On the basis of a welded crosspiece P65 grade 1/11 with welded rail ends, a turnout switch of the P65 grade 1/11 for tracks of 1-2 class project 2750 on reinforced concrete beams has been created and has been serially produced since 1997. In these transfers, an elastic rail fastening is introduced, which provides a constant force for fixing the sole to the lining, excluding the hijacking of the rail from the interaction of load and temperature, reducing the cost of the current maintenance of the track by eliminating the work of tightening the terminal bolts during operation.

The turnout is made with flexible points, which increase the operational resistance and reliability of the turnout switch by at least 10% compared to the manufactured turnout switches with inlay-onlay fastening, primarily in conditions of high train speeds and load-carrying areas.

The anti-theft device, consisting of an anti-theft stop and an anti-theft lining, eliminates the theft of the wit in the longitudinal direction with respect to the frame rail.

Shims with high flanges maintain a constant track gauge within the entire turnout; extinguish longitudinal loads; provide reinforced fastening of the rail elements to the base.

Rubber-cord gaskets between the rail sole and the lining eliminate the rigid connection between the rail and the front beam due to the inclusion of an elastic element, which ensures uniformity of elasticity along the entire length of the turnout, weakens the transmission of vibrations that cause destruction from the rails through the fasteners and transition bars to the ballast Pads with welded pads instead of riveted ones allow eliminating the defect associated with loosening of the rivets of the arrow pads.

The service life of the turnout is increased due to the use of high-frequency current hardening of rail parts. Wires with an adjoining rail are welded at the factory using an electro-contact method.

A crosspiece with welded rail ends allows improving and strengthening the track structure by 1.5 times, increasing the service life by 15-20%, eliminating steps when joining high-manganese steel cores with an adjacent rail, and reducing the cost of running maintenance.

The counter rail, not connected to the track rail, increases the service life, as it is made of more durable rolled products, and also reduces the time for the current maintenance of the counter rail (due to the rapid adjustment of the chutes using a set of compensating plates supplied by the factory).

The use of insulating joints of the "APATEK" type increases the reliability and service life, has higher insulating properties (in comparison with conventional isosteat), and also reduces maintenance costs (excludes the replacement of wear-out insulating gaskets during the operation of a conventional isosteat).

Characteristics of the main technological equipment

Since the laying and replacement of switches with a reinforced concrete base is most often carried out by UK-25 tracklayers and on electrified lines it is advisable to lay switches with a reinforced concrete base with UK-25 tracklaying cranes, then we take this particular crane as the main technological equipment, i.e. UK-25 / 9-18 SP. Consider its structure and specifications.

Laying crane UK-25 / 9-18 of the V.I. Platov system (Figure 4.1) consists of a self-propelled motor platform with two special portal frames on which the boom is mounted 12 from lifting equipment.

Figure 4.1. Laying crane UK 25 / 9-18:

1 - three-axle traction bogie; 2 - frame; 3 - power plant; 4 - platform control panel; 5 - control cabin; 6 - platform electrical equipment; 7 ,1 3 ,15 - winches; 8 - cargo traverse; 9 - cargo trolley; 10 ,11 - blocks; 12 - arrow; 14 - remote controller; 16 - middle cross beam; 17 - load limiter; 18 - folding beams; 19 - portal carriage; 20 - boom lift cylinders; 21 - portal rack; 22 - fencing; 23 - roller conveyor; 24 - electrical equipment on the boom

The MPD motor platform is designed for hauling the packs of track grid links from the feed train to the track-laying crane when laying the track, and when disassembling the track - for moving the packs of links to the train platforms on rollers and for shunting operations when laying the track. On the platform of the crane there are two diesel engines of the 1D6 type, two generators and four traction motors DK-305A, each of which drives one wheel pair, therefore, in four-legged cranes and motor platforms, all axles are leading. Traction motors are mounted on the frame of the undercarriage and drive rotation of the wheelsets by means of a cardan shaft, a reducer and a gear wheel rigidly fixed to the axle of the wheelset. Motor platforms and cranes have two compressors each to power the braking system, pneumatic brakes used during operation and manual brakes used in the parking lot.

Tracklayer UK 25/9 consists of a frame, two three-axle bogies, a power plant, a boom, crane mechanisms, winches for hauling packages, braking equipment and two control cabins.

The boom of the crane is raised to the working position by hydraulic cylinders mounted on four telescopic legs of the crane platform. In the working position, the boom of the crane extends cantilever forward in one direction or the other. The crane mechanisms are controlled from the upper cabin, and the crane movement and platform mechanisms are controlled from the lower cabin. Diesel generator sets, traction motors and electric winches are controlled from one of the consoles located in the middle part of the platform on both sides. Each console has an instrumentation panel and brackets on which a removable cab for a mechanic is suspended.

In track-laying machines UK-25, the racks of portal frames are sliding. In the transport position, the truss is lowered and the crane fits into the dimensions of the rolling stock. In the working position, the frame racks move apart and rise to the required working height. On electrified areas, due to the overhead wire, the lifting height of the truss is limited. The legs are extended by hydraulic cylinders. In UK-25, the farm can move along its axis. In the transport position, it is located symmetrically relative to the portal frames, and in the working position it is shifted towards the laying.

The lifting mechanism of the track grid link is a double-drum cargo winch. The link movement mechanism along the boom of the crane consists of a double-drum traction winch and crane trolleys moving on road rollers. When the drums rotate in either direction, the cable is unwound from one drum, and wound on the other. The direction of movement of the crane trolleys is changed by changing the direction of rotation of the drums. A limit switch is installed at the end of the truss, which breaks the power circuit of the traction winch electric motor when the crane trolley is pressed on it and stops the movement of the latter.

As a rule, to connect the tracks, the simplest turnouts should be used. However, the different operating conditions were the reason that turnouts appeared on the railway network, differing in design and having different outlines in plan.

There are three major type of turnouts:

• single;
• double;
• cross.

1) Single turnouts combine two paths into one. They, in turn, are subdivided into:

• ordinary ones, in which one path is straight, and the second branches off to the right or left (right-hand or left-hand translation);
• symmetrical and asymmetrical - curved.

2) are made according to individual projects to connect three tracks into one in especially cramped places.

3) Cross turnouts are a combination of one right-handed and one left-handed translation.

Now let's take a closer look at each of the types of turnouts.

(Fig. 1) is used when the lateral path deviates from the rectilinear main path. Such transfers, as a rule, are laid on the main and receiving-departure tracks and they are most widespread on the railway network (they make up 95% of the total number of turnouts on station tracks of all categories);

Figure: 1 - Ordinary single turnout type P65, brand 1/11

Asymmetrical - curvilinear turnout (Fig. 2) is used in cramped design conditions, when the deviation of two connected paths from the main straight-line direction in one direction cannot be carried out by an ordinary translation, it can be one-sided and versatile;

Figure: 2 - Single non-symmetrical turnouts: a - one-sided; b - versatile

(Fig. 3) is used when branching the main rectilinear track into two, for example, on the territory of locomotive and carriage facilities, freight yards, as well as when designing sorting yards. It is also allowed to lay symmetrical turnouts when rebuilding stations in cramped places, when it is necessary to minimize the throat of the receiving and dispatch parks. The use of symmetrical transfers allows you to reduce the length of the joints due to the fact that these transfers, due to the smaller angle of rotation on the transfer curve, can have a smaller length of this curve, a steeper brand of the cross and, as a result, its smaller value, with the radius of the transfer curve as in a conventional transfer. length. The length of the symmetrical translation is about 8-11 m shorter than the ordinary one;

Figure: 3 - Symmetrical turnout switch type P50, mark 1/6

Double symmetrical and asymmetrical turnouts forks the main track into three directions and is used in particularly confined areas of the station, when the sequential laying of two ordinary transfers is impossible (Fig. 4);

Figure: 4 - Double turnouts: a - asymmetrical one-sided; b - asymmetrical versatile; in - symmetrical

Double cross translation (Fig. 5) makes it possible, when crossing paths, to switch from one path to another in both directions of movement. It has eight wits (1-8) and four crosses, of which two are sharp (9) and two are blunt (10). For each crossover, the rolling stock can follow six routes in two directions, since it replaces two ordinary turnouts (Fig. 6), stacked towards each other, but its length is much less than their total length. Cross switches reduce the length of the necks and reduce the number of curves with changing directions of curvature on the routes of train departure and arrival. However, due to the complexity of their structures, they require more careful maintenance and speed limits. Such transfers are laid in cramped conditions on receiving-departure and other tracks, as well as when arranging direct passages crossing several tracks at large stations to shorten shunting movements. On the lines where the non-stop passage of trains is envisaged, it is allowed to re-lay cross switches on the main tracks of stations only if this does not cause restrictions on the established speeds.

Figure: 5 - Double cross turnouts

Figure: 6 - Possible intersection of two paths using two ordinary translations

The individual types of turnouts can differ in the types of rails on the tracks connecting and adjacent to the transfer, P75, P65, P50 and P43 and brands of crosses 1/22, 1/18, 1/11, 1/9 and 1/6. Marks of crosspieces and types of turnouts on the main tracks are adopted depending on the envisaged train speeds on the line.

1/11 mark switches are laid: on passenger receiving and departure tracks; on main tracks where passenger trains can run on a side track; on the main tracks when arranging control ramps, as well as when arranging interchanges of routes for freight and passenger trains when approaching junctions.

1/9 mark switches are laid: on the main tracks, if the movement of passenger trains on such switches passes only in the direct direction; on receiving and departure tracks for freight traffic.

1/8 mark switches are used on other station tracks.

Symmetrical turnouts of 1/6 mark can be laid on other station tracks. They are most widely used in the design of marshalling yards and should be used more widely on the territory of locomotive, carriage and other facilities. These turnouts are allowed to be used on receiving and departure tracks for freight traffic.

Symmetrical switches of the 1 / 4.5 mark are used on other station tracks in particularly cramped conditions, for example, when entering tracks into production buildings and warehouses.

For the non-stop movement of trains along the side track on the lines, turnouts of flat marks are designed. In the Russian Federation, grade 1/18 is adopted, at which the speed of movement on the side track is up to 80 km / h, and grade 1/22, with a permissible speed of no more than 120 km / h. When driving on a straight track at speeds over 120 km / h, 1/11 brand turnouts of a special design are used. (for more details see PTE)

The turnouts on the main tracks of stations, sidings and overtaking points must correspond to the type of rails of the adjacent tracks and allow trains to follow in a straight direction at the same speed as on adjacent tracks. On other tracks, the arrow, the cross, the connecting tracks between them and one rail link on both sides of the transfer must be of the same type. Rails adjoining new turnouts must also be new and of the same type, and old-year rails of the same type and with the same wear should be used for old-year switches being laid.

In case of electric traction, auto-blocking or electric interlocking, the metal elements of the turnouts must be isolated from the under-rail and footer base. Wooden transfer beams, for example, are impregnated with oil non-conductive antiseptics, and electrical insulating gaskets are placed between reinforced concrete slabs or beams and rails. The ballast layer under the turnouts must be crushed stone or asbestos with the necessary drainage.

Intersections and connections of rails are most often equipped with special devices that lie on reinforced concrete or wooden transfer bars that differ in length from any sleepers, but otherwise similar to them. These are turnouts that exist in order to change the path of the train, transferring its course from one railway line to another.

Classification

Places of transfers when crossing or joining rails can be classified by location and number, by type of rails, by construction and brands of crosspieces. These can be single turnouts, as well as crossings, blind intersections, exits, turnout streets and plexuses of paths, if we consider it in terms of quantity and location. Ordinary switches consist of two rails (frame), two sets of root device, two wits, one set of the transfer mechanism itself, switch rods, thrust and support devices, as well as smaller parts.

The switches differ from each other and frame rails, and wits, and the design of the switching devices, and frame rail fasteners. There may be a variety of minor differences: cross-links between frame rails and wits, the design of the thrust device, and special arrow pads can also be different. The switch device is closely related to the size of the wheelsets and the design of the rolling stock.

The steel axle of the wheelset tightly holds the wheels with guide ridges to prevent the car from derailing. All elements of the turnout switch are designed to interact with certain wheelsets.

Subdivisions

The rolling stock passes to another track by means of a special device that crosses and connects the tracks along their upper structure. The intersection of the paths is carried out by blind intersections, and turnouts help to connect them. In this way, connections are created, which are called turnouts and streets. Types of turnouts:

• single;
• double;
• cross.

Singles are subdivided, in turn, into:

• ordinary;
• symmetrical;
• asymmetrical.

Also, a translation connecting two paths can be left- and right-handed, and is used if the lateral path deviates in any direction from the straight-line one. This is the most common type of translation.

Structure

The main switches consist of a switch itself, a crosspiece with counter rails, a connecting part that is located between them, and transfer bars. The arrow is made up of two frame rails, a transfer mechanism and two wits, with the help of which the rolling stock changes direction to a lateral or straight track.

The pegs are connected by transverse rods, which bring the desired one tightly to the frame rail, and the other is simultaneously moved away from the parallel frame rail just by the distance that is necessary for the passage of the wheel flanges. Malfunctions of a turnout switch almost always lead to an accident. For example, if the core is broken, the guardrail or counter rail is damaged, use of the arrow is strictly prohibited.

Functions

All types of turnouts translate wits in different ways, but the principle is always the same. Special turnout drives carry out this transition through one rod, but if the turnout is flat - with long blades, then through two or more rods.

A locking device fixes the wits in a new position, and their tight fit is also controlled by it. The thick end of the wit is called the root, and the thin end is called the tip. The fastening of the root also provides all the turns of the wits along the plane, and also connects them to the adjacent rails.

Terminology

The crosspiece is made up of two guardrails, the core and the grooves, it is she who is responsible for the intersection of the rail heads with the ridge of the wheels, and the counter rails simultaneously direct these ridges into the necessary grooves so that the wheelset passes the crosspiece smoothly.

The crosspiece even has its own mathematical center - at the point of intersection of the working edges on the core. Its narrowest point is called the throat of the crosspiece, which is located between the guardrails. And the angle between the working edges of the core is the angle of the cross. This is how the main turnout switch is designed, the diagram of which is shown in the illustration below.

Crosspiece

The most important of the parameters is the brand of the cross. The railways of Russia widely use the reinforced construction of the turnout switch - with a cast one, grade 1.11, a cross and flexible points. These turnout projects guarantee the movement of trains on straight sections of the track at a tremendous speed - up to one hundred and sixty kilometers per hour.

When the trains deviate from the main track, the arrows of the gentle 1.18 mark are used, and then the speed is still high - eighty kilometers per hour. Malfunctions of the turnout switch during such a rapid movement of the train can lead to very serious consequences. "Sapsan" between Moscow and St. Petersburg reaches two hundred kilometers per hour on a straight path, there are arrows with a cross of the mark 1.11 everywhere. The peculiarity of such a cross is a movable flexible core. In working positions, it fits very tightly to the desired edge of the guardrail.

Congresses

This is also a very common device for connecting paths. Exits differ depending on the location of the tracks:

• abbreviated;
• cross;
• ordinary.

The usual exit is two single turnouts and a connecting path that fits between the roots of the crosses. Crossover means a double exit with four turnouts and one blind intersection between the roots of the crosses. This design is used when the length of the section does not allow equipping two single ramps, constrained conditions force the use of a different design of the turnout. The diagram is attached in the article.

If a transfer from one path to another is not needed, and the paths intersect, arrange a cross-ramp with blind intersections at an acute or right angle. On railway lines, such ramps at an acute angle are widespread, where crosses of grades 2.11 and 2.9 are used. Such intersections contain four cross-rails with counter rails - two blunt, two sharp. Rectangular intersections are always with the same crosses.

Arrow street

Consecutive turnouts from one track to parallel ones make this thorny path a turnout street. Thus, rolling stock can be moved to any of these connected tracks. If a group of paths has one purpose, then turnout streets are combined into parks. They also come in different types, it depends on the location of themselves and the main path, as well as on the angle of inclination.

• The simplest turnout streets, if there are large distances between the axes (more than seven meters), are usually very long. Because of this, an abbreviated connection is made for the abutment of the station tracks. Schemes can be of all kinds, even fundamentally different. Such streets are good in that they are perfectly visible, they are convenient to serve. There is only one drawback - they take up a lot of space, and if the number of paths is large, then the length increases very significantly. They are mostly used in small parks of departure and arrival, up to five tracks.
• Abbreviated turnout streets are shorter, but they are awkward to maneuver on tracks with reverse curves. Such streets are used in coal warehouses, at bases, in large cargo yards, at industrial sites.
• The arrow street at the double corner of the crosspiece shortens the length of the switch zone, is convenient for shunting flights, the distant arrows are clearly visible. It is used where there are more than five paths. These are the necks of the receiving and dispatching yards, on sorting in the absence of a slide.
• A non-concentric fan-shaped arrow street, when laying with a constant radius of all curves, increases the inter-paths on the head section of the park, the volume of earthworks when laying such a street is extremely large. In this case, you can increase the radii of the curves, but you must carefully monitor the paths to ensure that all parameters correspond to the tolerance.

Winter

Railway transport and its uninterrupted operation in winter conditions need reliable protection from snow and timely cleaning of the turnouts on each section of the track. Means and methods of dealing with the effects of blizzards and snowfalls depend on the overall intensity of precipitation. The best protection is forest belts along the difficult sections, which are planted parallel to the railway. Also used are mobile boards, stationary reinforced concrete fences (especially within the city). At the stations, snow-plowing trains and machines SM-2M, SM-4M and so on up to the model SM-7M fight against snowfalls. The tracks are raked by SDP-M2 snowplows, but if the drifts are very large, then rotary and milling machines are used.

The turnouts have their own special mechanisms - these are stationary pneumatic blowers. They have a remote control. Gas and electric heating devices are also used.

Sand

In areas of deserts and semi-deserts, it is envisaged to protect tracks and turnouts from sand drifts. The areas adjacent to the railway are fixed with vegetation, covered with bitumen, loam or a suspension with polymers. Another way out is to build defensive structures.

The first method is the most effective. Trees - saxaul, elk, acacia, cherkez and others - fight sand drifts best of all, but shrubs - seljuga, juzgun, comb-maker - are also not bad. Grass is also useful for this purpose, therefore, sandy oats, selin, elakilad, chager and other herbs that can survive in this climate are grown throughout the entire journey through the desert. Artificial protection is ineffective and is used mainly as a temporary measure.

Possible malfunctions

Operation of turnouts is prohibited in the event of the following faults:

1. If the switch points are disconnected from the rods.
2. If the wit is more than four millimeters behind the frame rail.
3. If the wit has crumbled to the degree of danger of a ridge run.
4. If the wit has dropped by two millimeters or more relative to the frame rail.
5. If there is a break in the frame rail or a wit.
6. If the frame rails and rails are vertically worn.

Failure of the second point is dangerous in the opposite direction, the fourth point - in the wool direction, the rest - in any movement.

If the crosspiece of the turnout switch is without a moving core, it is also characterized by other malfunctions, in which the operation of the mechanism is prohibited:

1. If there is a break in the counter rail, guardrail or core.
2. If the core or guardrail has reached vertical wear.
3. If the distance between the edges of the crosspiece core and the counter rail head is less than 1472 mm.
4. If the distance between the edges of the guardrail and the counter rail head is more than 1435 millimeters.
5. If the counter rail bolt is ripped.

Malfunctions of the first and second points threaten to derail the train, the third and fifth - the counter rail will not hold the wheelset, the fourth - the wheel will be sandwiched between the guard rail and the counter rail.

Transfer mechanism

Transfer mechanisms included in the centralization of the automatic or manual action of the devices move the arrows to another position. Electric centralization is widely used. Manual control - in the mechanism, which is a simple lever device with a counterweight-balancer. The transfer mechanism is installed in a vertical position corresponding to the middle position of the wits inside the space between the frame rails.

The transfer of wits to another position is carried out by means of special transfer devices, which are often included in electrical centralization, but there is also manual control. Electric drives can be of various designs - both mortise and non-cutting. CNG and SP drives are used, which have an integral stroke, two control rulers and one gate, through which the control contacts are closed, while the rulers control the jigs, as they move with them. If the blade does not reach the frame rail, the knife arm does not move.

Pointer transfers are: single, double and cross.

1. Singles serve to branch one path into two.

a) single ordinary right,

b) single ordinary left

c) single symmetric - both paths are curves directed in different directions at the same angles.

d) asymmetrical one-way - both paths are directed in the same direction

e) asymmetrical versatile - both paths are directed in different directions at different angles.

Blind intersection Crossroad turnout

Turnout device

The arrow consists of two frame rails 9, two wit 4, a switch rod 2, a transfer mechanism 10, a transfer curve 5, counter rails 6, a core 7, support, thrust and fasteners.

The main characteristic of a translation is its type and brand. The type of translation is determined by the type of rails from which it is made (R-50, R-65, R-75).

Cross brand called the ratio of the width of the core in the tail of the cross to the length of the core

On the railways, ordinary turnouts of 1/9 marks are laid; 1/11; 1/6; 1/8; 1 / 4.5; 1/18; 1/22. The higher the denominator, the flatter the needle and the higher the speed. Rail types R-50, R-65, R-75

The speeds allowed on the lateral tracks of the station. (PTE Appendix No. 6 p.90)

The speeds of trains on the tracks and stations are set by the head of the road (N) and are provided in traffic schedule trains.

1/22 - speed no more than 120 km / h.

1/18 - speed no more than 80 km / h

1/11 - speed no more than 40 km / h

1/11 - speed no more than 50 km / h, according to transfers with a cross from P65 rails

1/11 - speed no more than 70 km / h, according to symmetrical turnouts

· 1/9 - speed no more than 25 km / h for passenger trains.

The most widely used are translations of stamps 1/9, 1/11.

Frame rails are made from ordinary rails, as a rule, with a standard length of 12.5 m - with grades 1/9, 1/11, with grades 1/18 - 25 m.

Wits are made of pointed rails OP50, OP65, OP75 lowered by 40 mm in height. The lowered height of the wits is adopted in order not to weaken the foot of the frame rail against which the wits are pressed.

Railroad switches on Zh.D. ways COMMON USE must have crosses of the following brands:

For the passage of passenger trains:

Ø on the main and receiving-departure railways. the paths along which passenger trains move, - not steeper 1/11,

Ø cross translations and single, which are a continuation of cross - not steeper than 1/9;

Ø turnouts on which passenger trains pass only on the straight path translation, may have crosses stamps 1/9.

Until the reconstruction, in exceptional cases , the movement of passenger trains on the side track along the 1/9 mark switches is allowed.

For the passage of freight trains :

Ø at receiving and dispatching railways. ways - not steeper than 1/9,

Ø of symmetrical crosses - not steeper than 1/6;

ü on other railway tracks - not steeper than 1/8,

ü symmetrical crosses - not steeper than 1 / 4.5.

(PTE appendix 9 (ISD), ch. II, paragraphs 21-22)

On high-speed and high-speed lines turnouts must be operated with flexible points and a cross with a movable core with a bent along the entire length of the translation.

On high-speed lines, it is allowed to operate turnouts with flexible points and a crosspiece with a movable core without the slope of the rail lines.

Turnouts, through which passenger trains pass at a speed from 140 to 250 km / h inclusively equipped external closures for wits and movable cores, stationary devices for cleaning snow and ice.

On the railway. ways NON-PUBLIC USE it is allowed to use turnouts with crosses of the following brands:

ü on the main and receiving and departure points - not steeper than 1/9,

ü symmetrical crosses - not steeper than 1/6;

Ø on others - not steeper than 1/7,

Ø of symmetrical crosses - not steeper than 1 / 4.5;

On foothill tracks - not steeper than 1/9,

· Symmetrical - no steeper than 1/6.

In front of the points of all anti-wool turnouts on the main public railway tracks must be laid bumpers .

Non-centralized arrows on railway tracks common use , equipped with switch control locks if they :

1. They are located on the railway tracks along which trains are received and dispatched, as well as security ones;

2. Lead on the railway tracks allocated for parking of wagons with dangerous goods of class 1 (VM);

3. Lead on the railway tracks intended for the parking of recovery and fire trains;

4. Leads to safety and trapping dead ends;

5. Lead on the railway tracks allocated for the storage of flaw detector cars, track measuring cars, railway construction machines.

On railway tracks NON-PUBLIC USE non-centralized switches are equipped with control switch locks:

Ø Leading to the main and receiving-departure railway lines of general use;

Ø Leading to safety and trapping dead ends;

Ø Adjunctions to the main railway tracks on the tracks.

Topic 6: Malfunctions of turnouts. (PTE Appendix No. 1 p.15)

1. Disconnection of the switch points when the switch rod breaks, the bolts fall out or break.

2. The lag of the wit from the frame rail by 4 mm or more, measured against the first thrust.

3.
Chipping of the wit, which creates the danger of the ridge runaway and in any cases:

Ø 200mm on main tracks;

Ø 300mm on receiving and departure tracks;

Ø 400mm at other station.