CN2237657Y - Rail joint - Google Patents

Abstract

The utility model relates to a novel railway rail joint. The joint point of rails (B), (C) forms a diagonal seam (J). One clamping plate is fixed with one rail in a welding mode and fixed with the other rail through a screw bolt; the other clamping plate is also fixed with one rail in a welding mode and fixed with the other rail through a screw bolt. Thus, the intensity of the diagonal seam is enhanced, and necessary bulge clearance is left. The problem of intensity of continuous rail joints is solved.

Description

A kind of novel railway rail joint

Existing railway is formed by connecting by one section one section rail, and the interface seam (dilatation joint) of 10～20mm must be arranged in the junction.This interface seam is perpendicular with the vertical axis of symmetry of rail, train wheel from first section rail to second section rail transient process, when just passing through interface, wheel just bumps against with the end of second section rail, produce vibrations and noise, and vibrations and noise are harmful to, and this is that those skilled in the art is in common knowledge.People have also adopted various measures to reduce vibrations and noise, as adopt long rail to reduce joint, improve the damping design in compartment etc., but all can not tackle the problem at its root.

The above-mentioned situation of total sight, find that train is not to move on a continuous track, but on a track that some discontinuous points are arranged, move, vibrations and noise cause through discontinuities generation kick at wheel, if can manage to overcome the influence of these discontinuous points, it is continuous that track is become, and problem just can be resolved.Provided solution in the patent application of my " a kind of novel railway rail joint " (CN86205779U, applying date 86.8.19).It is to make interface seam and the vertical axis of symmetry of rail α in an acute angle, has not just rolled on the top of second section rail when the interface wheel also leaves first section rail terminal, thereby has made track continuous, has realized smooth transition.

In the patent application of 86205779U, applying date 86.8.19, after rail joint changes angle stake into, a problem has appearred, lost the good mechanical characteristic of former i beam at two wedge shape positions, and become semi girder, although have the clamping plate on both sides supporting respectively, also exist very big defective.

The purpose of this utility model is the problem that solves above-mentioned existence, a kind of novel rail joint is provided, be that two clamping plates is welded together with two wedge shape terminations of joint area rail respectively, form the structure of similar i beam in this coupling part, the bulk strength at its this position is well strengthened, thereby satisfied instructions for use.

Technical solution of the present utility model is made up of rail (B), rail (C), clamping plate (D) and clamping plate (E), seam at the interface of rail (B) and rail (C) is R-joining (J), the clamping plate (D) that are characterised in that clamping two rails end portion of the present utility model, (B) is weldingly fixed on rail, clamping plate (D) are free ends with the contact jaw of rail (C), connect with bolt.Equally, clamping plate (E) are weldingly fixed on rail (C), and clamping plate (E) are free ends with the contact jaw of rail (B), connect with bolt.Being rigidly connected mutually of such clamping plate and rail strengthened its interface section bulk strength.

After adopting technical solution of the present utility model, make the bulk strength of the termination of two rails obtain good reinforcement, because this connecting portion forms similar structural I-beam, the cantilever problem that mitre produces can not appear, improved the reliability of rail joint.

Be the description of the drawings below:

Fig. 1 is the vertical view of the utility model embodiment.

Fig. 2,3,4 and Fig. 5 be respectively II-II, III-III, IV-IV and V-V sectional view among Fig. 1.

Fig. 6 is that A among Fig. 1 is to view.

Below in conjunction with accompanying drawing most preferred embodiment of the present utility model is described.

Fig. 1 of the present utility model has provided the vertical view of the utility model rail joint.Concrete structure is that the α angle is about 30 °, or tan α=0.618, with two clamping plates (D), (E) a end (fixed end), with rail (B), wedge shape position (C) is weldingly fixed on together respectively, its soldered be respectively (G), (I), (M), (N) and (F), (H), (L), (K).The welding position is from Fig. 2, Fig. 3, and Fig. 4, its structure as can be seen in the cross-sectional view of four steel rail endses of Fig. 5, the welding ends of having represented clamping plate and rail in addition from Fig. 6 is a fixed end.Three bolts hole on the clamping plate of fixed end are circular hole, and the other end of clamping plate is free end with another section rail with the bolt link promptly, are slotted hole at the bolt hole of free end clamping plate, and its distance of center circle is 20mm, to guarantee required expansion, constringency cleft.

In sum, the end of clamping plate and rail angle stake is welded into an integral body, realizes continuous rail joint technology, those skilled in the art can realize this design in different ways.

Present technique is not only applicable to railway engineering, and is suitable fully to city railroad electric car engineering yet.

Claims (1)

1. novel railway rail joint, be by rail (B), rail (C), clamping plate (D) and clamping plate (E) are formed, at rail (B), the seam of interface (C) is R-joining (J), and the clamping plate (D) of clamping two rails end portion that are characterised in that of the present utility model are weldingly fixed on rail (B), and clamping plate (D) are free ends with rail (C), use bolt, clamping plate (E) are fixing with welding with rail (C), and clamping plate (E) are free ends with rail (B), use bolt.

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