CN111608030A - Rail joint gap compensation structure and rail - Google Patents

Rail joint gap compensation structure and rail Download PDF

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Publication number
CN111608030A
CN111608030A CN202010619703.8A CN202010619703A CN111608030A CN 111608030 A CN111608030 A CN 111608030A CN 202010619703 A CN202010619703 A CN 202010619703A CN 111608030 A CN111608030 A CN 111608030A
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Prior art keywords
rail
base
top cover
rails
gap compensation
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CN202010619703.8A
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Inventor
刘振勇
张梦梅
何海豹
谭冬莲
董文澎
万衡
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Shanghai Institute of Technology
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Shanghai Institute of Technology
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B11/00—Rail joints
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B11/00—Rail joints
    • E01B11/02—Dismountable rail joints
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B11/00—Rail joints
    • E01B11/02—Dismountable rail joints
    • E01B11/20—Dismountable rail joints with gap-bridging

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  • Mechanical Engineering (AREA)
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Abstract

The invention discloses a rail joint gap compensation structure, namely a rail, which is arranged between the gaps of two rails, the rail is provided with a rail head, the two rails are connected through a rail clamping plate, the rail is used for bearing a train, and the rail joint gap compensation structure comprises a base, a top cover and a connecting part. The two ends of the base are respectively detachably connected with the two steel rails. The shape of the cross section of top cap is the same with the shape of the cross section of railhead, and top cap and railhead are located same height, and top cap sliding connection is in the base top, and the both ends of top cap contact with two railheads respectively, and the material of top cap is the material that has pyrocondensation cold expanding characteristic. The connecting part is respectively connected with the rail clamping plate and the top cover, and the connecting part is made of materials with expansion with heat and contraction with cold characteristics and used for enabling the top cover and the two rail heads to be flush with each other at the contact surface of the train. The invention eliminates the rail gap between the steel rails, thereby solving the problem of discontinuous rail structure caused by the existence of the rail gap in the prior art.

Description

Rail joint gap compensation structure and rail
Technical Field
The invention belongs to the field of rail devices for railway transportation, and particularly relates to a steel rail joint gap compensation structure and a steel rail.
Background
In the process of laying the steel rail on the railway line, in order to adapt to the expansion with heat and contraction with cold of the steel rail, a rail gap needs to be reserved at the joint of the steel rail, and the generation of overlarge temperature stress is avoided. Due to the existence of the rail gap, the joint is one of weak links of the track line, so that the following problems exist:
(1) the train wheels generate larger additional impact force to the steel rails;
(2) the track structure is discontinuous, produces noise pollution, influences passenger's comfort level.
Disclosure of Invention
The invention aims to provide a rail joint gap compensation structure and a rail, and aims to solve the problem that the rail structure is discontinuous due to the existence of the gap in the prior art.
The technical scheme of the invention is as follows:
a rail gap compensation structure of a steel rail joint,
install between the rail gap of two rails, the rail has the railhead, two the rail passes through the track splint and connects, the rail is used for bearing train, includes:
the two ends of the base are respectively detachably connected with the two steel rails;
the shape of the cross section of the top cover is the same as that of the cross section of the rail head, the top cover and the rail head are located at the same height, the top cover is movably connected above the base, two ends of the top cover are respectively contacted with the two rail heads, and the top cover is made of a material with a heat-shrinkable and cold-expandable characteristic;
the connecting part is respectively connected with the rail clamping plate and the top cover, and the connecting part is made of materials with expansion with heat and contraction with cold characteristics and used for enabling the top cover to be flush with the contact surface of the train on two rail heads and the contact surface of the train.
Preferably, in the rail joint gap compensation structure according to the present invention, the linear expansion coefficient of the material of the joint portion is larger than the linear expansion coefficient of the material of the rail.
Preferably, in the rail joint gap compensation structure of the present invention, two ends of the base are respectively provided with a fixture block, two of the rails located at two sides of the gap are respectively provided with a clamping groove, and the base is detachably connected to the rails at two ends through the fixture block and the clamping groove.
Preferably, in the rail joint gap compensation structure of the present invention, the base is made of a material having thermal expansion and cold contraction characteristics, and a linear expansion coefficient of the material of the base is greater than a linear expansion coefficient of the material of the rail.
Preferably, according to the rail joint gap compensation structure, the base has a transverse dimension smaller than that of the rail, and a longitudinal dimension smaller than the size of the gap.
A rail comprising a rail joint gap compensation arrangement as claimed in any one of the preceding claims.
Due to the adoption of the technical scheme, compared with the prior art, the invention has the following advantages and positive effects:
(1) the rail joint rail gap compensation structure provided by the invention has the advantages that the cross section of the top cover is the same as that of the rail head, the height of the position of the top cover is the same as that of the position of the rail head, the rail joint rail gap compensation structure is positioned between the rail gaps, the discontinuous part of the rail structure in the rail gaps is just repaired by the top cover, the steel rails can expand with heat and contract with cold, the top cover is just made of a material with thermal shrinkage and cold expansion, the steel rails and the top cover deform in a coordinated manner, the rail gaps between the steel rails can be eliminated, and the problem of discontinuous rail structure caused by the existence of the rail gaps in the prior art is solved.
(2) The rail joint gap compensation structure provided by the invention eliminates the gap in the rail structure, thereby eliminating the additional impact between the train and the rail at the steel rail joint in the rail structure, and improving the service life of the rail and the comfort of passengers.
Drawings
The following detailed description of embodiments of the invention is provided in conjunction with the appended drawings, in which:
FIG. 1 is a schematic view of a rail joint gap compensating structure of the present invention installed on a rail;
FIG. 2 is a schematic cross-sectional view of a rail joint gap compensation arrangement according to the present invention;
FIG. 3 is a schematic structural diagram of a base according to the present invention;
fig. 4 is a schematic structural view of the top cover and the coupling portion of the present invention.
Description of reference numerals:
1: a base; 2: a top cover; 3: a connecting part; 4: a steel rail; 5: a rail clamp plate.
Detailed Description
The rail joint gap compensation structure and the rail according to the present invention will be described in further detail with reference to the accompanying drawings and specific embodiments. Advantages and features of the present invention will become apparent from the following description and from the claims. It is to be noted that the drawings are in a very simplified form and are all used in a non-precise ratio for the purpose of facilitating and distinctly aiding in the description of the embodiments of the invention.
Meanwhile, the expressions "first", "second", etc. are used only for the purpose of distinguishing a plurality of configurations, and do not limit the order between the configurations or other features.
Also, the expression "comprising" an element is an expression of "open" which merely means that there is a corresponding component, and should not be interpreted as excluding additional components.
Example 1
Referring to fig. 1 to 4, the present embodiment provides a rail joint gap compensation structure installed between the gap of two rails 4, the rails 4 having heads, the two rails 4 being connected by a rail clip 5, the rails 4 being used for carrying trains, the rail joint gap compensation structure including a base 1, a top cover 2 and a coupling portion 3. Two ends of the base 1 are respectively detachably connected with the two steel rails 4. The shape of the cross section of top cap 2 is the same with the shape of the cross section of railhead, and top cap 2 and railhead are located same height, 2 swing joint of top cap in base 1 top, the both ends of top cap 2 respectively with two railhead contacts, the material of top cap 2 is the material that has the pyrocondensation cold expanding characteristic. The connecting part 3 is respectively connected with the rail clamp plate 5 and the top cover 2, the connecting part 3 is made of materials with thermal expansion and cold contraction characteristics, and the connecting part is used for enabling the contact surface of the top cover 2 and the train to be flush with the contact surfaces of the two rail heads and the train.
The cross section of the top cover 2 is the same as that of the railhead, the height of the position of the top cover is the same as that of the position of the railhead, the rail joint and rail gap compensation structure is positioned between rail gaps, the discontinuous part of the rail structure in the rail gap is just supplemented by the top cover 2, the steel rail 4 can expand with heat and contract with cold, the top cover 2 is just made of a material with thermal shrinkage and cold expansion, the steel rail 4 and the top cover 2 are cooperatively deformed, and the rail gap between the steel rails 4 can be eliminated.
Train wheel produces great additional impact force to rail 4 and, track structure discontinuity, production noise pollution, influence passenger's comfort level all produce because the existence of rail gap, and the rail joint rail gap compensation structure that this embodiment provided has eliminated the rail gap to above-mentioned problem has been solved.
The structure of the present embodiment will now be explained.
The embodiment is arranged on a rail, which comprises two rails, which comprise a plurality of steel rails 4 and the embodiment is arranged in a rail gap. The present embodiment is a section of a rail having an inner side and an outer side, and the side of the components corresponding to the inner side of the rail in the present embodiment is referred to as the inner side of the components and the side corresponding to the outer side of the rail is referred to as the outer side of the components.
The base 1 can be made of a material with the characteristics of expansion with heat and contraction with cold, the linear expansion coefficient of the material of the base 1 is larger than that of the material of the steel rail 4, the steel rail 4 is generally made of steel with expansion with heat and contraction with cold, the base 1 can be made of iron and aluminum alloy in the embodiment, and the base 1 can be made of a material meeting the requirements in other embodiments without limitation.
The overall cross-sectional shape of the base 1 and cover 2 may be similar to the cross-sectional shape of the rail 4, so that the cross-section of the base 1 may be the same as the cross-sectional shape of the rail 4 without the rail head. Meanwhile, under the conditions that the temperature is 60 ℃ (the highest temperature of the steel rail 4 can be reached, the highest temperature of the steel rail 4 can reach the local temperature plus 20 ℃, and the local highest temperature is 40 ℃ in the embodiment, under the specific condition, the temperature can be adjusted according to the local actual condition), the transverse size of the base 1 is smaller than that of the steel rail 4 at the same height, the longitudinal size of the base 1 is smaller than that of a rail gap, and in combination with the fact that the linear expansion coefficient of the material of the base 1 is larger than that of the material of the steel rail 4, the transverse deformation of the base 1 cannot exceed that of the steel rail 4 and the longitudinal deformation of the base 1 cannot extrude and expand the steel.
The two ends of the base 1 are respectively provided with a clamping block, the two steel rails 4 positioned at the two sides of the rail gap are respectively provided with a clamping groove, and the two clamping blocks and the two clamping grooves are in one-to-one correspondence. During installation, the clamping blocks at the two ends of the base 1 are respectively inserted into the clamping grooves of the steel rails 4 at the two sides, so that the base 1 and the steel rails 4 can be ensured to act in the same manner. Of course, in other embodiments, other connection manners may be adopted to connect the base 1 and the rails 4 on both sides thereof, for example, the locking block is disposed on the rail 4, the locking groove is disposed on the base 1, and the connection manner of the base 1 and the rails 4 on both sides thereof is not limited.
The cap 2 may be made of a shape memory alloy having heat-shrinking and cold-expanding characteristics, such as a nickel-titanium shape memory alloy. When the air temperature changes, the longitudinal length of the steel rail 4 is extended (shortened) along with the increase (reduction) of the temperature, so that the rail gap between the two steel rails 4 becomes smaller (larger); the longitudinal length of the top cover 2 made of the shape memory alloy is shortened (extended) along with the rise (reduction) of the temperature, so that the top cover 2 and the steel rails 4 are cooperatively deformed, and the rail gaps between the steel rails 4 can be eliminated.
The connection part 3 is connected with the inner side of the top cover 2 by welding, and other connection methods are also possible, which are not limited here. The lower end of the top cover 2 is a plane, the upper end of the base 1 is also a plane, and the top cover 2 is placed on the base 1, so that the top cover 2 can slide on the base 1.
In order to ensure that the wheels pass through the plurality of steel rails 4 in sequence when the train runs on the rail, and in order to ensure that the wheels run smoothly on the steel rails 4, the inner sides of the plurality of steel rails 4 are required to be kept flat and smooth, namely the contact surfaces of the inner sides of the plurality of steel rails 4 and the wheels are flush. The coupling portion 3 is connected to the rail 4 by the rail clip 5, and since the rail clip 5 is provided outside the rail, the coupling portion 3 is also located outside the rail. The connecting part 3 is used for compensating the transverse deformation difference between the top cover 2 and the inner side of the steel rail 4 and eliminating the transverse irregularity of the rail at the rail gap. Because the thermal shrinkage and cold expansion of the top cover 4 and the thermal expansion and cold contraction of the steel rail 2 are along with the change of temperature, the deformation difference is inevitably generated in the transverse direction perpendicular to the length of the rail, and the transverse irregularity at the rail joint is caused. If the transverse length of the steel rail 4 is increased due to thermal expansion and cold contraction in the transverse direction when the temperature rises, the transverse length of the top cover 2 is shortened due to thermal expansion and cold contraction, the top cover 2 is connected with the steel rail 4 through the connecting part 3 (and the rail clamping plate 5), the connecting part 3 is positioned on the outer side of the steel rail, the transverse increase of the connecting part 3 is larger than that of the steel rail 4 at the relative rising temperature so that the linear expansion coefficient of the material of the connecting part 3 is larger than that of the material of the steel rail 4 at the relative rising temperature, and the transverse increase of the connecting part 3 is required to be smooth and even. In this embodiment, to avoid the junction 3 from being too bulky, the junction 3 may be made of a cadmium-nickel alloy having a linear expansion coefficient greater than that of the base 1, so that the junction 3 may expand or contract more than the base within the same temperature difference. Of course, in other embodiments, the connecting portion 3 can be made of a material that meets the requirements, and is not limited herein. The linear expansion coefficient of the material of the joint part 3 can be controlled by adjusting the proportion of the cadmium-nickel metal in the joint part 3, so that the top cover 2 and the rail head are ensured to be flush at the contact surface of the rail head and the train. In the concrete operation, the linear expansion coefficient of the connecting part 3 can be controlled by adjusting the proportion of the metal cadmium and the metal nickel through the proportioning test of a laboratory, the industrial production can be realized after the successful preparation test, and the linear expansion coefficient requirement is only required to be provided for a material supplier when the material is purchased.
The rail joint rail gap compensation structure that this embodiment provided, overall dimension matches with 4 cross sections of rail, can slide between base 1 and the top cap 2, guarantees top cap 2 and railhead and locates the parallel and level with the contact surface of train. The material of the connecting part 3 has a linear expansion coefficient larger than that of the steel rail 4, is arranged outside the steel rail 4 and is connected with the rail clamp plate 5. The top cover 2 of the embodiment is transversely consistent with the shape of the rail head of the steel rail 4; the vertical steel rail gap compensation structure and the base 1 work together to ensure that the steel rail gap compensation structure is always equal to the height of the steel rail 4; the width of the longitudinal direction is equal to the width of the rail gap, so that the rail gap is completely eliminated.
The installation mode of this embodiment is: connecting the connecting part 3 and the top cover 2 in advance; during on-site construction, the clamping blocks on the base 1 are inserted into the clamping grooves of the steel rails 4 on two sides, the connecting part 3 and the top cover 2 are placed on the base 1, and finally the connecting part 3 is connected with the rail clamping plate 5.
This embodiment both has been applicable to newly-built track structure, also is applicable to existing track structure.
One specific example is provided below:
in the Shanghai region, 60Kg/m steel rail is laid, and the local maximum rail temperature is Tmax＝60.3℃，TminThe locking rail temperature is 28.5 ℃ at-12.2 ℃. Rail 4 joint resistance PH 600KN, ballast unit longitudinal resistance p 91N/cm. rail 4 cross-sectional area F77.45 cm2The first-level bolt with the diameter of 24mm is adopted, the track clamp plate 5 adopts a 6-hole clamp plate, and a 1840 reinforced concrete pillow is adopted.
By formula of expansion zone
Figure BDA0002564757290000061
Obtaining:
Figure BDA0002564757290000062
from this, the length of the expansion zone of the rail 4 is 2ls＝1187×2＝2374mm。
Taking the length of the rail gap compensation structure of the joint of the steel rail 4 as 800mm, wherein the temperature for the beginning of deformation is 10 ℃, and the termination temperature is 30 ℃. The longitudinal, vertical and transverse deformation values of the steel rail 4 are as follows:
llongitudinal steel beam＝11.8×10-6Δt×lLongitudinal direction＝11.8×10-6×20×(2374-800)＝0.3715mm；
lSteel vertical＝11.8×10-6Δt×lVertical＝11.8×10-6×20×176＝0.0415mm；
lSteel beam＝11.8×10-6Δt×lHorizontal bar＝11.8×10-6×20×73＝0.0172mm。
The strain calculation for the Ni-Ti shape memory alloy is:
Figure BDA0002564757290000063
zeta-martensite content, taking martensite content zeta as 0.6, (0< zeta < 1);
res-the residual deformation is carried out by a press,
Figure BDA0002564757290000064
e-elastic modulus, taking E as 52.8 GPa;
omega-phase transition tensor, taking omega-3.09 GPa;
theta is the thermoelastic coefficient, and theta is 0.0012;
t-temperature, taking TStarting point＝10℃，TFinal (a Chinese character of 'gan')＝30℃；
AsAustenite start temperature, take As＝-12.2℃；
AfAustenite transformation end temperature, Af＝60.3℃；
αA-the material constant of the material to be processed,
Figure BDA0002564757290000065
L-the recovery of the strain limit is carried out,
Figure BDA0002564757290000071
when the temperature T isStarting pointThe strain of the Ni-Ti shape memory alloy at 10 ℃ is:
Figure BDA0002564757290000072
Figure BDA0002564757290000073
the strain difference of the Ni-Ti shape memory alloy is as follows:
＝final (a Chinese character of 'gan')-Starting point＝0.0341201-0.0345845＝-4.644×10-4；
(1) In the longitudinal direction, the transverse deformation values of the Ni-Ti shape memory alloy are:
llongitudinal direction＝×lSeam＝-4.644×10-5×800＝0.3175mm；
Thus, lLongitudinal steel beam＝0.3175mm＝lLongitudinal directionThe rail joint gap compensation structure and the rail 4 deform in a longitudinal direction in coordination with each other, which is 0.3175 mm.
(2) In the vertical direction, assuming that the height of the base 1 is 160mm, the material is made of iron-aluminum alloy, and the linear expansion coefficient is assumed to be 15.29 × 10-6V. C. The top cover 2 is 16mm in height and made of shape memory alloy.
The base 1 deformation values were:
lbase of＝αBase of·Δt·lBase of＝15.29×10-6×20×160＝0.04893mm；
The vertical deformation values of the Ni-Ti shape memory alloy are as follows:
lshaped vertical＝·lShaped vertical＝-4.644×10-4×16＝-7.43×10-3mm；
The vertical deformation value of the steel rail joint gap compensation structure is as follows:
lvertical＝lShaped vertical+lBase of＝-7.43×10-3+0.04893＝0.0415mm
Thus, lSteel vertical＝0.0415mm＝lVerticalThe rail joint gap compensation structure is vertically deformed in coordination with the rail 4, which is 0.0415 mm.
(3) In the transverse direction, assuming that the material of junction 3 is a cadmium-nickel alloy, its linear expansion coefficient is 40.9 × 10-6/℃。
When the lateral length of the coupling portion 3 was 49.41mm, the deformation value of the coupling portion 3 was:
lcouplet＝αCouplet·Δt·lCouplet＝40.9×10-6×20×49.41＝0.04042mm；
Taking the transverse dimension of the Ni-Ti shape memory alloy as 2/3 of the transverse length of the rail head, namely 50mm, the transverse deformation value of the Ni-Ti shape memory alloy is as follows:
lshaped cross bar＝·lShaped cross bar＝-4.644×10-4×50＝-0.02322mm；
The transverse deformation value of the steel rail joint gap compensation structure is as follows:
lhorizontal bar＝lShaped cross bar+lCouplet＝-0.02322+0.04042＝0.0172mm；
Thus, lSteel beam＝0.0172mm＝lHorizontal barThe rail joint gap compensation structure and the steel rail 4 deform in a vertical direction in coordination with each other, wherein the diameter of the steel rail joint gap compensation structure is 0.0172 mm.
Example 2
This embodiment provides a railway rail on which the rail joint gap compensation structure of embodiment 1 is mounted.
The embodiments of the present invention have been described in detail with reference to the accompanying drawings, but the present invention is not limited to the above embodiments. Even if various changes are made to the present invention, it is still within the scope of the present invention if they fall within the scope of the claims of the present invention and their equivalents.

Claims (6)

1. A rail joint gap compensation structure, installed between the gap of two rails, the rail has railheads, two the rail passes through the rail splint to be connected, the rail is used for bearing the train, includes:
the two ends of the base are respectively detachably connected with the two steel rails;
the shape of the cross section of the top cover is the same as that of the cross section of the rail head, the top cover and the rail head are located at the same height, the top cover is movably connected above the base, two ends of the top cover are respectively contacted with the two rail heads, and the top cover is made of a material with a heat-shrinkable and cold-expandable characteristic;
the connecting part is respectively connected with the rail clamping plate and the top cover, and the connecting part is made of materials with expansion with heat and contraction with cold characteristics and used for enabling the top cover to be flush with the contact surface of the train on two rail heads and the contact surface of the train.
2. A rail joint gap compensation arrangement according to claim 1, wherein the material of the joint has a coefficient of linear expansion greater than the coefficient of linear expansion of the material of the rail.
3. A rail joint gap compensation structure according to claim 1, wherein said base has clamping blocks at both ends thereof, and two of said rails at both sides of said gap have clamping grooves thereon, respectively, said base being detachably connected to said rails at both ends thereof via said clamping blocks and said clamping grooves.
4. A rail joint gap compensation arrangement according to claim 1, wherein the base is formed of a material having thermal expansion and contraction characteristics, and the linear expansion coefficient of the material of the base is greater than the linear expansion coefficient of the material of the rail.
5. A rail joint gap compensation arrangement according to claim 1, wherein the base has a transverse dimension less than the dimensions of the rail and a longitudinal dimension less than the size of the gap.
6. A rail comprising a rail joint gap compensation arrangement according to any one of claims 1 to 5.
CN202010619703.8A 2020-07-01 2020-07-01 Rail joint gap compensation structure and rail Pending CN111608030A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112161822A (en) * 2020-09-25 2021-01-01 中车长春轨道客车股份有限公司 Dynamic test system and dynamic test method for subway vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112161822A (en) * 2020-09-25 2021-01-01 中车长春轨道客车股份有限公司 Dynamic test system and dynamic test method for subway vehicle
CN112161822B (en) * 2020-09-25 2022-11-29 中车长春轨道客车股份有限公司 Dynamic test system and dynamic test method for subway vehicle

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