Railroad switch

Abstract

FIELD: railroad.SUBSTANCE: invention relates to the design of a railroad switch. The railroad switch consists of a track rail mounted on a pad and a counter rail. The counter rail is installed through a stop on a separate lining, while the track rail lining and the lining with the stop for the counter rail are structurally independent, and each is attached to the beam with its own set of fasteners. The stop is made of two ribs and a connecting strip welded to the ribs, with a hole for bolting the counter rail. The stop lining is attached to the reinforced concrete beam with screws through holes of increased diameter to compensate for lateral forces. The railroad switch is designed with the ability to adjust the position of the counter rail by shifting the lining with a stop along the beam.EFFECT: increased durability of the counter rail mounting unit, simplified maintenance and monitoring of its condition, and increased safety of the railroad switch operation.4 cl, 3 dwg

Description

[0001] The invention relates to devices for the superstructure of a rail transport track, in particular to the designs of counter-rails of turnouts, intended for guiding wheel pairs in the dead space zone of a frog.

[0002] There are known designs of counter rails installed on a common base with the track rail.

[0003] For example, the prior art contains a description of a counter rail fastening unit (Railway Track: Textbook / E.S. Ashpiz, A.I. Gasanov, B.E. Glyuzberg et al.; edited by E.S. Ashpiz - M.: Federal State Budgetary Educational Institution "Educational and Methodological Center for Education in Railway Transport", 2013. - Fig. 8.41, on p. 257), which is not connected with the track rail.

[0004] Disadvantages of the known design: the risk of fracture in the fracture zone remains; overlaps the sleeper boxes; does not solve the problem of stress concentration.

[0005] The disadvantages stem from the fact that in this mounting unit design, the counter rail is not directly connected to the track rail, although both are located on a common counter rail lining. This design, compared to a counter rail mounting unit in which the counter rail is attached to the track rail, offers several advantages: reduced material consumption for the counter rail, easy adjustment of the groove width between the counter rail and the track rail by installing linings, and easier track rail replacement.

[0006] However, in this design, the track rail and the guard rail remain connected via a common pad underneath the rail. When the wheels interact with the guard rail, the pad fractures (see Fig. 1, shown by the arrow), which impacts traffic safety. Detecting cracks in the pads is difficult, requiring careful, time-consuming inspections, resources for which are not intended to be allocated during railway maintenance.

[0007] Unlike the known solution, the claimed invention has two spacers in its design: one remains under the rail and serves as its fastening; the other is designed to install the counter rail (via a welded stop). Each spacer has its own attachment to the rail.

[0008] The closest solution is patent PM No. 152367, published: May 27, 2015., which discloses a device for supporting a fastening unit for a rail carrier, not connected to a track rail, comprising a support plate common for placing the track rail, fastening elements to the sleeper, and a stop rigidly fixed to it, holding the counter rail. According to the proposal, a portion of the support plate along the length of the stop and the platform for placing the track rail is made of a box-shaped U-shaped cross-section. The support plate in the proposed device can be made of a box-shaped U-shaped cross-section along its entire length. The internal profile of the support plate is made to match the profile of the sleeper, allowing the side flanges of the support plate to grip the sleeper and the ability to move the support device along the surface of the sleeper during its installation.

[0009] Technically, the device is similar in design to the object being examined and performs the same function.

[0010] However, in the proposed design, the rail and guard rail are also located on a common baseplate, and cracks and fractures may occur at the "break" points (see Fig. 1, shown by the arrow). Experience shows that increasing the rigidity or cross-sectional area globally does not improve the situation—a fracture will occur sooner or later. This design also blocks the so-called "sleeper boxes" (the space between sleepers), through which crushed stone is tamped under the turnout beams. Poor tamping also accelerates crack formation and development.

[0011] Thus, the prototype has the same disadvantages: the risk of fracture in the fracture zone remains; it overlaps the sleeper boxes; it does not solve the problem of stress concentration.

[0012] Technical task - increasing the reliability and safety of the counter rail by eliminating the common lining with the track rail.

[0013] Technical result: increasing the durability of the counter-rail fastening unit; simplifying maintenance and monitoring of the condition, and ensuring the safety of the counter-rail operation.

[0014] Disclosure of the essence of the invention

[0015] The stated task and technical result are achieved due to the fact that a counter rail for a turnout switch is declared, containing a working groove for guiding the wheel flange, characterized in that the counter rail is installed on a separate pad through a stop that is not connected to the pad of the track rail.

[0016] The stop can be made of two ribs and a connecting strip welded to the ribs, with a hole for bolting the counter rail.

[0017] The stop lining can be fixed to the reinforced concrete beam with screws through holes of increased diameter to compensate for lateral forces.

[0018] The counter rail can be designed with the ability to adjust the position of the counter rail by shifting the lining with a stop along the beam.

[0019] Brief description of drawings (if any)

[0020] Fig. 1 - example of a lining with a stop that has cracked in the stress concentrator area.

[0021] Fig. 2 - The design of the counter rail in cross section and the diagram of its fastening to the track rail.

[0022] Fig. 3 - Example of a prototype and its fixation through a stop.

[0023] In the drawings: 1 - track rail, 2.1 - track rail lining, 2.2 - lining for fastening the counter rail, 3 - counter rail, 4 - stop rib, 5 - strip, 6 - screws for fastening to the sleeper, 7 - bolt with nut and spring and spring washer.

[0024] Implementation of the invention

[0025] The guard rail (item 3) (Fig. 1) is a component of the turnout switch and is designed to guide the flange (crown) of the rolling stock wheel within the so-called "dead space" of the frog, preventing the wheel from striking the frog core and causing derailment. The guard rail is located opposite the frog point at a specific geometric distance, ensuring a smooth entry and exit of the wheelset from the crossing area.

[0026] The fundamental distinction of the proposed counter rail is its design, which is characterized by its mounting. This design completely eliminates the rigid connection between the counter rail and the track rail, resulting in the consequences illustrated in Fig. 1.

[0027] The track rail (pos. 1) (see Fig. 2) is installed in the traditional way on a single-fastening pad (pos. 2.1), which is attached to a reinforced concrete beam (sleeper).

[0028] The counter rail (item 3) is secured to a separate support (item 2.2) via a special ribbed stop (item 4). Thus, the track rail support (item 2.1) and the support (2.2) with the counter rail stop (3) are structurally independent, and each is secured to the beam with its own set of fasteners.

[0029] The stop (Fig. 2) is a welded structure consisting of two vertical ribs (item 4) connected by a horizontal bar (item 5). The bar (5) is mounted on the shoulders of the ribs (4) and welded to them. A hole is made in the bar (5) for attaching the counter rail using a bolt, nut, and spring washer (item 7), which ensures secure fixation and the possibility of dismantling.

[0030] The stop is mounted (welded along the rib contour) onto the backing plate (2.2). The backing plate (2.2) contains enlarged mounting holes for the mounting screws (item 6). The enlarged diameter compensates for potential lateral loads, preventing screw breakage. Fastening is carried out using dowel holes pre-programmed into the reinforced concrete beams of the turnout.

[0031] An example of fastening the prototype is shown in Fig.3.

[0032] The counter rail is made of M76 grade rail steel (or an equivalent that complies with GOST R 51685-2013 for tram-type rails).

[0033] Stages of assembly of the unit at the installation site:

[0034] 1. The turnout rails are laid on a prepared foundation made of reinforced concrete beams and secured to standard single-fastening pads.

[0035] 2. Separately, opposite the crosspiece, a shim with a welded stop is installed on the beam. Its position is first verified using a template relative to the crosspiece's geometry.

[0036] 3. The lining is fixed to the beam with screws through holes of increased diameter.

[0037] 4. The new design counter rail is installed in the stop and secured to the bar with a bolted connection.

[0038] 5. Fine-tune the counter rail's horizontal position by sliding the entire shim along the track. Once the required clearance between the counter rail and the track rail is achieved, the shim is finally tightened.

[0039] Adjustment and maintenance in operation:

[0040] • Monitoring the condition of the lining and stop is not difficult, since they are open for visual inspection.

[0041] • If it is necessary to adjust the track width in the counter rail area, its position is adjusted in the same way as during initial installation - by shifting the independent lining.

[0042] • Replacement of the track rail or counter rail is carried out independently of each other, which reduces the labor intensity of repair work.

[0043] The proposed design of counter rail for turnout is industrially applicable and practical.

[0044] The stop and lining are manufactured using standard metalworking technologies (cutting, bending, welding).

[0045] The design directly solves the identified safety problems: it eliminates fatigue fractures in the mounting area (due to independent linings).

[0046] Thus, the invention meets the criteria of "novelty," "inventive step," and "industrial applicability." Its implementation will improve the safety, reliability, and cost-effectiveness of turnout operations.

Claims

1. A turnout comprising a track rail mounted on a pad and a counter rail, characterized in that the counter rail is mounted through a stop on a separate pad, wherein the track rail pad and the pad with a stop for the counter rail are structurally independent, and each is secured to the beam with its own set of fasteners.

2. A turnout according to paragraph 1, characterized in that the stop is made of two ribs and a connecting strip welded to the ribs, with an opening for bolting the counter rail.

3. A turnout according to paragraph 1, characterized in that the stop pad is fastened to the reinforced concrete beam with screws through holes of increased diameter to compensate for lateral forces.

4. A turnout according to paragraph 1, characterized in that it is designed with the possibility of adjusting the position of the counter rail by shifting the lining with a stop along the beam.

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