WO2022267254A1 - 一种有轨电车道岔转辙结构 - Google Patents

一种有轨电车道岔转辙结构 Download PDF

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Publication number
WO2022267254A1
WO2022267254A1 PCT/CN2021/120062 CN2021120062W WO2022267254A1 WO 2022267254 A1 WO2022267254 A1 WO 2022267254A1 CN 2021120062 W CN2021120062 W CN 2021120062W WO 2022267254 A1 WO2022267254 A1 WO 2022267254A1
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WIPO (PCT)
Prior art keywords
rail
manganese steel
switch
steel base
connecting section
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PCT/CN2021/120062
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English (en)
French (fr)
Inventor
魏金彩
林军科
汤铁兵
柳亚楠
马艳玲
王忠喜
谢祖飞
李红霞
冯薇
蔡明达
周雪
郑云娜
崔琨亮
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中铁山桥集团有限公司
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Publication of WO2022267254A1 publication Critical patent/WO2022267254A1/zh

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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B21/00—Track superstructure adapted for tramways in paved streets
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B21/00—Track superstructure adapted for tramways in paved streets
    • E01B21/02—Special supporting means; Draining of rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B21/00—Track superstructure adapted for tramways in paved streets
    • E01B21/04—Special fastenings, joint constructions, or tie-rods
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B7/00—Switches; Crossings
    • E01B7/02—Tongues; Associated constructions
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B7/00—Switches; Crossings
    • E01B7/10—Frogs

Definitions

  • the invention relates to the field of turnout switch technology, in particular to a pedestal type tramway switch switch structure.
  • the grooved rail also has the function of the wheel guard rail, which is conducive to ensuring the safety of small radius curves, effectively ensuring the passage space of the wheel rim in the shared right-of-way section, and is conducive to the pavement and protection of the pavement material inside the rail.
  • the turnout is one of the three weak links of the track in the traditional wheel-rail transportation system.
  • the layout of the tram line is flexible and the radius of the curve is small. Therefore, it is required to have a small number of turnouts, a short overall length of the turnouts, and a variety of types of turnouts.
  • There are also unfavorable conditions such as inspection, maintenance and replacement difficulties in the shared right-of-way section. Higher requirements are put forward in terms of wear resistance, free (less) maintenance, etc.
  • the large pad type switch as shown in Figure 2-3, has low cost and high production efficiency, but it is difficult to assemble, it is difficult to maintain the geometry of the turnout after laying, and the wear resistance cannot meet the user's requirements.
  • the overall alloy steel switch as shown in Figure 4-5, is made of high-strength alloy steel with a yield strength of 1300MPa, and then welded to the guide rails at both ends, with good integrity and wear resistance.
  • the point rail adopts self-locking Type mechanical connection, easy to replace, but the production cycle is long and the cost is high.
  • the present invention provides a pedestal type tramway switch structure, which not only has a short production cycle and low cost, but also has the advantages of high assembly precision, good wear resistance, and less maintenance and repair. advantage.
  • a tramway switch switch structure which is mainly composed of a manganese steel base, a straight basic rail and a curved point rail fixed inside the manganese steel base, and the manganese steel base includes a first joint at the head segment, a second connecting segment at the tail, and a base segment between said first connecting segment and said second connecting segment.
  • both sides of the bottom of the manganese steel base protrude outwards to form a fixing part that is convenient for buckling of fasteners, and there is an accommodating cavity for accommodating the straight basic rail and the curved point rail inside; the straight basic rail The rail and the curved point rail are close to each other at the place where the first connecting section is connected, and are gradually separated toward the second connecting section and respectively engaged with the two grooved steel rails of the second connecting section; the accommodating The cavity is separated into a straight basic rail accommodating groove and a curved point rail accommodating groove which are independent of each other near the second connecting section.
  • the straight basic rail is fixed on the manganese steel base by bolts, and one side thereof is attached to the side wall of the accommodating cavity.
  • the straight basic rail and the curved point rail are respectively placed in the straight basic rail accommodating groove and the curved point rail accommodating groove; the straight basic rail
  • the rail is fixed on the manganese steel base by bolts, one side of which fits the outer side wall of the straight basic rail accommodation groove; one side of the curved point rail fits the inner side wall of the curved point rail accommodation groove, and the other side
  • the gap between one side and the manganese steel base is filled with wedges, and the wedges are fixed on the manganese steel base by bolts.
  • the bottom of the curved tongue rail is provided with a blind hole of the tongue rail
  • the blind hole of the accommodation chamber is provided at the position corresponding to the blind hole of the tongue rail
  • a pin shaft is installed inside the blind hole of the accommodation chamber. The pin shaft extends out of the blind hole of the accommodating cavity, and is embedded in the blind hole of the switch rail.
  • the manganese base type tramway turnout structure provided by the present invention, the base is integrally cast with high manganese steel, the process production cycle is short, the processing amount is small, and there is a great advantage in production cost; because the base is integrally cast After assembling the straight basic rail and curved point rail, the overall stability of the structure is very good, and the assembly accuracy is also higher; the straight basic rail and curved point rail can be made of alloy steel plate, and its hardness is usually above 380HBW, which can be well Meet the user's requirements for wear resistance and reduce maintenance and repair workload.
  • Fig. 1 is a schematic diagram of a grooved rail structure
  • Figure 2 is a schematic diagram of the large backing plate switch structure
  • Fig. 3 is a cross-sectional view of different positions of the large pad type switch structure
  • Figure 4 is a schematic diagram of the overall alloy steel switch structure
  • Fig. 5 is a sectional view of the front end of the integral alloy steel switch structure
  • Fig. 6 is the switch structure of the manganese steel base type turnout
  • Fig. 7 is a schematic diagram of the structure of the manganese steel base
  • Fig. 8 is a sectional view of the front end of the integral alloy steel switch structure
  • Fig. 9 is a sectional view of the rear end of the integral alloy steel switch structure.
  • a tramway turnout switch structure is mainly composed of a manganese steel base 1, a straight basic rail 2 and a curved point rail 3 fixed inside the manganese steel base, and the manganese steel base
  • the seat 1 includes a first connecting section 101 at the head, a second connecting section 102 at the tail and a base section 103 between the first connecting section and the second connecting section.
  • the base is integrally cast with high manganese steel, which has a short production cycle and a small amount of processing, which has great advantages in production cost. Since the base is integrally cast, after assembling the straight basic rail and the curved point rail, the overall stability of the structure is very good, and the assembly accuracy is also higher.
  • Straight basic rails and curved point rails can be made of alloy steel plates, and their hardness is usually above 380HBW, which can well meet the user's requirements for wear resistance and reduce maintenance and repair workload.
  • both sides of the bottom of the manganese steel base 1 protrude outwards to form a fixing part 104 that is convenient for buckling of the fastener.
  • the basic rail, the switch rail and the manganese steel base are fixed in such a way that the manganese steel base is provided with an accommodating chamber 105 for accommodating the straight basic rail and the curved point rail, as shown in FIG. 7 .
  • the straight basic rail and the curved point rail are in close contact with each other at the place where the first connecting section is connected, and are gradually separated toward the second connecting section, and respectively engaged with two grooved steel rails of the second connecting section.
  • the accommodating cavity is separated into a straight basic rail accommodating groove 106 and a curved point rail accommodating groove 107 which are independent of each other near the second connecting section.
  • first connecting section and the second connecting section are a short section of end that is consistent with the shape of the rail. This design is to weld a small section at the end of the first connecting section and the second connecting section before leaving the factory. Ordinary steel rails are convenient for welding with line rails at the construction site.
  • the vast majority of trams are seamless lines. Due to the difficulty in welding the manganese steel base and ordinary rails, the construction site does not have the welding conditions. Before leaving the factory, a small section of ordinary steel rail is welded at the end of the first connecting section and the second connecting section before leaving the factory. The rail can be welded, which solves the problem that the construction site does not have the welding conditions for the manganese steel base and the line rail.
  • the straight basic rail 2 is fixed on the manganese steel base 1 by bolts, and one side thereof is attached to the side wall of the accommodating cavity.
  • the bolts pass through the straight basic rail and the side wall of the manganese steel base successively from the inner side of the straight basic rail, and then are tightened by nuts, and the point rail is close to the straight basic rail.
  • the straight basic rail 2 and the curved point rail 3 are placed in the straight basic rail accommodating groove 106 and the curved point rail accommodating groove 107 respectively.
  • the straight basic rail 2 is fixed on the manganese steel base 1 by bolts, one side of which is attached to the outer wall of the straight basic rail accommodating groove 106; one side of the curved point rail 3 is attached to The gap between the inner wall of the curved point rail accommodation groove 107 and the other side and the manganese steel base 1 is filled with wedges 4, and the wedges 4 are fixed on the manganese steel base 1 by bolts .
  • the inner side wall and outer side wall here are relative to the inside and outside of the manganese steel base, and are only for convenience of expression.
  • the bottom of the curved point rail 2 is provided with a blind hole of the point rail, and the blind hole of the containing cavity is provided at the corresponding place of the blind hole of the point rail, and a pin shaft 5 is installed inside the blind hole of the containing cavity.
  • the pin shaft protrudes from the blind hole of the accommodating cavity and is embedded in the blind hole of the switch rail to limit the longitudinal movement of the switch rail.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Railway Tracks (AREA)

Abstract

一种有轨电车道岔转辙结构，主要由锰钢基座(1)与固定于锰钢基座(1)内部的直基本轨(2)和曲尖轨(3)构成，锰钢基座(1)包括位于头部的第一衔接段(101)、位于尾部的第二衔接段(102)和位于所述第一衔接段(101)和所述第二衔接段(102)之间的基座段(103)。基座(1)采用高锰钢整体铸造，工艺生产周期短，加工量小，在生产成本上有很大优势。由于基座(1)是整体铸造的，在组装直基本轨(2)和曲尖轨(3)后，其结构整体稳定性很好、组装精度也更高。直基本轨(2)、曲尖轨(3)可采用合金钢板制造，其硬度通常在380HBW以上，能够很好地满足用户对耐磨性能方面的要求，减少养护维修工作量。

Description

一种有轨电车道岔转辙结构 技术领域
本发明涉及道岔转辙技术领域，尤其是一种基座式有轨电车道岔转辙结构。
背景技术
为了缓解交通压力，愈来愈多的城市开始大力发展城市轨道交通，例如有轨电车、地铁、高架轻轨等。现代有轨电车通常采用槽型轨，如图1所示。槽型轨兼具护轮轨的功能，有利于保证小半径曲线的安全，在共享路权地段有效地保证轮缘通行空间，并利于钢轨内侧路面材料的铺装及防护。
道岔是传统轮轨交通系统中轨道的三大薄弱环节之一。有轨电车线路布置灵活，曲线半径小，故要求道岔号码小、道岔全长短、道岔种类多，共享路权地段还存在检查维修、更换困难等不利条件等，这些特点对道岔的抗冲击能力、耐磨性能、免(少)维修性等方面提出更高的要求。
目前，有轨电车槽型钢轨转辙器主要有大垫板式和整体合金钢式。
大垫板式转辙器，如图2-3所示，成本低、生产效率较高，但组装困难，铺设后道岔几何难以保持，耐磨性能达不到用户要求。
整体合金钢式转辙器，如图4-5所示，由屈服强度达到1300MPa的 高强合金钢加工制成，再与两端导轨焊接，整体性及耐磨性较好，尖轨采用自锁式机械连接，易于更换，但生产周期长且成本很高。
综合来看，成本较低的转辙器在组装精度、耐磨性能及养护维修方面越来越受到用户的质疑，而整体合金钢式的转辙器在供货周期及产品售价方面，又往往无法满足用户要求。
发明内容
针对现有技术存在的不足之处，本发明提供一种基座式有轨电车道岔转辙结构，不仅生产周期短、成本低，而且具有组装精度高、耐磨性能好、养护维修量少的优点。
一种有轨电车道岔转辙结构，主要由锰钢基座与固定于所述锰钢基座内部的直基本轨和曲尖轨构成，所述锰钢基座包括位于头部的第一衔接段、位于尾部的第二衔接段和位于所述第一衔接段和所述第二衔接段之间的基座段。
进一步的，所述锰钢基座底部两侧向外伸出形成便于扣件扣压的固定部，内部设有容置所述直基本轨和所述曲尖轨的容置腔；所述直基本轨和所述曲尖轨在连接所述第一衔接段处相互紧贴，朝向所述第二衔接段逐步分离并分别与所述第二衔接段的两条槽型钢轨接合；所述容置腔在靠近所述第二衔接段分离成相互独立的直基本轨容置槽和曲尖轨容置槽。
进一步的，靠近所述第一衔接段一侧，所述直基本轨通过螺栓固定于所述锰钢基座上，其一侧贴合所述容置腔侧壁。
进一步的，靠近所述第二衔接段一侧，所述直基本轨和所述曲尖轨分别置于所述直基本轨容置槽和所述曲尖轨容置槽内；所述直基本轨通过螺栓固定于所述锰钢基座上，其一侧贴合所述直基本轨容置槽外侧壁；所述曲尖轨一侧贴合所述曲尖轨容置槽内侧壁，另一侧与所述锰钢基座之间的缝隙填充有楔块，所述楔块通过螺栓固定于所述锰钢基座上。
进一步的，所述曲尖轨底部设有尖轨盲孔，所述容置腔与所述尖轨盲孔对应处设有容置腔盲孔，容置腔盲孔内部安装有销轴，所述销轴伸出所述容置腔盲孔，嵌入所述尖轨盲孔。
本发明提供的锰基座式有轨电车道岔转辙结构，基座采用高锰钢整体铸造，工艺生产周期短，加工量小，在生产成本上有很大优势；由于基座是整体铸造的，在组装直基本轨和曲尖轨后，其结构整体稳定性很好、组装精度也更高；直基本轨、曲尖轨可采用合金钢板制造，其硬度通常在380HBW以上，能够很好地满足用户对耐磨性能方面的要求，减少养护维修工作量。
附图说明
图1是槽型钢轨结构示意图；
图2是大垫板式转辙结构示意图；
图3是大垫板式转辙结构不同位置截面剖视图；
图4是整体合金钢式转辙结构示意图；
图5是整体合金钢式转辙结构前端部剖视图；
图6是锰钢基座式道岔转辙结构；
图7是锰钢基座结构示意图；
图8是整体合金钢式转辙结构前端部剖视图；
图9是整体合金钢式转辙结构后端部剖视图。
附图标记说明：1、锰钢基座；101、第一衔接段；102、第二衔接段；103、基座段；104、固定部；105、容置腔；106、直基本轨容置槽；107、曲尖轨容置槽；2、直基本轨；3、曲尖轨；4、楔块；5、销轴。
具体实施方式
下面结合附图和具体实施例对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员所获得的所有其他实施例，都属于本发明保护的范围。
实施例1
一种有轨电车道岔转辙结构，如图6所示，主要由锰钢基座1与固定于所述锰钢基座内部的直基本轨2和曲尖轨3构成，所述锰钢基座1包括位于头部的第一衔接段101、位于尾部的第二衔接段102和位于所述第一衔接段和所述第二衔接段之间的基座段103。
基座采用高锰钢整体铸造，工艺生产周期短，加工量小，在生产成本上有很大优势。由于基座是整体铸造的，在组装直基本轨和曲尖轨后，其结构整体稳定性很好、组装精度也更高。直基本轨、曲尖轨可采用合金钢板制造，其硬度通常在380HBW以上，能够很好地满足用户对耐磨性能方面的要求，减少养护维修工作量。
为了便于锰钢基座的固定，所述锰钢基座1底部两侧向外伸出形成便于扣件扣压的固定部104。
基本轨与尖轨与锰钢基座的固定方式为，锰钢基座内部设有容置所述直基本轨和所述曲尖轨的容置腔105，如图7所示。所述直基本轨和所述曲尖轨在连接所述第一衔接段处相互紧贴，朝向所述第二衔接段逐步分离并分别与所述第二衔接段的两条槽型钢轨接合。所述容置腔在靠近所述第二衔接段分离成相互独立的直基本轨容置槽106和曲尖轨容置槽107。
从图7可以看出，第一衔接段和第二衔接段为一小段与钢轨形状一致的端头，这样的设计是为了在出厂前在第一衔接段和第二衔接段端部焊接一小段普通钢轨，方便在施工现场与线路轨焊接。
目前，绝大多数有轨电车都是无缝线路。由于锰钢材料的基座与普通钢轨焊接存在一定的难度，施工现场并不具备焊接条件。在出厂前，出厂前在第一衔接段和第二衔接段端部焊接一小段普通钢轨，施工现场焊接时，将焊接于第一衔接段和第二衔接段端部的一小段普通钢轨与线路轨进行焊接即可，解决了施工现场不具备锰钢材料的基座与线路轨焊接条件的问题。
靠近所述第一衔接段一侧，所述直基本轨2通过螺栓固定于所述锰钢基座1上，其一侧贴合所述容置腔侧壁。参照图8，螺栓从直基本轨内侧依次穿过直基本轨、锰钢基座侧壁，再通过螺帽紧固，尖轨紧贴直基本轨。
靠近所述第二衔接段一侧，所述直基本轨2和所述曲尖轨3分别置 于所述直基本轨容置槽106和所述曲尖轨容置槽107内。参照图9，所述直基本轨2通过螺栓固定于所述锰钢基座1上，其一侧贴合所述直基本轨容置槽106外侧壁；所述曲尖轨3一侧贴合所述曲尖轨容置槽107内侧壁，另一侧与所述锰钢基座1之间的缝隙填充有楔块4，所述楔块4通过螺栓固定于所述锰钢基座1上。此处的内侧壁、外侧壁是相对于锰钢基座内、外而言的，仅为表述方便。
所述曲尖轨2底部设有尖轨盲孔，所述容置腔与所述尖轨盲孔对应处设有容置腔盲孔，容置腔盲孔内部安装有销轴5，所述销轴伸出所述容置腔盲孔，嵌入所述尖轨盲孔，以达到限制尖轨纵向移动的作用。
最后，还需要注意的是，以上列举仅是本发明一个具体实施例。显然，本发明不限于以上实施例，还可以有许多变形。本领域的普通技术人员能从本发明公开的内容直接导出或联想到的所有变形，均应认为是本发明的保护范围。

Claims (5)

  1. 一种有轨电车道岔转辙结构，其特征在于，主要由锰钢基座与固定于所述锰钢基座内部的直基本轨和曲尖轨构成，所述锰钢基座包括位于头部的第一衔接段、位于尾部的第二衔接段和位于所述第一衔接段和所述第二衔接段之间的基座段。
  2. 根据权利要求1所述的有轨电车道岔转辙结构，其特征在于，所述锰钢基座底部两侧向外伸出形成便于扣件扣压的固定部，内部设有容置所述直基本轨和所述曲尖轨的容置腔；所述直基本轨和所述曲尖轨在连接所述第一衔接段处相互紧贴，朝向所述第二衔接段逐步分离并分别与所述第二衔接段的两条槽型钢轨接合；所述容置腔在靠近所述第二衔接段分离成相互独立的直基本轨容置槽和曲尖轨容置槽。
  3. 根据权利要求2所述的有轨电车道岔转辙结构，其特征在于，靠近所述第一衔接段一侧，所述直基本轨通过螺栓固定于所述锰钢基座上，其一侧贴合所述容置腔侧壁。
  4. 根据权利要求2所述的有轨电车道岔转辙结构，其特征在于，靠近所述第二衔接段一侧，所述直基本轨和所述曲尖轨分别置于所述直基本轨容置槽和所述曲尖轨容置槽内；所述直基本轨通过螺栓固定于所述锰钢基座上，其一侧贴合所述直基本轨容置槽外侧壁；所述曲尖轨一侧贴合所述曲尖轨容置槽内侧壁，另一侧与所述锰钢基座之间的缝隙填充有楔块，所述楔块通过螺栓固定于所述锰钢基座上。
  5. 根据权利要求1-4任意一项所述的有轨电车道岔转辙结构，其特征在于，所述曲尖轨底部设有尖轨盲孔，所述容置腔与所述尖轨盲孔对应处设有容置腔盲孔，容置腔盲孔内部安装有销轴，所述销轴伸出所述容置腔盲孔，嵌入所述尖轨 盲孔。
PCT/CN2021/120062 2021-06-22 2021-09-24 一种有轨电车道岔转辙结构 WO2022267254A1 (zh)

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CN113338089A (zh) * 2021-06-22 2021-09-03 中铁山桥集团有限公司 一种有轨电车道岔转辙结构
CN114395949B (zh) * 2022-02-21 2023-10-17 中铁山桥集团有限公司 一种十字导轨结构及十字交叉道岔

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