A mosaic "V-shaped" basic rail for a compound crossover turnout

Abstract

The application provides a mosaic "V-shaped" basic rail for a compound crossover turnout, and relates to the technical field of railway turnouts. The mosaic "V-shaped" basic rail comprises a basic rail and a mosaic block. The basic rail comprises a first section, a second section and a third section. The first section, the second section and the third section are connected in sequence. The two ends of the second section are respectively adapted to be arranged at an angle with the first section and the third section. The mosaic block is adapted to be connected with the second section of the basic rail. The basic rail is provided with two bending points which are located outside the mosaic block and are connected with the basic rail through the mosaic block to improve the wear resistance and impact resistance of the parts, ensure the structural stability, improve the service life, effectively avoid the plastic deformation or fatigue peeling of the rail head working surface caused by the frequent extrusion and sliding friction of the wheels, the train sway caused by the track line deviation when the train passes through the turnout, and the fastener loosening caused by vibration and impact, and the aggravation of the dynamic change of the track gauge.

Description

Technical Field

[0001] This application relates to the field of railway turnout technology, and in particular to an embedded "V-shaped" basic rail for a double-spinning turnout. Background Technology

[0002] A double-crossing turnout is a special type of railway turnout, mainly used in compact spaces to achieve the crossing and switching of multiple tracks in different directions. It allows trains to turn in both directions at the intersection of two railway lines on the same plane, efficiently connecting multiple tracks within a limited space. It is a key piece of equipment in station throat areas and complex hubs, suitable for use in narrow and busy station yards. Trains can... Figure 10 and Figure 11 The turnout is located in direction A.

[0003] A double-intersection turnout consists of two sets of acute-angle frogs and guard rails, two sets of double switches, and two sets of obtuse-angle frogs. The two sets of double switches and the two sets of obtuse-angle frogs can be collectively referred to as a "intersection rhombus".

[0004] An obtuse-angle frog is a frog located at the obtuse angle of a rhombus. The two obtuse-angle frogs in the intersection are symmetrical, and when a train passes, it will pass through both obtuse-angle frogs at the same time.

[0005] The "V-shaped" main rail of the obtuse angle frog is one of its core components. The function of the "V-shaped" main rail is to provide fixed support for the moving point rail and guide the wheel flange through the obtuse angle area. It needs to have high wear resistance and impact resistance to withstand the dynamic load when the train passes. Especially in small number turnouts, it also needs to withstand the problem of increased lateral force due to the small curve radius.

[0006] In current double-crossing turnouts, the obtuse-angle frog "V-shaped" main rail is manufactured using standard cross-section steel rails. It has three consecutive bending points along its symmetrical central axis and at a short distance from each other. After bending, it is machined to form a straight working edge resembling a "V". For existing structures, the springback after bending can cause problems such as poor working edge alignment and excessive gaps in close contact with the movable frog rail. Furthermore, the existing structure has weak stability, which is detrimental to maintaining the structural dimensions of the obtuse-angle frog. Summary of the Invention

[0007] This application provides an embedded "V-shaped" main rail for a double-heading turnout to solve the problem of weak structural stability.

[0008] On the one hand, a type of embedded "V-shaped" basic rail for a double-crossing turnout includes: A basic track, comprising a first segment, a second segment, and a third segment; the first segment, the second segment, and the third segment are connected sequentially; the two ends of the second segment are respectively adapted to be angled to the first segment and the third segment; An insert block, the insert block being adapted to connect to the second segment of the base rail.

[0009] The embedded "V-shaped" main rail for the double-heading turnout provided in this application has the embedded block embedded in the second section.

[0010] The embedded "V-shaped" main rail for the double-heading turnout provided in this application has a close-fitting surface on the side of the embedded block near the main rail, and the close-fitting surface abuts against the side of the main rail.

[0011] The embedded "V-shaped" base rail for the double-heading turnout provided in this application also includes: A connector adapted to connect the insert block to the base rail.

[0012] The embedded "V-shaped" main rail for the double-heading turnout provided in this application includes the following connecting components: At least one bolt group, the bolt group comprising bolts adapted to pass through the second segment of the insert and the base rail and nuts adapted to be connected to the bolts.

[0013] The embedded "V-shaped" main rail for the double-heading turnout provided in this application has a bolt group consisting of slotted bolts.

[0014] The embedded "V-shaped" base rail for the double-heading turnout provided in this application also includes: A washer is disposed between the bolt assembly and the base rail.

[0015] The double-crossing turnout provided in this application uses an embedded "V-shaped" base rail, which is a No. 9 turnout, and the number of bolt groups is 10.

[0016] The double-crossing turnout provided in this application uses an embedded "V-shaped" base rail, wherein the base rail is a No. 12 turnout, and the number of bolt groups is 12.

[0017] The embedded "V-shaped" main rail for a double-heading turnout provided in this application includes a main rail and an embedded block. The main rail includes a first section, a second section, and a third section. The first section, the second section, and the third section are connected sequentially. The two ends of the second section are respectively adapted to be angled to the first section and the third section. At least a portion of the embedded block is adapted to connect with the second section of the main rail. The main rail is provided with two bending points, which are located outside the embedded block. The connection between the embedded block and the main rail improves the wear resistance and impact resistance of the components, ensures structural stability, and increases service life. It can effectively avoid plastic deformation or fatigue peeling of the rail head working surface caused by frequent wheel compression and sliding friction, as well as train swaying when passing through the turnout caused by track deviation, and loosening of fasteners due to vibration and impact, which aggravates dynamic changes in track gauge. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0019] Figure 1 A schematic diagram of the overall structure of the embedded "V-shaped" main rail for the double-heading turnout provided in this application; Figure 2 Partial diagram of the inlaid "V-shaped" basic rail for the double-heading turnout provided in this application; Figure 3 for Figure 2 Cross-sectional view at point AA; Figure 4 A partially enlarged view of the inlaid "V-shaped" basic rail for the double-heading turnout provided in this application; Figure 5 Equivalent stress diagram of the base rail for the embedded "V-shaped" base rail provided in this application; Figure 6 Equivalent stress diagram of the inlaid "V-shaped" main rail connector for the double-heading turnout provided in this application; Figure 7 Equivalent stress diagram of the insert block of the inlaid "V-shaped" main rail for the double-heading turnout provided in this application; Figure 8 The displacement changes of the base rail at various points for the embedded "V-shaped" base rail used in the double-heading turnout provided in this application; Figure 9 The torque variation of the bolt group for the embedded "V-shaped" main rail used in the double-heading turnout provided in this application; Figure 10 The direction of passing through the turnout in the background technology; Figure 11 This is a plan view of a compound crossover turnout in the background technology.

[0020] Figure label: 10. Basic track; 11. First section; 12. Second section; 13. Third section; 20. Inlay block; 21. Surface facing; 30. Connecting parts; 31. Bolt assembly; 40. Washers; 50. Cotter pin; The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concepts of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0021] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0022] In existing technology, the double-crossing turnout is a special form of railway turnout, mainly used in compact spaces to realize the crossing and switching of multiple-directional lines, allowing trains to turn in both directions at the intersection of two railways on the same plane. It efficiently connects multiple tracks within a limited space and is a key piece of equipment in station throat areas and complex hubs. It is suitable for use in narrow and busy station yards, allowing trains to... Figure 10 and Figure 11 The turnout is located in direction A.

[0023] A double-intersection turnout consists of two sets of acute-angle frogs and guard rails, two sets of double switches, and two sets of obtuse-angle frogs. The two sets of double switches and the two sets of obtuse-angle frogs can be collectively referred to as a "intersection rhombus".

[0024] An obtuse-angle frog is a frog located at the obtuse angle of a rhombus. The two obtuse-angle frogs in the intersection are symmetrical, and when a train passes, it will pass through both obtuse-angle frogs at the same time.

[0025] The "V-shaped" main rail of the obtuse angle frog is one of its core components. The function of the "V-shaped" main rail is to provide fixed support for the moving point rail and guide the wheel flange through the obtuse angle area. It needs to have high wear resistance and impact resistance to withstand the dynamic load when the train passes, especially to withstand the problem of increased lateral force due to the small curve radius in small number turnouts.

[0026] In current double-crossing turnouts, the obtuse-angle frog "V-shaped" main rail is manufactured using standard cross-section steel rails. It has three consecutive bending points along its symmetrical central axis and at a short distance from each other. After bending, it is machined to form a straight working edge resembling a "V". For existing structures, the springback after bending can cause problems such as poor working edge alignment and excessive gaps in close contact with the frog rail. Furthermore, the existing structure has weak stability, which is detrimental to maintaining the structural dimensions of the obtuse-angle frog.

[0027] The existing double-intersecting turnouts with obtuse-angle frogs have the following main problems: wear and crushing issues, due to frequent wheel compression and sliding friction, the working surface of the rail head undergoes plastic deformation or fatigue peeling; stress concentration leads to web cracks, especially in the complex stress area of ​​the obtuse angle region.

[0028] Geometric failure issues, such as track misalignment, cause train swaying when passing through junctions.

[0029] The problems of loose bolts and fastener failure are caused by vibration and impact, which can easily loosen fasteners and exacerbate dynamic changes in track gauge.

[0030] To address the aforementioned issues, this application provides an embedded "V-shaped" main rail for a double-spinning turnout, comprising a main rail and an insert block. The main rail includes a first section, a second section, and a third section, which are sequentially connected. The two ends of the second section are adapted to be angled to the first and third sections, respectively. At least a portion of the insert block is adapted to connect to the second section of the main rail. The main rail has two bending points located outside the insert block. The connection between the insert block and the main rail enhances the wear resistance and impact resistance of the components, ensures structural stability, and extends service life. This effectively prevents plastic deformation or fatigue peeling of the rail head working surface caused by frequent wheel compression and sliding friction, as well as train swaying during turnout crossings due to track deviation, and loosening of fasteners caused by vibration and impact, which exacerbates dynamic changes in track gauge.

[0031] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0032] On the one hand, such as Figure 1 , Figure 2 and Figure 3 As shown, this embodiment provides an embedded "V-shaped" main rail for a compound crossover turnout, including a main rail 10 and an embedded block 20; wherein the main rail 10 includes a first segment 11, a second segment 12 and a third segment 13; the first segment 11, the second segment 12 and the third segment 13 are connected in sequence; the two ends of the second segment 12 are respectively adapted to be set at an angle to the first segment 11 and the third segment 13; the embedded block 20 is adapted to be connected to the second segment 12 of the main rail 10.

[0033] It should be noted that the base rail 10 is equipped with two bending points, which are located outside the insert block 20. The insert block 20 is connected to the base rail 10 to improve the wear resistance and impact resistance of the components, ensure structural stability, and improve service life. This can effectively prevent plastic deformation or fatigue peeling of the rail head working surface caused by frequent wheel compression and sliding friction, as well as train swaying when passing through the switch caused by track deviation, and loosening of fasteners due to vibration and impact, which aggravates dynamic changes in track gauge.

[0034] The inlay block 20 and the base rail 10 adopt a close-fitting upper and lower jaw design, and the same slope is set on the close-fitting surface; a wheel avoidance dummy flange structure is set on the top surface of the base rail 10 and the top surface of the inlay block.

[0035] Furthermore, at least a portion of the inlay block 20 is inlaid within the second segment 12.

[0036] Furthermore, the side of the inlay block 20 closest to the base rail 10 is a contact surface 21, and a portion of the contact surface 21 abuts against a portion of the side surface of the base rail 10.

[0037] The structural stability can be further increased by making the contact surface 21 abut against the side of the base rail 10.

[0038] It should be noted that, due to its structural relationship, the contact surface 21 in the middle of the rail is not completely in close contact with the side of the base rail 10. In this embodiment, the contact surface 21 is in complete contact with the side of the base rail 10.

[0039] The embedded "V-shaped" base rail for the double-heading turnout provided in this embodiment also includes a connector 30, which is adapted to connect the embedded block 20 and the base rail 10.

[0040] By setting the connector 30, the stability between the insert block 20 and the base rail 10 can be further increased.

[0041] The embedded "V-shaped" main rail for the double-crossing turnout provided in this embodiment includes a connector 30 comprising at least one bolt group 31, wherein the bolt group 31 includes bolts adapted to pass through the insert block 20 and the second segment 12 of the main rail 10 and nuts adapted to connect with the bolts.

[0042] The embedded "V-shaped" main rail for the double-crossing turnout provided in this embodiment is a slotted bolt group 31.

[0043] Specifically, slotted bolts include slotted nuts and high-strength bolts suitable for connection with said slotted nuts.

[0044] The embedded "V-shaped" main rail for the double-heading turnout provided in this embodiment also includes at least one cotter pin 50, which is adapted to connect with and lock the bolt group 31.

[0045] The number of cotter pins 50 corresponds to the number of bolts 31.

[0046] It should be noted that inserting the cotter pin 50 prevents loosening caused by vibration.

[0047] The embedded "V-shaped" base rail for the double-heading turnout provided in this embodiment also includes a washer 40, which is disposed between the bolt group 31 and the base rail 10.

[0048] It should be noted that adding washer 40 has the advantage of increasing the contact surface and reducing the pressure damage to the workpiece caused by the bolt / nut. Bolt group 31 is a high-strength bolt, and washer 40 is a flat washer, thus ensuring the "high strength" effect.

[0049] The embedded "V-shaped" base rail for the double-heading turnout provided in this embodiment, wherein when the base rail 10 is a No. 9 turnout, the number of bolt groups 31 is 10.

[0050] The embedded "V-shaped" base rail for the double-heading turnout provided in this embodiment, wherein when the base rail 10 is a No. 12 turnout, the number of bolt groups 31 is 12.

[0051] A computational model of the "V-shaped" basic rail 10 was established based on the finite element method. The model includes structures such as the wing rail, insert block 20, bolts, and washers 40. To ensure computational accuracy and improve computational efficiency, the model adopted a non-uniform discrete mesh element division. Considering the setting of frictional contact, the mesh is relatively small on the contact surfaces of the wing rail and insert block 20, the bolt and rail web, and the rail clamp and rail web, while the mesh is relatively large in other parts. The maximum mesh size of the wing rail is 10 mm, the maximum mesh size of the insert block 20 is 8 mm, and the maximum mesh size of the bolts and rail clamps is 5 mm.

[0052] To accurately describe the interactions and frictional contact phenomena between the base rail 10 and the insert block 20, the bolts and the rails, and the rail clamps and rails in the model, multiple sets of frictional contact pairs were set using CONTA174 and TARGE170 elements. The base of the base rail 10 uses a COMBINE14 spring to simulate the clamping force, with a vertical support stiffness of 25 kN / mm and a yield strength of 526 MPa; the insert block 20 has a yield strength of 1280 MPa; and the bolts are grade 10.9 bolts with a strength of 900 MPa. The model considers the bolt preload effect, with the preload force set to 160 kN.

[0053] Since the insert block 20 is subjected to eccentric loading when the vehicle passes, considering the most unfavorable working condition, a vertical load of 23t is applied to the center position of the insert block 20, and the strength of key structures such as bolts and insert block 20 under this working condition is calculated.

[0054] The image shows an obtuse-angled frog. Figure 10 A top-view diagram showing the positional relationship between the embedded V-shaped basic rail 10 and the movable center rail when the train passes in the "A" direction. Figure 1The thick lines in the diagram represent the direct contact surfaces of the train wheels. The inlay block 20 is a structure symmetrical about the central axis of the rhombus. When the train passes over the inlay block 20, it is subjected to a vertical load. The pressure applied at the very center of the inlay block 20 is the most unfavorable working condition.

[0055] like Figure 5 , Figure 6 and Figure 7 As shown, the equivalent stress of the base rail 10, bolts, and insert block 20 is illustrated. The two bolts closest to the load application point have higher equivalent stresses than the other connecting bolts, with a maximum stress of 501.2 MPa, occurring at the bolt position.

[0056] The maximum equivalent stress of the insert 20 occurs at the load application point of the insert 20, with a maximum value of 215.9 MPa.

[0057] Based on the calculation results, the structural strength of the connecting bolts and insert 20 meets the requirements and has a large safety margin. Test pieces can be manufactured based on the design drawings, and indoor fatigue tests can be conducted for further verification.

[0058] like Figure 4 As shown, fatigue tests were further conducted to verify the structure.

[0059] like Figure 8 and Figure 9 As shown, the test was conducted at 230kN, 4Hz, and 3*10. 6 The loading was performed in stages; the loading position was selected to facilitate the placement of the tooling block and to be close to the center of the insert. Displacement measurements were taken at key locations during the test.

[0060] After the test, non-destructive testing was performed on the "V-shaped" basic rail 10 and the inlay block 20, and the workpiece was deemed qualified.

[0061] During the test, the components as a whole showed no damage or permanent deformation; the basic rail 10 and inserts used in the test were in good condition after disassembly, with no cracks or other damage observed; the horizontal bolts and other connecting parts 30 were in good condition after disassembly, with no obvious damage observed. Based on the comprehensive theoretical analysis and the physical test, the structural design is reasonable and feasible.

[0062] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0063] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A type of embedded "V-shaped" basic rail for a compound crossover turnout, characterized in that, include: A basic track (10) includes a first segment (11), a second segment (12), and a third segment (13); the first segment (11), the second segment (12), and the third segment (13) are connected in sequence; the two ends of the second segment (12) are respectively adapted to be set at an angle to the first segment (11) and the third segment (13); Inlay block (20), said inlay block (20) is adapted to be connected to the second segment (12) of said base rail (10).

2. The inlaid "V-shaped" basic rail for a compound crossover turnout according to claim 1, characterized in that, The inlay block (20) is inlaid within the second segment (12).

3. The inlaid "V-shaped" basic rail for a compound crossover turnout according to claim 1, characterized in that, The side of the inlay block (20) closest to the base rail (10) is a contact surface (21), and a portion of the contact surface (21) abuts against a portion of the side of the base rail (10).

4. The inlaid "V-shaped" basic rail for a compound crossover turnout according to claim 1, characterized in that, Also includes: A connector (30) adapted to connect the insert (20) to the base rail (10).

5. The inlaid "V-shaped" basic rail for a compound crossover turnout according to claim 4, characterized in that, The connector (30) includes: At least one bolt group (31) comprising bolts adapted to pass through the second segment (12) of the insert block (20) and the base rail (10) and nuts adapted to be connected to the bolts.

6. The inlaid "V-shaped" basic rail for a compound crossover turnout according to claim 5, characterized in that, The bolt group (31) is a slotted bolt.

7. The inlaid "V-shaped" basic rail for a compound crossover turnout according to claim 5, characterized in that, Also includes: Washer (40) is disposed between the bolt group (31) and the base rail (10).

8. The inlaid "V-shaped" basic rail for a compound crossover turnout according to claim 5, characterized in that, Also includes: At least one cotter pin (50) is adapted to connect with and lock the bolt assembly (31).

9. The inlaid "V-shaped" basic rail for a compound crossover turnout according to claim 6, characterized in that, The basic rail (10) is a No. 9 turnout, and the number of bolt groups (31) is 10.

10. The inlaid "V-shaped" basic rail for a compound crossover turnout according to claim 6, characterized in that, The base rail (10) is a No. 12 turnout, and the number of bolt groups (31) is 12.

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