Turnout switch rail structure of heavy haul railway

Abstract

The heavy haul railway turnout switch rail structure comprises a switch rail front section and a switch rail rear section. The switch rail front section and the switch rail rear section are spliced to form the whole switch rail; the joint part of the switch rail front section and the switch rail rear section is arranged on the 30-70mm section of the switch rail; connecting clamping plates are arranged at the connecting parts; the connecting part is arranged on the upper plane of a sliding bed bedplate of the turnout sliding bed bedplate; the connecting clamping plate comprises a non-working side clamping plate and a working side clamping plate; and the non-working edge side clamping plate and the working edge side clamping plate are used for oppositely clamping and splicing the joint part of the switch rail front section and the switch rail rear section by using a fastener to form the whole switch rail. According to the utility model, the technical problem that the overall service life of the switch rail is relatively short due to the fact that the whole switch rail is judged to be seriously damaged and then departs due to local rapid abrasion of the heavy-load line turnout switch rail is solved; the method is suitable for on-line replacement of switch rails of all common-speed turnouts at the present stage, and is especially suitable for heavy-load lines with fast abrasion in a small-section range of the switch rails; the service life of the whole switch rail is effectively prolonged, and the switch rail replacement cost is reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of switch points of railway tracks, and particularly relates to a switch point structure for heavy-haul railways. Background Technique

[0002] The heavy-haul railway lines in China are represented by coal transportation channels such as the Datong-Qinhuangdao Railway and the Shuohuang Railway, and generally show the characteristics of "high density, large traffic volume, and large axle load". The train operation density and annual traffic volume far exceed those in foreign countries. In recent years, with the successive opening of the construction of new heavy-haul railway lines such as the Wari-Huojin Railway, as well as the increasing axle load and traffic volume of passenger-cargo mixed railways and heavy-haul railways year by year, the turnout and its core components are severely damaged, especially the problems of short service life and frequent replacement of the curved switch points are becoming more prominent.

[0003] In recent years, in order to extend the service life of switch points, the following research and breakthroughs have been mainly made in the research and application of new technologies at home and abroad:

[0004] 1) Beijing Special Metallurgy and the Baotou Steel Beam Plant jointly manufactured switch points with bainitic steel, effectively improving the overall service life.

[0005] 2) Southwest Jiaotong University and Sichuan Zhenhuo Technology jointly developed the surface laminar plasma technology and carried out practical applications.

[0006] 3) In terms of structure, foreign countries have developed the FKOP technology for turnouts, achieving a certain degree of correction of the wheel running track. At the same time, by widening the cross-section widths of the straight and curved switch points, both the impact wear of the wheels on the switch points is reduced, and the purpose of extending the service life of the switch points is also achieved.

[0007] 4) Wang Shuguo of the China Academy of Railway Sciences developed and practiced the technology of widening switch points and stock rails, and at the same time explored and studied the stiffness homogenization of heavy-haul turnouts, analyzed the influence of the curve switch point line type on its wear characteristics, proposed and practiced the "straight + curve combination" technology, realized the optimization of the curve switch point line type to change its wear characteristics, thereby extending the service life of the switch point.

[0008] Through sorting out the service conditions of the switch points used in existing high-speed and heavy-haul railway turnouts above, and analyzing the wear amount distribution during the service process of various switch points used in turnouts, it is found that the wear of the switch points of various railway turnouts mainly occurs in the range of "actual tip to 35mm section" of the curved switch points, which is more obvious in the heavy-haul railway turnouts. According to the wear test data statistics of the 17th turnout position at Qian'an North Station on the Datong-Qinhuangdao heavy-haul railway line, the original curved switch point of the 12th turnout at this turnout position used the SC559 type turnout, and its average life was 40 - 50 days [see the scientific and technological paper: Wang Shuguo. "Research on the Influence of Curve Switch Point Line Type on Its Wear Characteristics" [J] Railway Engineering].

[0009] In summary, the service life of the curved switch rails on heavy-haul railway lines is generally low. Rapid wear occurs mainly in the range from the 35-mm section to the tip, and then the rails are taken out of service. That is, the switch rails of the in-service heavy-haul line turnouts are generally taken out of service after the entire switch rail is judged to be seriously damaged due to local rapid wear, resulting in a relatively low overall service life. To address this issue, the following technical solutions are proposed. Summary of the Invention

[0010] The technical problem solved by the present invention: Provide a switch rail structure for heavy-haul railway turnouts, which solves the technical problem that the switch rails of heavy-haul line turnouts are generally taken out of service after the entire switch rail is judged to be seriously damaged due to local rapid wear, resulting in a relatively short overall service life of the switch rails.

[0011] The technical solution adopted by the present invention: A switch rail structure for heavy-haul railway turnouts includes two parts: the front section of the switch rail and the rear section of the switch rail; the front section of the switch rail and the rear section of the switch rail are spliced to form the entire switch rail; and the connection part between the front section of the switch rail and the rear section of the switch rail is arranged at the 30-70 mm section of the switch rail; a connecting splint is provided at the connection part; the connection part is arranged on the upper plane of the slide bed plate of the turnout slide bed; the connecting splint includes a non-working-edge side splint and a working-edge side splint; the non-working-edge side splint and the working-edge side splint use fasteners to clamp and splice the connection part between the front section of the switch rail and the rear section of the switch rail to form the entire switch rail.

[0012] In the above technical solution, as a preferred technical solution of the present invention: The front section of the switch rail is made of bainitic steel.

[0013] In the above technical solution, as a further improvement of the present invention: The rail waist of the switch rail in the range of 0-71 mm section is straight.

[0014] In the above technical solution, as a preferred technical solution of the present invention: The connecting splint is made of Q355 material or 55# steel material.

[0015] In the above technical solution, as a preferred technical solution of the present invention: The fasteners include M27 high-strength bolts.

[0016] In the above technical solution, as a preferred technical solution of the present invention: The thickness of the non-working-edge side splint is 12-40 mm; the thickness of the working-edge side splint is 14 mm-80 mm; and the non-working-edge side splint has the function of preventing the switch rail from jumping.

[0017] In the above technical solution, as a further improvement of the present invention: A number of rail waist arc grooves are made on the rail waist of the switch rail near the connection part; a number of splint arc grooves are made on the body of the working-edge side splint; the splint arc grooves and the rail waist arc grooves correspond to each other one by one; positioning blocks are installed in the groove bodies of the corresponding splint arc grooves and rail waist arc grooves in a matching manner.

[0018] In the above technical solution, as a preferred technical solution of the present utility model: both the rail web arc groove and the splint arc groove are semi-cylindrical.

[0019] In the above technical solution, as a further improvement of the present utility model: the positioning blocks are provided in a variety of specifications, and the two sides of the positioning blocks are asymmetrical.

[0020] In the above technical solution, as a further improvement of the present utility model: the front section of the switch rail in the heavy-haul railway switch rail structure is made of AT rail waste with a length shorter than 6.4 m.

[0021] Advantages of the present utility model compared with the prior art:

[0022] 1. For the entire switch rail of the present utility model, the rapidly worn part at the front of the original entire switch rail is separated. After wear, only the front section of the switch rail is replaced, while the rear section of the switch rail can continue to be used, thereby effectively improving the service life of the entire switch rail and reducing the replacement cost of the switch rail at the same time.

[0023] 2. When the front section of the switch rail of the present utility model adopts bainitic steel, the front section of the switch rail covers the maximum wear range of the conventional switch rail. The bainitic steel is a high-strength and tough material with optimized local properties. After the "front section of the switch rail" and the "rear section of the switch rail" are spliced to form the entire switch rail, its overall linear shape is the same as the original design, and it can meet the requirements of interchangeability with the original design.

[0024] 3. The connection part of the present utility model is arranged at the 30-70 mm section of the switch rail. Since the curved switch rail is a straight line within the range from the front end to the vertical tangent point of the rail head, the rail web within the 0-71 mm section range of the switch rail is a straight line, creating application conditions for setting a connecting splint at the connection part.

[0025] 4. The connecting splint of the present utility model effectively strengthens the structural strength of the connection part, making it much greater than the strength of the ordinary base material and superior to the ordinary complete section. While the non-working side splint plays a connecting role, it can also take into account the function of preventing the switch rail from jumping, further optimizing the stress conditions during the service of the switch rail.

[0026] 5. The connection part of the present utility model is arranged on the slide bed plate of the switch slide plate. After the switch rail is assembled into an integral body, its stress environment is effectively improved, preventing the occurrence of the problem of switch rail fracture caused by poor stress conditions at this part.

[0027] 6. Since the non-working side of the rail head of the present utility model is a close-fitting surface and there is no wear in this range, it can be used as a reference surface for replacement and assembly to achieve assembly.

[0028] 7. The front section of the switch rail in the switch rail structure of the present utility model is made of AT rail waste with a length shorter than 6.4 m, effectively saving the manufacturing cost, achieving cost reduction and efficiency increase, and having good economic value.

[0029] 8. The arc groove design and positioning block design of the utility model achieve the purpose of eliminating the seam at the joint of the point rail while pressing the connecting splint after tightening the fasteners.

[0030] 9. The utility model can be applied to the online replacement of the point rails of all conventional speed turnouts at present, and is especially applicable to heavy-load lines where the point rails with small cross-sections wear out quickly. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 This is a three-dimensional diagram of the point rail of the utility model;

[0032] Figure 2 The structure diagram of the utility model is that the connecting part is arranged on the slide bed plate Figure 1 ;

[0033] Figure 3 The structure diagram of the utility model is that the connecting part is arranged on the slide bed plate Figure 2 ;

[0034] Figure 4 This is a front view of the connecting splint of the point rail of the utility model;

[0035] Figure 5 This is a schematic diagram of the arc groove structure on the rail waist of the utility model;

[0036] Figure 6 This is a schematic diagram of the arc groove structure of the splint of the utility model;

[0037] In the figure: 1-front section of the point rail, 2-rear section of the point rail, 3-joining part, 4-connecting splint, 4-1 non-working side splint, 4-2 working side splint; 5-turnout slide bed plate, 6-slide bed plate, 7-fastener, 8-rail waist arc groove, 9-splint arc groove, 10-positioning block. DETAILED DESCRIPTION

[0038] The following will be combined with the attached embodiment of the present utility model Figures 1-6 , 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.

[0039] (like Figure 1As shown in the figure, a switch rail structure for heavy-haul railways includes two parts: the front section 1 of the switch rail and the rear section 2 of the switch rail. The front section 1 of the switch rail, which has the fastest wear in the original whole switch rail, is disassembled and separated, and then assembled with the rear section 2 of the switch rail to form a whole switch rail for in-service use, so as to achieve the goal requirement of manufacturing the front section 1 of the switch rail with faster wear using a stronger and tougher material different from that of the rear section 2 of the switch rail, to improve the overall service life, and the front section 1 of the switch rail and the rear section 2 of the switch rail are spliced to form a whole switch rail. After the front section 1 of the switch rail and the rear section 2 of the switch rail are spliced to form a whole switch rail, its overall line type is the same as the original design, which can meet the requirement of interchangeability with the original design.

[0040] During use, when the front section 1 of the switch rail shows large wear and reaches the requirement for being taken out of service, the front section 1 of the switch rail can be directly removed and replaced separately, while the rear section 2 of the switch rail can continue to be used online, assembled and re-formed into a whole switch rail, thereby further improving the service life of the switch rail. Moreover, the cost of replacing the front section 1 of the switch rail is much lower than the cost of replacing the whole switch rail due to the wear of the switch rail on the normal-speed line, which improves the economic value and reduces the replacement cost. It can be applied to the online replacement of the switch rails of all normal-speed turnouts at the present stage, especially suitable for heavy-haul lines with faster wear in the small cross-section range of the switch rail.

[0041] The connection part 3 between the front section 1 of the switch rail and the rear section 2 of the switch rail is arranged at the 30-70 mm cross-section of the switch rail. The 30-70 mm cross-section range of the switch rail covers all possible wear areas of the switch rail, ensuring the effect of local replacement of the switch rail.

[0042] The connection part 3 is provided with a connecting splint 4; by setting the connecting splint 4, the connection structure strength of the connection part 3 is improved. At the same time, through the measures of strengthening the structure strength of the working-edge side splint 4-2 related later, the structure strength at the joint of the connection part 3 is strengthened, so that the strength of the connection part 3 is much greater than the strength of the ordinary base material. That is, by strengthening the strength reserve of the connecting splint 4, the overall structure strength of the joint part of the connection part 3 is improved, making it superior to the ordinary complete cross-section.

[0043] (As shown in Figure 2 、 Figure 3 ) The connection part 3 is arranged on the upper plane of the slide bed plate 6 of the turnout slide bed plate 5; to improve the stress environment of the switch rail after it is assembled into a whole, and prevent the occurrence of the problem of switch rail fracture caused by poor stress conditions at this part.

[0044] (As shown in Figure 4 ) The connecting splint 4 includes a non-working-edge side splint 4-1 and a working-edge side splint 4-2. The non-working-edge side splint 4-1 and the working-edge side splint 4-2 use fasteners 7 to clamp and splice the connection part 3 between the front section 1 of the switch rail and the rear section 2 of the switch rail to form a whole switch rail.

[0045] Specifically: The front section 1 and the rear section 2 of the switch rail are connected and installed by using two side splints with the two side rail waists and the non-working side splint 4-1 and the working side splint 4-2 as the reference. Among them, the working side splint 4-2 mainly provides the structural strength at the joint, and while the non-working side splint 4-1 plays a connecting role, it can also take into account the function of preventing the switch rail from jumping, further optimizing the stress conditions during the service of the switch rail. In addition, by strengthening the structural strength reserve of the working side splint 4-2, the design goal that the structural strength and fatigue performance at the joint of the connection part 3 are superior to other parts is achieved.

[0046] When the curve switch rail is worn out during on-site use and reaches the condition of being taken out of service, after removing the connecting parts at the connection part 3 between the front section 1 and the rear section 2 of the switch rail, the worn-out front section 2 of the switch rail is replaced with a new spare part of the front section 2 of the switch rail. After reassembly, the switch rail can still be put into use. It should be noted that: Since the non-working side of the rail head is the close-fitting surface and there is no wear in this range, it can be used as the reference surface for replacement and assembly to achieve the assembly.

[0047] In the above-mentioned embodiment, as a preferred embodiment of the present invention: The front section 1 of the switch rail is made of bainitic steel. Bainitic steel air-hardens itself after hot forming without the need for traditional quenching or quenching and tempering processes, thus significantly saving heat treatment costs and reducing production costs; this characteristic avoids defects such as deformation, cracking, oxidation, and decarburization that may occur during the quenching process, further improving production efficiency and product quality. Moreover, bainitic steel has the characteristic of overall hardening, high strength and toughness, and excellent comprehensive mechanical properties; this material can maintain good toughness while maintaining high hardness, reducing the breakage rate, and improving wear resistance and service life. The high hardness and high wear resistance of bainitic steel enable it to be used stably for a long time in various harsh environments. The use of bainitic steel reduces the use of traditional high-carbon steel or high-alloy steel, thus reducing environmental pollution and resource consumption.

[0048] In the above-mentioned embodiment, as a further improvement of the present invention: The rail waists in the cross-section range of 0 to 71 mm of the switch rail are all straight lines (as Figure 1 shown), creating application conditions for setting the connecting splint 4 at the connection part 3.

[0049] In the above embodiments, as a preferred embodiment of the present utility model: the connecting splint 4 is made of Q355 material or 55# steel material. Considering economy, Q355 is a low-alloy high-strength structural steel, and its main components include elements such as carbon, silicon, manganese, phosphorus, and sulfur. Its tensile strength is 470-630 MPa, the yield strength is ≥345 MPa, and the elongation is ≥22%. It has good comprehensive performance, good low-temperature performance, good cold stamping performance, welding performance, and machinability. The yield strength is 355 MPa, but it will decrease with the increase in the thickness of the material. The 55# steel plate is a medium-carbon steel, specifically a steel plate with a carbon content of 0.55%, and it has good elasticity and hardness.

[0050] In the above embodiments, as a preferred embodiment of the present utility model: the fastener 7 includes an M27 high-strength bolt. The minimum tensile force of the M27 high-strength bolt reaches 305000 N, which is the maximum force that the bolt can withstand in the tensile state. According to relevant standards, the tensile strength σt of the M27 thread can reach 1000 MPa. The shear strength σs of the M27 thread is 800 MPa. In the static state, the M27 high-strength bolt has good tensile and shear resistance and can meet the connection requirements. Using the M27 high-strength bolt connection can improve the structural design strength of the splints on the working side and the non-working side.

[0051] In the above embodiments, as a preferred embodiment of the present utility model: the thickness of the non-working side splint 4-1 is 12-40 mm; the thickness of the working side splint 4-2 is 14 mm-80 mm; and the non-working side splint 4-1 has the function of preventing the switch rail from jumping. By increasing the thickness of the splint, the structural design strength of the splints on the working side and the non-working side is improved.

[0052] (As Figure 5 、 Figure 6 shown) In the above embodiments, as a further improvement of the present utility model: since the front section 1 and the rear section 2 of the switch rail are each manufactured separately, considering the problem that the joint may be separated due to errors in drilling, machining, measurement, etc. during the assembly process, which may affect the joint strength, the following measures are taken: a number of waist arc grooves 8 are made on the switch rail waist near the connection part 3; a number of splint arc grooves 9 are made on the plate body of the working side splint 4-2; the splint arc grooves 9 and the waist arc grooves 8 correspond to each other one by one; the positioning blocks 10 are installed in the grooves of the corresponding splint arc grooves 9 and waist arc grooves 8 in a matching manner.

[0053] In the above embodiments, as a preferred embodiment of the present utility model: both the waist arc groove 8 and the splint arc groove 9 are semi-cylindrical.

[0054] In the above embodiments, as a further improvement of the present utility model: the positioning block 10 is provided in a variety of specifications, and both sides of the positioning block 10 are asymmetric. By installing the positioning block 10 after changing the installation direction of the positioning block 10, the purpose of eliminating the joint of the switch rail connection part 3 while pressing the connecting splint 4 after tightening the fastener 7 bolt is achieved.

[0055] In the above embodiments, as a further improvement of the present utility model: the front section 1 of the switch rail in the heavy-haul railway switch rail structure is made of waste AT rail with a length shorter than 6.4 m. It should be noted that: switch rails are generally made of AT rails and the shortest length is 6450 mm. Therefore, during the sawing and blanking process of AT rails in switch rail factories over the years, AT rails with a length shorter than 6.4 m have been treated as waste, resulting in a large waste. In this regard, the front section 1 of the switch rail of the present utility model can be designed with a length of 5 m to 6 m in most switches, so as to effectively utilize the sawing waste of existing AT rails to make the front section 1 of the switch rail, and achieve the purpose of cost reduction and efficiency improvement.

[0056] It should be additionally noted that: after the front section 1 of the switch rail in the heavy-haul railway switch rail structure is replaced, for the new and old misalignment of the joint part 3 between the new front section 1 of the switch rail and the rear section 2 of the switch rail, after the surface is finely polished with a small grinding machine, the front section 1 of the switch rail and the rear section 2 of the switch rail are connected by on-site grinding and matching. The existing curved switch rail is taken out of service due to excessive wear before the 35 mm section. This patent separates the part of the switch rail with faster wear, first uses a more wear-resistant material to manufacture it to improve its service life; after the switch rail of the present utility model is put into use, if wear occurs in the front section 1 of the switch rail, only the front section 1 of the switch rail needs to be replaced. Regarding the problem of new and old misalignment at the joint of the connection part 3 between the front section 1 of the switch rail and the rear section 2 of the switch rail, by summarizing the wear conditions of the curved switch rail under the existing heavy-haul conditions, it is found that after the front small section of the curved switch rail reaches the wear limit, only 1 to 4 mm of relatively small wear occurs in the 60 - 71 mm section. Therefore, after splicing, only the joint part needs to be polished locally and straightened to restore use.

[0057] It can be found from the above description that: for the whole switch rail of the present utility model, the front part of the original whole switch rail, that is, the quickly worn part of the front section 1 of the switch rail, is separated. After wear, only the front section 1 of the switch rail needs to be replaced, while the rear section 2 of the switch rail can continue to be used, thus effectively improving the service life of the whole switch rail and reducing the cost of switch rail replacement at the same time.

[0058] When the front section 1 of the switch rail of the present utility model adopts bainitic steel, the length of the front section 1 of the switch rail covers the maximum wear range of the conventional switch rail. Bainitic steel is a high-strength and high-toughness material with optimized local properties. After the front section 1 of the switch rail and the rear section 2 of the switch rail are spliced to form a whole switch rail, its overall linear shape is the same as the original design, and it can meet the requirements of interchangeability with the original design.

[0059] The joint part 3 of the present utility model is arranged at the 30-70 mm section of the switch rail. Since the curved switch rail is straight within the range from the front end to the vertical tangent point of the rail head, the web of the switch rail within the 0-71 mm section range is straight, creating application conditions for setting the connecting splint 4 at the joint part 3.

[0060] The connecting splint 4 of the present utility model effectively strengthens the structural strength of the joint part, making it much greater than the strength of ordinary base materials and superior to ordinary complete sections. While the non-working edge side splint 4-1 plays a connecting role, it can also take into account the function of preventing the switch rail from jumping, further optimizing the stress conditions during the service of the switch rail.

[0061] The joint part 3 of the present utility model is arranged on the slide bed plate 6 of the turnout slide bed plate 5. After the switch rail is assembled into an integral body, its stress environment can be improved, preventing the occurrence of the problem of switch rail fracture caused by poor stress conditions at this part.

[0062] Since the non-working edge of the rail head of the present utility model is a close-fitting surface and there is no wear in this range, it can be used as a reference surface for replacement and assembly to achieve assembly.

[0063] The front section 1 of the switch rail in the switch rail structure of the present utility model is made of AT rail waste with a length shorter than 6.4 m, effectively saving the manufacturing cost, achieving cost reduction and efficiency increase, and having good economic value.

[0064] The arc groove design of the web arc groove 8 and the splint arc groove 9 and the design of the positioning block 10 of the present utility model achieve the purpose of eliminating the joint seam of the joint part 3 of the switch rail while tightening the fastener 7 to press the connecting splint 4.

[0065] In summary, the present utility model is applicable to the on-line replacement of the switch rail of all existing ordinary-speed turnouts at the present stage, especially applicable to heavy-haul lines with fast wear in the small-section range of the switch rail; effectively improving the service life of the entire switch rail, reducing the switch rail replacement cost; optimizing local performance; the structural strength of the joint part is much greater than the strength of ordinary base materials; and it can effectively prevent the switch rail from breaking at the joint part; saving the manufacturing cost, achieving cost reduction and efficiency increase, and having good economic value; the joint part is tightly connected; and it is suitable for popularization.

[0066] The above description is only a preferred embodiment of the present utility model and is not intended to limit the protection scope of the present utility model. Any modification and equivalent replacement made within the spirit and principle of the present utility model are included in the protection scope of the present utility model.

[0067] It should be understood that although this specification is described according to one embodiment, it does not mean that this embodiment only contains an independent technical solution. This way of describing in the specification is only for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in this embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A heavy-duty railway turnout point rail structure, characterized in that: The invention comprises two parts, namely, a front section (1) of a pointed rail and a rear section (2) of a pointed rail; the front section (1) of the pointed rail and the rear section (2) of the pointed rail are spliced ​​to form a whole pointed rail; and a connecting portion (3) between the front section (1) of the pointed rail and the rear section (2) of the pointed rail is arranged at a cross section of 30 to 70 mm of the pointed rail; a connecting splint (4) is arranged at the connecting portion (3); the connecting portion (3) is arranged on an upper plane of a slide bed plate (6) of a turnout slide bed plate (5); the connecting splint (4) comprises a non-working side splint (4-1) and a working side splint (4-2); the non-working side splint (4-1) and the working side splint (4-2) are spliced ​​at the connecting portion (3) of the front section (1) of the pointed rail and the rear section (2) of the pointed rail using a fastener (7) to form a whole pointed rail.

2. The heavy-duty railway turnout point rail structure according to claim 1, characterized in that: The front section (1) of the pointed rail is made of bainite steel.

3. The heavy-duty railway turnout point rail structure according to claim 1, characterized in that: The waist of the pointed rail in the cross-section range of 0 to 71 mm is a straight line.

4. The heavy-duty railway turnout point rail structure according to claim 1, characterized in that: The connecting clamping plate (4) is made of Q355 material or 55# steel material.

5. The heavy-duty railway turnout point rail structure according to claim 1, characterized in that: The fastener (7) comprises an M27 high-strength bolt.

6. The heavy-duty railway turnout point rail structure according to claim 1, characterized in that: The thickness of the non-working side clamping plate (4-1) is 12 to 40 mm; the thickness of the working side clamping plate (4-2) is 14 to 80 mm; and the non-working side clamping plate (4-1) has the function of preventing the pointed rail from jumping.

7. The heavy-duty railway turnout point rail structure according to claim 1, characterized in that: The waist of the pointed rail near the connecting part (3) is provided with a plurality of waist arc grooves (8); the working side clamping plate (4-2) is provided with a plurality of clamping plate arc grooves (9); the clamping plate arc grooves (9) correspond to the waist arc grooves (8) one by one; positioning blocks (10) are matched and installed in the groove bodies of the clamping plate arc grooves (9) and the waist arc grooves (8) that correspond to each other one by one.

8. The heavy-duty railway turnout point rail structure according to claim 7, characterized in that: The rail waist arc groove (8) and the clamping plate arc groove (9) are both semi-cylindrical.

9. The heavy-duty railway turnout point rail structure according to claim 7, characterized in that: The positioning block (10) is provided with a variety of specifications, and the two sides of the positioning block (10) are asymmetrical.

10. The heavy-duty railway turnout point rail structure according to claim 1, characterized in that: The front section of the pointed rail (1) is made of AT rail scraps with a length shorter than 6.4 m.

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