Combined frog point rail

Abstract

The utility model provides a combined frog point rail. The combined frog point rail is composed of a point rail A and point rail spacer iron B which are integrally formed. And the integrally formed combined frog point rail is a combined frog point rail manufactured by adopting an I-shaped point rail blank C with a uniform section. The technical problems that an existing point rail is large in manufacturing range, low in material utilization rate, high in manufacturing cost, poor in process quality stability, low in operability and inconvenient to popularize in the market are solved. The utility model discloses can satisfy factory batch production requirement, the manufacturing cost is relatively low, has higher popularization value.

Description

Technical Field

[0001] The utility model belongs to the technical field of railway track frogs for fixed buildings, and in particular relates to a combined frog heart rail. Background Art

[0002] Most railway turnouts with speeds of 160km / h and below use fixed-type frogs. The inlaid wing-rail forged high-manganese steel composite frogs and the inlaid wing-rail alloy steel composite frogs are the main representatives of fixed-type frogs due to their high strength, long service life, and ability to achieve seamless connection of lines. They are widely used in heavy-load and conventional speed lines.

[0003] The heart rail is the core component of the inlaid wing rail type forged high manganese steel composite frog and the inlaid wing rail type alloy steel composite frog. Its main features are: first, the heart rail is a solid structure, and a number of bolt holes are set in the rail waist area; second, the side of the heart rail is a vertical surface structure; third, the maximum width of the heart rail section is located at the heart rail section change position, such as Figure 1 shown.

[0004] During the preparation of the heart rail, the traditional manufacturing process is billet preparation, billet heat treatment, billet rough processing, and billet fine processing; among them, the cross-section of the billet is a rectangle with basically the same front and back dimensions. However, when using rectangular cross-section billets for processing, since the regular rectangular cross-section billet needs to be processed into an irregular cross-section heart rail, and the final heart rail is composed of a plane, an arc surface, and an inclined surface, the cross-sectional dimensions at different positions are different, that is, a variable cross-section structure with a complex structure. It can be seen that according to the existing structural design requirements, all outer surfaces of the rectangular billet are required to be processed, so the processing range is large, the material utilization rate is low, and the manufacturing cost is high. In this regard, the following improved technical solutions are proposed. Utility Model Content

[0005] The utility model solves the technical problem of providing a combined frog heart rail, solving the technical problems of a large processing range, low material utilization rate, high manufacturing cost, poor process quality stability, low operability and inconvenience in market promotion and popularization during the preparation of the existing heart rail.

[0006] The technical solution adopted by the utility model is a combined frog heart rail, which is composed of an integrally formed heart rail A and a heart rail spacer B; and the integrally formed combined frog heart rail is a combined frog heart rail manufactured by adopting an I-shaped heart rail blank C with a uniform cross section.

[0007] Among the above technical solutions, as the preferred technical solution of the utility model: the fishtail space of the combined frog heart rail has a "concave" structure, and the fishtail space of the "concave" structure is located below the heart rail running surface of the combined frog heart rail; the number of the fishtail space rail waist bolt holes 10 is 5 to 20.

[0008] Among the above technical solutions, as the preferred technical solution of the utility model: the fishtail space height value K of the combined frog heart rail is 15mm-160mm.

[0009] Among the above technical solutions, as the preferred technical solution of the utility model: the fishtail space waist thickness H of the combined frog heart rail and the I-shaped heart rail blank C is 20mm~90mm; the blank rail head h height of the I-shaped heart rail blank C is 25mm~90mm, and the blank rail head is used to process the heart rail running surface.

[0010] Among the above technical solutions, as the preferred technical solution of the utility model: the width L section of the heart rail A to its theoretical tip is the heart rail wheel load transfer zone, wherein the width L value is 30mm to 80mm; the heart rail wheel load transfer zone and its rear section are evenly transitioned in a step-like manner to form a heart rail transition section, and the length of the heart rail transition section is 10mm to 500mm.

[0011] In the above technical solution, as a further improvement of the present utility model: the upper side surface of the heart rail and the lower side surface of the heart rail A are vertical planes.

[0012] In the above technical solution, as a further improvement of the utility model: the width of the center rail wheel load transfer area gradually decreases toward the side of the front section.

[0013] In the above technical solution, as a further improvement of the utility model: the upper side surface of the heart rail and the lower side surface of the heart rail A are vertical planes, and the upper side surface of the heart rail and the lower side surface of the heart rail are coplanar or non-coplanar.

[0014] Among the above technical solutions, as the preferred technical solution of the utility model: the heart rail spacer B and the associated part of the rear section of the heart rail A are in an I-shaped structure, and the heart rail spacer B is formed with an upper inclined surface of the heart rail spacer and a lower inclined surface of the heart rail spacer; the inclination of the upper inclined surface of the heart rail spacer is 1:100 to 1:1.5.

[0015] In the above technical solution, as a further improvement of the utility model: the center rail spacer iron B is also made with a center rail spacer iron bottom surface; the center rail spacer iron bottom surface is coplanar with the center rail bottom surface of the center rail A at other positions.

[0016] Among the above technical solutions, as the preferred technical solution of the utility model: the I-shaped heart rail blank C is austenitic steel or bainitic steel.

[0017] In the above technical solution, as a further improvement of the utility model: the maximum width of the center rail A is located at the starting point of the lowered section of the top surface of the center rail.

[0018] In the above technical solution, as a further improvement of the utility model: the top surface of the center rail spacer iron of the center rail spacer iron B is gradually lowered toward the rear section.

[0019] In the above technical scheme, as a further improvement of the utility model: austenitic steel refers to high manganese steel or alloyed high manganese steel, and is the high manganese steel specified in the national standard GB / T5680-1998 and high manganese steel alloyed with one of chromium, molybdenum, nickel, titanium, vanadium, boron, aluminum, nitrogen, saw and rare earth elements and / or their composite alloys on this basis; bainitic steel refers to the alloy steel belonging to the national railway industry standard TB / T3467-2016.

[0020] Among the above technical solutions, as the preferred technical solution of the utility model: the I-shaped heart rail blank C is made by integral continuous casting, continuous rolling or forging, die forging process.

[0021] The advantages of this utility model compared with the prior art:

[0022] 1. The utility model improves the structure of the combined frog heart rail and the heart rail blank. The blank adopts an I-shaped structure in cross section, which improves the blank material utilization rate and lays a foundation for mass production of heart rail blanks by rolling or forging, creating conditions for the stability of process quality and operability. The use of the technology of the utility model to prepare the combined frog heart rail can comprehensively reduce the manufacturing cost and has good promotion and market value.

[0023] 2. Compared with the blank with rectangular cross section, the utility model uses the I-shaped heart rail blank C to manufacture the heart rail A and the heart rail spacer iron B, which reduces the material consumption and milling area, improves the material utilization rate by more than 30%, reduces the processing allowance of the heart rail side by more than 20%, and reduces the comprehensive manufacturing cost.

[0024] 3. When the structure of the utility model is adopted for production, since the heart rail blank adopts an I-shaped structure, not only the processing area is reduced, but also the rough processing or cutting steps are reduced. The same I-shaped blank can be used to prepare different types of frog heart rails, and the versatility is ideal; therefore, the process flow and blank types are simplified, and the production efficiency is improved.

[0025] 4. The utility model is made of austenitic steel. Compared with the rectangular cross section, the C section of the I-shaped rail blank is smaller in geometric size. During the heat treatment process, it is conducive to accelerating cooling and reducing carbide precipitation. The grain size is not less than level 1, the undissolved carbide is not greater than level W3, the precipitated carbide is not greater than level X3, and the overheated carbide is not greater than level G2; the tensile strength Rm is not less than 900Mpa, the impact absorption energy KU2 is not less than 200J, and the yield strength R el Not less than 400Mpa, with even better mechanical properties.

[0026] 5. The technical solution of the utility model is mature and can meet the requirements of factory batch production. The manufacturing cost is relatively low and it has high promotion value. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a schematic diagram of the structure of the combined frog heart rail under the prior art;

[0028] Figure 2 This is a structural front view of the combined frog rail of the utility model;

[0029] Figure 3 For this utility model Figure 2 An enlarged cross-sectional view of the AA longitudinal section in the combined frog heart rail;

[0030] Figure 4 For this utility model Figure 2 Enlarged cross-sectional view of the longitudinal section of BB in the combined frog heart rail;

[0031] Figure 5 This is a structural front view of an I-shaped center rail blank C of the utility model;

[0032] Figure 6 For this utility model Figure 5 An enlarged cross-sectional view of the CC longitudinal section of the middle I-shaped center rail blank C;

[0033] In the figure: 1-1 heart rail A, 1-2 heart rail spacer iron B, 1-3 I-shaped heart rail blank C; 1-101 heart rail wheel load transfer area, 1-102 heart rail transition section, 1-103 heart rail top surface lowering section; 1-fishtail space, 2-heart rail bottom surface, 3-heart rail spacer iron upper inclined surface, 4-heart rail spacer iron bottom surface, 5-heart rail spacer iron lower inclined surface, 6-heart rail lower side surface, 7-heart rail spacer iron top surface, 8-heart rail upper side surface, 9-heart rail running surface, 10-bolt hole, 11-blank rail head. DETAILED DESCRIPTION

[0034] The following will be combined with the attached embodiment of the utility model Figure 2-6 , clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of them. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0035] A combined frog rail, (such as Figure 2 The combined frog center rail is composed of an integrally formed center rail A1-1 and a center rail spacer B1-2; the integrally formed structure of the center rail A1-1 and the center rail spacer B1-2 improves material utilization, reduces processing steps, and reduces costs.

[0036] Moreover, the integrally formed combined frog heart rail is an I-shaped heart rail blank C1-3 (such as Figure 5The combined frog heart rail is manufactured by using the I-shaped heart rail blank C1-3, which can also improve the material utilization rate, reduce the processing steps and reduce the cost. That is, it solves the technical problems of the existing heart rail having a large processing range, low material utilization rate, high manufacturing cost, poor process quality stability, low operability and inconvenience in market promotion and popularization.

[0037] It should be noted that: Under the prior art, the Chinese patent publication number CN203021878U discloses an alloy steel heart rail combined frog, which is mainly composed of an alloy steel heart rail, two wing rails and two fork rails, wherein the two fork rails are respectively arranged on both sides of one end of the heart rail and combined with the heart rail to form a combined heart rail, and the two wing rails are respectively arranged on both sides of one end of the combined heart rail away from the fork rail, and the two wing rails sandwich the junction of the two fork rails and the heart rail; the heart rail and the wing rails, the heart rail and the fork rail, and the wing rails and the fork rails are all connected and fixed by spacer irons and high-strength bolts. That is, the patent constitutes a frog by combining replaceable heart rails, wing rails and fork rails, replacing the frog that was previously cast in one piece. When damage occurs, it is only necessary to replace the damaged parts with new parts, thereby avoiding the overall scrapping of the frog due to local damage and reducing maintenance costs. The improvement principle of the utility model is the same as that of the patent, and the purpose is to avoid the overall scrapping of the frog due to local damage and reduce maintenance costs.

[0038] In the above embodiments, as the preferred embodiments of the present utility model: (such as Figure 3 , Figure 6 The fishtail space 1 of the combined frog heart rail is a "concave" structure, and the "concave" structure of the fishtail space 1 is located below the heart rail running surface 9 of the combined frog heart rail; the number of the rail waist bolt holes 10 in the fishtail space 1 is 5 to 20 (combined Figure 2 ).

[0039] Among them, it should be noted that: the fishtail space 1 of the combined frog heart rail is a "concave" structure, which can effectively improve stability, that is, by increasing the friction resistance between the fork core and the fork foot rail, the longitudinal relative displacement between the two is prevented, thereby improving the overall stability and operational safety of the combined frog. In addition, this design can also reduce the risk of loosening and damage of components due to vibration and impact, thereby enhancing safety. Furthermore, due to the improvement of the overall stability of the frog, the combined frog can maintain better stability and reliability when operating under high speed and heavy load conditions, reducing the occurrence of safety accidents such as train derailment or damage caused by frog failure. At the same time, interchangeability can also be achieved: the laying, maintenance and repair operations of the combined frog are interchangeable with existing frogs, which helps to reduce replacement and repair costs, improve maintenance efficiency, and ensure that the frog can adapt to the operation requirements of different lines and trains. The fishtail space of the combined frog heart rail is designed in a "concave" shape, so that the frog can adapt to the running requirements of trains with different speed levels and axle weights; for example, in a single-opening turnout frog, the permissible passing speed of a passenger car can reach 160km / h, and the permissible passing speed of a freight car (axle weight ≤ 23t) can reach 90km / h. This "concave" design makes the cross-sectional shape of the frog easy to forge and machine, the overall structure is simple, the processing and manufacturing are relatively convenient, and it is easy to mass produce with low investment. In summary, the "concave" design of the fishtail space 1 of the combined frog heart rail has technical advantages such as improved stability, enhanced safety, maintained interchangeability, wide adaptability, and convenient processing and manufacturing. These advantages make the combined frog have higher performance and reliability in railway transportation, and can meet the running requirements of different lines and trains.

[0040] In the above embodiment, as the preferred technical solution of the utility model: the height value K of the fishtail space 1 of the combined frog heart rail and the I-shaped heart rail blank C1-3 is 15mm-160mm.

[0041] Embodiment 1: The height value K of the fishtail space 1 of the combined frog heart rail is 15 mmmm.

[0042] Embodiment 2: The height value K of the fishtail space 1 of the combined frog heart rail is 88 mm.

[0043] Embodiment 3: The height value K of the fishtail space 1 of the combined frog heart rail is 160 mm.

[0044] In the above embodiment, as the preferred technical solution of the utility model: the waist thickness H of the fishtail space 1 of the combined frog heart rail and the I-shaped heart rail blank C1-3 is 20mm~90mm; the blank rail head h height of the I-shaped heart rail blank C1-3 is 25mm~90mm, and the blank rail head 11 is used to process the heart rail running surface 9.

[0045] Embodiment 1: The waist thickness H of the fishtail space 1 of the combined frog rail and the I-shaped heart rail blank C1-3 is 20 mm; the height h of the blank rail head of the I-shaped heart rail blank C1-3 is 25 mm.

[0046] Embodiment 2: The waist thickness H of the fishtail space 1 of the combined frog rail and the I-shaped heart rail blank C1-3 is 55 mm; the height h of the blank rail head of the I-shaped heart rail blank C1-3 is 58 mm.

[0047] Embodiment 3: The waist thickness H of the fishtail space 1 of the combined frog rail and the I-shaped heart rail blank C1-3 is 90 mm; the height h of the blank rail head of the I-shaped heart rail blank C1-3 is 90 mm.

[0048] In the above embodiments, as the preferred embodiments of the present utility model: (such as Figure 2 As shown in the figure, the width L section of the heart rail A1-1 to its theoretical tip direction is the heart rail wheel load transfer zone 1-101, wherein the width L value is 30mm to 80mm; the heart rail wheel load transfer zone 1-101 and its rear section are evenly transitioned in a step-like manner to form a heart rail transition section 1-102, that is, a transition section 1-102 of an arc structure, and the length of the heart rail transition section 1-102 is 10mm to 500mm.

[0049] Embodiment 1: The width L is 30 mm; the length of the center rail transition section 1-102 is 10 mm.

[0050] Embodiment 2: The width L is 55 mm; the length of the center rail transition section 1-102 is 255 mm.

[0051] Embodiment 3: The width L is 80 mm; the length of the center rail transition section 1-102 is 500 mm.

[0052] In the above embodiment, as a further improved embodiment of the utility model: the upper side surface 8 and the lower side surface 6 of the heart rail A1-1 are vertical planes.

[0053] It should be noted that the technical advantages of designing the upper side surface 8 of the heart rail and the lower side surface 6 of the heart rail as vertical planes are as follows: the design of the vertical plane makes it easier to position and fix the heart rail during processing, especially during side processing; combined with specific tooling design, such as the combination of the hinged support and the rotating beam, and the use of the fixing mechanism, it is possible to adjust the processing position of the heart rail by rotating the rotating beam without frequently removing and fixing the heart rail, thereby improving the processing efficiency. The design of the vertical plane reduces the complexity of the processing process and reduces the errors that may be caused by frequent operations; through simple mechanical operations, such as bolt tightening or screw tightening, the stability of the heart rail during processing can be ensured, thereby improving the processing accuracy. The contact between the side surface of the heart rail in the vertical plane and the tread and wheel flange of the railway vehicle wheel is more stable, reducing wear and enhancing the integrity and service life of the frog; the heart rail and the wing rail are connected into an integral middle block in the straight harmful space wheel-rail transition part, which makes the frog good in integrity and also improves the service life of the frog. In addition, the design of the vertical plane makes the heart rail more convenient for maintenance and replacement; if a part is worn or damaged, it can be more easily replaced or repaired locally, reducing the cost and time of overall replacement. The design of the vertical plane enables the heart rail to adapt to railway vehicles of different models and specifications, improving the versatility and adaptability of the frog. In summary, the design of the upper side surface 8 of the heart rail and the lower side surface 6 of the heart rail as vertical planes has the technical advantages of improving processing efficiency, ensuring processing accuracy, enhancing the integrity and life of the frog, facilitating maintenance and replacement, and having strong adaptability.

[0054] In the above embodiment, as a further improved embodiment of the utility model: the width of the center rail wheel load transfer area 1-101 gradually decreases toward the front section side.

[0055] It should be noted that the technical advantages of gradually reducing the width of the wheel load transfer zone 1-101 of the heart rail are as follows: reducing the reduction value of the key section of the heart rail, especially in the wheel load transfer zone 1-101 of the heart rail, is beneficial to improving the stability of the train passing the switch; this design helps to reduce the bumps and impacts of the train when passing the switch, and improves the stability and safety of driving. As the width of the wheel load transfer zone 1-101 of the heart rail gradually decreases, the change of the wheel-rail contact point is smoother, which helps to reduce the friction and wear between the wheel and the heart rail; this can not only extend the service life of the switch, but also reduce maintenance costs. The change in the width of the wheel load transfer zone 1-101 of the heart rail can affect the wheel-rail contact position, thereby optimizing the wheel-rail contact relationship; through reasonable design, the contact between the wheel and the heart rail can be made more uniform, reducing damage caused by contact stress concentration. Reducing the width of the wheel load transfer area 1-101 of the heart rail can also help improve driving safety; because the wheel load transfer is more stable, the train is less likely to derail or overturn when passing through the switch, ensuring the safety of passengers and goods; this design can adapt to the operation needs of trains with different speeds and different axle loads. By adjusting the width and shape of the wheel load transfer area 1-101 of the heart rail, the switch can be better adapted to various types of trains, improving the versatility and compatibility of the line.

[0056] In the above embodiment, as a further improved embodiment of the utility model: the upper side surface 8 and the lower side surface 6 of the heart rail A1-1 are vertical planes, and the upper side surface 8 and the lower side surface 6 of the heart rail are coplanar or non-coplanar.

[0057] It should be noted that the technical advantage of the upper side surface 8 of the heart rail and the lower side surface 6 of the heart rail being vertically coplanar is that when the upper side surface of the heart rail and the lower side surface of the heart rail are coplanar, the design and manufacturing process will be simpler, which can reduce manufacturing errors and improve production efficiency and product quality. The coplanar design helps to reduce the impact between the train wheels and the heart rail when passing through the turnout; because the two side surfaces are on the same plane, the wheels can transition more smoothly, reducing the vibration and noise caused by the impact. Due to the reduction of wheel-rail impact, the stability of the train when passing through the turnout will be improved; this has a positive effect on improving passenger comfort and protecting train equipment.

[0058] The technical advantage of the upper side surface 8 of the heart rail and the lower side surface 6 of the heart rail being not coplanar vertically is that when the upper side surface of the heart rail and the lower side surface of the heart rail are not coplanar, the wheel-rail contact relationship can be optimized by adjusting the angles and positions of the two side surfaces; this helps to reduce wheel-rail wear and increase the service life of the frog. The non-coplanar design can adapt to train wheels of different wheel diameters; by adjusting the angles and positions of the two side surfaces, the frog can better adapt to wheels of different wheel diameters, thereby improving the versatility and compatibility of the line. In some cases, the non-coplanar design can enhance the strength of the frog; for example, when the lower side surface of the heart rail protrudes relative to the upper side surface, the support area of ​​the frog can be increased, thereby improving the load-bearing capacity of the frog.

[0059] In the above embodiment, as a preferred embodiment of the utility model: the center rail spacer iron B1-2 and the associated portion of the rear section of the center rail A1-1 are in an I-shaped structure, and the center rail spacer iron B is provided with an upper inclined surface 3 of the center rail spacer iron and a lower inclined surface 5 of the center rail spacer iron; the inclination of the upper inclined surface 3 of the center rail spacer iron is 1:100 to 1:1.5.

[0060] Embodiment 1: The slope of the inclined surface 3 on the center rail spacer iron is 1:100.

[0061] Embodiment 2: The slope of the inclined surface 3 on the center rail spacer iron is 1:50.

[0062] Embodiment 3: The slope of the inclined surface 3 on the center rail spacer iron is 1:1.5.

[0063] It should be noted that the technical advantage of the center rail spacer B having the center rail spacer upper inclined surface 3 and the center rail spacer lower inclined surface 5 is that the design of the center rail spacer upper inclined surface 3 and the center rail spacer lower inclined surface 5 helps to enhance the stability of the center rail spacer B and reduce the vibration and displacement caused by the passage of the train; this stability is essential for maintaining the geometric shape and dimensional accuracy of the turnout, thereby ensuring the smoothness and safety of the train operation. The design of the inclined surface can optimize the wheel-rail contact relationship and reduce the impact and wear between the wheel and rail; by adjusting the angle and position of the inclined surface, the contact between the wheel and the center rail can be made more uniform, thereby reducing the risk of damage caused by contact stress concentration. Due to the presence of the inclined surface, the center rail spacer B can better disperse and transfer the load when subjected to the train wheel load, reducing local stress concentration; this helps to reduce fatigue damage and crack propagation of the switch, thereby increasing the service life of the switch. The design of the upper and lower slopes of the center rail spacer B can adapt to different operating conditions, such as different train speeds, axle weights and wheel diameters; by adjusting the parameters of the slope, the switch can better adapt to various operating conditions and improve the versatility and compatibility of the line.

[0064] In the above embodiment, as a further improved embodiment of the utility model: the center rail spacer iron B1-2 is also made with a center rail spacer iron bottom surface 4; the center rail spacer iron bottom surface 4 is coplanar with the center rail bottom surface 2 at other positions of the center rail A1-1.

[0065] It should be noted that the technical advantage of the coplanarity of the heart rail spacer iron bottom surface 4 and the heart rail bottom surface 2 at other positions of the heart rail A1-1 is that when the heart rail spacer iron bottom surface 4 is coplanar with the heart rail bottom surface at other positions of the heart rail A1-1, the bottom surface of the entire combined frog heart rail forms a continuous plane, which helps to improve the overall stability of the combined frog heart rail; this stability is essential for maintaining the geometric shape and dimensional accuracy of the turnout, ensuring that the train can run smoothly and safely when passing through the turnout. The coplanar design helps to optimize the wheel-rail contact relationship; due to the flat bottom surface, the wheel contacts the heart rail more evenly when passing through the heart rail, reducing the impact and wear between the wheel and the rail, and increasing the service life of the frog. The coplanar design of the bottom surface reduces local stress concentration and fatigue damage caused by the uneven bottom surface, thereby reducing the maintenance frequency and cost of the frog; at the same time, this design is also conducive to daily maintenance and overhaul work, and improves work efficiency. The bottom surface 4 of the heart rail spacing iron is coplanar with the bottom surface 2 of the heart rail at other positions of the heart rail A1-1, ensuring that the heart rail can evenly distribute the load when bearing the train wheel load, reducing the safety hazards caused by stress concentration; this helps to improve the safety of train operation.

[0066] In the above embodiments, as a preferred embodiment of the utility model: the I-shaped center rail blank C1-3 is austenitic steel or bainitic steel.

[0067] It should be noted that the technical advantage of the I-beam heart rail blank C1-3 being austenitic steel is that austenitic steel has good comprehensive properties, with sufficient strength, excellent plasticity, and low hardness; this makes austenitic steel less likely to deform or break when subjected to heavy loads, ensuring the stability and reliability of the heart rail. The impact toughness of austenitic steel decreases slowly as the temperature decreases, and there is no brittle transition temperature; this means that in low temperature environments, austenitic steel can still maintain sufficient plasticity and toughness, and is suitable for various climatic conditions. Austenitic steel has good plasticity and is easy to process into heart rails of various shapes and sizes; at the same time, through appropriate heat treatment processes, the mechanical properties of austenitic steel can be further improved to meet different usage requirements.

[0068] It should be noted that the technical advantage of the I-shaped heart rail blank C1-3 being bainitic steel is that the bainitic rail is made of high-elastic steel, has high hardness and good wear resistance; in railway transportation, it can reduce track damage caused by wear and extend the service life of the heart rail. The internal structure of the bainitic rail is finer and denser, so it has good fracture toughness; this helps to reduce track breakage and crack propagation in heavy-load freight, and improve the safety and reliability of the heart rail. Bainitic rails show better performance in the rolling contact fatigue process; compared with other materials, bainitic structure is less likely to form a surface hardened layer, reducing potential crack propagation paths. The wear resistance and fracture toughness of the bainitic rail give it a longer service life during service; this reduces the frequency of replacement and repair, and reduces operating costs.

[0069] In the above embodiment, as a further improved embodiment of the present utility model: the maximum width of the center rail A1-1 is located at the starting point of the lowered section 1-103 on the top surface of the center rail.

[0070] It should be noted that the starting point of the lowered section of the top surface of the heart rail is the maximum width of the heart rail. This design helps to optimize the wheel-rail contact relationship. When the train wheel passes through the turnout, the wheel flange can transition to the heart rail more smoothly, reducing the impact and wear between the wheel and rail, and improving the driving stability and safety. The maximum width of the heart rail is located at the starting point of the lowered section of the top surface. This structure helps to enhance the stability of the switch. When the train passes through the switch, the heart rail can better withstand the wheel load, reduce the deformation and displacement of the switch, and ensure the geometric shape and dimensional accuracy of the switch. At the same time, it can also optimize the wheel-rail contact relationship and improve the stability of the switch, which means that the wear and damage of the switch will be reduced. This reduces the maintenance frequency and replacement cost of the switch and improves the economic benefits of railway operation. The starting point of the lowered section of the top surface of the heart rail is reasonably designed to adapt to trains with different running speeds. Whether it is a high-speed train or a low-speed train, it can pass through the switch smoothly and safely, improving the versatility and compatibility of the line.

[0071] In the above embodiment, as a further improved embodiment of the utility model: the top surface 7 of the center rail spacer iron of the center rail spacer iron B1-2 gradually decreases toward the rear section.

[0072] It should be noted that the design of the gradually lowered top surface 7 of the rail spacing iron helps to optimize the wheel-rail contact relationship. That is, the design of the gradually lowered top surface of the rail spacing iron makes the wheel contact with the rail smoother when passing through the turnout; this smooth transition reduces the impact and vibration between the wheel and the rail, thereby optimizing the wheel-rail contact relationship. The design of the gradually lowered top surface makes the contact between the wheel and the rail smoother when the train passes through the turnout; this reduces the vibration and shaking of the train and improves the comfort of the passengers. The smooth transition also reduces the noise when the train passes through the turnout, providing a quieter riding environment for passengers. The design of the gradually lowered top surface enables the rail spacing iron B1-2 to better disperse the load when bearing the train wheel load; this reduces the local stress concentration of the frog, thereby enhancing the strength of the frog. A stronger frog can withstand greater wheel loads, extend the service life of the frog, and reduce the frequency of maintenance and replacement. The design of the gradually lowered top surface can adapt to trains with different running speeds. Whether it is a high-speed train or a low-speed train, it can pass through the turnout smoothly and safely. This design improves the versatility and compatibility of turnouts, allowing trains of different speeds to run smoothly on the same turnout.

[0073] It should be noted that: The technical advantages of preparing the I-beam heart rail by rolling or forging the I-beam heart rail blank C1-3: The technical advantages of rolling preparation are: Rolling is a process of continuous plastic deformation of metal materials by rollers, which can achieve large-scale and efficient heart rail production. Continuous deformation during the rolling process can reduce material waste and reduce production costs. During the rolling process, the metal material forms continuous plastic deformation under the action of the rollers, which can improve the surface quality of the material and reduce surface defects. During the rolling process of the I-beam guide rail, the dimensional accuracy and shape accuracy of the heart rail can be ensured through precise rolling process control.

[0074] The technical advantages of forging preparation are: the forging process can make the metal material reach the predetermined shape and size through plastic deformation and recrystallization in the solid state, while improving the density and uniformity of the material, thereby improving the mechanical properties of the heart rail. The difference in axial and radial mechanical properties of forgings is smaller than that of rolled products, which makes the heart rail highly isotropic when bearing loads, ensuring the smooth operation of the train. Forging can adapt to the preparation of heart rails of various complex shapes, especially for heart rails with special cross-sections such as I-shaped ones. Forging can ensure the accuracy of shape and size. Due to the improvement of material properties, the forged heart rail blank can withstand greater loads and impacts, and therefore has a longer service life.

[0075] In the above embodiment, as a further improved embodiment of the utility model: the austenitic steel refers to high manganese steel or alloyed high manganese steel, and is the high manganese steel specified in the national standard GB / T5680-1998 and the high manganese steel alloyed with one of chromium, molybdenum, nickel, titanium, vanadium, boron, aluminum, nitrogen, saw and rare earth elements and / or their composite alloys on this basis; the bainitic steel refers to the alloy steel belonging to the national railway industry standard TB / T3467-2016.

[0076] It should be noted that: the technical advantages of high manganese steel are excellent wear resistance. High manganese steel is prone to work hardening under impact loads, forming a hardened layer on the surface to improve its wear resistance. The advantages of alloying are: when high manganese steel is alloyed with chromium, molybdenum, nickel, titanium, vanadium, boron, aluminum, nitrogen, saw and rare earth elements, its performance can be further improved: adding appropriate amounts of alloying elements (such as Ti, V, Cr, B, Nb and rare earth elements, etc.) to high manganese steel can improve its wear resistance. For example, after adding 0.09wt.% Ti and 0.15% Nb, the wear resistance can be increased by about two times. Alloying can also improve the work hardening ability of high manganese steel, so that it forms a thicker hardened layer when it is impacted, thereby further improving its wear resistance. Alloying can change the mechanical properties of high manganese steel, such as improving its strength, plasticity and toughness. High manganese steel specified in the national standard GB / T5680-1998, which specifies the technical conditions for sand casting high manganese steel castings, includes 5 grades (ZGMn13-1 to ZGMn13-5). These grades of high manganese steel can be selected according to different impact load conditions, such as ZGMn13-1 is suitable for low impact parts, while ZGMn13-4 is suitable for high impact parts.

[0077] It should be noted that the bainitic steel refers to the alloy steel belonging to the national railway industry standard TB / T3467-2016. Bainitic steel has high hardness and elasticity. After heat treatment, its hardness can reach 54-62HRC. This high hardness makes bainitic steel have significant advantages in manufacturing high-strength workpiece parts. Bainitic wear-resistant steel forging technology further improves its strength and wear resistance by compressing and deforming the steel under high temperature. Bainitic steel, especially low-temperature bainitic steel, can obtain extremely fine bainitic structure by isothermal transformation under low temperature conditions. This structure makes bainitic steel have good comprehensive mechanical properties, such as high strength and high toughness. Bainitic wear-resistant steel forgings are treated with special anti-corrosion coatings and can also resist erosion by various corrosion and corrosive media. This is particularly important in the railway industry because components such as rails and switches are often exposed to complex natural environments. Bainitic steel can adjust its organizational structure and performance through heat treatment methods such as normalizing to meet the needs under different use conditions. As a high-quality alloy steel, the preparation and application of bainitic steel comply with the national railway industry standard TB / T3467-2016, which provides standardized technical guidance and specifications for its wide application in the railway industry.

[0078] In the above embodiments, as a preferred embodiment of the utility model: the ratio of the I-shaped heart rail blank C1-3 for rolling or forging is 2-10.

[0079] It should be noted that the advantages of rolling are: rolling is a continuous processing process that can efficiently roll steel billets into heart rail blanks, especially when the ratio is 2 to 10, the rolling process is more stable and the production efficiency is higher. During the rolling process, by adjusting the spacing and rolling force of the rollers, the cross-sectional shape of the heart rail blank can be accurately controlled, especially for the complex cross-section of the I-beam, the accuracy and consistency of the shape can be ensured. Plastic deformation during rolling and heat treatment after rolling can improve the material properties of the heart rail blank, such as improving strength, toughness and wear resistance. Rolling is an efficient production method that can reduce material waste and processing costs, thereby reducing the production cost of the heart rail blank.

[0080] The advantages of forging are: when the forging ratio is in the range of 2 to 10, the metal material can undergo sufficient plastic deformation and recrystallization, thereby improving the density and uniformity of the material, and then improving the mechanical properties of the heart rail. During the forging process, through precise mold design and forging process control, the dimensional accuracy and shape accuracy of the heart rail blank can be ensured, especially in the gradually lowered part of the top surface of the I-beam, the design requirements can be accurately achieved. During the forging process, the fluidity and plastic deformation of the metal material can make the surface smoother, reduce surface defects, and improve the surface quality of the heart rail blank. Under the appropriate forging ratio, the forging process parameters can be optimized, production efficiency can be improved, and production costs can be reduced.

[0081] In the above embodiments, as a preferred embodiment of the utility model: the I-shaped heart rail blank C1-3 is an I-shaped heart rail blank C1-3 made by integral continuous casting, continuous rolling or forging, die forging process.

[0082] It should be noted that: when the integral continuous casting process is adopted, the integral continuous casting process can realize continuous production and greatly improve production efficiency. The continuous casting process can reduce material waste and reduce production costs. The continuous casting process can ensure the uniformity of the internal structure of the heart rail blank and reduce internal stress.

[0083] During continuous rolling: The continuous rolling process can accurately control the cross-sectional shape and size of the heart rail blank to meet high-precision requirements. Through continuous rolling, the surface quality of the heart rail blank is significantly improved, reducing the amount of subsequent processing. The continuous rolling process can also achieve continuous production and improve production efficiency.

[0084] During forging: During the forging process, the metal material undergoes plastic deformation and recrystallization, which can improve the density and uniformity of the material, thereby enhancing the mechanical properties of the heart rail. Forging can adapt to the preparation of heart rails of various complex shapes, especially for heart rails with special cross-sections such as I-shaped ones. Forging can ensure the accuracy of shape and size. Due to the improvement of material properties, the forged heart rail blank can withstand greater loads and impacts, so it has a longer service life.

[0085] During die forging: The die forging process can accurately control the shape and size of the heart rail blank to meet high precision requirements. During the die forging process, the material utilization rate is high and material waste can be reduced. The die forging process can adapt to the production of heart rails of different specifications and shapes, and has high production flexibility.

[0086] Therefore: various process methods such as integral continuous casting, continuous rolling, forging and die forging can meet different production needs and ensure the quality and performance of the heart rail blank. These process methods can improve the material properties of the heart rail blank, such as strength, toughness and wear resistance, so as to ensure the safe operation of the railway system. By improving production efficiency, reducing material waste and optimizing production processes, these process methods can reduce the production cost of the heart rail blank and improve economic benefits. Whether it is heavy-duty railway, high-speed railway or urban rail transit, these process methods can produce high-performance I-shaped heart rail blanks that meet the requirements.

[0087] The utility model relates to a method for preparing a combined frog heart rail, which is any of the aforementioned methods for preparing a combined frog heart rail; the method comprises the following steps:

[0088] S1. Determine the steel type;

[0089] S2. Determine the rolling or forging ratio according to the frog model;

[0090] S3, using continuous casting, continuous rolling or forging, die forging process to produce I-shaped heart rail blank C1-3;

[0091] S4, selecting a suitable heat treatment process according to the steel grade to heat treat the I-shaped heart rail blank C1-3;

[0092] S5, processing and forming.

[0093] It should be noted that the method steps related to the utility model are as follows: compared with the prior art "A mosaic combined frog heart rail, insert structure and preparation method thereof" with publication number CN117005248A, this patent is forging or continuous rolling of a part of the blank. The method related to the utility model is to roll or forge the blank as a whole. The technical advantage of the method related to the utility model using integral forging and rolling is that the integral rolling or forging can ensure that the heart rail blank is subjected to uniform plastic deformation over the entire cross section, thereby eliminating defects such as loose cast state produced by the metal in the smelting process and optimizing the microstructure. Rolling or forging can refine the grains and obtain a dense metal structure, thereby improving the mechanical properties of the heart rail, such as strength, toughness and impact resistance. Integral rolling or forging achieves changes in shape and size through plastic deformation of the metal, without the need to cut off the metal, so the material utilization rate is high. Compared with partial forging and rolling, integral processing reduces material waste and reduces production costs. Overall rolling or forging usually uses large-scale forging machinery or rolling equipment for continuous production, which can achieve higher productivity and processing efficiency. Local forging and rolling may require multiple processes, increasing the production cycle and cost. Overall rolling or forging can ensure that the heart rail blank has uniform mechanical properties and organizational structure throughout the entire length and cross-section, thereby improving product quality and stability. Local forging and rolling may lead to uneven product performance, affecting product quality and service life. For heart rail blanks with simple shapes and larger sizes, overall rolling or forging is easier to achieve, and the technical difficulty is relatively low. Local forging and rolling may require more complex processes and equipment, and the technical implementation is more difficult.

[0094] In addition, the technical advantages of preparing the heart rail by rolling or forging the I-beam heart rail blank C1-3 need to be explained: the technical advantages of rolling preparation are: rolling is a process of continuous plastic deformation of metal materials by rolling rollers, which can achieve large-scale and high-efficiency heart rail production. Continuous deformation during the rolling process can reduce material waste and reduce production costs. During the rolling process, the metal material undergoes continuous plastic deformation under the action of the rolling rollers, which can improve the surface quality of the material and reduce surface defects. During the rolling process of the I-beam guide rail, the dimensional accuracy and shape accuracy of the heart rail can be ensured through precise rolling process control.

[0095] The technical advantages of forging preparation are: the forging process can make the metal material reach the predetermined shape and size through plastic deformation and recrystallization in the solid state, while improving the density and uniformity of the material, thereby improving the mechanical properties of the heart rail. The difference between the axial and radial mechanical properties of the forging is smaller than that of the rolled piece, which makes the heart rail highly isotropic when bearing loads, ensuring the smooth operation of the train. Forging can adapt to the preparation of heart rails of various complex shapes, especially for heart rails with special cross-sections such as I-shaped ones. Forging can ensure the accuracy of shape and size. Due to the improvement of material properties, the forged heart rail blank can withstand greater loads and impacts, and therefore has a longer service life.

[0096] Through the above description, it can be found that: the utility model improves the structure of the combined frog heart rail and the heart rail blank. The blank adopts an I-shaped structure in cross section, which improves the blank material utilization rate and lays the foundation for the mass production of the heart rail blank by rolling or forging, creating conditions for the stability of the process quality and operability; the use of the technology of the utility model to prepare the combined frog heart rail can comprehensively reduce the manufacturing cost and has good promotion and market value.

[0097] Compared with a blank with a rectangular cross section, the utility model uses an I-shaped heart rail blank C to manufacture a heart rail A and a heart rail spacer iron B, thereby reducing material consumption and milling area, increasing material utilization by more than 30%, reducing heart rail side machining allowance by more than 20%, and reducing comprehensive manufacturing costs.

[0098] Compared with the traditional structure, the utility model not only reduces the processing area, but also reduces the rough processing or cutting steps. The same I-shaped blank can be used to prepare different types of frog heart rails, and the versatility is ideal; therefore, the process flow and blank types are simplified, and the production efficiency is improved.

[0099] The utility model is made of austenitic steel material. Compared with the rectangular cross section, the geometric size of the I-shaped heart rail blank C section is smaller. During the heat treatment process, it is conducive to accelerating cooling and reducing carbide precipitation. The grain size is not less than level 1, the undissolved carbide is not greater than level W3, the precipitated carbide is not greater than level X3, and the overheated carbide is not greater than level G2; the tensile strength Rm is not less than 900Mpa, the impact absorption energy KU2 is not less than 200J, and the yield strength R el Not less than 400Mpa, with even better mechanical properties.

[0100] In summary, the technical solution of the utility model is mature, can meet the requirements of factory batch production, has relatively low manufacturing cost, and has high promotion value.

[0101] The above description is only a preferred embodiment of the present invention and is not intended to limit the protection scope of the present invention. Any modification and equivalent replacement made within the spirit and principle of the present invention are included in the protection scope of the present invention.

[0102] The above preferred embodiments are not intended to limit the scope of implementation of the present utility model, so all equivalent changes made to the contents described in the claims of the present utility model should be included in the scope of the claims of the present utility model.

Claims

1. A combined frog rail, characterized in that: The combined frog heart rail is composed of an integrally formed heart rail A (1-1) and a heart rail spacer B (1-2); and the integrally formed combined frog heart rail is manufactured using an I-shaped heart rail blank C (1-3) with a uniform cross-section.

2. The combined frog rail according to claim 1, characterized in that: The fishtail space (1) of the combined frog heart rail is in a "concave" structure, and the fishtail space (1) of the "concave" structure is located below the heart rail running surface (9) of the combined frog heart rail; the number of the rail waist bolt holes (10) of the fishtail space (1) is 5 to 20.

3. The combined frog rail according to claim 1 or 2, characterized in that: The fishtail space (1) height value K of the combined frog rail is 15 mm to 160 mm.

4. The combined frog rail according to claim 3, characterized in that: The fishtail space (1) of the combined frog rail and the I-shaped rail blank C (1-3) has a rail waist thickness H of 20 mm to 90 mm; the blank rail head (11) of the I-shaped rail blank C (1-3) has a height h of 25 mm to 90 mm, and the blank rail head (11) is used for machining the rail running surface (9).

5. The combined frog rail according to claim 1, characterized in that: The width L section of the center rail A (1-1) to its theoretical tip direction is a center rail wheel load transfer zone (1-101), wherein the width L value is 30 mm to 80 mm; the center rail wheel load transfer zone (1-101) and its rear section are evenly transitioned in a step-like manner to form a center rail transition section (1-102), and the length of the center rail transition section (1-102) is 10 mm to 500 mm.

6. The combined frog rail according to claim 5, characterized in that: The upper side surface (8) and the lower side surface (6) of the center rail A (1-1) are vertical planes.

7. The combined frog rail according to claim 5, characterized in that: The width of the center rail wheel load transfer area (1-101) gradually decreases toward the side of the front section.

8. The combined frog rail according to claim 1 or 5, characterized in that: The upper side surface (8) and the lower side surface (6) of the heart rail A (1-1) are vertical planes, and the upper side surface (8) and the lower side surface (6) of the heart rail are coplanar or non-coplanar.

9. The combined frog rail according to claim 1, characterized in that: The center rail spacer iron B (1-2) and the center rail A (1-1) are in an I-shaped structure at a portion associated with the rear section thereof, and the center rail spacer iron B (1-2) is provided with a center rail spacer iron upper inclined surface (3) and a center rail spacer iron lower inclined surface (5); the inclination of the center rail spacer iron upper inclined surface (3) is 1:100 to 1:1.

5.

10. The combined frog rail according to claim 1 or 9, characterized in that: The center rail spacer iron B (1-2) is also provided with a center rail spacer iron bottom surface (4); the center rail spacer iron bottom surface (4) is coplanar with the center rail bottom surface (2) at other positions of the center rail A (1-1).

11. The combined frog rail according to claim 1 or 4, characterized in that: The I-shaped center rail blank C (1-3) is made of austenitic steel or bainitic steel.

12. The combined frog rail according to claim 1, 5, 6 or 9, characterized in that: The maximum width of the center rail A (1-1) is located at the starting point of the lowered section (1-103) on the top surface of the center rail.

13. The combined frog rail according to claim 1 or 9, characterized in that: The top surface (7) of the center rail spacer iron (1-2) gradually decreases toward the rear section.

14. The combined frog rail according to claim 11, characterized in that: The austenitic steel refers to high manganese steel or alloyed high manganese steel, and is the high manganese steel specified in the national standard GB / T5680-1998 and the high manganese steel alloyed with one of chromium, molybdenum, nickel, titanium, vanadium, boron, aluminum, nitrogen, saw and rare earth elements and / or their composite alloys on this basis; the bainitic steel refers to the alloy steel belonging to the national railway industry standard TB / T3467-2016.

15. The combined frog rail according to claim 12, characterized in that: The I-shaped heart rail blank C (1-3) is manufactured by integral continuous casting, continuous rolling or forging, or die forging.

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