CN224133473U - City track traffic is with 9 switch of speed-up type - Google Patents

Abstract

A speed-up type No. 9 turnout for urban rail transit is provided. The turnout includes a switch, guide curve, frog, guard rail, and turnout sleepers. The turnout has a turnout planar alignment. The total length of the turnout in the planar alignment is 28.369–29.569 m, of which the length before the turnout is 12.639–13.839 m and the length after the turnout is 15.73 m. The turnout planar alignment adopts a secant type, with a secant cut f of 14 mm–35 m. The gauge of the entire turnout area is 1435 mm, except for the gauge widening structure within the rail head cutting range of the switch rail. The center curvature radius of the side rails in the turnout planar alignment is 260–280 m, preferably 280 m. This invention can increase the straight-through speed to 120km/h and the lateral-through speed to 43km/h, while keeping the total length, center, front length, and rear length of the existing turnout unchanged, the space occupied by the turnout unchanged, and the project cost basically unchanged. It can be used for both new lines and the renovation of existing lines, effectively improving the line's transport capacity.

Description

City track traffic is with 9 switch of speed-up type

Technical Field

The utility model belongs to the technical field of urban rail transit turnouts, and particularly relates to a speed-up type No. 9 turnout for urban rail transit.

Background

In recent years, the demand for improving the running energy in urban rail transit is higher and higher, and a turnout is used as key equipment of the rail transit, and the running speed, the turn-back time and the departure interval of the whole rail transit line are influenced by the passing speed of the turnout, so that the turnout is the key point for improving the running energy of the whole rail transit line. The maximum straight allowable passing speed of the No. 9 turnout for the existing urban rail transit is 100km/h, the maximum lateral allowable passing speed is 35km/h, and the allowable passing speed does not meet the current running energy lifting requirement. The speed of the turnout is usually increased by increasing the turnout number or increasing the radius of the guide curve, but the whole length of the turnout is increased due to the series of measures, the occupied engineering space is larger, the engineering cost budget is greatly increased, the in-situ exchange with the existing turnout cannot be realized, and the turnout can only be used for newly building a line, so that the following improvement technical scheme is now proposed.

Disclosure of utility model

The utility model solves the technical problems that the speed-up type No. 9 turnout for urban rail transit is provided, the speed of the existing No. 9 turnout for urban rail transit is low in straight direction and lateral passing speed, the length and the occupied space of engineering are increased by a general scheme, the manufacturing cost is high, the interchange is not possible, and the speed-up type turnout can only be used for newly built lines and restricts the line operation capacity to be improved.

The technical scheme includes that the speed-up type 9 turnout for urban rail transit comprises a switcher, a guide curve, a frog, a guard rail and a turnout sleeper, wherein the turnout is provided with a turnout plane line type, the whole length of the turnout plane line type is 28.369-29.569 m, the front length of the turnout is 12.639-13.839 m, the rear length of the turnout is 15.73m, the turnout plane line type is a secant line type, the cutting data f of the secant line type is 14-35 m, the track gauge of a turnout plane line type full-fork area is 1435mm except for the widening of a track gauge structure in the cutting range of a switch rail head, and the center curvature radius of a side strand in the turnout plane line type is 260-280 m.

In the technical scheme, a 1:40 inclined rail bottom slope or a rail top slope is further arranged in the whole turnout region, wherein the standard rail is provided with the 1:40 inclined rail bottom slope at the rail bottom, and the switch rail and the frog point rail are provided with the 1:40 inclined rail top slope at the rail top surface.

In the technical scheme, the preferable profile of the top surface of the turnout steel rail adopts 60 profiles or 60N profiles, and is consistent with the profile of the section line rail.

In the technical scheme, the switch point rail of the turnout adopts the elastic bendable point rail, and the bendable section of the elastic bendable point rail adopts single-limb milling or double-limb milling.

In the technical scheme, the switch point rail is preferably manufactured by adopting a 60AT1 steel rail or a 60AT2 steel rail.

In the technical scheme, the switch conversion mode of the switch is preferably single-point traction or two-point traction.

In the technical scheme, the frog and the guard rail of the turnout are preferably lengthened fixed curve frog, the lengthened fixed curve frog is made of high manganese steel through integral casting or alloy steel combination or high manganese steel combination, and the foundation under the frog type rail is universal.

According to the technical scheme, the front length of the frog of the lengthened fixed curve frog is lengthened to 1934-2534 mm, and the rear length of the frog is lengthened to 2803-2858 mm.

In the technical scheme, the frog and the guard rail are preferably divided adjustable guard rails which are manufactured by 43kg/m I-steel or 33kg/m groove-shaped steel.

In the technical scheme, preferably, turnout sleepers of the turnout are all arranged perpendicular to the direction of a turnout main line, and a foundation under the turnout track adopts a gravel track bed concrete long turnout sleeper or an integral track bed embedded long turnout sleeper.

Compared with the prior art, the utility model has the advantages that:

1. The utility model can increase the straight passing speed to 120km/h, and the lateral passing speed to 43km/h, keep the whole length, center, front length and back length of the existing turnout unchanged, keep the occupied space of the turnout unchanged, and basically keep the engineering cost unchanged, thereby being applicable to newly built lines and the transformation of the existing lines and effectively improving the line operation energy.

2. The plane line type of the turnout adopts a secant line type, so that the thickness degree of the weak section of the switch rail can be increased, and the wear resistance of the switch rail is improved.

3. The track gauges within the whole turnout area of the turnout are as consistent as possible, so that when a vehicle passes through turnout, the vertical irregularity is obviously controlled, and the straight and lateral turnout speed, turnout stability and comfortableness can be improved.

4. The turnout full-bifurcation area is provided with the 1:40 inclined rail bottom slope or the rail top slope, so that the contact state of the wheel rail can be effectively improved, the snaking motion of the bogie can be effectively controlled, the transverse and longitudinal smoothness of the turnout is improved, the contact stress of the wheel rail is reduced, and the abrasion of the contact surface of the wheel rail is delayed.

5. The utility model adopts a 60 profile design or a 60N profile design in the urban rail transit turnout, so that the profile of the steel rail in the turnout area is consistent with the profile of the steel rail in the section line, the profile of the rail top in the section consistent with the turnout area is obtained, and the utility model is beneficial to improving the contact state of the whole line wheel rail.

6. The elastic bendable point rail can obtain longer point rail length, reduce the overall bending rigidity of the point rail, reduce the bending force of the point rail and the rebound force after bending, mill rail limbs in the elastic bendable center, and further reduce the bending rigidity of the point rail, and the bending rigidity of the 60AT2 rail is larger than that of the 60AT1 rail, so that the 60AT2 rail is optimized.

7. The turnout switching mode adopts single-point traction or two-point traction, the single-point traction of the two switching modes can be adopted when the length of the switch rail is less than 10m, the investment of switching equipment is saved, the two-point traction is adopted when the length of the switch rail is more than 10m, and the load of the switching equipment is reduced.

8. The utility model adopts an lengthened fixed curve frog, which is suitable for various seamless turnout connection modes such as welding, freezing and the like, and adopts high manganese steel integral casting or alloy steel combination or high manganese steel combination, and various frog type foundations are universal.

9. The utility model provides two alternative rail guard structures, which can realize the adjustment of the rail guard rim groove and are convenient to install, replace and maintain on site.

10. The switch sleeper is arranged in the direction perpendicular to the main line of the switch, is convenient for the design and manufacture of the switch sleeper and is more convenient for on-site paving and adjustment, and the switch sleeper design scheme of two working conditions of the concrete long switch sleeper of the broken stone track bed or the embedded long switch sleeper of the whole track bed is provided, so that the foundation application requirements under different tracks of urban rail transit can be met, and the switch has higher adaptability.

Drawings

FIG. 1 is a schematic diagram of the structure of the present utility model;

FIG. 2 is a schematic plan view of the present utility model;

FIG. 3 is a secant-line schematic illustration of the present utility model;

FIG. 4 (a) is a schematic view of a standard rail bottom slope according to the present utility model

FIG. 4 (b) is a schematic view of the point rail head slope of the present utility model;

FIG. 4 (c) is a schematic view of the top slope of the frog center rail of the present utility model;

FIG. 5 (a) is a schematic view of the top profile 60 of the railroad switch rail of the present utility model;

FIG. 5 (b) is a schematic view of the top profile 60N of the railroad switch rail of the present utility model;

FIG. 6 (a) is a schematic representation of the single limb milling of the elastically bendable point rail of the present utility model;

FIG. 6 (b) is a schematic diagram of the present utility model for dual limb milling of the elastically bendable point rail;

FIG. 7 is a schematic illustration of single point traction of the switch of the present utility model;

FIG. 8 is a schematic diagram of a two-point traction of the switch of the present utility model;

FIG. 9 is a schematic view of a frog and guard rail of the present utility model;

FIG. 10 (a) is a schematic view of a 43kg/m I-steel guard rail;

FIG. 10 (b) is a schematic view of a 33kg/m channel steel guard rail;

FIG. 11 is a schematic diagram of a switch tie arrangement of the present utility model;

FIG. 12 (a) is a schematic view of a ballast bed concrete long switch tie of the present utility model;

FIG. 12 (b) is a side view of a ballast bed concrete long switch tie of the present utility model;

FIG. 13 (a) is a schematic view of an integral ballast bed embedded long switch tie of the present utility model;

FIG. 13 (b) is a side view of the integral ballast bed embedded long switch tie of the present utility model;

In the figure: 1, turnout, 2, a switch, 3, a guide curve, 4, a frog and a guard rail, 5, a switch sleeper, 1-1, a turnout plane line type, 1-1-1, a turnout full length, 1-1-2, a turnout front length, 1-1-3, a turnout rear length, 1-2, a secant line type, 1-3, a full-fork area track gauge, 1-4, a side strand center curvature radius, 1-5, a 1:40 inclined rail bottom slope or a track top slope, 1-5-1, a 1:40 inclined rail bottom slope, 1-5-2, a 1:40 inclined rail top slope, 1-6, a rail top surface profile, 1-6-1, a 60 profile, 1-6-2, a 60N profile, 2-1, an elastically bendable switch rail, 2-1-2, a single limb, 2-1-2, a double limb milling, 2-2, a turnout switching mode, 2-2-1, a single point traction, 2-2-2, a two-point traction, 4-1, a fixed-1, a 4:40 inclined rail top slope, 1-6, a rail top surface profile, a 1-6-1-1, a ballast bed, a 4-5/4-5-15, a ballast bed, a front-4/4-5-15, a ballast bed, and a ballast bed.

Detailed Description

The technical solutions of the embodiments of the present utility model will be clearly and completely described below with reference to fig. 1 to 13 of the embodiments of the present utility model, and it is obvious that the described embodiments are only some embodiments of the present utility model, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

The speed-up type 9 turnout for urban rail transit comprises a turnout 2, a guide curve 3, a frog and protection rail 4 and a turnout sleeper 5, wherein the turnout 1 is shown in figure 1. The turnout 1 is provided with a turnout plane line type 1-1 (shown in figure 2), wherein the turnout overall length 1-1-1 of the turnout plane line type 1-1 is 28.369-29.569 m, the turnout front length 1-1-2 is 12.639-13.839 m, and the turnout rear length 1-1-3 is 15.73m.

The whole length of the turnout is 28.369-29.569 m, and the turnout can be flexibly arranged in an urban rail transit system by the aid of the length design, so that the turnout is suitable for limited space conditions. The design of the front length and the rear length of the turnout enables the train to be rapidly and stably switched from one track to the other track, and improves the running efficiency of the urban rail transit system. The size design of the turnout meets the requirements of various urban rail transit systems, and can be applied to different circuit layouts and operation scenes. The system has good compatibility with the existing urban rail transit equipment and system, and can realize seamless access and high-efficiency operation without large-scale transformation or upgrading.

(In connection with FIG. 3) the turnout plane line type 1-1 adopts a secant line type 1-2, the secant line type 1-2 has a cutting data f of 14 mm-35 m, the track gauge 1-3 of the turnout plane line type 1-1 in the whole turnout area has a widened track gauge structure except for the cutting range of the head of the switch rail, the rest parts are 1435mm, and the center curvature radius 1-4 of the side strand in the turnout plane line type 1-1 is 260-280 m, preferably 280m.

The secant line type 1-2 design makes the transition between the switch rail and the stock rail smoother, reduces the impact and vibration when the train passes through, and improves the stability and comfort of the driving. The secant line type 1-2 design is beneficial to dispersing impact force when a train passes, reduces abrasion and damage to a turnout structure, and prolongs the service life of the turnout. The cutting data f is in the range of 14 mm-35 m, so that the close contact and good guiding between the switch rail and the stock rail are ensured, and the risk of derailment of the train is prevented. The full rail gauges 1-3 are all standard 1435mm except for the widening of the gauge configuration in the point head cutting range, which helps to maintain the stability and safety of the train as it passes through the switch. The standard track gauge is also convenient for unified management and maintenance of the urban rail transit system. The track gauge widening is carried out in the cutting range of the switch rail head, so that the profile and steering requirements of the train wheels are met, friction and abrasion between the wheels and the steel rail are reduced, and the smoothness and efficiency of the train passing through the switch are improved. The radius of curvature 1-4 of the center of the side strand is in the range of 260-280 m, preferably 280m, so that the train can keep high speed when passing through the turnout, and speed loss and energy consumption are reduced. The larger curvature radius also reduces the impact and vibration of the train on the turnout, and improves the stability and comfort of driving. The larger curvature radius of the side strand center enables the turnout to be more flexible in layout, can adapt to different line trend and topography conditions, and is beneficial to reducing the construction cost and maintenance difficulty of the urban rail transit system.

In the above embodiment (as shown in fig. 4), further, the whole turnout 1 is provided with a 1:40 inclined rail bottom slope or a rail top slope 1-5, wherein the standard rail is provided with a 1:40 inclined rail bottom slope 1-5-1 at the rail bottom, and the switch rail and the frog point rail are provided with a 1:40 inclined rail top slope 1-5-2 at the rail top.

The 1:40 inclined rail bottom slope 1-5-1 has proper rail bottom slope to concentrate the contact of the wheel and the rail on the rail top and the middle part of the wheel tread, so that the axle center of the rail is stressed, the transverse bias stress is smaller, and the transverse stability of the rail is improved. The rail bottom slope has proper value, can enlarge the contact surface of the wheel rail, reduce the contact stress, reduce the fatigue damage of the wheel rail and prolong the service life of the wheel rail. Meanwhile, uneven abrasion of rail heads and wheel treads can be reduced, and the service lives of the rails and wheels are prolonged. Proper rail bottom slope can also increase traction adhesion, so that the train can run more stably, and the optimal running efficiency is obtained. 1:40 inclined rail top slope 1-5-2, the main part of the wheel tread is of a conical structure, and the rail top slope with the height of 1:40 can better adapt to the shape of the wheel tread, so that the contact of the wheel and the rail is more uniform, and the local abrasion is reduced. The switch rail and the frog point rail are vulnerable parts in the turnout, and the rail top slope is arranged to reduce the impact and vibration when the wheels pass, thereby reducing the abrasion and fatigue degree of the parts and prolonging the service life of the parts. The arrangement of the rail top slope is also beneficial to improving the switching performance of the turnout, so that the switch rail and the frog point rail are smoother in the switching process, and the occurrence of blocking and faults is reduced. The good guiding and stability of the switch rail and the frog point rail is beneficial to improving the driving safety and stability, and ensuring that the train can keep a stable running state when passing through the switch.

In the above embodiment (shown in fig. 5), the profile 1-6 of the top surface of the rail of the turnout 1 is preferably 60 profile 1-6-1 or 60N profile 1-6-2, which is consistent with the profile of the section line.

It should be noted that the 60 profile 1-6-1 and the 60N profile 1-6-2 are well designed, and the contact relationship between the 60 profile and the tread of the wheel is more optimized, so that the optimization can reduce friction and abrasion between the rails and prolong the service lives of the rails and the wheels. Both profiles can provide better guidance, ensure that the train can keep a stable running state when passing through the turnout, and reduce the risk of derailment. Due to the optimization of the profile, vibration and impact of the train when passing through the turnout can be greatly reduced, so that not only is the running stability improved, but also the impact and damage to the turnout structure are reduced. The optimized profile and stable running state are beneficial to improving the running safety and ensuring that the train can still keep stable and safe under the high-speed running condition. The design of the 60 profile and the 60N profile is beneficial to improving the switching performance of the turnout, and can reduce the blocking and friction in the switching process, so that the turnout switching is smoother and more reliable. The two profiles have good adaptability, can be applied to different line layouts and operation scenes, have good compatibility with the existing urban rail transit equipment and system, and can realize seamless access and high-efficiency operation without large-scale transformation or upgrading.

In the above embodiment (as shown in fig. 6), further, the switch 2 point of the switch 1 adopts an elastically bendable point 2-1, and the bendable section of the elastically bendable point 2-1 adopts a single-limb milling 2-1-1 or a double-limb milling 2-1-2.

It should be noted that the design of the elastically bendable switch rail 2-1 allows it to be more flexibly adapted to the track changes during switching, reducing the resistance and friction during switching, and thus improving the efficiency and accuracy of switching. Through reasonable milling design, the elastic bendable point rail has high structural strength while keeping enough flexibility, so that the point rail is not easy to deform or damage in the long-term use process, and the service life of the point rail is prolonged. The contour design of the elastic bendable point rail 2-1 can be better adapted to the shape of the tread of the wheel, optimize the contact relation of the wheel rail, reduce friction and abrasion between the wheel rails and improve the stability and safety of the running. The single limb milling design is relatively simple, the manufacturing and installation cost is low, the weight of the switch rail can be reduced by removing part of materials through milling, the flexibility and the response speed of the switch rail can be improved, the switch rail of the single limb milling 2-1-1 can adapt to different types of switch machines and switch structures, and the single limb milling 2-1 switch rail has good universality. The design of the double-limb milling 2-1-2 increases the stability of the switch rail, so that the switch rail is more stable and reliable in the switching process, the stress is dispersed through the double-limb structure, the bearing capacity of the switch rail is improved, the switch rail can bear larger train load, more advanced milling technology and equipment can be adopted for the double-limb milling, and the processing precision and efficiency are improved.

In the above embodiment, the switch 2 switch rail is preferably made of a 60AT1 rail or a 60AT2 rail, preferably a 60AT2 rail.

It should be noted that the 60AT2 rail generally has a higher tensile strength and yield strength than the 60AT1 rail, which means that the 60AT2 rail can resist deformation and fracture more effectively under the same load conditions, thereby ensuring stability and safety of the switch. The 60AT2 steel rail has excellent toughness, can keep good integrity and stability when being impacted or vibrated, and has important significance for reducing the failure rate of a turnout and prolonging the service life. The head profile of the 60AT2 steel rail is carefully designed, so that the head profile can be better adapted to the shape of the tread of the wheel, the contact relationship of the wheel and the rail is optimized, friction and abrasion between the wheel and the rail are reduced, and the stability and safety of running are improved. The 60AT2 steel rail has accurate geometric dimension, can meet the high-precision requirement of a high-speed railway and urban rail transit system on the turnout, and is helpful for ensuring the stability and the accuracy of the train when passing through the turnout. The 60AT2 steel rail is usually produced by adopting advanced manufacturing processes and equipment, such as on-line heat treatment and the like, and the processes can ensure the uniform material and stable performance of the steel rail, thereby prolonging the service life and improving the reliability of the steel rail. The material and the geometric characteristics of the 60AT2 steel rail enable the steel rail to be easy to cut, weld, install and other processing operations, which is beneficial to reducing the manufacturing and installation cost of the turnout and improving the construction efficiency. The 60AT2 steel rail has good compatibility with the existing track system and equipment, and can realize seamless access and high-efficiency operation without large-scale transformation or upgrading. The excellent performance of the 60AT2 steel rail can reduce the failure rate of the turnout, shorten the time of passing the turnout of the train, and further improve the driving efficiency. The 60AT2 steel rail has high strength and good toughness, so that the service life is long, and the maintenance cost is relatively low. The stability and the reliability of the 60AT2 steel rail are beneficial to improving the safety of the turnout and reducing the occurrence of safety accidents such as derailment and the like.

In the above embodiments (as shown in fig. 7 and 8), it is preferable that the switch switching mode 2-2 of the switch 2 is a single-point traction 2-2-1 or a two-point traction 2-2-2.

The single-point traction 2-2-1 is simple in structure, easy to control and high in adaptability. The double-point traction stability is strong, and the synchronous action of the two traction points can be ensured, so that the switch is prevented from being blocked or deflected in the switching process. By dispersing traction force, the two-point traction system can reduce abrasion of a single traction point and prolong the service life of the turnout. The two-point traction 2-2-2 system generally has a faster switching speed, and can shorten the time for a train to pass through a turnout, thereby improving the transportation efficiency. The single-point traction is suitable for small or medium-sized turnouts and occasions with high requirements on cost and maintenance, and the two-point traction 2-2 is more suitable for large or heavy turnouts and occasions with high requirements on stability and conversion efficiency. While the initial investment for a two-point traction system may be higher, it may have lower maintenance costs in the long term due to its higher stability and reliability.

In the above embodiment, preferably (as shown in fig. 9), the frog and the guard rail 4 of the switch 1 are elongated fixed curve frog 4-1, and the elongated fixed curve frog 4-1 is made of high manganese steel monolithic casting or alloy steel combination or high manganese steel combination, and various frog type foundations are common.

The lengthened fixed curve frog 4-1 increases the length of the frog, thereby improving the overall rigidity and stability of the frog and reducing the damage to the frog caused by vibration and impact generated when a train passes. The high manganese steel integral casting frog has high strength, high hardness and good impact toughness, can resist long-term rolling and impact of a train, and prolongs the service life of the frog. The alloy steel combined frog adopts high-strength alloy steel material, ensures high strength and wear resistance of the frog, and is suitable for occasions requiring higher performance such as speed-up turnout and the like. The working edge of the fixed curve frog is a curve, which is beneficial to enlarging the radius of a guide curve of a turnout (or shortening the whole length of the turnout), thereby improving the lateral crossing speed and improving the running stability and comfort of the train. The universality of the foundation under the rail of various frog types ensures that the frog can be conveniently installed on different types of switches without large-scale modification of the foundation under the rail, thereby reducing construction cost and time. The high manganese steel integral casting frog and alloy steel combined frog has a relatively simple structure, is easy to carry out daily maintenance and overhaul, and reduces maintenance frequency and cost caused by frog damage due to high wear resistance and impact resistance of the frog. The design of the lengthened fixed curve frog reduces the replacement frequency of the frog and reduces the maintenance cost. Meanwhile, the universality of the frog is also convenient for maintenance personnel to quickly identify and replace damaged frog components. The lengthened fixed curve frog is suitable for different types of switch structures, including linear switches, curve switches and the like. Meanwhile, the diversity of the materials and the designs also enables the device to adapt to the requirements of different operation speeds and load conditions. The high manganese steel integral casting type, the alloy steel combined type and the high manganese steel combined type frog have good compatibility with the existing track system and equipment, and can realize seamless access and high-efficiency operation without large-scale transformation or upgrading.

In the embodiment, the front length 4-1-1 of the lengthened fixed curve frog 4-1 is lengthened to 1934-2534 mm, and the rear length 4-1-2 of the frog is lengthened to 2803-2858 mm.

It is noted that lengthening the front length 4-1-1 and rear length 4-1-2 of the frog increases the overall length of the frog, thereby enhancing its overall rigidity, which helps to resist the transverse and longitudinal impact forces generated by the train passing, and reduces deformation and damage to the frog. By lengthening the length of the frog, the acting force of the train load on the frog can be more reasonably distributed, and the frog damage caused by overlarge local stress is avoided. Meanwhile, friction and abrasion between the frog and wheels can be reduced, and the service life of the frog is prolonged. The design of the lengthened fixed curve frog is beneficial to enlarging the radius of the guide curve of the turnout, so that the train can be more stably transited when passing through the turnout, and the impact and vibration are reduced, thereby being beneficial to improving the running speed and riding comfort of the train. Lengthening the frog length reduces the deleterious space between the throat of the frog and the actual tip, reducing the impact force of the wheel passing. Meanwhile, the influence of harmful space can be further eliminated or reduced by optimizing the geometric shape and the size of the frog, and the driving safety and the driving stability are improved. Lengthening the frog increases its overall size, but does not present additional difficulties in mounting and maintaining the frog. In contrast, due to the rationality and optimality of the structure, the frog is simpler, more convenient and quicker to install and more convenient to maintain. The high stability and strength of the elongated fixed curve frog greatly reduces its maintenance frequency and cost. Meanwhile, due to the advantages of universality and compatibility, the additional cost caused by replacing frog of different types is reduced. Lengthening the frog length helps to optimize the structure and performance of the switch and improves the speed of passage and transport efficiency of the train.

In the above embodiment, it is preferable that (as shown in FIG. 10) the frog and the guard rail 4 are divided adjustable guard rails 4-2, and the divided adjustable guard rails 4-2 are manufactured by using 43kg/m I-steel 4-2-1 or 33kg/m channel steel 4-2-2.

It should be noted that the split adjustable guard rail 4-2 ensures that the wheels are always on the correct track when passing through the frog, reducing the risk of derailment. The adjustability of the guard rail enables the guard rail to be adjusted according to actual needs so as to meet the requirements of different operation speeds and load conditions, and driving safety is further improved. The split type guard rail design is beneficial to reducing friction and abrasion between wheels and the frog, prolonging the service lives of the frog and the guard rail, and meanwhile, the split type guard rail design can better guide the wheels to pass through the frog, reduce impact and vibration and improve the stability and comfort of driving. The structure of the split adjustable guard rail is relatively simple, daily maintenance and overhaul work are easy to carry out, the adjustability of the guard rail also enables the split adjustable guard rail to be more convenient to adjust and maintain, and maintenance cost and time are reduced. The 43kg/m I-steel 4-2-1 has higher strength and bearing capacity, can bear larger load, and ensures the stability and the safety of the guard rail. The I-steel has good workability, is easy to cut, weld and drill, is convenient to customize and process according to the needs, and meets the manufacturing requirements of the guard rail. The I-steel has good corrosion resistance and durability after special rust prevention and corrosion prevention treatment, can resist corrosion and aging in natural environment, and prolongs the service life of the guard rail. The 33kg/m groove-shaped steel 4-2-2 also has higher strength and stability, and can meet the requirements of the guard rail on strength and rigidity. The specification of the groove-shaped steel is various, including different shapes, sizes and thicknesses, and the groove-shaped steel can be manufactured by selecting proper specifications according to actual needs. The groove-shaped steel has good plasticity, is easy to carry out processing operations such as bending, forming and the like, and is convenient to manufacture the shape of the guard rail meeting the requirements. The 43kg/m I-steel and the 33kg/m groove-shaped steel have good mechanical property and processing property, and can meet the manufacturing requirements of the guard rail. However, the I-steel may have advantages in terms of strength and bearing capacity, and is suitable for occasions with high requirements on strength and stability, while the channel steel has more specification choices and better plasticity, and is suitable for occasions requiring custom-made processing and complex shapes.

In the above embodiment, preferably (as shown in fig. 11, 12 and 13), the switch ties 5 of the switch 1 are all arranged perpendicular to the main line direction of the switch, and the foundation under the track of the switch 1 adopts a gravel track bed concrete long switch tie 5-1 or an integral track bed embedded long switch tie 5-2.

The broken stone ballast bed concrete long turnout sleeper 5-1 has higher strength and rigidity, can effectively support and fix turnout, and enhances the overall stability of the turnout. The concrete switch tie has wide material source and uniform specification, can meet the requirement of mass production, is easy to maintain the geometric dimension of the rail, and ensures the stability and safety of train operation. The concrete material has good durability and corrosion resistance, can resist erosion and damage in natural environment, and prolongs the service life of the switch tie. The service life of the concrete switch tie is long, and the frequency of replacement and maintenance is reduced, so that the maintenance cost is reduced. The gravel ballast bed concrete switch tie can adapt to different terrains and climatic conditions and is widely applied to various railway lines. The long turnout sleeper 5-2 embedded in the whole ballast bed is tightly combined with the ballast bed in an embedded mode to form a whole structure, so that the whole rigidity of the turnout is improved. The design of the long turnout sleeper can better distribute the load of the train, reduce local stress concentration and improve the bearing capacity of the turnout. The integral ballast bed structure has good vibration and noise reduction performance, and can reduce vibration and noise pollution when a train passes through. The long turnout sleeper embedded in the integral ballast bed can keep the geometric shape and position of the track stable, and improves the running stability and riding comfort. The construction of the embedded long switch tie of the integral ballast bed is relatively simple and convenient, and the daily maintenance and overhaul work is easy to carry out. The gravel ballast bed concrete long turnout sleeper has higher strength and durability and strong adaptability, and is widely applied to various railway lines. The integral ballast bed embedded long turnout sleeper can better improve the integral rigidity and running stability of the turnout, reduce vibration and noise pollution, but the construction cost can be relatively high. When the turnout tie is selected, comprehensive consideration should be carried out according to the specific application scene, cost requirement, technical difficulty, maintenance cost and other factors.

It can be found from the above description that the planar line type 1-1 of the switch adopts the secant line type 1-2, so that the thickness of the weak section of the switch rail can be increased, and the wear resistance of the switch rail can be improved.

The track gauges of the whole turnout area of the turnout are as consistent as possible from 1 to 3, so that when a vehicle turns over, the vertical irregularity is obviously controlled, and the straight and lateral turning over speed, turning over smoothness and comfortableness can be improved.

The turnout full-bifurcation area is provided with 1:40 inclined rail bottom slopes or rail top slopes 1-5, so that the contact state of the wheel rail can be effectively improved, the snaking motion of the bogie can be effectively controlled, the longitudinal smoothness of the turnout-bifurcation is improved, the contact stress of the wheel rail is reduced, and the abrasion of the contact surface of the wheel rail is delayed.

The utility model adopts the design of 60 profile 1-6-1 or 60N profile 1-6-2 in the rail top profile 1-6 of the urban rail transit turnout, so that the rail profile of the turnout area is consistent with the rail profile of the section line, the rail top profile state consistent with the turnout area is obtained, and the utility model is beneficial to improving the contact state of the whole line wheel rail.

The elastic bendable point rail 2-1 can obtain longer point rail length, reduces the overall bending rigidity of the point rail, reduces the bending force of the point rail, reduces the resilience force after bending, and can further reduce the bending rigidity of the point rail by single limb milling 2-1-1 and double limb milling 2-1-2 of the rail limb AT the elastic bendable center, and the bending rigidity of the 60AT2 rail is larger than that of the 60AT1 rail, so that the 60AT2 rail is preferable.

The turnout conversion method 2-2 adopts single-point traction 2-2-1 or two-point traction 2-2-2, the two conversion modes of single-point traction can be suitable for being adopted when the length of the switch rail is less than 10m, the investment of conversion equipment is saved, and the two-point traction is suitable for being adopted when the length of the switch rail is more than 10m, so that the load of the conversion equipment is reduced.

The frog adopts the lengthened fixed curve frog 4-1, is suitable for various seamless turnout connection modes such as welding, freezing and the like, and the lengthened fixed curve frog 4-1 adopts high manganese steel integral casting or alloy steel combination or high manganese steel combination, and is universal for various frog type foundations under rails.

The utility model provides a rail guard structure with two optional modes of 43kg/m I-steel 4-2-1 and 33kg/m groove-type steel 4-2-2, which can realize the adjustment of the rim groove of the rail guard and is convenient for field installation, replacement and maintenance.

The switch tie 5 is arranged in the direction perpendicular to the main line of the switch, so that the switch tie is convenient to design and manufacture, and is convenient to lay and adjust on site, and the switch tie 5 design scheme of two working conditions of the long switch tie 5-1 of the gravel track bed concrete or the embedded long switch tie 5-2 of the whole track bed is provided, so that the foundation application requirements under different rails of urban rail transit can be met, and the switch has higher adaptability.

In summary, the utility model can increase the straight passing speed to 120km/h, and the lateral passing speed to 43km/h, so as to keep the whole length, center, front length and back length of the existing turnout unchanged, keep the occupied space of the turnout unchanged, and basically keep the engineering cost unchanged, thereby being capable of being used for newly-built lines and being used for improving the existing lines and effectively improving the line operation performance.

It should be understood that, although the present disclosure has been described mainly in terms of one embodiment, this embodiment does not include only a single embodiment, and this description is for clarity only, and those skilled in the art should consider the disclosure as a whole, and the embodiments in this example may be appropriately arranged and combined to form other embodiments that will be understood by those skilled in the art.

Claims (10)

1. A speed-up type 9 turnout for urban rail transit is characterized in that the turnout (1) comprises a switcher (2), a guide curve (3), a frog and a protection rail (4) and a turnout sleeper (5), the turnout (1) is provided with a turnout plane line type (1-1), the whole turnout length (1-1-1) of the turnout plane line type (1-1) is 28.369-29.569 m, the front turnout length (1-1-2) is 12.639-13.839 m, the rear turnout length (1-1-3) is 15.73m, the turnout plane line type (1-1) adopts a secant line type (1-2), the cut data f of the secant line type (1-2) is 14 mm-35 m, the whole turnout plane line type (1-1) has a track gauge structure widening of 1435mm except for a cutting range of a point track head, and the side strand center curvature radius (1-4 m in the turnout plane line type (1-1-1) is 260 m.

2. The speed-increasing type No. 9 turnout for urban rail transit according to claim 1, wherein the turnout (1) is provided with a 1:40 inclined rail bottom slope or a rail top slope (1-5) in a full turnout area, wherein the standard rail is provided with a 1:40 inclined rail bottom slope (1-5-1) at the rail bottom, and the switch rail and the frog point rail are provided with a 1:40 inclined rail top slope (1-5-2) at the rail top surface.

3. The speed-up type 9 turnout for urban rail transit according to claim 1, wherein the profile (1-6) of the top surface of the steel rail of the turnout (1) is 60 profiles (1-6-1) or 60N profiles (1-6-2) which are consistent with the profile of the section line.

4. The speed-increasing type No. 9 turnout for urban rail transit according to claim 1, wherein the switch (2) tongue of the turnout (1) adopts an elastic bendable tongue (2-1), and the bendable section of the elastic bendable tongue (2-1) adopts single limb milling (2-1-1) or double limb milling (2-1-2).

5. The speed-increasing type No. 9 turnout for urban rail transit according to claim 4, wherein the switch (2) tongue is made of 60AT1 steel rail or 60AT2 steel rail.

6. The speed-up type 9 switch for urban rail transit according to claim 1, 4 or 5, wherein the switch switching mode (2-2) of the switch (2) is single-point traction (2-2-1) or two-point traction (2-2-2).

7. The speed-up type No. 9 turnout for urban rail transit according to claim 1, wherein the frog and the guard rail (4) of the turnout (1) are lengthened fixed curve frog (4-1), the lengthened fixed curve frog (4-1) is made of high manganese steel integral casting or alloy steel combination or high manganese steel combination, and the foundation under the frog type rail is universal.

8. The speed-up type No. 9 turnout for urban rail transit of claim 7, wherein the front length (4-1-1) of the frog of the lengthened fixed curve frog (4-1) is lengthened to 1934-2534 mm, and the rear length (4-1-2) of the frog is lengthened to 2803-2858 mm.

9. The speed-increasing type 9 switch for urban rail transit according to claim 1, 7 or 8, wherein the frog and the guard rail (4) are divided adjustable guard rails (4-2), and the divided adjustable guard rails (4-2) are manufactured by 43kg/m I-steel (4-2-1) or 33kg/m groove steel (4-2-2).

10. The speed-up type No. 9 turnout for urban rail transit according to claim 1, wherein turnout sleepers (5) of the turnout (1) are all arranged perpendicular to the direction of a turnout main line, and a foundation under the turnout (1) is a gravel ballast concrete long turnout sleeper (5-1) or an integral ballast pre-buried long turnout sleeper (5-2).