Welded offset base plate structure for railway turnout and turnout

Abstract

The utility model provides a welding type offset base plate structure for a railway turnout and the turnout. A welding type offset base plate is formed by cutting two cast or forged flat base plates with the same structure and then carrying out axial symmetry tailor welding on the cut cast or forged flat base plates; the cutting value of the cast or forged flat base plate before cutting is determined according to the offset distance values a and b of the double steel rails and the angle value alpha of the double steel rails. According to the utility model, the technical problems of unsoldering and fracture risks, low overall structural strength and overhigh manufacturing cost caused by overlarge mold development amount of the offset distance base plate are solved; compared with an existing cast or forged flat base plate structure, the overall strength of the cast or forged base plate is reserved, the risks of base plate desoldering and breakage do not exist, the welding workload is small, and the driving safety is high; a large number of molds do not need to be developed, and economic cost is greatly reduced; the device is wide in application range, simple in structure, low in operation difficulty, easy to implement and suitable for popularization.

Description

TECHNICAL FIELD

[0001] The utility model belongs to railway steel rail seat lower pad technical field, concretely relates to a kind of welded support distance pad structure and turnout for railway turnout. BACKGROUND

[0002] In the design and manufacture of railway turnout, ordinary flat pad is arranged at single rail, usually there are two types of welding and casting (or forging) ; Ordinary support distance pad is arranged at double rail, usually only welding type pad is used.

[0003] Ordinary welding type support distance pad can adapt to various support distance double rail pressing needs due to its simple structure. However, this pad has large welding workload, and each component (such as iron seat, platform, etc.) on the pad needs to be welded separately, and the overall strength of the pad made of ordinary carbon steel is reduced, which has the risk of pad welding and fracture, and is not conducive to train safety.

[0004] When support distance pad is made of casting (or forging) type, the overall strength of the pad can be significantly improved, and there is no welding problem because the components on the pad and the bottom plate are a whole structure. However, this type of pad production needs to develop a large number of molds, which has long production cycle and complicated process, and the molds are not interchangeable. During installation, many factors such as manufacturing error and on-site laying adjustment cannot meet the design requirements, resulting in difficult on-site installation. At the same time, it cannot be applied to other types of turnouts, so the overall manufacturing cost is high, and it is almost not used in turnouts.

[0005] To solve the technical problems of support distance pad welding and fracture risk, low overall structural strength and high manufacturing cost caused by excessive mold development, the following improvement technical scheme is proposed. CONTENT OF THE UTILITY MODEL

[0006] The utility model solves the technical problems of support distance pad welding and fracture risk, low overall structural strength and high manufacturing cost caused by excessive mold development.

[0007] The utility model adopts the technical scheme: a welded support distance pad structure for railway turnout, the welded support distance pad is composed of two cast or forged flat pads with the same structure, which are cut and then axially symmetrical spliced.

[0008] In the above technical scheme, as the preferred technical scheme of the utility model, the welded support distance pad retains the pad fastener originally possessed by the cast or forged flat pad before cutting.

[0009] In the above technical solution, as the preferred technical solution of the utility model, the welding type support spacing base plate is provided with axisymmetric base plate bolt holes only on the outer side.

[0010] In the above technical solution, as the preferred technical solution of the utility model, the welding type support spacing base plate is provided with axisymmetric base plate bolt holes only on the outer side.

[0011] In the above technical solution, as the preferred technical solution of the utility model, the welding type support spacing base plate is provided with axisymmetric base plate bolt holes only on the outer side.

[0012] In the above technical solution, as the preferred technical solution of the utility model, the welding type support spacing base plate is provided with axisymmetric base plate bolt holes only on the outer side.

[0013] In the above technical solution, as the further improvement of the utility model, the welding type support spacing base plate has two sets of axisymmetric base plate fasteners corresponding to the double steel rails.

[0014] In the above technical solution, as the further improvement of the utility model, the base plate fastener and the rail web of the double steel rail are provided with a fixing block.

[0015] In the above technical solution, as the further improvement of the utility model, the fixing block is of an L-shaped structure.

[0016] The utility model also claims to protect a turnout, the turnout includes any one railway turnout welding type support spacing base plate structure, the turnout has double steel rails.

[0017] The utility model has the advantages compared with the prior art:

[0018] 1. Compared with the existing casting or forging flat base plate structure, the utility model retains the overall strength of the casting or forging base plate, does not have the risk of base plate welding-off and fracture, has small welding work quantity and high train safety, and does not need to develop a large number of molds, thereby greatly reducing economic cost.

[0019] 2. Compared with the existing casting or forging support spacing base plate, the utility model cuts and welds two casting or forging flat base plates installed at the double steel rails to maintain the spacing between the two steel rails, is suitable for most positions in the turnout area where the casting or forging support spacing base plate needs to be arranged, effectively maintains the track spacing between the two steel rails, has wide application range, and effectively reduces the specifications of the casting or forging support spacing base plate.

[0020] 3. The utility model can cut and weld the support spacing base plate size required after the track spacing is adjusted on site, can solve most track spacing problems in the design process or installation process, and can be operated on the construction site, which is simple and easy to operate.

[0021] 4, The whole function of the utility model is superior to the prior structure, and the structure is simple and the operation difficulty is low.

[0022] 5, The utility model discloses reliable performance, improves production efficiency under the condition that the service life is unchangeable, and greatly reduces resource occupation. ACCURACY OF DRAWINGS

[0023] Figure 1 It is the use state diagram before cutting of the utility model;

[0024] Figure 2 It is the use state diagram after cutting and welding of the utility model;

[0025] Figure 3 It is the sectional view of the utility model;

[0026] Figure 4 It is the sectional view of a casting or forging flat base plate before cutting of the utility model;

[0027] In the drawing: 1-steel rail A, 2-steel rail B, 3-casting or forging flat base plate C before cutting, 4-casting or forging flat base plate D before cutting, 5-flat base plate cutting part, 6-casting or forging flat base plate C' after cutting, 7-casting or forging flat base plate D' after cutting, 8-welding seam, 9-welding type offset base plate, 10-casting or forging flat base plate, 11-double steel rail, 12-base plate bolt hole, 13-fixing block, 14-base plate fastener. DETAILED DESCRIPTION

[0028] The technical solutions in the embodiments of the utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the utility model. Figures 1-4 It is obvious that the described embodiments are only a part of the embodiments of the utility model, rather than all the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by those skilled in the art without creative labor fall within the protection scope of the utility model.

[0029] A welding type offset base plate structure for railway turnout, (as shown in Figure 2 、 Figure 3 The welding type offset base plate 9 is formed by axisymmetric splicing and welding of two identical (as shown in Figure 2 、 Figure 4 The cutting value of the casting or forging flat base plate 10 (as shown in Figure 1 before cutting is determined according to the offset values a, b of the double steel rail 11 and the angle value α of the double steel rail 11 (as shown in Figure 2 .

[0030] Compared with the ordinary welding type support spacing base plate structure, the whole strength is high, there is no risk of base plate welding-off and fracture, the welding workload is small, and the driving safety is high; compared with the existing casting or forging support spacing base plate structure, a large number of molds do not need to be developed, and the economic cost is greatly reduced. Therefore, the utility model effectively solves the technical problems of the welding-off and fracture risk of the support spacing base plate, the low overall structural strength, and the high manufacturing cost caused by excessive mold development.

[0031] In the above embodiment, as a preferred embodiment of the utility model: the welding type support spacing base plate 9 retains the original base plate fastener 14 before the cutting of the casting or forging flat base plate 10. That is, there is no need to additionally provide a base plate fastener 14, and the original base plate fastener 14 can continue to be used. The specific four fastener systems can more evenly distribute and fix the steel rails, reduce the displacement and deformation of the steel rails, and thus enhance the overall stability of the track. This stability is crucial for ensuring the smooth operation of the train and the comfort of passengers. A stable track structure can reduce the risk of derailment caused by track deformation or displacement, and improve the safety of train operation. A stable fastener system can reduce the maintenance requirements caused by track deformation or loose fasteners, thereby prolonging the service life of the track and the fasteners.

[0032] In the above embodiment, as a preferred embodiment of the utility model: the welding type support spacing base plate 9 is provided with an axially symmetric base plate bolt hole 12 only on the outer side. That is, only the base plate bolt hole 12 on the inner side of the original casting or forging flat base plate 10 is cut off. This operation is simple, economical and practical, ensures reliable connection, and is easy to implement. The axially symmetric welding type support spacing base plate 9 is provided with a base plate bolt hole 12 only on the outer side, and the base plate bolt hole 12 on the outer side enables the bolt to act more directly on the base plate, reducing the stress concentration problem caused by complex structure, thereby enhancing the stability and carrying capacity of the connection part. The axially symmetric design of the base plate bolt hole 12 enables the base plate to more evenly transmit force when stressed, avoiding excessive local stress that may be caused by asymmetric design, and further improving the stability of the structure. The base plate bolt hole 12 on the outer side makes the installation process more simple, without the need for complex internal operation or special tools, reducing the installation difficulty and cost. Since the base plate bolt hole 12 is located on the outer side, the installer can more easily control the tightening degree and position of the bolt, reducing the problem of loose connection or looseness caused by installation errors.

[0033] In the above embodiments, as a preferred embodiment of the utility model: the weld 8 width of the welded support offset pad 9 is 5mm-8mm. Under the weld 8 width, by accurately controlling the weld width, the stress distribution between the pad and the track structure can be optimized, the crack or fracture risk caused by stress concentration can be reduced, and the strength and stability of the overall structure can be enhanced. The weld 8 of a specific width can ensure the close connection between the pad and other connecting components, improve the reliability and durability of the connection. Using the weld 8 of a specific width for welding is conducive to realizing the standardization and automation of the welding process, improving the production efficiency and the consistency of the welding quality. The reasonable weld 8 width can reduce the pores, slag and other defects generated in the welding process, improve the density and mechanical properties of the weld. According to different working conditions and load requirements, the appropriate weld 8 width can be selected to meet the specific use requirements; such flexibility makes the welded support offset pad can be widely used in various rail transit and engineering fields. By optimizing the weld 8 width, the consumption of welding materials and processing cost can be reduced while ensuring the structural strength, and the economic benefit can be improved. The weld 8 of a specific width is easier to be identified and evaluated in the subsequent maintenance and inspection process, and once the problem is found, it is easier to repair or replace.

[0034] In the above embodiments, as a preferred embodiment of the utility model: the support offset value a of the double steel rail 11 is 20mm-250mm; b is 20mm-250mm. In the above embodiments, as a preferred embodiment of the utility model: the angle value α of the double steel rail 11 is 0°-90°. The specific numerical range of the technical parameters a, b and α is used to adapt to different types of turnout products, expand the application range of the new type, and ensure the required technical effect.

[0035] In the above embodiments, as a further improved embodiment of the utility model: the welded support offset pad 9 has two sets of axisymmetric pad fasteners 14 corresponding to the double steel rail 11. The technical advantages of the two sets of axisymmetric pad fasteners 14 are the same as before, and will not be repeated.

[0036] In the above embodiments, as a further improved embodiment of the utility model: the fixed block 13 is arranged between the rail web of the double steel rail 11 and the base plate fastener 14. The fixed block 13 serves as a connecting medium between the base plate fastener 14 and the rail web, which can more firmly fix the rail on the base plate fastener 14, preventing displacement or loosening of the rail during operation. This stable connection mode helps to enhance the stability of the entire track structure, ensuring the smoothness and safety of the track when the train is running at high speed. The fixed block 13 can effectively distribute the contact stress between the rail and the base plate fastener 14, reducing the direct impact and wear on the rail web, thereby prolonging the service life of the rail. By arranging the fixed block 13, the friction and wear caused by direct contact between the rail and the base plate fastener 14 can be reduced, protecting the surface quality of the rail and reducing maintenance costs. When the fixed block 13 is made of insulating material, an insulating layer can be formed between the rail and the base plate fastener 14, improving the insulation performance of the track; this is particularly important for electrified railways, which can prevent electrical faults caused by electrical connection between the rail and the ground or other metal parts, ensuring the safe operation of the train. The design of the fixed block 13 can be adjusted and optimized according to specific working conditions and requirements to adapt to different line and speed conditions. The installation and maintenance of the fixed block 13 are relatively simple, and it can be replaced or adjusted without interrupting operation, improving the maintainability and flexibility of the track system.

[0037] In the above embodiments, as a further improved embodiment of the utility model: the fixed block 13 is L-shaped. The L-shaped fixed block 13 can provide a more stable connection effect due to its unique L-shaped design. This design allows the fixed block to closely fit between the base plate fastener 14 and the rail web, effectively preventing displacement or loosening of the rail during operation, thereby enhancing the stability of the entire track structure. The L-shaped fixed block 13 structure is relatively simple, which can more effectively distribute the contact stress between the rail and the base plate fastener 14, reduce the direct impact and wear on the rail web, protect the rail from damage, and thus prolong its service life. The design of the L-shaped fixed block 13 usually considers the convenience of installation, making the installation process simpler and faster; this helps to reduce installation costs and improve construction efficiency; when maintenance or replacement of the fixed block is required, the L-shaped design also facilitates disassembly and reinstallation, reducing the complexity and time cost of maintenance work. Although the initial cost of the L-shaped fixed block 13 may be slightly higher than that of ordinary fixed blocks, its long-term stability and reduced maintenance costs make its overall cost-effectiveness relatively low.

[0038] The utility model also claims a turnout, the turnout includes any one railway turnout welding type offset base plate structure, the turnout has double steel rail 11, namely the utility model is applied to double steel rail 11 turnout.

[0039] The specific embodiment of the present invention is as follows: Figure 1 As shown, rail A1 is fixed by casting or forging flat plate C3 before cutting; rail B2 is fixed by casting or forging flat plate D4 before cutting; Figure 2 As shown, in order to maintain a fixed interval between the rails A1 and B2, the flat plate cutting portions 5 of the pre-cut cast or forged flat plate C3 and the pre-cut cast or forged flat plate D4 are cut respectively. Figure 2 and Figure 3 At the welding position shown, the cut cast or forged flat plate C'6 and the cut cast or forged flat plate D'7 are symmetrically welded to form a weld 8; this operation has a small processing load, is simple and convenient to operate, and is easy to implement. Figure 2 As shown, the support value a, the support value b and the angle α are variable values. The support value a, the support value b and the angle α are different according to the rail type. Therefore, the finally formed welded support pad 9 can be used in most positions of the switch area and has a wide range of uses.

[0040] From the above description, it can be found that the overall function of the present invention is superior to existing structures, and the structure is simple. Compared with ordinary welded support pad structures, the overall strength is high, there is no risk of desoldering or breakage, the welding workload is small, and the driving safety is high. Compared with existing cast or forged support pad structures, there is no need to develop a large number of molds, which reduces costs. The present invention can significantly improve the overall strength of the pad and can be used in most locations in the switch area where support pads are required, with a wide range of uses. In addition, the present invention can be welded on site, solving the problem of multiple track gauges that arise during design or installation.

[0041] In summary, the present invention addresses the technical problems of standoff pads, such as the risk of desoldering and fracture, low overall structural strength, and excessively high manufacturing costs due to the large amount of mold development. While retaining the overall strength of cast or forged pads, the present invention also eliminates the need for extensive mold development, significantly reducing economic costs. The present invention has a wide range of applications and effectively reduces the specifications of cast or forged standoff pads. The present invention also offers superior overall functionality to existing structures, is simple in structure, offers low operational difficulty, is easy to implement, and is suitable for promotion.

[0042] It should be understood that although this specification is described according to one embodiment, this embodiment does not only include one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in this embodiment can also be appropriately arranged and combined to form other embodiments that can be understood by those skilled in the art.

[0043] The above preferred embodiments are not used to limit the scope of the present application, so that equivalent changes made according to the content of the present application claims should be included in the scope of the present application claims; it should be noted that: the components and materials used in the above examples, such as no special instructions, are commercially available.

Claims

1. A welded gage plate structure for railway switches, characterized by: The welded offset pad plate (9) is formed by axisymmetric splicing of two cast or forged flat pad plates (10) with the same structure after cutting; the cutting value of the cast or forged flat pad plate (10) before cutting is determined according to the offset values a and b of the double steel rails (11) and the angle value α of the double steel rails (11).

2. The welded splicing spacer plate structure for railway switches according to claim 1, characterized in that: The welded offset pad plate (9) retains the pad fasteners (14) originally possessed by the cast or forged flat pad plate (10) before cutting.

3. The welded splicing pad structure for railway switches according to claim 1 or 2, characterized in that: The welded offset pad plate (9) is provided with axisymmetric pad bolt holes (12) only on the outer side.

4. The welded splicing spacer plate structure for railway switches according to claim 1, characterized in that: The width of the weld (8) of the welded offset pad plate (9) is 5mm-8mm.

5. The welded splicing spacer plate structure for railway switches according to claim 1, characterized in that: The offset values a and b of the double steel rails (11) are 20mm-250mm.

6. The welded splicing spacer plate structure for railway switches according to claim 1, characterized in that: The angle value α of the double steel rails (11) is 0°-90°.

7. The welded splicing spacer plate structure for railway switches according to claim 1, characterized in that: The welded offset pad plate (9) has two sets of axisymmetric pad fasteners (14) corresponding to the double steel rails (11).

8. The welded splicing spacer plate structure for railway switches according to claim 2 or 7, characterized in that: The pad fasteners (14) and the rail limbs of the double steel rails (11) are provided with fixing blocks (13).

9. The welded splicing spacer plate structure for railway switches according to claim 8, characterized in that: The fixing blocks (13) are L-shaped structures.

10. A turnout, characterized in that The turnout comprises the welded offset pad plate structure for railway turnouts according to any one of claims 1-9; and the turnout has double steel rails (11).

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