A damage-resistant fork and point rail

Abstract

The present invention discloses a damage-resistant fork-heel-point rail, comprising a short center rail overlap section, a fork-heel-point rail extension section and a fork-heel-point rail overlap section, wherein the fork-heel-point rail overlap section is arranged at the end of the fork-heel-point rail extension section, the short center rail overlap section overlaps the fork-heel-point rail overlap section, the contact surface of the short center rail overlap section with the fork-heel-point rail overlap section is provided with a planing deepening structure, and the contact surface of the fork-heel-point rail overlap section with the short center rail overlap section has an anti-wear reinforcement structure. The present invention can significantly increase the width of the tip of the fork-heel-point rail, thereby increasing its strength and anti-wear performance, and the effect is direct and obvious. In addition, the present invention can ensure that the track interruption distance does not increase, and has little impact on the stability of vehicle passing. The strength of the fork-heel-point rail is improved, and the rate of damage occurrence and development is reduced.

Description

Technical Field

[0001] The invention relates to the field of railways, in particular to a damage-resistant fork-heel point rail. Background Art

[0002] In recent years, the fork and point rails of high-speed turnouts have been obviously worn and damaged during actual operation, and many cracks and falling pieces have occurred, resulting in premature derailment.

[0003] Through on-site investigation and theoretical analysis, it can be known that when the train passes the turnout sideways in the opposite direction, the wheels run close to the upper section of the curve, and the tip of the fork and point rail is close to the end of the circular curve, and is still playing a guiding role, causing the small section of the fork and point rail with a top width of less than 20mm to be stressed in advance. Under the repeated action of the train load, the top surface of the non-acting side of the fork and point rail gradually forms a fat edge, and the small section below 20mm is severely side-worn, resulting in insufficient structural strength, and gradually developing horizontal cracks in the point rail and even peeling off blocks.

[0004] To solve this problem, the current method of optimizing the reduction value of the fork and tip rail is mainly used to alleviate the tip damage problem. By increasing the reduction value of the tip of the fork and tip rail, the weak section at the tip is relatively low to avoid contact with the wheel. When the wheel starts to contact the fork and tip rail, the width of the fork and tip rail increases to a certain extent compared with the original structure. The main problems of this method are:

[0005] (1) The improvement effect is limited or even no obvious improvement effect. The position where the wheel contacts the fork and the point rail is still relatively weak, and the problem of damage to the fork and the point rail cannot be effectively avoided.

[0006] (2) When the fork and tip rail are lowered, the track interruption distance will increase when the wheel transitions from the short center rail to the fork and tip rail, and the vertical and lateral structural unevenness will also increase, affecting the stability of the vehicle passing.

[0007] A damage-resistant fork and point rail is now needed to solve the above problems. Summary of the invention

[0008] The present invention aims to solve the problem of tip damage by optimizing the reduction value of the fork and point rail in the prior art, but the improvement effect is limited or even no obvious improvement effect, and the position where the wheel contacts the fork and point rail is still relatively weak, and the problem of fork and point rail damage cannot be effectively avoided. At the same time, the reduction of the fork and point rail will cause the track interruption distance to increase when the wheel transitions from the short heart rail to the fork and point rail, and the vertical and lateral structural unevenness will also increase, affecting the stability of vehicle passage. A damage-resistant fork and point rail is provided to solve the above problems.

[0009] The present invention provides a damage-resistant fork-heel-point rail, comprising a short center rail overlap section, a fork-heel-point rail extension section and a fork-heel-point rail overlap section, wherein the fork-heel-point rail overlap section is arranged at the end of the fork-heel-point rail extension section, the short center rail overlap section overlaps the fork-heel-point rail overlap section, a planing deepening structure is arranged on the contact surface of the short center rail overlap section with the fork-heel-point rail overlap section, and an anti-wear reinforcement structure is arranged on the contact surface of the fork-heel-point rail overlap section with the short center rail overlap section.

[0010] The damage-resistant fork-heel-point rail described in the present invention is, as a preferred embodiment, a short heart rail lap section includes a short heart rail lap section body that is not coaxial with the short heart rail body, a short heart rail wear-resistant matching arc, a short heart rail deepened sliding section and a short heart rail matching section. The short heart rail wear-resistant matching arc, the short heart rail deepened sliding section and the short heart rail matching section are all arranged in sequence from the inner end to the short heart rail lap section The contact side of the short heart rail lap body with the fork-heel-point rail lap section serves as a contact surface with the fork-heel-point rail lap section.

[0011] The damage-resistant fork-heel-point rail described in the present invention is, as a preferred embodiment, a wear-resistant fitting arc of the short center rail is an arc-shaped surface structure, a starting point of the wear-resistant fitting arc of the short center rail is a connection point between the short center rail lap section body and the short center rail main body, a tangent line of the starting point of the wear-resistant fitting arc of the short center rail intersects with an inner straight edge of the short center rail lap section body, and an angle between the tangent line of the starting point of the wear-resistant fitting arc of the short center rail and the normal line is an acute angle.

[0012] The damage-resistant fork-heel-point rail of the present invention, as a preferred embodiment, the short center rail further includes a short center rail overlapping free section, and the short center rail overlapping free section is arranged at the end of the short center rail matching section.

[0013] The damage-resistant fork-heel-point rail described in the present invention is, as a preferred embodiment, the fork-heel-point rail overlapping section includes a fork-heel-point rail tip and a fork-heel-point rail wear-resistant portion, and the fork-heel-point rail wear-resistant portion is arranged on the side of the inner side of the fork-heel-point rail tip that contacts the short center rail overlapping portion.

[0014] The damage-resistant fork-heel-point rail described in the present invention is preferably configured such that the length of the deepened sliding section of the short center rail is greater than or equal to 25 mm.

[0015] The damage-resistant fork heel and point rail described in the present invention is preferably such that the thickness of the wear-resistant portion of the fork heel and point rail is 5 to 10 mm.

[0016] The beneficial effects of the present invention are as follows:

[0017] The invention can significantly increase the width of the tip of the fork heel point rail, thereby improving its strength and wear resistance, and the effect is direct and obvious. In addition, the invention can ensure that the track interruption distance does not increase, and has little impact on the stability of vehicle passing. The strength of the fork heel point rail is improved, and the rate of damage occurrence and development is reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1A schematic diagram of a damage-resistant fork and point rail;

[0019] Figure 2 A schematic diagram of a damage-resistant fork-point rail short center rail overlap section;

[0020] Figure 3 A schematic diagram of a damage-resistant fork and point rail fork and point rail overlap section.

[0021] Reference numerals:

[0022] 1. Short center rail lap section; 11. Short center rail lap section body; 12. Short center rail wear-resistant matching arc; 13. Short center rail deepened sliding section; 14. Short center rail matching section; 15. Short center rail lap free section; 2. Fork and point rail extension section; 3. Fork and point rail lap section; 31. Fork and point rail tip; 32. Fork and point rail wear-resistant part. DETAILED DESCRIPTION

[0023] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0024] Example 1

[0025] like Figure 1 As shown, a damage-resistant fork-heel-pointed rail comprises a short center rail overlapping section 1, a fork-heel-pointed rail extension section 2 and a fork-heel-pointed rail overlapping section 3. The fork-heel-pointed rail overlapping section 3 is arranged at the end of the fork-heel-pointed rail extension section 2. The short center rail overlapping section 1 overlaps with the fork-heel-pointed rail overlapping section 3. The contact surface between the short center rail overlapping section 1 and the fork-heel-pointed rail overlapping section 3 is provided with a planing deepening structure, and the contact surface between the fork-heel-pointed rail overlapping section 3 and the short center rail overlapping section 1 has an anti-wear reinforcement structure.

[0026] like Figure 2 As shown, the short rail lap section 1 includes a short rail lap section body 11 which is not coaxial with the short rail main body, a short rail wear-resistant matching arc 12, a short rail deepening sliding section 13, a short rail matching section 14 and a short rail lap free section 15. The short rail wear-resistant matching arc 12, the short rail deepening sliding section 13 and the short rail matching section 14 are sequentially arranged from the inner end to the end on the contact side of the short rail lap body with the fork-heel-point rail lap section 3 as the contact surface with the fork-heel-point rail lap section 3. The short rail lap free section 15 is arranged at the end of the short rail matching section 14.

[0027] The short center rail wear-resistant matching arc 12 is an arc-shaped surface structure, the starting point of the short center rail wear-resistant matching arc 12 is the connection point between the short center rail overlap section body 11 and the short center rail main body, the starting point tangent of the short center rail wear-resistant matching arc 12 intersects with the inner straight edge of the short center rail overlap section body 11, and the starting point tangent of the short center rail wear-resistant matching arc 12 and the normal line are at an acute angle.

[0028] like Figure 3 As shown, the fork-heel-pointed rail joint section 3 includes a fork-heel-pointed rail tip 31 and a fork-heel-pointed rail wear-resistant portion 32. The fork-heel-pointed rail wear-resistant portion 32 is arranged on the side of the inner side of the fork-heel-pointed rail tip 31 contacting the short center rail joint portion.

[0029] The length of the short center rail deepening sliding section 13 is greater than or equal to 25 mm. The thickness of the fork heel point rail wear-resistant portion 32 is 5 to 10 mm.

[0030] The current fork-heel-point rail is a vertically hidden tip type, and the tip is relatively weak. It is proposed to consider using a horizontally hidden tip method, by slicing the short heart rail horizontally by 5mm, so that the tip of the fork-heel-point rail is thickened by 5mm, thereby achieving strength improvement, which is conducive to reducing the wear and fatigue damage rate. In this scheme, the root of the arc at the starting point of the short heart rail slicing is ≥25mm away from the tip of the fork-heel-point rail, ensuring that there is enough longitudinal sliding space between the fork-heel-point rail and the short heart rail. At the same time, the track interruption distance between the short heart rail and the fork-heel-point rail is consistent with the original structure ≤150mm to avoid affecting driving safety.

[0031] In this embodiment, the tip of the fork heel rail is thickened by 5-10 mm, thereby improving its strength and wear resistance. However, the thickness of the fork heel rail cannot be simply thickened, and the matching relationship with the short center rail needs to be considered to ensure the realization of the corresponding function.

[0032] First, the position of the short center rail cannot be changed. In order to thicken the fork and point rails, the short center rail needs to be sliced ​​to make room for the corresponding space, such as Figure 2 As shown, however, after planing the short center rail, the longitudinal sliding between the short center rail and the fork heel point rail must not be affected. Because during the center rail conversion process, a certain amount of longitudinal sliding will occur between the short center rail and the fork heel point rail. If the longitudinal sliding is restricted, the conversion force will increase sharply, and even cause the conversion to be incomplete or blocked, threatening driving safety. Therefore, after planing the short center rail, a sliding area of ​​≥25mm needs to be reserved from the root of the planed arc to the tip of the fork heel point rail.

[0033] In addition, after planing the short heart rail, a track interruption area will be generated between the short heart rail and the fork and tip rail. The track interruption area should not be too long, otherwise it will affect driving safety and stability. Therefore, the starting position of planing the short heart rail should not be too far from the tip of the fork and tip rail. It is best that the length of the track interruption area is not greater than the original structural plan.

[0034] Therefore, by reasonably setting the widening amount d of the fork and tip rail, the starting position of the short heart rail planing, the radius of the arc r of the planing starting point, and the angle a of the supplementary planing at the tip of the fork and tip rail, while achieving the thickening of the fork and tip rail and improving its service life, it is ensured that the length of the sliding area and the length of the track interruption area meet the requirements, thereby ensuring the normal matching relationship and normal function between the fork and tip rail and the short heart rail.

[0035] The constraints between the parameters are:

[0036] The larger the arc radius r is, the shorter the sliding zone will be.

[0037] The earlier the short rail planing starts, the larger the sliding zone will be, but the longer the track interruption zone will be; conversely, although the track interruption zone will be shortened, the sliding zone will also be shortened.

[0038] The smaller the supplementary planing angle at the tip of the pointed rail, the smaller the sliding area will be. However, too large a supplementary planing angle is detrimental to driving safety.

[0039] The greater the widening of the fork and tip rail, although it is beneficial to the service life of the fork and tip rail, it is more difficult to meet the requirements of the length of the sliding area and the track interruption area at the same time, and it is more difficult to ensure the coordination and normal function between the short center rail and the fork and tip rail.

[0040] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes according to the technical scheme and inventive concept of the present invention within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A damage-resistant fork and point rail, characterized in that: The invention comprises a short center rail overlap section (1), a fork-heel-point rail extension section (2) and a fork-heel-point rail overlap section (3), wherein the fork-heel-point rail overlap section (3) is arranged at the end of the fork-heel-point rail extension section (2), the short center rail overlap section (1) overlaps the fork-heel-point rail overlap section (3), a planing deepening structure is arranged on the contact surface between the short center rail overlap section (1) and the fork-heel-point rail overlap section (3), and an anti-wear reinforcement structure is arranged on the contact surface between the fork-heel-point rail overlap section (3) and the short center rail overlap section (1); The short center rail overlap section (1) comprises a short center rail overlap section body (11) which is not coaxial with the short center rail body, a short center rail wear-resistant matching arc (12), a short center rail deepened sliding section (13) and a short center rail matching section (14); the short center rail wear-resistant matching arc (12), the short center rail deepened sliding section (13) and the short center rail matching section (14) are all sequentially arranged from the inner end to the inner end on the contact side of the short center rail overlap section body with the fork-heel-point rail overlap section (3) as a contact surface with the fork-heel-point rail overlap section (3); The short center rail wear-resistant matching arc (12) is an arc-shaped surface structure, the starting point of the short center rail wear-resistant matching arc (12) is the connection point between the short center rail overlap section body (11) and the short center rail main body, the starting point tangent of the short center rail wear-resistant matching arc (12) intersects with the inner straight edge of the short center rail overlap section body (11), and the starting point tangent of the short center rail wear-resistant matching arc (12) and the normal line are acute angles; The short center rail further comprises a short center rail overlapping free section (15), and the short center rail overlapping free section (15) is arranged at the end of the short center rail matching section (14).

2. A damage-resistant fork and point rail according to claim 1, characterized in that: The fork-heel-point rail overlap section (3) comprises a fork-heel-point rail tip (31) and a fork-heel-point rail wear-resistant portion (32), wherein the fork-heel-point rail wear-resistant portion (32) is arranged on the inner side of the fork-heel-point rail tip (31) and contacts the side surface of the short center rail overlap section.

3. A damage-resistant fork and point rail according to claim 1, characterized in that: The length of the short center rail deepened sliding section (13) is greater than or equal to 25 mm.

4. A damage-resistant fork and point rail according to claim 2, characterized in that: The thickness of the fork heel rail wear-resistant portion (32) is 5 to 10 mm.

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