Method for quickly adjusting turnout stock rail from gap of high-speed railway

Abstract

The present application belongs to the field of railway maintenance, and discloses a high-speed railway switch rail gap quick adjustment method, which comprises six steps of disease review, track block adjustment, wing rail adjustment, track block installation, heart rail adjustment and operation review, and forms a systematic gap treatment process. The wing rail is adjusted by a wing rail adjustment device to adjust the horizontal displacement, so that the gap between the top iron and the wing rail reaches the preset standard value of 0.5 mm, and compensation space is provided for the thermal expansion and cold contraction of the steel rail and the slight elastic deformation of the heart rail. The inside opening track block is designed as a split structure of an active block and a passive block, the lateral deformation of the wing rail is converted into the longitudinal movement of the passive block by using the slope, and the movement amplitude is enlarged to improve the detection recognition. In addition, a pressure sensor and an elastic sensing block are additionally arranged in the longitudinal guide groove. The sensor generates dynamic data during normal swinging, and the data continuously deviates without falling back when there is abnormal deviation, so that the independent monitoring and early warning of the abnormal state of the heart rail close contact are realized, the dependence on manual inspection is effectively reduced, and the safety hidden danger is eliminated in time.

Description

Technical Field

[0001] This invention relates to the technical field of railway maintenance, and in particular to a method for rapid adjustment of the gap between the core rails of high-speed railway turnouts. Background Technology

[0002] Turnouts are core, but vulnerable, components of railway lines. The tightness of the connection between the turnout's frog rail and wing rail directly affects the smoothness of train passage, operational safety, and the lifespan of the equipment. During daily use, turnout frog rails are susceptible to various damages due to factors such as train rolling impacts, stress release in rail components, ballast settlement, and improper gaps in the top rail assembly. Common problems include gaps between the frog rail and wing rail, top rail jamming, and poor rail fit. When the gap between the frog rail and wing rail reaches a horizontal clearance of 4mm, the turnout is very likely to experience switching obstruction, affecting train routing and endangering operational safety.

[0003] Currently, the standard procedure for addressing the gap between the turnout's frog rail and wing rail by the engineering department is as follows: The wing rail is manually pried out of position using a rail pryer, and then adjusted back to the planned position using gauge blocks to eliminate the problem of the top rail being jammed, thus resolving the gap defect caused by the top rail being jammed. However, the existing method has the following technical drawbacks: 1. The operation is difficult and labor-intensive: the wing rail is heavy and it is difficult to adjust it properly using the gauge block and crowbar. Sometimes, the first jack is adjusted but the second jack is stuck, resulting in a lot of repetitive work. At the same time, it is time-consuming and laborious to remove the gauge block.

[0004] 2. Poor adjustment accuracy and low controllability: Manual prying of the wing rail is a rough operation, and the displacement of the wing rail cannot be precisely controlled. It is very easy to over-adjust or under-adjust, and it cannot match the top iron gap standard. Sometimes the top iron gap is adjusted too large and sometimes too small.

[0005] 3. High recurrence rate of defects: Traditional operations rely solely on experience for adjustments and have not formed standardized operating procedures. The gap between the top rails is not properly reserved, and the problem of the top rails jamming or gaps easily recurs after the train has passed through, requiring repeated rectification and repeated investment of manpower and resources.

[0006] 4. Low utilization rate of track windows: Turnout maintenance is carried out within the track window. Traditional manual maintenance methods are complicated and time-consuming. The number of defects that can be repaired in a single track window is small, resulting in extremely low work efficiency.

[0007] In summary, the existing turnout frog joint repair process suffers from industry pain points such as lack of dedicated tooling, non-standard procedures, low precision, high recurrence rate, and poor efficiency. There is an urgent need for a standardized, high-precision repair operation method that is equipped with dedicated adjustment tools and can be implemented quickly. Summary of the Invention

[0008] The core of this invention lies in the lateral displacement adjustment of the wing rail adjustment device, which, together with the inclined surface of the split gauge block, amplifies the displacement amplitude. A pressure sensor is added in the guide groove to monitor the force status in real time, thus solving the problems of uneven wing rail displacement caused by single-point adjustment, low identification of manual detection, and lack of autonomous monitoring capability in the prior art.

[0009] To solve the above problems, the present invention adopts the following technical solution.

[0010] A method for quickly adjusting the gap between the turnout points of high-speed railways includes the following steps: S1. Defect verification: After the track window is issued, the operators will check the gap value between the turnout point rail and the wing rail on site according to the operation plan. When the rectification requirements are met, the condition of the wing rail top rail will be checked. The top rail will be checked for jamming according to the feeler gauge, and the jammed part of the top rail will be marked on site. S2. Gauge block adjustment: Loosen the wing rail fasteners at the corresponding positions according to the top iron's locked position, use a pry bar to remove all the outer gauge blocks, and equip standard gauge blocks according to the model of the inner gauge blocks. S3. Wing rail adjustment: Install the wing rail adjustment device of the passenger dedicated turnout on the wing rail, and use the wing rail adjustment device to adjust the lateral displacement of the wing rail. During the adjustment process, measure the gap between the top iron and the wing rail at all times. Stop the adjustment when the gap between the top iron and the wing rail reaches the preset standard value. S4. Track gauge block installation: Once the gap between all top irons and wing rails reaches the standard, immediately install and tighten the track gauge blocks. After installation, check all track gauge blocks to ensure that there are no gaps and no excessive contact. S5. Straight rail adjustment: The straight rail is adjusted by the electrical department to ensure that the straight rail and the wing rail fit together in a close manner to meet the standard requirements. S6. Work inspection: After adjusting the tight fit, check whether the track gauge within the range of the straight and curved core rails meets the requirements, and at the same time check whether the tight fit between the core rail and the wing rail meets the standard requirements. The wing rail adjustment device includes a hook rod and a threaded rod that are fixedly connected to each other. An adjustment seat is fitted on the threaded rod, and a nut is threadedly connected to the threaded rod, with the nut abutting against the adjustment seat.

[0011] Furthermore, in step S3, the number of wing rail adjustment devices to be installed is determined according to the adjustment range of the wing rail: when the adjustment range of the wing rail is greater than five sleepers, two wing rail adjustment devices are used to adjust simultaneously.

[0012] Furthermore, in step S3, the preset standard value is that the gap between the top iron and the wing rail reaches 0.5mm.

[0013] Optionally, the inner gauge block is a split structure, which includes an active block and a passive block that is assembled with the active block. The passive block has a positioning protrusion fixedly connected to the edge end near the active block. The positioning protrusion is in contact with the short right-angle side of the active block. The active block is near the wing rail side, and the passive block is near the fastener side.

[0014] Furthermore, a pad is fastened to the upper end of the sleeper by bolts. The fastener, inner gauge block, and outer gauge block are all located above the pad. Two pairs of guide posts, corresponding to the active block and the passive block respectively, are fixedly connected to the upper end of the pad at the position corresponding to the inner gauge block. Two transverse guide grooves are chiseled at the end of the active block near the pad, and two longitudinal guide grooves are chiseled at the end of the passive block near the pad. The two pairs of guide posts are matched with the two transverse guide grooves and the longitudinal guide groove respectively.

[0015] Furthermore, the transverse guide groove is arranged laterally, and the longitudinal guide groove is arranged longitudinally. When the end faces of the active block and the passive block are in complete contact with each other, a pair of guide posts contact the inner walls of the two longitudinal guide grooves near the positioning protrusions, and another pair of guide posts contact the inner walls of the transverse guide grooves near the inclined surface of the active block.

[0016] Furthermore, the ends of the active block and the passive block that are close to each other are set with bevels, and the angle between the bevels and the flat surface close to the positioning protrusion is 100-120°.

[0017] Furthermore, a monitoring component is installed on the inner wall of the longitudinal guide groove away from the positioning protrusion. The monitoring component includes a pressure sensor installed in the passive block and a sensing block fixedly connected to the inner wall of the longitudinal guide groove. The detection end of the pressure sensor extends into the longitudinal guide groove.

[0018] Furthermore, the sensing block and the detection end of the pressure sensor do not contact each other, and the sensing block is an elastic structure located inside the arc-shaped inner wall of the longitudinal guide groove.

[0019] Compared with the prior art, the advantages of this invention are: (1) This plan forms a systematic gap repair process through six steps: defect verification, gauge block adjustment, wing rail adjustment, gauge block installation, core rail adjustment, and operation re-inspection. The wing rail adjustment device is used to adjust the lateral displacement of the wing rail so that the gap between the top iron and the wing rail reaches the preset standard value of 0.5mm, which provides reasonable compensation space for the thermal expansion and contraction of the rail and the slight elastic deformation of the core rail, and avoids the top iron from being stuck. When the adjustment range exceeds five sleepers, two adjustment devices are used to work simultaneously, and the multi-point coordinated force is used to eliminate the "seesaw effect" of single-point adjustment, so that the wing rail can obtain uniform displacement over a long range, avoid repeated adjustments, and significantly improve the efficiency of single track window operation.

[0020] (2) The inner track gauge block is designed as a separate structure of active block and passive block. With the directional constraint of the transverse guide groove and the longitudinal guide groove, when the wing rail is deformed or deviated laterally, the transverse movement of the active block is converted into the longitudinal movement of the passive block through the action of the inclined plane. The movement range is amplified by the angle of the inclined plane, which improves the visual recognition and effectively avoids missed inspections and wrong inspections during manual inspection, thus improving the comprehensiveness of the tight-fitting maintenance of the core rail.

[0021] (3) A pressure sensor and an elastic sensing block are added in the longitudinal guide groove. When the train passes by, the wing rail swings normally, causing the sensing block to deform and resist the sensor to generate dynamic pressure data. After the train moves away, the sensing block resets, causing the sensor data to return to zero. When the wing rail deviates abnormally, the sensor data continues to be large and does not fall back, realizing autonomous monitoring and early warning of abnormal conditions of the core rail, reducing the reliance on manual inspection, and facilitating the timely elimination of safety hazards. Attached Figure Description

[0022] Figure 1 This is a three-dimensional schematic diagram of the heart rail wing rail of the present invention; Figure 2 for Figure 1 A schematic diagram at point A in the middle; Figure 3 This is a top-view diagram of the track gauge adjustment device of the present invention installed below the wing rail and the main rail for wing rail adjustment. Figure 4 This is a perspective view of the track gauge adjustment device of the present invention; Figure 5 This is a schematic diagram of the upward angle when the track gauge adjustment device of the present invention is installed below the wing rail and the main rail for wing rail adjustment. Figure 6 This is a top view of the inner gauge block of the present invention; Figure 7 This is a schematic diagram illustrating the change process of the inner gauge block of the present invention under conditions of slight swaying, deformation, or offset of the wing rail. Figure 8 This is a schematic diagram showing the changes of the inner gauge block of the present invention under conditions of slight swaying, deformation, or offset of the wing rail. Figure 9 A top view schematic diagram of the addition of a monitoring component to the inner gauge block of the present invention; Figure 10 for Figure 9 Schematic diagram at point B in the middle.

[0023] Explanation of the labels in the diagram: 1. Track gauge block, 11. Active block, 12. Passive block, 13. Positioning protrusion, 101. Horizontal guide groove, 102. Longitudinal guide groove, 2. Guide post, 3. Sensing block, 4. Pressure sensor. Detailed Implementation

[0024] The technical solutions will now be clearly and completely described with reference to the accompanying drawings in the embodiments of the present invention.

[0025] First implementation method: like Figures 1-5 A method for quickly adjusting the gap between the core rails of a high-speed railway turnout includes the following steps: S1. Defect verification: After the track window is issued, the operators will check the gap value between the turnout point rail and the wing rail on site according to the operation plan. When the rectification requirements are met, the condition of the wing rail top rail will be checked. The top rail will be checked for jamming according to the feeler gauge, and the jammed part of the top rail will be marked on site. S2. Gauge block adjustment: Loosen the wing rail fasteners at the corresponding positions according to the top iron's locked position, and use a pry bar to remove all the outer gauge blocks. Equip standard gauge blocks according to the inner gauge block model 1. S3. Wing rail adjustment: Install the wing rail adjustment device of the passenger dedicated turnout on the wing rail, and use the wing rail adjustment device to adjust the lateral displacement of the wing rail. During the adjustment process, measure the gap between the top iron and the wing rail at all times. Stop the adjustment when the gap between the top iron and the wing rail reaches the preset standard value. S4. Track gauge block installation: Once the gap between all top irons and wing rails reaches the standard, immediately install and tighten the track gauge blocks. After installation, check all track gauge blocks to ensure that there are no gaps and no excessive contact. S5. Straight rail adjustment: The straight rail is adjusted by the electrical department to ensure that the straight rail and the wing rail fit together in a close manner to meet the standard requirements. S6. Work inspection: After adjusting the tight fit, check whether the track gauge within the range of the straight and curved core rails meets the requirements, and at the same time check whether the tight fit between the core rail and the wing rail meets the standard requirements. like Figure 4 The wing rail adjustment device includes a hook rod and a threaded rod fixedly connected to each other. An adjustment seat is fitted onto the threaded rod, and a nut is threadedly connected to the threaded rod, with the nut abutting against the adjustment seat. Specifically, during track gauge adjustment in step S3, as... Figures 3-5 Hook the hook of the hook rod onto the bottom edge of the wing rail and adjust the position of the adjusting seat so that it contacts the lower edge of the base rail. After the position is adjusted, turn the nut with a wrench to move the threaded rod outward from the base rail, thereby moving the wing rail and causing it to carry the top iron on it away from the core rail, thus adjusting the gap between the core rail and the wing rail.

[0026] In step S3, the number of wing rail adjustment devices to be installed is determined according to the adjustment range of the wing rail: when the adjustment range of the wing rail is greater than five sleepers, two wing rail adjustment devices are used to adjust simultaneously to eliminate the "lever effect" caused by single-point adjustment. Since the wing rail is a long strip continuous elastic body, when the adjustment range exceeds five sleepers (about 3-3.5 meters), single-point force will cause local bending of the wing rail near the force application point, and the top iron gap will meet the standard; the displacement of the wing rail section far from the force application point decreases, and the top iron gap at the far end still exceeds the standard; it may even lead to a lever effect with a certain top iron as the fulcrum (the gap on one side becomes smaller, while the gap on the other side becomes larger).

[0027] After using two wing rail adjustment devices for synchronous adjustment: multi-point coordinated force application enables the wing rail to achieve uniform displacement over a longer range, effectively avoiding repeated operations of "adjusting one place and then jamming the other"; in addition, the two wing rail adjustment devices are positioned and adjusted synchronously at one time, which significantly increases the number of renovations that can be completed in a single skylight.

[0028] In step S3, the preset standard value is that the gap between the top iron and the flange rail reaches 0.5mm, which provides elastic compensation space for the thermal expansion and contraction of the rail. When the temperature changes, the top iron and the flange rail can still maintain a reasonable distance and will not jam due to expansion. In addition, when the train passes, the frog rail will produce slight elastic deformation and lateral sway under the rolling of the train wheelset. The 0.5mm gap provides a certain space for the slight elastic deformation and lateral sway of the frog rail, making it less likely for the frog rail to directly and rigidly contact the top iron due to slight sway, reducing the impact on the tight fit of the frog rail. Moreover, the 0.5mm gap just matches the amplitude range of the normal elastic deformation of the frog rail (0.3-0.5mm), so that the gap is neither too large and affects the tight fit, nor too small and causes interference.

[0029] Second implementation method: This embodiment improves the design of the inner gauge block based on the first embodiment, while the rest remains the same as the first embodiment.

[0030] like Figure 6 The inner gauge block 1 is a split structure. The inner gauge block includes an active block 11 and a passive block 12 that is assembled with the active block 11. A positioning protrusion 13 is fixedly connected to the edge end of the passive block 12 near the active block 11. The positioning protrusion 13 is in contact with the short right-angle side of the active block 11. The active block 11 is near the wing rail side, and the passive block 12 is near the fastener side.

[0031] like Figure 2The upper end of the sleeper is fastened with a pad by bolts. The fastener, inner gauge block 1 and outer gauge block are all located above the pad. The upper end of the pad is fixedly connected with two pairs of guide posts 2 corresponding to the active block 11 and the passive block 12, respectively. The active block 11 has two horizontal guide grooves 101 carved at the end near the pad, and the passive block 12 has two longitudinal guide grooves 102 carved at the end near the pad. The two pairs of guide posts 2 are matched with the two horizontal guide grooves 101 and the longitudinal guide grooves 102, respectively.

[0032] like Figure 6 The transverse guide groove 101 is arranged laterally, and the longitudinal guide groove 102 is arranged longitudinally. When the end faces of the active block 11 and the passive block 12 are in complete contact with each other, a pair of guide posts 2 respectively contact the inner walls of the two longitudinal guide grooves 102 near the positioning protrusions 13, and another pair of guide posts 2 respectively contact the inner walls of the transverse guide groove 101 near the inclined surface of the active block 11. The matching of the transverse guide groove 101 and the guide posts 2 is used to restrict the active block 11 to move only laterally, and directly transmit the movement of the wing rail to the passive block 12, thereby pushing the passive block 12 to move longitudinally, so that a gap is generated between the positioning protrusions 13 at the edge of the active block 11 and the passive block 12. Due to the existence of the inclined surface, the gap b between the active block 11 and the positioning protrusion 13 is significantly increased compared with the distance a of the transverse movement of the active block 11, thereby magnifying the visually identifiable movement range, facilitating measurement, and effectively reducing the probability of missed detection.

[0033] The ends of the active block 11 and the passive block 12 that are close to each other are set with bevels, and the angle between the bevels and the straight surface near the positioning protrusion 13 is 100-120°. Figure 7 This effectively ensures that the surfaces where the active block 11 and the passive block 12 approach each other are inclined surfaces. The force on the inclined surface can be decomposed into two components: a lateral force and a longitudinal force. Due to the restriction of the transverse guide groove 101, the passive block 12 cannot move laterally, thus forcing the passive block 12 to move longitudinally. That is, when the active block 11 moves laterally due to deformation or displacement of the wing rail, it can convert the lateral movement into a longitudinal movement under the action of the inclined surface, thereby expanding the range of movement in the longitudinal direction, facilitating detection, and effectively avoiding the problem of difficulty in timely detection when the top iron and the core rail collide due to the large size of the wing rail.

[0034] Compared to the first implementation method, which directly detects the gap between the top iron and the core rail, this implementation method can detect the gap range caused by the deformation or movement of the wing rail, thereby improving visual visibility, effectively avoiding omissions and errors during manual inspections during maintenance windows, and improving the comprehensiveness of core rail tightness maintenance.

[0035] The third implementation method: This embodiment adds a monitoring component to the second embodiment, while the rest remains the same as the second embodiment.

[0036] like Figures 9-10 A monitoring component is also installed on the inner wall of the longitudinal guide groove 102 away from the positioning protrusion 13. The monitoring component includes a pressure sensor 4 installed in the passive block 12 and a sensing block 3 fixedly connected to the inner wall of the longitudinal guide groove 102. The detection end of the pressure sensor 4 extends into the longitudinal guide groove 102. The sensing block 3 and the detection end of the pressure sensor 4 do not contact each other, and the sensing block 3 is an elastic structure. The sensing block 3 is located in the arc-shaped inner wall of the longitudinal guide groove 102. Under normal circumstances, when the passing of a train causes the wing rail to swing slightly, the passive block 12 may move longitudinally under this swing, causing the guide post 2 to come into contact with the sensing block 3, causing the sensing block 3 to deform and come into contact with the pressure sensor 4, thereby causing the pressure sensor 4 to generate dynamically changing data. When the train passes, the wing rail swing stops, and at this time, the sensing block 3... Under the action of high rebound force, with the guide column 2 as the fulcrum, the passive block 12 will be pushed to move to a certain extent, so that the squeezing between the sensing block 3 and the pressure sensor 4 is released. At this time, the force data of the pressure sensor 4 is significantly reduced or even disappears. However, if the wing rail is abnormally deviated, as the train moves away, due to the large mass and inertia of the wing rail, the reset force of the sensing block 3 cannot move the active block 11 and the passive block 12. Therefore, the pressure sensor 4 data will always be large. Based on this, the wing rail can be automatically monitored, and its abnormal impact on the tight fit of the frog rail can be detected in time, so that the staff can eliminate the impact in time. Compared with the previous two implementation methods, this implementation method reduces the dependence on manual labor, can detect the abnormal tight fit of the frog rail in time, effectively avoids providing the guiding function for the train in the case of abnormal tight fit of the frog rail due to missed detection, and effectively reduces safety hazards.

[0037] It is worth noting that in this embodiment, the effective range of movement of the guide post 2 within the longitudinal guide groove 102 (the maximum range of b) is determined according to the allowable deformation, offset, or swing clearance of the wing rail (the maximum value of a under safe conditions). When a reaches the maximum clearance, the guide post 2 just comes into contact with the sensing block 3 at the other end of the longitudinal guide groove 102, causing force data to be generated on the pressure sensor 4.

[0038] The above description is merely a preferred embodiment of the present invention; it encompasses all the protection scope of the present invention. Any equivalent substitutions or modifications made by those skilled in the art within the technical scope disclosed in the present invention, based on the technical solutions and improved concepts of the present invention, should be covered within the protection scope of the present invention.

Claims

1. A method for rapid adjustment of the gap between the turnout and the center rail of a high-speed railway, characterized in that: Includes the following steps: S1. Defect verification: After the track window is issued, the operators will check the gap value between the turnout point rail and the wing rail on site according to the operation plan. When the rectification requirements are met, the condition of the wing rail top rail will be checked. The top rail will be checked for jamming according to the feeler gauge, and the jammed part of the top rail will be marked on site. S2. Gauge block adjustment: Loosen the wing rail fasteners at the corresponding positions according to the top iron's locked position, use a pry bar to remove all the outer gauge blocks, and equip standard gauge blocks according to the model of the inner gauge blocks. S3. Wing rail adjustment: Install the wing rail adjustment device of the passenger dedicated turnout on the wing rail, and use the wing rail adjustment device to adjust the lateral displacement of the wing rail. During the adjustment process, measure the gap between the top iron and the wing rail at all times. Stop the adjustment when the gap between the top iron and the wing rail reaches the preset standard value. S4. Track gauge block installation: Once the gap between all top irons and wing rails reaches the standard, immediately install and tighten the track gauge blocks. After installation, check all track gauge blocks to ensure that there are no gaps and no excessive contact. S5. Straight rail adjustment: The straight rail is adjusted by the electrical department to ensure that the straight rail and the wing rail fit together in a close manner to meet the standard requirements. S6. Work inspection: After adjusting the tight fit, check whether the track gauge within the range of the straight and curved core rails meets the requirements, and at the same time check whether the tight fit between the core rail and the wing rail meets the standard requirements. The wing rail adjustment device includes a hook rod and a threaded rod that are fixedly connected to each other. An adjustment seat is sleeved on the threaded rod, and a nut is threadedly connected to the threaded rod, with the nut abutting against the adjustment seat.

2. The method for rapid adjustment of the gap between the core rail and the turnout of a high-speed railway as described in claim 1, characterized in that: In step S3, the number of wing rail adjustment devices to be installed is determined according to the adjustment range of the wing rail: when the adjustment range of the wing rail is greater than five sleepers, two wing rail adjustment devices are used to adjust simultaneously.

3. The method for rapid adjustment of the gap between the core rail and the turnout of a high-speed railway as described in claim 1, characterized in that: In step S3, the preset standard value is that the gap between the top iron and the wing rail reaches 0.5mm.

4. The method for rapid adjustment of the gap between the core rail and the turnout of a high-speed railway as described in claim 1, characterized in that: The inner gauge block (1) is a split structure. The inner gauge block includes an active block (11) and a passive block (12) that is assembled with the active block (11). The passive block (12) is fixedly connected to a positioning protrusion (13) near the edge end of the active block (11). The positioning protrusion (13) is in contact with the short right-angle side of the active block (11). The active block (11) is close to the wing rail side, and the passive block (12) is close to the fastener side.

5. The method for rapid adjustment of the gap between the core rail and the turnout of a high-speed railway according to claim 4, characterized in that: The upper end of the sleeper is fastened with a pad by bolts. The fastener, the inner gauge block (1) and the outer gauge block are all located above the pad. The upper end of the pad is fixedly connected with two pairs of guide posts (2) corresponding to the active block (11) and the passive block (12) respectively. The active block (11) has two horizontal guide grooves (101) at the end near the pad. The passive block (12) has two longitudinal guide grooves (102) at the end near the pad. The two pairs of guide posts (2) are matched with the two horizontal guide grooves (101) and the longitudinal guide grooves (102) respectively.

6. The method for rapid adjustment of the gap between the core rail and the turnout of a high-speed railway according to claim 5, characterized in that: The transverse guide groove (101) is arranged laterally, and the longitudinal guide groove (102) is arranged longitudinally. When the end faces of the active block (11) and the passive block (12) are in complete contact with each other, a pair of guide posts (2) respectively contact the inner wall of the two longitudinal guide grooves (102) near the positioning protrusion (13), and another pair of guide posts (2) respectively contact the inner wall of the transverse guide groove (101) near the inclined surface of the active block (11).

7. The method for rapid adjustment of the gap between the core rail and the turnout of a high-speed railway according to claim 6, characterized in that: The active block (11) and the passive block (12) are set at one end close to each other with an inclined surface, and the angle between the inclined surface and the flat surface close to the positioning protrusion (13) is 100-120°.

8. The method for rapid adjustment of the gap between the core rail and the turnout of a high-speed railway according to claim 7, characterized in that: The inner wall of the longitudinal guide groove (102) away from the positioning protrusion (13) is also equipped with a monitoring component. The monitoring component includes a pressure sensor (4) installed in the passive block (12) and a sensing block (3) fixedly connected to the inner wall of the longitudinal guide groove (102). The detection end of the pressure sensor (4) extends into the longitudinal guide groove (102).

9. The method for rapid adjustment of the gap between the core rail and the turnout of a high-speed railway according to claim 8, characterized in that: The sensing block (3) and the detection end of the pressure sensor (4) do not contact each other, and the sensing block (3) is an elastic structure. The sensing block (3) is located inside the arc-shaped inner wall of the longitudinal guide groove (102).

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