Combined supporting rail piece for turnout wheel load conversion area

Abstract

The invention discloses a combined supporting rail piece for a turnout wheel load conversion area, which comprises a fixed rail, a movable rail and a supporting frame, and the supporting frame is rigidly combined with the fixed rail; the bearing frame is arranged in the longitudinal direction of the fixed rail to form a longitudinal continuous sliding bearing face to support the rail bottom of the movable rail. A limiting groove is formed in the side edge of the supporting frame on the sliding bearing surface, and the non-working edge of the rail bottom of the movable rail is embedded into the limiting groove; when the movable rail is in a normal state, a preset gap d1 is formed between the rail bottom of the non-working edge of the movable rail and the inner wall of the limiting groove; when the movable rail is lifted, a lifting gap d2 is formed between the rail bottom of the movable rail and the sliding bearing face, the upper surface of the rail bottom of the non-working edge of the movable rail makes contact with the inner wall of the limiting groove, and rigid limiting is formed. The precise matching between the movable rail and the fixed rail can be ensured to be stably kept for a long time, and the continuous and controllable constraint on the upward displacement of the movable rail is realized through the integrated supporting frame.

Description

Technical Field

[0001] This invention relates to the field of railway equipment technology, and in particular to a combined support rail component for turnout wheel load switching zones. Background Technology

[0002] The turnout wheel-load switching zone is a critical weak point in railway lines, and the stability of its superstructure is crucial for the safe and smooth passage of trains through the turnout. Currently, the support issues for movable rail components (such as switch rails and frog rails) and fixed rails (such as stock rails and wing rails) within the turnout switching zone are particularly prominent. The existing mainstream technical solution places the support of all rail components in this area entirely on the fastening system, which means that the support status between the switch rail and stock rail, and between the frog rail and wing rail, is directly constrained by the performance of the fastening system.

[0003] Existing technologies rely on components such as slide plates for support and connection, such as Figure 1 and Figure 2 As shown, the switch rail and stock rail are connected via a slide plate, while the frog rail and wing rail are connected via a slide platform. The core problem with this design is that the uniformity and reliability of the entire support structure are highly dependent on components such as the underlying pads. During long-term use and maintenance in the field, the fastening system is prone to common defects such as pad deformation and support failure, leading to changes in the support state of the movable rail components. This deterioration in support state directly causes the geometric fit between the switch rail, frog rail, and corresponding fixed rail to deviate from the design values, making it difficult to maintain the turnout's geometric position. The consequences are decreased turnout performance, increased switching resistance, worsened wheel-rail relationship, and ultimately a shortened turnout lifespan, requiring more frequent and higher-standard maintenance to compensate, significantly increasing the total life-cycle operating costs. Therefore, how to achieve independent, stable, and uniform support for the rail components in the turnout switching zone is a pressing technical challenge that needs to be addressed.

[0004] Currently, the mainstream technical approaches to improving support conditions mainly revolve around two aspects: enhancing lateral stability and optimizing vertical elastic supports. These can be summarized into the following categories: (1) Elastic pads under the sleeper. This approach focuses on improving vertical support by using elastic pads at different levels to buffer wheel-rail impact, reduce vibration and noise, and adjust support stiffness. The pads are placed between the concrete sleeper and the track bed. For example, multi-layer pads use different materials and structural designs for the upper and lower layers. The upper layer addresses static stiffness issues, while the lower layer's groove design is used to accommodate irregular ballast. Another technical solution uses a spring system composed of dual elastic components, optimizing force transmission and settlement conditions through prestressing devices and different stiffness ratios.

[0005] (2) Bridge plate structure with multiple fastener system connection. This scheme focuses on equalizing wheel-rail loads and suppressing softening and uneven settlement of individual supports through a rigid platform spanning multiple sleepers, thereby ensuring the geometric stability of key rail components (such as switch rails and frog rails). It is usually a large steel or cast steel component (i.e., bridge plate or integral base plate) with a length sufficient to cover multiple sleepers in the transition zone, for example, covering 3 to 5 switch sleepers corresponding to the switch rail heel end or frog rail transition area.

[0006] Although the aforementioned existing technical solutions have achieved certain results in improving the support condition, they all follow a common fundamental technical premise: the support of all rail components in the turnout area—including fixed stock rails, wing rails, and movable switch rails and frog rails—ultimately depends entirely on the turnout sleepers and their foundation conditions directly below them.

[0007] The fundamental technical problem with the existing technology is that the support reference of the moving rail components (including switch rails and frog rails) and the support reference of the fixed rail components (including stock rails and wing rails) are coupled with each other and both depend on the unstable turnout sleeper foundation, making it difficult to maintain the precise dynamic coordination between the two in a long-term and stable manner under complex actual working conditions.

[0008] In existing structures, there are limitations to the methods used to restrict the upward movement of the movable track. For example, for the switch track, such as... Figure 7 The traditional method shown typically provides constraint only at the tip of the switch rail through the fit between the rail head structure and the fixed rail. However, in areas with a large switch rail head cross-section, due to structural space limitations, effective constraint is often lacking, resulting in incomplete constraint. For the frog rail, such as... Figure 8 The traditional method shown often relies on setting anti-slip spacers between the wing rails to limit the lifting of the frog rail. The frog rail extends into the spacers, and there is a gap d0 between them. The constraint is a local point constraint. Summary of the Invention

[0009] The purpose of this invention is to provide a combined support rail component for the turnout wheel load conversion zone, which solves at least one of the above-mentioned technical problems. It enables the support of the movable rail to be free from direct dependence on the condition of the turnout sleeper foundation, allowing it to be positioned with a stable and independent reference, thereby ensuring that the precise fit between it and the fixed rail is not affected by the deformation of the foundation under the rail, and achieving a long-term stable working state.

[0010] The embodiments of the present invention are implemented as follows: A combined support rail component for a turnout wheel load switching zone includes a fixed rail, a movable rail, and a support frame, wherein the support frame is rigidly connected to the fixed rail.

[0011] The support frame is arranged longitudinally along the fixed rail, and a longitudinally continuous sliding bearing surface is formed on the support frame to support the bottom of the movable rail.

[0012] The side of the support frame protrudes outward near the bottom surface, forming a limiting groove on the sliding bearing surface. One side of the non-working edge of the bottom of the movable rail is embedded in the limiting groove.

[0013] When the movable rail is in normal condition, a preset gap d1 is formed between the bottom of the non-working side of the movable rail and the inner wall of the limiting groove.

[0014] When the movable rail is raised, a lifting gap d2 is formed between the bottom of the movable rail and the sliding bearing surface. The upper surface of the bottom of the non-working side of the movable rail will contact the inner wall of the limiting groove to form a rigid limit. The preset gap d1 disappears, and the vertical support reference of the movable rail is transferred and fixed to the overall structure of the fixed rail and the support frame, thereby realizing the decoupling of the movable rail from the support of the foundation under the rail.

[0015] In a preferred embodiment of the present invention, the fixed rail in the combined support rail for the turnout wheel load switching zone described above includes a base rail and a wing rail.

[0016] The movable track includes a point rail and a center rail.

[0017] In a preferred embodiment of the present invention, in the combined support rail for the turnout wheel load conversion zone described above, the base rail is arranged along the main line direction of the track and is used to support the train wheelsets.

[0018] The wing rails are arranged on both sides of the center rail, and together with the center rail, they form the support interface of the turnout wheel load conversion zone.

[0019] The support frame is connected to the web or bottom of the main rail and the wing rail respectively, so that the force continuity of the turnout wheel load switching zone is maintained.

[0020] In a preferred embodiment of the present invention, in the combined support rail component for the turnout wheel load conversion zone described above, a wheel flange guide surface is formed between the switch rail and the base rail, allowing for sliding conversion within a lateral range.

[0021] The point rail is located in the central area of ​​the turnout and is used to form a continuous flange transition channel with the wing rail.

[0022] The support frame forms corresponding sliding bearing surfaces and limiting grooves between itself and the tip rail and the center rail.

[0023] In a preferred embodiment of the present invention, in the combined support rail member for the turnout wheel load conversion zone described above, the support frame forms a rigid connection with the web or bottom of the main rail and the wing rail.

[0024] A sealing gasket or anti-fouling gasket is provided at the rigid connection to prevent mud and water from entering the joint gap.

[0025] In a preferred embodiment of the present invention, in the combined support rail component for the turnout wheel load switching zone described above, the support frame has an arc-shaped surface or a straight surface in the transverse cross section of the rail.

[0026] The extension width of the support frame on the transverse cross-section of the track covers the bottom contact area of ​​the movable rail within its transverse travel range.

[0027] In a preferred embodiment of the present invention, in the combined support rail component for the turnout wheel load conversion area described above, the upper inner wall and / or bottom of the limiting groove is provided with a wear-resistant lining layer, which is used to bear the contact load when the bottom of the movable rail contacts the limiting groove and to reduce metal-to-metal wear. The wear-resistant lining layer can be connected to the support frame by insertion, snap-fit ​​or bolt fixation for replacement.

[0028] In a preferred embodiment of the present invention, in the combined support rail component for the turnout wheel load conversion area described above, the support frame has a pre-installed fine-tuning component at the connection with the fixed rail, which is used to fine-tune the elevation and lateral position of the support frame during the installation or commissioning stage, so that the preset gap d1 between the movable rail and the limiting groove meets the preset value, and ensures the reliable limiting of the lifting gap d2.

[0029] The insertable fine-tuning component includes an adjusting shim and an adjusting bolt.

[0030] In a preferred embodiment of the present invention, in the combined support rail component for the turnout wheel load conversion zone described above, the support frame is arranged in a number of modular components along the longitudinal direction, and adjacent support frames are connected by fixed connectors to form a continuous longitudinal rigid support.

[0031] The fixed connection includes mating bolts, locating pins, and sealing gaskets.

[0032] Drainage channels are provided at the joints between adjacent support frames to facilitate longitudinal drainage.

[0033] In a preferred embodiment of the present invention, in the combined support rail component for the turnout wheel load switching area described above, a clearance is provided at the adjacent location of the support frame and the movable component of the turnout wheel load switching area, so that the movement and installation of the switch rod, locking mechanism and its mounting components are not interfered with by the support frame.

[0034] The beneficial effects of the embodiments of the present invention are: This invention rigidly connects the support frame to the web or bottom of the fixed rail, creating a continuous, rigid load-bearing system. The vertical support reference for the movable rail no longer relies on the elastic foundations such as the underlying track bed and sleepers, but is directly transferred to the integral rigid structure of the fixed rail-support frame. This significantly improves the deformation resistance of the transition zone under train wheel loads, reduces changes in rail surface elevation caused by foundation settlement or pad compression, maintains the geometric stability of the switch rail and frog rail in the transition zone, and improves ride comfort and track alignment retention when wheel loads pass.

[0035] The support frame of this invention forms a flat and continuous sliding bearing surface in the longitudinal direction, and protrudes outward near the bottom surface in the transverse section to form a limiting groove for the insertion of the movable rail bottom. The sliding bearing surface and the limiting groove are integrally formed, allowing the movable rail to slide smoothly on the low-friction rail bottom bearing surface during transverse transitions, while simultaneously utilizing a preset gap d1 between the groove and the movable rail bottom to achieve free sliding. When the movable rail is subjected to wheel load impact or external force lifting, its upper surface of the rail bottom and the inner wall of the groove form rigid contact when the upper limit displacement d2 is reached, achieving vertical limiting. Compared to traditional methods using partial spacers or single-point limiting, this invention forms a continuous limiting and stress distribution area in the longitudinal direction, effectively preventing tip rail jumping and interrupted support between the center rail and the tip rail, improving the vertical bearing continuity and operational safety of the transition zone.

[0036] The support frame of this invention is designed with an arc or straight cross-section, its width covering the rail base support area within the lateral travel range of the movable rail, ensuring a complete support surface during the sliding of the switch rail or frog rail. Simultaneously, insertable fine-tuning components are incorporated into the frame structure, allowing for elevation and lateral fine-tuning during installation to ensure the tightness and height difference between the movable and fixed rails meet design requirements. The support frame adopts a modular segmented design along the longitudinal direction, with adjacent segments connected by butt bolts, locating pins, and sealing gaskets. Drainage channels are provided at the joints. This integrated and modular design ensures high-precision overall machining during manufacturing while facilitating segmented installation and precise leveling on-site, making the system maintainable and replaceable, and improving the structural integrity and long-term reliability of the turnout wheel load transfer area. Attached Figure Description

[0037] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a schematic diagram of the existing technology in which the tip rail and the base rail are connected by a slide plate; Figure 2 This is a schematic diagram of the existing technology where the center rail and wing rail are connected by a sliding bed plate. Figure 3 This is a schematic diagram of the support decoupling structure of the switch rail and the base rail of the present invention, achieved through an integrated support frame; Figure 4 This is a schematic diagram of the structure of the present invention, in which the core rail and the wing rail are decoupled through an integrated support frame; Figure 5 This is a schematic diagram of the structure of the combined support rail component for the turnout wheel load conversion zone of the present invention, in which a gap exists between the switch rail and the main rail when the switch rail moves upward; Figure 6 This is a schematic diagram of the structure of the combined support rail component of the present invention, which has a gap between the center rail and the wing rail when the center rail moves upward in the wheel load conversion zone of the turnout. Figure 7 This is a schematic diagram of a structure in the prior art that restricts the upward jump of the switch rail; Figure 8 This is a schematic diagram of a structure used in the prior art to restrict the upward movement of the heart track.

[0039] In the diagram: 1-basic rail; 2-point rail; 3-slide bed plate; 4-wing rail; 5-center rail; 6-slide bed plate; 7-support frame; 8-fork sleeper; 9-limiting groove; 10-anti-jump spacer for center rail. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0041] Please refer to Figures 3 to 6The first embodiment of the present invention provides a combined support rail component for a turnout wheel load switching zone, comprising a fixed rail, a movable rail, and a support frame 7, wherein the support frame 7 is rigidly connected to the fixed rail; the support frame 7 is arranged longitudinally along the fixed rail, and a longitudinally continuous sliding bearing surface is formed on the support frame for supporting the bottom of the movable rail; the side of the support frame 7 protrudes outward near the bottom surface, forming a limiting groove 9 on the sliding bearing surface, and one non-working side of the bottom of the movable rail is embedded in the limiting groove 9; when When the movable rail is in normal condition, a preset gap d1 is formed between the bottom of the non-working side of the movable rail and the inner wall of the limiting groove 9; when the movable rail is raised, a lifting gap d2 is formed between the bottom of the movable rail and the sliding bearing surface, and the upper surface of the bottom of the non-working side of the movable rail will contact the inner wall of the limiting groove 9 to form a rigid limit. The preset gap d1 disappears, and the vertical support reference of the movable rail is transferred and fixed to the overall structure of the fixed rail and the support frame, thereby realizing the decoupling of the movable rail from the support of the foundation under the rail.

[0042] The bottom of the movable rail is directly placed on the integrated support frame 7, which is already fixed to the fixed rail. The support frame 7 provides a precise and flat sliding plane for the movable rail, bearing all its vertical loads. Thus, the support relationship of the movable rail is fundamentally changed; its stability and accuracy depend entirely on the rigid support system based on the fixed rail, and are decoupled from the state of the underlying components such as the sleeper 8, slide bed 3, or slide platform 6.

[0043] This invention reorganizes the traditionally independent switch rail 2 and base rail 1, and center rail 5 and wing rail 4, into two highly integrated functional units with fixed rails as the load-bearing framework. The precise fit between the moving rail and the fixed rail, such as the establishment and maintenance of tightness and elevation difference, is no longer dependent on on-site debugging and foundation stability, but is actively guaranteed within the system by the manufacturing and installation precision of the integrated support frame. Figure 3 , Figure 4 As shown, the structure of the present invention (corresponding to the prior art) Figure 1 , Figure 2 This fundamentally eliminates the negative impact of track foundation deformation on the precision fit between track components.

[0044] In a preferred embodiment of the present invention, in the combined support rail component for the turnout wheel load conversion zone described above, the fixed rail includes a base rail 1 and a wing rail 4; the movable rail includes a point rail 2 and a center rail 5.

[0045] In a preferred embodiment of the present invention, in the above-mentioned combined support rail for the turnout wheel load conversion zone, the base rail 1 is arranged along the main line direction of the track and is used to support the train wheelset; the wing rail 4 is arranged on both sides of the center rail 5 and together with the center rail 5 forms the support interface of the turnout wheel load conversion zone; the support frame 7 is connected to the web or bottom of the base rail 1 and the wing rail 4 respectively, so that the force continuity of the turnout wheel load conversion zone is maintained.

[0046] In a preferred embodiment of the present invention, in the combined support rail component for the turnout wheel load conversion zone described above, a wheel flange guide surface is formed between the switch rail 2 and the base rail 1, allowing for sliding conversion within the lateral range; the center rail 5 is located in the central region of the turnout and is used to form a continuous wheel flange transition channel with the wing rail 4; the support frame 7 forms corresponding sliding bearing surfaces and limiting grooves 9 between the switch rail 2 and the center rail 5.

[0047] A preset gap d1 is provided between the groove on the integrated support frame and the upper surface of the non-working side rail of the movable rail, and their positional relationship is as follows: Figure 3 , Figure 4 As shown, the design of the preset gap d1 has a dual function: ensuring that the bottom of the movable rail will not jam with the limiting groove 9 when horizontal sliding transition is required, thus guaranteeing a smooth transition; simultaneously, the size of the preset gap d1 itself defines the limit space in which the movable rail can be freely raised in the vertical direction. Figure 5 , Figure 6 As shown, when the movable rail is subjected to an upward force such as the load of a train wheel, it can undergo upward displacement. When its lifting amount reaches the lifting gap d2, the upper surface of the non-working side rail bottom of the movable rail will contact the upper inner wall of the limiting groove 9, and d1 will disappear. At this time, the structure of the limiting groove 9 will provide a rigid block, effectively preventing the movable rail from moving further upward.

[0048] In a preferred embodiment of the present invention, in the combined support rail component for the turnout wheel load conversion zone described above, the support frame 7 forms a rigid connection with the web or bottom of the base rail 1 and the wing rail 4; a sealing gasket or anti-fouling gasket is provided at the rigid connection to prevent mud and water from entering the joint gap.

[0049] In a preferred embodiment of the present invention, in the combined support rail component for the turnout wheel load conversion zone described above, the support frame 7 has a flat or approximately horizontal arc-shaped or straight surface on the transverse cross section of the rail; the extension width of the support frame 7 on the transverse cross section of the rail covers the rail bottom contact area of ​​the movable rail within its transverse travel range.

[0050] In a preferred embodiment of the present invention, in the combined support rail component for the turnout wheel load conversion area described above, the upper inner wall and / or bottom of the limiting groove 9 is provided with a wear-resistant lining layer, which is used to bear the contact load when the bottom of the movable rail contacts the limiting groove 9 and to reduce metal-to-metal wear. The wear-resistant lining layer can be connected to the support frame 7 by insertion, snap-fit ​​or bolt fixation for replacement.

[0051] In a preferred embodiment of the present invention, in the combined support rail component for the turnout wheel load conversion area described above, the support frame 7 has a pre-installed fine-tuning component at the connection with the fixed rail, which is used to fine-tune the elevation and lateral position of the support frame 7 during the installation or commissioning stage, so that the preset gap d1 between the movable rail and the limiting groove 9 meets the preset value, and ensures the reliable limiting of the lifting gap d2; the pre-installed fine-tuning component includes an adjusting shim and a height adjusting bolt.

[0052] In a preferred embodiment of the present invention, in the combined support rail component for the turnout wheel load conversion area described above, the support frame 7 is arranged in a number of modular components along the longitudinal direction, and adjacent support frames 7 are connected by fixed connectors to form a continuous longitudinal rigid support; the fixed connectors include butt bolts, positioning pins and sealing gaskets; drainage channels are provided at the joints between adjacent support frames 7 to facilitate longitudinal drainage.

[0053] In a preferred embodiment of the present invention, in the combined support rail component for the turnout wheel load switching area described above, the support frame 7 is provided with a clearance between the adjacent position of the moving parts of the turnout wheel load switching area, such as the switch and the locking device, so that the movement and installation of the switch rod, the locking mechanism and its mounting parts are not interfered with by the support frame 7.

[0054] The embodiments of the present invention aim to protect a combined support rail component for the wheel load switching zone of a turnout, which has the following effects: 1. By transferring the support reference of the movable rail from the lower foundation to the fixed rail on the same plane, the stability of the movable rail no longer depends on the easily deformable rail foundation. Even if the lower pad deforms or the support fails, the supporting plane of the movable rail will not change because it is rigidly connected to the support frame of the fixed rail. This fundamentally cuts off the upward transmission path of foundation defects, achieving active immunity to foundation defects and significantly improving the long-term stability of the turnout switching area.

[0055] 2. The precise fit between the movable and fixed rails in this invention is internalized in the manufacturing and installation precision of the integrated support frame. Once installed and debugged, this precise relationship is guaranteed by a high-rigidity mechanical structure, making it insensitive to changes in the external foundation. This greatly reduces reliance on frequent, high-standard maintenance and repairs in the later stages, achieving long-term precision with a single installation, and significantly reducing the operating and maintenance costs throughout the entire life cycle.

[0056] 3. The integrated rail support frame of this invention, as a rigid whole, provides a uniform and precise sliding plane for the movable rail, significantly improving the overall rigidity of the area. This not only improves the wheel-rail relationship and reduces switching resistance, but its integrated structure, such as the receiving platform, also facilitates maintenance functions like railbed oiling, optimizing the turnout's performance and reliability in multiple ways.

[0057] It should be understood that the specific embodiments described above are merely illustrative or explanatory of the principles of the invention and do not constitute a limitation thereof. Therefore, any modifications, equivalent substitutions, improvements, etc., made without departing from the spirit and scope of the invention should be included within the protection scope of the invention. Furthermore, the appended claims are intended to cover all variations and modifications falling within the scope and boundaries of the appended claims, or equivalent forms of such scope and boundaries.

Claims

1. A combined support rail component for a turnout wheel load switching zone, characterized in that, It includes a fixed rail, a movable rail and a support frame, wherein the support frame (7) is rigidly connected to the fixed rail; The support frame (7) is arranged longitudinally along the fixed rail, and a longitudinally continuous sliding bearing surface is formed on the support frame to support the bottom of the movable rail. The side of the support frame (7) protrudes outward near the bottom surface, forming a limiting groove (9) on the sliding bearing surface. One side of the non-working edge of the bottom of the movable rail is embedded in the limiting groove (9). When the movable rail is in normal condition, a preset gap d1 is formed between the bottom of the non-working side of the movable rail and the inner wall of the limiting groove (9); When the movable rail is raised, a lifting gap d2 is formed between the bottom of the movable rail and the sliding bearing surface. The upper surface of the bottom of the non-working side of the movable rail will contact the inner wall of the limiting groove (9) to form a rigid limit, and the preset gap d1 disappears.

2. The combined support rail component for the turnout wheel load switching zone according to claim 1, characterized in that, The fixed rail includes a base rail (1) and a wing rail (4). The movable track includes a tip rail (2) and a center rail (5).

3. The combined support rail component for the turnout wheel load switching zone according to claim 2, characterized in that, The basic rail (1) is arranged along the main line of the track and is used to carry the train wheelsets; The wing rail (4) is arranged on both sides of the center rail (5), and together with the center rail (5) forms the support interface of the turnout wheel load conversion area; The support frame (7) is connected to the web or bottom of the base rail (1) and the wing rail (4), respectively.

4. The combined support rail component for turnout wheel load switching zone according to claim 2, characterized in that, A flange guide surface is formed between the switch rail (2) and the base rail (1), allowing for sliding conversion within the lateral range; The center rail (5) is set in the central area of ​​the turnout to form a continuous flange transition channel with the wing rail (4); The support frame (7) forms corresponding sliding bearing surfaces and limiting grooves (9) between the tip rail (2) and the center rail (5).

5. The combined support rail component for the turnout wheel load switching zone according to claim 4, characterized in that, The support frame (7) forms a rigid connection with the web or bottom of the base rail (1) and the wing rail (4); A sealing gasket or a dirt-proof gasket is provided at the rigid connection.

6. The combined support rail component for turnout wheel load switching zone according to claim 1, characterized in that, The support frame (7) has an arc-shaped or straight surface in the transverse section of the track; The extension width of the support frame (7) on the transverse cross section of the track covers the bottom contact area of ​​the movable track within its transverse travel range.

7. The combined support rail component for turnout wheel load switching zone according to claim 1, characterized in that, The upper inner wall and / or bottom of the limiting groove (9) are provided with a wear-resistant lining.

8. The combined support rail component for turnout wheel load switching zone according to claim 1, characterized in that, The support frame (7) has a pre-installed fine-tuning component at the connection with the fixed rail for fine-tuning the elevation and lateral position of the support frame (7). The insertable fine-tuning component includes an adjusting shim and an adjusting bolt.

9. The combined support rail component for turnout wheel load switching zone according to claim 1, characterized in that, The support frame (7) is arranged in a longitudinal direction as a number of modular components, and adjacent support frames (7) are connected by fixed connectors. The fixed connector includes butt bolts, locating pins, and sealing gaskets; Drainage channels are provided at the joints between adjacent support frames (7).

10. The combined support rail component for the turnout wheel load switching zone according to claim 1, characterized in that, The support frame (7) is provided with a clearance between the moving parts of the turnout wheel load conversion area and the moving parts of the turnout wheel load conversion area.

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