheel bandage , the interface line of which runs along an oblique line (AB), parallel to the lateral surface of the ride (VG) along the one-piece monoblock (6), from the welded front parts (4) of the rail guardrails (1) to the welded rear rail ends (3 )

Effect: increase the operational stability, reliability and durability of the cross, as well as the comfort of passage and the safety of rolling stock at high speeds of railway transport up to 160 km / h.

1 n.p. f-ly. 5 ill.

Description

The utility model relates to the upper structure of a railway track and relates to crosspieces of turnouts for railroad track crossings.

From the prior art the closest to the claimed technical solution for the purpose and number of common features of the crosspiece team for railroad switch, containing rail guardrails, core and rear rail ends located at an intersection angle to each other [UAV999924 ( U) (Partnership with an objedovannomuduality of “Kerch Construction Plant”) IPC: E01 B 7/00, 03/25/2009, the closest analogue is the prototype] [1].

An insert is installed between the rear rail ends.

The tail part of the core is made in the form of an oblique junction with the rear rail ends without a gap between them.

According to the applicant, due to the absence of a gap in the joints, the shock-dynamic loads slightly decrease when the wheels of the railway transport pass from the rail guardrail to the core and from the core to the rear rail ends, i.e. from the front end to the rear end of the cross.

This allows you to slightly increase the life of the known cross and ensure its necessary operational stability and reliability when used on sections of the railway track with a speed of up to 120 km / h.

However, recently the railway transport speeds have increased significantly to 160 km / h, and therefore the shock-dynamic loads during the passage of railway wheels along the crosspieces of railroad switches are also increasing.

A disadvantage of the known cross [1] is the poor resistance of the oblique joint of the tail of the core with the rear rail ends at high speeds of railway transport up to 160 km / h.

This is caused by the fact that when passing railway wheels from the rail guardrail to the core and from the core to the rear rail ends at high speeds, increased shock-dynamic loads arise on the mechanical fastenings of the mentioned components of the crosspiece, which leads to their weakening and subsequent formation of gaps in oblique joints between the rail guardrails and the core, as well as between the tail of the core with the rear rail ends.

This causes the formation of stepwise wear of the rolling surfaces of the rail guardrails, the core and the rear rail ends, which further increases the shock-dynamic loads, and ultimately reduces the operational stability, reliability, service life, as well as the comfort of passage and the safety of the rolling stock.

The objective the utility model is aimed at improving the design of the cross by combining all its components: rail guardrails, the core and rear rail endings into a single integral structure using integral welded joints, as well as performing additional ski tracks on the parts of the rail guardrails with increased slope to the level of the rail heads corresponding to the profile of the wheel brace.

This will allow, due to the absence of detachable joints and the presence of additional ski tracks with a large slope to the level of the rail heads at high speeds of railway transport up to 160 km / h, to ensure reduction of shock-dynamic loads on the components of the crosspiece due to a smoother (unstressed) passage of wheels in the zone of rolling from rail guardrails to the core wedge and increase the lateral stability of the rolling stock in the crosspiece area of the railroad switch.

The technical result that is achieved by solving the problem and using an improved crosspiece is to increase its operational stability, reliability and service life, improve the comfort of rolling stock passage in the zone of rolling from rail guardrails to the core wedge, as well as the safety of rolling stock at high speeds railway traffic up to 160 km / h.

The problem is solved, and the technical result is achieved by the fact that in the crosspiece of the national team for railroad switch, containing rail guardrails, core and rear rail ends located at an intersection angle to each other, according to a utility model, rail guardrails located at an intersection angle to each other friend, made integral and include front parts and rear parts adjacent to the core, while the rear parts of the rail guardrails and the core are made in the form of a one-piece monoblock, rear rail ends are interconnected by means of a longitudinal weld, and the front parts of the rail guardrails and the rear rail ends are connected to the solid-cast monoblock using transverse welds, in addition, the rolling surfaces of the solid-cast monoblock are made with the main ski tracks with a slope of · 1: 20 to the level rail heads and additional ski tracks with a slope of · 1: 7 to the level of the rail heads, corresponding to the profile of the wheel bandage, the interface line of which runs along the oblique line (AB), located pair Along the side of the skating surface (VG) along the one-piece monoblock, from the welded front parts of the rail guardrails to the welded rear rail ends.

Due to the fact that the rail guardrails located at the intersection angle to each other in the crosspiece of the national railroad switch are made integral and include front parts and rear parts adjacent to the core, in which the rear parts of the rail guardrails and the core are made in the form of solid monoblock provides the ability to perform a compact central part of the cross without butt joints.

The connection of the rear rail ends with each other using a longitudinal weld, as well as the connection of the front parts of the rail guardrails and the rear rail ends with the one-piece monoblock using transverse welds, provides the combination of all its components: rail guardrails, core and rear rail endings into a single integral design using permanent welded joints.

And due to the fact that the rolling surfaces of the one-piece monoblock are made with the main ski paths with a slope of · 1: 20 to the level of the rail heads and additional skiing paths with a slope of · 1: 7 to the level of the rail heads corresponding to the profile of the wheel bandage, the interface line of which runs along the oblique line (A-B), located parallel to the side surface of the ride (VG) along the one-piece monoblock, from the welded front parts of the rail guardrails to the welded rear rail ends, a more stable movement of the wheels under izhnogo composition in the rolling zone to the rail wing rail on wedge core railway turnout frog.

By combining all its components: rail guardrails, core and rear rail endings into a single integral structure using integral welded joints, the absence of detachable joints and the presence of additional tracks with a large bias to the level of the rail heads corresponding to the profile of the wheel band, impact reduction is ensured -dynamic loads on the components of the crosspiece and increases the smoothness of rolling wheels and lateral stability of the rolling stock in the zone of the crosspiece railway of turnouts for high speed railway traffic up to 160 km / h.

Thus, the above set of essential features characterizing the crosspiece for railroad switch, provide it with the achievement of the desired technical result, which consists in increasing its operational stability, reliability, service life, comfort of passage and the safety of the rolling stock when operating at high speeds railway traffic up to 160 km / h.

In the future, an improved crosspiece national team for railroad switches is illustrated by an example of its implementation with reference to the accompanying drawings.

Figure 1 shows the crosspiece team for railroad switch, top view.

Figure 2 shows a section aa in figure 1.

Figure 3 shows the Central part (fragment) of the crosspiece of the national team for the railroad switch, top view.

In Fig.4 shows a section EE in Fig.3.

Figure 5 shows a section DD in figure 3.

The crosspiece team for the railroad switch (Fig.1-5) contains rail guardrails 1, core 2 and rear rail ends 3, located at an intersection angle to each other (Fig.1).

A feature of the crosspiece of the national team for the railroad switch is the following improvements in its design.

Rail guardrails 1, located at an intersection angle to each other, are made integral and include front parts 4 and rear parts 5 adjacent to the core 2, while the rear parts 5 of the rail guardrails 1 and the core 2 are made in the form of a one-piece monoblock 6 (Fig. 1 , 3).

The rear rail ends 3 are interconnected using a longitudinal weld 7, and the front parts 4 of the rail guardrails 1 and the rear rail ends 3 are connected to the one-piece monoblock 6 using transverse welds 8 (Figs. 1, 3).

In addition, the skating surfaces 9 of the one-piece monoblock 6 are made with the main skating paths 10 with a slope of 1: 20 to the level of the rail heads and additional skating paths 11 with a slope of 1: 7 to the level of the rail heads corresponding to the profile of the wheel bandage, the interface line of which runs along oblique line AB located parallel to the lateral surface of riding VG on the solid monoblock 6, from the welded front parts 4 of the rail guardrails (1) to the welded rear rail ends 3 (Figs. 2, 4, 5).

The one-piece monoblock 6 is made with V-shaped longitudinal grooves 12 (Fig.2, 4) for passing the wheel flange.

Assembling the crosspiece of the national team for the railway switch is carried out in the following sequence.

The one-piece monoblock 6, including the rear parts 5 of the rail guardrails 1, located at an angle of intersection and the core 2, are made with V-shaped longitudinal grooves 12 (Figs. 2, 4) in the steel shop, after which it is transferred to the machine shop, where its surfaces skating 9 is machined and provide on them the formation of the main tracks of skating 10 with a slope of · 1: 20 to the level of the heads of the rails, as well as additional tracks of skating 11 with a slope of · 1: 7 to the level of the heads of the rails (figure 2, 4).

When machining the skiing surfaces 9 of the one-piece block 6, the main tracks of the skiing 10 (· 1: 20) and the additional skiing paths 11 (· 1: 7) are connected along the oblique line A-B, which is parallel to the side surface of the skiing V-D on the solid-cast monoblock 6, from the welded front parts 4 of the rail guardrails 1 to the welded rear rail ends 3 (Fig.3).

When machining a solid block 6 also process its ends and soles.

At the same time, on the welding semiautomatic device, the rear rail ends 3 are welded together along the longitudinal weld 7, ensuring their (3) location at an intersection angle.

To the finished one-piece monoblock 6 on the butt welding machine through stainless inserts by means of transverse welds 8, the front parts 4 of the rail guardrails 1 are welded in front at the intersection angle, and the rear rail ends 3, previously fastened together by a longitudinal weld 7, are welded back.

For mounting the cross in the turnout, the finished cross is laid on the linings and fixed with fasteners (terminals, bolts, nuts, washers).

After laying the crosspiece fastened with linings on the rail base (reinforced concrete or wooden sleepers), the linings are fixed with appropriate fasteners (embedded bolts with nuts, washers or screws).

The above information indicates that the improvement of the design of the crosspiece of the national railroad switch by combining all its components: rail guardrails 1, core 2 and rear rail ends 3 into a single integral structure using integral joints: longitudinal weld 7 and transverse welds 8 , as well as performing on the backs of 5 rail guardrails 1 additional ski tracks 11 with an increased slope (· 1: 7) to the level of the rail heads corresponding to the gang profile Ms. wheels, reduces the dynamic shock loads on the components of the crosspiece and increases the smoothness of rolling the wheels from the rail guardrail to the core wedge and the lateral stability of the rolling stock in the crosspiece area of the railroad switch at high speeds of railway transport up to 160 km / h, as with woolly , and with anti-wool movement and makes it possible to increase the life of the cross 3 times.

Thus, the above set of essential features characterizing the improved crosspiece national team for railroad switch, provide it with the achievement of a given technical result, which consists in increasing its operational stability, reliability, service life, comfort of passage and traffic safety of rolling stock when operating in high railway speeds of up to 160 km / h.

The proposed crosspiece national team for railroad switches can be manufactured industrially and can be widely used in railroad switches in the construction or reconstruction of the upper structure of the railway track on railways, which provides for rail speeds of up to 160 km / h.

Notation list

1) rail guardrails

2) core

3) rear rail endings

4) the front parts of the rail guardrails

5) the back of the rail guardrails

6) solid monoblock

7) longitudinal weld

8) transverse weld

9) riding surfaces

10) main ski tracks

11) additional ski tracks

12) V-shaped longitudinal gutters

Claims (1)

Crosspiece assembly for railroad switch, containing rail guardrails (1), core (2) and rear rail ends (3) located at an intersection angle to each other, characterized in that the rail guardrails (1) located at an intersection angle to friend, made integral and include front parts (4) and rear parts (5) adjacent to the core (2), while the rear parts (5) of the rail guardrails (1) and the core (2) are made in the form of a one-piece monoblock (6) , rear rail ends (3) are interconnected with help longitudinal weld (7), and the front parts (4) of the rail guardrails (1) and the rear rail ends (3) are connected to the monolithic monoblock (6) using transverse welds (8), in addition, the rolling surface (9) of the cast monoblock (6) are made with the main tracks (10) with a slope of 1:20 to the level of the rail heads and additional tracks of (11) with a slope of 1: 7 to the level of the rail heads corresponding to the profile of the wheel bandage, the interface line of which runs along the oblique line (A-B) parallel to the side of the kata (V-G) along the one-piece monoblock (6), from the welded front parts (4) of the rail guardrails (1) to the welded rear rail ends (3).