阅读说明：本技术 一种三种材料焊接制成的耐极端气候的菱形道岔 (Extreme-climate-resistant rhombic turnout made of three materials through welding ) 是由 吴义伟 周建新 郭俊 蔡韶峰 董程亮 陶绍力 俞玉龙 于 2020-07-24 设计创作，主要内容包括：本发明公开了一种三种材料焊接制成的耐极端气候的菱形道岔,包括叉心、钢轨和合金钢轨腿,所述合金钢轨腿沿车辆行驶方向延伸,所述合金钢轨腿的横截面大于所述钢轨的横截面,所述叉心上焊接有所述合金钢轨腿,所述耐磨合金钢顶部同向开设有与所述叉心上的叉心轨槽配合的轨腿轨槽,所述钢轨焊接在所述合金钢轨腿端部,所述合金钢轨腿两两连接形成菱形道岔,所述合金钢轨腿之间通过夹板连接结构固定连接,且相连的两个所述合金钢轨腿的端部之间的距离小于8mm。本发明由于合金钢轨腿截面较大,热胀冷缩在长度方向上产生的形变量减少,这样连接处的钢轨轨缝就可以减小,受极端气候影响较小。(The invention discloses an extreme climate resistant diamond turnout welded by three materials, which comprises a fork center, a steel rail and alloy steel rail legs, wherein the alloy steel rail legs extend along the running direction of a vehicle, the cross sections of the alloy steel rail legs are larger than that of the steel rail, the alloy steel rail legs are welded on the fork center, rail leg rail grooves matched with the fork center rail grooves on the fork center are formed in the top of wear-resistant alloy steel in the same direction, the steel rail is welded at the end parts of the alloy steel rail legs, the alloy steel rail legs are connected in pairs to form the diamond turnout, the alloy steel rail legs are fixedly connected through a clamping plate connecting structure, and the distance between the end parts of the two connected alloy steel rail legs is smaller than 8 mm. The alloy steel rail has larger cross section, so that the deformation quantity generated in the length direction by expansion with heat and contraction with cold is reduced, the steel rail gap at the joint can be reduced, and the influence of extreme weather is less.)

1. The utility model provides a rhombus switch of resistant extreme weather that three kinds of materials welding were made, includes fork center (3) and rail (1), its characterized in that: still include alloy rail leg (2), alloy rail leg (2) extend along the vehicle direction of travel, the cross section of alloy rail leg (2) is greater than the cross section of rail (1), alloy rail leg (2) upper portion is wear-resisting alloy steel (21) and the lower part is the better low alloy steel base (22) of pliability, wear-resisting alloy steel (21) welding on low alloy steel base (22), the welding has on fork heart (3) alloy rail leg (2), wear-resisting alloy steel (21) top syntropy seted up with fork heart (3) rail groove complex rail leg rail groove (23) on fork heart (3), rail (1) welding is in alloy rail leg (2) tip, alloy rail leg (2) two liang of connections form rhombus switch, pass through splint connection structure (4) fixed connection between alloy rail leg (2), and the distance between the ends of the two connected alloy steel rail legs (2) is less than 8 mm.

2. An extreme weather resistant diamond switch made of three materials by welding as claimed in claim 1, wherein: the alloy steel rail legs (2) are divided into first-class steel rail legs (2-1), second-class steel rail legs (2-2) and third-class steel rail legs (2-3), one ends of the first-class steel rail legs (2-1) are welded on the fork cores (3) while the other ends of the first-class steel rail legs are provided with the clamping plate connecting structures (4), the second-class steel rail legs (2-2) are welded between the fork cores (3) and the steel rails (1), one ends of the third-class steel rail legs (2-3) are welded on the steel rails (1) while the other ends of the third-class steel rail legs are provided with the clamping plate connecting structures (4), the fork cores (3) are connected through the first-class steel rail legs (2-1), and the third-class steel rail legs (2-3) are connected to the ends of.

3. An extreme weather resistant diamond switch made by welding three materials according to claim 1 or 2, wherein: the cross section of wear-resisting alloy steel (21) is the rectangle and thickness is greater than low alloy steel base (22), low alloy steel base (22) follow the part that the left and right sides of wear-resisting alloy steel (21) stretches out is rail leg footing (221), rail leg footing (221) top is the slope.

4. An extreme weather resistant diamond switch made of three materials by welding as claimed in claim 3, wherein: one side of the rail leg rail groove (23) is a working edge (231), the other side of the rail leg rail groove is a non-working edge (232), and the non-working edge (232) is milled to form a guard rail structure.

5. An extreme weather resistant diamond switch made of three materials by welding according to claim 4, wherein: the width of the alloy steel rail leg (2) is not less than 150mm, the height of the alloy steel rail leg is not less than 159mm, and the distance between the end parts of the two connected alloy steel rail legs (2) is equal to 3 mm.

6. An extreme weather resistant diamond switch made of three materials by welding as claimed in claim 1, wherein: the clamping plate connecting structure (4) comprises clamping plate grooves (211) symmetrically arranged on the left side and the right side of the end portions of the alloy steel rail legs (2), clamping plates (41), bolts and nuts arranged in the clamping plate grooves (211), and the two ends of each clamping plate (41) are fixed at the end portions of the two alloy steel rail legs (2) through the bolts and the nuts.

7. An extreme weather resistant diamond switch made of three materials by welding according to claim 5, wherein: the cross section of the clamping plate (41) is C-shaped, the outer side face of the clamping plate (41) is pressed in the clamping plate groove (211) by the bolt or the nut, a fixing groove is formed in the inner side of the clamping plate (41), the bolt penetrates through the pair of clamping plates (41) and the alloy steel rail leg (2) and is fixedly connected with the nut, and the bolt head of the bolt and the nut are located in the fixing groove after being fixed.

Technical Field

The invention relates to an extreme weather resistant rhombic turnout which is made of three materials by welding.

Background

In the track field, rhombus switch structure is often adopted at the crossing position of two tracks, the existing switch structure can basically meet the requirements of service life and reliability under most conditions, however, in regions with frequent occurrence of extreme climates, for example, the temperature change is large in two seasons of winter and summer, the regions with high-temperature alarm or low-temperature alarm often occur, or the environment with large temperature difference day and night is large, after the common steel rail expands with heat and contracts with cold due to small sectional area, the expansion amount in the length direction is large, the switch structure is greatly influenced on the material and structure, the strength and reliability of the switch structure are insufficient, and therefore in regions with more extreme climates, the switch structure in the prior art is poor in adaptability, short in service life and needs frequent maintenance. In addition, the structure has insufficient strength, enough gaps must be reserved at the rail gap positions between the steel rails, the gaps are large, large impact is generated between the vehicle and the end parts of the steel rails when the vehicle passes through the gaps, the reliability and the service life of the turnout structure are further shortened, and certain potential safety hazards are caused.

Disclosure of Invention

The invention aims to provide an extreme weather resistant rhombic turnout which is welded by three materials, and aims to solve the problems that in the prior art, a steel rail is easy to have severe temperature change due to extreme weather, so that the end part of the steel rail has large expansion amount, and the gap of a rail gap part must be ensured to be a certain size, so that a vehicle and a joint box are caused, the structure of the turnout is easy to damage, and frequent maintenance is required.

The rhombic turnout which is made of three materials and is resistant to extreme weather comprises a fork center, a steel rail and alloy steel rail legs, the alloy rail legs extend in the direction of travel of the vehicle, the cross-section of the alloy rail legs being greater than the cross-section of the rail, the upper parts of the alloy steel rail legs are made of wear-resistant alloy steel, and the lower parts of the alloy steel rail legs are made of low alloy steel bases with good flexibility, the wear-resistant alloy steel is welded on the low alloy steel base, the alloy steel rail legs are welded on the fork core, the top of the wear-resistant alloy steel is provided with rail leg rail grooves matched with the fork center rail grooves on the fork center in the same direction, the steel rail is welded at the end part of the alloy steel rail legs, the alloy steel rail legs are connected in pairs to form a diamond turnout, the alloy steel rail legs are fixedly connected through a clamping plate connecting structure, and the distance between the end parts of the two connected alloy steel rail legs is smaller than 8 mm.

Preferably, the alloy steel rail legs are divided into first-class steel rail legs, second-class steel rail legs and third-class steel rail legs, one end of each first-class steel rail leg is welded on the fork core, the other end of each first-class steel rail leg is provided with the clamping plate connecting structure, the second-class steel rail legs are welded between the fork core and the steel rail, one end of each third-class steel rail leg is welded on the steel rail, the other end of each third-class steel rail leg is provided with the clamping plate connecting structure, the fork cores are connected through the first-class steel rails, and the third-class steel rail legs.

Preferably, the cross section of the wear-resistant alloy steel is rectangular and the thickness of the cross section of the wear-resistant alloy steel is larger than that of the low alloy steel base, rail leg feet are arranged on the portions, extending out of the left side and the right side of the wear-resistant alloy steel, of the low alloy steel base, and slopes are arranged on the tops of the rail leg feet.

Preferably, one side of the rail groove of the rail leg is a working edge, and the other side of the rail groove of the rail leg is a non-working edge, and the non-working edge is milled to form a rail protection structure.

Preferably, the width of the alloy rail leg is not less than 150mm and the height is not less than 159mm, and the distance between the ends of two connected alloy rail legs is equal to 3 mm.

Preferably, the clamping plate connecting structure comprises clamping plate grooves symmetrically formed in the left side and the right side of the end portions of the alloy steel rail legs, clamping plates, bolts and nuts arranged in the clamping plate grooves, and the two ends of each clamping plate are fixed to the end portions of the two alloy steel rail legs through the bolts and the nuts.

Preferably, the cross section of the clamping plate is C-shaped, the outer side surface of the clamping plate is pressed in the clamping plate groove by the bolt or the nut, the inner side of the clamping plate forms a fixing groove, the bolt passes through the pair of clamping plates and the alloy steel rail leg to be connected and fixed with the nut, and the bolt head of the bolt and the nut are located in the fixing groove after being fixed.

The invention has the advantages that: because the alloy steel rail legs have larger sections, the deformation quantity generated in the length direction by expansion with heat and contraction with cold is reduced, so that the steel rail gap at the joint can be reduced, and the gap between the alloy steel rail legs is reduced to 3 mm. Along with the rail gap diminishes, when the wheel passes through the joint position of splint connection structure, the impact of receiving the joint diminishes, and the intensity itself of alloy rail leg also obviously is greater than ordinary rail in addition, therefore the life of switch obtains increasing, receives extreme climatic influence greatly reduced also to the noise when having reduced the train and having passed through has improved passenger's comfort level.

The clamping plate connecting structure is used for connecting adjacent alloy steel rail legs, is suitable for the alloy steel rail legs with different widths and heights, can adapt to expansion with heat and contraction with cold caused by extreme climate through the gap between the alloy steel rail legs after connection, has good adaptability, is reliable in structure after fixation, and can ensure sufficient connection strength.

Drawings

FIG. 1 is a schematic structural diagram of the present invention.

Fig. 2 is a partially enlarged view of the structure shown in fig. 1.

Figure 3 is a cross-sectional view of an alloy rail leg of the present invention.

Fig. 4 is a cross-sectional view of the joint between three types of rail legs and a rail according to the present invention.

Figure 5 is a cross-sectional view of an alloy rail leg of the present invention in a position where a cleat attachment structure is provided.

Figure 6 is a side view of an alloy rail leg of the present invention in position with a cleat attachment structure.

Fig. 7 is a schematic structural view of the splint of the present invention.

The reference numbers in the figures are: 1. the steel rail comprises a steel rail, 2 parts of alloy steel rail legs, 21 parts of wear-resistant alloy steel, 211 parts of clamping plate grooves, 22 parts of low alloy steel bases, 221 parts of rail leg feet, 23 parts of rail leg rail grooves, 231 parts of working edges, 232 parts of non-working edges, 3 parts of fork centers, 4 parts of clamping plate connecting structures, 41 parts of clamping plates, 2-1 parts of first-class steel rail legs, 2-2 parts of second-class steel rail legs and 2-3 parts of third-class steel rail legs.

Detailed Description

The following detailed description of the embodiments of the present invention will be given in order to provide those skilled in the art with a more complete, accurate and thorough understanding of the inventive concept and technical solutions of the present invention.

As shown in fig. 1-7, the invention provides an extreme climate resistant diamond turnout welded by three materials, which comprises a fork center 3, a steel rail 1 and alloy steel rail legs 2, wherein the alloy steel rail legs 2 extend along the vehicle running direction, the cross section of the alloy steel rail legs 2 is larger than that of the steel rail 1, the alloy steel rail legs 2 are welded on the fork center 3, rail leg rail grooves 23 matched with the rail grooves of the fork center 3 on the fork center 3 are formed in the top of the wear-resistant alloy steel 21 in the same direction, the steel rail 1 is welded at the end parts of the alloy steel rail legs 2, the alloy steel rail legs 2 are connected in pairs to form the diamond turnout, the alloy steel rail legs 2 are fixedly connected through a clamping plate connecting structure 4, and the distance between the end parts of the two connected alloy steel rail legs 2 is smaller than 8 mm. Further at the diamond-shaped switch for a small radius of R25M, the alloy rail leg 2 has a width not less than 150mm and a height equal to 159mm, and the distance between the ends of two connected alloy rail legs 2 is equal to 3 mm.

Because the section of the alloy steel rail leg 2 is larger, the deformation quantity generated in the length direction by expansion with heat and contraction with cold is reduced, so that the rail gap of the steel rail 1 at the joint can be reduced, and aiming at the diamond turnout with the small radius of R25M, the gap between the two connected ends of the alloy steel rail leg 2 is reduced to 3mm from the existing standard 8mm rail gap. Along with the rail gap diminishes, when the wheel passes through the joint position of the clamping plate connecting structure 4, the impact received by the joint diminishes, and the strength of the alloy steel rail legs 2 is obviously greater than that of the common steel rail 1, so that the service life of the turnout is prolonged, the influence of extreme weather is greatly reduced, the noise when the train passes is reduced, and the comfort level of passengers is improved.

The alloy steel rail legs 2 are divided into first-class steel rail legs 2-1, second-class steel rail legs 2-2 and third-class steel rail legs 2-3, one end of each first-class steel rail leg 2-1 is welded on the fork core 3, the other end of each first-class steel rail leg is provided with the clamping plate connecting structure 4, the second-class steel rail legs 2-2 are welded between the fork core 3 and the steel rail 1, one end of each third-class steel rail leg 2-3 is welded on the steel rail 1, the other end of each third-class steel rail leg is provided with the clamping plate connecting structure 4, the fork cores 3 are four and are connected in pairs through the first-class steel rail legs 2-1, the second-class steel rail legs 2-2 form short sides of turnouts connected with the steel rail 1, and the first-class steel rail legs 2-1 and the third-class steel. Alloy rail leg 2 that dead weight and intensity are high can effectively resist the impact, and better realization track frame's is fixed, and the structural strength of switch has also obtained improving by a wide margin.

The upper portion of alloy rail leg 2 is wear-resisting alloy steel 21 and the lower part is the low alloy steel base 22 that the pliability is better, wear-resisting alloy steel 21 passes through high strength wear-resisting solder and welds on the low alloy steel base 22, the cross section of wear-resisting alloy steel 21 is rectangle and thickness is greater than the low alloy steel base 22, the part that the low alloy steel base 22 followed the left and right sides of wear-resisting alloy steel 21 stretches out is rail leg footing 221, rail leg footing 221 top is the slope. The slope improves the buckling and fixing effect of the elastic strip, and can better fix the alloy steel rail leg 2.

The leg rail groove 23 has a working edge 231 on one side and a non-working edge 232 on the other side. The material of the wear-resistant alloy steel 21 is NM360, and the material of the low-alloy steel base 22 is Q345 steel. NM360 provides better wearability, machinability and material intensity like this to can mill the rail groove through the machining, and can realize with non-working edge 232 mills and forms the guardrail structure, and this kind of guardrail structural rigidity is high, and length is longer, and whole rhombus region all has the guardrail, can effectively ensure the safety and the steady of driving a vehicle. The Q345 steel has good toughness and low price, is suitable for being used as a base and can reduce the cost. The end parts of the three types of rail legs 2-3 are welded with the rail 1 made of U75V, and enough welding strength can be guaranteed.

The clamping plate connecting structure 4 comprises clamping plate grooves 211 symmetrically arranged on the left side and the right side of the end parts of the alloy steel rail legs 2, clamping plates 41, bolts and nuts arranged in the clamping plate grooves 211, and the two ends of each clamping plate 41 are fixed at the end parts of the two alloy steel rail legs 2 through the bolts and the nuts.

The cross section of the clamping plate 41 is C-shaped, the outer side surface of the clamping plate 41 is pressed in the clamping plate groove 211 by the bolt or the nut, the inner side of the clamping plate 41 forms a fixing groove, the bolt passes through the pair of clamping plates 41 and the alloy steel rail leg 2 to be connected and fixed with the nut, and the bolt head of the bolt and the nut are located in the fixing groove after being fixed.

The process of two alloy rail legs 2 of above-mentioned structural connection is convenient, and is applicable to alloy rail leg 2 of different width and height, can adapt to the expend with heat and contract with cold that extreme weather leads to through the clearance between alloy rail leg 2 after the connection, and adaptability is good, and fixed back structure is reliable simultaneously, can guarantee sufficient joint strength.

The invention is described above with reference to the accompanying drawings, it is obvious that the specific implementation of the invention is not limited by the above-mentioned manner, and it is within the scope of the invention to adopt various insubstantial modifications of the inventive concept and solution of the invention, or to apply the inventive concept and solution directly to other applications without modification.