C-section steel insert-reinforced built-up wing rail structure

Abstract

Disclosed is a C-section steel insert-reinforced built-up wing rail structure, relating to the technical field of railway wing rail manufacturing. The C-section steel insert-reinforced built-up wing rail structure is formed by assembling a C-section steel insert and a wing-rail, wherein a material of the C-section steel insert is the same as that of a point rail, a build-up height of the C-section steel insert, from a corresponding 35-50 mm cross-section of the point rail to a tip of the point rail, is naturally formed by a wheel tread width and a wheel profile, and a build-up height at a corresponding 40-65 mm cross-section of the point rail is forcibly reduced, so as to achieve a wheel-load transition effect identical to that of a wing rail elevation; left and right end portions of the C-section steel insert are connected to the wing rail by means of an end bolt assembly, a main body portion of the C-section steel insert located between the left and right end portions thereof is connected to the wing rail by means of a main body bolt assembly, and an adjustment member and a spacer are provided at a gap between the C-section steel insert and the wing rail. The present invention reduces machining required for inserts, improves material utilization, and reduces insert weight. Inserts having a wedge-shaped embedded structure can serve to prevent uplift and disengagement, and reinforce the integrity of assembled built-up wing rail structures.

Description

A C-shaped steel block reinforced composite wing rail structure Technical Field

[0001] This invention relates to the field of track wing rail manufacturing technology, specifically to a C-shaped steel block reinforced composite wing rail structure. Background Technology

[0002] The combined frog is a widely used type of frog in heavy-haul railways, capable of meeting the requirements of both jointed and seamless track laying. Its main structural feature is a symmetrical structure, and the frog core is made entirely of alloy steel, high-manganese steel, or forged high-manganese steel, resulting in higher manufacturing costs. During service, the straight rail of most frogs experiences significantly higher train density and load than the curved rail. Analysis and statistics of numerous frog damage cases on off-tracks show that the main damage areas are the wheel tread areas of the straight rail core and the wing rail of the straight rail.

[0003] Existing conventional combined frog wing rails are entirely manufactured from ordinary steel rails, which are weaker than the core rails. This leads to the wing rails experiencing crushing and edge bulging damage earlier in new railway operation, causing the frogs to be removed from the tracks prematurely. To enhance their structural strength, some existing combined frogs have inlay blocks (attached blocks) on the inner side of the wing rails to mitigate crushing and edge bulging, such as the invention patent "An Asymmetrical Inlaid Wing Rail Combined Frog" with application publication number CN 110172875 A. However, due to the complex and asymmetrical nature of the rail attach blocks, the existing inlay block (attached block) processing blanks are square steel billets or "I"-shaped steel billets, resulting in low material utilization, large processing volume, and high production costs. When the insert block (attachment block) is assembled with the rail, as the tightening force of the bolts increases, the insert block (attachment block) will inevitably turn outward due to slight deformation and slight slippage at the bottom, eventually resulting in a gap at the rail head contact position. This does not meet the manufacturing technical requirements of combined frogs in standards such as TB / T 3467 and TB / T 447. Summary of the Invention

[0004] To address the aforementioned problems in the prior art, the present invention provides a C-shaped steel block reinforced composite wing rail structure.

[0005] The technical solution adopted by the present invention to achieve the above-mentioned technical effects is as follows:

[0006] A C-shaped steel block reinforced composite wing rail structure is assembled from C-shaped steel blocks and wing rails. The C-shaped steel blocks are made of the same material as the core rail. The height of the core rail from the 35-50 mm section to the tip is naturally formed by the wheel tread width and the vehicle profile. The height of the core rail at the 40-65 mm section is forcibly reduced to achieve the same wheel load conversion effect as the wing rail raising. The left and right ends of the C-shaped steel blocks are connected to the wing rails via end bolt assemblies. The main body of the C-shaped steel blocks located between the left and right ends is connected to the wing rails via main body bolt assemblies. The outer rail web of the wing rail is connected to the end bolt assemblies. At the positions of the main bolt assembly and the end bolt assembly, respectively, there are C-shaped steel block reinforced composite wing rail structures for connecting rail washers to the end bolt assembly and the main bolt assembly. The inner rail web of the wing rail is provided with an adjusting plate C-shaped steel block reinforced composite wing rail structure at the position corresponding to the end bolt assembly. The adjusting plate C-shaped steel block reinforced composite wing rail structure is sandwiched between the end of the wing rail and the C-shaped steel block. The inner rail web of the wing rail is provided with a first spacer C-shaped steel block reinforced composite wing rail structure at the position corresponding to the main bolt assembly. The first spacer C-shaped steel block reinforced composite wing rail structure is sandwiched between the main body of the wing rail and the C-shaped steel block.

[0007] Preferably, in the above-mentioned C-shaped steel block reinforced composite wing rail structure, the end bolt assembly includes an end bolt, an end nut connected to the outer end of the end bolt, and an end nut anti-loosening cap fitted on the end nut. The end bolt passes through and is fixed to the left and right ends of the C-shaped steel block, and the other end passes through and is locked to the wing rail. The end nut anti-loosening cap is provided with an end cotter pin that passes through the outer end of the end bolt.

[0008] Preferably, in the above-mentioned C-shaped steel block reinforced composite wing rail structure, the main bolt assembly includes a main bolt, a main nut connected to the outer end of the main bolt, and a main nut anti-loosening cap sleeved on the main nut. The main bolt is fixed through two adjacent sets of composite wing rails. The main nut anti-loosening cap is provided with a main cotter pin that passes through the outer end of the main bolt. At one end corresponding to the main nut, a flat washer sleeved on the main bolt is provided between the main nut and the rail washer.

[0009] Preferably, in the above-mentioned C-shaped steel block reinforced composite wing rail structure, the inner side rail web of the wing rail is provided with a second spacer between two sets of adjacent composite wing rails at the position corresponding to the main bolt assembly, and the two ends of the second spacer abut against the inner end face of the C-shaped steel block of the two sets of adjacent composite wing rails respectively.

[0010] Preferably, in the above-mentioned C-shaped steel block reinforced composite wing rail structure, the main body of the wing rail has an anti-slip platform formed on its inner side rail web near the rail head, and the C-shaped steel block has a wedge-shaped protrusion formed at the position corresponding to the anti-slip platform. The wedge-shaped protrusion cooperates with the anti-slip platform to form a wedge-shaped embedded structure that prevents the C-shaped steel block from moving vertically.

[0011] Preferably, in the above-mentioned C-shaped steel block reinforced composite wing rail structure, both the anti-jump platform and the wedge-shaped boss are provided with a circular arc surface with a radius of 5mm.

[0012] Preferably, in the above-mentioned C-shaped steel block reinforced composite wing rail structure, the main body of the wing rail has a bearing plane formed on the side of its rail bottom located on the inner side of the rail web, and the bottom of the C-shaped steel block has a plane adapted to the bearing plane at the position corresponding to the bearing plane.

[0013] Preferably, in the above-mentioned C-shaped steel block reinforced composite wing rail structure, the C-shaped steel block is formed by designing and shaping the rail profile from C-shaped steel block blanks. When processing the blocks for 60kg / m rail frogs, 18mm is removed from the bottom of the C-shaped steel block blank, and a 5mm machining allowance is reserved for the rail head. When processing the blocks for 75kg / m rail frogs, 1mm is removed from the bottom of the C-shaped steel block blank, and a 5mm machining allowance is reserved for the rail head.

[0014] Preferably, in the above-mentioned C-shaped steel block reinforced composite wing rail structure, on the side of the C-shaped steel block blank that is in contact with the wing rail, the width of the bottom portion of the rail is consistent with the width of the head portion; on the side of the C-shaped steel block blank that is not in contact with the wing rail, the width of the head portion of the rail is 5mm wider than the width of the bottom portion.

[0015] Preferably, in the above-mentioned C-shaped steel block reinforced composite wing rail structure, the surface roughness of the mating surface between the C-shaped steel block and the wing rail is 25 μm.

[0016] The beneficial effects of this invention are as follows: This invention uses reinforced wing rails with C-shaped steel blocks to replace the original ordinary steel rail wing rails, making their wear level consistent with that of the frog rail, thus preventing premature crushing and edge damage. The stacking height of the blocks replaces the bottom elevation of the ordinary steel rail, ensuring consistent wheel load conversion. The ordinary steel rail no longer serves as the load-bearing, impact-bearing, and wear-bearing component; instead, the blocks, made of the same material as the frog rail, bear the load. In the prior art, the material utilization rate of blocks processed from rectangular steel billets is 36.4%, and that of blocks processed from I-beam steel rails is 55.1%. In contrast, the material utilization rate of blocks processed from C-shaped steel in this invention is 76.4%, a significant improvement. Furthermore, only the rail head and bottom of the C-shaped steel block blank need machining, reducing the machining steps at the rail web and significantly improving processing efficiency. The bonding structure of this invention adopts a wedge-shaped contact and is designed with an anti-jump platform. The bonding block is pressed under the rail, and a horizontal surface is set at the contact position at the bottom of the rail to bear the vertical impact, effectively dispersing the vertical force and solving the anti-jump problem. During the assembly of the combined wing rail, spacers are arranged, and adjustment pieces are set at the locations where gaps are likely to occur to avoid the possibility of gaps at the bonding position. Attached Figure Description

[0017] Figure 1 is a schematic diagram of the overall assembly of the present invention;

[0018] Figure 2 is a cross-sectional view of the assembly structure at the end of the C-shaped steel block of the present invention;

[0019] Figure 3 is a cross-sectional view of the assembly structure of the present invention at the middle position of the C-shaped steel block;

[0020] Figure 4 is a schematic diagram of the processing of the C-shaped steel block blank of the present invention;

[0021] Figure 5 shows cross-sectional views of the C-shaped steel patch and the wing rail assembled at different locations according to the present invention.

[0022] Figure 6 is a schematic diagram of the anti-jump platform on the contact surface side of the wing rail described in this invention;

[0023] Figure 7 is a schematic diagram of the wedge-shaped boss on one side of the bonding surface of the C-shaped steel patch of the present invention;

[0024] Figure 8 is a schematic diagram of the wedge-shaped embedded structure formed after the wing rail and the C-shaped steel block of the present invention are attached together;

[0025] Figure 9 is a structural dimension diagram of the C-shaped steel patch blank of the present invention;

[0026] Figure 10 is a diagram showing the processing dimensions of the C-shaped steel patch at the joint with the wing rail of the present invention;

[0027] Figure 11 is a diagram showing the machining dimensions of the wing rail at the point where it meets the C-shaped steel block according to the present invention.

[0028] Figure 12 is a structural diagram of the C-shaped steel patch after it is attached to the wing rail in one embodiment of the present invention;

[0029] Figure 13 shows three types of blanks for tiling. Detailed Implementation

[0030] To provide a further understanding of the present invention, the invention will be further described below with reference to the accompanying drawings and specific embodiments:

[0031] In the description of this invention, it should be noted that the terms "vertical," "upper," "lower," and "horizontal," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, "first," "second," "third," and "fourth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0032] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or a connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0033] Please refer to Figures 1, 2, and 3. As shown, Embodiment 1 of the present invention proposes a C-shaped steel block reinforced composite wing rail structure. This composite wing rail structure is assembled from C-shaped steel blocks 2 and wing rails 1. The material of the C-shaped steel blocks 2 is the same as that of the frog rail, ensuring that the wear degree of both is consistent during track operation. The C-shaped steel blocks 2 are applicable to 60kg / m and 75kg / m rail combination frogs, using the same steel billet cross-section, thus having high applicability. Specifically, the stacking height of the C-shaped steel blocks 2 from the 35-50 mm section corresponding to the frog rail to the frog rail tip is naturally formed by the wheel tread width and the vehicle profile. The stacking height at the 40-65 mm section corresponding to the frog rail is forcibly reduced to achieve the same wheel load conversion effect as the wing rail raising. By setting a stacking height value on the C-shaped steel blocks to replace the original ordinary rail bottom raising value, the stacking height value of the blocks replaces the ordinary rail bottom raising value, ensuring a consistent wheel load conversion effect. The ordinary steel rail wing rail no longer serves as a load-bearing, impact-resistant, and wear-resistant component; instead, it is supported by C-shaped steel blocks 2, ensuring consistent wear with the core rail and preventing premature crushing or edge damage. Specifically, as shown in Figures 2 and 3, the left and right ends of the C-shaped steel block 2 are connected to the wing rail 1 via end bolt assemblies, and the main body of the C-shaped steel block 2, located between the left and right ends, is connected to the wing rail 1 via a main body bolt assembly. Rail washers 4 are provided on the outer rail web of the wing rail 1 at the corresponding positions of the end bolt assemblies and the main body bolt assemblies, respectively. To address the issue of the block turning outwards during assembly, as shown in Figure 2, adjusting pieces 3 are provided on the inner rail web of the wing rail 1 at the corresponding positions of the end bolt assemblies. These adjusting pieces 3 are sandwiched between the ends of the wing rail 1 and the C-shaped steel block 2 to prevent gaps. As shown in Figure 3, the inner side of the wing rail 1 is provided with a first spacer 6 at the position corresponding to the main bolt assembly. The first spacer 6 is sandwiched between the main body of the wing rail 1 and the C-shaped steel block 2. By arranging the first spacer 6 during the assembly of the combined wing rail, and setting the adjustment piece 3 at the position where gaps are likely to occur, the possibility of gaps appearing at the fitting position can be avoided, and the block can be prevented from flipping outward during the assembly process.

[0034] Further, in a preferred embodiment of the present invention, as shown in FIG2, the end bolt assembly includes an end bolt 5, an end nut 51 connected to the outer end of the end bolt 5, and an end nut anti-loosening cap 52 sleeved on the end nut 51. The end bolt 5 is fixed to the left and right ends of the C-shaped steel block 2, and the other end is connected to and locked to the wing rail 1. The end nut anti-loosening cap 52 is provided with an end cotter pin 53 passing through the outer end of the end bolt 5. As shown in FIG3, the main bolt assembly includes a main bolt 8, a main nut 81 connected to the outer end of the main bolt 8, and a main nut anti-loosening cap 82 sleeved on the main nut 81. The main bolt 8 is fixed to two adjacent sets of combined wing rails. The main nut anti-loosening cap 82 is provided with a main cotter pin 83 passing through the outer end of the main bolt 8. At one end corresponding to the main nut 81, a flat washer 84 sleeved on the main bolt 8 is provided between the main nut 81 and the rail washer 4. The C-shaped steel block 2 and the wing rail 1 are fastened together by bolts, and the overall structural stability of the combined wing rail is ensured by the first spacer 6 and the adjusting piece 3.

[0035] Furthermore, in a preferred embodiment of the present invention, as shown in FIG3, a second spacer 7 is provided on the inner side of the wing rail 1 at the position corresponding to the main bolt assembly, between two sets of adjacent combined wing rails. The two ends of the second spacer 7 respectively abut against the inner end faces of the C-shaped steel blocks 2 of the two sets of adjacent combined wing rails. By supporting the rail webs of the wing rail 1 and the C-shaped steel blocks 2 with the first spacer 6 and the second spacer 7, their relative positions can be controlled to remain unchanged, preventing relative displacement due to slight deformation during assembly, and further enhancing the overall structural stability of the combined wing rail.

[0036] In an embodiment of the present invention, as shown in Figures 4 and 5, Figure 4 is a schematic diagram of machining C-shaped steel blocks 2 from C-shaped steel billets, wherein the shaded area represents the portion of the billet removed by machining, and the cross-sectional view from left to right shows the section from the end to the middle of the C-shaped steel block 2. Figure 5 shows the cross-section of the C-shaped steel block 2 after it is assembled with the wing rail 1, and the different cross-sections from left to right show the section from the end to the middle (main body) of the C-shaped steel block 2.

[0037] Furthermore, in a preferred embodiment of the present invention, as shown in Figures 6, 7, and 8, the main body of the wing rail 1 shown in Figure 6 has an anti-slip platform 11 formed on its inner side near the rail head. The C-shaped steel block 2 shown in Figure 7 has a wedge-shaped protrusion 21 formed at the position corresponding to the anti-slip platform 11. As shown in Figure 8, after the C-shaped steel block 2 is assembled and fitted with the wing rail 1, the wedge-shaped protrusion 21 cooperates with the anti-slip platform 11 to form a wedge-shaped embedded structure that prevents the vertical movement of the C-shaped steel block 2. Both the anti-slip platform 11 and the wedge-shaped protrusion 21 have an arc surface with a radius of 5mm. This arc surface contact form can avoid stress concentration between the anti-slip platform 11 and the wedge-shaped protrusion 21, thereby avoiding the possibility of impact damage to the C-shaped steel block 2 at that location. Figure 10 shows the machining dimensions of the C-shaped steel block 2 at the interface with the wing rail 1. Figure 11 shows the machining dimensions of the wing rail 1 at the interface with the C-shaped steel block 2. The wing rail 1 is formed from ordinary steel rail, requiring machining of the rail head, rail web, and rail bottom to form the mating surface. Simultaneously, the C-shaped steel block blank is machined into a matching structure. As shown in Figure 11, the mating surfaces of the C-shaped steel block 2 and the wing rail 1 are machined to achieve a surface roughness of 25μm to increase friction. As shown in Figure 10, on one side of the mating surface, the vertical distance between the upper and lower mating points of the C-shaped steel block 2 is a-0.5, and the vertical distance between the upper mating point of the C-shaped steel block 2 and the upper surface of its rail head is b+0.2. As shown in Figure 11, on one side of the mating surface, the vertical distance between the upper and lower mating points of the wing rail 1 is a+0.5, and the vertical distance between the upper mating point of the wing rail 1 and the upper surface of its rail head is b-0.2. As shown in Figures 10 and 11, the dimensions of the C-shaped steel block 2 at the mating position are designed with positive tolerance, and the dimensions of the wing rail 1 are designed with negative tolerance. By controlling the tolerance values ​​of the dimensions at points a and b in the figures and controlling the gap value at point L, a wedge-shaped contact can be achieved at the mating surface of the C-shaped steel block 2 and the wing rail 1. Furthermore, by pre-tightening the bolts of the end bolt assembly and the main bolt assembly, the connection tightness between the C-shaped steel block 2 and the wing rail 1 is improved.

[0038] Furthermore, in a preferred embodiment of the present invention, as shown in FIG12, the main body of the wing rail 1 has a bearing plane 12 formed on the side of its bottom located on the inner side of the rail web, and the bottom of the C-shaped steel block 2 has a plane that fits and conforms to the bearing plane 12 at the position corresponding to the bearing plane 12. Through the cooperation between the bearing plane 12 and the plane on the C-shaped steel block 2, more vertical pressure can be effectively borne, which is beneficial for accepting vertical impacts and avoids the bottom surface of the C-shaped steel block 2 being entirely on an inclined plane, reducing the possibility of misalignment.

[0039] Further, in a preferred embodiment of the present invention, as shown in Figure 4, the C-shaped steel block 2 is formed by designing and shaping the rail profile from a C-shaped steel block blank. Figure 4 shows a schematic diagram of machining the C-shaped steel block 2 from the C-shaped steel blank, where the shaded area represents the blank portion removed during machining. From left to right, the diagram shows the cross-sectional view from the end to the middle of the C-shaped steel block 2. When machining the block for a 60kg / m rail frog, 18mm is removed from the bottom of the C-shaped steel block blank, and a 5mm machining allowance is reserved for the rail head. When machining the block for a 75kg / m rail frog, 1mm is removed from the bottom of the C-shaped steel block blank, and a 5mm machining allowance is reserved for the rail head. Specifically, as shown in Figure 9, on the side of the C-shaped steel block blank that is in contact with the wing rail, the width of the bottom portion is consistent with the width of the rail head portion. On the side of the C-shaped steel block blank that is not in contact with the wing rail, the width of the rail head portion is 5mm wider than the width of the bottom portion. The structure of this C-shaped steel block blank ensures sufficient machining allowance at the large cross-section in the middle of the C-shaped steel block 2, and also brings the center of gravity of the C-shaped steel block 2 closer to the center of gravity of the wing rail 1, making the assembled structure more stable. The center of gravity of the machined C-shaped steel block 2 is closer to the wing rail 1 and is completely within the bearing range of the wing rail bottom, thus resulting in better vertical stability of the assembled wing rail. Furthermore, when machining the C-shaped steel block, only the rail head and bottom need to be machined, reducing the machining steps at the rail web and improving the machining efficiency of the blocks. This structure of the C-shaped steel block blank reduces machining workload, increases material utilization, and rationally reduces the weight of the blocks themselves, which is beneficial in many aspects such as cost, production, assembly, shipping, and installation / replacement.

[0040] Figure 13 shows three types of blanks for processing the cladding blocks, where (a) is a rectangular steel billet, (b) is an I-shaped steel billet, and (c) is the C-shaped steel cladding block blank of the present invention. In the prior art, the material utilization rate of processing cladding blocks using rectangular steel billets is 36.4%, and the material utilization rate of processing cladding blocks using I-shaped steel billets is 55.1%. The material utilization rate of processing cladding blocks using C-shaped steel cladding block blanks in the present invention is 76.4%, which is a significant improvement in material utilization.

[0041] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection claimed by the appended claims and their equivalents is defined.

Claims

1. A C-shaped steel block reinforced composite wing rail structure, characterized in that, It is assembled from C-shaped steel blocks (2) and wing rails (1). The material of the C-shaped steel blocks (2) is the same as that of the core rail. The height from the 35-50 mm section of the corresponding core rail to the tip of the core rail is formed naturally by the width of the wheel tread and the outline of the vehicle. The height at the 40-65 mm section of the corresponding core rail is forcibly reduced to achieve the same wheel load conversion effect as the wing rail raising. The left and right ends of the C-shaped steel blocks (2) are connected to the wing rails (1) by end bolt assemblies. The main body of the C-shaped steel blocks (2) located between the left and right ends is connected to the wing rails (1) by main body bolt assemblies. The outer rail web of the wing rail (1) is provided with rail washers (4) connected to the end bolt assembly and the main bolt assembly at the positions corresponding to the end bolt assembly and the main bolt assembly, respectively. The inner rail web of the wing rail (1) is provided with adjusting pieces (3) at the positions corresponding to the end bolt assembly. The adjusting pieces (3) are sandwiched between the ends of the wing rail (1) and the C-shaped steel block (2). The inner rail web of the wing rail (1) is provided with a first spacer (6) at the positions corresponding to the main bolt assembly. The first spacer (6) is sandwiched between the wing rail (1) and the main body of the C-shaped steel block (2).

2. The C-shaped steel block reinforced composite wing rail structure according to claim 1, characterized in that, The end bolt assembly includes an end bolt (5), an end nut (51) connected to the outer end of the end bolt (5), and an end nut anti-loosening cap (52) sleeved on the end nut (51). The end bolt (5) passes through and is fixed to the left and right ends of the C-shaped steel block (2), and the other end passes through and is locked to the wing rail (1). The end nut anti-loosening cap (52) is provided with an end cotter pin (53) that passes through the outer end of the end bolt (5).

3. The C-shaped steel block reinforced composite wing rail structure according to claim 1, characterized in that, The main bolt assembly includes a main bolt (8), a main nut (81) connected to the outer end of the main bolt (8), and a main nut anti-loosening cap (82) sleeved on the main nut (81). The main bolt (8) is fixed through two sets of adjacent combined wing rails. The main nut anti-loosening cap (82) is provided with a main cotter pin (83) that passes through the outer end of the main bolt (8). At one end corresponding to the main nut (81), a flat washer (84) sleeved on the main bolt (8) is provided between the main nut (81) and the rail washer (4).

4. The C-shaped steel block reinforced composite wing rail structure according to claim 3, characterized in that, The inner side of the wing rail (1) is provided with a second spacer (7) at the position corresponding to the main bolt assembly, between two sets of adjacent combined wing rails. The two ends of the second spacer (7) respectively abut against the inner end face of the C-shaped steel block (2) of the two sets of adjacent combined wing rails.

5. The C-shaped steel block reinforced composite wing rail structure according to claim 1, characterized in that, The main body of the wing rail (1) has an anti-jump platform (11) formed on its inner side rail web near the rail head. The C-shaped steel block (2) has a wedge-shaped boss (21) formed at the position corresponding to the anti-jump platform (11). The wedge-shaped boss (21) cooperates with the anti-jump platform (11) to form a wedge-shaped embedded structure that prevents the C-shaped steel block (2) from moving vertically.

6. The C-shaped steel block reinforced composite wing rail structure according to claim 5, characterized in that, Both the anti-jump platform (11) and the wedge-shaped protrusion (21) are provided with a circular arc surface with a radius of 5mm.

7. The C-shaped steel block reinforced composite wing rail structure according to claim 5, characterized in that, The main body of the wing rail (1) has a bearing plane (12) formed on the side of its bottom located on the inner side of the rail web. The bottom of the C-shaped steel block (2) has a plane that is adapted to the bearing plane (12) at the position corresponding to the bearing plane (12).

8. The C-shaped steel block reinforced composite wing rail structure according to claim 1, characterized in that, The C-shaped steel block (2) is formed by designing the rail structure from the C-shaped steel block blank. When processing the block for the 60kg / m rail frog, 18mm is removed from the bottom of the C-shaped steel block blank, and a 5mm machining allowance is reserved for the rail head. When processing the block for the 75kg / m rail frog, 1mm is removed from the bottom of the C-shaped steel block blank, and a 5mm machining allowance is reserved for the rail head.

9. The C-shaped steel block reinforced composite wing rail structure according to claim 8, characterized in that, On the side of the C-shaped steel block blank that is in contact with the wing rail, the width of the bottom portion of the rail is the same as the width of the top portion. On the side of the C-shaped steel block blank that is not in contact with the wing rail, the width of the top portion of the rail is 5mm wider than the width of the bottom portion of the rail.

10. The C-shaped steel block reinforced composite wing rail structure according to claim 1, characterized in that, The surface roughness of the mating surface between the C-shaped steel patch (2) and the wing rail (1) is 25 μm.

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