Bottom plate structure for fixed type combined frog

Abstract

According to the bottom plate structure for the fixed combined frog, the lower portion of the frog between a front switch tie and a rear switch tie at the toe end of an embedded block and the lower portion of the frog between a small cross section of a point rail and two switch ties at the heel end of the embedded block are each provided with a connected bottom plate. The combined frog solves the technical problems that a fixed type combined frog is large in part number and poor in overall stability, and empty hoisting defects exist. The number of parts is relatively reduced, the overall stability is improved, and the empty hoisting problem is avoided; moreover, the utility model has the advantages of simple scheme, stable and safe structure, good smoothness and longer service life, and meets the requirements of railway markets.

Description

Technical Field

[0001] The utility model belongs to the technical field of fixed building track switches, and particularly relates to a bottom plate structure for a fixed type combined frog. Background Art

[0002] A frog is a track structure where wheels transfer from one rail to another. Fixed type combined frogs have been widely used on existing lines with a speed lower than 160 km / h and heavy haul lines in China due to advantages such as simple processing, low cost, and easy installation. However, fixed type frogs have drawbacks such as discontinuous gauge lines and prone to track unevenness. The small cross-section of the frog's heart rail is greatly impacted by wheels, and it is prone to damage such as peeling and chipping.

[0003] In the prior art, a Chinese patent with the publication number CN211522672U specifically relates to an anti-empty suspension turnout tie plate. Several tie plates form an integral structure and span several sleeper tie plates. There are downwardly convex reinforcing ribs at the lower ends of adjacent turnout tie plates, and the outer edge of the reinforcing ribs is integrally covered with a reinforcing plate to form an outwardly convex arc surface. Along the outer edge of the iron seat at the upper end of the turnout tie plate, there are reinforcing ribs. The advantages of this patent are as follows: Since the ballast under the sleepers at the turnout is prone to loosening and emptying, when the sleepers cannot effectively support the turnout track after emptying, through the self - contained reinforcing structure, a fish - belly type beam is formed, so that when the turnout tie plate is in an empty suspension situation, the bending strength of the tie plate is increased, and the support for the track is continued, thus effectively preventing impacts and accidents. However, due to the large impact of wheels, there is no clear setting of a connecting tie plate in the small cross - section area of the frog's heart rail, and because it is difficult to keep the upper surfaces of three or more switch sleepers on the same horizontal plane, it will instead cause the phenomenon of tie plate empty suspension in the design. Moreover, the strengthening effect of the reinforcing ribs set at the upper end is average, and the actual supporting effect provided for the "harmful space" of the frog is limited.

[0004] The Chinese patent with the publication number CN115679753A specifically relates to a bridge - type sleeper plate for frog and its usage method, which can act on the "harmful space" area of the frog that is more prone to fatigue damage, thereby improving the support strength and stiffness of the frog in this area. It includes the existing frog sleeper plate. Multiple existing ordinary frog sleeper plates are designed into a single - piece bridge - type sleeper plate, and the single - piece bridge - type sleeper plate spans multiple crossties. The advantages of this patent are as follows: First, it not only increases the bearing area of the sleeper plate on the frog but also increases the overall reserve strength of the frog. When the crossties are suspended, the bridge - type sleeper plate can provide support for the frog, thus reducing the impact damage suffered by the frog. Second, since reinforcing ribs are provided at the bottom of the single - piece bridge - type sleeper plate, the elastic deformation caused by the impact on the frog is slowed down, and the occurrence time of frog damage is delayed. Third, it is expected that the application of this single - piece bridge - type sleeper plate can increase the frog life by 20% - 30%, reduce the replacement times of the frog, and lower the cost. However, since this sleeper plate spans the upper surfaces of multiple crossties, it is difficult to maintain it on the same horizontal plane, which will instead cause the phenomenon of sleeper plate suspension in design, and the design of the bottom reinforcing ribs does not fully consider the lateral force when a vehicle passes through the single - side working edge of the frog.

[0005] In response to this, the following technical solutions are proposed. Utility Model Content

[0006] The technical problem solved by this utility model: Provide a bottom - plate structure for a fixed - type combined frog, which solves the technical problems of a large number of components in the fixed - type combined frog, poor overall stability, and the drawback of suspension.

[0007] The technical solution adopted by this utility model: A bottom - plate structure for a fixed - type combined frog, in which a connecting bottom - plate is provided respectively between the front and rear crossties at the toe end of the inlay block under the frog, and between the front and rear crossties at the heel end of the small cross - section of the switch rail and the inlay block under the frog.

[0008] In the above - mentioned technical solution, as a preferred application technical solution of this utility model: The small cross - section of the switch rail is at the position where the width of the switch rail of the fixed - type combined frog is 20 mm to 60 mm.

[0009] In the above - mentioned technical solution, as a further improvement of this utility model: An I - shaped reinforcing rib is provided on the lower side of the connecting bottom - plate.

[0010] In the above - mentioned technical solution, as a preferred technical solution of this utility model: An I - shaped reinforcing rib is provided in the middle of the lower side of the connecting bottom - plate.

[0011] In the above - mentioned technical solution, as a preferred technical solution of this utility model: The I - shaped reinforcing rib includes two transverse ribs and one longitudinal rib; the connecting bottom - plate includes connecting bottom - plate Ⅰ provided between the front and rear crossties at the toe end of the inlay block and connecting bottom - plate Ⅱ provided between the front and rear crossties at the small cross - section of the switch rail and the heel end of the inlay block.

[0012] In the above technical solution, as a preferred technical solution of the present utility model: the integral bottom plate is connected to the frog through a spring clip fastening system.

[0013] In the above technical solution, as a further improved technical solution of the present utility model: an integral elastic cushion layer is provided between the spring clip fastening system and the integral bottom plate.

[0014] In the above technical solution, as a preferred technical solution of the present utility model: the integral bottom plate is connected to the switch tie through high-strength switch tie bolts.

[0015] In the above technical solution, as a further improved technical solution of the present utility model: it further includes an integral elastic cushion layer; the integral elastic cushion layer is provided between the integral bottom plate and the frog.

[0016] In the above technical solution, as a further improved technical solution of the present utility model: two transverse ribs are parallel to the length direction of the frog; one longitudinal rib is perpendicular to the length direction of the frog.

[0017] Advantages of the present utility model compared with the prior art:

[0018] 1. The present utility model avoids the phenomenon of suspension and empty hanging at the weak parts of the frog in design, reduces the impact of the wheel on the frog, and thus improves the service life of the frog.

[0019] 2. The structure and production process of the present utility model are relatively simple, can adapt to various types of fixed combination frogs, and are easy to process, manufacture and assemble.

[0020] 3. The present utility model improves the stress states of the small cross-section of the heart rail, the toe end of the inlay block, and the heel end at the weak parts of the frog, which is beneficial to enhancing the overall strength and safety of the frog.

[0021] 4. The present utility model adopts an integral elastic cushion layer, which increases the contact area at the bottom of the frog, enables the impact force of the wheel on the frog to be effectively transmitted to the roadbed, and thus improves the overall stability of the frog.

[0022] 5. Two transverse ribs of the present utility model are parallel to the length direction of the frog and are used to resist the impact of the wheel on the small cross-section of the heart rail and the end of the inlay block when passing through the frog; one longitudinal rib is perpendicular to the length direction of the frog and is used to resist the overturning of the frog caused by the wheel passing through the frog unilaterally, thereby improving the overall stress state of the frog and further increasing the service life of the frog. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is the front view of an application embodiment of the present utility model;

[0024] Figure 2 For the present utility model Figure 1 The A-A cross-sectional view;

[0025] Figure 3 For the present utility model Figure 1 is the sectional view taken along line B-B;

[0026] Figure 4 For the present utility model Figure 1 is the enlarged detailed front view of the connected bottom plate in the present utility model;

[0027] Figure 5 For the present utility model Figure 4 is the sectional view taken along line C-C of the connected bottom plate in the embodiment of the present utility model;

[0028] Figure 6 For the present utility model Figure 4 is the sectional view taken along line D-D of the connected bottom plate in the embodiment of the present utility model;

[0029] In the figure: 1-switch rail, 2-inlay block, 3-toe end, 4-heel end, 5-connected bottom plate Ⅰ, 6-connected bottom plate Ⅱ, 7-cross rib, 8-longitudinal rib, 9-integral elastic cushion, 10-elastic clip fastening system, 11-switch sleeper bolt, 12-I-shaped stiffening rib. Specific embodiments

[0030] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying Figures 1-6 drawings. Apparently, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the protection scope of the present utility model.

[0031] A bottom plate structure for a fixed-type combined frog. The first core improvement of the present utility model lies in: (as Figure 1 shown) below the frog between the two switch sleepers before and after the toe end 3 of the inlay block 2, and below the frog between the two switch sleepers of the small section of the switch rail 1 and the heel end 4 of the inlay block 2, a connected bottom plate is provided respectively. That is, the present utility model adopts the structural improvement of providing a connected bottom plate below the frog between two switch sleepers at specific positions. The connected bottom plate spans across two switch sleepers. When the switch sleepers are suspended, compared with the design of three switch sleepers, this connected bottom plate can provide relatively more stable support for the frog, thereby reducing the impact damage suffered by the frog. Therefore, the stability and reliability of the track are also improved, and the risk of track failures caused by the damage of the frog is reduced; at the same time, by reducing the span of the bottom plate, the replacement frequency of the bottom plate structure can be relatively reduced and the maintenance frequency can be lowered, the single weight and the total length of the bottom plate are reduced, which provides convenience for on-site replacement. Therefore, the maintenance cost of the railway is significantly reduced, and the economic benefit is relatively improved.

[0032] Based on the above embodiments, as a preferred application embodiment of the utility model: the small section of the heart rail 1 is the heart rail 1 width of the fixed type combined frog from 20mm to 60mm. That is, the preferred application embodiment of the utility model is the improvement of the pad for the 60kg / m rail No. 12 fixed type combined frog, especially when the pad of this type of fixed type combined frog is improved, the technical effect that can be produced is the most obvious.

[0033] The second core improvement of the utility model is: in the above embodiment, as a further improved embodiment of the utility model: an I-shaped reinforcement rib 12 is set on the lower side of the connected bottom plate. The design of the I-shaped reinforcement rib 12 can significantly improve the bearing capacity and bending resistance of the connected bottom plate; in addition, the I-shaped reinforcement rib structure enables the reinforcement rib to disperse stress more effectively when under pressure, thereby improving the overall strength of the pad. Compared with the traditional design, the I-shaped reinforcement rib 12 can also improve the bearing capacity and bending resistance of the connected bottom plate without increasing the thickness of the connected bottom plate, thereby achieving more optimized material utilization. In addition, the I-shaped reinforcement rib can optimize the mechanical structure of the connected bottom plate, so that the connected bottom plate can better maintain its shape and stability when subjected to external forces; therefore, it helps to reduce the deformation and damage of the connected bottom plate caused by the impact of the train, and improve the service life and safety of the turnout. Furthermore, the design of I-shaped reinforcement ribs can reduce the amount of materials used while ensuring the strength and stability of the one-piece base plate, thereby reducing production costs; this structural design also allows the one-piece base plate to maximize the use of materials while meeting the use requirements. At the same time, the I-shaped reinforcement rib structure allows the one-piece base plate to adapt to the needs of turnouts of different specifications and models. Whether it is a high-speed railway or a conventional railway, the size and number of reinforcement ribs can be adjusted to meet different use requirements.

[0034] On the basis of the above-mentioned embodiments, as a preferred embodiment of the utility model: an I-shaped reinforcing rib 12 is provided in the middle of the lower side of the one-piece bottom plate. The I-shaped reinforcing rib 12 is provided in the middle part, so that the one-piece bottom plate can be locally strengthened in the area where the one-piece bottom plate is subjected to greater pressure, so that the one-piece bottom plate is more stable and reliable when subjected to heavy loads such as trains; in addition, by providing the I-shaped reinforcing rib 12 in the middle of the lower side of the one-piece bottom plate, the stress distribution can be effectively optimized and the occurrence of stress concentration can be avoided, thereby helping to reduce deformation and damage of the bottom plate caused by stress concentration and improving the durability and service life of the bottom plate. In addition, when the I-shaped reinforcing rib 12 is provided in the middle of the lower side of the one-piece bottom plate, the construction process can also be made more convenient and efficient.

[0035] Based on the above embodiments, as the preferred embodiments of the present utility model: (such as Figure 1 , Figure 4As shown in the figure, the I-shaped stiffener 12 includes two transverse ribs 7 and one longitudinal rib 8. That is, when only one I-shaped stiffener 12 is provided in the middle of the lower side of the connected base plate: (see again Figure 1 ) The connected base plate includes a connected base plate I 5 between the two switch sleepers in front of and behind the toe end 3 of the inlay block 2 and a connected base plate II 6 between the two switch sleepers at the small cross-section of the switch rail 1 and the heel end 4 of the inlay block 2. The connected base plate I 5 is located between the two switch sleepers in front of and behind the toe end of the inlay block. By connecting these two switch sleepers, the stability of the turnout in this area is enhanced, which helps to reduce the impact of vibration and shock generated when the train passes on the turnout structure and ensures the smoothness and safety of the turnout. The connected base plate II 6 is located between the two switch sleepers at the small cross-section of the switch rail 1 and the heel end of the inlay block 2, providing additional support for the switch rail 1, which helps to enhance the rigidity and stability of the switch rail 1 and prevent excessive deformation or displacement of the switch rail 1 when the train passes.

[0036] In the above embodiment, as a preferred embodiment of the present invention: the connected base plate is connected to the frog by the elastic clip fastening system 10. According to different application scenarios, the present invention selects a suitable type of elastic clip fastening system 10 to reduce the vibration and shock generated when the train passes as a whole, thereby improving the stability and safety of the track. At the same time, the elastic clip fastening system 10 optimizes the stress distribution when the train passes through its elasticity and deformation ability, avoids the occurrence of stress concentration, reduces the damage and deformation of the track structure, and prolongs the service life of the track. In addition, using the corresponding type of elastic clip fastening system can also provide stable fastening force and friction force to ensure that the track structure can remain stable when bearing heavy loads such as trains. Moreover, using the corresponding type of elastic clip fastening system allows precise control of the fastening force and friction force by adjusting the nut torque and other methods, so as to achieve precise adjustment of the track geometry. At the same time, the modular design of the elastic clip fastening system supporting the present invention makes its replacement and maintenance more convenient and fast, reducing the maintenance cost.

[0037] In the above embodiments, as a further improved embodiment of the present invention: an integral elastic cushion layer 9 is provided between the elastic rail clip fastener system 10 and the integral base plate. That is, the acting force of the integral elastic cushion layer 9 is indirectly transmitted to the elastic rail clip fastener system 10. Due to the continuous design of the integral elastic cushion layer 9, better structural stability can be provided, which helps to reduce the influence of vibration and impact generated when the train passes on the track structure, thereby ensuring the smoothness and safety of the track. In addition, the integral elastic cushion layer 9 can more effectively optimize the stress distribution and avoid the occurrence of stress concentration. Moreover, since the integral elastic cushion layer 9 can better transmit and disperse the load, the load-bearing capacity of the track can be improved, which means that under the same load conditions, the integral elastic cushion layer 9 can provide a longer service life and better safety. Furthermore, the integral elastic cushion layer 9 is more convenient to maintain compared with the split elastic cushion layer 9; due to the continuity of its structure, the inspection and replacement of the integral elastic cushion layer 9 are usually simpler and faster, which is beneficial to reducing the maintenance cost and difficulty; due to the consistency control during the production process of the integral elastic cushion layer 9, it can also ensure that each part has similar performance characteristics, which helps to maintain the performance stability of the track structure during long-term use.

[0038] In any of the above embodiments, as a preferred embodiment of the present invention: the integral base plate and the switch tie are connected by high-strength switch tie bolts 11. The design of the high-strength switch tie bolts 11 can ensure a high-strength connection between the integral base plate and the switch tie. This connection method can withstand large tensile and shear forces, thereby ensuring the stability and safety of the track structure. Referring to the technical description of bolt tightening connection mentioned above, the tightening of the high-strength switch tie bolts 11 generally should be carried out in two steps: initial tightening and final tightening, and a special electric torque wrench should be used for the final tightening to ensure the reliability of the connection: that is, for the high-strength switch tie bolt connection, precise control of the connection force is allowed. By adjusting the torque of the bolt, the tightness of the connection can be precisely controlled, thereby ensuring that the geometric position of the track structure meets the design requirements; and this precise control helps to improve the smoothness of the track and the riding comfort; in addition, the high-strength switch tie bolt connection design has high durability and reusability; this connection method can withstand long-term use and harsh environmental conditions without being easily damaged; at the same time, the connecting parts such as bolts and nuts can be reused, reducing material consumption and cost. Not only that, the design of the high-strength switch tie bolt connection can reduce the vibration and noise generated when the train passes; due to the good elasticity and damping performance of the bolt connection, it can also effectively absorb and disperse the vibration energy, thereby reducing the impact on the surrounding environment and passengers.

[0039] Based on the foregoing embodiments, as a further improved embodiment of the present invention: the present invention further includes the integral elastic cushion layer 9; the integral elastic cushion layer 9 is provided between the integral base plate and the frog (such asFigure 2 , Figure 3 That is, the utility model Figure 1 AA section view and Figure 1 The integral elastic cushion layer 9 is arranged between the conjoined bottom plate and the frog as shown in the BB cross-sectional view. Figures 1 to 3 The technical advantages of providing the integral elastic pad 9 at the specific position of the frog are substantially the same as the technical advantages of the integral elastic pad 9 described above, and therefore will not be described in detail here.

[0040] In the above-mentioned embodiment (i.e., see the embodiment of the transverse rib 7 and the longitudinal rib 8 in the above text), as a further improved embodiment of the utility model: the two transverse ribs 7 are parallel to the length direction of the frog; and the one longitudinal rib 8 is perpendicular to the length direction of the frog. In the utility model, the two transverse ribs 7 are parallel to the length direction of the frog, and are used to resist the impact on the small section of the heart rail 1 and the end of the inlay block 2 when the wheel passes the fork; and the one longitudinal rib 8 is perpendicular to the length direction of the frog, and is used to resist the overturning of the frog when the wheel passes the fork on one side, thereby improving the overall stress state of the frog and further increasing the service life of the frog.

[0041] It can be found from the above description that the utility model avoids the phenomenon of hanging in the air at the weak part of the frog from the design point of view, reduces the impact of the wheel on the frog, and thus prolongs the service life of the frog.

[0042] The utility model has a relatively simple structure and production process, can adapt to various types of fixed combined frogs, and is easy to process, manufacture and assemble.

[0043] The utility model improves the stress state of the small section of the heart rail 1, the toe end 3 and the heel end 4 of the frog's weak parts, which is beneficial to enhancing the overall strength and safety of the frog.

[0044] The utility model adopts an integral elastic cushion layer 9, which increases the contact area of ​​the bottom of the frog, so that the impact force of the wheel on the frog can be effectively transmitted to the roadbed, thereby improving the overall stability of the frog.

[0045] The utility model has two transverse ribs 7 parallel to the length direction of the frog, which can resist the impact on the small section of the heart rail 1 and the end of the inlay block 2 when the wheel passes the fork; and one longitudinal rib 8 is perpendicular to the length direction of the frog, which can resist the overturning of the frog when the wheel passes the fork on one side, thereby improving the overall stress state of the frog and further increasing the service life of the frog.

[0046] To sum up, the utility model solves the technical problems that fixed-type combined switch has many parts, poor overall stability and the disadvantage of empty hanging; the number of parts is relatively reduced, the overall stability is increased, and the occurrence of empty hanging problem is avoided; and the utility model has a simple solution, stable and safe structure, good smoothness, and long service life, which meets the needs of the railway market.

[0047] Each embodiment in this specification is described in a related manner. For the same or similar parts among the embodiments, reference can be made to each other. The key point of each embodiment is to illustrate the differences from other embodiments.

Claims

1. A bottom plate structure for a fixed combined frog, characterized in that: A conjoined bottom plate is respectively arranged at the lower part of the frog between the two switch sleepers before and after the toe end (3) of the inlay block (2), and at the lower part of the frog between the small section of the heart rail (1) and the two switch sleepers at the heel end (4) of the inlay block (2).

2. The bottom plate structure for a fixed combined frog according to claim 1, characterized in that: The small section of the heart rail (1) is the heart rail (1) of the fixed type combined frog, with a width of 20 mm to 60 mm.

3. The bottom plate structure for a fixed combined frog according to claim 1, characterized in that: An I-shaped reinforcing rib (12) is arranged on the lower side of the combined bottom plate.

4. The bottom plate structure for a fixed combined frog according to claim 1 or 3, characterized in that: An I-shaped reinforcing rib (12) is arranged in the middle of the lower side of the combined bottom plate.

5. The bottom plate structure for a fixed combined frog according to claim 4, characterized in that: The I-shaped reinforcement rib (12) comprises two transverse ribs (7) and one longitudinal rib (8); the integrated bottom plate comprises an integrated bottom plate I (5) arranged between two switch sleepers at the toe end (3) of the inlay block (2) and an integrated bottom plate II (6) arranged between the small section of the heart rail (1) and two switch sleepers at the heel end (4) of the inlay block (2).

6. The bottom plate structure for a fixed combined frog according to claim 1 or 3, characterized in that: The conjoined bottom plate is connected to the frog via a spring bar fastener system (10).

7. The bottom plate structure for a fixed combined frog according to claim 6, characterized in that: An integral elastic cushion layer (9) is provided between the elastic bar fastener system (10) and the integrated bottom plate.

8. The bottom plate structure for a fixed combined frog according to claim 7, characterized in that: The combined bottom plate and the switch sleeper are connected via high-strength switch sleeper bolts (11).

9. The bottom plate structure for a fixed combined frog according to claim 8, characterized in that: It also comprises the integral elastic cushion layer (9); the integral elastic cushion layer (9) is arranged between the connected bottom plate and the frog.

10. The bottom plate structure for a fixed combined frog according to claim 5, characterized in that: The two transverse ribs (7) are parallel to the length direction of the frog; and the one longitudinal rib (8) is perpendicular to the length direction of the frog.

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