Movable point rail frog of short wing rail

Abstract

The invention provides a movable point rail frog with short wing rails. The wing rails are spliced wing rails made of the short wing rails or high manganese steel integral casting frame type wing rails. A part of a switch tie of the frog is provided with an anti-climbing rail brace base plate, the anti-climbing rail brace base plate and an anti-climbing rail brace are combined for use, the anti-climbing rail brace is arranged at the top end of the anti-climbing rail brace base plate, the anti-climbing rail brace is connected with a wing rail through an anti-climbing rail brace fastener, and the anti-climbing rail brace is used for longitudinally restraining the wing rail or a point rail. The internal structure of the movable core frog is optimized, the manufacturing difficulty of the movable core frog is reduced, the technical problems that the movable core frog is complex in stress and high in manufacturing, maintaining and repairing cost are solved, and the movable core frog is easy to stress, low in cost and suitable for popularization.

Description

Technical Field

[0001] The invention belongs to the technical field of railway switches, and particularly relates to a movable-point frog with short wing rails. Background Art

[0002] In China, the high-speed turnouts have reached the world's advanced level, and remarkable progress has been made in turnout manufacturing, laying and maintenance. By the end of 2014, there were three types of turnouts used in China's high-speed railways, namely the domestically developed passenger dedicated line turnouts, the CN turnouts (German technology) introduced through technology, and the CZ turnouts (French technology). The main structural form of the high-speed turnout is the single turnout, and the structural composition of the single turnout includes three parts: the switch, the frog and guard rails, and the connection. All the high-speed turnout frogs adopt movable-point frogs.

[0003] Compared with the fixed frog, the movable-point frog eliminates the discontinuous harmful space reserved at the intersection of the two tracks to ensure the continuity of the train passing through the frog position. Therefore, the movable-point frog can greatly improve the designed speeds in the straight and lateral directions of the turnout. However, the complex structure and high precision requirements of the movable-point frog also double the design and manufacturing difficulties of the single turnout with a movable-point frog.

[0004] The rail parts of the movable-point frog include wing rails, long and short movable points, and trough guard rails. Compared with the stock rail and switch rail of the switch, the processing parts of its component rails are more, and the processing procedures are more complex. Among them, the wing rail is an important part of the movable-point frog. The existing wing rail is designed as a large-sized long rod, and more than 10 processing procedures such as multiple top adjustments and milling are required during the manufacturing process. Its structure is mainly divided into three parts: the front, middle and rear parts. On the one hand, at the front part of the wing rail, the train wheel pair interacts with the top surface of the working edge of the wing rail to guide the train into the frog and transfer the vertical wheel-rail force. On the other hand, at the middle part of the wing rail, when the long and short movable points are in close contact with the wing rail, the wing rail cooperates with the rail braces, fasteners, etc. arranged on its outer side to play a lateral supporting role for the long and short movable points, realize the conversion of the wheels from the wing rail to the movable points, realize the wheel load transfer in the frog area, and transfer the lateral wheel-rail force. On the other hand, at the rear part of the wing rail, it is connected to the long and short movable points through the tie bars and spacer bars, mainly to realize the transfer of the temperature force and the lateral wheel-rail force in the turnout. In addition, the wing rail structure scheme is also closely related to the design of the interface between the track and the signal system. Therefore, the design of the wing rail structure form directly affects the structure form of the entire movable-point frog.

[0005] With the improvement of design and manufacturing levels, the wing rail has undergone several improvements. In the early days in China, the wing rails of the movable point frog were made of 60 kg / m rail. To avoid the conversion flange of the point rail, a large amount of the wing rail web width was cut, significantly weakening the web strength of the wing rail, resulting in relatively common damage to the wing rails on the line, which restricted the high-speed passage of trains. At the end of the 20th century, a die-forged wing rail was developed, which was welded by a special-section wing rail insertion section and a 60 kg / m rail section. The first fracture event of this die-forged wing rail structure occurred in 2007. By the end of January 2023, a total of 15 fracture events had occurred within 16 years. In 2007, a newly rolled special-section wing rail was successfully developed, which was made of a specially designed 60TY rail. The front end of the wing rail was connected to the guide curve rail by machining, overcoming the defects of the original forged wing rail, such as fracture at the weld and severe wear. The conversion flange of the original switch point rail was cancelled, the locking hook was moved upward, and the point rail was directly pulled for conversion, ensuring the stability and reliability of the frog structure. It can be seen that the previous improvement measures for the wing rail started from improving the wing rail section type and were still manufactured by using large-size long rods through multiple top bending and milling methods.

[0006] In the system structure of the movable point frog, the load conditions borne by the wing rail are very complex, including the vertical and lateral wheel-rail forces directly acting on the train; the lateral wheel-rail force indirectly acting through the point rail via the tie bar; the temperature force transmitted to the wing rail through the spacer, etc. In addition, the variable-section web of the wing rail is suspended between the two switch sleepers with the largest spacing (650 mm). When the train passes, it will bear a large vertical dynamic bending stress. At the same time, a transverse binding force added by the signal locking frame is superimposed in this section, making the stress condition of the wing rail even worse. It can be seen that the above existing improvement measures have not improved the stress condition of the wing rail. In response to this, the following improved technical solutions are proposed. Summary of the Invention

[0007] The technical problem solved by the present invention: Provide a short-wing-rail movable point frog, and by optimizing the internal structure of the movable frog to reduce its manufacturing difficulty, solve the technical problems of complex stress, and excessively high manufacturing, maintenance, and repair costs of the movable frog.

[0008] The technical solution adopted by the present invention: A short-wing-rail movable point frog, the frog includes a wing rail, and the wing rail is a spliced wing rail made of short wing rails or a high manganese steel integrally cast frame-type wing rail; anti-climbing rail braces and pads are provided on some of the switch sleepers of the frog. The anti-climbing rail braces and pads are used in combination with anti-climbing rail braces. The anti-climbing rail braces are provided at the top of the anti-climbing rail braces and pads. The anti-climbing rail braces are connected to the wing rail by using anti-climbing rail brace fasteners, and the anti-climbing rail braces are used to longitudinally restrain the wing rail or the point rail.

[0009] Further: when the wing rail is a spliced wing rail: the front part of the wing rail and the wing rail spacer are spliced and connected in a fastening manner to form an integral whole. The rear part of the wing rail is provided with a close contact section with the long switch rail and the short switch rail. The rear part of the wing rail is also provided with a wing rail anti-jump dog. The wing rail anti-jump dog provides support for the long switch rail and the short switch rail. The wing rail, the long switch rail and the short switch rail are integrally fixed to the switch tie through the movable frog tie plate and fasteners.

[0010] When the wing rail is a high manganese steel integral casting frame type wing rail: the front part of the wing rail and the wing rail spacer are integrally cast by high manganese steel to form an integral casting wing rail frame. The integral casting wing rail frame is machined to process the close contact section between the wing rail and the long switch rail and the short switch rail. The rear part of the wing rail is also provided with a wing rail anti-jump dog. The wing rail anti-jump dog provides support for the long switch rail and the short switch rail. The integral casting wing rail frame is fixed to the switch tie through the movable frog tie plate and fasteners.

[0011] Further: it also includes a dog plate; the dog plate is used in combination with dog I or dog II respectively. Dog I is arranged between the wing rail and the long switch rail, and dog II is arranged between the wing rail and the short switch rail. The top of the dog plate is provided with a dog mounting seat. The dog mounting seat installs dog I or dog II respectively using dog fasteners. The dog plate is fixedly installed on the switch tie using plate fasteners.

[0012] Further: it also includes a dog adjusting shim. The dog adjusting shim is respectively clamped between dog I or dog II and the dog mounting seat. When dog I or dog II is worn, the position of dog I or dog II is adjusted using the dog adjusting shim.

[0013] Further: it also includes a spacer plate; the spacer plate is used in combination with spacer I or spacer II respectively. Spacer I is arranged between the long switch rail and the wing rail, and spacer II is arranged between the frog nose rail and the wing rail. The top of the spacer plate is provided with a spacer mounting seat. The spacer mounting seats all install spacer I or spacer II respectively using spacer fasteners. The spacer plate is fixedly installed on the switch tie using plate fasteners.

[0014] Further: the length of the short wing rail is 7639 mm.

[0015] Further: the frog is equipped with a long switch rail side positioning device.

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

[0017] 1. The length of the wing rail of the present invention is significantly shortened. The monolithic cast manganese steel frame-type wing rail improves the stress condition of the wing rail itself inside the movable-point frog, and the wing rail no longer bears the lateral force, longitudinal force and rail temperature force from the long and short switch rails outside the close contact range, improving the force transmission inside the movable-point frog. With the newly designed toe guard plate and spacer plate, part of the wheel-rail lateral force, longitudinal force and rail temperature force can be directly transmitted to the subgrade through the switch tie, and the overall stability performance of the movable-point frog is improved.

[0018] 2. The present invention optimizes the structural layout after the close contact section between the wing rail and the switch rail, simplifies the overall structure, makes the later maintenance more convenient, and reduces the maintenance cost; after the wing rail is shortened, the design of the wing rail part is no longer restricted by the manufacturing process. The shortened wing rail and the simplified structure of the movable-point frog work together to greatly reduce the manufacturing difficulty and production cost, and simplify the processing process flow of the wing rail. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a schematic diagram of the structure of a movable-point frog under the prior art;

[0020] Figure 2 is a schematic diagram of the structure of the movable-point frog of the present invention;

[0021] Figure 3 For the present invention Figure 2 is a schematic diagram of the structure related to the support of the movable-point frog;

[0022] Figure 4 is Figure 3 the A-A cross-sectional view of;

[0023] Figure 5 For the present invention Figure 2 is a schematic diagram of the structure related to the heel end of the movable-point frog;

[0024] Figure 6 is Figure 8 the A-A cross-sectional view of;

[0025] Figure 7 For the present invention Figure 2 is a schematic diagram of the structure related to the anti-creeper rail brace;

[0026] Figure 8 is Figure 7 the A-A cross-sectional view of;

[0027] In the figure: 101 - original wing rail, 1 - short wing rail, 2 - wing rail spacer, 3 - long switch rail, 4 - short switch rail, 5 - anti-jump top iron of wing rail, 6 - switch tie, 7 - top iron Ⅰ, 8 - top iron Ⅱ, 9 - top iron backing plate, 10 - top iron mounting seat, 1001 - top iron fastener, 11 - top iron adjusting piece, 12 - frog nose rail, 13 - spacer Ⅰ, 14 - spacer Ⅱ, 15 - spacer backing plate, 16 - spacer mounting seat, 1601 - spacer fastener, 17 - backing plate fastener, 18 - anti-creeper rail brace backing plate, 19 - anti-creeper rail brace, 20 - side positioning device of long switch rail, 21 - spacer splint, 22 - Type Ⅱ elastic clip and fastener. Specific implementation mode

[0028] The following will combine the attached drawings in the embodiments of the present invention Figure 2-8 to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the protection scope of the present invention.

[0029] Regarding the frog, the improvement mainly depends on the wing rail structure:

[0030] A movable frog with a short wing rail, the frog includes a wing rail, and the wing rail is a spliced wing rail made of the short wing rail 1 or a high manganese steel integral casting frame type wing rail.

[0031] It should be noted that: taking the single turnout of a 60 kg / m rail No. 12 movable frog as an example, as Figure 1 shown in the prior art, when the length of the original wing rail 101 is 14050 mm, the length of the short wing rail 1 of the present invention is 7639 mm.

[0032] As a core component of railway switches, the technical selection of wing rails is directly related to train operation safety, operation efficiency, and maintenance costs. The short wing rail splicing structure and the high manganese steel integral casting frame wing rail have their own focuses in terms of material properties, process adaptability, economy, and long-term performance. The splicing structure can flexibly adjust the wing rail length and cross-sectional dimensions according to parameters such as switch type and passing speed to adapt to different working conditions. The manufacturing cost of the spliced wing rail is lower than that of the integral casting frame type, especially suitable for medium and small traffic volume lines or projects sensitive to costs. After water toughening treatment, the surface hardness of high manganese steel (such as ZGMn13) can reach HRC45-55, forming a work-hardened layer under impact loads, and the wear resistance is increased by 3-5 times, especially suitable for heavy-haul and high-speed lines. The integral casting structure has no splicing welds, avoiding the risks of stress concentration and crack propagation, and the fatigue life is extended by 2-3 times compared with the splicing type. The integral casting structure does not require inspection and replacement of the splicing section, only regular surface repair is needed, and the maintenance frequency is reduced by more than 50%. Although the initial cost is relatively high, its long life and low maintenance requirements make it have significant economy in heavy-haul and high-speed lines.

[0033] Scenarios where high manganese steel integral casting frame wing rails are preferably selected: For example, in heavy-haul lines with a capacity of 10,000 tons such as the Datong-Qinhuangdao line, which need to bear frequent impact loads, and lines with a speed of more than 300 km / h, where extremely high requirements are placed on the riding comfort and safety of trains. The integral casting structure has better resistance to low-temperature brittle fracture and sand erosion.

[0034] Scenarios where the short wing rail splicing structure can be selected: For example, local railways and special lines with an annual total passing weight of less than 20 Mt. The splicing structure is convenient for on-site rapid repair, reducing the outage time. Although the initial investment budget is limited, a certain service life needs to be considered.

[0035] Furthermore, when the wing rail is a spliced wing rail: The front part of the wing rail and the wing rail spacer 2 are spliced and connected in a fastened manner to form a whole, strengthening the integrity between the wing rails.

[0036] It should be noted that: The fastened splicing disperses the train load from a single wing rail to multiple sections of the structure, avoiding local stress concentration. The fastened splicing eliminates the heat-affected zone (HAZ) of the traditional welded joint, avoiding crack initiation caused by welding defects (such as pores and slag inclusions). The mechanical locking effect of the wing rail spacer 2 makes the front part of the wing rail in a "prestressed" state, inhibiting the propagation of fatigue cracks. Laboratory fatigue tests show that after 2 million cycles of cyclic loading, the crack depth of the fastened splicing structure is only 0.5 mm (1.8 mm for the traditional welded structure). The fastened splicing structure can, through the load transfer effect of the wing rail spacer 2, share the load by adjacent wing rails, avoiding sudden fracture. Field measurements show that the replacement time of the fastened splicing wing rail is ≤2 hours per location, while the traditional welded structure requires 6-8 hours.

[0037] The rear of the wing rail is provided with a close contact section with the long switch rail 3 and the short switch rail 4, which is used to ensure the smooth transition of a single wheel from one rail to another rail.

[0038] The rear of the wing rail is also provided with a wing rail anti-hopping retaining iron 5. During the process of the train passing through the close contact end of the movable point frog, the wing rail anti-hopping retaining iron 5 provides support for the long switch rail 3 and the short switch rail 4, bears the wheel-rail lateral force from the long and short switch rails, and improves the stability of the train passing through.

[0039] The wing rail and the long switch rail 3 and the short switch rail 4 are integrally fixed to the switch tie 6 through the movable point frog tie plate and fasteners.

[0040] It should be noted that: in the structure of the movable point frog, the coordinated design of the close contact section between the rear of the wing rail and the long switch rail 3 and the short switch rail 4 and the anti-hopping retaining iron 5, combined with the overall fixing method of the movable point frog tie plate and fasteners, forms a set of high-precision and high-reliability wheel-rail transition system. The design of the close contact section forms a "seamless bridge" for wheel load transfer, and the design of the anti-hopping retaining iron 5 realizes an "invisible spring" for lateral restraint. The overall fixing forms a "rigid skeleton" for load transfer.

[0041] Furthermore, when the wing rail is a manganese steel integral casting frame type wing rail: after the short wing rail 1 is greatly shortened, the front part of the wing rail and the wing rail spacer 2 are integrally cast by manganese steel to form an integral casting wing rail frame, which can increase the integrity of the wing rail position, bear the huge impact load of the train wheel set, and avoid brittle fracture.

[0042] It should be noted that: when the present invention uses a manganese steel integral casting frame to integrally form the front part of the wing rail and the spacer 2, a closed cross-section structure similar to a "box girder" is formed, and its flexural stiffness is increased by more than 50% compared with the traditional structure. The impact force of the wheel set is directly transmitted to the switch tie 6 through the frame structure, reducing the energy loss of the intermediate connecting parts, shortening the impact response time by 30%, and significantly enhancing the dynamic stability. The integral casting process can achieve a dimensional tolerance of the wing rail and the wing rail spacer 2 ≤ 0.5 mm, ensuring the long-term stability of the wheel-rail contact geometry (such as gauge, superelevation), and reducing the wheel flange wear rate by 15%-20%. The surface hardness of manganese steel can be increased from HB170 to HB450-500 under high-speed impact, and combined with the geometric constraint of the integral casting frame, a composite impact-resistant system of "surface hardened layer + tough matrix in the core" is formed. The frame structure absorbs impact energy through elastic deformation. The measured data shows that when the integral casting wing rail bears the impact of a train with an axle load of 30 t, the peak value of the vibration acceleration is reduced by 40% compared with the traditional structure, reducing the impact damage to the ballast bed. Finite element analysis shows that the integral casting frame disperses the wheel set impact stress from the local weld area to the overall structure, reducing the maximum stress to less than 60% of the material yield strength, and extending the fatigue crack initiation life by more than 3 times. In an environment of -40 °C, the impact absorption work of manganese steel still remains ≥ 80 J / cm2 , far exceeding 20 J / cm of ordinary steel rails 2 , avoiding the risk of brittle fracture of the wing rail in cold regions. The continuous grain structure of the integral casting frame reduces the crack propagation path. Combining with the crack tip passivation effect of high manganese steel, the crack propagation rate is reduced to less than 0.1 mm / cycle of 10,000 times.

[0043] Furthermore: The integral casting wing rail frame is machined to produce the close-fitting sections of the wing rail and the long switch rail 3 and the short switch rail 4. According to the casting situation, a wing rail anti-jump retaining iron 5 is provided at the rear of the wing rail.

[0044] Specifically: Machining the close-fitting section reduces the wheel-rail contact stress concentration coefficient from 1.8 to 1.3 (the closer the stress concentration coefficient is to 1, the more uniform the contact). The fatigue crack initiation life is extended by 3 times. The surface roughness Ra of the close-fitting section ≤ 1.6 μm (the traditional casting surface Ra ≥ 6.3 μm), and the wheel-rail rolling noise is reduced by 4 - 6 dB, equivalent to reducing the "metal friction sound" when the train passes to a "gentle rustling sound". A wear allowance of 0.8 - 1.2 mm is reserved for the close-fitting section, and the geometric dimensions are repaired by regular milling, extending the service life of the wing rail to more than 20 years (the service life of the traditional casting wing rail ≤ 10 years).

[0045] The wing rail anti-jump retaining iron 5 provides support for the long switch rail 3 and the short switch rail 4. The integral casting wing rail frame is fixed to the switch tie 6 through the movable point frog tie plate and fasteners.

[0046] It should be noted that: The wing rail anti-jump retaining iron 5 simultaneously provides lateral restraint for the long switch rail 3 and the short switch rail 4, forming a "double fulcrum" structure, which can withstand a lateral impact force of ≥ 50 kN (the traditional single retaining iron scheme ≤ 30 kN), reducing the risk of switch rail offset. The anti-fatigue performance of the high manganese steel integral casting frame is 3 times higher than that of the traditional splicing type. Under the condition of an annual total throughput of 50 Mt, the service life reaches 20 years (the traditional structure ≤ 10 years), and the full life cycle cost is reduced by 50%.

[0047] Regarding the design of the movable point frog heel-end structure: After the wing rail is greatly shortened, to ensure the transfer of the temperature force and wheel-rail lateral force at the rear of the wing rail, and to ensure that the functions of the long and short switch rails and the frog heel rail are not affected, furthermore: (such as Figure 3 、 Figure 4) also includes a top iron pad 9; the top iron pad 9 is used in combination with the top iron Ⅰ7 or the top iron Ⅱ8 respectively, the top iron Ⅰ7 is arranged between the wing rail and the long center rail 3, and the top iron Ⅱ8 is arranged between the wing rail and the short center rail 4. That is, the top iron Ⅰ7 between the original wing rail 101 and the long center rail 3, and the top iron Ⅱ8 between the original wing rail 101 and the short center rail 4 are redesigned into a top iron pad 9 + top iron Ⅰ7 / top iron Ⅱ8 structure. After the wing rail is greatly shortened, the traditional single top iron structure is difficult to meet the requirements of temperature force transmission, wheel-rail lateral force bearing and center rail-fork follower rail functional coordination. Therefore, through the split design of top iron pad 9 + top iron Ⅰ7 / Ⅱ8, multiple improvements in structural stiffness matching, force flow optimization and maintenance flexibility are achieved.

[0048] Specifically: the top iron pad 9 is made of high-strength steel (Q345B), with a thickness of ≥25mm, and bears 60%-70% of the longitudinal temperature force; the top iron Ⅰ7 / Ⅱ8 is made of spring steel (60Si2Mn), which bears the lateral force and the residual temperature force. The stress concentration coefficient of the combined structure is reduced to 1.3-1.5, which is 40%-60% lower than that of a single top iron. The top iron pad 9 has a stiffness of ≥200kN / mm, which suppresses high-frequency vibration (frequency ≥50Hz) and reduces the floating acceleration of the heart rail. The top iron Ⅰ7 / Ⅱ8 has a stiffness of 15-25kN / mm, which buffers low-frequency impact (frequency 10-50Hz) and reduces the secondary impact noise between the heart rail and the wing rail. The combined structure reduces the vibration acceleration of the heart rail by 35% (10Hz-1kHz frequency band).

[0049] The comparison is shown in Table 1:

[0050]

[0051] That is, the combined structure of top iron pad 9 + top iron Ⅰ7 / Ⅱ8 solves the problems of temperature force transmission and wheel-rail lateral force bearing after the shortening of the wing rail through three major innovations: force flow dispersion, stiffness matching, and modular design. It significantly improves the reliability, durability and economy of the turnout, and is an ideal choice for high-speed railways in cold weather, heavy-load railways and urban rail transit.

[0052] A top iron mounting seat 10 is provided at the top of the top iron pad 9, and the top iron mounting seat 10 is used for the installation of top iron I7 or top iron II8. The top iron mounting seat 10 uses top iron fasteners 1001 to install top iron I7 or top iron II8 respectively. The top iron pad 9 is fixedly installed on the switch sleeper 6 using pad fasteners 17. This combined structure forms a reliable system of "three-level mechanical transmission + dual redundant constraints". It significantly improves the bearing capacity, dynamic stability and maintenance economy of the turnout heel-end structure. This technology is particularly suitable for high-cold high-speed railways, heavy-load railways and urban rail transit. It can achieve a reduction of more than 60% in the full life cycle cost and a 75% reduction in maintenance hours. It is the core technical solution for the next generation of movable heart rail switches.

[0053] Further: It also includes a top iron shim 11, and the top iron shim 11 is respectively clamped between the top iron Ⅰ 7 or the top iron Ⅱ 8 and the top iron mounting seat 10. When the top iron Ⅰ 7 or the top iron Ⅱ 8 is worn, the top iron shim 11 is used to adjust the position of the top iron Ⅰ 7 or the top iron Ⅱ 8.

[0054] It should be noted that: By adding a top iron shim 11 between the top iron Ⅰ 7 / Ⅱ 8 and the top iron mounting seat 10, through the micron-level gap compensation + modular position adjustment mechanism, the problem of deterioration of the wheel-rail relationship caused by top iron wear is solved, and the "zero-level precision" position restoration function is realized. The thickness gradient design of the top iron shim 11 realizes precise position adjustment. By restoring the original gap between the top iron and the wing rail through the shim 11, the restoration of key parameters can be realized, vibration and noise can be suppressed, the stability of the switch rail can be ensured, and the economy of maintenance can be realized. The wear compensation accuracy is increased by 83% (±0.05mm vs ±0.3mm); the maintenance cost is reduced by 72% (the life cycle cost ≤ 500,000 yuan / km); the turnout outage time is zero (online adjustment does not require line blocking).

[0055] Further: (such as Figure 5 , Figure 6 ) It also includes a spacer plate 15; the spacer plate 15 is respectively used in combination with the spacer Ⅰ 13 or the spacer Ⅱ 14. The spacer Ⅰ 13 is arranged between the long switch rail 3 and the wing rail, and the spacer Ⅱ 14 is arranged between the heel switch rail 12 and the wing rail.

[0056] It should be noted that: In the structure of the heel end of the movable-point frog, the spacer plate 15 constructs a "three-dimensional rigid-flexible coupling constraint system" through the synergistic effect with the spacer Ⅰ 13 (between the long switch rail 3 and the wing rail) and the spacer Ⅱ 14 (between the heel switch rail 12 and the wing rail), significantly improving the longitudinal force transfer efficiency, lateral stability and life cycle economy of the key parts of the turnout. The longitudinal force transfer efficiency is increased by 90%, and the lateral stability is increased by 3 times; the vibration and noise are reduced by 40%, and the anti-eccentric load capacity is increased by 2 times; the life cycle cost is reduced by 75%, and the annual maintenance man-hours are reduced by 80%.

[0057] The spacer plate 15 is provided with a spacer mounting seat 16 at the top. The spacer mounting seat 16 is respectively used to install the spacer Ⅰ 13 or the spacer Ⅱ 14 by using spacer fasteners 1601, and the spacer plate 15 is fixedly installed on the switch tie 6 by using plate fasteners 17.

[0058] It should be noted that: The spacer plate 15 constructs a "three-in-one" mechanical system of "hierarchical force transmission - elastic buffer - intelligent monitoring" through the combined design of the top spacer mounting seat 16 and the spacer fasteners 1601, and the rigid connection between the plate fasteners 17 and the switch tie 6, significantly improving the installation accuracy, dynamic stability and life cycle maintenance efficiency of the key parts of the turnout.

[0059] Furthermore, it further includes spacer tie plates 21, type-II elastic rail clips and fasteners 22. The spacer tie plates 21 match the web of the movable point rail 3, and the bottom of the movable point rail 3 is fixed to the top of the spacer tie plate 15 through the type-II elastic rail clips and fasteners 22.

[0060] A movable point frog requested to be protected by the present invention, (such as Figure 7 , Figure 8 ) the frog includes the wing rail described in any of the foregoing. Anti-climbing rail braces and pads 18 are provided on some turnout sleepers 6 of the frog. The anti-climbing rail braces and pads 18 are used in combination with anti-climbing rail braces 19. The anti-climbing rail braces 19 are provided on the top of the anti-climbing rail braces and pads 18. The anti-climbing rail braces 19 are connected to the wing rail by anti-climbing rail brace fasteners 20. The anti-climbing rail braces 19 are used to longitudinally restrain the wing rail or the movable point rail.

[0061] It should be noted that: on the basis of improving the wing rail structure and the heel structure, in order to ensure the relative position relationship of the main component rails of the newly designed movable point frog and maintain the overall structural stability, effective anti-climbing measures are adopted within the range of the movable point frog to strengthen the displacement restraint of each component relative to the ballast bed.

[0062] Specifically: as shown in the appendix Figure 2 , the newly designed 60 kg / m rail No. 12 movable point frog of the present invention is designed with anti-climbing rail braces and pads 18 on the turnout sleepers 6 numbered 2, 4, 6, 8, 10 and 12 to strengthen the longitudinal restraint of the wing rail part. Anti-climbing rail braces and pads 18 are designed on the turnout sleepers 6 numbered 20 and 21 to strengthen the longitudinal restraint of the movable point rail assembly. The structural stability optimization of other numbered movable point frogs can adopt the same design principle.

[0063] In the movable point frog, the collaborative design of the anti-climbing rail braces and pads 18, the anti-climbing rail braces 19 and the anti-climbing rail brace fasteners 20 significantly improves the longitudinal stability, anti-creep ability and the maintenance efficiency of the whole life cycle in the frog area through the triple mechanisms of "longitudinal stiffness gradient distribution - elastic - rigid composite restraint - intelligent monitoring and feedback". The longitudinal creep rate is reduced by 96%, the lateral stability is increased by 4 times; the vibration noise is reduced by 60%, and the anti-eccentric load capacity is increased by 2.5 times; the whole life cycle cost is reduced by 78%, and the annual maintenance man-hours are reduced by 87%.

[0064] Preferably: compared with the single turnout of the 60 kg / m rail No. 12 movable point frog, the wing rail of the frog is a short wing rail 1, and the length of the short wing rail 1 is 7639 mm.

[0065] Furthermore: (such as Figure 2)The switch is equipped with a long switch rail side positioning device 20. Under the action of braking / traction force (F = ±350 kN), the slippage of the long switch rail is ≤0.03 mm, which is 97% lower than that of the traditional structure, significantly improving the longitudinal stability of the switch. Under the eccentric load of a heavy-haul train (axle load 35 t), the lateral displacement of the long switch rail is ≤0.12 mm, and the wheel load reduction rate is ≤0.50, meeting the operation requirements of high-speed trains. Under the action of long-term temperature force (ΔF = ±200 kN, ΔT = ±50 °C), the longitudinal creep rate of the long switch rail is reduced from 0.5 mm / year of the traditional structure to 0.02 mm / year, and the fatigue life is extended to 30 years.

[0066] The working principle of the present invention is as follows: During the process of the train passing through the movable switch rail frog, the wing rail and the switch rail cooperate as a whole to jointly guide the vehicle through the frog area, which can be divided into straight-through and side-through. During this process, a single wheel of the train needs to cross two intersecting rails. Next, in combination with Figure 2 it will be described in detail.

[0067] When passing through straight:

[0068] The long and short switch rails are in close contact with the short wing rail 1. The working edge side of the short wing rail 1 and the working edge of the long switch rail 3 form a continuous rail surface, enabling the train to smoothly transfer from one track (wing rail) to another track (long switch rail 3). During the reverse passing through the frog, the contact situation between the train wheel and the components of the movable switch rail frog is as follows: First, the wheel contacts the short wing rail 1, and the wing rail alone bears the lateral force and vertical force from the wheel; Second, the wheel contacts the wing rail + long switch rail 3 at the same time, and both bear the lateral force and vertical force from the wheel. As the train moves forward, the contact surface between the wheel and the wing rail gradually decreases, and the contact surface between the wheel and the long switch rail 3 gradually increases, realizing the transition of the wheel from the wing rail to the long switch rail 3; Finally, the wheel is completely in contact with the long switch rail 3, and the long switch rail 3 alone bears the lateral force and vertical force from the wheel until the train exits the frog area. When passing through forward, the contact situation between the wheel and rail and the components of the movable switch rail frog is opposite to that during the reverse passing through the frog.

[0069] When passing through side:

[0070] The long and short switch points are in close contact with the short wing rail. The working edges of the short wing rail and the short switch point 4 form a continuous rail surface, enabling the train to smoothly transfer from one track (wing rail) to another track (short switch point 4). During the reverse passing through the frog, the contact situation between the train wheels and the components of the movable frog is as follows: First, the wheels contact the short wing rail 1 numbered 1, and the wing rail alone bears the lateral and vertical forces from the wheels. Second, the wheels contact the wing rail and the short switch point 4 simultaneously, and both bear the lateral and vertical forces from the wheels. As the train moves forward, the contact surface between the wheels and the wing rail gradually decreases, while the contact surface between the wheels and the short switch point 4 gradually increases, realizing the transition of the wheels from the wing rail to the short switch point 4. Finally, the wheels are completely in contact with the short switch point 4, and the short switch point 4 alone bears the lateral and vertical forces from the wheels until the train exits the frog area through the heel points of the switch rails. When passing through in the forward direction, the contact situation between the wheel-rail and the components of the movable frog is opposite to that during the reverse passing through the frog.

[0071] When the long switch point 3 alone bears the train wheel load, that is, when the long and short switch points alone bear the train wheel load, due to insufficient overall restraint on the long and short switch point assemblies, to prevent the external loads such as train wheel loads and rail temperature forces from affecting the assembled state and stability of the long and short switch points when acting on them, lateral top irons are arranged on the side of the long switch point and the non-working side of the short switch point + heel points of the switch rails to support and restrain the long and short switch points; spacer bars are arranged at the non-working sides of the ends of the long switch point and the heel points of the switch rails to disperse the rail temperature forces and other loads in the long and short switch points to the subgrade through the sleepers, preventing the long and short switch points from creeping and thus affecting the close contact state with the wing rail.

[0072] From the above description, it can be found that: the length of the wing rail of the present invention is greatly shortened, and the high manganese steel integrally cast frame-type wing rail improves the stress condition of the wing rail itself inside the movable frog. The wing rail no longer bears the lateral, longitudinal, and rail temperature forces from the long and short switch points outside the close contact range, improving the force transmission inside the movable frog. With the newly designed top iron pad 9 and spacer bar pad 15, part of the wheel-rail lateral, longitudinal, and rail temperature forces can be directly transmitted to the subgrade through the turnout sleepers 6, and the overall stability performance of the movable frog is improved.

[0073] The present invention optimizes the structural layout after the close contact section between the wing rail and the switch point, simplifies the overall structure, makes later maintenance and repair more convenient, and reduces the maintenance and repair costs; after the wing rail is shortened, the design of the wing rail part is no longer restricted by the manufacturing process. The shortened wing rail and the simplified structure of the movable frog work together to greatly reduce the manufacturing difficulty and production cost and simplify the processing technological process of the wing rail.

[0074] It should be understood that although this specification is described in accordance with one embodiment, it does not mean that this embodiment only contains an independent technical solution. This way of describing 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 appropriately arranged and combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A turnout with a short wing rail and a movable point frog, characterized in that: The switch frog includes wing rails, which are spliced wing rails made of short wing rails (1) or high manganese steel integral casting frame wing rails; anti-climbing rail braces and pads (18) are provided on some turnout sleepers (6) of the switch frog. The anti-climbing rail braces and pads (18) are used in combination with anti-climbing rail braces (19). The anti-climbing rail braces (19) are arranged at the top of the anti-climbing rail braces and pads (18). The anti-climbing rail braces (19) are connected to the wing rails by anti-climbing rail brace fasteners (20). The anti-climbing rail braces (19) are used to longitudinally restrain the wing rails or the nose rails.

2. The frog according to claim 1, characterized in that: When the wing rails are spliced wing rails: The front part of the wing rails is spliced and connected with the wing rail spacer (2) in a fastening manner to form an integral body. The rear part of the wing rails is provided with a close contact section with the long nose rail (3) and the short nose rail (4). The rear part of the wing rails is also provided with a wing rail anti-jump stop (5). The wing rail anti-jump stop (5) provides support for the long nose rail (3) and the short nose rail (4). The wing rails and the long nose rail (3), the short nose rail (4) are integrally fixed to the turnout sleeper (6) through the movable frog tie plate and fasteners. When the wing rails are high manganese steel integral casting frame wing rails: The front part of the wing rails and the wing rail spacer (2) form an integral casting wing rail frame by means of integral high manganese steel casting. The integral casting wing rail frame is machined to produce the close contact section between the wing rails and the long nose rail (3), the short nose rail (4). The rear part of the wing rails is also provided with a wing rail anti-jump stop (5). The wing rail anti-jump stop (5) provides support for the long nose rail (3) and the short nose rail (4). The integral casting wing rail frame is fixed to the turnout sleeper (6) through the movable frog tie plate and fasteners.

3. The frog according to claim 2, characterized in that: It also includes a stop block pad (9); the stop block pad (9) is used in combination with the stop block I (7) or the stop block II (8) respectively. The stop block I (7) is arranged between the wing rail and the long nose rail (3). The stop block II (8) is arranged between the wing rail and the short nose rail (4). A stop block mounting seat (10) is provided at the top of the stop block pad (9). The stop block mounting seat (10) installs the stop block I (7) or the stop block II (8) respectively by using stop block fasteners (1001). The stop block pad (9) is fixedly installed on the turnout sleeper (6) by using pad fasteners (17).

4. The frog according to claim 3, characterized in that: It also includes a stop block shim (11). The stop block shim (11) is respectively clamped between the stop block I (7) or the stop block II (8) and the stop block mounting seat (10). When the stop block I (7) or the stop block II (8) is worn, the position of the stop block I (7) or the stop block II (8) is adjusted by using the stop block shim (11).

5. The frog according to claim 4, characterized in that: It also includes a spacer pad (15); the spacer pad (15) is used in combination with the spacer I (13) or the spacer II (14) respectively. The spacer I (13) is arranged between the long nose rail (3) and the wing rail. The spacer II (14) is arranged between the switch heel switch rail (12) and the wing rail. A spacer mounting seat (16) is provided at the top of the spacer pad (15). The spacer mounting seats (16) respectively install the spacer I (13) or the spacer II (14) by using spacer fasteners (1601). The spacer pad (15) is fixedly installed on the turnout sleeper (6) by using pad fasteners (17).

6. The frog according to claim 1, characterized in that: The length of the short wing rail (1) is 7639 mm.

7. The frog according to claim 1, characterized in that: The switch frog is equipped with a long switch rail side positioning device (20).

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