A structure-optimized seamless turnout for highland railway
By optimizing the structure and welding method of seamless turnouts on plateau railways, the fault tolerance rate of welded joints has been improved, the problem of material waste caused by welding failures in plateau environments has been solved, and efficient multiple welding acceptance of turnout components has been achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- RAILWAY CONSTR RES INST OF CHINA ACAD OF RAILWAY SCI CO LTD
- Filing Date
- 2023-07-11
- Publication Date
- 2026-07-03
AI Technical Summary
In existing technologies, the damage rate of aluminothermic welded joints during post-weld acceptance in plain areas is about 0.6%, while the damage rate during post-weld acceptance in high-altitude environments is about 7.5%. This results in high replacement costs and significant waste for turnout components after welding failures. Furthermore, existing optimization methods do not take into account the impact of extreme climates in high-altitude areas.
By optimizing the structure of seamless turnouts on plateau railways, including setting up straight main rails, curved main rails, straight switch rails, curved switch rails, guard rails, fixed frogs, welded joint groups, and adhesive-bonded insulated joint groups, the fault tolerance of welded joints is improved, making them more adaptable. Combined with flux and process optimization, the welding success rate is enhanced.
It improved the tolerance of welded joints, avoided rail replacement and material waste caused by welding failures, increased the pass rate of multiple welding acceptance tests for turnout components, and reduced project costs.
Smart Images
Figure CN117107557B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of plateau railways, and more specifically to a seamless turnout for plateau railways with optimized structure. Background Technology
[0002] Currently, plateau railways are characterized by seamless sections between sections but gaps in turnouts. Achieving seamless inter-section operation on plateau railways is of significant practical importance. The damage rate of aluminothermic welded joints during post-weld acceptance in plains areas is approximately 0.6%, while in plateau environments, the damage rate is approximately 7.5%. If a weld fails, the damaged rail component requires replacement, or sawing, inserting a short rail, and re-welding. For the stock rails, switch rails, and frogs within turnouts, which are specially processed components, direct replacement is too costly and wasteful.
[0003] The existing literature, "A Study on the Application of Aluminothermic Welding in Rails of the Qinghai-Tibet Railway," discloses the problem of welding defects easily generated by ordinary aluminothermic welding in high-altitude areas. It optimizes the aluminothermic welding flux and welding process, and conducts static bending, tensile, and impact tests on the aluminothermic welding flux after optimization. The test was carried out at Budongquan Station on the Qinghai-Tibet Railway, welding only two sets of joints. This method optimizes the flux but does not optimize the turnout structure. Moreover, the welding area is not in the complex turnout area, and the quality of the welded joint is not explained.
[0004] The literature "Research on Construction Technology and Application of Aluminothermic Welding and Joint Grinding of Ballastless Turnouts in High-Speed Railways" improves the fault tolerance rate of aluminothermic welding of seamless turnouts by optimizing the key steps and process control in the construction process of aluminothermic welding of ballastless turnouts and ensures the aluminothermic welding of seamless turnouts. However, this method did not take into account the impact of extreme climate in plateau areas and only considered the climate conditions in plain areas.
[0005] Therefore, a seamless turnout with optimized structure for plateau railways is needed to solve the above problems. Summary of the Invention
[0006] This invention addresses the significant difference in the damage rate of aluminothermic welded joints during post-weld acceptance in plains areas (approximately 0.6%) compared to approximately 7.5% in high-altitude environments. This substantial difference restricts the expansion and development of aluminothermic welding operations. Consequently, damaged rail components after welding failures require rail replacement or the insertion of short rails followed by re-welding. For turnouts, the main rails, switch rails, and frogs are specially processed components, making direct replacement too costly and wasteful. This invention provides a structurally optimized seamless turnout for high-altitude railways. Through structural optimization, the fault tolerance of welded joints is improved, avoiding rail replacements and material waste that may result from welding failures. This also increases the acceptance rate of turnout components when multiple welding operations are permitted, thus resolving the aforementioned problems.
[0007] This invention provides a structurally optimized seamless turnout for plateau railways, comprising a straight main rail, a curved main rail, a straight switch rail, a curved switch rail, a first guard rail, a second guard rail, a fixed frog, a welded joint assembly, and an adhesive-bonded insulated joint assembly. The straight main rail and the straight switch rail are arranged in parallel. The curved main rail is located outside the straight switch rail, and the curved switch rail is located between the straight main rail and the straight switch rail. The curved main rail and the curved switch rail have the same direction of travel. The curve of the curved switch rail intersects with the curve of the straight main rail and the curve of the straight switch rail. A fixed frog is located at the intersection of the curve of the curved switch rail and the curve of the straight switch rail. The fixed frog connects the end of the curved switch rail and the end of the straight switch rail. The first guard rail is located inside the working side of the straight main rail, and the second guard rail is located inside the working side of the curved main rail. Both the welded joint assembly and the adhesive-bonded insulated joint assembly are seamless joints.
[0008] The adhesive-bonded insulating joint assembly includes a first adhesive-bonded insulating joint and a second adhesive-bonded insulating joint. The first adhesive-bonded insulating joint is located at the rail connection position in the middle of the curved main rail, and the second adhesive-bonded insulating joint is located at the rail connection position in the middle of the curved tip rail. Both the first adhesive-bonded insulating joint and the second adhesive-bonded insulating joint are located in the longitudinal position between the longitudinal position at the heel end of the movable section of the tip rail and the longitudinal position where the curved tip rail profile and the straight tip rail profile intersect.
[0009] Welded joint groups are installed at the connection positions of the straight main rail, curved main rail, straight switch rail, curved switch rail and the remaining rails of the fixed frog.
[0010] The present invention discloses a structurally optimized seamless turnout for plateau railways. In a preferred embodiment, the welded joint assembly includes a first welded joint, a second welded joint, a third welded joint, a fourth welded joint, a fifth welded joint, a sixth welded joint, a seventh welded joint, an eighth welded joint, a ninth welded joint, a tenth welded joint, an eleventh welded joint, and a twelfth welded joint. The first welded joint is located at the end of the straight main rail near the tip of the curved tip rail; the second welded joint is located at the end of the curved main rail near the tip of the straight tip rail; the third welded joint is located on the straight main rail at a longitudinal position parallel to the end of the movable section of the curved tip rail; and the fourth welded joint... The joints are located at the heel end of the curved tip rail's movable section; the fifth welded joint is located at the heel end of the straight tip rail's movable section; the sixth welded joint is located on the curved main rail at a longitudinal position parallel to the heel end of the straight tip rail's movable section; the seventh welded joint is located at the connection point between the fixed frog and the curved tip rail; the eighth welded joint is located at the connection point between the fixed frog and the straight tip rail; the ninth welded joint is located at the heel end of the straight branch side of the fixed frog; the tenth welded joint is located at the heel end of the curved branch side of the fixed frog; the eleventh welded joint is located on the straight main rail at a position parallel to the ninth welded joint; and the twelfth welded joint is located on the curved main rail at a position parallel to the tenth welded joint.
[0011] The present invention discloses a structurally optimized seamless turnout for plateau railways, wherein, as a preferred embodiment, the rails on both sides of the first welded joint, the second welded joint, the third welded joint, the fourth welded joint, the fifth welded joint, the sixth welded joint, the seventh welded joint, the eighth welded joint, the ninth welded joint, the tenth welded joint, the eleventh welded joint, and the twelfth welded joint are all provided with extension sections at both ends.
[0012] In the present invention, a structurally optimized seamless turnout for plateau railways is provided, in a preferred embodiment, wherein the length of the extension sections on both sides of the fourth welded joint is less than the length of the extension sections on both sides of the eleventh welded joint, the first welded joint, the second welded joint, the third welded joint, and the sixth welded joint.
[0013] The present invention has the following advantages:
[0014] Optimizing the turnout structure can improve the welding tolerance of turnouts on plateau railways. In addition, this technical solution is highly adaptable and can be combined with flux optimization and process optimization to further improve the welding joint tolerance of turnout areas on plateau railways. It is a relatively convenient, direct and economical approach that is easy to implement in engineering. Attached Figure Description
[0015] Figure 1 A schematic diagram of a seamless turnout for a plateau railway with optimized structure;
[0016] Figure 2 A schematic diagram of a structurally optimized seamless turnout adhesive-bonded insulated joint assembly for plateau railways;
[0017] Figure 3 A schematic diagram of a structurally optimized seamless turnout welded joint assembly for a plateau railway.
[0018] Figure label:
[0019] 1. Straight main rail; 2. Curved main rail; 3. Straight switch rail; 4. Curved switch rail; 5. First guard rail; 6. Second guard rail; 7. Fixed frog; 8. Welded joint assembly; 81. First welded joint; 82. Second welded joint; 83. Third welded joint; 84. Fourth welded joint; 85. Fifth welded joint; 86. Sixth welded joint; 87. Seventh welded joint; 88. Eighth welded joint; 89. Ninth welded joint; 810. Tenth welded joint; 811. Eleventh welded joint; 812. Twelfth welded joint; 9. Adhesive-bonded insulated joint assembly; 91. First adhesive-bonded insulated joint; 92. Second adhesive-bonded insulated joint. Detailed Implementation
[0020] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.
[0021] Example 1
[0022] like Figure 1 As shown, a seamless turnout for a plateau railway with optimized structure includes a straight main rail 1, a curved main rail 2, a straight switch rail 3, a curved switch rail 4, a first guard rail 5, a second guard rail 6, a fixed frog 7, a welded joint group 8, and an adhesive-bonded insulated joint group 9. The straight main rail 1 and the straight switch rail 3 are arranged in parallel. The curved main rail 2 is located outside the straight switch rail 3. The curved switch rail 4 is located between the straight main rail 1 and the straight switch rail 3. The curved main rail 2 and the curved switch rail 4 have the same direction of travel. The alignment of the curved switch rail 4 intersects with the alignment of the straight main rail 1 and the straight switch rail 3. A fixed frog 7 is located at the intersection of the curved switch rail alignment and the straight switch rail alignment. The fixed frog 7 connects the end of the curved switch rail 4 and the end of the straight switch rail 3. The first guard rail 5 is located inside the working side of the straight main rail 1, and the second guard rail 6 is located inside the working side of the curved main rail 2. Both the welded joint group 8 and the adhesive-bonded insulated joint group 9 are seamless joints.
[0023] like Figure 2 As shown, the adhesive-bonded insulating joint group 9 includes a first adhesive-bonded insulating joint 91 and a second adhesive-bonded insulating joint 92. The first adhesive-bonded insulating joint 91 is located at the rail connection position in the middle of the curved base rail 2, and the second adhesive-bonded insulating joint 92 is located at the rail connection position in the middle of the curved tip rail 4. Both the first adhesive-bonded insulating joint 91 and the second adhesive-bonded insulating joint 92 are located in the longitudinal position between the longitudinal position at the heel end of the movable section of the tip rail and the longitudinal position where the curved tip rail line and the straight tip rail line intersect.
[0024] Welded joint groups 8 are installed at the remaining rail connection positions of straight main rail 1, curved main rail 2, straight switch rail 3, curved switch rail 4 and fixed frog 7.
[0025] like Figure 3As shown, the welded joint group 8 includes a first welded joint 81, a second welded joint 82, a third welded joint 83, a fourth welded joint 84, a fifth welded joint 85, a sixth welded joint 86, a seventh welded joint 87, an eighth welded joint 88, a ninth welded joint 89, a tenth welded joint 810, an eleventh welded joint 811, and a twelfth welded joint 812. The first welded joint 81 is located at the end of the straight base rail 1 near the tip of the curved tip rail 4. The second welded joint 82 is located at the end of the curved base rail 2 near the tip of the straight tip rail 3. The third welded joint 83 is located on the straight base rail 1 at a longitudinal position parallel to the heel end of the movable section of the curved tip rail 4. The fourth welded joint 84 is located on the movable section of the curved tip rail 4. The fifth welded joint 85 is located at the heel end of the moving section of the straight switch rail 3; the sixth welded joint 86 is located on the curved base rail 2 at a longitudinal position parallel to the heel end of the moving section of the straight switch rail 3; the seventh welded joint 87 is located at the connection position between the fixed frog 7 and the curved switch rail 4; the eighth welded joint 88 is located at the connection position between the fixed frog 7 and the straight switch rail 3; the ninth welded joint 89 is located at the heel end of the straight side of the fixed frog 7; the tenth welded joint 810 is located at the heel end of the curved side of the fixed frog 7; the eleventh welded joint 811 is located on the straight base rail 1 at a position parallel to the ninth welded joint 89; and the twelfth welded joint 812 is located on the curved base rail 2 at a position parallel to the tenth welded joint 810.
[0026] The rails on both sides of the first welded joint 81, the second welded joint 82, the third welded joint 83, the fourth welded joint 84, the fifth welded joint 85, the sixth welded joint 86, the seventh welded joint 87, the eighth welded joint 88, the ninth welded joint 89, the tenth welded joint 810, the eleventh welded joint 811, and the twelfth welded joint 812 are all provided with extension sections at both ends.
[0027] The length of the extension sections on both sides of the fourth welded joint 84 is less than the length of the extension sections on both sides of the eleventh welded joint 811, the first welded joint 81, the second welded joint 82, the third welded joint 83, and the sixth welded joint 86.
[0028] The turnout structure is optimized using rail extension technology that reduces the damage rate of aluminothermic welding in high-altitude areas. Based on research, the probability of successful welding of any joint of the stock rail, switch rail, or frog in high-altitude areas is 92.5%, assuming a damage rate of 7.5% at acceptance. The first welded joint 81 to the twelfth welded joint 812 are all welded joints (excluding adhesive-bonded insulated joints and track conditions on the side track after the turnout). The first adhesive-bonded insulated joint 91 and the second adhesive-bonded insulated joint 92 are adhesive-bonded insulated joints. Depending on the requirements of the track circuit, they can be installed on the straight track or the side track. For the same welded rail configuration, rail extension can be designed only with insulated joints on the side track.
[0029] For the straight and curved main rails between the first welded joint 81, the third welded joint 83, the second welded joint 82, and the sixth welded joint 86, and the guide rails between the third welded joint and the eleventh welded joint 811, both ends of the joints must be welded successfully before normal service can be carried out. For the switch rail with the fourth welded joint 84 as the heel end joint, only one heel end joint needs to be welded successfully. Repairing the failed adhesive-insulated joint does not require changing the rail length. For the switch rail with the fifth welded joint 85 as the heel end joint, all the frogs between the seventh welded joint 87 and the tenth welded joint 810 need to be successfully welded, that is, all 5 joints need to be successfully welded. For the remaining 4 guide rails at both ends of the adhesive-insulated joints, only one end needs to be successfully welded.
[0030] The switch rail end can currently be extended by 600mm. After a failed first welding inspection, it can be sawn 550mm and welded again. After a failed second welding inspection, it can be sawn 50-100mm and welded a third time. All joints of the basic rail and fixed frog between the first welding joint 81, the third welding joint 83, the second welding joint 82, and the sixth welding joint 86 can be extended by 1200mm to achieve three weldings.
[0031] Based on the assumption that the joint is allowed to undergo 1, 2, or 3 welding operations, and that each welding operation is an independent event, the probability of acceptance of welding for different components is calculated as shown in the table below. Therefore, when the length of each group of rail components meets the requirement of 3 welding operations, the turnout switch rail, main rail, and frog can be prevented from failing due to welding failure, thus avoiding the failure of the entire rail.
[0032] The probability of acceptance when multiple welding operations are permitted for turnout components.
[0033]
[0034]
[0035] There are a total of 6 sets of mainline turnouts in this project. The expected number of failures of the above-mentioned components due to welding is shown in the table below.
[0036] The expected number of turnout components that fail after multiple permissible welding cycles.
[0037]
[0038] Therefore, it is recommended that the heel end of the straight and curved switch rails be lengthened by 600 mm; the joints of the main rail and frogs be lengthened by 1200 mm; and other rail components be matched according to the design length, with the length adjusted by sawing as needed. When frozen joints are used in the frog area, the frog heel end joint should be manufactured to the standard length in principle, and the toe end joint should be manufactured with an extension of 600 mm to facilitate the assembly of parts such as the toe end frozen clamp and the support plate.
[0039] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.
Claims
1. A structurally optimized high plateau railway seamless turnout, characterized in that: It includes a straight base rail (1), a curved base rail (2), a straight tip rail (3), a curved tip rail (4), a first guard rail (5), a second guard rail (6), a fixed frog (7), a welded joint assembly (8), and an adhesive-bonded insulated joint assembly (9). The straight base rail (1) and the straight tip rail (3) are arranged in parallel. The curved base rail (2) is located outside the straight tip rail (3). The curved tip rail (4) is located between the straight base rail (1) and the straight tip rail (3). The curved base rail (2) and the curved tip rail (4) have the same direction of travel. 4) The line type intersects with the line type of the straight base rail (1) and the line type of the straight tip rail (3). The fixed frog (7) is set at the intersection position of the line type of the curved tip rail (4) and the line type of the straight tip rail (3). The fixed frog (7) connects the end of the curved tip rail (4) and the end of the straight tip rail (3). The first guard rail (5) is set on the inner side of the working side of the straight base rail (1). The second guard rail (6) is set on the inner side of the working side of the curved base rail (2). The welded joint group (8) and the glued insulating joint group (9) are both seamless joints. The adhesive-bonded insulating joint group (9) includes a first adhesive-bonded insulating joint (91) and a second adhesive-bonded insulating joint (92). The first adhesive-bonded insulating joint (91) is located at the rail connection position in the middle of the curved base rail (2), and the second adhesive-bonded insulating joint (92) is located at the rail connection position in the middle of the curved tip rail (4). Both the first adhesive-bonded insulating joint (91) and the second adhesive-bonded insulating joint (92) are located in the longitudinal position between the longitudinal position at the heel end of the movable section of the tip rail and the longitudinal position where the curve tip rail (4) line and the straight tip rail (3) line intersect. The welded joint assembly (8) is provided at the remaining rail connection positions of the straight main rail (1), the curved main rail (2), the straight tip rail (3), the curved tip rail (4), and the fixed frog (7); The welded joint group (8) includes a first welded joint (81), a second welded joint (82), a third welded joint (83), a fourth welded joint (84), a fifth welded joint (85), a sixth welded joint (86), a seventh welded joint (87), an eighth welded joint (88), a ninth welded joint (89), a tenth welded joint (810), an eleventh welded joint (811), and a twelfth welded joint (812). The first welded joint (81) is located at the end of the straight base rail (1) near the tip of the curved tip rail (4). The second welded joint (82) is located at the end of the curved base rail (2) near the tip of the straight tip rail (3). The third welded joint (83) is located on the straight base rail (1) at a longitudinal position parallel to the heel end of the movable section of the curved tip rail (4). The fourth welded joint (84) is located at the heel end of the movable section of the curved tip rail (4). The fifth welding joint (85) is located at the heel end of the movable section of the straight tip rail (3), the sixth welding joint (86) is located on the curved base rail (2) at a longitudinal position parallel to the heel end of the movable section of the straight tip rail (3), the seventh welding joint (87) is located at the connection position between the fixed frog (7) and the curved tip rail (4), the eighth welding joint (88) is located at the connection position between the fixed frog (7) and the straight tip rail (3), the ninth welding joint (89) is located at the heel end of the straight side of the fixed frog (7), the tenth welding joint (810) is located at the heel end of the curved side of the fixed frog (7), the eleventh welding joint (811) is located on the straight base rail (1) at a position parallel to the ninth welding joint (89), and the twelfth welding joint (812) is located on the curved base rail (2) at a position parallel to the tenth welding joint (810). The straight base rail (1) and curved base rail (2) between the first welded joint (81), the third welded joint (83), the second welded joint (82), and the sixth welded joint (86), and the straight tip rail (3) between the third welded joint (83) and the eleventh welded joint (811), require both ends of the joint to be welded successfully before they can be put into normal service. The curved tip rail (4) with the fourth welded joint (84) as the follow-end joint requires one follow-end joint to be welded successfully. The straight tip rail (3) with the fifth welded joint (85) as the follow-end joint requires the forks between the seventh welded joint (87), the eighth welded joint (88), the ninth welded joint (89), and the tenth welded joint (810) to be successfully welded, that is, all 5 joints are successfully welded. The four guide rails at both ends of the first adhesive-bonded insulating joint (91) and the second adhesive-bonded insulating joint (92) are all successfully welded at one end. The rails on both sides of the first welded joint (81), the rails on both sides of the second welded joint (82), the rails on both sides of the third welded joint (83), the rails on both sides of the fourth welded joint (84), the rails on both sides of the fifth welded joint (85), the rails on both sides of the sixth welded joint (86), the rails on both sides of the seventh welded joint (87), the rails on both sides of the eighth welded joint (88), the rails on both sides of the ninth welded joint (89), the rails on both sides of the tenth welded joint (810), the rails on both sides of the eleventh welded joint (811), and the rails on both sides of the twelfth welded joint (812) are all provided with extension sections at both ends.
2. A structurally optimized high altitude railway seamless turnout according to claim 1, characterized in that: The length of the extension section on both sides of the fourth welded joint (84) is less than the length of the extension section on both sides of the eleventh welded joint (811), the first welded joint (81), the second welded joint (82), the third welded joint (83), and the sixth welded joint (86).