Embedded combination frog with simplified structure without spacing iron

Abstract

The utility model relates to railway track technology, aims at providing a structure simplified embedded combined frog without using interval iron. The product includes wing rail located at both sides and heart rail located between wing rail, is equipped with one long strip alloy steel inlaying block respectively at both sides of heart rail, the opposite inner side of two alloy steel inlaying block roots and the two outer sides of heart rail root are all vertical plane, the alloy steel inlaying block is installed at both sides of heart rail in the mode of sticking all root extension section and partial rail head section to form sandwich structure, and is realized firm connection by multiple transversely -penetrating joint bolt pair, the sandwich structure is located between two wing rails, and is realized firm connection by multiple transversely -penetrating joint bolt pair, does not set up interval iron in the whole embedded combined frog. The core component of the product is relatively independent and firm in structure, can complete assembly in advance in factory, can guarantee installation quality, reduce on -the -spot construction workload, promote construction progress, save construction cost.

Description

Technical Field

[0001] This utility model belongs to the field of railway track technology, and specifically relates to a simplified embedded combined frog. Background Technology

[0002] In the harmful space area before and after alloy steel composite frogs, both the wing rails and frog rails are more prone to wear, directly affecting the service life and operational efficiency of railway turnout frogs. Therefore, in railway transportation nodes with high operating frequency and short maintenance windows, there are higher requirements for the service life of railway turnout components and the efficiency of on-site replacement.

[0003] In existing high-manganese steel composite frogs, the stress conditions are severe in the section between the tip of the frog and the 50mm width of the frog surface. This area is prone to developing a triangular pit, leading to excessive wear and forcing the frog to leave the track, directly impacting its lifespan. Furthermore, because the main structure of the frog is typically made of high-manganese steel casting, product quality is difficult to control, affecting its service life.

[0004] Researchers have proposed solutions such as using a single piece of alloy steel for integral machining, or casting the frog and wing rails as a single unit and then using explosive hardening to increase the hardness of the high-manganese steel. Because it's a monolithic structure requiring no bolt connections, the product boasts excellent robustness and stability. However, the integral machining process demands high-quality raw materials, presents difficulties in product forming and machining, and results in low material utilization. Explosive hardening, on the other hand, requires high casting quality, easily leading to increased scrap rates and higher processing costs. Furthermore, while replacing a monolithic frog structure is simple, it necessitates replacing the entire unit, resulting in higher overall costs.

[0005] Some researchers have proposed an inlaid frog structure using spacer irons. This involves embedding alloy steel in vulnerable areas of the wing rail to locally strengthen these areas, thereby increasing its service life. A typical example of this frog technology is the "Inlaid Composite Frog with Alloy Steel for Channel Rails" described in patent document CN 112176783 A, which uses bolts to connect the symmetrically arranged core rail, spacer irons, alloy steel wing rails, and channel rails into a single unit. The essence of this solution is to embed alloy steel wing rails in vulnerable areas of the wing rails, thereby locally strengthening these areas and increasing their service life. Therefore, this technology has gradually become the mainstream application. In current railway turnout frog structures, the spacer iron (clamping iron) is a core functional component and cannot be directly eliminated in practical engineering. Its irreplaceable function stems from its crucial role in ensuring the stability of the frog structure, the accuracy of its geometric dimensions, and the safety of train passage. This leads to the common understanding among current technical personnel that the role of the spacer iron runs through the entire chain of "mechanical transmission - geometric constraint - dynamic adaptation" of the frog, and each function is difficult to completely replace with other components. However, the use of an "inserted wing rail + spacer + core rail + spacer + inlaid wing rail" structure in the fluted wing rail requires numerous bolted connections and drilling for each component, further increasing processing and assembly requirements. Furthermore, because the entire frog structure is composed of multiple connected components, its overall stability is relatively weak, making it prone to loosening after prolonged operation, significantly increasing daily maintenance workload. Although components can be replaced online, the need to consider the installation fit between various components demands a high level of technical skill from the operators.

[0006] Therefore, there is an urgent need to propose new design schemes for turnout structures to meet practical needs. Utility Model Content

[0007] The main purpose of this invention is to overcome the shortcomings of the prior art and provide a simplified embedded combination fork that does not use spacer irons.

[0008] To solve the above-mentioned technical problems, the solution of this utility model is:

[0009] A simplified embedded combination frog without spacers is provided, comprising wing rails on both sides and a frog rail between the wing rails; each side of the frog rail is provided with a long strip of alloy steel insert; the relative inner surfaces of the roots of the two alloy steel inserts and the two outer surfaces of the frog rail roots are vertical planes; the alloy steel inserts are installed on both sides of the frog rail to form a sandwich structure by fitting the entire root extension section and part of the rail head section, and are securely connected by multiple transversely penetrating first connecting bolt pairs; this sandwich structure is located between the two wing rails and is further securely connected by multiple transversely penetrating second connecting bolt pairs, and no spacers are provided in the entire embedded combination frog.

[0010] As an improved solution, multiple sets of anti-rotation slots are set on the outer side of the root of the two alloy steel inserts. The screw in the first connecting bolt pair passes through the alloy steel insert, the core rail and the alloy steel insert in sequence, and is then fastened by the nuts at both ends in conjunction with the anti-rotation washers. The nuts and anti-rotation washers are located in the anti-rotation slots and neither the nuts nor the screws are exposed.

[0011] As an improved solution, multiple sets of positioning countersunk holes are provided on the root plane of the two alloy steel inlay blocks and the core rail, and a transmission sleeve that connects the alloy steel inlay block and the core rail is set in each set of positioning countersunk holes; the screw in the second connecting bolt pair passes through the wing rail, alloy steel inlay block, transmission sleeve, core rail, transmission sleeve, alloy steel inlay block and wing rail in sequence, and is then fastened by nuts at both ends.

[0012] As an improved solution, the length ratio of the root extension section at the front end of the core rail to the length of the core rail head is 0.7 to 1.3; the length ratio of the alloy steel inlay block to the overall core rail is 0.4 to 0.6.

[0013] As an improved solution, the front end of the alloy steel insert does not extend beyond the end of the root extension of the mandrel.

[0014] As an improved solution, all the connecting bolt pairs are located on the same horizontal plane and are arranged at equal intervals.

[0015] As an improved solution, there are at least three first connecting bolts and at least four second connecting bolt pairs, which are evenly arranged on the same horizontal plane at intervals between each other; wherein, the two second connecting bolt pairs located in the middle also pass through the transmission sleeve for connecting the alloy steel insert and the core rail, the latter being located in the positioning countersunk hole.

[0016] As an improved solution, fork rails are respectively provided on both sides of the tail of the core rail, and a stable connection is achieved by multiple third connecting bolt pairs.

[0017] As an improved solution, the relative inner surfaces of the roots of the two wing rails have a surface shape that adapts to the outer surface of the alloy steel insert, so that the sandwich structure formed by the alloy steel insert and the core rail is securely clamped in the mounting position between the two wing rails.

[0018] As an improved solution, the sandwich structure formed by the diamond inlay block and the core rail is symmetrical about the left and right along the center line of the core rail, with the widest part in the middle and gradually narrowing towards both ends.

[0019] Compared with the prior art, the beneficial effects of this utility model are:

[0020] 1. This utility model overcomes the conventional thinking of those skilled in the art and proposes a completely new design concept for the structure of the combined frog. Considering that the alloy steel insert block and the root of the frog occupy at least 3 / 4 of its vertical dimension, a sandwich structure is formed by fitting the alloy steel insert block and the root of the frog in a planar manner, and a stable connection is achieved by a transversely penetrating bolt pair. This creates a relatively independent but structurally robust sandwich structure inside the combined frog. At the same time, by using the root extension section, which is longer than the conventional frog size, and by using the conductive sleeve connecting the alloy steel insert block and the frog, the basic conditions for improving the installation stability of the alloy steel insert block are further created.

[0021] 2. Since the sides of the alloy steel insert and the mandrel are designed as long straight surfaces, this utility model is conducive to the stable placement of the workpiece during processing, which can greatly improve processing efficiency.

[0022] 3. Because the alloy steel inserts and the core rail are relatively smaller than the wing rails, the sandwich structure can be assembled directly in the factory. This ensures stable and reliable installation quality, reduces on-site construction work, greatly improves construction progress, and saves construction costs.

[0023] 4. This utility model, by setting a transmission sleeve in the positioning countersunk holes of the alloy steel insert and the mandrel, can ensure a stable connection and synchronous movement between the mandrel and the alloy steel insert, playing a role in transmitting and converting forces, maintaining structural stability, assisting in the locking function, and adapting to dynamic loads. Therefore, while greatly improving the installation stability of the alloy steel insert and the mandrel, it maintains the necessary adaptability.

[0024] 5. This invention simplifies the overall structure by eliminating the need for spacers during the installation of the combined frog. This reduces processing costs, significantly decreases on-site assembly workload, and improves rail installation accuracy. This is crucial for enhancing overall construction quality.

[0025] 6. This utility model employs an alloy steel insert block that fits snugly against the entire root extension section and part of the railhead section of the frog, changing the traditional practice in combined frogs where the alloy steel insert block is arranged in an X-shape (see CN 112176783 A) and the frog tip only extends slightly into this arrangement. In railways using this product, a longer smooth running range can be maintained, avoiding the impact stress that occurs in the X-shape arrangement. Therefore, this product is highly suitable for seamless railways and railway systems requiring high speed and high carrying capacity.

[0026] 7. Due to its fewer assembly and connecting parts and better overall integrity, the combined frog of this utility model can be easily replaced online. On-site operators only need to disassemble a few bolt pairs and directly replace the sandwich structure of the alloy steel insert and the frog rail. This not only simplifies the operation but also maintains the consistency of the frog structure before and after replacement, ensuring the smooth operation of the railway while maintaining the same initial structural strength.

[0027] 8. This utility model features convenient processing and replacement of individual components, high strength of the sandwich structure, and full utilization of the high strength and wear resistance of alloy steel, resulting in a long service life. Because it avoids the processing and assembly problems caused by using spacers, bolts to connect with alloy steel core rails, or the integration of alloy steel core rails, wing rails, and spacers, it can provide railway departments with high-performance, long-life, and easily replaceable combined products, reducing the use, maintenance, and upkeep costs of railway lines and improving transportation efficiency. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the combined frog in this utility model.

[0029] Figure 2 for Figure 1 Cross-sectional view along the AA direction.

[0030] Figure 3 This is a schematic diagram of a sandwich structure assembled with inlay blocks and a core track.

[0031] Figure 4 for Figure 2 Cross-sectional view along the BB direction.

[0032] Figure 5 This is a schematic diagram of the anti-rotation gasket.

[0033] Figure 6 This is a side view of the alloy steel inlay.

[0034] Figure 7 for Figure 6 Top view of the medium alloy steel inlay block.

[0035] Figure 8 This is a side view of the orbital axis.

[0036] Figure 9 for Figure 8 Top view of the center rail.

[0037] The attached diagram is labeled as follows: 1. Alloy steel inlay block; 2. Fork follower rail; 3. Wing rail; 4. Connecting bolt pair; 5. Conductive sleeve; 6. Anti-rotation washer; 7. Anti-rotation slot; 8. Positioning countersunk hole; 9. Root extension section; 10. Rail head; 11. First connecting bolt pair; 12. Second connecting bolt pair; 13. Third connecting bolt pair; 14. Detailed Implementation

[0038] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0039] The serial numbers assigned to components in this application, such as "first" and "second," are merely for distinguishing the described objects and have no sequential or technical meaning. The terms "connection" and "linkage" used in this application, unless otherwise specified, include both direct and indirect connections (linkages). It should be understood that the terms "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are used solely for the convenience of describing this application and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0040] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0041] like Figure 1 , 2 As shown, the simplified embedded combination frog of this utility model includes wing rails 4 on both sides and a core rail 2 between the wing rails 4. A long strip-shaped alloy steel inlay block 1 is provided on each side of the core rail 2. The opposing inner surfaces of the roots of the two alloy steel inlay blocks 1 and the two outer surfaces of the roots of the core rail 2 are all vertical planes. The alloy steel inlay blocks 1 and the core rail 2 form a sandwich structure by planar contact, and are securely connected by multiple transversely penetrating first connecting bolt pairs 12. This sandwich structure is located between the two wing rails 4 and is further securely connected by multiple transversely penetrating second connecting bolt pairs 13. No spacer iron is provided in the entire embedded combination frog.

[0042] Unlike the X-shaped alloy steel inserts in traditional combination turnouts, this invention features a center rail 2 with a longer front root extension section 10. The length of the front root extension section 10 is in the ratio of 0.7 to 1.3 to the length of the rail head 11 of the center rail 2, meaning their lengths are roughly equivalent. The overall length ratio of the alloy steel insert 1 to the center rail 2 is 0.4 to 0.6, meaning the former is approximately half the length of the latter. During installation, the alloy steel insert 1 is mounted on both sides of the center rail 2, fitting snugly against the entire root extension section 10 and part of the rail head section, with its front end not extending beyond the end of the root extension section of the center rail 2. This fully fitted installation creates a highly stable sandwich structure, which is the core design concept of this invention.

[0043] To ensure the sandwich structure forms a relatively independent and complete unit, this invention provides multiple sets of anti-rotation grooves 8 corresponding to the outer sides of the roots of the two alloy steel inserts 1. The bolt in the first connecting bolt pair 12 passes sequentially through the alloy steel insert 1, the core rail 2, and the alloy steel insert 1 again, and is then secured by nuts at both ends in conjunction with anti-rotation washers 7. The nuts and anti-rotation washers 7 are located in the anti-rotation grooves 8 to prevent bolt loosening and to meet installation requirements. Neither the nuts nor the bolts are exposed, ensuring a tight fit between the outer edge of the alloy steel insert 1 and the wing rail 4. Furthermore, multiple sets of positioning countersunk holes 9 are correspondingly provided on the root planes of the two alloy steel inserts 1 and the core rail 2, and a conductive sleeve 6 connecting the alloy steel insert 1 and the core rail 2 is provided in each set of positioning countersunk holes 9. The bolt in the second connecting bolt pair 13 passes sequentially through the wing rail 4, alloy steel inlay block 1, conductive sleeve 6, core rail 2, conductive sleeve 6, alloy steel inlay block 1, and wing rail 4, and is then secured by nuts at both ends. Fork rails 3 are respectively installed on both sides of the tail of the core rail 2, and are securely connected by multiple third connecting bolt pairs 14. The first connecting bolt 12 and the second connecting bolt pair 13 are both located on the same horizontal plane and are arranged at equal intervals. As an example, there are three first connecting bolts 12 and four second connecting bolt pairs 13, evenly spaced on the same horizontal plane. The two middle second connecting bolt pairs 13 are used to pass through the conductive sleeve 6. The alloy inlay block 1 and the core rail 2 can be made of the same alloy steel to improve the product's wear resistance and increase the strength of easily worn parts.

[0044] from Figure 1 , 3As can be seen, the sandwich structure is symmetrical about the center line of the core rail 2, with the widest part in the middle and gradually narrowing towards both ends. This specific shape design allows the alloy steel insert 1 and the core rail 2 to be securely clamped in the mounting position between the two wing rails 4 after being firmly connected, reducing the possibility of back-and-forth movement. Correspondingly, the relative inner surfaces of the roots of the two wing rails 4 have a surface shape that conforms to the outer surface of the alloy steel insert 1, so that the sandwich structure is securely clamped in the mounting position.

[0045] In practical use, the sandwich structure's compact design facilitates transportation, allowing for direct installation within the manufacturing plant. Furthermore, the stable workforce on the production line ensures relatively easy control over installation skills, resulting in consistent product quality and reducing inconsistencies in construction quality caused by variations in on-site skill levels.

[0046] Finally, it should be noted that the above examples are merely specific embodiments of this utility model. Obviously, this utility model is not limited to the above embodiments and can have many variations. All variations that can be directly derived or conceived by those skilled in the art from the disclosure of this utility model should be considered within the protection scope of this utility model.

Claims

1. A simplified embedded combination frog without the use of spacers, comprising wing rails on both sides and a frog rail between the wing rails; characterized in that, A long strip of alloy steel inlay is provided on each side of the frog rail; the relative inner surfaces of the roots of the two alloy steel inlays and the two outer surfaces of the frog rail roots are all vertical planes. The alloy steel inlays are installed on both sides of the frog rail in a way that fits the entire root extension section and part of the rail head section to form a sandwich structure, and are stably connected by multiple transverse first connecting bolt pairs; the sandwich structure is located between the two wing rails, and is stably connected by multiple transverse second connecting bolt pairs. No spacer is set in the entire embedded combination frog.

2. The embedded combined turnout according to claim 1, characterized in that, Multiple anti-rotation slots are set on the outer side of the root of the two alloy steel inserts. The screw in the first connecting bolt pair passes through the alloy steel insert, the core rail and the alloy steel insert in sequence. The nuts at both ends cooperate with the anti-rotation washers to achieve a tight installation. The nuts and anti-rotation washers are located in the anti-rotation slots and neither the nuts nor the screws are exposed.

3. The embedded combined turnout according to claim 1, characterized in that, Multiple sets of positioning countersunk holes are provided on the root plane of the two alloy steel inlay blocks and the core rail. A transmission sleeve that connects the alloy steel inlay block and the core rail is set in each set of positioning countersunk holes. The screw in the second connecting bolt pair passes through the wing rail, alloy steel inlay block, transmission sleeve, core rail, transmission sleeve, alloy steel inlay block and wing rail in sequence, and is then fastened by nuts at both ends.

4. The embedded combined turnout according to claim 1, characterized in that, The length ratio of the root extension section at the front end of the core rail to the length of the core rail head is 0.7 to 1.3; the length ratio of the alloy steel inlay block to the overall length of the core rail is 0.4 to 0.

6.

5. The embedded combined turnout according to claim 1, characterized in that, The front end of the alloy steel insert does not extend beyond the end of the root extension section of the mandrel.

6. The embedded combined turnout according to claim 1, characterized in that, All the connecting bolt pairs are located on the same horizontal plane and are arranged at equal intervals.

7. The embedded combined turnout according to claim 1, characterized in that, There are at least three first connecting bolts and at least four second connecting bolt pairs, which are evenly arranged on the same horizontal plane at intervals between each other; wherein, the two second connecting bolt pairs located in the middle also pass through the transmission sleeve for connecting the alloy steel insert and the core rail, which is located in the positioning countersunk hole.

8. The embedded combined frog according to claim 1, characterized in that, The rear sides of the core rail are respectively equipped with fork rails, and are securely connected by multiple third connecting bolt pairs.

9. The embedded combined frog according to any one of claims 1 to 8, characterized in that, The relative inner surfaces of the roots of the two wing rails have a surface shape that adapts to the outer surface of the alloy steel insert, so that the sandwich structure formed by the alloy steel insert and the core rail is securely clamped in the mounting position between the two wing rails.

10. The embedded combined frog according to claim 9, characterized in that, The sandwich structure formed by the diamond inlay and the core rail is symmetrical about the left and right along the center line of the core rail, with the widest part in the middle and gradually narrowing towards both ends.

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