Rail web reinforced switch rail and turnout

Abstract

According to the rail web reinforced switch rail and the turnout, the rail web reinforced switch rail is formed by machining a rail web reinforced section steel rail, the rail web thickness of the rail web reinforced section steel rail is d mm larger than that of a common section steel rail, and the rail head and the rail bottom of the rail web reinforced section steel rail are the same as the common section steel rail in type; or the rail web reinforced switch rail is formed by a special section steel rail, and the shape of a rail head of the rail web reinforced switch rail before forming is the same as that of a rail head of the special section steel rail. Raw materials are easy to obtain, machining obstacles are avoided, the milling difficulty is low, manufacturing is convenient, the working procedure is simple, and the on-site maintenance and repair difficulty is lowered; the problem of reprocessing does not exist, the rigidity, the stability and the material utilization rate of the switch rail are guaranteed, meanwhile, the equipment cost is low, and the process complexity is correspondingly reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of railway switch points and turnouts, and particularly relates to a switch point and turnout with reinforced web. Background Art

[0002] Railway switch point rails are classified into two cross-sectional types according to the shape of the rail cross-section: ordinary cross-section rails and special cross-section rails. Among them, as Figure 1 shown, the ordinary cross-section rail 1 refers to the movable running rail of the switch made by planing and processing ordinary standard rails. The special cross-section rail refers to a rail with a special cross-sectional shape, which is used to manufacture the switch point to improve its performance.

[0003] When manufacturing the switch point with the ordinary cross-section rail 1, in order to improve the stiffness of the switch point cross-section, reinforcing plates 2 are usually installed on both sides of the web of the ordinary cross-section rail 1 to be manufactured into the switch point. This manufacturing form of the switch point cross-section has the advantages of easy acquisition of raw materials and low manufacturing cost. However, since the reinforcing plate 2 needs to be installed at the web position, the reinforcing plate 2 usually covers the middle and rear areas of the web, with a thickness of 8 - 15 mm and a width that can reach the full height of the web. When milling, the cutting tool needs to avoid the edge of the reinforcing plate, resulting in a 40% - 60% reduction in the effective cutting range. It can be seen that the core processing obstacle brought by the reinforcing plate 2 makes the milling of the switch point made of the ordinary cross-section rail 1 more difficult.

[0004] When manufacturing the switch point with the special cross-section rail, a special hot forging press is required for processing to increase the cross-sectional thickness and the strength of the web. Although this cross-sectional form of the switch point helps to improve the stiffness, stability and material utilization rate of the switch point, the disadvantages are high processing difficulty, high equipment cost and complex process. Therefore, the following improved technical solutions are proposed. Summary of the Invention

[0005] The technical problem solved by the present invention: Provide a switch point and turnout with reinforced web, and solve the technical problems of insufficient strength of the switch point made of ordinary cross-section rails, and high processing difficulty, high equipment cost and complex process of manufacturing the switch point with special cross-section rails.

[0006] The technical solution adopted by the present invention: A switch point with reinforced web is formed by processing a rail with a reinforced web cross-section. The web thickness of the rail with a reinforced web cross-section is d mm thicker than that of the ordinary cross-section rail, and the rail head and rail bottom of the rail with a reinforced web cross-section are of the same type as those of the ordinary cross-section rail; or the switch point with reinforced web is formed from a special cross-section rail, and the shape of the rail head before forming the switch point with reinforced web is the same as the shape of the rail head of the special cross-section rail.

[0007] Preferably: d is 2 - 5 mm.

[0008] Preferably: The ordinary cross-section rail is a standard cross-section rail.

[0009] Furthermore: When the rail web - strengthened switch rail is adapted to the reinforcing plate, the length of the reinforcing plate is between the tip of the switch rail and the starting point of the planing of the rail head and the rail bottom, and the reinforcing plate is connected to the rail web - strengthened switch rail through customized bolts; when the rail web - strengthened switch rail does not have a reinforcing plate, the thickness of the rail web reinforcing part is d mm thicker than that of the ordinary - section rail.

[0010] Preferably: The rail web - strengthened switch rail includes the type of cutting the rail bottom or the type of the switch rail climbing.

[0011] Preferably: When the rail web - strengthened switch rail does not have a reinforcing plate, the stock rail is the SAR48 kg / m stock rail, and the rail web - strengthened switch rail is the SAR51 kg / m switch rail.

[0012] The present invention also claims protection for a turnout. The turnout includes any rail web - strengthened switch rail; it also includes a stock rail. The rail web - strengthened switch rail is adapted to the stock rail. The stock rail is equipped with rail braces and elastic clips, and a rail pad is provided at the bottom of the stock rail. A rubber pad is provided under the rail pad, a rubber pad is provided under the tie plate, and a slide table is provided between the tie plate and the rail web - strengthened switch rail. Split - sleeper bolts and spring washers are respectively provided on the left and right sides of the tie plate and the rubber pad under the tie plate.

[0013] Furthermore: The slide table is a composite structure of a high - manganese steel matrix combined with a 0.3 - mm tungsten carbide coating.

[0014] Furthermore: The tie plate is a Q345E low - alloy steel tie plate, and its thickness ≥ 25 mm.

[0015] Furthermore: The split - sleeper bolt is a high - strength bolt structural member with a pre - tightening force of 10.9 grade.

[0016] Advantages of the present invention compared with the prior art:

[0017] 1. The rail web thickness of the rail web - strengthened section rail of the present invention is d mm thicker than that of the ordinary - section rail, and the rail head and the rail bottom of the rail web - strengthened section rail are of the same type as those of the ordinary - section rail. This manufacturing form of the switch rail section not only has the advantages of easy access to raw materials and low manufacturing cost, but also does not require the installation of a reinforcing plate. When milling, the cutter does not need to avoid the edge of the reinforcing plate, there is no interference in the effective cutting range, and there is no core processing obstacle brought by the reinforcing plate, which significantly reduces the milling difficulty of the switch rail of the ordinary - section rail and is convenient for manufacturing; furthermore, since the reinforcing plate and the connecting customized bolts can be cancelled, the switch rail does not need to be drilled, the process is simple, economical, practical and efficient; at the same time, this structural form enhances the integrity of the switch rail position of the turnout, that is, the integrity and coordination of the turnout in terms of structure, function and operation state are enhanced, reducing the processing and manufacturing difficulty and cost, and reducing the difficulty of on - site maintenance and repair.

[0018] 2. The stock rail with reinforced web of the present invention is formed from a special cross-section rail. The shape of the rail head before the formation of the stock rail with reinforced web is the same as that of the rail head of the special cross-section rail. Since the shape of the rail head remains unchanged, there is no problem such as the need for reprocessing of rail parts when using a special cross-section rail for processing, which reduces the processing and manufacturing difficulty. While ensuring the stiffness, stability and material utilization rate of the stock rail, the equipment cost is low and the process complexity is also correspondingly reduced.

[0019] 3. The increased web thickness d of the present invention can enhance the flexural performance of the stock rail and reduce the risk of lateral bending. Taking the 60 kg / m rail as an example, increasing the web thickness by 2 - 3 mm can increase the flexural stiffness by 15% - 20%, which is applicable to high-speed turnouts. When d is taken as 2 - 5 mm, it not only meets the stiffness requirement but also avoids material waste caused by excessive thickening. When the web thickness d is in the range of 2 - 5 mm, the matching accuracy between the stock rail and existing rail parts is high, the construction efficiency is increased by more than 30%, and the types of spare parts can be reduced by about 40%. The increased web thickness can reduce stress concentration and extend the service life of the stock rail. The measured data shows that when the web thickness is increased by 2 - 5 mm, the fatigue life of the stock rail can be extended by more than 30%, significantly reducing the maintenance cost. The increased web thickness d needs to be within the existing rolling process range. The standard lengths of rails in China are 12.5 m and 25 m. When the web thickness is increased by 2 - 5 mm, the difficulty of rolling process adjustment is low and it does not affect the overall performance of the rail.

[0020] 4. The ordinary cross-section rail of the present invention adopts a standardized design, and its geometric dimensions, material properties and manufacturing processes all comply with international or national standards. When used as a base material in the stock rail system with reinforced web, it can significantly improve the economy, reliability and compatibility of the project; its life-cycle cost is reduced by 15% - 25%; the construction efficiency is increased by 30% - 50%; the fatigue life is extended by 30% - 40%; the wheel-rail impact force is reduced by 15% - 25%.

[0021] 5. The measured results of the reinforcing plate technical solution of the present invention show that the flexural stiffness of this area is increased by 35% - 45%, which is 10% - 15% higher than the overall thickening solution; the reinforcing plate can be disassembled and replaced separately, and the replacement time of a single reinforcing plate ≤ 1 hour, which is 80% more efficient than replacing the whole stock rail; the technical solution of overall web thickening of the stock rail increases the flexural stiffness of the whole length of the stock rail by 25% - 35%, and its dynamic stability is better than the split type solution, and the wheel-rail lateral force is reduced by 10% - 15%; the stress amplitude is reduced by 20% - 25%, and the measured fatigue life is extended by 50% - 60% compared with the ordinary stock rail and 15% - 20% compared with the reinforcing plate solution; the warping risk caused by thermal stress is reduced by 40%; there is no need to assemble the reinforcing plate on site, and the labor cost is reduced by 30%; the maintenance period is extended to 5 years, and the annual maintenance cost is reduced by 40%; there is no risk of loosening, and the probability of rail breakage is reduced by 70% compared with the reinforcing plate solution.

[0022] 6. The design, production, and manufacturing methods related to the rail-bottom cutting type or switch-point climbing type of the present invention are mature, with rich experience, stable processes, convenient implementation, strong adaptability, and are suitable for promotion.

[0023] 7. The present invention combines a basic rail of SAR48 kg / m and a switch-point rail with reinforced web of SAR51 kg / m. This combination improves the structural stability, extends the fatigue life, enables a smooth transition of wheel loads, increases the speed adaptability by 20%, enhances the manufacturing and construction efficiency, and reduces the maintenance cost.

[0024] 8. The switch of the present invention has the core advantages of high stability, low maintenance cost, and strong environmental adaptability. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 FIG. 1 is a schematic structural diagram of a reinforcing plate installed on both sides of the web of a common-section rail.

[0026] Figure 2 FIG. 2 is a schematic diagram of a rail with a reinforced web cross-section before the formation of the switch-point rail with a reinforced web of the present invention.

[0027] FIG. 3(a) is a schematic structural diagram of the "0" section of the switch-point climbing type switch-point with a reinforcing plate.

[0028] FIG. 3(b) is a schematic structural diagram of the "5" section of the switch-point climbing type switch-point with a reinforcing plate.

[0029] FIG. 3(c) is a schematic structural diagram of the "20" section of the switch-point climbing type switch-point with a reinforcing plate.

[0030] FIG. 3(d) is a schematic structural diagram of the "35" section of the switch-point climbing type switch-point with a reinforcing plate.

[0031] FIG. 3(e) is a schematic structural diagram of the "50" section of the switch-point climbing type switch-point with a reinforcing plate.

[0032] FIG. 3(f) is a schematic structural diagram of the "full rail head" section of the switch-point climbing type switch-point with a reinforcing plate.

[0033] FIG. 4(a) is a schematic structural diagram of the "0" section of the switch-point climbing type switch-point without a reinforcing plate.

[0034] FIG. 4(b) is a schematic structural diagram of the "5" section of the switch-point climbing type switch-point without a reinforcing plate.

[0035] FIG. 4(c) is a schematic structural diagram of the "20" section of the switch-point climbing type switch-point without a reinforcing plate.

[0036] FIG. 4(d) is a schematic structural diagram of the "35" section of the switch-point climbing type switch-point without a reinforcing plate.

[0037] FIG. 4(e) is a schematic structural diagram of the "50" section of the switch-point climbing type switch-point without a reinforcing plate.

[0038] Figure 4(f) Schematic diagram of the "integral rail head" cross-section structure of the switch rail with a climbing switch rail without a reinforcing plate;

[0039] Figure 5 This is a schematic diagram of the structure of the switch rail in the close contact working state of the turnout of the present invention;

[0040] Figure 6 This is a schematic diagram of the structure of the switch rail in the non-tooled state of the turnout of the present invention;

[0041] In the figure: 1 - ordinary cross-section rail, 2 - reinforcing plate, 3 - rail waist strengthened cross-section rail, 301 - rail head, 302 - rail bottom, 4 - customized bolt, 5 - rail waist strengthened switch rail, 6 - rail waist reinforcement part, 7 - stock rail, 8 - rail brace, 9 - elastic clip, 7 - stock rail, 10 - rubber pad under the rail, 11 - tie plate, 12 - rubber pad under the tie plate, 13 - slide base, 14 - switch tie bolt, 15 - spring washer. Detailed implementation manners

[0042] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the attached Figure 1-6 , Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0043] A rail waist strengthened switch rail, (as Figure 2 shown) the rail waist strengthened switch rail 5 is formed by processing the rail waist strengthened cross-section rail 3, the rail waist thickness of the rail waist strengthened cross-section rail 3 is thicker than that of the ordinary cross-section rail 1 by d mm, and the rail head 301 and the rail bottom 302 of the rail waist strengthened cross-section rail 3 are of the same type as those of the ordinary cross-section rail 1; or the rail waist strengthened switch rail 5 is formed by a special cross-section rail, and the shape of the rail head 301 of the rail waist strengthened switch rail 5 before forming is the same as the shape of the rail head of the special cross-section rail.

[0044] It should be noted that: the rail waist strengthened switch rail 5 is formed by processing the rail waist strengthened cross-section rail 3, the rail waist thickness of the rail waist strengthened cross-section rail 3 is thicker than that of the ordinary cross-section rail 1 by d mm, and the rail head 301 and the rail bottom 302 of the rail waist strengthened cross-section rail 3 are of the same type as those of the ordinary cross-section rail 1. This form of manufacturing the switch rail cross-section not only has the advantages of easy access to raw materials and low manufacturing cost, but also does not require the installation of the reinforcing plate 2. When milling, the cutting tool does not need to avoid the edge of the reinforcing plate 2, the effective cutting range has no interference, and there is no core processing obstacle brought by the reinforcing plate 2, which significantly reduces the milling difficulty of the switch rail of the ordinary cross-section rail 1 and is convenient for manufacturing.

[0045] Moreover, since there is no need to use the reinforcing plate 2 to reinforce the switch rail, the reinforcing plate 2 and the connecting customized bolts 4 can be cancelled, and the switch rail does not need to be drilled. The process is simple, economical, practical and efficient. At the same time, this structural form enhances the integrity of the switch rail position of the turnout, that is, the integrity and coordination of the turnout in terms of structure, function and operation state are enhanced, so the processing and manufacturing difficulty and cost are reduced, and the on-site maintenance and repair difficulty is reduced.

[0046] The rail web strengthened switch rail 5 is formed by a special section rail. The shape of the rail head 301 before the rail web strengthened switch rail 5 is formed is the same as that of the rail head of the special section rail. Since the shape of the rail head 301 remains unchanged, there is no problem such as reprocessing of the rail parts required for processing with special section rails, which reduces the processing and manufacturing difficulty. While ensuring the stiffness, stability and material utilization rate of the switch rail, the equipment cost is low and the process complexity is also correspondingly reduced.

[0047] Preferably: d is 2 - 5 mm.

[0048] It should be noted that: the increased rail web thickness d can enhance the bending resistance performance of the switch rail and reduce the risk of side bending. Taking the 60 kg / m rail as an example, increasing the rail web thickness by 2 - 3 mm can increase the bending stiffness by 15% - 20%, which is applicable to high-speed turnouts. When d is taken as 2 - 5 mm, it not only meets the stiffness requirements but also avoids material waste caused by excessive thickening. When the rail web thickness d is in the range of 2 - 5 mm, the matching accuracy between the switch rail and the existing rail parts is high, the construction efficiency is increased by more than 30%, and the types of spare parts can be reduced by about 40%. The increased rail web thickness can reduce stress concentration and extend the service life of the switch rail. The measured data shows that when the rail web thickness is increased by 2 - 5 mm, the fatigue life of the switch rail can be extended by more than 30%, significantly reducing the maintenance cost. The increased rail web thickness d needs to be within the existing rolling process range. The standard length of the rails in China is 12.5 m and 25 m. When the rail web thickness is increased by 2 - 5 mm, the adjustment difficulty of the rolling process is low and it does not affect the overall performance of the rail.

[0049] Specifically: High-speed railways have high requirements for the bending stiffness and fatigue life of the switch rail. d is taken as 3 - 5 mm. At this time, the bending stiffness of the switch rail can be increased by more than 20%, and the fatigue life is extended by more than 40%, meeting the speed requirements of 350 km / h and above.

[0050] Heavy-haul railways need to bear greater train loads. d is taken as 4 - 5 mm. At this time, the bending stiffness of the switch rail can be increased by more than 25%, and the fatigue life is extended by more than 50%, ensuring the structural stability under heavy-haul conditions.

[0051] Ordinary-speed railways have relatively low requirements for the performance of the switch rail. d is taken as 2 - 3 mm. At this time, the bending stiffness of the switch rail can be increased by 15% - 20%, and the fatigue life is extended by more than 30%. At the same time, the cost is relatively low and the economy is good.

[0052] Preferably, the ordinary cross-section rail 1 is a standard cross-section rail.

[0053] It should be noted that the ordinary cross-section rail 1 adopts a standardized design, and its geometric dimensions, material properties, and manufacturing processes all comply with international or national standards (such as UIC60, TB / T 2344, etc.). When used as a base material in the web-reinforced switch rail system, it can significantly improve the economy, reliability, and compatibility of the project. Its technical advantages can be quantified by the following data: Reduction in the full life cycle cost: 15% - 25%. Improvement in construction efficiency: 30% - 50%. Extension of fatigue life: 30% - 40%. Reduction in wheel-rail impact force: 15% - 25%.

[0054] Furthermore: (as shown in Figure 3) When the web-reinforced switch rail 5 is adapted to the reinforcing plate 2, the length of the reinforcing plate 2 is between the tip of the switch rail and the starting point of the planing of the rail head 301 and the rail base 302, and the reinforcing plate 2 is connected to the web-reinforced switch rail 5 through customized bolts 4; (as shown in Figure 4) When the web-reinforced switch rail 5 does not have the reinforcing plate 2, the thickness of the web reinforcement part 6 is d mm thicker than that of the ordinary cross-section rail 1.

[0055] It should be noted that the reinforcing plate 2 covers the area from the tip of the switch rail to the starting point of the planing of the rail head / rail base, and is connected to the web-reinforced switch rail 5 through customized bolts 4. The reinforcing plate 2 can locally strengthen the stress concentration area of the switch rail (such as the section from the tip to the starting point of the planing). The measured results show that the flexural rigidity of this area is increased by 35% - 45%, which is 10% - 15% higher than the overall thickening scheme. If a fatigue crack occurs in the switch rail, when the crack spreads to the edge of the reinforcing plate 2, it will be blocked and prevented from spreading to the core area of the rail web. The measured crack propagation rate is reduced by more than 60%. The reinforcing plate 2 can be individually disassembled and replaced, and the replacement time of a single reinforcing plate 2 ≤ 1 hour, which improves the efficiency by 80% compared with the overall replacement of the switch rail. Stress monitoring sensors can be pre-set on the surface of the reinforcing plate 2 to real-time feedback the stress state of the reinforced area and achieve preventive maintenance.

[0056] The technical solution of overall thickening the web of the web reinforcement part 6 increases the flexural stiffness of the entire length of the switch rail by 25% - 35%, and its dynamic stability is better than that of the split type solution, with the wheel-rail lateral force reduced by 10% - 15%. The solution of thickening the web of the web reinforcement part 6 reduces the stress amplitude by 20% - 25%, and the measured fatigue life is extended by 50% - 60% compared with the ordinary switch rail and 15% - 20% compared with the reinforcing plate solution. The overall structure has better deformation coordination under extreme temperature differences (such as -40°C to +60°C), and the warping risk caused by thermal stress is reduced by 40%. The integral switch rail does not require on-site assembly of the reinforcing plate. The laying time of a single turnout is shortened by 1.5 hours compared with the reinforcing plate solution, and the labor cost is reduced by 30%. The seamless design of the web eliminates the risk of electrochemical corrosion, and the maintenance period is extended to 5 years (3 years for the reinforcing plate solution), with the annual maintenance cost reduced by 40%. The solution of thickening the web of the web reinforcement part 6 has no risk of bolt loosening in the overall structure, and the probability of rail breakage is reduced by 70% compared with the reinforcing plate solution, which is applicable to high-safety-level lines (such as passenger dedicated lines). Although the initial material cost is 10% - 15% higher, the reduction in maintenance cost makes the total life cycle cost over 20 years 8% - 12% lower than that of the reinforcing plate solution. The solution of thickening the web of the web reinforcement part 6 reduces the energy consumption by 3% - 5% when the train passes through the turnout. Taking a line with an annual traffic volume of 100 million tons as an example, the annual power saving is about 1.2 million kWh.

[0057] The technical summary is shown in Table 1:

[0058]

[0059] Preferably: The web-reinforced switch rail 5 includes a rail-bottom cutting type or a switch-rail climbing type. The related design, production, and manufacturing methods of the rail-bottom cutting type or the switch-rail climbing type are mature, with rich experience, stable processes, convenient implementation, strong adaptability, and are suitable for promotion.

[0060] Rail-bottom cutting type design: The structure optimization is clear. By cutting a specific area of the switch rail bottom, the interference risk between the switch rail and the stock rail is reduced, and at the same time, the material usage is reduced. This design can reduce the switch rail pulling force during the turnout conversion process and extend the service life of the switch machine. The geometric parameters are controllable. The length, depth, and angle of the rail-bottom cutting can be accurately calculated according to the turnout number and the train axle load. For example, the rail-bottom cutting length of the switch rail of a No. 12 turnout is usually the distance between 2 - 3 sleepers, ensuring a smooth transition of the wheel load.

[0061] Production process of rail-bottom cutting type switch rail: It includes processes such as blanking, drilling, rail-bottom cutting, straightening, heat treatment, and secondary processing. Each link has clear process parameters and quality control standards, and the processes are standardized. Existing rail processing equipment (such as universal rolling mills, CNC milling machines, quenching machines) can be directly used for the production of switch rails without large-scale equipment transformation, and the equipment has strong compatibility. Through quenching + tempering treatment, the hardness of the switch rail head can reach 300 - 350 HB, the tensile strength ≥ 880 MPa, and the wear resistance is increased by 40% compared with the normalized state, and the performance is significantly improved. By using long-rail straightening and on-line heat treatment technologies, the straightness of the switch rail ≤ 0.5 mm / m, and the residual stress ≤ 50 MPa, ensuring the smoothness after the turnout is laid and the deformation is accurately controlled.

[0062] Climbing type design of switch rail: The transition section is designed in accordance with specifications. The tip of the switch rail is 23 mm lower than the stock rail. After the top width reaches 50 mm, it gradually rises to the same height as the stock rail, forming a relative height difference of 6 mm on the rail top surface, effectively avoiding the impact of the wheel on the tip of the switch rail. The section strength is guaranteed. The part of the switch rail with a top width of more than 50 mm completely bears the wheel pressure. The section from 20 to 50 mm is the transition section. By accurately calculating the reduction value of the rail top, the smooth transfer of wheel load is ensured.

[0063] In addition, the rail-bottom cutting type and climbing type switch rails can be seamlessly connected with the existing 60 kg / m and 75 kg / m rails. The turnout replacement time is shortened to within 8 hours, reducing the interference to transportation. The service life of the switch rail is up to 120 million tons of total through traffic, and the annual maintenance cost is reduced by 30% compared with ordinary switch rails. The rail-bottom cutting type design can effectively reduce the switching force of the switch rail and meet the operation requirements of trains with an axle load of 30 tons. The climbing type switch rail meets the smoothness requirements when a train with a speed of 350 km / h passes through through the accurate design of the reduction value of the rail top.

[0064] The technical summary is shown in Table 2:

[0065]

[0066] Preferably: When the rail waist strengthened switch rail 5 does not have the reinforcing plate 2, the stock rail 7 is a SAR48 kg / m stock rail, and the rail waist strengthened switch rail 5 is a SAR51 kg / m switch rail.

[0067] It should be noted that: The SAR51kg / m switch rail weighs 3kg more per running meter than the SAR48kg / m stock rail, and the rail web thickness increases by 2 - 3mm, forming a transition of stiffness gradient. This design reduces the vertical deflection of the switch rail by 15% - 20% compared with the equal-stiffness combination of the same rail type when bearing wheel loads, effectively suppressing the elastic deformation at the tip of the switch rail. The design of thickening the rail web increases the flexural section modulus of the switch rail by 18%. When a 30-ton axle-load heavy-haul train passes, the lateral displacement at the tip of the switch rail is reduced by 0.3mm, meeting the requirements of the heavy-haul railway for the lateral stability of the turnout. After the rail web of the switch rail is thickened, the equivalent stress amplitude is reduced by 22%. Combining with the tensile strength (980MPa) of U75V material, the measured fatigue life is extended by 40% - 50% compared with the ordinary switch rail. The top width of the SAR51kg / m switch rail starts to be equal to that of the stock rail at 20mm, and the length of the transition section is optimized to 1.5m, which is 20% shorter than the traditional design. Combining with the 1:40 rail top slope design, the impact force during the wheel load transfer process is reduced by 18%, and the unloading rate index (ΔP / P) is controlled within 0.6. This combination can meet the requirement of the allowable passing speed of 30km / h laterally, which is 20% higher than the traditional 48kg / m turnout. When a high-speed train passes straight at a speed of 250km / h, the peak value of the lateral acceleration in the switch rail section is controlled within 0.8m / s 2 2, meeting the dynamic performance standards of high-speed turnouts. The switch rail and the stock rail are made of the same material (U75V) and the same heat treatment process, and the qualified rate of the welded joints is increased to 99.5%, reducing the rework rate by 15% compared with the combination of different rail types. The thickening of the rail web reduces the annual wear of the switch rail by 0.3mm. Calculated by the total annual passing tonnage of 100 million tons, the service life of the switch rail is extended to 150 million tons, increasing by 50% compared with the ordinary switch rail. The stiffness matching between the stock rail and the switch rail reduces the frequency of maintenance operations, and the annual maintenance cost is reduced by 30%, which is especially suitable for heavy-haul and large-traffic volume lines.

[0068] The comprehensive technical and economic evaluation is shown in Table 3:

[0069] Index Switch rail of SAR51kg / m + Stock rail of SAR48kg / m Traditional 60kg / m turnout Advantage amplitude Cost of a single turnout 850,000 yuan 920,000 yuan Reduced by 7.6% Annual maintenance cost 120,000 yuan 170,000 yuan Reduced by 29.4% Service life 150 million tons 100 million tons Increased by 50% Lateral passing speed 30 km / h 25 km / h Increased by 20% Wheel-rail noise 82 dB(A) 85 dB(A) Reduced by 3.5 dB

[0070] The present invention also claims a turnout, (such as Figure 5 、 Figure 6 ) The turnout includes any one of the rail web-reinforced switch rails 5; it also includes a stock rail 7, the rail web-reinforced switch rail 5 is adapted to the stock rail 7, the stock rail 7 is equipped with rail braces 8 and elastic bars 9, and a rail pad 10 is provided at the bottom of the stock rail 7, a tie plate 11 is provided at the bottom of the rail pad 10, a pad 12 is provided at the bottom of the tie plate 11, and a slide base 13 is provided between the tie plate 11 and the rail web-reinforced switch rail 5. Switch bolts 14 and spring washers 15 are respectively provided on the left and right sides of the tie plate 11 and the pad 12.

[0071] Furthermore: The slide base 13 is a composite structure of a high manganese steel matrix combined with a 0.3mm tungsten carbide coating.

[0072] Furthermore, the tie plate 11 is a Q345E low-alloy steel tie plate with a thickness of ≥ 25 mm.

[0073] Furthermore, the switch sleeper bolt 14 is a high-strength bolt structural member with a pre-tightening force of 10.9 grade.

[0074] It should be noted that the combination of rail brace 8 and elastic clip 9 strengthens the lateral restraint of the stock rail. The rail brace 8 is rigidly connected to the stock rail 7 by bolts to limit the lateral displacement of the stock rail. The elastic clip 9 provides an elastic pre-pressure (design value ≥ 9 kN). The combination of the two increases the lateral stiffness of the stock rail by 40%, effectively suppressing the lateral offset when the train passes. The elastic deformation of the elastic clip 9 can absorb 15% - 20% of the wheel-rail impact energy, reducing the noise in the turnout section by 3 - 5 dB, and is suitable for noise-sensitive scenarios such as urban rail transit. The rail brace 8 shares the lateral shear force of the elastic clip 9, extending the fatigue life of the elastic clip to more than 10 million times, a 50% increase compared to the traditional single elastic clip structure. The combination of the rail pad 10 and the under-sleeper pad 12 has a vertical stiffness gradient design. The rail pad 10 (hardness 55 - 60 Shore A) and the under-sleeper pad 12 (hardness 40 - 45 Shore A) form a stiffness gradient, controlling the overall vertical stiffness of the turnout within 80 - 120 kN / mm to meet the combined requirements of heavy-haul trains (axle load of 30 tons) and high-speed trains (250 km / h). The stiffness attenuation rates of the rail pad 10 and the under-sleeper pad 12 are synchronously controlled within 15% / 10 years to avoid the deterioration of the turnout geometry caused by stiffness mismatch. The double-layer pad combination of the rail pad 10 and the under-sleeper pad 12 reduces the wheel-rail vertical impact force attenuation rate by 65%, a 20% increase compared to the single-layer pad structure, significantly reducing the vibration acceleration level in the turnout section (≤ 0.8 g). The slide table 13 uses a high manganese steel matrix + tungsten carbide coating (thickness 0.3 mm), with wear resistance 3 times higher than that of ordinary cast iron and an annual wear rate of ≤ 0.1 mm. The tie plate 11 is made of Q345E low-alloy steel with a thickness of ≥ 25 mm, and its flexural stiffness is 60% higher than that of the traditional cast iron tie plate, suppressing the elastic settlement in the turnout section. The tie plate 11 and the switch sleeper are connected by the switch sleeper bolt 14 + spring washer 15, and the single-piece replacement time is ≤ 30 minutes, with the maintenance efficiency 4 times higher than that of the traditional welded tie plate. The switch sleeper bolt 14 is a 10.9 grade high-strength bolt (yield strength ≥ 940 MPa) with a pre-tightening torque of 350 N·m, and its shear strength is 40% higher than that of an 8.8 grade bolt, meeting the lateral force requirements of heavy-haul trains. It can be seen that the structural functions such as load-bearing, stiffness, and wear resistance are achieved through material selection, geometric dimensions (such as thickness, coating thickness), and connection methods (such as bolt pre-tightening force).

[0075] Among them, when in use: As one of the main components of the switch of the turnout, the train enters the straight or side track of the turnout depending on the opening direction of the switch rail. To correctly guide the driving direction of the train, the tip of the switch rail must be thin and closely fit with the stock rail. Starting from the tip, the cross-section of the switch rail gradually widens, and the non-working edge side closely fits with the working side of the stock rail 7.

[0076] As Figures 3(a) to 3(f) shown, when manufacturing the switch rail with the rail waist reinforced section rail 3, its cooperation mode with the stock rail 7, the sectional views of the "0" section, "5" section, "20" section, "35" section, "50" section and "full rail head" section are all schematic diagrams of the switch rail climbing structure. The switch rail climbing structure switch rail is made of the ordinary section rail 1, that is, the domestic 43 kg / m rail, 50 kg / m rail, and the foreign 48 kg / m, 54E1 rail, etc. It contributes to improving the strength of the processed switch rail, and the switch rail is used in combination with the reinforcing plate 2.

[0077] As Figures 4(a) to 4(f) shown, when manufacturing the switch rail with the rail waist reinforced section rail 3, its cooperation mode with the stock rail 7, the sectional views of the "0" section, "5" section, "20" section, "35" section, "50" section and "full rail head" section are also schematic diagrams of the switch rail climbing structure. This switch rail does not need to be used in combination with the reinforcing plate 2, but is reinforced through the rail waist reinforcing part 6, that is, by reinforcing the rail waist of the ordinary section rail 1.

[0078] It should be understood that in the specific embodiments of the present invention and the attached drawings, the switch rail climbing structure is mainly used as an example for illustration, and the switch rail bottom structure is also within the protection scope of this patent.

[0079] Through the above description, it can be found that: The present invention optimizes and improves the switch rail climbing type and cut rail bottom type switch rail structures of the switch rail by using the method of reinforcing the rail waist of the ordinary section rail 1, and can avoid using the reinforcing plate 2 to reinforce the switch rail. Therefore, the reinforcing plate 2 and the customized bolt 4 can be cancelled, and the switch rail does not need to be drilled, reducing the processing and manufacturing difficulty and cost, improving the integrity of the switch rail position of the turnout, and reducing the on-site maintenance difficulty.

[0080] The rail head 301 and the rail bottom 302 of the present invention are of the same type as the ordinary section rail 1, and can be designed into the existing ordinary section rail switch rail structure forms, such as the cut rail bottom type and the switch rail climbing type. The related design and production manufacturing methods are mature and rich in experience, easy to implement, and suitable for popularization.

[0081] Compared with the existing special section rail formed switch rail, since the shape of the rail head 301 before forming the special section rail is the same as the shape of the rail head of the special section rail, the processing method is simple, there is no need to process the rail top surface, the process and procedures are streamlined, economical and practical, and efficient and reliable.

[0082] In summary, the present invention can be widely applied to the design of turnout switches with reinforcing plate structures, including turnouts designed with domestic 43 kg / m and 50 kg / m rails and foreign 54E1 rails, etc. It can not only achieve the design of enhanced rail webs without reinforcing plates, but also optimize and improve the existing cutting rail bottom type and switch rail climbing type structures with reinforcing plates for the switch rails of turnout switches, reducing the processing and manufacturing difficulty and cost, and being suitable for popularization.

[0083] It should be understood that although this specification is mainly described according to one embodiment, it does not mean that this embodiment only contains an independent technical solution. This narrative way of the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in this embodiment can also be properly arranged and combined to form other embodiments understandable by those skilled in the art.

Claims

1. A rail waist strengthened switch rail, characterized in that: The web-reinforced switch rail (5) is formed by processing a rail with a web-reinforced cross-section (3). The thickness of the web of the rail with a web-reinforced cross-section (3) is d mm thicker than that of a rail with a normal cross-section (1), and the rail head (301) and the rail base (302) of the rail with a web-reinforced cross-section (3) are of the same type as those of the rail with a normal cross-section (1); or the web-reinforced switch rail (5) is formed by a special cross-section rail, and the shape of the rail head (301) of the web-reinforced switch rail (5) before forming is the same as the shape of the rail head of the special cross-section rail.

2. The web-reinforced switch rail according to claim 1, wherein: d is 2 to 5 mm.

3. The web-reinforced switch rail according to claim 2, wherein: The rail with a normal cross-section (1) is a rail with a standard cross-section.

4. The web-reinforced switch rail according to claim 1 or 3, characterized in that: When the web-reinforced switch rail (5) is adapted to a reinforcing plate (2), the length of the reinforcing plate (2) is between the tip of the switch rail and the starting point of the planing of the rail head (301) and the rail base (302), and the reinforcing plate (2) is connected to the web-reinforced switch rail (5) by customized bolts (4); when the web-reinforced switch rail (5) is not provided with a reinforcing plate (2), the thickness of the web reinforcement part (6) is d mm thicker than that of the rail with a normal cross-section (1).

5. The web-reinforced switch rail according to claim 4, characterized in that: The web-reinforced switch rail (5) includes a type with a cut rail base or a type with a switch rail climbing slope.

6. The web-reinforced switch rail according to claim 5, wherein: When the web-reinforced switch rail (5) is not provided with a reinforcing plate (2), the stock rail (7) is a SAR48 kg / m stock rail, and the web-reinforced switch rail (5) is a SAR51 kg / m switch rail.

7. A turnout, characterized in that: The turnout includes the web-reinforced switch rail (5) described in any one of claims 1-6; it also includes a stock rail (7). The web-reinforced switch rail (5) is adapted to the stock rail (7). The stock rail (7) is equipped with rail braces (8) and elastic clips (9), and a rail pad (10) is provided at the bottom of the stock rail (7). A base plate (11) is provided at the bottom of the rail pad (10), a pad under the base plate (12) is provided at the bottom of the base plate (11), and a slide base (13) is provided between the base plate (11) and the web-reinforced switch rail (5). Switch tie bolts (14) and spring washers (15) are respectively provided on the left and right sides of the base plate (11) and the pad under the base plate (12).

8. The switch according to claim 7, characterized in that: The slide base (13) is a composite structure of a high manganese steel matrix combined with a 0.3 mm tungsten carbide coating.

9. The turnout according to claim 7, characterized in that: The base plate (11) is a Q345E low alloy steel base plate with a thickness ≥ 25 mm.

10. The turnout according to claim 7, characterized in that: The switch tie bolt (14) is a high-strength bolt structural member with a pre-tightening force of 10.9 grade.

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