Acceleration type No.9 turnout for urban rail transit

Abstract

The utility model provides a speed-increasing type No.9 turnout for urban rail transit. The turnout comprises a switch, a guide curve, a frog, a guard rail and a switch tie, the turnout has a turnout plane line type; the overall length of the turnout plane line type turnout is 28.369 to 29.569 m, the front length of the turnout is 12.639 to 13.839 m, and the rear length of the turnout is 15.73 m; the plane line type of the turnout is a secant line type, and the secant line type is 14-35m in cut; the track gauge of the turnout plane line type full turnout area is 1435mm except that a track gauge structure in the cutting range of a switch rail head is widened; the radius of curvature of the center of the side strand in the turnout plane line type is 260-280 m, preferably 280 m. The straight passing speed can be increased to 120 km / h, the lateral passing speed can be increased to 43 km / h, the overall length, the center, the front length and the rear length of an existing turnout are kept unchanged, the occupied space of the turnout is kept unchanged, the construction cost is basically unchanged, the turnout can be used for newly building lines and reconstructing existing lines, and the line transport capacity is effectively improved.

Description

Technical Field

[0001] This utility model belongs to the field of urban rail transit turnout technology, specifically relating to a speed-up type No. 9 turnout for urban rail transit. Background Technology

[0002] In recent years, the demand for increased transport capacity in urban rail transit has been growing. As a key piece of equipment in rail transit, turnouts significantly impact the overall operating speed, turnaround time, and headway of the entire rail line, making them crucial for improving the line's capacity. The existing No. 9 turnouts used in urban rail transit have a maximum permissible straight-line speed of 100 km / h and a maximum permissible lateral speed of 35 km / h, which no longer meets the current demand for increased capacity. While increasing turnout speed typically involves increasing the turnout number or the radius of the guide curve, these measures increase the overall length of the turnout, occupying considerable engineering space and significantly increasing the project cost. Furthermore, they cannot be interchanged with existing turnouts in situ and can only be used on newly constructed lines. Therefore, the following improved technical solution is proposed. Utility Model Content

[0003] The technical problem solved by this utility model is to provide a speed-up type No. 9 turnout for urban rail transit, which solves the technical problems of low straight-line and lateral passing speed of existing No. 9 turnouts in urban rail transit, increased length and engineering space occupation of general solutions, high cost, non-interchangeability, and only applicable to newly built lines, thus restricting the improvement of line capacity.

[0004] The technical solution adopted in this utility model is as follows: a speed-up type No. 9 turnout for urban rail transit, the turnout includes a switch, guide curve, frog and guard rail, and turnout sleeper; the turnout has a turnout planar alignment; the total length of the turnout in the turnout planar alignment is 28.369~29.569m, of which the length before the turnout is 12.639~13.839m and the length after the turnout is 15.73m; the turnout planar alignment adopts a secant type, and the secant type cut f is 14mm~35m; the track gauge of the entire turnout area of ​​the turnout planar alignment is 1435mm except for the track gauge widening structure within the cutting range of the switch rail head; the center curvature radius of the side rails in the turnout planar alignment is 260~280m.

[0005] In the above technical solution, further: the turnout full turnout area is provided with a 1:40 inclined rail bottom slope or rail top slope, wherein the standard rail is provided with a 1:40 inclined rail bottom slope at the bottom of the rail, and the switch rail and frog point rail are provided with a 1:40 inclined rail top slope at the top of the rail.

[0006] In the above technical solutions, the preferred option is that the top surface profile of the turnout rail adopts a 60 profile or a 60N profile, which is consistent with the rail type of the section line.

[0007] In the above technical solution, further: the switch rail of the turnout adopts an elastic bendable switch rail, and the bendable section of the elastic bendable switch rail adopts single-limb milling or double-limb milling.

[0008] In the above technical solutions, the preferred method is to use 60AT1 or 60AT2 steel rails for the switch point rail.

[0009] In the above technical solutions, the preferred method is that the switch switch can be a single-point traction or a two-point traction.

[0010] In the above technical solutions, the preferred option is that the turnout frog and guard rail adopt an extended fixed curve frog, which is made of high manganese steel integral casting, alloy steel combination, or high manganese steel combination, and the frog type and rail foundation are universal.

[0011] In the above technical solution, the front length of the extended fixed curve frog is increased to 1934-2534 mm, and the rear length of the frog is increased to 2803-2858 mm.

[0012] In the above technical solution, the preferred option is that the frog and guard rail adopt a separate adjustable guard rail, which is made of 43kg / m I-beam or 33kg / m channel steel.

[0013] In the above technical solutions, the preferred method is that the turnout sleepers are arranged perpendicular to the turnout main line direction, and the turnout rail foundation adopts crushed stone track bed concrete long turnout sleepers or integral track bed pre-embedded long turnout sleepers.

[0014] Advantages of this utility model compared to the prior art:

[0015] 1. This utility model can increase the straight-through speed to 120km / h and the lateral-through speed to 43km / h, while keeping the total length, center, front length, and rear length of the existing turnout unchanged, the space occupied by the turnout remains unchanged, and the project cost remains basically unchanged. It can be used for both new lines and the renovation of existing lines, effectively improving the line's transport capacity.

[0016] 2. The turnout plane profile of this utility model adopts a secant profile, which can increase the robustness of the weak section of the switch rail and improve the wear resistance of the switch rail.

[0017] 3. The present invention ensures that the track gauge is as consistent as possible throughout the entire turnout area, which can significantly control vertical unevenness when vehicles pass through the turnout, and improve the speed, smoothness and comfort of passing through the turnout in both straight and lateral directions.

[0018] 4. The turnout of this utility model has a 1:40 inclined rail bottom slope or rail top slope in the entire turnout area, which can effectively improve the wheel-rail contact state, effectively control the bogie serpentine movement, improve the smoothness of the turnout in both the lateral and longitudinal directions, reduce the wheel-rail contact stress, and delay the wear of the wheel-rail contact surface.

[0019] 5. This utility model adopts a 60 profile or 60N profile design in urban rail transit turnouts, so that the rail profile in the turnout area is consistent with the rail profile of the section line, and obtains a rail top profile state that is consistent between the section and the turnout area, which is beneficial to improving the wheel-rail contact state of the entire line.

[0020] 6. The flexible bendable switch rail of this utility model can achieve a longer switch rail length, reduce the overall bending stiffness of the switch rail, reduce the switch rail bending force, and reduce the rebound force after bending; milling the rail leg at the center of the flexible bendable rail can further reduce the bending stiffness of the switch rail; the bending stiffness of the 60AT2 steel rail itself is greater than that of the 60AT1 steel rail, therefore, the 60AT2 steel rail is preferred.

[0021] 7. The turnout switching method of this utility model adopts single-point traction or two-point traction. The single-point traction method is applicable when the switch rail length is less than 10m, saving the investment in switching equipment; the two-point traction method is applicable when the switch rail length is more than 10m, reducing the load on the switching equipment.

[0022] 8. The frog of this utility model adopts an extended fixed curve frog, which is suitable for various seamless turnout connection methods such as welding and freezing; and the extended fixed curve frog is made of high manganese steel integral casting, alloy steel combination or high manganese steel combination, and the rail foundation is universal for various frog types.

[0023] 9. This utility model provides two optional rail guard structures, both of which allow for adjustable rail guard flange grooves, making on-site installation, replacement, and maintenance convenient.

[0024] 10. The turnout sleepers of this utility model are arranged perpendicular to the main line of the turnout, which not only facilitates the design and manufacture of turnout sleepers, but also facilitates on-site laying and adjustment; it provides turnout sleeper design schemes for two working conditions: concrete long turnout sleepers for crushed stone track beds or pre-embedded long turnout sleepers for integral track beds, which can meet the application needs of different track foundations in urban rail transit, and the turnout has higher adaptability. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the structure of this utility model;

[0026] Figure 2 This is a schematic diagram of the planar lines of this utility model;

[0027] Figure 3 This is a schematic diagram of the secant line of this utility model;

[0028] Figure 4(a) is a schematic diagram of the standard rail bottom slope of this utility model.

[0029] Figure 4(b) is a schematic diagram of the top slope of the pointed rail of this utility model;

[0030] Figure 4(c) is a schematic diagram of the top slope of the frog rail of this utility model;

[0031] Figure 5(a) is a schematic diagram of the profile of the top surface of the turnout rail of this utility model;

[0032] Figure 5(b) is a schematic diagram of the 60N profile of the top surface of the turnout rail of this utility model;

[0033] Figure 6(a) is a schematic diagram of single-limb milling of the elastic bendable pointed rail of this utility model;

[0034] Figure 6(b) is a schematic diagram of the double-limb milling of the elastic bendable pointed rail of this utility model;

[0035] Figure 7 This is a schematic diagram of the single-point traction of the switch of this utility model;

[0036] Figure 8 This is a schematic diagram of the two-point traction of the switch of this utility model;

[0037] Figure 9 This is a schematic diagram of the frog and guard rail of this utility model;

[0038] Figure 10(a) is a schematic diagram of a 43kg / m I-beam guard rail;

[0039] Figure 10(b) is a schematic diagram of a 33kg / m channel steel guardrail;

[0040] Figure 11 This is a schematic diagram of the arrangement of the forklift sleepers of this utility model;

[0041] Figure 12(a) is a schematic diagram of the concrete long turnout sleeper for crushed stone track bed of this utility model;

[0042] Figure 12(b) is a side view of the concrete long turnout sleeper of the crushed stone track bed of this utility model;

[0043] Figure 13(a) is a schematic diagram of the pre-embedded long turnout sleeper in the integral track bed of this utility model;

[0044] Figure 13(b) is a side view of the pre-embedded long turnout sleeper in the integral track bed of this utility model;

[0045] In the diagram: 1. Turnout, 2. Switch, 3. Guide curve, 4. Frog and guard rail, 5. Turnout sleeper, 1-1. Turnout planar alignment, 1-1-1. Total length of turnout, 1-1-2. Length before turnout, 1-1-3. Length after turnout, 1-2. Secant alignment, 1-3. Gauge of the entire turnout area, 1-4. Radius of curvature of the side rail center, 1-5. 1:40 inclined rail bottom slope or rail top slope, 1-5-1. 1:40 inclined rail bottom slope, 1-5-2. 1:40 inclined rail top slope, 1-6. Rail top surface profile, 1-6-1. 60 profile, 1-6- 2. 60N profile; 2-1. Flexible bendable switch rail; 2-1-1. Single-limb milling; 2-1-2. Double-limb milling; 2-2. Turnout switching method; 2-2-1. Single-point traction; 2-2-2. Two-point traction; 4-1. Extended fixed curve frog; 4-1-1. Front length of frog; 4-1-2. Rear length of frog; 4-2. Separate adjustable guard rail; 4-2-1. 43kg / m I-beam; 4-2-2. 33kg / m channel steel; 5-1. Long turnout sleeper in concrete on ballast track; 5-2. Long turnout sleeper pre-embedded in integral track bed. Detailed Implementation

[0046] The following will refer to the appendix in the embodiments of this utility model. Figure 1-1 3. The technical solutions in the embodiments of this utility model are clearly and completely described. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0047] (like Figure 1 (As shown) A speed-up type No. 9 turnout for urban rail transit, wherein the turnout 1 includes a switch 2, a guide curve 3, a frog and guard rail 4, and a turnout sleeper 5. (as shown) Figure 2 As shown, the turnout 1 has a turnout planar alignment 1-1; the total length 1-1-1 of the turnout planar alignment 1-1 is 28.369 to 29.569 m, of which the front length 1-1-2 of the turnout is 12.639 to 13.839 m and the rear length 1-1-3 of the turnout is 15.73 m.

[0048] It should be noted that the total length of the turnout is between 28.369 and 29.569 meters. This length design allows for flexible placement of the turnout in urban rail transit systems, adapting to limited space conditions. The extended front and rear of the turnout allows trains to quickly and smoothly switch from one track to another, improving the operational efficiency of the urban rail transit system. The turnout's dimensions meet the requirements of various urban rail transit systems and can be applied to different line layouts and operating scenarios. It has good compatibility with existing urban rail transit equipment and systems, achieving seamless integration and efficient operation without large-scale modifications or upgrades.

[0049] (combined) Figure 3 The turnout plane alignment 1-1 adopts the secant alignment 1-2, and the secant alignment 1-2 has a secant value of 14mm to 35m. The track gauge 1-3 of the entire turnout area of ​​the turnout plane alignment 1-1 is 1435mm except for the widened gauge structure within the cutting range of the switch rail head. The center curvature radius 1-4 of the side rail in the turnout plane alignment 1-1 is 260 to 280m, preferably 280m.

[0050] It should be noted that the secant type 1-2 design makes the transition between the switch rail and the stock rail smoother, reducing the impact and vibration when the train passes, and improving the stability and comfort of the ride. The secant type 1-2 design helps to disperse the impact force when the train passes, reducing wear and damage to the turnout structure and extending the turnout's service life. The secant range of 14mm to 35mm ensures a close fit and good guidance between the switch rail and the stock rail, preventing the risk of train derailment. Except for the widened gauge within the switch rail head cutting area, the gauge in the entire turnout zone is a standard 1435mm, which helps maintain the stability and safety of the train when passing through the turnout. The standard gauge also facilitates the unified management and maintenance of the urban rail transit system. The widened gauge within the switch rail head cutting area is to accommodate the profile and steering requirements of the train wheels, reducing friction and wear between the wheels and the rails, and helping to improve the smoothness and efficiency of the train passing through the turnout. The side track center curvature radius 1-4 is within the range of 260-280m, preferably 280m. This helps trains maintain a higher speed when passing through the turnout, reducing speed loss and energy consumption. A larger curvature radius also reduces the impact and vibration of the train on the turnout, improving the smoothness and comfort of the ride. A larger side track center curvature radius allows for more flexible turnout layout, adapting to different track alignments and terrain conditions, which helps reduce the construction cost and maintenance difficulty of urban rail transit systems.

[0051] (As shown in Figure 4) In the above embodiment, further: the turnout 1 is provided with a 1:40 inclined rail bottom slope or rail top slope 1-5 in the full turnout area, wherein the standard rail is provided with a 1:40 inclined rail bottom slope 1-5-1 at the bottom of the rail, and the switch rail and frog center rail are provided with a 1:40 inclined rail top slope 1-5-2 at the top surface of the rail.

[0052] It should be noted that: 1:40 inclined rail bottom slope 1-5-1, an appropriate rail bottom slope concentrates wheel-rail contact at the top of the rail and the center of the wheel tread, ensuring the rail's axial stress is lower and lateral bias stress is reduced, thus improving the rail's lateral stability. A suitable rail bottom slope increases the wheel-rail contact area, reduces contact stress, minimizes wheel-rail fatigue damage, and extends wheel-rail service life. Simultaneously, it reduces uneven wear on the rail head and wheel tread, extending the service life of both the rail and wheel. An appropriate rail bottom slope also increases traction adhesion, making train operation more stable and achieving optimal operating efficiency. 1:40 inclined rail top slope 1-5-2, the main part of the wheel tread has a conical structure; a 1:40 rail top slope better adapts to the shape of the wheel tread, resulting in more uniform wheel-rail contact and reducing localized wear. The switch rail and frog rail are vulnerable components in turnouts; setting a rail top slope reduces the impact and vibration when the wheel passes, thereby reducing wear and fatigue of these components and extending their service life. The addition of a rail top slope also helps improve the switching performance of the turnout, making the switching of the switch rail and frog rail smoother and reducing jamming and malfunctions. The good guiding and stability performance of the switch rail and frog rail helps improve train safety and smoothness, ensuring that the train can maintain a stable running state when passing through the turnout.

[0053] (As shown in Figure 5) In the above embodiment, preferably, the rail top surface profile 1-6 of the turnout 1 adopts a 60 profile 1-6-1 or a 60N profile 1-6-2, which is consistent with the rail type of the section line.

[0054] It should be noted that both the 60 profile 1-6-1 and the 60N profile 1-6-2 are meticulously designed with optimized contact with the wheel tread. This optimization reduces friction and wear between the wheel and rail, extending the service life of both the rails and wheels. Both profiles provide better guidance, ensuring stable train operation when passing through switches and reducing the risk of derailment. Due to the optimized profiles, vibration and impact are significantly reduced when trains pass through switches, improving ride smoothness and minimizing impact and damage to the switch structure. The optimized profiles and stable operation contribute to improved safety, ensuring train stability and safety even at high speeds. The 60 and 60N profiles improve switch switching performance, reducing jamming and friction during switching, resulting in smoother and more reliable switching. Both profiles are highly adaptable, applicable to different line layouts and operating scenarios, and highly compatible with existing urban rail transit equipment and systems, enabling seamless integration and efficient operation without large-scale modifications or upgrades.

[0055] (As shown in Figure 6) In the above embodiment, further: the switch 2 of the turnout 1 adopts an elastic bendable switch 2-1, and the bendable section of the elastic bendable switch 2-1 adopts a single-limb milling 2-1-1 or a double-limb milling 2-1-2.

[0056] It should be noted that the design of the flexible bendable switch rail 2-1 allows it to adapt more flexibly to track changes during switching, reducing resistance and friction, thereby improving switching efficiency and accuracy. Through a reasonable milling design, the flexible bendable switch rail maintains sufficient flexibility while also possessing high structural strength, ensuring that the switch rail is not easily deformed or damaged during long-term use, extending its service life. The contour design of the flexible bendable switch rail 2-1 better adapts to the shape of the wheel tread, optimizing the wheel-rail contact relationship, reducing friction and wear between the wheel and rail, and improving the smoothness and safety of train operation. The single-limb milling design is relatively simple, with lower manufacturing and installation costs. By removing some material through milling, the weight of the switch rail can be reduced, which is beneficial to improving its switching flexibility and response speed. The single-limb milled 2-1-1 switch rail can adapt to different types of switch and turnout structures, exhibiting good versatility. The 2-1-2 design of double-limb milling increases the stability of the switch rail, making it smoother and more reliable during switching. By dispersing stress through the double-limb structure, the load-bearing capacity of the switch rail is improved, enabling it to withstand greater train loads. Double-limb milling can adopt more advanced milling processes and equipment, improving machining accuracy and efficiency.

[0057] In the above embodiments, preferably, the switch 2 tip rail is made of 60AT1 steel rail or 60AT2 steel rail, preferably 60AT2 steel rail.

[0058] It should be noted that 60AT2 rails typically have higher tensile and yield strengths than 60AT1 rails. This means that under the same load conditions, 60AT2 rails can more effectively resist deformation and fracture, thus ensuring the stability and safety of turnouts. 60AT2 rails also possess excellent toughness, maintaining good integrity and stability under impact or vibration, which is crucial for reducing turnout failure rates and extending service life. The rail head profile of 60AT2 rails is carefully designed to better adapt to the shape of the wheel tread, optimizing the wheel-rail contact relationship. This helps reduce friction and wear between the wheel and rail, improving the smoothness and safety of train operation. The precise geometric dimensions of 60AT2 rails meet the high-precision requirements of high-speed railways and urban rail transit systems for turnouts, contributing to the stability and accuracy of trains passing through turnouts. 60AT2 rails are usually produced using advanced manufacturing processes and equipment, such as online heat treatment. These processes ensure uniform material composition and stable performance, thereby improving their service life and reliability. The material and geometric properties of 60AT2 rails make them easy to cut, weld, and install, which helps reduce the manufacturing and installation costs of turnouts and improve construction efficiency. 60AT2 rails have good compatibility with existing track systems and equipment, allowing for seamless integration and efficient operation without large-scale modifications or upgrades. The superior performance of 60AT2 rails reduces turnout failure rates and shortens train transit time, thereby improving operational efficiency. Due to their high strength and good toughness, 60AT2 rails have a long service life and relatively low maintenance costs. The stability and reliability of 60AT2 rails contribute to improved turnout safety and reduce the occurrence of safety accidents such as derailments.

[0059] (like Figure 7 , Figure 8 As shown in the above embodiment, preferably, the turnout switching mode 2-2 of the switch 2 is single-point traction 2-2-1 or two-point traction 2-2-2.

[0060] It should be noted that single-point traction (2-2-1) has a simple structure, is easy to control, and is highly adaptable. Dual-point traction offers strong stability, ensuring synchronous operation of both traction points and preventing jamming or deflection of the turnout during switching. By distributing traction force, the two-point traction system reduces wear on individual traction points, extending the turnout's service life. Two-point traction (2-2-2) systems typically have faster switching speeds, reducing train transit time and improving transport efficiency. Single-point traction is suitable for small or medium-sized turnouts and applications with high cost and maintenance requirements; while two-point traction (2-2-2) is more suitable for large or heavy turnouts and applications with high stability and switching efficiency requirements. Although the initial investment in a two-point traction system may be higher, its higher stability and reliability may result in lower maintenance costs in the long run.

[0061] In the above embodiments, the preferred embodiment is: (e.g.) Figure 9 As shown, the turnout 1's frog and guard rail 4 adopt an extended fixed curve frog 4-1. The extended fixed curve frog 4-1 is made of high manganese steel integral casting, alloy steel combination, or high manganese steel combination. The rail foundation is universal for various frog types.

[0062] It should be noted that the extended fixed curve frog 4-1 improves the overall rigidity and stability of the frog by increasing its length, reducing damage caused by vibrations and impacts from passing trains. The high-manganese steel integral casting frog possesses high strength, high hardness, and good impact toughness, capable of withstanding long-term train rolling and impacts, extending the frog's service life. The alloy steel composite frog uses high-strength alloy steel, ensuring high strength and wear resistance, suitable for applications requiring higher performance, such as speed-up turnouts. The working side of the fixed curve frog is curved, which allows for a larger guide curve radius (or a shorter overall turnout length), thereby increasing lateral turnout speed and improving train ride smoothness and comfort. The versatility of various frog types with their respective rail foundations allows for easy installation on different types of turnouts without requiring large-scale modifications to the rail foundation, reducing construction costs and time. High-manganese steel integral casting frogs and alloy steel composite frogs have relatively simple structures, facilitating routine maintenance and repair. Furthermore, their high wear resistance and impact resistance reduce the frequency and cost of repairs due to frog damage. The extended fixed curve frog design reduces the frequency of frog replacement, lowering maintenance costs. The versatility of the frogs also allows maintenance personnel to quickly identify and replace damaged frog components. Extended fixed curve frogs are suitable for different types of turnout structures, including straight and curved turnouts. Their diverse materials and designs also allow them to adapt to different operating speeds and load conditions. High-manganese steel integral casting, alloy steel composite, and high-manganese steel composite frogs all have good compatibility with existing track systems and equipment, enabling seamless integration and efficient operation without large-scale modifications or upgrades.

[0063] In the above embodiments, further: the front length 4-1-1 of the extended fixed curve fork 4-1 is extended to 1934-2534mm, and the rear length 4-1-2 is extended to 2803-2858mm.

[0064] It should be noted that extending the front length of the frog by 4-1-1 mm and the rear length by 4-1-2 mm increases the overall length of the frog, thereby enhancing its overall rigidity. This helps resist the lateral and longitudinal impact forces generated when a train passes, reducing frog deformation and damage. By extending the frog's length, the force of the train load on the frog can be distributed more rationally, avoiding frog damage caused by excessive local stress. Simultaneously, this also reduces friction and wear between the frog and the wheels, extending the frog's service life. The design of the extended fixed curve frog helps to increase the guide curve radius of the turnout, allowing trains to transition more smoothly when passing through the turnout, reducing impact and vibration, which helps improve train speed and passenger comfort. The extended frog length reduces the harmful space between the frog throat and the actual tip, reducing the impact force when the wheels pass. Furthermore, by optimizing the frog's geometry and dimensions, the impact of harmful space can be further eliminated or reduced, improving driving safety and stability. Although the extended frog length increases its overall size, it does not introduce additional difficulties for frog installation and maintenance. Conversely, the rationality and optimization of its structure make frog installation simpler and faster, and maintenance more convenient. The high stability and strength of the extended fixed curve frog significantly reduce maintenance frequency and costs. At the same time, its versatility and compatibility also reduce the additional costs associated with replacing different frog models. Extending the frog length helps optimize the turnout's structure and performance, improving train throughput speed and transportation efficiency.

[0065] In the above embodiments, preferably (as shown in Figure 10) the turnout and guard rail 4 adopt a separate adjustable guard rail 4-2, which is made of 43kg / m I-beam 4-2-1 or 33kg / m channel steel 4-2-2.

[0066] It should be noted that the separate adjustable guardrail 4-2 ensures that the wheels remain on the correct track when passing through the frog, reducing the risk of derailment. The adjustability of the guardrail allows it to be adjusted according to actual needs to adapt to different operating speeds and load conditions, further improving driving safety. The separate guardrail design helps reduce friction and wear between the wheels and the frog, extending the service life of both the frog and the guardrail. Simultaneously, the separate design also better guides the wheels through the frog, reducing impact and vibration, and improving the smoothness and comfort of the ride. The separate adjustable guardrail has a relatively simple structure, facilitating daily maintenance and repair. Its adjustability also makes adjustment and maintenance more convenient, reducing maintenance costs and time. The 43kg / m I-beam 4-2-1 has high strength and load-bearing capacity, capable of withstanding large loads, ensuring the stability and safety of the guardrail. I-beams have good machinability, are easy to cut, weld, and drill, and can be customized to meet the manufacturing requirements of the guardrail. I-beams undergo special rust and corrosion prevention treatments, exhibiting excellent corrosion resistance and durability. They can resist corrosion and aging under natural environments, extending the service life of the guardrails. 33kg / m 4-2-2 channel steel also possesses high strength and stability, meeting the strength and rigidity requirements of guardrails. Channel steel comes in a wide variety of specifications, including different shapes, sizes, and thicknesses, allowing for the selection of appropriate specifications based on actual needs. Channel steel has good plasticity, facilitating bending and forming operations, making it easy to manufacture guardrails to the required shapes. Both 43kg / m I-beams and 33kg / m channel steel have good mechanical and processing properties, meeting the manufacturing requirements of guardrails. However, I-beams may have an advantage in strength and load-bearing capacity, making them suitable for applications requiring high strength and stability; while channel steel offers more specification options and better plasticity, making it suitable for applications requiring customized processing and complex shapes.

[0067] In the above embodiments, the preferred embodiment is: (e.g.) Figure 11 As shown in Figures 12 and 13, the turnout sleepers 5 of the turnout 1 are arranged perpendicular to the direction of the turnout main line. The rail foundation of the turnout 1 adopts a crushed stone track bed concrete long turnout sleeper 5-1 or an integral track bed pre-embedded long turnout sleeper 5-2.

[0068] It should be noted that the 5-1 concrete turnout sleeper in the ballast track has high strength and rigidity, effectively supporting and fixing the turnout, and enhancing its overall stability. Concrete sleepers are widely available and standardized, meeting the needs of large-scale production, and easily maintain track geometry, ensuring smooth and safe train operation. Concrete has good durability and corrosion resistance, resisting erosion and damage from the natural environment, extending the sleeper's service life. The long service life of concrete sleepers reduces the frequency of replacement and maintenance, thus lowering maintenance costs. The 5-2 concrete turnout sleeper in the ballast track can adapt to different terrains and climates and is widely used in various railway lines. The 5-2 long turnout sleeper embedded in the integral track bed is tightly integrated with the track bed through pre-embedding, forming an integral structure and improving the overall rigidity of the turnout. The design of the long sleeper better distributes train loads, reduces local stress concentration, and improves the turnout's load-bearing capacity. The integral track bed structure has good vibration and noise reduction performance, reducing vibration and noise pollution when trains pass. The embedded long turnout sleeper in the integral track bed maintains track geometry stability, improving ride smoothness and passenger comfort. The construction of pre-embedded long turnout sleepers in integral ballast beds is relatively simple and easy to maintain and repair. Concrete long turnout sleepers for crushed stone ballast beds have high strength and durability, strong adaptability, and are widely used in various railway lines. Pre-embedded long turnout sleepers in integral ballast beds can better improve the overall rigidity and running smoothness of turnouts, and reduce vibration and noise pollution, but the construction cost may be relatively high. When selecting turnout sleepers, a comprehensive consideration should be given to factors such as the specific application scenario, cost requirements, technical difficulty, and maintenance costs.

[0069] As can be seen from the above description, the turnout plane line type 1-1 of this utility model adopts the secant line type 1-2, which can increase the robustness of the weak section of the switch rail and improve the wear resistance of the switch rail.

[0070] This utility model provides a turnout with a track gauge of 1-3 that is as consistent as possible throughout the entire turnout area. This significantly controls vertical unevenness when vehicles pass through the turnout, and improves the speed, smoothness, and comfort of passing through the turnout in both straight and lateral directions.

[0071] This utility model provides a 1:40 inclined rail bottom slope or a rail top slope of 1-5 in the entire turnout area, which can effectively improve the wheel-rail contact state, effectively control the bogie serpentine movement, improve the smoothness of the turnout in both the lateral and longitudinal directions, reduce the wheel-rail contact stress, and delay the wear of the wheel-rail contact surface.

[0072] This utility model adopts a 60 profile 1-6-1 or a 60N profile 1-6-2 design for the rail top surface profile 1-6 in urban rail transit turnouts, so that the rail profile in the turnout area is consistent with the rail profile in the section line, and a rail top profile state consistent between the section and the turnout area is obtained, which is beneficial to improving the wheel-rail contact state of the entire line.

[0073] The flexible bendable switch rail 2-1 of this utility model can achieve a longer switch rail length, reduce the overall bending stiffness of the switch rail, reduce the switch rail turning force, and reduce the rebound force after bending; the switch rail limbs with single-limb milling 2-1-1 and double-limb milling 2-1-2 elastic bendable center can further reduce the bending stiffness of the switch rail; the bending stiffness of 60AT2 steel rail itself is greater than that of 60AT1 steel rail, therefore, 60AT2 steel rail is preferred.

[0074] This utility model's turnout switching method 2-2 adopts either single-point traction 2-2-1 or two-point traction 2-2-2. Both switching methods are applicable when the switch rail length is less than 10m, saving on the investment in switching equipment; and two-point traction is applicable when the switch rail length is more than 10m, reducing the load on the switching equipment.

[0075] This utility model uses an extended fixed curve frog 4-1, which is suitable for various seamless turnout connection methods such as welding and freezing; and the extended fixed curve frog 4-1 is made of high manganese steel integral casting, alloy steel combination or high manganese steel combination, and is universal for various frog types and rail foundations.

[0076] This utility model provides two optional rail guard structures: 43kg / m I-beam 4-2-1 and 33kg / m channel steel 4-2-2. Both can achieve adjustable rail guard flange grooves, making on-site installation, replacement, and maintenance convenient.

[0077] This utility model provides turnout sleeper 5 arranged perpendicular to the turnout main line, which not only facilitates turnout sleeper design and manufacturing, but also facilitates on-site laying and adjustment; it provides turnout sleeper 5 design schemes for two working conditions: concrete long turnout sleeper 5-1 for crushed stone track bed or pre-embedded long turnout sleeper 5-2 for integral track bed, which can meet the application needs of different track foundations in urban rail transit, and the turnout has higher adaptability.

[0078] In summary, this utility model can increase the straight-through speed to 120km / h and the lateral-through speed to 43km / h, while keeping the total length, center, front length, and rear length of the existing turnout unchanged, the space occupied by the turnout unchanged, and the project cost basically unchanged. It can be used for both new lines and the renovation of existing lines, effectively improving the line's transport capacity.

[0079] It should be understood that although this specification is mainly described according to one embodiment, it does not mean that the embodiment contains only one independent technical solution. This way of describing the specification is only for 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.

Claims

1. A speed-raising type No. 9 turnout for urban rail transit, characterized in that: The turnout (1) includes a switch (2), a guide curve (3), a frog and guard rails (4), and turnout sleepers (5); the turnout (1) has a turnout planar alignment (1-1); the total length of the turnout in the turnout planar alignment (1-1) is (1-1-1) 28.369~29.569m, of which the length before the turnout (1-1-2) is 12.639~13.839m, and the length after the turnout (1-1-3) is 15.73m. m; the turnout plane alignment (1-1) adopts the secant type (1-2), and the secant type (1-2) has a cut f of 14mm to 35m; the track gauge (1-3) of the entire turnout area of ​​the turnout plane alignment (1-1) is 1435mm except for the track gauge widening structure within the cutting range of the switch rail head; the center curvature radius (1-4) of the side rail in the turnout plane alignment (1-1) is 260 to 280m.

2. The speed-raising No. 9 turnout for urban rail transit according to claim 1, characterized in that: The turnout (1) has a 1:40 inclined rail bottom slope or rail top slope (1-5) in the entire turnout area. The standard rail has a 1:40 inclined rail bottom slope (1-5-1) at the bottom of the rail, and the switch rail and frog point rail have a 1:40 inclined rail top slope (1-5-2) at the top of the rail.

3. The speed-raising No. 9 turnout for urban rail transit according to claim 1, characterized in that: The rail top surface profile (1-6) of the turnout (1) adopts a 60 profile (1-6-1) or a 60N profile (1-6-2), which is consistent with the rail type of the section line.

4. The speed-raising No. 9 turnout for urban rail transit according to claim 1, characterized in that: The switch (2) switch rail of the turnout (1) adopts an elastic bendable switch rail (2-1), and the bendable section of the elastic bendable switch rail (2-1) adopts single-limb milling (2-1-1) or double-limb milling (2-1-2).

5. The speed-raising No. 9 turnout for urban rail transit according to claim 4, characterized in that: The switch (2) switch rail is made of 60AT1 or 60AT2 steel rail.

6. The speed-raising No. 9 turnout for urban rail transit according to claim 1 or 4 or 5, characterized in that: The turnout switching mode (2-2) of the switch (2) is single-point traction (2-2-1) or two-point traction (2-2-2).

7. The speed-up type No. 9 turnout for urban rail transit according to claim 1, characterized in that: The turnout (1) and guard rail (4) adopt an extended fixed curve turnout (4-1). The extended fixed curve turnout (4-1) is made of high manganese steel integral casting or alloy steel combination or high manganese steel combination. The turnout type and the rail foundation are universal.

8. The speed-raising No. 9 turnout for urban rail transit according to claim 7, characterized in that: The front length (4-1-1) of the extended fixed curve turnout (4-1) is extended to 1934-2534 mm, and the rear length (4-1-2) is extended to 2803-2858 mm.

9. The speed-raising No. 9 turnout for urban rail transit according to claim 1 or 7 or 8, characterized in that: The turnout and guard rail (4) adopts a separate adjustable guard rail (4-2), which is made of 43kg / m I-beam (4-2-1) or 33kg / m channel steel (4-2-2).

10. The speed-raising No. 9 turnout for urban rail transit according to claim 1, characterized in that: The turnout sleepers (5) of the turnout (1) are all arranged perpendicular to the main line direction of the turnout. The rail foundation of the turnout (1) adopts a long turnout sleeper (5-1) made of crushed stone track bed concrete or a long turnout sleeper (5-2) pre-embedded in the integral track bed.

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