Modular inlaid wing rail

Abstract

The modular inlaid wing rail is provided, the wing rail comprises an inlaid block and a positioning key which are matched with the wing rail, and the positioning key is arranged between the wing rail and the inlaid block; and the embedded block, the positioning key and the wing rail form a modular embedded wing rail. The wing rail, the inlaid block and the positioning key are of a modular combined structure, and the technical problems that in the prior art, a wing rail inlaid block is large in structure size, complex in profile, large in raw material consumption, low in material utilization rate and large in manufacturing difficulty are solved; compared with a traditional inlaid wing rail, due to the fact that the specification of the inlaid block is reduced, the use amount of forged steel manganese steel or alloy steel is reduced, machining allowance is reduced, manufacturing materials and manufacturing difficulty of the inlaid block are reduced, and manufacturing cost is reduced. The modular structure is beneficial to online replacement, and the maintenance cost is reduced.

Description

Technical Field

[0001] This invention belongs to the field of switch technology, specifically relating to a modular inlaid wing rail. Background Technology

[0002] Currently, using an alloyed high-manganese steel material system, through refining, forging, and heat treatment processes, forged high-manganese steel blanks have been developed. Using these blanks as raw materials, inlaid wing rail type forged high-manganese steel combined forks have been developed. This product meets the market demand for long-life, low-maintenance forks.

[0003] However, both alloy steel and forged high-manganese steel frogs with inlaid wing rails suffer from problems such as high raw material consumption, low material utilization, and high manufacturing difficulty due to the large size and complex shape of the wing rail inlay blocks, thus increasing manufacturing and maintenance costs. To address these issues, the following improved technical solutions are proposed. Summary of the Invention

[0004] The technical problem solved by this invention is to provide a modular inlay wing rail, which adopts a modular combination structure for the wing rail, inlay block, and positioning key, thereby solving the technical problems of large structural size, complex shape, large amount of raw materials, low material utilization, and high manufacturing difficulty of the existing wing rail inlay block.

[0005] The technical solution adopted in this invention is: a modular inlaid wing rail, wherein the wing rail includes an inlaid block and a positioning key adapted to it, and the positioning key is disposed between the wing rail and the inlaid block; the inlaid block, the positioning key and the wing rail together form a modular inlaid wing rail.

[0006] In the above technical solution, further: a positioning hole is formed on the side of the inlay block facing the wing rail, and a countersunk hole is formed on the side of the inlay block facing away from the wing rail; one side of the positioning key is embedded in the positioning hole, and the other side of the positioning key abuts against the wing rail.

[0007] In the above technical solution, further: one side of the positioning key is a stepped vertical surface, and the other side has a protruding part; the stepped vertical surface fits snugly with the positioning hole of the inlay block; the protruding part abuts against the wing rail; and the positioning key has a bolt hole I in the center.

[0008] In the above technical solution, further: the protrusion has a middle side arc, an upper inclined surface, and a lower inclined surface I, the middle side arc abutting against the waist of the wing rail; the upper inclined surface abutting against the lower jaw of the wing rail head, and the lower inclined surface I abutting against the bottom corner of the wing rail.

[0009] In the above technical solution, the inlay block is further provided with bolt holes II and lower inclined surfaces II, wherein the bolt holes II are concentrically arranged with the positioning holes and countersunk holes; and the lower inclined surfaces II abut against the upper inclined surfaces of the bottom of the wing rail.

[0010] In the above technical solution, the top surface height of the front and rear ends of the inlay block is lower than the top surface height of the rail head of the wing rail.

[0011] In the above technical solution, further: the height difference between the top surface of the front end of the inlay block and the top surface of the wing rail is h1, where h1 is 2mm to 40mm; the height difference between the top surface of the rear end of the inlay block and the top surface of the wing rail is h2, where h2 is 2mm to 40mm.

[0012] In the above technical solution, the inlay block further includes the following: the width of the inlay block gradually decreases from the middle to both ends, and the two ends have rounded edges.

[0013] In the above technical solution, further: the material of the inlay block is forged high manganese steel or alloy steel; the material of the positioning key is ordinary carbon steel.

[0014] In the above technical solution, further: the gap L between the widest part of the inlay block and the wing rail head is 0.1mm to 10mm.

[0015] Advantages of this invention compared to existing technologies: 1. The modular inlaid wing rail of the present invention is composed of a wing rail, an inlaid block, and a positioning key in a modular and separate structure. Compared with the traditional inlaid wing rail, the inlaid block is smaller in size, which helps to reduce the amount of forged manganese steel or alloy steel used, reduce machining allowance, reduce the material used and manufacturing difficulty of the inlaid block, and reduce manufacturing costs. The modular structure facilitates online replacement, reducing maintenance costs for users.

[0016] 2. The positioning key embedded installation structure of the present invention only requires replacement of parts that bear heavy loads and are subjected to wheel crushing, such as the frog, insert block and high-strength bolt pair, without the need for online replacement of the positioning key. The positioning key can be reused, reducing the cost of online replacement of the turnout.

[0017] 3. The modular inlaid wing rail structure of the present invention is structurally stable, easy to manufacture and maintain, reliable in performance, and has excellent versatility and flexibility.

[0018] 4. The positioning hole design of this invention provides precise and reliable structural positioning, effective abutment positioning, flexible and adaptable installation, adjustable quantity as needed, flexible position, durable structure, enhanced overall structural integrity, improved structural stability, and facilitates maintenance and repair.

[0019] 5. The present invention features precise vertical positioning of the steps, stable and reliable auxiliary positioning of the protrusions, enhanced high-strength bolt connections, double connection protection, reasonable force distribution, dispersed stress concentration, optimized force transmission, convenient maintenance, easy disassembly and repair, replaceable components, and reduced maintenance costs.

[0020] 6. The design of the protruding positioning key in this invention, as well as the requirement for specific serial number positioning keys to contact multiple parts of the wing rail, offer significant technical advantages in railway frog structures. These advantages include enhanced stability, precise multi-faceted fit for precise positioning, enhanced positioning through specific serial numbers, optimized stress distribution, reduced stress concentration by dispersing loads, proper load transfer to the wing rail, improved structural reliability, increased connection strength, adaptability to complex working conditions, ease of checking positioning status, and convenient replacement and maintenance.

[0021] 7. The present invention features a bolt hole II and a lower inclined surface II in the inlay block. The concentric bolt hole II strengthens the connection, and the multi-part connection enhances the overall integrity and makes the connection stable. The lower inclined surface II optimizes the load transmission path and works in conjunction with the positioning key to transmit the load, thereby improving safety. It adapts to the geometry of the wing rail, facilitates installation and adjustment, has excellent structural adaptability, makes it easy to check the connection status, and is easy to replace and maintain.

[0022] 8. This invention designs the top surfaces of the front and rear ends of the insert block to be lower than the top surface of the wing rail head, and sets a specific height difference range. This has significant technical advantages in facilitating the smooth passage of wheels through the frog and preventing the insert block from falling off at weak points. It can guide the wheels to pass smoothly, providing a reasonable transition and reducing bouncing and swaying; it prevents the insert block from falling off at weak points, disperses impact force, and reduces stress concentration; it is adaptable to different working conditions and vehicle types, has a certain degree of versatility, and can take into account changes in train operating speed; it is easy to maintain and repair, easy to observe and detect, and reduces maintenance costs.

[0023] 9. The design of the inlay block of this invention, which gradually reduces in width from the middle to both ends and has rounded edges at both ends, optimizes mechanical properties, distributes stress evenly, enhances structural stability, guides the wheel to a smooth transition, provides natural guidance, adapts to the wheel's rolling trajectory, reduces wear and fatigue damage, reduces edge wear, mitigates dynamic impact, facilitates manufacturing and maintenance, simplifies processing technology, and makes inspection and replacement convenient.

[0024] 10. The insert block of this invention is made of forged high-manganese steel or alloy steel, while the positioning key 3 is made of ordinary carbon steel. This material combination provides high strength and toughness for the forged high-manganese steel, improving the service life of the insert block and exhibiting excellent wear resistance and good fatigue resistance. The alloy steel material offers customizable performance, high overall performance, and good weldability; ordinary carbon steel offers high cost-effectiveness, good machinability, and sufficient brightness and rigidity. The combination of materials provides complementary performance and facilitates maintenance and management.

[0025] 11. The gap L between the widest part of the inlay block and the wing rail head of the present invention is 0.1mm to 10mm to ensure that the positioning key is in complete contact with the wing rail waist, ensuring the accuracy and stability of the positioning installation, adapting to manufacturing and installation errors, optimizing mechanical properties, dispersing stress, reducing friction and wear, facilitating inspection and maintenance, making it easy to detect gaps, and reducing maintenance difficulty. Attached Figure Description

[0026] Figure 1 This is a front view of the modular inlaid wing rail of the present invention; Figure 2 This is a top view of the modular inlaid wing rail of the present invention; Figure 3 for Figure 1 A magnified main view from direction A; Figure 4 for Figure 1 The C-axis magnified main view; Figure 5 for Figure 2 Enlarged view of the BB cross section; Figure 6 This is a front view of the inlay block in the modular inlay wing rail of the present invention; Figure 7 This is a top view of the inlay block in the modular inlay wing rail of the present invention; Figure 8 for Figure 6 A magnified main view from direction A; Figure 9 for Figure 6 The C-axis magnified main view; Figure 10 for Figure 7 Enlarged sectional view of BB; Figure 11 This is a front view of the positioning key in the modular inlaid wing rail of the present invention; Figure 12 for Figure 11 AA section view; In the diagram: 1-wing rail, 2-insertion block, 3-locating key, 201-locating hole, 220-countersunk hole, 203-bolt hole II, 204-lower inclined surface II, 205-top surface, 301-step vertical surface, 302-protrusion, 3021-middle side arc surface, 3022-upper inclined surface, 3023-lower inclined surface I, 303-bolt hole I. Detailed Implementation

[0027] The following will refer to the appendices in the embodiments of the present invention. Figure 1-12 The technical solutions in the embodiments of the present invention are clearly and completely described herein. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not 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 effort are within the scope of protection of the present invention.

[0028] (like Figures 1 to 5As shown, a modular inlaid wing rail 1 includes an inlaid block 2 and a positioning key 3 adapted to it, the positioning key 3 being disposed between the wing rail 1 and the inlaid block 2; the inlaid block 2, the positioning key 3 and the wing rail 1 together form a modular inlaid wing rail.

[0029] It should be noted that the modular inlaid wing rail structure of the present invention is structurally stable, easy to manufacture and maintain, reliable in performance, and has excellent versatility and flexibility.

[0030] The positioning key 3, located between the wing rail 1 and the insert block 2, precisely determines the position of the insert block 2 on the wing rail 1, ensuring the relative positional accuracy between the two and making the entire modular insert wing rail structure more stable and reliable. During train operation, it effectively prevents the insert block 2 from shifting due to vibration or external forces, reducing the risk of structural deformation and damage. The presence of the positioning key 3 increases the connection area and strength between the wing rail 1 and the insert block 2. Through reasonable shape design and material selection, the positioning key 3 can withstand large shear and tensile forces, firmly fixing the insert block 2 to the wing rail 1, enabling the entire structure to withstand the huge dynamic loads generated by train operation, improving the service life and safety of the wing rail.

[0031] The modular design facilitates manufacturing: the wing rail 1 is designed as a modular structure, with the insert block 2 and positioning key 3 as independent modules that can be manufactured and processed separately. This manufacturing method improves production efficiency and reduces manufacturing costs. Simultaneously, modular production enables standardized and large-scale production, improving product quality consistency and stability. It also facilitates replacement and maintenance: when the insert block 2 wears or is damaged, due to the modular design, only the damaged insert block 2 and positioning key 3 need to be removed from the wing rail 1 and replaced with a new module, without needing to replace the entire wing rail 1. This significantly shortens maintenance time and costs, improving the operational efficiency of the railway line. Furthermore, the modular design facilitates regular inspection and maintenance of the wing rail, allowing for timely detection and handling of potential problems.

[0032] Among its advantages, the modular inlaid wing rail offers several benefits. First, it facilitates the optimization of track geometry parameters. By selecting inlay blocks 2 of different shapes and sizes, the contour shape and geometric parameters of the wing rail 1 can be flexibly adjusted, thereby optimizing the track's geometry and improving train operation smoothness and comfort. For example, a well-designed inlay block 1 slope can improve the guiding performance of trains when traversing curves and reduce wheel-rail wear. Second, it adapts to different operating conditions. The modular inlaid wing rail allows for the selection of appropriate inlay block 2 materials and structures based on different railway line conditions and train operation requirements. For instance, on high-speed railway lines, inlay block 2 materials with higher strength and wear resistance can be selected to improve the fatigue resistance and durability of the wing rail 1; on heavy-haul railway lines, inlay block 2 materials with better toughness and impact resistance can be selected to adapt to the operation of heavy-haul trains, thus comprehensively improving the frog performance.

[0033] The modular wing rail structure is compatible with multiple track systems. This modular, inlaid wing rail design offers a degree of versatility, allowing adaptation to different types of track systems. Whether using traditional ballasted track or modern ballastless track, a smooth connection with the wing rail can be achieved by adjusting the parameters of the inlay blocks and positioning keys, facilitating railway track upgrades and modifications. Furthermore, it facilitates technological upgrades and innovation: the modular structure makes technological upgrades and innovations of the wing rail easier to implement. When new materials, processes, or design concepts emerge, only the corresponding modules need to be improved or replaced, without redesigning the entire wing rail structure. This promotes the continuous development and progress of railway track technology.

[0034] (combined) Figure 5 In the above embodiment, further: a positioning hole 201 is formed on the side of the inlay block 2 facing the wing rail 1, and a countersunk hole 202 is formed on the side of the inlay block 2 facing away from the wing rail 1; one side of the positioning key 3 is embedded in the positioning hole 201, and the other side of the positioning key 3 abuts against the wing rail 1. Specifically: (e.g.) Figure 2 As shown, several positioning keys 3 are embedded in positioning holes 201 respectively. The installation positions of the positioning keys 3 are numbered ①, ②, ③, ④, ⑤, and ⑥ in sequence. The number of keys installed is designed according to the requirements of the turnout structure, and the number can be increased or decreased.

[0035] It should be noted that the structure has precise and reliable positioning, effective abutment positioning, flexible and adaptable installation, adjustable quantity as needed, flexible position, durable structure, enhanced overall structural integrity, improved structural stability, and facilitates maintenance and repair.

[0036] In this design, the inlay block 2 has a positioning hole 201 facing the wing rail 1, and the positioning key 3 is precisely embedded in the positioning hole 201. This design provides a clear and stable installation position for the positioning key, greatly improving positioning accuracy. During railway operation, the positioning key 3 ensures that the relative position between the inlay block 2 and the wing rail 1 remains fixed, preventing displacement of the inlay block due to vibrations and impacts generated by train operation. This ensures the geometric dimensional accuracy of the frog structure and improves the safety and stability of train operation. The other side of the positioning key 3 abuts against the wing rail 1, further enhancing the reliability of positioning through close contact. This dual positioning method (embedded in the positioning hole and abutting against the wing rail) effectively distributes the load generated by train operation, reducing the possibility of the positioning key 3 loosening due to uneven force, ensuring that the positioning key is always in the correct position, and providing a reliable guarantee for the stable operation of the frog structure.

[0037] The number of positioning keys 3 can be flexibly designed according to the actual needs of the frog structure; the number can be increased or decreased. This flexibility allows the modular inlaid wing rail to adapt to different types and specifications of frog structures. Whether it's a high-speed railway frog, a heavy-haul railway frog, or a conventional railway frog, the specific structural requirements can be met by adjusting the number of positioning keys, improving the product's versatility and adaptability. The installation positions of the positioning keys 3 can be flexibly arranged according to numbers ①-⑥, etc., and the positions of the positioning keys can be rationally allocated according to the stress characteristics and performance requirements of the frog structure to achieve the best positioning effect. For example, the density of positioning keys can be increased in areas with high stress to improve structural stability; the number of positioning keys can be appropriately reduced in areas with low stress to lower costs.

[0038] The positioning key 3, by embedding itself in the positioning hole 201 and abutting against the wing rail 1, tightly connects the insert block 2 to the wing rail 1, forming an organic whole. This connection method effectively transfers the load generated by train operation, avoids local stress concentration, thereby improving the load-bearing capacity and fatigue resistance of the entire frog structure and extending the service life of the frog. The synergistic effect of multiple positioning keys 3 enhances the stability of the frog structure. When a train passes through the frog, the positioning keys can limit the lateral and longitudinal displacement of the insert block, reduce the deformation and wear of the frog structure, and ensure the safety and comfort of train operation. At the same time, the stable structure also helps to reduce noise and vibration, improving the environmental quality of railway operation.

[0039] When the positioning key 3 or the insert block 2 experiences wear or damage, its modular design and independent installation method allow for easy disassembly and replacement. Simply remove the damaged positioning key 3 from the positioning hole and replace it with a new one; no large-scale disassembly and repair of the entire turnout structure is required, significantly reducing maintenance time and costs. The design of the positioning key 3 and the positioning hole 201 makes inspection and maintenance more convenient. Maintenance personnel can observe the embedding condition of the positioning key 3 and the wear degree of the positioning hole 201 to promptly identify potential problems and take appropriate measures. Furthermore, the countersunk hole 202 design can conceal some connecting components, reducing external interference to the connection points and improving structural reliability.

[0040] (like Figure 11 , Figure 12 As shown in the above embodiment, further: one side of the positioning key 3 is a stepped vertical surface 301, and the other side has a protruding part 302; the stepped vertical surface 301 fits snugly with the positioning hole 201 of the inlay block 2; the protruding part 302 abuts against the wing rail 1; the positioning key 3 has a bolt hole I 303 in its center. The bolt hole I 303 is used to install a high-strength bolt.

[0041] It should be noted that: the vertical surface 301 of the step is accurately positioned, the protrusion 302 provides stable and reliable auxiliary positioning, high-strength bolts reinforce the connection, double connection ensures reasonable stress distribution, disperses stress concentration, optimizes force transmission, facilitates maintenance, allows for easy disassembly and repair, and the parts are replaceable, reducing maintenance costs.

[0042] The vertical surface 301 of the step on one side of the positioning key 3 fits snugly with the positioning hole 201 of the insert block 2, providing precise positioning. The shape and size of the vertical surface 301 match the positioning hole 201, allowing the positioning key 3 to be accurately embedded in it, ensuring the relative positional accuracy between the insert block 2 and the wing rail 1. During railway operation, even under the vibration and impact of trains, the positioning accuracy is guaranteed, preventing displacement of the insert block and maintaining the geometric stability of the frog structure, thus ensuring the safety and smoothness of train operation. The other side of the positioning key 3 has an outwardly protruding portion 302 that abuts against the wing rail 1. This design further enhances the positioning accuracy; the contact between the protruding portion 302 and the wing rail 1 provides additional positioning constraints for the positioning key, preventing movement of the positioning key 3 in the direction perpendicular to the wing rail 1, making the positioning more stable and reliable.

[0043] The positioning key 3 has a bolt hole I303 at its center for installing a high-strength bolt. The high-strength bolt possesses high strength and tensile and shear resistance. By passing the high-strength bolt through the bolt hole I303 and tightening it, the positioning key 3 can be firmly fixed between the insert block 2 and the wing rail 1, greatly enhancing the stability of the connection. Under the enormous dynamic load generated by train operation, the high-strength bolt can effectively transfer and disperse stress, preventing the positioning key 3 from loosening or falling off, and ensuring the overall stability of the frog structure. The positioning key 3 achieves initial positioning through the fit between the stepped vertical surface 301 and the positioning hole 201, and is further reinforced by the high-strength bolt, forming a double connection guarantee. This double connection method can fully utilize the advantages of each, improving the reliability and durability of the connection, reducing frog failures caused by loose connections, and extending the service life of the frog.

[0044] The design of the stepped vertical surface 301 and the protrusion 302 of the positioning key 3 allows the load generated by train operation to be more evenly distributed on the contact surfaces of the positioning key 3, the insert block 2, and the wing rail 1, avoiding stress concentration. When the train passes the frog, the positioning key 3 can distribute the load over a larger area, reducing local stress damage to the material and improving the fatigue resistance of the structure. The high-strength bolt is installed at the center of the positioning key, which is conducive to the rational transmission of force. During train operation, the high-strength bolt can evenly transmit the force on the positioning key 3 to the insert block 2 and the wing rail 1, making the entire structure more evenly stressed and improving the load-bearing capacity and stability of the frog structure.

[0045] Because the locating key 3 is connected by high-strength bolts, maintenance and repair of the frog can be easily performed by simply loosening the bolts, allowing for easy removal of the locating key 3, insert block 2, or wing rail 1 for inspection and repair. This detachable design significantly improves maintenance efficiency and reduces repair time and costs. If the locating key 3 is worn or damaged, it can be replaced individually without replacing the entire frog structure. This component replaceability reduces maintenance costs, improves resource utilization, and facilitates technical upgrades and improvements to the frog.

[0046] In the above embodiment, further: the protrusion 302 of the positioning key 3 has a middle side arc surface 3021, an upper inclined surface 3022, and a lower inclined surface I 3023. The middle side arc surface 3021 abuts against the waist of the wing rail 1; the upper inclined surface 3022 abuts against the lower jaw of the wing rail 1; and the lower inclined surface I 3023 abuts against the bottom corner of the wing rail 1. To prevent the positioning key 3 from jumping, at least positioning keys 1, 3, and 6 should be in complete contact with the waist of the wing rail 1, the upper inclined surface of the lower jaw of the rail head, and the lower inclined surface of the bottom corner of the rail.

[0047] It should be noted that the design of the protruding part 302 of the positioning key 3 and the requirement for multiple contacts between the specific numbered positioning key 3 and the wing rail 1 have many significant technical advantages in railway frog structures. These advantages include enhanced stability, precise positioning through multi-faceted contact, reinforced positioning through specific serial numbers, optimized stress distribution, reduced stress concentration by dispersing loads, reasonable transfer of loads to the wing rail 1, improved structural reliability, increased connection strength, adaptability to complex working conditions, ease of checking the positioning status, and convenient replacement and maintenance.

[0048] The protrusion 302 is provided with a middle side arc surface 3021, an upper inclined surface 3022, and a lower inclined surface I 3023, which respectively abut against the rail web, rail head lower jaw, and rail bottom corner of the wing rail 1. This multi-faceted contact design can constrain the positioning key from multiple directions, making the position of the positioning key 3 on the wing rail 1 more accurate and stable. Compared with single-plane contact, multi-faceted contact can effectively reduce the displacement of the positioning key 3 in the horizontal, vertical, and inclined directions, ensuring that the relative position between the insert block 2 and the wing rail 1 remains accurate, thereby improving the geometric dimensional accuracy of the frog structure. It is stipulated that at least the positioning keys 3 numbered ①, ③, and ⑥ should be in complete contact with the corresponding parts of the wing rail 1, further enhancing the stability of the positioning. These specific numbered positioning keys 3 may be in critical positions in the frog structure and play an important role in the stability of the overall structure. By ensuring their full contact with the wing rail 1, it is possible to effectively prevent the positioning key from jumping during train operation and ensure the stability of the frog structure during long-term use.

[0049] When a train passes through the frog, the wheel-rail force is transmitted to the positioning key 3. The multi-faceted contact design of the protrusion 302 can evenly distribute the load to multiple parts of the wing rail 1, such as the rail web, rail head jaw, and rail base corner, avoiding localized stress concentration at the contact surface between the positioning key 3 and the wing rail 1. This reduces material fatigue damage caused by stress concentration and improves the service life of the positioning key 3 and the wing rail 1. The different inclined and curved surfaces of the protrusion 302 of the positioning key 3 allow the positioning key 3 to rationally transmit the force to the wing rail 1 according to the stress characteristics of each part of the wing rail 1. For example, the contact between the middle side curved surface 3021 and the rail web can withstand horizontal forces, while the contacts between the upper inclined surface 3022 and the lower inclined surface I 3023 and the rail head jaw and rail base corner, respectively, can withstand vertical forces, enabling each part of the wing rail 1 to share the force collaboratively and improving the load-bearing capacity of the entire frog structure.

[0050] The multi-faceted contact and the full contact requirement of the specific-numbered positioning key 3 increase the connection area and strength between the positioning key 3 and the wing rail 1. Under the enormous dynamic load generated by train operation, this enhanced connection prevents loosening or separation between the positioning key 3 and the wing rail 1, ensuring the integrity and reliability of the frog structure. Even in harsh operating environments, such as high speed, heavy load, or frequent braking, the stable operation of the frog structure can be guaranteed. Railway frogs are subject to various complex operating conditions during use, such as temperature changes, humidity changes, vibration and impact. The multi-faceted contact design of the protrusion 302 and the reinforced positioning of the specific-numbered positioning key 3 enable the frog structure to better adapt to these complex operating conditions. The tight contact between the positioning key 3 and the wing rail 1 reduces relative displacement caused by environmental factors, maintains structural stability, and reduces the probability of failure.

[0051] Because the protrusion 302 of the positioning key 3 has obvious contact surfaces with multiple parts of the wing rail 1, maintenance personnel can quickly determine the installation status and positioning accuracy of the positioning key 3 by observing the condition of these contact surfaces during maintenance and repair. If abnormalities such as wear, loosening, or displacement are found on the contact surfaces, timely repairs and adjustments can be made to ensure the normal operation of the frog structure. When the positioning key 3 is damaged or severely worn, its contact surface with the wing rail 1 is reasonably designed, making disassembly and replacement relatively convenient. Maintenance personnel can accurately locate and remove the positioning key, then install a new positioning key 3, ensuring correct contact with all parts of the wing rail 1, reducing maintenance time and costs.

[0052] (like Figure 10 , Figure 5 As shown in the above embodiment, the inlay block 2 further includes a bolt hole II 203 and a lower inclined surface II 204. The bolt hole II 203 is concentrically arranged with the positioning hole 201 and the countersunk hole 202. The lower inclined surface II 204 abuts against the upper inclined surface of the bottom of the wing rail 1. The bolt hole II 203 is used to install high-strength bolts, and the lower inclined surface II 204 is used to transmit loads.

[0053] It should be noted that: the design of bolt hole II203 and lower inclined surface II204 in the insert block 2 strengthens the connection with concentric bolt hole II203, enhances the overall integrity of the multi-part connection, and makes the connection stable; the lower inclined surface II204 optimizes the load transmission path, cooperates with the positioning key 2 to transmit the load, and improves safety; it adapts to the geometry of the wing rail 1, facilitates installation and adjustment, has excellent structural adaptability, facilitates checking the connection status, and is easy to replace and maintain.

[0054] The bolt hole II 203 is concentrically positioned with the positioning hole 201 and countersunk hole 202. This design allows the high-strength bolts to be precisely aligned and pass through each hole during installation, ensuring a tighter and more stable connection between the bolts and the insert block 2, the positioning key 3, and the wing rail 1. The high-strength bolts themselves possess high strength and tensile and shear resistance. The concentric bolt hole II 203 fully utilizes the performance of the high-strength bolts, effectively transmitting the enormous loads generated by train operation, preventing relative displacement between the insert block 2 and the wing rail 1, and improving the overall connection reliability of the frog structure. By installing the high-strength bolts through the bolt hole II 203, the insert block 2 and the wing rail 1 are tightly connected together. Combined with the function of the positioning key, this forms a multi-part, multi-layered connection structure. This connection method enhances the overall integrity of the frog structure, enabling each component to work collaboratively to withstand various forces during train operation, reducing local stress concentration, and improving the structure's fatigue resistance and service life.

[0055] The lower inclined surface II 204 abuts against the upper inclined surface of the bottom of the wing rail 1, providing a reasonable inclined surface contact for load transfer. When the train passes the frog, the load generated by the wheel-rail interaction force can be evenly transferred to the upper inclined surface of the bottom of the wing rail 1 through the lower inclined surface II 204, and then further distributed to other parts of the wing rail 1. This design of the lower inclined surface II 204 contact can change the direction of load transfer, making the load more reasonably distributed on the wing rail structure, avoiding local damage to the wing rail 1 caused by load concentration, and improving the load-bearing capacity of the wing rail 1. The lower inclined surface II 204 works in conjunction with the positioning key 3 to complete the load transfer. The positioning key 3 mainly bears the horizontal and part of the vertical forces, while the lower inclined surface II 204 mainly bears the vertical forces and transfers them to the wing rail 1. The synergistic effect of the two can ensure that the load is effectively transferred and distributed in different directions, improve the overall load-bearing performance of the frog structure, and ensure the safety and stability of train operation.

[0056] The design of the lower inclined surface II204 takes into account the geometry of the inclined surface on the bottom of the wing rail 1, enabling a good fit with the wing rail 1. This adaptive design makes the contact between the insert 2 and the wing rail 1 tighter, reducing gaps and minimizing vibration and noise caused by gaps during train operation, thus improving the environmental quality of railway operation. At the same time, the good fit also helps prevent impurities from entering the contact surface, reducing wear and corrosion and extending the service life of the structure. The concentric bolt holes II203 and the adaptive lower inclined surface II204 design make the installation of the insert 2 more convenient and accurate. Installers can more easily align the insert 2 with the corresponding position on the wing rail 1 and fix it with high-strength bolts. Furthermore, this design facilitates later structural adjustments and maintenance. When it is necessary to inspect or replace parts of the frog, the operation can be carried out quickly and accurately, improving maintenance efficiency.

[0057] The placement of bolt holes II203 and high-strength bolts facilitates easy inspection of bolt tightness during maintenance and repair. By checking whether the bolt torque meets the requirements, the connection between insert block 2 and wing rail 1 can be determined. Simultaneously, the contact condition of the lower inclined surface II204 can be assessed through observation and measurement, allowing for the timely detection of potential wear or loosening issues and the implementation of appropriate repair measures. If insert block 2 is damaged or needs replacement, its connection design with wing rail 1 makes disassembly and installation relatively simple. Simply loosen the high-strength bolts to remove insert block 2 from wing rail 1, then install a new insert block 2 and retighten the bolts. This replaceable design reduces maintenance costs, improves maintenance efficiency, and minimizes the impact of frog malfunctions on railway transportation.

[0058] (like Figure 3 , Figure 4 In the above embodiment (as shown), further: in order to accommodate the wheel passing through the frog and avoid the weak points of the insert block 2 being impacted and causing block breakage: the height of the top surface 205 of the front and rear ends of the insert block 2 is lower than the height of the top surface of the rail head of the wing rail 1. In the above embodiment, further: the height difference between the top surface 205 of the front end of the insert block 2 and the top surface of the wing rail 1 is h1, where h1 is 2mm to 40mm; the height difference between the top surface 205 of the rear end of the insert block 2 and the top surface of the wing rail 1 is h2, where h2 is 2mm to 40mm.

[0059] It should be noted that designing the top surfaces of the front and rear ends of the insert block 2 to be lower than the top surface of the rail head of the wing rail 1, and setting a specific height difference range, has significant technical advantages in facilitating the smooth passage of the wheels through the frog and preventing the insert block 2 from falling off at its weakest points. This guides the wheels to pass smoothly, providing a reasonable transition and reducing bouncing and swaying; it prevents the insert block 2 from falling off at its weakest points, disperses impact force, and reduces stress concentration; it adapts to different working conditions and train models, possessing a certain degree of versatility, and can take into account changes in train speed; it facilitates maintenance and repair, is easy to observe and inspect, and reduces maintenance costs.

[0060] The top surface 205 of the front end of the insert block 2 is lower than the top surface of the rail head of the wing rail 1, forming a natural transition slope from the wing rail 1 to the insert block 2. When the wheel rolls from the wing rail 1 to the insert block 2, this height difference guides the wheel to land smoothly on the insert block 2, preventing the wheel from suddenly hitting the edge of the insert block 2 and generating a large impact force. Similarly, the top surface of the rear end of the insert block 2 is lower than the top surface of the rail head of the wing rail 1, allowing the wheel to smoothly transition onto the wing rail 1 when leaving the insert block 2, ensuring the stability of the wheel when passing through the frog. A suitable height difference allows the wheel to maintain a relatively stable rolling state during the passage through the frog, reducing wheel bouncing and swaying. If the top surface 205 of the insert block 2 is at the same height as or differs significantly from the top surface of the rail head of the wing rail 1, the wheel may experience significant bouncing when passing through, which not only affects passenger comfort but also increases the stress fluctuation of the frog structure and accelerates component wear.

[0061] When the wheel passes through the frog, it exerts a significant impact force on the insert block 2, especially when the wheel edge contacts the insert block 2. Designing the top surface 205 of the insert block 2 to be lower than the top surface of the railhead of the wing rail 1 prevents the impact force from concentrating directly on the weak points such as the edge of the insert block 2. Instead, the impact force is dispersed over a larger area of ​​the insert block 2 through a certain slope, thereby reducing localized stress at weak points and decreasing the probability of insert block failure. When the wheel transitions between the wing rail 1 and the insert block 2, without a suitable height difference, stress concentration may occur at the edge of the insert block 2. Setting a height difference of 2mm to 40mm effectively avoids this. This height difference range allows for a smoother contact between the wheel and the insert block, reducing stress concentration and improving the fatigue resistance and service life of the insert block.

[0062] The 2mm to 40mm height difference range offers flexibility, adapting to different train models and various operating conditions. Different train models may have varying wheel diameters, flange thicknesses, and other parameters; this height difference range ensures a smooth transition when passing through the frog, reducing impact on the frog structure. During train operation, speed changes. When a train passes through the frog at different speeds, the interaction between the wheels and the frog also varies. An appropriate height difference accommodates these speed variations, ensuring the wheels can pass through the frog smoothly at different speeds without generating excessive impact forces due to speed changes, thus improving the reliability and stability of the frog structure.

[0063] The height difference between the top surface 205 of the insert block 2 and the top surface of the rail head of the wing rail 1 can be detected through visual observation and simple measuring tools. During maintenance and repair, staff can quickly determine whether the height difference is within the specified range and promptly detect problems such as sinking or wear of the insert block 2. If the height difference exceeds the normal range, it indicates that the insert block 2 may have been subjected to a significant impact or deformation, requiring timely repair or replacement. This design reduces the occurrence of defects such as insert block detachment, thereby lowering the frequency and difficulty of maintenance. During maintenance, only local repairs or replacement of the insert block are needed at the problematic location, eliminating the need for large-scale repairs to the entire frog structure, reducing maintenance costs and time, and improving the efficiency of railway transportation.

[0064] (like Figure 7 As shown in the above embodiment, the inlay block 2 further decreases in width from the middle to both ends, and the two ends have rounded edges.

[0065] It should be noted that the design of the insert 2, with its width gradually decreasing from the middle to both ends and rounded edges, optimizes mechanical properties, distributes stress evenly, enhances structural stability, guides the wheel to a smooth transition, provides natural guidance, adapts to the wheel's rolling trajectory, reduces wear and fatigue damage, reduces edge wear, mitigates dynamic impact, facilitates manufacturing and maintenance, simplifies processing, and makes inspection and replacement convenient.

[0066] When a train wheel rolls over insert 2, a complex stress distribution is generated. The design, wider in the middle and narrower at both ends, allows stress to gradually disperse from the center outwards. Under the pressure of the wheel, the wider middle section can withstand a larger initial pressure, and then the stress gradually decreases and diffuses evenly as the width decreases towards the ends. This stress distribution avoids excessive local stress concentration, reducing the occurrence of problems such as cracking and breakage of the insert due to stress concentration, and improving the fatigue resistance and service life of the insert. The rounded edges at both ends further optimize the mechanical properties. Rounded edges can reduce the tipping effect of stress at the edges and avoid stress singularities. Compared with right-angled edges, rounded edges allow for a smoother transition of stress, enhancing the overall structural stability of the insert. Under the dynamic load generated by frequent train passage, this stable structure can better resist deformation and damage, ensuring the normal use of the frog.

[0067] The shape of the insert block 2, wider in the middle and narrower at both ends, provides a natural guiding effect for the wheel. When the wheel enters the insert block 2 from the wing rail 1, the wider middle portion can accommodate a larger contact area, allowing the wheel to land smoothly on the insert block. As the wheel rolls forward, the gradually narrowing ends guide the wheel smoothly to the next track component, reducing lateral swaying and bouncing during the passage, and improving the smoothness and comfort of train operation. The rolling trajectory of the wheel on the track is not completely linear, but exhibits a certain degree of serpentine motion. The rounded edges of the insert block 2 better accommodate this rolling trajectory of the wheel. The rounded edges reduce the collision and friction between the wheel and the edge of the insert block, allowing the wheel to pass through the frog more smoothly and reducing noise and vibration caused by the intense contact between the wheel and the edge of the insert block.

[0068] The rounded edges at both ends of insert 2 reduce the direct contact area and pressure between the insert edge and the wheel or other track components. Compared to right-angled edges, rounded edges experience less friction and impact during wheel rolling, thus reducing edge wear. Simultaneously, the uniform stress distribution reduces the generation and propagation of fatigue cracks caused by stress concentration, further extending the service life of insert 2. When a train passes through a frog at high speed, a dynamic impact occurs between the wheel and insert 2. The design, wider in the middle and narrower at both ends with rounded edges, mitigates the impact of this dynamic impact on insert 2. The rounded edges buffer the collision energy between the wheel and the edge of insert 2, reducing the transmission of impact force and protecting the internal structure of the insert from damage.

[0069] From a manufacturing perspective, the rounded edges at both ends are easier to process than right-angled edges. Rounded edges can be achieved through simple cutting and grinding processes, reducing complex operations and precision requirements during processing, thus lowering manufacturing costs. Simultaneously, the shape, wider in the middle and narrower at both ends, can be easily formed using conventional casting and forging processes. During maintenance, this design makes the insert 2 easier to inspect and replace. Workers can visually observe the wear and edge condition of the insert 2, promptly identifying potential problems. When the insert 2 needs replacement, its regular shape and smooth edges make installation and removal more convenient and faster, reducing maintenance time and workload.

[0070] In the above embodiments, the material of the inlay block 2 is forged high manganese steel or alloy steel; the material of the positioning key 3 is ordinary carbon steel.

[0071] It should be noted that: Inlay 2 is made of forged high-manganese steel or alloy steel, while locating key 3 is made of ordinary carbon steel. This material combination provides high strength and toughness, improving the service life of the inlay and offering excellent wear resistance and fatigue resistance. Alloy steel, with customizable properties, boasts high overall performance and good weldability; ordinary carbon steel offers cost-effectiveness, good machinability, and sufficient brightness and rigidity. This material combination provides complementary performance and facilitates maintenance and management.

[0072] Forged high-manganese steel possesses extremely high strength and excellent toughness. In railway frogs, the insert block 2 needs to withstand the enormous pressure and impact of train wheels, especially under conditions such as high-speed train passage and heavy-load transportation. The high strength of high-manganese steel ensures that the insert block 2 will not undergo excessive deformation or fracture under these loads, while its good toughness allows it to absorb and disperse impact energy, reducing the initiation and propagation of cracks caused by localized stress concentration, thereby improving the service life of the insert block 2. Frequent friction between train wheels and frog insert block 2 leads to severe wear. When subjected to impact and friction, the surface of forged high-manganese steel rapidly undergoes work hardening, forming a high-hardness hardened layer. This hardened layer effectively resists wheel wear, slows down the wear rate of insert block 2, and reduces maintenance costs and replacement frequency. Railway frogs are subjected to alternating loads for extended periods, making them prone to fatigue damage. Forged high-manganese steel has excellent fatigue resistance, maintaining structural integrity under repeated loads and being less prone to fatigue cracks. This is crucial for ensuring the long-term stable operation of the frog and reducing safety accidents caused by fatigue failure.

[0073] Alloy steel can be customized to meet specific performance requirements by adjusting the types and contents of alloying elements. For example, adding appropriate amounts of chromium and nickel can improve the corrosion resistance of alloy steel, allowing it to maintain good performance under harsh conditions such as humid and corrosive environments; adding elements such as molybdenum and vanadium can enhance the strength and hardness of alloy steel, further improving the load-bearing capacity and wear resistance of the insert 2. Compared with ordinary carbon steel, alloy steel has higher strength, hardness, and toughness, while maintaining better machinability. In railway frog applications, alloy steel insert 2 can maintain good shape stability while bearing complex loads, reducing changes in frog geometry caused by deformation, and ensuring the safety and smoothness of train operation. In some cases, it is necessary to weld the insert 2 for repair or connect it to other components. Alloy steel generally has good weldability, maintaining good mechanical properties and structural stability during welding, reducing welding defects, and ensuring welding quality.

[0074] Ordinary carbon steel is characterized by its low price and abundant resources. In railway frog structures, the locating key mainly serves to position and fix the insert block 2, and its load-bearing capacity is relatively small. Using ordinary carbon steel as the material for the locating key can effectively reduce manufacturing costs and improve the product's economic efficiency while meeting structural performance requirements. Ordinary carbon steel has good machinability and is easy to cut, drill, and weld. This is highly advantageous for the manufacturing and installation of the locating key, ensuring its machining accuracy and installation quality, and improving production efficiency. Although the strength and hardness of ordinary carbon steel are not as high-manganese steel or alloy steel, it has sufficient strength and rigidity for the load borne by the locating key. It can reliably fix the insert block 2 in the correct position, preventing displacement of the insert block 2 during train operation and ensuring the stability and safety of the frog structure.

[0075] Insert block 2 is made of high-strength, high-wear-resistant forged high-manganese steel or alloy steel, capable of withstanding the main loads and wear of the train; while the positioning key is made of ordinary carbon steel, reducing costs while meeting positioning and fixing functions. This complementary material combination ensures excellent performance in key parts of the frog structure while also being economical. Components made of different materials have different performance characteristics and service lives. During maintenance, reasonable maintenance plans and replacement strategies can be formulated based on the material of the components and actual usage conditions. For example, severely worn insert block 2 can be replaced with a new high-manganese steel or alloy steel component in a timely manner; while the positioning key can be repaired or replaced when it becomes loose or damaged. This targeted maintenance approach improves maintenance efficiency and reduces maintenance costs.

[0076] (like Figure 5 As shown in the above embodiment, further: in order to ensure the quality of positioning and installation, that is, the positioning key 3 is in complete contact with the waist of the wing rail 1, and the gap L between the widest part of the inlay block 2 and the head of the wing rail 1 is 0.1mm to 10mm.

[0077] It should be noted that the gap L between the widest part of the insert and the wing rail head is 0.1mm to 10mm to ensure that the positioning key is in complete contact with the wing rail web, ensuring the accuracy and stability of the positioning installation, accommodating manufacturing and installation errors, optimizing mechanical properties, dispersing stress, reducing friction and wear, facilitating inspection and maintenance, making it easy to detect gaps, and reducing maintenance difficulty.

[0078] The gap range of 0.1mm to 10mm provides a relatively precise installation space for the positioning key 3. When the positioning key 3 is installed, this suitable gap ensures a tight fit between the positioning key 3 and the web of the wing rail 1, allowing for precise positioning of the insert block 2 on the wing rail 1. This avoids the problem of the positioning key becoming loose due to an excessively large gap, making it impossible to accurately fix the position of the insert block 2; it also prevents the positioning key from becoming difficult to install due to an excessively small gap, or even damaging components during installation, thus ensuring the accuracy of the positioning installation. A suitable gap helps the positioning key form a stable contact with the web of the wing rail 1. During train operation, the frog is subjected to various dynamic loads, such as the impact force and vibration of the train. Stable contact ensures that the positioning key is always tightly fixed to the web of the wing rail, preventing the insert block 2 from shifting or shaking due to the forces generated by train operation, thus improving the stability of the entire frog structure.

[0079] In the actual manufacturing process, the dimensions of the wing rail 1 and the insert block 2 may have some deviation. A gap range of 0.1mm to 10mm can tolerate these manufacturing errors, ensuring that even if the dimensions of the wing rail 1 or the insert block 2 deviate slightly from the design values, the positioning key 3 can still be installed smoothly and make good contact with the web of the wing rail 1. This ensures both the feasibility of product manufacturing and prevents manufacturing errors from affecting the positioning and installation quality. During installation, due to factors such as the on-site environment and operation, some adjustments may be necessary. This gap range provides installers with adjustment space, allowing them to fine-tune the positions of the positioning key and the insert block 2 according to the actual situation to achieve the best installation effect. For example, if it is found that the positioning key 3 is not in close contact with the web of the wing rail 1, the gap size can be changed by adjusting the position of the insert block 2 to ensure the positioning and installation quality.

[0080] A suitable clearance allows for a more reasonable distribution of stress generated when a train passes over the frog. When the wheel rolls over the insert 2, the stress is transferred through the insert 2 to the wing rail 1 and the positioning key 3. A clearance of 0.1mm to 10mm prevents excessive local stress concentration, ensuring that the stress is evenly distributed on the contact surface between the positioning key 3 and the web of the wing rail 1. This reduces component damage caused by stress concentration and improves the frog's fatigue resistance and service life. If the clearance is too small, the friction between the positioning key and the web of the wing rail 1 will increase, easily leading to accelerated component wear; while if the clearance is too large, the insert 2 will experience significant wobbling during train operation, also increasing friction and wear between components. A clearance range of 0.1mm to 10mm can effectively reduce friction and wear between components and lower maintenance costs while ensuring the quality of positioning and installation.

[0081] A gap range of 0.1mm to 10mm can be detected using simple measuring tools. During maintenance, workers can quickly and accurately measure the gap between the widest point of the insert block 2 and the rail head of the wing rail 1 to determine if the positioning and installation quality meets requirements. If the gap is found to exceed the specified range, timely adjustments or repairs can be taken to ensure the normal operation of the frog. A suitable gap makes maintenance work easier. When maintenance is required on the positioning key or insert block, the presence of the gap allows for easier disassembly and installation, reducing maintenance time and workload and improving maintenance efficiency.

[0082] As can be seen from the above description, the modular inlay wing rail of the present invention reduces the amount of forged manganese steel or alloy steel used, reduces machining allowance, reduces the material usage and manufacturing difficulty of the inlay block, and reduces manufacturing costs; it also facilitates online replacement, reducing maintenance costs for users.

[0083] This invention features a modular inlaid wing rail structure that is stable, easy to manufacture and maintain, reliable in performance, and offers excellent versatility and flexibility. The positioning hole design ensures precise and reliable structural positioning, effective contact positioning, flexible and adaptable installation, adjustable quantity as needed, flexible placement, durable structure, enhanced overall structural integrity, improved structural stability, and ease of maintenance and repair.

[0084] This invention features precise vertical positioning of the steps, stable and reliable auxiliary positioning with protrusions, enhanced high-strength bolt connections, dual connection protection, reasonable force distribution, dispersed stress concentration, optimized force transmission, convenient maintenance, easy disassembly and repair, replaceable components, and reduced maintenance costs.

[0085] The design of the positioning key protrusion and the requirement for specific numbered positioning keys to contact multiple parts of the wing rail enhance stability, provide precise positioning with multi-faceted fit, strengthen positioning with specific numbers, optimize force distribution, disperse loads to reduce stress concentration, rationally transfer loads to the wing rail, improve structural reliability, increase connection strength, adapt to complex working conditions, facilitate inspection of positioning status, and make replacement and maintenance convenient.

[0086] The present invention features a design with bolt holes II and a lower inclined surface II in the inlay block. The concentric bolt holes II strengthen the connection, and the multi-part connection enhances the overall integrity and makes the connection stable. The lower inclined surface II optimizes the load transmission path and works in conjunction with the positioning key to transmit the load, improving safety. It adapts to the geometry of the wing rail, facilitates installation and adjustment, has excellent structural adaptability, makes it easy to check the connection status, and is easy to replace and maintain.

[0087] This invention designs the top surfaces of the front and rear ends of the insert block to be lower than the top surface of the wing rail head, and sets a specific height difference range to facilitate the smooth passage of the wheel through the frog, prevent the insert block from falling off at weak points, guide the wheel to pass smoothly, provide a reasonable transition, and reduce bouncing and swaying; it also prevents the insert block from falling off at weak points, disperses impact force, and reduces stress concentration; it is adaptable to different working conditions and vehicle types, has a certain degree of versatility, and can take into account changes in train operating speed; it is easy to maintain and repair, easy to observe and detect, and reduces maintenance costs.

[0088] The present invention features an insert block whose width gradually decreases from the middle to both ends, with rounded edges at both ends. This design optimizes mechanical properties, distributes stress evenly, enhances structural stability, guides the wheel smoothly, provides natural guidance, adapts to the wheel's rolling trajectory, reduces wear and fatigue damage, minimizes edge wear, mitigates dynamic impact, facilitates manufacturing and maintenance, simplifies processing, and makes inspection and replacement convenient.

[0089] The insert of this invention is made of forged high-manganese steel or alloy steel, while the locating key is made of ordinary carbon steel. This material combination allows the forged high-manganese steel to possess high strength and toughness, improving the service life of the insert and exhibiting excellent wear resistance and good fatigue resistance. The alloy steel material can be customized in terms of performance, offering high overall performance and good weldability; ordinary carbon steel is cost-effective, has good machinability, and sufficient brightness and rigidity. The combination of materials provides complementary performance and facilitates maintenance and management.

[0090] The gap L between the widest part of the inlay block and the wing rail head is 0.1mm to 10mm to ensure that the positioning key is in complete contact with the wing rail web, ensuring the accuracy and stability of the positioning installation, adapting to manufacturing and installation errors, optimizing mechanical properties, dispersing stress, reducing friction and wear, facilitating inspection and maintenance, making it easy to detect gaps, and reducing maintenance difficulty.

[0091] The various embodiments in this specification are described in a related manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

[0092] It should be understood that although this specification describes one embodiment, it does not mean that the embodiment contains only one 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 modular inlaid wing rail, characterized in that: The wing rail (1) includes an insert block (2) and a positioning key (3) adapted to it. The positioning key (3) is located between the wing rail (1) and the insert block (2). The insert block (2), the positioning key (3) and the wing rail (1) form a modular insert wing rail.

2. The modular inlaid wing rail according to claim 1, characterized in that: The inlay block (2) has a positioning hole (201) on the side facing the wing rail (1), and a countersunk hole (202) on the side facing away from the wing rail (1); the positioning key (3) is embedded in the positioning hole (201) on one side, and abuts against the wing rail (1) on the other side.

3. The modular inlaid wing rail according to claim 1 or 2, characterized in that: The positioning key (3) has a stepped vertical surface (301) on one side and a protruding part (302) on the other side; the stepped vertical surface (301) fits properly with the positioning hole (201) of the inlay block (2); the protruding part (302) abuts against the wing rail (1); the positioning key (3) has a bolt hole I (303) in the center.

4. The modular inlaid wing rail according to claim 3, characterized in that: The protrusion (302) has a middle side arc surface (3021), an upper inclined surface (3022), and a lower inclined surface I (3023). The middle side arc surface (3021) abuts against the waist of the wing rail (1); the upper inclined surface (3022) abuts against the lower jaw of the wing rail (1); and the lower inclined surface I (3023) abuts against the bottom corner of the wing rail (1).

5. The modular inlaid wing rail according to claim 2, characterized in that: The inlay block (2) is also provided with bolt hole II (203) and lower inclined surface II (204). The bolt hole II (203) is concentrically arranged with the positioning hole (201) and the countersunk hole (202). The lower inclined surface II (204) abuts against the upper inclined surface of the bottom of the wing rail (1).

6. The modular inlaid wing rail according to claim 1, characterized in that: The height of the top surface (205) of the front and rear ends of the inlay block (2) is lower than the height of the top surface of the rail head of the wing rail (1).

7. The modular inlaid wing rail according to claim 6, characterized in that: The height difference between the top surface (205) at the front end of the inlay block (2) and the top surface of the wing rail (1) is h1, where h1 is 2mm to 40mm; the height difference between the top surface (205) at the rear end of the inlay block (2) and the top surface of the wing rail (1) is h2, where h2 is 2mm to 40mm.

8. The modular inlaid wing rail according to claim 1, characterized in that: The inlay block (2) gradually decreases in width from the middle to both ends, and the two ends have rounded edges.

9. The modular inlaid wing rail according to claim 1, characterized in that: The material of the inlay block (2) is forged high manganese steel or alloy steel; the material of the positioning key (3) is ordinary carbon steel.

10. The modular inlaid wing rail according to claim 1, characterized in that: The gap L between the widest part of the inlay block (2) and the rail head of the wing rail (1) is 0.1mm to 10mm.

Images