Guardrail for rail frog

Abstract

The utility model relates to the technical field of railway frogs, and provides a rail frog guard rail which comprises a base arranged on a base plate and located on one side of a rail. The body is arranged on the base and used for abutting against the end face of a train wheel rim. The cushion block is arranged at the end, close to the rail, of the body and used for abutting against the side face of a train wheel rim. By means of the technical scheme, the problem that in the prior art, a train shakes when turning is solved.

Description

Technical Field

[0001] The utility model relates to the technical field of railway frogs, and in particular to a guard rail for railway frogs. Background Art

[0002] The frog enables the wheels to switch smoothly from one line to another, while the guardrail is used to control the direction of the wheel and prevent it from impacting in the harmful space of the frog or climbing onto the tip of the frog rail, thereby ensuring driving safety.

[0003] Frogs in the prior art usually prevent train derailment by applying lateral force to the wheels. However, when the train turns, it is easy for the train to shake significantly, which gives passengers a very bad feeling. Utility Model Content

[0004] The utility model provides a rail guard for a rail frog, which solves the problem of shaking of a train when turning in the related art.

[0005] The technical solution of the utility model is as follows:

[0006] A rail guard for a rail frog, comprising:

[0007] A base, arranged on the pad, the base being located on one side of the rail;

[0008] A main body is provided on the base, and is used to abut against the end face of the rim of a train wheel;

[0009] A pad is provided at one end of the main body close to the rail, and the pad is used to abut against the side of the train wheel rim.

[0010] Optionally, the main body has a mounting groove at one end close to the rail, and the pad is arranged in the mounting groove.

[0011] Optionally, the base has a first mounting hole, and the main body has a second mounting hole. The first mounting hole and the second mounting hole are used for bolts to pass through, and the bolts are used to connect the base and the main body.

[0012] Optionally, the second mounting hole is an oblong hole, further comprising:

[0013] The adjusting plate has a third mounting hole, the third mounting hole is used for the bolt to pass through, and one side of the adjusting plate abuts against an end of the main body away from the base.

[0014] Optionally, the adjusting piece has an anti-loosening piece, and the anti-loosening piece is used to abut against the bolt head of the bolt.

[0015] Optionally, it also includes:

[0016] A limit block is provided at one end of the base away from the rail, and the limit block is used to abut against the end of the adjustment piece away from the rail.

[0017] Optionally, it also includes:

[0018] The spring piece is arranged at both ends of the base along the running direction of the train, and one end of the spring piece is overlapped with the bottom of the rail.

[0019] Optionally, the cushion block is connected to the main body by welding, and the limiting block is connected to the base by welding.

[0020] Optionally, the spring piece is screwed to the base.

[0021] The working principle and beneficial effects of the utility model are as follows:

[0022] In this utility model, both the base and the main body are cast from high-manganese steel. High-manganese steel has explosive hardening properties, rapidly hardening its surface when subjected to strong impact and compression, thereby improving wear and impact resistance. The base is securely attached to the backing plate and precisely positioned to one side of the rail.

[0023] The main body can be in close and stable contact with the end face of the train wheel rim. When the train runs into the harmful space of the frog, the movement of the end face of the wheel rim can be effectively restricted to prevent the train from derailing.

[0024] A pad is installed at the end of the main body closest to the rail. The pad is made of cast stainless steel. Stainless steel is relatively soft and acts as a buffer when it contacts the side of the train wheel rim, ensuring stability during operation. Furthermore, due to the softness of stainless steel, it does not damage the wheel.

[0025] In actual use, the guardrail of this solution can effectively control the direction of wheel movement, reduce the shaking of the train at the switch, improve passenger comfort, and ensure driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The preferred embodiments will be described below in a clear and understandable manner with reference to the accompanying drawings to further illustrate the above-mentioned characteristics, technical features, advantages and implementation methods of the present invention.

[0027] Figure 1 This is a schematic diagram of the structure of the utility model;

[0028] Figure 2 This is a schematic diagram of the structure of the adjustment piece of the utility model.

[0029] In the figure: 100, base, 200, main body, 300, pad, 210, mounting groove, 110, first mounting hole, 220, second mounting hole, 400, adjustment piece, 410, third mounting hole, 420, anti-loosening piece, 500, limit block, 600, spring piece. DETAILED DESCRIPTION

[0030] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the specific implementation methods of the present invention will be described below with reference to the accompanying drawings. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings and other implementation methods can be obtained based on these drawings without inventive work.

[0031] To simplify the drawings, only the parts relevant to the utility model are schematically shown in each figure; they do not represent the actual structure of the product. Furthermore, to simplify the drawings and facilitate understanding, in some figures, only one of the components with the same structure or function is schematically shown or labeled. In this document, "one" not only means "only one" but also "more than one," and "several" includes "two" and "more than two."

[0032] It should be noted that, unless otherwise specified or limited, the terms "mounted," "connected," and "connected" should be understood broadly. For example, they can refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. Those skilled in the art will understand the specific meanings of these terms in this utility model based on the specific circumstances.

[0033] In addition, in the description of the present application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0034] Reference Figure 1~Figure 2 The utility model proposes a rail guard for a rail frog, including a base 100 arranged on a pad, the base 100 is located on one side of the rail; a main body 200 is arranged on the base 100, the main body 200 is used to abut against the end face of the train wheel rim; a pad 300 is arranged at one end of the main body 200 close to the rail, the pad 300 is used to abut against the side of the train wheel rim.

[0035] In this embodiment, both the base 100 and the main body 200 are cast from high-manganese steel. High-manganese steel has explosive hardening properties, rapidly hardening its surface when subjected to strong impact and compression, thereby improving wear and impact resistance. The base 100 is securely attached to the backing plate and precisely positioned to one side of the rail.

[0036] The main body 200 can be in close and stable contact with the end face of the train wheel rim. When the train runs into the harmful space of the frog, the end face movement of the wheel rim can be effectively restricted to prevent the train from derailing.

[0037] A pad 300 is located at the end of the main body 200 closest to the rail. Made of stainless steel, this relatively soft material acts as a buffer when it contacts the side of the train wheel rim, ensuring stability during operation. Furthermore, the softness of stainless steel prevents damage to the wheel.

[0038] It should be further explained that the side surface of the train wheel rim refers to the circumferential surface of the train wheel rim.

[0039] In actual use, the guardrail of this solution can effectively control the direction of wheel movement, reduce the shaking of the train at the switch, improve passenger comfort, and ensure driving safety.

[0040] Furthermore, an end of the main body 200 close to the rail has a mounting groove 210 , and the pad 300 is disposed in the mounting groove 210 .

[0041] In this embodiment, the mounting groove 210 provides a stable mounting position for the pad 300, ensuring that the pad 300 will not shift when contacting the side of the train wheel rim. This design allows the pad 300 to more effectively play a cushioning and supporting role.

[0042] During the running of the train, when the side of the wheel rim contacts the pad 300, the installation groove 210 can limit the deformation range of the pad 300, ensuring that the pad 300 always provides stable support and cushioning, further enhancing the control effect of the guardrail on the operation of the wheel, reducing the shaking of the train, and improving the safety and stability of driving.

[0043] Furthermore, the base 100 has a first mounting hole 110 , and the main body 200 has a second mounting hole 220 . The first mounting hole 110 and the second mounting hole 220 are used for bolts to pass through, and the bolts are used to connect the base 100 and the main body 200 .

[0044] In this embodiment, the base 100 and the main body 200 can be connected by using bolts passing through the second mounting holes 220 and the first mounting holes 100 , and the main body 200 can be easily fixed on the base 100 through the first mounting holes 100 and the second mounting holes 220 .

[0045] Furthermore, the second mounting hole 220 is an oblong hole, and the adjusting piece 400 includes a third mounting hole 410 for a bolt to pass through. One side of the adjusting piece 400 abuts against an end of the main body 200 away from the base 100 .

[0046] In this embodiment, the second mounting hole 220 is an oblong hole, which facilitates installation and adjustment. The adjustment plate 400 has a third mounting hole 410 for a bolt to pass through. The bolt passes through the third mounting hole 410 and the second mounting hole 220 and then threads into the first mounting hole 110, securing the main body 200 to the base 100 via the adjustment plate 400.

[0047] During installation, the position and angle of the main body 200 can be flexibly adjusted by the cooperation between the oblong hole and the adjustment plate 400. To fine-tune the position of the main body 200, loosen the bolts, adjust the relative position of the second mounting hole 220 and the first mounting hole 110, and align the third mounting hole 410 of the adjustment plate 400 with the first mounting hole 110. Once the adjustment is complete, tighten the bolts to secure.

[0048] When the train is running, this adjustable design can better adapt to different track conditions and wheel driving conditions, further optimize the guiding and restraining effect of the guardrail on the wheels, effectively reduce the shaking of the train, and ensure safe and smooth driving.

[0049] Furthermore, the adjustment piece 400 has an anti-loosening piece 420 , and the anti-loosening piece 420 is used to abut against the bolt head of the bolt.

[0050] By cutting a C-shaped through hole on the adjustment piece 400, only one side of the anti-loosening piece 420 can be fixed. By bending, the anti-loosening piece 420 can have a certain angle relative to the entire adjustment piece 400, so that the anti-loosening piece 420 abuts against the bolt, which can prevent the bolt from loosening due to vibration during use.

[0051] In actual installation, before tightening the bolts, bend the anti-loosening piece 420 first so that the anti-loosening piece 420 has a certain inclination angle, but it does not affect the installation of the bolts. After the bolts are installed, adjust the appropriate spacing and continue to bend the anti-loosening piece 420 so that the anti-loosening piece 420 abuts against the bolts, thereby preventing the bolts from vibrating and loosening.

[0052] Furthermore, a limit block 500 is provided at one end of the base 100 away from the rail, and the limit block 500 is used to abut against the end of the adjustment piece 400 away from the rail.

[0053] In this embodiment, a stopper 500 is provided at the end of the base 100 away from the rails. The main function of the stopper 500 is to prevent the main body 200 from being subjected to lateral forces from the train wheels by providing a counterforce to the adjustment piece 400 or the main body 200, thereby preventing the adjustment piece 400 or the main body 200 from deflecting.

[0054] During actual train operation, when the train wheels contact the guardrail and generate lateral forces, the presence of the stopper 500 effectively resists these forces, ensuring the stable position of the main body 200 and the adjustment plate 400. This design greatly enhances overall safety, ensuring that the guardrail always remains in the correct operating position, effectively guiding and restraining the train wheels, reducing train sway, and ensuring safe and stable operation.

[0055] Furthermore, the elastic fragment 600 is provided along the running direction of the train, and the elastic fragment 600 is provided at both ends of the base 100, with one end of the elastic fragment 600 being overlapped with the bottom of the rail.

[0056] In this embodiment, when the wheels and guardrails interact to generate vibrations during train travel, the spring clip 600 acts as a buffer and vibration reducer. The elasticity of the spring clip 600 absorbs some of the vibration energy, reducing the impact force transmitted to the rails and other components, thereby reducing noise and component wear.

[0057] At the same time, the shrapnel 600 is overlapped on the bottom of the rail, which can also enhance the connection stability between the base 100 and the rail, further improve the overall working reliability of the guardrail, and ensure the safe and smooth operation of the train.

[0058] Furthermore, the cushion block 300 is welded to the main body 200 , and the limiting block 500 is welded to the base 100 .

[0059] In this embodiment, the pad 300 is connected to the main body 200 by welding. By welding, the pad 300 can be firmly fixed on the main body 200 and is not easy to fall off or loosen under the action of the train wheels, ensuring that its supporting and guiding functions are stably exerted.

[0060] The stopper 500 is also welded to the base 100. This creates a strong bond between the stopper 500 and the base 100, providing reliable reverse support for the main body 200 and the adjustment plate 400 against lateral forces from train wheels, preventing them from shifting and effectively ensuring the proper functioning and overall safety of the guardrail.

[0061] This welding connection method improves the connection strength and stability between the various components of the guardrail, enabling it to maintain good performance during long-term and frequent train operations, reducing the frequency of maintenance and replacement and lowering the cost of use.

[0062] Furthermore, the spring piece 600 is connected to the base 100 by screws.

[0063] In this embodiment, the screw connection ensures a reliable connection between the spring clip 600 and the base 100, and also facilitates easy removal and installation when the spring clip 600 is damaged or needs replacement. This detachable connection method is very convenient during maintenance and repair, saving time and cost, while ensuring that the spring clip 600 is always in good working condition, effectively performing its functions of buffering, reducing vibration, and enhancing connection stability.

[0064] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, and all of these should be included in the scope of the claims of the present invention.

Claims

1. A rail guard rail for a railway frog, characterized in that: include: A base (100) is provided on the pad, wherein the base (100) is located on one side of the rail; A main body (200) is arranged on the base (100), and the main body (200) is used to abut against the end surface of the rim of a train wheel; A pad (300) is provided at one end of the main body (200) close to the rail, and the pad (300) is used to abut against the side of the train wheel rim.

2. A rail frog guard rail according to claim 1, characterized in that: An end of the main body (200) close to the rail has a mounting groove (210), and the cushion block (300) is arranged in the mounting groove (210).

3. The rail frog guard rail according to claim 1, characterized in that: The base (100) has a first mounting hole (110), and the main body (200) has a second mounting hole (220). The first mounting hole (110) and the second mounting hole (220) are used for bolts to pass through, and the bolts are used to connect the base (100) and the main body (200).

4. The rail frog guard rail according to claim 3, characterized in that: The second mounting hole (220) is an oblong hole and further comprises: The adjusting piece (400) has a third mounting hole (410), the third mounting hole (410) being used for the bolt to pass through, and one side of the adjusting piece (400) abuts against an end of the main body (200) away from the base (100).

5. The rail frog guard rail according to claim 4, characterized in that: The adjusting piece (400) has an anti-loosening piece (420), and the anti-loosening piece (420) is used to abut against the bolt head of the bolt.

6. The rail frog guard rail according to claim 4, characterized in that: Also includes: A limit block (500) is provided at an end of the base (100) away from the rail, and the limit block (500) is used to abut against an end of the adjustment piece (400) away from the rail.

7. The rail frog guard rail according to claim 1, characterized in that: Also includes: The shrapnel (600) is arranged at both ends of the base (100) along the running direction of the train, and one end of the shrapnel (600) is overlapped with the bottom of the rail.

8. The rail frog guard rail according to claim 6, characterized in that: The cushion block (300) is welded to the main body (200), and the limiting block (500) is welded to the base (100).

9. The rail frog guard rail according to claim 7, characterized in that: The spring piece (600) is screw-connected to the base (100).

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