Reinforced combined wing rail structure with C-shaped steel attached blocks

Abstract

The invention discloses a C-shaped steel attaching block reinforced combined wing rail structure, and relates to the technical field of rail wing rail manufacturing, the C-shaped steel attaching block reinforced combined wing rail structure is formed by splicing a C-shaped steel attaching block and a wing rail, the material of the C-shaped steel attaching block is the same as that of a point rail, and the stacking height from the 35-50mm section of the corresponding point rail to the point end of the point rail is naturally formed by the wheel tread width and the vehicle contour shape. The stacking height at the section of 40-65mm corresponding to the point rail is forcibly reduced so as to achieve the same wheel load conversion effect as the lifting of the wing rail, and the left end and the right end of the C-shaped steel attaching block are connected with the wing rail through end bolt assemblies; a main body part, located between the left end head part and the right end head part, of the C-shaped steel attaching block is connected with the wing rail through a main body bolt assembly, and an adjusting piece and spacer iron are arranged in a gap between the C-shaped steel attaching block and the wing rail. The machining amount of the attaching block can be reduced, the material utilization rate can be increased, the weight of the attaching block can be reduced, the wedge-shaped embedded structure of the attaching block can achieve the anti-jumping effect, and the integrity of the combined wing rail structure after splicing is enhanced.

Description

Technical Field

[0001] The invention relates to the technical field of track wing rail manufacturing, and in particular to a C-shaped steel block reinforced combined wing rail structure. Background Art

[0002] Combined frogs are a type of frog widely used in heavy-duty railways. They can meet the requirements of laying jointed and seamless lines. The main structural feature is the symmetrical structure, and the fork core is made of alloy steel, high manganese steel or forged high manganese steel, so the manufacturing cost is relatively high. In the service of most frogs, the density and load of vehicles passing through the straight strand of the frog are much higher than those of the curved strand of the frog. Through the analysis and statistics of the damage of a large number of frogs on the lower track, it is found that the damaged parts of the frogs are mainly manifested in the wheel tread area of ​​the straight strand heart rail and the straight strand wing rail of the fork core.

[0003] The existing common type of combined frog wing rails are completely processed and manufactured from ordinary steel rails, and the material performance is weaker than that of the heart rail, resulting in the wing rails being crushed and fattened first during operation on the new road, causing the frog to leave the track early. In order to enhance its structural strength, some existing combined frogs are provided with inlay blocks (stickers) on the inner side of the wing rails to reduce crushing and fattening, such as the invention patent "A Asymmetric Inlay Wing Rail Combined Frog" with application publication number CN 110172875 A. However, due to the complex and asymmetric characteristics of the steel rail stick blocks, the existing inlay block (sticker) processing blank type is square steel billet or "I" shaped steel billet, which has low material utilization, large processing volume and high production cost. When the inlay block (sticker block) is assembled with the rail, as the tightening force of the bolts increases, the inlay block (sticker block) will inevitably turn outward due to slight deformation and slight slippage at the bottom, eventually resulting in a gap at the fitting position of the rail head, which does not meet the manufacturing technical requirements for combined switch in standards such as "TB / T 3467" and "TB / T 447". Summary of the invention

[0004] In order to solve the above problems in the prior art, the present invention provides a C-shaped steel block reinforced combined wing rail structure.

[0005] The technical solution adopted by the present invention to achieve the above technical effects is:

[0006] A C-shaped steel block reinforced combined wing rail structure, which is composed of a C-shaped steel block and a wing rail. The material of the C-shaped steel block is the same as that of the heart rail. The stacking height from the corresponding 35-50 mm section of the heart rail to the tip of the heart rail is naturally formed by the wheel tread width and the vehicle profile. The stacking height at the corresponding 40-65 mm section of the heart rail is forced to be reduced to achieve the same wheel load conversion effect as the wing rail elevation. The left and right end head parts of the C-shaped steel block are connected to the wing rail through an end head bolt assembly. The main body of the C-shaped steel block located between the left and right end head parts is connected to the wing rail through a main body bolt assembly. The outer rail waist of the wing rail is connected to the end head bolt assembly corresponding to the end head bolt assembly. A rail washer C-shaped steel patch reinforced combined wing rail structure connected to the end bolt assembly and the main bolt assembly is respectively provided at the position of the main bolt assembly, an adjustment piece C-shaped steel patch reinforced combined wing rail structure is provided on the inner waist of the wing rail at a position corresponding to the end bolt assembly, the adjustment piece C-shaped steel patch reinforced combined wing rail structure is clamped between the wing rail and the end of the C-shaped steel patch, and a first spacer iron C-shaped steel patch reinforced combined wing rail structure is provided on the inner waist of the wing rail at a position corresponding to the main bolt assembly, the first spacer iron C-shaped steel patch reinforced combined wing rail structure is clamped between the wing rail and the main part of the C-shaped steel patch.

[0007] Preferably, in the above-mentioned C-shaped steel block reinforced combined wing rail structure, the end bolt assembly includes an end bolt, an end nut connected to the outer end of the end bolt, and an end nut anti-loosening cap sleeved on the end nut. The end bolt is passed through and fixed to the left and right end parts of the C-shaped steel block, and the other end is passed through the wing rail and locked therewith. The end nut anti-loosening cap is provided with an end cotter pin passed through the outer end of the end bolt.

[0008] Preferably, in the above-mentioned C-shaped steel block reinforced combined wing rail structure, the main bolt assembly includes a main bolt, a main nut connected to the outer end of the main bolt, and a main nut anti-loosening cap sleeved on the main nut, the main bolt is passed through and fixed on two adjacent groups of combined wing rails, the main nut anti-loosening cap is provided with a main cotter pin passed through the outer end of the main bolt, and a flat washer sleeved on the main bolt is provided between the main nut and the rail washer at one end corresponding to the main nut.

[0009] Preferably, in the above-mentioned C-shaped steel block reinforced combined wing rail structure, the inner side rail waist of the wing rail is at a position corresponding to the main bolt assembly, and a second spacer iron is provided between two adjacent groups of combined wing rails, and both ends of the second spacer iron are respectively abutted against the inner end surfaces of the C-shaped steel blocks of the two adjacent groups of combined wing rails.

[0010] Preferably, in the above-mentioned C-shaped steel block reinforced combined wing rail structure, the main part of the wing rail is formed with an anti-jump platform at a position near the rail head on its inner rail waist, and the C-shaped steel block is formed with a wedge-shaped boss at a position corresponding to the anti-jump platform, and the wedge-shaped boss cooperates with the anti-jump platform to form a wedge-shaped embedded structure that prevents the C-shaped steel block from moving vertically.

[0011] Preferably, in the above-mentioned C-shaped steel block reinforced combined wing rail structure, the anti-jump platform and the wedge-shaped boss are both provided with an arc surface with a radius of 5 mm.

[0012] Preferably, in the above-mentioned C-shaped steel block reinforced combined wing rail structure, the main part of the wing rail is formed with a load-bearing plane at the side of the inner rail waist at its rail bottom, and the rail bottom of the C-shaped steel block is formed with a plane adapted to the load-bearing plane at a position corresponding to the load-bearing plane.

[0013] Preferably, in the above-mentioned C-shaped steel block reinforced combined wing rail structure, the C-shaped steel block is designed and formed by a C-shaped steel block blank to carry out rail-shaped structure design. When processing the block of a 60kg / m rail fork, 18mm of the rail bottom of the C-shaped steel block blank is removed, and a 5mm processing allowance is reserved for the rail head part. When processing the block of a 75kg / m rail fork, 1mm of the rail bottom of the C-shaped steel block blank is removed, and a 5mm processing allowance is reserved for the rail head part.

[0014] Preferably, in the above-mentioned C-shaped steel block reinforced combined wing rail structure, the width of the rail bottom part on the side of the C-shaped steel block blank that fits with the wing rail is consistent with the width of the rail head part, and the width of the rail head part on the side of the C-shaped steel block blank that does not fit with the wing rail is 5mm wider than the width of the rail bottom part.

[0015] Preferably, in the above-mentioned C-shaped steel block reinforced combined wing rail structure, the surface roughness of the mating surface of the C-shaped steel block relative to the wing rail is 25 μm.

[0016] The beneficial effects of the present invention are as follows: the present invention adopts a reinforced wing rail of a C-shaped steel patch to replace the original ordinary steel rail wing rail, so that the wear degree is consistent with that of the heart rail, and crushing and fat edge damage will not occur in advance. The stacking value of the patch is used to replace the elevation value of the bottom of the ordinary steel rail to ensure the consistent wheel load conversion effect. The ordinary steel rail is no longer used as a rail part that bears load, impact, and wear, but is instead carried by a patch that is consistent with the heart rail material. In the prior art, the material utilization rate of using rectangular steel billets to process patches is 36.4%, and the material utilization rate of using I-shaped steel rails to process patches is 55.1%. The material utilization rate of the present invention using C-shaped steel to process patches is 76.4%, and the material utilization rate is significantly improved. In addition, only the rail head and rail bottom of the C-shaped steel patch blank need to be machined, which reduces the processing steps of the rail waist and can significantly improve the processing efficiency. The fitting structure of the present invention adopts wedge-shaped contact and is designed with an anti-jump platform. The block is pressed under the rail, and a horizontal surface is set at the contact position of the rail bottom to bear the vertical impact, effectively dispersing the vertical force and solving the anti-jump problem. Spacer irons are arranged during the assembly of the combined wing rails, and adjustment pieces are set at the positions where gaps are prone to occur to avoid the possibility of gaps at the fitting position. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the overall assembly of the present invention;

[0018] Figure 2 It is a cross-sectional view of the assembly structure of the present invention at the end of the C-shaped steel block;

[0019] Figure 3 It is a cross-sectional view of the assembly structure of the present invention at the middle position of the C-shaped steel block;

[0020] Figure 4 It is a schematic diagram of processing a C-shaped steel block blank of the present invention;

[0021] Figure 5 The cross-sectional view of the C-shaped steel block and the wing rail after being assembled at different positions of the present invention;

[0022] Figure 6 It is a schematic structural diagram of the anti-jump platform on the side of the fitting surface of the wing rail of the present invention;

[0023] Figure 7 It is a schematic structural diagram of the wedge-shaped boss on one side of the bonding surface of the C-shaped steel block of the present invention;

[0024] Figure 8 It is a schematic diagram of a wedge-shaped embedded structure formed by laminating the wing rail and the C-shaped steel block of the present invention;

[0025] Fig. 9 This is a structural dimension diagram of a C-shaped steel block blank of the present invention;

[0026] Fig.10This is a processing dimension diagram of the C-shaped steel block and the wing rail at the joint of the present invention;

[0027] Fig.11 The processing dimension drawing of the wing rail at the joint between the wing rail and the C-shaped steel block of the present invention;

[0028] Fig.12 This is a structural diagram of a C-shaped steel block and a wing rail after being bonded together in one embodiment of the present invention;

[0029] Fig.13 These are the three types of processed blanks for patch blocks. DETAILED DESCRIPTION

[0030] In order to further understand the present invention, the present invention is further described below with reference to the accompanying drawings and specific embodiments:

[0031] In the description of the present invention, it should be noted that the terms "vertical", "upper", "lower", "horizontal", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, "first", "second", "third", and "fourth" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0032] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection, it can be a mechanical connection, it can be an electrical connection, it can be a direct connection, it can be connected through an intermediate medium, and it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0033] See also Figure 1 , Figure 2 and Figure 3As shown in the figure, the first embodiment of the present invention proposes a C-steel block reinforced combined wing rail structure, which is composed of a C-steel block 2 and a wing rail 1, wherein the material of the C-steel block 2 is the same as that of the heart rail, ensuring that the wear degree of the two is consistent during line operation, and the C-steel block 2 can be applied to 60kg / m and 75kg / m rail combination frogs, using the same steel billet section, and has high applicability. Specifically, the height of the C-steel block 2 from the corresponding heart rail 35-50 mm section to the heart rail tip is naturally formed by the wheel tread width and the vehicle profile, and the height at the corresponding heart rail 40-65 mm section is forced to be reduced to achieve the same wheel load conversion effect as the wing rail elevation. By setting the height value on the C-steel block, replacing the original ordinary rail bottom elevation value, and using the height value of the block to replace the ordinary rail bottom elevation value, the wheel load conversion effect is guaranteed to be consistent. Ordinary steel rail wing rails are no longer used as rail parts that bear load, impact and wear, but are instead carried by C-shaped steel blocks 2, so that the wear degree of the wing rails is consistent with that of the heart rails, and crushing and fat edge damage will not occur in advance. Figure 2 and Figure 3 As shown, the left and right end portions of the C-shaped steel block 2 are connected to the wing rail 1 through the end bolt assembly, and the main body portion of the C-shaped steel block 2 located between the left and right end portions is connected to the wing rail 1 through the main body bolt assembly. The outer rail waist of the wing rail 1 is provided with rail washers 4 connected to the end bolt assembly and the main body bolt assembly at positions corresponding to the end bolt assembly and the main body bolt assembly. In order to solve the problem of the block turning outward during the assembly process, as shown in FIG. Figure 2 As shown, the inner side rail waist of the wing rail 1 is provided with an adjustment piece 3 at the position corresponding to the end bolt assembly, and the adjustment piece 3 is clamped between the wing rail 1 and the end of the C-shaped steel block 2 to avoid a gap. Figure 3 As shown, the inner side rail waist of the wing rail 1 is provided with a first spacer iron 6 at the position corresponding to the main bolt assembly, and the first spacer iron 6 is clamped between the wing rail 1 and the main part of the C-shaped steel block 2. By arranging the first spacer iron 6 during the assembly process of the combined wing rails and setting the adjustment piece 3 at the position where the gap is likely to occur, the possibility of the gap at the fitting position can be avoided, and the block can be prevented from turning outward during the assembly process.

[0034] Further, in a preferred embodiment of the present invention, Figure 2 As shown, the end bolt assembly includes an end bolt 5, an end nut 51 connected to the outer end of the end bolt 5, and an end nut anti-loosening cap 52 sleeved on the end nut 51, wherein the end bolt 5 is inserted and fixed to the left and right end parts of the C-shaped steel block 2, and the other end is inserted and locked to the wing rail 1, and the end nut anti-loosening cap 52 is provided with an end cotter pin 53 inserted into the outer end of the end bolt 5. Figure 3As shown, the main bolt assembly includes a main bolt 8, a main nut 81 connected to the outer end of the main bolt 8, and a main nut anti-loosening cap 82 sleeved on the main nut 81, wherein the main bolt 8 is connected and fixed on two sets of adjacent combined wing rails, and the main nut anti-loosening cap 82 is provided with a main cotter pin 83 that is connected to the outer end of the main bolt 8. Among them, at one end corresponding to the main nut 81, a flat washer 84 sleeved on the main bolt 8 is provided between the main nut 81 and the rail washer 4. The C-shaped steel block 2 is fastened to the wing rail 1 by bolt connection, and the overall structural stability of the combined wing rail is ensured by the first spacer iron 6 and the adjustment sheet 3.

[0035] Further, in a preferred embodiment of the present invention, Figure 3 As shown, the inner side rail waist of the wing rail 1 is at the position corresponding to the main body bolt assembly, and a second spacer iron 7 is provided between two adjacent groups of combined wing rails, and the two ends of the second spacer iron 7 are respectively abutted against the inner end surfaces of the C-shaped steel blocks 2 of the two adjacent groups of combined wing rails. The first spacer iron 6 and the second spacer iron 7 support the rail waists of the wing rail 1 and the C-shaped steel blocks 2, so that their relative positions can be controlled to remain unchanged, and the relative displacement of the two due to slight deformation is prevented during assembly, thereby further enhancing the overall structural stability of the combined wing rail.

[0036] In an embodiment of the present invention, Figure 4 and Figure 5 As shown, Figure 4 A schematic diagram showing the processing of a C-shaped steel patch 2 from a C-shaped steel billet, wherein the shaded portion is the portion of the billet removed by machining, and a cross-sectional view from the end to the middle of the C-shaped steel patch 2 is shown from left to right. Figure 5 It shows the cross section of the C-shaped steel block 2 after being assembled with the wing rail 1, and from left to right it shows the different cross sections from the end portion to the middle portion (main body) of the C-shaped steel block 2.

[0037] Further, in a preferred embodiment of the present invention, Figure 6 , Figure 7 and Figure 8 As shown, Figure 6 The main part of the wing rail 1 shown is formed with an anti-jump platform 11 at the inner side of the rail waist near the rail head. Figure 7 The C-shaped steel block 2 shown in the figure is formed with a wedge-shaped boss 21 at the position corresponding to the anti-jump platform 11, wherein Figure 8 As shown, after the C-shaped steel block 2 is assembled and bonded to the wing rail 1, the wedge-shaped boss 21 cooperates with the anti-jump platform 11 to form a wedge-shaped embedded structure that prevents the C-shaped steel block 2 from moving vertically. The anti-jump platform 11 and the wedge-shaped boss 21 are both provided with a circular arc surface with a radius of 5 mm. The contact of the circular arc surface can avoid stress concentration between the anti-jump platform 11 and the wedge-shaped boss 21, so as to avoid the possibility of impact damage to the C-shaped steel block 2 at this location. Fig.10 As shown in FIG. 1 , it is a processing dimension diagram of the C-shaped steel block 2 and the wing rail 1. Fig.11 As shown in FIG. 1 , it is a processing dimension diagram of the wing rail 1 where the wing rail 1 and the C-shaped steel block 2 are bonded. The wing rail 1 is formed by machining ordinary steel rails. The head, waist and bottom of the ordinary steel rails need to be machined to form a bonding surface. At the same time, the C-shaped steel block blank is processed into a structure that matches it. Fig.11 As shown, the mating surface of the C-shaped steel block 2 and the wing rail 1 is machined to have a surface roughness of 25 μm to increase the friction. Fig.10 As shown, on one side of the bonding surface, the vertical distance between the upper and lower bonding points of the C-shaped steel block 2 is a-0.5, and the vertical distance between the upper bonding point of the C-shaped steel block 2 and the upper surface of the rail head is b+0.2. Fig.11 As shown, on one side of the bonding surface, the vertical distance between the upper and lower bonding points of the wing rail 1 is a+0.5, and the vertical distance between the upper bonding point of the wing rail 1 and the upper surface of the rail head is b-0.2. Fig.10 and Fig.11 As shown, the size of the C-shaped steel block 2 is designed to be a positive tolerance at the fitting position, and the size of the wing rail 1 is designed to be a negative tolerance. By controlling the tolerance of the size values ​​at a and b in the figure and the control of the gap value at L, it is ensured that the C-shaped steel block 2 and the wing rail 1 are in wedge contact at the fitting surface, and then the bolt pre-tightening of the end bolt assembly and the main body bolt assembly can improve the connection tightness between the C-shaped steel block 2 and the wing rail 1.

[0038] Further, in a preferred embodiment of the present invention, Fig.12 As shown, the main part of the wing rail 1 is formed with a bearing plane 12 at one side of the inner rail waist at the bottom of the rail, and the bottom of the C-shaped steel block 2 is formed with a plane that fits the bearing plane 12 at a position corresponding to the bearing plane 12. Through the cooperation between the bearing plane 12 and the plane on the C-shaped steel block 2, more vertical pressure can be effectively borne, which is conducive to receiving vertical impact, avoiding the bottom surface of the C-shaped steel block 2 from being all inclined contact, and reducing the possibility of dislocation.

[0039] Further, in a preferred embodiment of the present invention, Figure 4 As shown, the C-shaped steel block 2 is formed by designing a rail-shaped structure from a C-shaped steel block blank. Figure 4 The schematic diagram shows the processing of C-shaped steel block 2 from C-shaped steel blank, wherein the shaded part is the blank part removed by machining, and the cross-section from the end to the middle of C-shaped steel block 2 is shown from left to right. When processing the block of 60kg / m rail fork, 18mm is removed from the rail bottom of C-shaped steel block blank, and 5mm machining allowance is reserved for the rail head. When processing the block of 75kg / m rail fork, 1mm is removed from the rail bottom of C-shaped steel block blank, and 5mm machining allowance is reserved for the rail head. Specifically, Fig. 9 As shown, the width of the bottom of the C-shaped steel block blank on the side that fits the wing rail is consistent with the width of the head of the rail, and the width of the head of the C-shaped steel block blank on the side that does not fit the wing rail is 5mm wider than the width of the bottom of the rail. The structure of the C-shaped steel block blank can ensure that there is sufficient processing allowance at the large section in the middle of the C-shaped steel block 2, and the center of gravity of the C-shaped steel block 2 is closer to the center of gravity of the wing rail 1, making the structure after the two are assembled more stable. The center of gravity of the processed C-shaped steel block 2 is closer to the wing rail 1 and is completely within the load-bearing range of the bottom of the wing rail, so the vertical stability of the combined wing rail after assembly is better. At the same time, when processing C-shaped steel patches, only the rail head and rail bottom need to be machined, reducing the processing steps of the rail waist and improving the processing efficiency of the patches. The C-shaped steel patch blank of this structure can reduce the processing volume, improve material utilization, and rationally reduce the weight of the patch itself, which is beneficial in terms of cost, production, assembly, shipment, installation and replacement.

[0040] like Fig.13 As shown, there are three types of processed blanks for patches, among which (a) is a rectangular steel billet, (b) is an I-shaped steel billet, and (c) is a C-shaped steel patch blank of the present invention. In the prior art, the material utilization rate of the patch processed by using rectangular steel billets is 36.4%, and the material utilization rate of the patch processed by using I-shaped steel rails is 55.1%. The material utilization rate of the patch processed by using C-shaped steel patch blanks of the present invention is 76.4%, and the material utilization rate is significantly improved.

[0041] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments, and the above embodiments and descriptions only describe the principles of the present invention. The present invention may have various changes and improvements without departing from the spirit and scope of the present invention, and these changes and improvements fall within the scope of the present invention to be protected, and the scope of protection claimed by the present invention is defined by the attached claims and their equivalents.

Claims

1. A C-shaped steel block reinforced combined wing rail structure, characterized in that: The invention is composed of a C-shaped steel block (2) and a wing rail (1), wherein the material of the C-shaped steel block (2) is the same as that of the center rail, and the stacking height from the corresponding center rail section of 35-50 mm to the center rail tip is naturally formed by the wheel tread width and the vehicle profile, and the stacking height at the corresponding center rail section of 40-65 mm is forced to be reduced to achieve the same wheel load conversion effect as the wing rail lifting, the left and right end heads of the C-shaped steel block (2) are connected to the wing rail (1) by an end head bolt assembly, and the main body of the C-shaped steel block (2) located between the left and right end heads is connected to the wing rail (1) by a main body bolt assembly, and the The outer rail waist of the wing rail (1) is provided with rail washers (4) connected to the end bolt assembly and the main body bolt assembly at positions corresponding to the end bolt assembly and the main body bolt assembly, respectively; the inner rail waist of the wing rail (1) is provided with an adjustment sheet (3) at a position corresponding to the end bolt assembly, and the adjustment sheet (3) is clamped between the wing rail (1) and the end of the C-shaped steel block (2); the inner rail waist of the wing rail (1) is provided with a first spacer iron (6) at a position corresponding to the main body bolt assembly, and the first spacer iron (6) is clamped between the wing rail (1) and the main body of the C-shaped steel block (2).

2. The C-shaped steel block reinforced combined wing rail structure according to claim 1 is characterized in that: The end bolt assembly comprises an end bolt (5), an end nut (51) connected to the outer end of the end bolt (5), and an end nut anti-loosening cap (52) sleeved on the end nut (51); the end bolt (5) is connected and fixed to the left and right end parts of the C-shaped steel block (2), and the other end is connected to the wing rail (1) and locked therewith; the end nut anti-loosening cap (52) is provided with an end cotter pin (53) connected to the outer end of the end bolt (5).

3. The C-shaped steel block reinforced combined wing rail structure according to claim 1 is characterized in that: The main body bolt assembly comprises a main body bolt (8), a main body nut (81) connected to the outer end of the main body bolt (8), and a main body nut anti-loosening cap (82) sleeved on the main body nut (81); the main body bolt (8) is connected and fixed on two sets of adjacent combined wing rails; the main body nut anti-loosening cap (82) is provided with a main body cotter pin (83) which is connected to the outer end of the main body bolt (8); at one end corresponding to the main body nut (81), a flat washer (84) sleeved on the main body bolt (8) is provided between the main body nut (81) and the rail washer (4).

4. The C-shaped steel block reinforced combined wing rail structure according to claim 3 is characterized in that: The inner side rail waist of the wing rail (1) is located at a position corresponding to the main body bolt assembly, and a second spacer iron (7) is provided between two adjacent groups of combined wing rails, and the two ends of the second spacer iron (7) are respectively abutted against the inner end surfaces of the C-shaped steel blocks (2) of the two adjacent groups of combined wing rails.

5. The C-shaped steel block reinforced combined wing rail structure according to claim 1 is characterized in that: The main body of the wing rail (1) is formed with an anti-jump platform (11) at a position on the inner side of the rail waist close to the rail head, and the C-shaped steel block (2) is formed with a wedge-shaped boss (21) at a position corresponding to the anti-jump platform (11). The wedge-shaped boss (21) cooperates with the anti-jump platform (11) to form a wedge-shaped embedded structure that prevents the C-shaped steel block (2) from moving vertically.

6. The C-shaped steel block reinforced combined wing rail structure according to claim 5 is characterized in that: The anti-jump platform (11) and the wedge-shaped boss (21) are both provided with arc surfaces with a radius of 5 mm.

7. The C-shaped steel block reinforced combined wing rail structure according to claim 5, characterized in that: The main body of the wing rail (1) is formed with a bearing plane (12) at the bottom of the rail located on one side of the inner rail waist, and the bottom of the rail of the C-shaped steel block (2) is formed with a plane adapted to the bearing plane (12) at a position corresponding to the bearing plane (12).

8. The C-shaped steel block reinforced combined wing rail structure according to claim 1, characterized in that: The C-shaped steel block (2) is formed by designing a rail-shaped structure from a C-shaped steel block blank. When processing a block for a 60kg / m rail frog, 18mm of the rail bottom of the C-shaped steel block blank is removed, and a 5mm machining allowance is reserved for the rail head. When processing a block for a 75kg / m rail frog, 1mm of the rail bottom of the C-shaped steel block blank is removed, and a 5mm machining allowance is reserved for the rail head.

9. The C-shaped steel block reinforced combined wing rail structure according to claim 8, characterized in that: On the side of the C-shaped steel block blank that fits the wing rail, the width of the rail bottom portion is consistent with the width of the rail head portion. On the side of the C-shaped steel block blank that does not fit the wing rail, the width of the rail head portion is 5mm wider than the width of the rail bottom portion.

10. The C-shaped steel block reinforced combined wing rail structure according to claim 1, characterized in that: The surface roughness of the mating surface between the C-shaped steel block (2) and the wing rail (1) is 25 μm.

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