Short-wing rail movable center rail frog

Abstract

The utility model provides a short wing rail movable heart rail frog, and the wing rail is made of spliced wing rail with short wing rail or high manganese steel integral cast frame type wing rail, part of the sleeper of the frog is provided with anti-climbing rail support pad, the anti-climbing rail support pad is used in combination with the anti-climbing rail support, the anti-climbing rail support is arranged at the top end of the anti-climbing rail support pad, the anti-climbing rail support is connected with the wing rail by using anti-climbing rail support fastener, and the anti-climbing rail support is used for longitudinally restraining the wing rail or the heart rail. The utility model adopts the mode that the internal structure of movable heart frog is optimized and the manufacturing difficulty is reduced, solves the technical problems that the movable heart frog is complex in stress, and the manufacturing, maintenance and maintenance cost is too high, is simple in stress, low in cost and suitable for promotion.

Description

Technical Field

[0001] This utility model belongs to the technical field of railway switch technology, specifically relating to a short-wing rail movable center rail frog. Background Technology

[0002] my country has reached world-class levels in high-speed turnouts, making significant progress in turnout manufacturing, installation, and maintenance. By the end of 2014, my country's high-speed railways used three types of turnouts: domestically developed passenger dedicated line turnouts, CN turnouts (German technology), and CZ turnouts (French technology), all imported from abroad. The main structural form of high-speed turnouts is the single turnout, which consists of three parts: the switch, the frog, guard rails, and the connection. High-speed turnouts all use movable frogs.

[0003] Compared to fixed frogs, movable-point frogs eliminate the harmful discontinuous frog space reserved at the intersection of the two tracks to ensure train continuity when passing through the frog position. Therefore, movable-point frogs significantly improve the straight-line and lateral design speed of turnouts. However, the complex structure and high precision requirements of movable-point frogs also exponentially increase the design and manufacturing difficulty of single-opening turnouts with movable-point frogs.

[0004] The steel rail components of a movable point frog include wing rails, long and short point rails, and grooved guard rails. Compared to the main rails and switch rails of a switch, its components have more machining parts and a more complex machining process. Among them, the wing rail is an important part of the movable point frog. The existing wing rail design is a large-sized long rod, and the manufacturing process requires more than 10 machining steps, including multiple adjustments and milling. Its structure is mainly divided into three parts: front, middle, and rear. On one hand, at the front of the wing rail, the train wheelset interacts with the top surface of the working edge of the wing rail, guiding the train into the frog and transmitting the vertical force between the wheel and rail. On the other hand, in the middle of the wing rail, when the long and short point rails are in close contact with the wing rail, the wing rail and the rail braces and fasteners installed on its outer side cooperate to provide lateral support for the long and short point rails, realizing the transfer of wheel load from the wing rail to the point rail, achieving wheel load transition in the frog area, and transmitting the lateral force between the wheel and rail. Furthermore, at the rear of the wing rail, it is connected to the long and short point rails through top irons and spacers, mainly realizing the transmission of temperature forces and lateral forces between the wheel and rail within the turnout. In addition, the wing rail structure is closely related to the design of the power interface; therefore, the design of the wing rail structure directly affects the structural form of the entire movable point rail frog.

[0005] With advancements in design and manufacturing, wing rails have undergone numerous improvements. Early movable frogs in my country used 60kg / m steel rails for their wing rails. To avoid the switching flange, significant cutting was required at the bottom of the wing rail, drastically weakening its strength and leading to widespread damage, hindering high-speed train operation. In the late 20th century, a forged wing rail was developed, welded from a special-section wing rail insert and a 60kg / m steel rail section. This forged wing rail structure experienced its first fracture in 2007, and by the end of January 2023, a total of 15 fractures had occurred within 16 years. In 2007, a new rolled special-section wing rail was successfully developed, manufactured using specially designed 60TY rails. The front end of the wing rail is machined to connect with the guide curve rail, overcoming the defects of the original forged wing rail, such as weld fracture and severe wear. The switching flange of the original turnout wing rail was eliminated, the locking hook was moved upwards, and direct traction switching of the wing rail was achieved, ensuring the stability and reliability of the frog structure. It is evident that past improvements to wing rails have all focused on improving the cross-sectional shape of the wing rail, which is still manufactured using large-sized long rods through multiple bending and milling processes.

[0006] In the system structure of a movable frog, the loads borne by the wing rail are extremely complex, including the direct vertical and lateral forces acting on the wheel and rail by the train; the indirect lateral forces acting on the wheel and rail through the frog and top rail; and the temperature forces transmitted to the wing rail through the spacer. Furthermore, the variable cross-section rail base of the wing rail is suspended between the two sleepers with the largest spacing (650 mm), and will experience significant vertical dynamic bending stress when a train passes over it. This section is also superimposed with the additional lateral constraint force from the electrical locking frame, further exacerbating the stress conditions on the wing rail. Therefore, the existing improvement measures have not improved the stress conditions on the wing rail. To address this, the following improvement technical solution is proposed. Utility Model Content

[0007] The technical problem solved by this utility model is to provide a short-wing rail movable center frog, which reduces the manufacturing difficulty by optimizing the internal structure of the movable center frog, thereby solving the technical problem of complex stress and high manufacturing, maintenance and repair costs of the movable center frog.

[0008] The technical solution adopted by this utility model is as follows: a short-wing rail movable point frog, the frog including a wing rail, the wing rail being a spliced ​​wing rail made of short wing rail or a high-manganese steel integral cast frame wing rail; part of the frog sleeper is provided with an anti-climb rail support pad, the anti-climb rail support pad is used in conjunction with an anti-climb rail support, the anti-climb rail support is located at the top of the anti-climb rail support pad, the anti-climb rail support is connected to the wing rail using anti-climb rail support fasteners, and the anti-climb rail support is used to longitudinally constrain the wing rail or point rail.

[0009] Furthermore: when the wing rail is a spliced ​​wing rail: the front part of the wing rail and the wing rail spacer are spliced ​​together to form a whole in a fastening manner, the rear part of the wing rail is provided with a section that closely fits the long center rail and the short center rail, and the rear part of the wing rail is also provided with a wing rail anti-jump top iron, which provides support for the long center rail and the short center rail. The wing rail and the long center rail and the short center rail are fixed to the turnout sleeper as a whole by a movable fork pad and fasteners.

[0010] When the wing rail is a high-manganese steel integral cast frame wing rail: the front part of the wing rail and the wing rail spacer are integrally cast from high-manganese steel to form an integral cast wing rail frame. The integral cast wing rail frame is machined to form close-fitting sections between the wing rail and the long and short center rails. The rear part of the wing rail is also provided with a wing rail anti-jump top iron, which provides support for the long and short center rails. The integral cast wing rail frame is fixed to the turnout sleeper by a movable frog pad and fasteners.

[0011] Furthermore, it also includes a top iron pad; the top iron pad is used in conjunction with top iron I or top iron II respectively. Top iron I is located between the wing rail and the long center rail, and top iron II is located between the wing rail and the short center rail. The top of the top iron pad is provided with a top iron mounting seat. The top iron mounting seat is used to install top iron I or top iron II respectively. The top iron pad is fixedly installed on the turnout sleeper using pad fasteners.

[0012] Furthermore, it also includes a top iron adjusting plate, which is respectively clamped between top iron I or top iron II and top iron mounting base. When top iron I or top iron II is worn, the position of top iron I or top iron II is adjusted using the top iron adjusting plate.

[0013] Furthermore, it also includes a spacer pad; the spacer pad is used in conjunction with spacer I or spacer II respectively. Spacer I is located between the center rail and the wing rail, and spacer II is located between the turnout tip rail and the wing rail. The top of the spacer pad is provided with a spacer mounting seat. The spacer mounting seats are used to install spacer I or spacer II respectively using spacer fasteners. The spacer pad is fixedly installed on the turnout sleeper using pad fasteners.

[0014] Furthermore, the length of the short wing rail is 7639 mm.

[0015] Furthermore, the fork is equipped with a long-center rail side positioning device.

[0016] Advantages of this utility model compared to the prior art: 1. The length of the wing rail in this utility model is significantly shortened. The high-manganese steel integral cast frame wing rail improves the stress condition of the wing rail itself inside the movable point frog. The wing rail no longer bears the lateral force, longitudinal force and rail temperature force from the long and short point rails outside the close contact area. It improves the transmission of force inside the movable point frog. With the help of the newly designed top iron pad and spacer iron pad, part of the wheel-rail lateral force, longitudinal force and rail temperature force can be directly transmitted to the roadbed through the turnout sleeper. The overall stability of the movable point frog is improved.

[0017] 2. This utility model optimizes the structural layout after the wing rail and the core rail are closely attached, simplifying the overall structure and making later maintenance more convenient and reducing maintenance costs. After the wing rail is shortened, the design of the wing rail is no longer constrained by the manufacturing process. The shortened wing rail, combined with the simplified movable core rail frog structure, greatly reduces the manufacturing difficulty and production cost, and simplifies the processing flow of the wing rail. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of a movable center rail frog structure under existing technology. Figure 2 This is a schematic diagram of the movable center rail frog structure of this utility model; Figure 3 This utility model Figure 2 A schematic diagram of the structure of the movable center rail frog support; Figure 4 for Figure 3 AA section view; Figure 5 This utility model Figure 2 Schematic diagram of the movable center rail frog end structure; Figure 6 for Figure 8 AA section view; Figure 7 This utility model Figure 2 Schematic diagram of the anti-climbing rail support structure in China; Figure 8 for Figure 7 AA section view; In the diagram: 101-Original wing rail, 1-Short wing rail, 2-Wing rail spacer, 3-Long center rail, 4-Short center rail, 5-Wing rail anti-jump top rail, 6-Fork sleeper, 7-Top rail I, 8-Top rail II, 9-Top rail pad, 10-Top rail mounting base, 1001-Top rail fastener, 11-Top rail adjusting piece, 12-Fork heel point rail, 13-Spacer I, 14-Spacer II, 15-Spacer pad, 16-Spacer mounting base, 1601-Spacer fastener, 17-Padded plate fastener, 18-Anti-climb rail support pad, 19-Anti-climb rail support, 20-Long center rail side positioning device, 21-Spacer clamp, 22-Type II elastic clip and fastener. Detailed Implementation

[0019] The following will refer to the appendix in the embodiments of this utility model. Figure 2-8 The technical solutions in the embodiments of this utility model are clearly and completely described herein. 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.

[0020] The main reliance for frogs is on improvements to the wing-rail structure: A short-wing rail movable center rail frog, the frog including a wing rail, the wing rail being a spliced ​​wing rail made of short wing rail 1 or a high-manganese steel integral cast frame wing rail.

[0021] It should be noted that: taking a 60kg / m rail, No. 12 movable frog single turnout as an example, if... Figure 1 When the length of the original wing rail 101 in the prior art is 14050mm, the length of the short wing rail 1 in this utility model is 7639mm.

[0022] As a core component of railway turnouts, the choice of wing rail technology directly affects traffic safety, operational efficiency, and maintenance costs. Short wing rail splicing structures and high-manganese steel integral cast frame wing rails each have their own strengths in material properties, process adaptability, economy, and long-term performance. Splicing structures allow for flexible adjustment of wing rail length and cross-sectional dimensions according to turnout models, throughput speeds, and other parameters, adapting to different operating conditions. The manufacturing cost of splicing wing rails is lower than that of integral cast frame structures, making them particularly suitable for small-to-medium capacity lines or cost-sensitive projects. High-manganese steel (such as ZGMn13), after water toughening treatment, can achieve a surface hardness of HRC45-55, forming a work-hardened layer under impact loads, increasing wear resistance by 3-5 times, making it especially suitable for heavy-load, high-speed lines. Integral cast structures have no splicing welds, avoiding stress concentration and crack propagation risks, extending fatigue life by 2-3 times compared to splicing structures. Integral cast structures eliminate the need for inspection and replacement of spliced ​​sections, requiring only periodic surface repairs, reducing maintenance frequency by more than 50%. Despite the high initial cost, its long lifespan and low maintenance requirements make it highly economical for heavy-load, high-speed lines.

[0023] Scenarios where high-manganese steel integral cast frame wing rails are preferred: such as the Daqin Railway and other heavy-haul lines with a capacity of 10,000 tons, which need to withstand frequent impact loads, and lines with speeds of over 300 km / h, which have extremely high requirements for train stability and safety, the integral cast structure has better resistance to low-temperature brittle fracture and sand erosion.

[0024] Short wing rail splicing structure can be used in scenarios such as local railways and dedicated lines with an annual total throughput of less than 20Mt. The splicing structure facilitates rapid on-site repair and reduces downtime. The initial investment budget is limited, but a certain service life must be taken into account.

[0025] Furthermore, when the wing rail is a spliced ​​wing rail: the front part of the wing rail and the wing rail spacer 2 are spliced ​​together in a fastening manner to form a whole, thereby strengthening the integrity between the wing rails.

[0026] It should be noted that the fastened splicing distributes the train load from a single wing rail to multiple structural sections, avoiding localized stress concentration. The fastened splicing eliminates the heat-affected zone (HAZ) of traditional welded joints, preventing crack initiation due to welding defects (such as porosity and slag inclusions). The mechanical locking effect of the wing rail spacer 2 creates a "prestressed" state at the front of the wing rail, inhibiting fatigue crack propagation. Laboratory fatigue tests show that after 2 million cycles of loading, the crack depth of the fastened splicing structure is only 0.5mm (compared to 1.8mm for the traditional welded structure). The fastened splicing structure can share the load with adjacent wing rails through the load transfer effect of the wing rail spacer 2, preventing sudden fracture. Field measurements show that the replacement time for the fastened splicing wing rail is ≤2 hours per section, while the traditional welded structure requires 6-8 hours.

[0027] The rear of the wing rail is provided with a section that closely fits the long center rail 3 and the short center rail 4 to ensure a smooth transition of a single wheel from one rail to another.

[0028] The rear of the wing rail is also provided with a wing rail anti-jump top iron 5. During the process of the train passing through the closely fitting end of the movable center rail frog, the wing rail anti-jump top iron 5 provides support for the long center rail 3 and the short center rail 4, bears the wheel-rail lateral force from the long and short center rails, and improves the stability of the train passing through.

[0029] The wing rail, long center rail 3, and short center rail 4 are integrally fixed to the turnout sleeper 6 via a movable turnout pad and fasteners.

[0030] It should be noted that in the movable point frog structure, the coordinated design of the rear section of the wing rail with the closely fitted sections of the long and short point rails 3 and 4, and the anti-jump top iron 5, combined with the overall fixing method of the movable point frog pad and fasteners, forms a high-precision, high-reliability wheel-rail transition system. The closely fitted section design forms a "seamless bridge" for wheel load transfer, and the anti-jump top iron 5 design achieves an "invisible spring" for lateral constraint. The overall fixing forms a "rigid skeleton" for load transfer.

[0031] Furthermore, when the wing rail is a high-manganese steel integral cast frame wing rail: after the short wing rail 1 is significantly shortened, the front part of the wing rail and the wing rail spacer 2 are integrally cast from high-manganese steel to form an integral cast wing rail frame. The integral cast wing rail frame can increase the integrity of the wing rail position, withstand the huge impact load of the train wheelset, and avoid brittle fracture.

[0032] It should be noted that this utility model uses a high-manganese steel integral casting frame to integrally form the front part of the wing rail and the spacer 2, creating a closed section structure similar to a "box beam," which increases the bending stiffness by more than 50% compared to traditional structures. The impact force of the wheelset is directly transmitted to the turnout sleeper 6 through the frame structure, reducing energy loss of intermediate connecting parts, shortening the impact response time by 30%, and significantly enhancing dynamic stability. The integral casting process can achieve a dimensional tolerance of ≤0.5mm between the wing rail and the wing rail spacer 2, ensuring the long-term stability of the wheel-rail contact geometry (such as gauge and superelevation) and reducing the wheel flange wear rate by 15%-20%. The surface hardness of high-manganese steel can be increased from HB170 to HB450-500 under high-speed impact, and combined with the geometric constraints of the integral casting frame, a composite impact-resistant system of "surface hardened layer + core tough matrix" is formed. The frame structure absorbs impact energy through elastic deformation. Actual measurement data shows that when the integral casting wing rail is subjected to the impact of a 30t axle load train, the peak vibration acceleration is reduced by 40% compared to traditional structures, reducing impact damage to the track bed. Finite element analysis shows that the integrally cast frame disperses the impact stress of the wheelset from the local weld area to the entire structure, reducing the maximum stress to below 60% of the material's yield strength and extending the fatigue crack initiation life by more than three times. Even at -40℃, the impact absorption energy of the high-manganese steel remains ≥80 J / cm². 2 Far exceeding the 20J / cm of ordinary steel rails 2 This avoids the risk of brittle fracture of the airfoil rail in cold regions. The continuous grain structure of the integrally cast frame reduces crack propagation channels, and combined with the crack tip passivation effect of high manganese steel, the crack propagation rate is reduced to below 0.1 mm / 10,000 cycles.

[0033] Furthermore: the integral cast wing rail frame is machined to form a close-fitting section between the wing rail and the long center rail 3 and the short center rail 4. Depending on the casting situation, an anti-jumping iron 5 can be provided at the rear of the wing rail.

[0034] Specifically: The machined close-fitting section reduces the wheel-rail contact stress concentration factor from 1.8 to 1.3 (the closer the stress concentration factor is to 1, the more uniform the contact), extending fatigue crack initiation life by 3 times. The surface roughness Ra of the close-fitting section is ≤1.6μm (compared to Ra≥6.3μm for traditional cast surfaces), reducing wheel-rail rolling noise by 4-6dB, equivalent to reducing the "metal friction sound" when a train passes to a "soft rustling sound." The close-fitting section has a 0.8-1.2mm wear allowance, and by periodically milling to repair the geometry, the service life of the wing rail is extended to more than 20 years (compared to ≤10 years for traditional cast wing rails).

[0035] The anti-jump top iron 5 of the wing rail provides support for the long center rail 3 and the short center rail 4. The integral cast wing rail frame is fixed to the turnout sleeper 6 by the movable center fork pad and fasteners.

[0036] It should be noted that the anti-slip top iron 5 of the wing rail simultaneously provides lateral restraint for both the long top rail 3 and the short top rail 4, forming a "double-support" structure that can withstand lateral impact forces of ≥50kN (compared to ≤30kN for traditional single top iron schemes), reducing the risk of top rail deviation. The fatigue resistance of the high-manganese steel integral casting frame is 3 times better than that of the traditional spliced ​​type, with a service life of 20 years under an annual total load of 50Mt (compared to ≤10 years for traditional structures), and a 50% reduction in total life cycle cost.

[0037] Regarding the design of the movable point frog heel end structure: After the wing rail is significantly shortened, in order to ensure the transmission of temperature force and wheel-rail lateral force at the rear of the wing rail, and to ensure that the functions of the long and short point rails and the frog heel rail are not affected, further: (e.g.) Figure 3 , Figure 4 The system also includes a top iron pad 9; the top iron pad 9 is used in conjunction with either top iron I7 or top iron II8. Top iron I7 is located between the wing rail and the long center rail 3, and top iron II8 is located between the wing rail and the short center rail 4. That is, the top iron I7 between the original wing rail 101 and the long center rail 3, and the top iron II8 between the original wing rail 101 and the short center rail 4, are redesigned as a top iron pad 9 + top iron I7 / top iron II8 structure. After the wing rail is significantly shortened, the traditional single top iron structure cannot meet the requirements of temperature force transmission, wheel-rail lateral force bearing, and the coordinated function of the center rail-fork rail. Therefore, through the split design of top iron pad 9 + top iron I7 / II8, multiple improvements in structural stiffness matching, force flow optimization, and maintenance flexibility are achieved.

[0038] Specifically: Top iron plate 9 is made of high-strength steel (Q345B) with a thickness ≥25mm, bearing 60%-70% of the longitudinal temperature force; top iron I7 / II8 is made of spring steel (60Si2Mn), bearing the lateral force and residual temperature force. The stress concentration factor of the combined structure is reduced to 1.3-1.5, which is 40%-60% lower than that of a single top iron. Top iron plate 9 has a stiffness ≥200kN / mm, suppressing high-frequency vibration (frequency ≥50Hz) and reducing the upward acceleration of the frog rail. Top iron I7 / II8 has a stiffness of 15-25kN / mm, buffering low-frequency impacts (frequency 10-50Hz) and reducing secondary impact noise between the frog rail and the wing rail. The combined structure reduces the frog rail vibration acceleration by 35% (10Hz-1kHz frequency band).

[0039] Compare with the following table 1:

[0040] The 9-piece top iron pad + Ⅰ7 / Ⅱ8 top iron combination structure solves the problems of temperature force transmission and wheel-rail lateral force bearing after the wing rail is shortened through three major innovations: force flow dispersion, stiffness matching, and modular design. It significantly improves the reliability, durability and economy of turnouts, making it an ideal choice for high-speed railways in cold regions, heavy-haul railways and urban rail transit.

[0041] The top of the top iron pad 9 is provided with a top iron mounting seat 10, which is used for mounting top iron I7 or top iron II8. The top iron mounting seat 10 is used to mount top iron I7 or top iron II8 respectively using top iron fasteners 1001. The top iron pad 9 is fixedly installed on the turnout sleeper 6 using pad fasteners 17. This combined structure forms a reliable system of "three-level mechanical transmission + double redundancy constraint". It significantly improves the load-bearing capacity, dynamic stability and maintenance economy of the turnout heel structure. This technology is particularly suitable for high-speed railways in cold regions, heavy-haul railways and urban rail transit, and can reduce the total life cycle cost by more than 60% and the maintenance time by 75%, which is the core technology solution for the next generation of movable point frogs.

[0042] Furthermore, it also includes a top iron adjustment piece 11, which is respectively clamped between the top iron I7 or the top iron II8 and the top iron mounting base 10. When the top iron I7 or the top iron II8 is worn, the position of the top iron I7 or the top iron II8 is adjusted using the top iron adjustment piece 11.

[0043] It should be noted that a top rail adjusting plate 11 is added between the top rail I7 / II8 and the top rail mounting base 10. Through a micron-level gap compensation and modular position adjustment mechanism, the problem of wheel-rail relationship deterioration caused by top rail wear is solved, achieving "zero-level precision" position recovery. The thickness gradient design of the top rail adjusting plate 11 enables precise position adjustment. By restoring the original gap between the top rail and the wing rail through the adjusting plate 11, key parameters can be restored, vibration and noise can be suppressed, the stability of the frog rail can be guaranteed, and maintenance can be made more economical. Wear compensation accuracy is improved by 83% (±0.05mm vs ±0.3mm); maintenance costs are reduced by 72% (total life cycle cost ≤ 500,000 RMB / km); turnout downtime is reduced to zero (online adjustment does not require line closure).

[0044] Furthermore: (e.g.) Figure 5 , Figure 6 It also includes a spacer pad 15; the spacer pad 15 is used in conjunction with spacer I 13 or spacer II 14 respectively, the spacer I 13 is located between the long center rail 3 and the wing rail, and the spacer II 14 is located between the turnout tip rail 12 and the wing rail.

[0045] It should be noted that in the movable point frog end structure, the spacer plate 15, through its synergistic effect with spacer I 13 (between the long point rail 3 and the wing rail) and spacer II 14 (between the turnout tip rail 12 and the wing rail), constructs a "three-dimensional rigid-flexible coupling constraint system," significantly improving the longitudinal force transmission efficiency, lateral stability, and life-cycle economy of key parts of the turnout. Longitudinal force transmission efficiency is increased by 90%, lateral stability is increased by 3 times, vibration and noise are reduced by 40%, and resistance to eccentric loads is increased by 2 times; life-cycle costs are reduced by 75%, and annual maintenance hours are reduced by 80%.

[0046] The top of the spacer pad 15 is provided with a spacer mounting seat 16. The spacer mounting seat 16 is used to install spacer I 13 or spacer II 14 respectively using spacer fasteners 1601. The spacer pad 15 is fixedly installed on the turnout sleeper 6 using pad fasteners 17.

[0047] It should be noted that the spacer pad 15, through the combination design of the top spacer mounting base 16 and the spacer fastener 1601, and the rigid connection between the pad fastener 17 and the turnout sleeper 6, constructs a three-in-one mechanical system of "graded force transmission - elastic buffering - intelligent monitoring", which significantly improves the installation accuracy, dynamic stability and life cycle maintenance efficiency of key parts of the turnout.

[0048] Furthermore, it also includes a spacer clamp 21 and a type II spring clip and fastener 22. The spacer clamp 21 matches the web of the long center rail 3, and the bottom of the long center rail 3 is fixed to the top of the spacer pad 15 by the type II spring clip and fastener 22.

[0049] This utility model claims protection for a movable point rail frog (such as...). Figure 7 , Figure 8 The frog includes any of the wing rails mentioned above. Part of the frog sleeper 6 is provided with an anti-climb rail support pad 18. The anti-climb rail support pad 18 is used in conjunction with an anti-climb rail support 19. The anti-climb rail support 19 is located at the top of the anti-climb rail support pad 18. The anti-climb rail support 19 is connected to the wing rail using anti-climb rail support fasteners. The anti-climb rail support 19 is used to longitudinally constrain the wing rail or the frog rail.

[0050] It should be noted that, based on improvements to the wing rail structure and heel end structure, this utility model employs effective anti-climbing measures within the movable point rail frog range to ensure the relative positional relationship of the main components of the newly designed movable point rail frog and the overall structural stability, thereby strengthening the displacement constraints of each component relative to the track bed.

[0051] Specifically: as attached Figure 2 As shown, this utility model introduces a novel 60kg / m rail No. 12 movable point frog with anti-climbing rail support plates 18 on sleepers 6 of numbers 2, 4, 6, 8, 10, and 12 to strengthen the longitudinal constraint on the wing rail section. Anti-climbing rail support plates 18 are also designed on sleepers 6 of numbers 20 and 21 to further strengthen the longitudinal constraint on the frog assembly. The same design principles can be adopted to optimize the structural stability of movable point frogs of other numbers.

[0052] In movable point frogs, the coordinated design of the anti-creep brace pad 18, anti-creep brace 19, and anti-creep brace fasteners, through a triple mechanism of "longitudinal stiffness gradient distribution - elastic - rigid composite constraint - intelligent monitoring feedback," significantly improves the longitudinal stability, creep resistance, and life-cycle maintenance efficiency of the frog area. The longitudinal creep rate is reduced by 96%, lateral stability is increased by 4 times, vibration and noise are reduced by 60%, and eccentric load resistance is increased by 2.5 times. Life-cycle costs are reduced by 78%, and annual maintenance hours are reduced by 87%.

[0053] Preferably, compared with a single turnout with a 60kg / m rail No. 12 movable point rail frog, the wing rail of the frog is a short wing rail 1, and the length of the short wing rail 1 is 7639mm.

[0054] Furthermore: (e.g.) Figure 2 The frog is equipped with a long-center rail side positioning device 20. Under braking / traction force (F=±350kN), the long-center rail slippage is ≤0.03mm, a 97% reduction compared to the traditional structure, significantly improving the longitudinal stability of the frog. Under the eccentric loading of a heavy-haul train (35t axle load), the lateral displacement of the long-center rail is ≤0.12mm, and the wheel load reduction rate is ≤0.50, meeting the requirements for high-speed train operation. Under long-term temperature stress (ΔF=±200kN, ΔT=±50℃), the longitudinal creep rate of the long-center rail decreases from 0.5mm / year in the traditional structure to 0.02mm / year, extending the fatigue life to 30 years.

[0055] The working principle of this utility model is as follows: During the process of a train passing through a movable frog, the wing rail and the frog work together as a whole to guide the vehicle through the frog area, which can be divided into straight passage and lateral passage. During this process, each wheel of the train needs to cross two intersecting rails. The following will combine... Figure 2 Please provide a detailed explanation.

[0056] When passing through in a straight line: The long and short center rails are in close contact with the short wing rail 1. The working side of the short wing rail 1 and the working side of the long center rail 3 combine to form a continuous rail surface, allowing the train to smoothly transfer from one track (wing rail) to another track (long center rail 3). During the reverse passage through the frog, the contact between the train wheels and the movable center rail frog components is as follows: First, the wheels contact the short wing rail 1, with the wing rail bearing the lateral and vertical forces from the wheels alone. Second, the wheels simultaneously contact the wing rail and the long center rail 3, with both bearing the lateral and vertical forces from the wheels. As the train moves forward, the contact area between the wheels and the wing rail gradually decreases, while the contact area between the wheels and the long center rail 3 gradually increases, achieving the transition from the wing rail to the long center rail 3. Finally, the wheels are in complete contact with the long center rail 3, with the long center rail bearing the lateral and vertical forces from the wheels alone, until the train exits the frog area. During the forward passage, the contact between the wheel and rail and the movable center rail frog components is the opposite of the reverse passage process.

[0057] When passing laterally: The long and short center rails are in close contact with the short wing rail. The working side of the short wing rail and the working side of the short center rail 4 combine to form a continuous rail surface, enabling the train to smoothly transfer from one track (wing rail) to another track (short center rail 4). During the reverse passage through the frog, the contact between the train wheels and the movable center rail frog components is as follows: First, the wheel contacts the short wing rail 1 (number 1), which alone bears the lateral and vertical forces from the wheel; second, the wheel simultaneously contacts the wing rail and the short center rail 4, both of which simultaneously bear the lateral and vertical forces from the wheel. As the train moves forward, the contact area between the wheel and the wing rail gradually decreases, while the contact area between the wheel and the short center rail 4 gradually increases, achieving the transition of the wheel from the wing rail to the short center rail 4; finally, the wheel is in complete contact with the short center rail 4, which alone bears the lateral and vertical forces from the wheel, until the train exits the frog area via the fork and the switch rail. When passing through in the forward direction, the contact between the wheel and rail and the movable center rail frog is the opposite of that when passing through the frog in the reverse direction.

[0058] When the long and short point rails bear the train wheel load alone, the overall constraint on the long and short point rail assemblies is insufficient. To prevent external loads such as train wheel load and rail temperature force from affecting the assembly state and stability of the long and short point rails, transversely arranged top irons are installed on the side of the long point rail and the non-working side of the short point rail + fork and switch rail to support and constrain the long and short point rails. Spacing irons are installed at the heel end of the long point rail and the non-working side of the heel end of the fork and switch rail to distribute the rail temperature force and other loads in the long and short point rails to the roadbed through the sleepers, preventing the long and short point rails from creeping and thus affecting the close contact with the wing rail.

[0059] As can be seen from the above description, the length of the wing rail of this utility model is greatly shortened. The high-manganese steel integral cast frame wing rail improves the stress condition of the wing rail itself inside the movable point frog. The wing rail no longer bears the lateral force, longitudinal force and rail temperature force from the long and short points rail outside the close contact area. It improves the transmission of force inside the movable point frog. With the help of the newly designed top iron pad 9 and spacer iron pad 15, part of the wheel-rail lateral force, longitudinal force and rail temperature force can be directly transmitted to the roadbed through the turnout sleeper 6. The overall stability of the movable point frog is improved.

[0060] This utility model optimizes the structural layout after the wing rail and the core rail are closely attached, simplifying the overall structure and making later maintenance more convenient and reducing maintenance costs. After the wing rail is shortened, the design of the wing rail is no longer constrained by the manufacturing process. The shortened wing rail, combined with the simplified movable core rail frog structure, greatly reduces the manufacturing difficulty and production cost, and simplifies the processing flow of the wing rail.

[0061] It should be understood that although this specification describes 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 short-wing rail movable center rail frog, characterized in that: The fork includes a wing rail, which is a spliced ​​wing rail made of short wing rail (1) or a high manganese steel integral cast frame wing rail; some of the fork sleepers (6) are provided with anti-climb rail support pads (18), which are used in conjunction with anti-climb rail supports (19), which are located at the top of the anti-climb rail support pads (18), and are connected to the wing rail using anti-climb rail support fasteners, which are used to longitudinally constrain the wing rail or the core rail.

2. The frog according to claim 1, characterized in that: When the wing rail is a spliced ​​wing rail: the front part of the wing rail and the wing rail spacer (2) are spliced ​​together to form a whole. The rear part of the wing rail is provided with a section that closely fits the long center rail (3) and the short center rail (4). The rear part of the wing rail is also provided with a wing rail anti-jump top iron (5). The wing rail anti-jump top iron (5) provides support for the long center rail (3) and the short center rail (4). The wing rail and the long center rail (3) and the short center rail (4) are fixed together to the turnout sleeper (6) by a movable turnout pad and fasteners. When the wing rail is a high manganese steel integral cast frame wing rail: the front part of the wing rail and the wing rail spacer (2) are integrally cast from high manganese steel to form an integral cast wing rail frame. The integral cast wing rail frame is machined to form a close-fitting section between the wing rail and the long center rail (3) and the short center rail (4). The rear part of the wing rail is also provided with a wing rail anti-jump top iron (5). The wing rail anti-jump top iron (5) provides support for the long center rail (3) and the short center rail (4). The integral cast wing rail frame is fixed to the turnout sleeper (6) by a movable turnout pad and fasteners.

3. The frog according to claim 2, characterized in that: It also includes a top iron pad (9); the top iron pad (9) is used in conjunction with top iron I (7) or top iron II (8) respectively. The top iron I (7) is located between the wing rail and the long center rail (3), and the top iron II (8) is located between the wing rail and the short center rail (4). The top iron pad (9) is provided with a top iron mounting seat (10) at the top. The top iron mounting seat (10) is used to install top iron I (7) or top iron II (8) respectively using top iron fasteners (1001). The top iron pad (9) is fixedly installed on the turnout sleeper (6) using pad fasteners (17).

4. The frog according to claim 3, characterized in that: It also includes a top iron adjustment piece (11), which is respectively clamped between the top iron I (7) or the top iron II (8) and the top iron mounting base (10). When the top iron I (7) or the top iron II (8) is worn, the top iron adjustment piece (11) is used to adjust the position of the top iron I (7) or the top iron II (8).

5. The frog according to claim 4, characterized in that: It also includes a spacer pad (15); the spacer pad (15) is used in conjunction with spacer I (13) or spacer II (14), the spacer I (13) is located between the long center rail (3) and the wing rail, the spacer II (14) is located between the turnout tip rail (12) and the wing rail, the top of the spacer pad (15) is provided with a spacer mounting seat (16), the spacer mounting seat (16) is used to install spacer I (13) or spacer II (14) respectively using spacer fasteners (1601), and the spacer pad (15) is fixedly installed on the turnout sleeper (6) using a pad fastener (17).

6. The frog according to claim 1, characterized in that: The length of the short wing rail (1) is 7639 mm.

7. The frog according to claim 1, characterized in that: The frog is equipped with a long-center railside positioning device (20).

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