Cross crossover turnout structure

Abstract

The utility model provides a cross crossover turnout structure, which relates to the technical field of urban rail transit and intercity and urban railways, and comprises a frog part, a rhombic cross combination and a switch part, the frog part comprises four single-open parts, and the frog part and the switch part are connected in a rhombus crossed combination manner; the rhombic cross combination comprises two acute frogs and two obtuse frogs, and the rhombic cross combination is arranged on the inner side of the frog part; the switch part comprises four switches, the switches are arranged on the outer side of a frog of the single-open part, each switch comprises a stock rail, a switch rail, a rail base plate, a fastener system and an elastic clamp, and the stock rails are fixedly connected with the rail base plates through the fastener systems and the elastic clamps. According to the cross crossover turnout, the rhombus cross combination design of the fixed alloy steel frog is adopted, and the service life of the structure is prolonged; a movable point rail structure is adopted for the single frog part of the cross crossover, harmful space is eliminated, and the requirement for straight high-speed passing is met.

Description

Technical Field

[0001] The utility model relates to the technical field of urban rail transit and intercity and urban rail, and in particular to a crossover turnout structure. Background Art

[0002] In the field of urban rail transit and intercity and urban rail, crossovers, as an important part of the track structure, play a vital role in ensuring the safe operation of trains and improving transportation efficiency. The current crossover turnout structure is mainly composed of four single-opening switch, four single-opening frogs and a diamond cross combination. This structure is widely used in existing technologies. However, this technology has certain limitations, such as the maximum number is only 12, the technical standards are low, the single-opening frogs are mainly fixed frogs, and the structural smoothness is poor, which makes the train prone to bumps and vibrations when passing through the crossover. In addition, the existing technology cannot meet the needs of higher-speed trains, and performs poorly in terms of station throat length and space saving.

[0003] Based on the above-mentioned shortcomings of the prior art, a crossover turnout structure is urgently needed. Utility Model Content

[0004] The purpose of the utility model is to provide a crossover turnout structure to improve the above problems. In order to achieve the above purpose, the technical solution adopted by the utility model is as follows:

[0005] The present application provides a crossing turnout structure, comprising a frog part, a diamond cross combination and a switch part; the frog part comprises four single-opening frogs, and the frog part is connected with the switch part and the diamond cross combination; the diamond cross combination comprises two acute-angle frogs and two obtuse-angle frogs, and the diamond cross combination is arranged on the inner side of the frog part; the switch part comprises four switches, and the switches are arranged on the outer side of the single-opening frogs, and the switches comprise a basic rail, a point rail, a track pad, a fastener system and an elastic clip, and the basic rail and the track pad are fixedly connected by the fastener system and the elastic clip.

[0006] Further, the single-opening partial frog is a single-limb elastically bendable heart rail structure, and the single-opening partial frog comprises two wing rails, a long heart rail, a short heart rail and a fork-heel-tip rail, the two wing rails are fixedly arranged on the outside of the single-opening partial frog, the long heart rail is arranged between the two wing rails, one end of the long heart rail is fixedly connected to the wing rail close to the center side of the crossover line, the short heart rail is arranged between the long heart rail and the wing rails, one end of the short heart rail is fixedly connected to the long heart rail, the fork-heel-tip rail is arranged between the short heart rail and the wing rails, and one end of the fork-heel-tip rail is fixedly connected to the short heart rail.

[0007] Furthermore, the long center rail and the short center rail are 60AT2 rails, the wing rails are 60TY1 rails, and the fork heel point rails are 60kg / m rails.

[0008] Furthermore, the acute angle frog and the obtuse angle frog are both fixed alloy steel combined frogs.

[0009] Furthermore, the acute angle frog is a forged alloy steel heart rail combined structure, and the acute angle frog includes two wing rails, two fork heel rails and a fork core, the two fork heel rails are fixedly arranged at an acute angle, the fork core is arranged at the intersection of the two fork heel rails, and the two wing rails are fixedly and symmetrically arranged on both sides of the fork core.

[0010] Furthermore, the obtuse-angle frog comprises two fork rails, two fork cores, wing rails, wing rail inserts and guard rails, the two fork rails are fixedly arranged at an obtuse angle, one end of the two fork cores is respectively fixedly connected to one fork rail, the wing rails are fixedly arranged on a side away from the center of the crossover, the wing rail inserts are fixedly arranged between the wing rails and the fork core, and the guard rail is fixedly arranged on a side close to the center of the crossover.

[0011] Furthermore, the guard rail is a 60kg / m steel rail.

[0012] Furthermore, the wing rail insert is made of forged alloy steel.

[0013] Furthermore, the fork core is made of forged alloy steel.

[0014] Furthermore, the material of the track pad is iron sulfide.

[0015] The beneficial effects of the utility model are:

[0016] The utility model adopts a diamond-shaped crossover combination design of fixed alloy steel frogs to extend the service life of the structure; the crossover single frog part adopts a movable heart rail structure to eliminate harmful space and meet the straight high-speed passing requirements.

[0017] Other features and advantages of the utility model will be described in the following description, and partly become apparent from the description, or understood by implementing the embodiments of the utility model. The purpose and other advantages of the utility model can be realized and obtained by the structures specifically pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the utility model and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying creative work.

[0019] Figure 1 It is a structural schematic diagram of the crossover turnout described in this application;

[0020] Figure 2 It is a structural schematic diagram of the single-opening partial frog described in this application;

[0021] Figure 3 It is a schematic diagram of the structure of the acute angle frog described in this application;

[0022] Figure 4 It is a schematic diagram of the structure of the obtuse angle frog described in this application;

[0023] Figure 5 It is a schematic structural diagram of the switch part described in this application.

[0024] Markings in the figure: 1. frog part; 11. single-opening partial frog; 111. wing rail; 112. long heart rail; 113. short heart rail; 114. fork and tip rail; 2. diamond cross combination; 21. acute angle frog; 211. fork and tip rail; 212. fork heart; 22. obtuse angle frog; 221. wing rail insert; 222. guard rail; 3. switch part; 31. switch; 311. basic rail; 312. tip rail; 313. track pad; 314. elastic clip; 315. fastener system. DETAILED DESCRIPTION

[0025] In order to make the purpose, technical scheme and advantages of the embodiment of the utility model clearer, the technical scheme in the embodiment of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiment of the utility model. Obviously, the described embodiment is a part of the embodiment of the utility model, rather than all the embodiments. The components of the embodiment of the utility model generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiment of the utility model provided in the drawings is not intended to limit the scope of the utility model for protection, but merely represents the selected embodiment of the utility model. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without making creative work belong to the scope of protection of the utility model.

[0026] It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. At the same time, in the description of the present utility model, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0027] like Figure 1 and Figure 5 As shown, in this embodiment, the design of the crossover turnout structure fully considers the need to improve the efficiency and safety of rail transit. The structure includes three main parts: a frog part 1, a diamond cross combination 2 and a switch part 3. The frog part 1 is composed of four single-opening frogs 11, which are arranged in a square shape. This arrangement optimizes the guiding path of the train, reduces the vibration and bumps caused by the crossing of the tracks, and thus improves the smoothness of the train operation. The diamond cross combination 2 is composed of two acute angle frogs 21 and two obtuse angle frogs 22. This combination layout makes the turning of the train on the crossover more flexible and smooth. In the operation of urban rail transit and intercity and urban rail, the return speed of the train is a key factor affecting the overall operating efficiency. The setting of the acute angle frog 21 and the obtuse angle frog 22 not only adapts to the needs of different turning angles, but also helps to reduce track wear and maintenance costs, and prolong the service life of the track. The switch part 3 is composed of four switches 31, each of which includes a base rail 311, a point rail 312, a track pad 313, an elastic clip 314 and a fastener system 315. The base rail 311 and the track pad 313 are fixedly connected by the elastic clip 314 and the fastener system 315, which ensures the strength and stability of the track, and realizes the flexible position conversion of the point rail 312, thereby ensuring that the train passes through the crossing line smoothly and safely. This design not only optimizes the steering performance of the train, but also effectively reduces the mechanical wear caused by the point rail position conversion operation, and improves the operating efficiency and reliability of the entire system.

[0028] Preferably, if Figure 2As shown, the single-opening frog 11 is a single-limb elastic bendable heart rail structure, which has the characteristics of elasticity and bendability. In the traditional frog design, the heart rail (the part of the track through which the train wheels pass) is usually rigid, which may cause vibration and instability when the train passes in some cases. Further, a traction point is provided in the single-opening frog 11, and the setting of the traction point enables the heart rail to remain stable when receiving traction. The introduction of the single-limb elastic bendable heart rail allows the heart rail to be appropriately bent or adjusted when necessary to adapt to the size and driving direction of different train wheels. This flexibility reduces the vibration during passing and improves the stability and safety of driving. The single-opening frog 11 includes two wing rails 111, a long heart rail 112, a short heart rail 113 and a fork and tip rail 114. The wing rail 111, as a part of the single-opening frog 11, is located outside the frog, and its main function is to guide the train wheels to pass through the frog correctly. Their fixed setting provides a stable guiding surface, reduces the lateral force when the train passes, thereby reducing the wear on the track and enhancing driving safety. The long center rail 112 is arranged between the two wing rails 111, and plays a role of connection and support. Its structural design helps to disperse the pressure when the train passes and avoids track deformation caused by concentrated loads, which is very important for maintaining the overall straightness and stability of the track. The short center rail 113 is located between the long center rail 112 and the wing rail 111. Its existence can optimize the mechanical distribution when the train passes through the switch, especially when turning or changing tracks. This optimization helps to reduce track stress concentration, extend the service life of the track, and reduce maintenance workload. The setting of the fork heel point rail 114 further enhances the functionality of the switch part 1. It is located between the short center rail 113 and the wing rail 111 and is fixedly connected to the short center rail 113. The main function of this component is to provide a smooth transition when the train passes, reduce the impact and friction of the wheel-rail contact, and thus improve the stability and comfort of driving.

[0029] Preferably, in this embodiment, the long center rail 112 and the short center rail 113 use 60AT2 rails, the wing rail 111 uses 60TY1 rails, and the fork heel point rail 114 uses 60kg / m rails. The high strength and wear resistance of the 60AT2 rails ensure the durability and reliability of the long center rail 112 and the short center rail 113 components. As the material of the wing rail 111, the 60TY1 rail can effectively resist the lateral pressure generated when the train passes, reduce the wear and deformation caused thereby, and thus extend the service life of the rail. The fork heel point rail 114 is located at a critical part of the track and needs to withstand the direct impact and pressure when the train passes. Using 60kg / m rails as the material of the fork heel point rail 114 can ensure that this part has sufficient strength and stability to cope with the high pressure and impact when the train passes.

[0030] Preferably, the acute angle frog 21 and the obtuse angle frog 22 are both fixed alloy steel composite frogs. Compared with movable frogs, fixed frogs are simpler and more stable in structure, reducing maintenance problems and failure risks that may be caused by moving parts. Alloy steel, as a high-performance material, has excellent strength, wear resistance and corrosion resistance. These properties are particularly important in rail transit systems because frogs are often subjected to high loads and frequent wear. Frogs made of alloy steel can effectively resist these stresses, extend service life and reduce maintenance requirements.

[0031] Preferably, if Figure 3 As shown, the acute angle frog 21 is a forged alloy steel heart rail combined structure, and the forged alloy steel material has the characteristics of high strength, wear resistance and corrosion resistance. The acute angle frog 21 includes two wing rails 111, two fork rails 211 and a fork core 212. This combined structure provides great advantages in the steering function. The wing rails 111 are fixed on both sides of the fork core 212, providing a stable guiding path for the train wheelset, ensuring that the train passes through the frog area smoothly. The two fork rails 211 are set at an acute angle and intersect with the fork core 212. This design effectively supports the steering action of the train when passing through the frog and reduces vibration and friction during driving. The fork core 212 is located at the intersection of the two fork rails 211, which not only plays the role of connecting the fork rails 211, but also directly participates in the steering process of the train.

[0032] Preferably, if Figure 4 As shown, the obtuse angle frog 22 includes two fork rails 211, two fork cores 212, wing rails 111, wing rail inserts 221 and guard rails 222. The two fork rails 211 are fixedly arranged at an obtuse angle. This structural design is mainly used to handle large turning angles and provides a wide turning area. The two fork cores 212 are fixedly connected to a fork rail 211 respectively. The fork cores 212 play a role of connection and support in the obtuse angle frog 22. They ensure that the fork rails 211 remain stable when the train passes, reduce vibration and wear, and also provide a stable turning path for the train. The wing rails 111 are fixedly arranged on a side away from the center of the crossover, which helps to guide the train to pass through the frog smoothly. The wing rail inserts 221 are arranged between the wing rails 111 and the fork cores 212, which enhances the structural stability of this part, provides additional support, helps to reduce wear and tear and prolongs the service life of the track. The guard rail 222 is fixedly arranged on one side near the center of the crossover, which helps to provide additional stability and guidance when the train passes through the blunt angle frog 22, especially when passing at high speed or at a large angle. The presence of the guard rail 222 can effectively reduce the risk of train derailment and improve the safety of the entire track crossing area.

[0033] Preferably, the guard rail 222 is a 60kg / m steel rail, which is a high-standard rail material with good strength, wear resistance and durability.

[0034] Preferably, the wing rail insert 221 is forged alloy steel, which is a high-strength, high-wear-resistant material with good toughness and impact resistance.

[0035] Preferably, the fork core 212 is made of forged alloy steel, which has high strength, good wear resistance and impact resistance.

[0036] Preferably, the material of the track pad 313 is iron sulfide. Iron sulfide is a wear-resistant and impact-resistant material with good elasticity, mechanical stability and durability. The track pad 313 is located between the track and the sleeper, and its main function is to disperse the pressure of the train weight on the track and reduce vibration. Using iron sulfide as the material, the track pad 313 can effectively improve its durability and stability, and reduce the loss caused by long-term use and environmental factors.

[0037] The above description is only the preferred embodiment of the utility model, and is not intended to limit the utility model. For those skilled in the art, the utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.

[0038] The above is only a specific implementation of the utility model, but the protection scope of the utility model is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the utility model, which should be included in the protection scope of the utility model. Therefore, the protection scope of the utility model should be based on the protection scope of the claims.

Claims

1. A crossing turnout, characterized in that: include: A frog part (1), the frog part (1) comprising four single-opening frogs (11), the four single-opening frogs (11) being connected to a switch part (3) and a diamond-shaped cross assembly (2); A rhombus cross assembly (2), the rhombus cross assembly (2) comprising two acute angle frogs (21) and two obtuse angle frogs (22), the rhombus cross assembly (2) being arranged inside the frog portion (1); and A switch part (3), the switch part (3) comprising four switches (31), the switch part (3) being arranged outside a single-opening frog (11), the switch (31) comprising a base rail (311), a point rail (312), a track pad (313), a fastener system (315) and an elastic clip (314), the base rail (311) and the track pad (313) being fixedly connected via the fastener system (315) and the elastic clip (314).

2. The crossing turnout according to claim 1, characterized in that: The single-opening frog (11) is a single-limb elastically bendable heart rail structure, and the single-opening frog (11) comprises two wing rails (111), a long heart rail (112), a short heart rail (113) and a fork-heel-point rail (114). The two wing rails (111) are fixedly arranged on the outside of the single-opening frog (11), the long heart rail (112) is arranged between the two wing rails (111), and one end of the long heart rail (112) is connected to a cross-shaped portion of the frog (114). The wing rail (111) on the center side of the crossover is fixedly connected, the short center rail (113) is arranged between the long center rail (112) and the wing rail (111), one end of the short center rail (113) is fixedly connected to the long center rail (112), the fork heel point rail (114) is arranged between the short center rail (113) and the wing rail (111), one end of the fork heel point rail (114) is fixedly connected to the short center rail (113).

3. The crossing turnout according to claim 2, characterized in that: The long center rail (112) and the short center rail (113) are 60AT2 steel rails, the wing rail (111) is a 60TY1 steel rail, and the fork heel point rail (114) is a 60kg / m steel rail.

4. The crossing turnout according to claim 1, characterized in that: The acute angle frog (21) and the obtuse angle frog (22) are both fixed alloy steel combined frogs.

5. The crossing turnout according to claim 4, characterized in that: The acute angle frog (21) is a forged alloy steel center rail combined structure, comprising two wing rails (111), two fork rails (211) and a fork core (212), wherein the two fork rails (211) are fixedly arranged at an acute angle, the fork core (212) is arranged at the intersection of the two fork rails (211), and the two wing rails (111) are fixedly and symmetrically arranged on both sides of the fork core (212).

6. The crossing turnout according to claim 4, characterized in that: The obtuse-angle frog (22) comprises two fork rails (211), two fork cores (212), wing rails (111), wing rail inserts (221) and guard rails (222); the two fork rails (211) are fixedly arranged at an obtuse angle; one end of the two fork cores (212) is respectively fixedly connected to one fork rail (211); the wing rails (111) are fixedly arranged on a side away from the center of the crossover; the wing rail inserts (221) are fixedly arranged between the wing rails (111) and the fork core (212); and the guard rail (222) is fixedly arranged on a side close to the center of the crossover.

7. The crossing turnout according to claim 6, characterized in that: The guard rail (222) is a 60kg / m steel rail.

8. The crossing turnout according to claim 6, characterized in that: The wing rail insert (221) is made of forged alloy steel.

9. The crossing turnout according to claim 6, characterized in that: The fork core (212) is made of forged alloy steel.

10. The crossing turnout according to claim 1, characterized in that: The material of the track pad (313) is iron sulfide.

Images