RU2264494C2 - Railway track - Google Patents

Abstract

FIELD: railway transport.

SUBSTANCE: proposed railway track contains track forming and interconnected head, foot secured on and resting on ties, and neck in between. Neck is of broken or curved form or combination of such forms within the width of head for uniform bending at thermal deformation of rails. Foot is made to prevent linear shift of rail. It has toothed profile and variable width or variable rigidity in horizontal plane to permit bending of rail at thermal deformation. Neck has variable height to preserve rigidity and strength of rails at vertical load from running train at reduction of width of foot. Rails are connected to each other without expansion clearance, for instance, by welding.

EFFECT: improved track.

7 dwg

Description

Vertical and horizontal forces from the wheels of the rolling stock act on the rails of the railway gauge with the need to resist these loads, of which the vertical is the largest, causing bending of the rail with their distribution to the underlying elements of the track structure, and the basis of the rail shape is an I-section made of a head, soles and necks between them.

Gauge rails are also exposed to thermal deformation forces, which are eliminated by the mobility of the supports with leaving a thermal gap at the junction of the rail, during the passage of which the rolling stock creates additional dynamic loads acting destructively on the track and rolling stock.

The connection of the rail with the sleepers, or with them through the linings, must be strong and reliable to maintain the track parameters, and at the same time provide mobility relative to them with a thermal change in length, therefore the sole support surface is even, and the connection is based on the friction force with the possibility of overcoming them under thermal stress rail, which does not completely eliminate internal stress with premature loosening of the fastening.

The bending of the rail from the main vertical load moves along the track along the wheels of the rolling stock, and when it passes through the flat support, it progressively weakens the fastening and displacement of the rail relative to the sleepers with the removal of thermal stress, as well as with the violation of the gauge parameters by loosening the fasteners requiring constant periodic maintenance.

The need to displace the rails during thermal deformation, their linear shape without load contribute to the theft of the rails from the action of the horizontal forces of the rolling stock, which is counteracted by devices based on the friction force with the creation of additional internal thermal stress when the task is unsatisfactory, leading to the weakening and displacement of the clamps when frequent maintenance of the track during operation.

The connection of the rails with the butt plates does not completely eliminate thermal stresses and the strength of the joint, because, on the one hand, it is necessary to connect the ends of the rails as rigidly and firmly as possible, and on the other hand, leave the possibility of mutual displacement at their periodic temperature change in length.

There is a known jointless path in which the track rails are interconnected by welding without a thermal gap, in which, together with the positive effect of eliminating wheel impacts at the joints, improving the operating conditions of the track and rolling stock, significant temperature stresses arise that can cause track disruption with subsequent rolling stock descent from the rail with a change in the gauge parameters; therefore, the jointless path has compensating sections with a thermal gap at the rail joints and the need for periodic com service in the form of loose, followed by a longitudinal displacement of the rail and tightening the mounting rail seats on sleepers, depending on the temperature or the time of year.

1. Kalinin V.K. General course of railways. Higher School, 1970, p. 62.

2. Potapov M. G. Career transport. Nedra, 1985, p. 16.

3. Biryukov VD Construction of railways. "Transport", 1967, p. 144.

4. Feodosiev V. I. Resistance of materials. Science, 1967, p. 181, 542.

5. Yavorsky B. M. Handbook of physics. 1989, p. 74, 171.

The purpose of the invention is by changing the shape of the rail with constant weight to improve the quality, efficiency and safety of rail transport by transferring the heat gap from the longitudinal direction at the junction of the rail to the transverse with a breakdown into smaller parts.

The essence is that the thermal change in the length of the rail gauge is transferred in the transverse direction from the direction of the gauge or from the direction of movement of the rolling stock by alternating bending in the inter-sleeper zone by turning the rail parts in the zone of support of the sole from the action of temperature forces during their non-linear interaction, which is set by preliminary bending of the neck within the width of the head with a simultaneous transition in the inter-support zone of the sole from a horizontal position to a vertical position of the neck with the formation of a single-section I increased the height at which the lower edge of the sole acquires toothed wavy profile.

Structurally, the change from the known rails of a single I-section consists in the displacement from the axis of the track or the head of the neck and sole with the formation of a variable asymmetric section, for example, T-shaped, L-shaped.

There is no need for longitudinal displacement of the rails during their thermal deformation with the acquired need to turn or bend parts of the rails around each sleepers with the possibility of making the outer surface of the sole different from flat in the form of a serrated profile, the depressions of which are the supporting surface, and the protrusions are bending zones.

The sole of the rail with a uniform I-section also performs the function of lateral stiffness of the track, while in the proposed embodiment, the track loses lateral stiffness between the sleepers in the bend zone of the protrusion of the gear surface, where the sole from the horizontal position comes to naught with a decrease in lateral stiffness depending on the distance from the support zone with a simultaneous increase in the height of the neck transition to a vertical position, which increases the stiffness of the rail from the main vertical load with less bending and contributes to more shey durability railway traffic with increased quality.

The gauge parameters are provided by preliminary bending of the neck, in which it loses its former linearity and gets a broken or bent top view, by gearing the rail sole with a supporting centering surface with the replacement of friction forces by a shear of the rail material and fastening elements with a lower reference specific pressure obtained from due to the increased stiffness of the neck of the rail of an increased height in the inter-sleeper zone, in which the vertical load is distributed to a larger number of sleepers with less bending, additional activities to strengthen ties in the subgrade.

6. SU 71738 A, E 01 B 2/00, 10/31/1962. 7. SU 31028 A, E 01 B 2/00, 07/31/1933.

The resulting flat neck shape in the zone of maximum transition of the sole to the neck between the sleepers is torsion resistant from the existing rolling stock forces, as it is bursted on four opposite sides by horizontal transitional parts of the sole, while maintaining the same area and height of the support on the sleepers or on intermediate gaskets and the height of the load from the wheels of the rolling stock with the same position of the head, as well as maintaining the total cross-sectional area in comparison with the I-beam.

The thermal gap is maintained, but it is divided into smaller parts according to the number of sleepers and the corresponding length of the sections of the rail with the center of rotation or bending in the transverse plane in the area of the supporting surface of the sole and is transferred from the zone of the main vertical load from the wheels of the rolling stock to the joint of the rail into the zone of action lateral horizontal forces, which, together with the tapered contact surfaces of the wheels and the rails, when centering the wheel pair in the rail track, have little effect on the track and rolling stock, because the change in gauge is carried out within the tolerance due to thermal deformation and, if necessary, is regulated by the frequency of the sleepers with a change in the length of the sections of the rail.

The proposed rails are interconnected without a gap, for example, by welding metal, in which the gauge represents a single all-metal thread, eliminating dynamic overloads by the absence of a rail junction and thermal stress that is discharged in the transverse direction. Leaving a gap at the junction of the rail with another connection, for example by means of overlays, leaves it unchanged at any temperature difference due to the impossibility of a linear shift of the rail with a gear support surface of the sole, so docking is done without taking into account the thermal change in the length of the rail closely with the possibility of a stronger connection because no linear mobility required.

A lateral displacement of the neck relative to the head will not impair the track’s performance due to the wide contact band of the wheels and the head, in which the vertical load is in any case transferred to the vertical part of the rail - the neck, and if necessary, it is possible to change the head size, and in curved sections with an increased transverse Strength reinforce the stability of the rail with a larger head support area on the twisting neck with great resistance to lateral bending.

Due to the serrated nonlinear profile of the bottom edge of the sole and preliminary bending of the neck, the linear shear of the rail during thermal deformation is replaced by bending, leaving the inner layers of the neck with better resistance to the main vertical force, while temperature stresses are generated in the track rails of the same I-section throughout the volume held by the friction forces at the joints by the linings and fasteners of the rail to the sleepers, leading to a weakening of the fasteners and the shift of the rail, or to the work of the rail with under internal thermal stress followed by a path disorder, for example in the form of a sudden curvature.

In order to reduce bending resistance in the interspersed zone, the rail head can have a straight or oblique cut up to the neck, which does not affect the track’s performance due to the transverse linear contact of the wheels and the rail, in which the contact occurs on an all-metal surface, in contrast to the thermal gap on at the junction of the track rail, cutting them completely with interruption of integrity.

To achieve the desired positive effect, it is necessary to fulfill all the stated conditions:

- preliminary bending of the neck,

- variable neck height,

- the resulting bend of the sole,

- variable sole width,

and the exclusion of one of these conditions leads to a negative result:

- there is no preliminary bending of the neck, in which, under thermal stress due to the toothed supporting surface of the sole, the rails rise above the supporting surface with loosening of the fasteners and a sudden bending of the neck as in an unstable position in one place with a violation of the gauge parameters due to a decrease in the transverse stiffness of the rail in interspersed space,

- the neck of the rail of the same height, then due to the descent of the sole to nothing, the strength and stiffness of the rail from the main vertical load decreases,

- in the absence of a bend of the sole, there is no gearing with sleepers with turning centers or further bending of sections of the rail, in which, due to a possible linear shift under thermal stress, there will be a random bend in one place with an excess of the deviation of the track width,

- maintaining the width of the sole retains the stiffness of the track and prevents the rail from turning or bending in the transverse plane with the possibility of raising the rails above the sleepers with the weakening of the fastenings due to the gear support surface while maintaining thermal tension. An incision of the edges of the sole in the bending zone will result in only one rotation of the rail parts in the support area with loosening of the fasteners.

A further essence of the invention is illustrated by graphic images, where in Fig. 1, Fig. 2 is a general view of a rail in a railway rut, in Figs. 3, 4, 5, 6 are variants of a neck shape, in Fig. 7 a mechanism of action of transverse thermal deformation is shown. .

1, 2. Rails, consisting of a head 1, a neck 2 and a sole 3 are fixed through the lining 4 on the sleepers 5 with the formation of a gauge.

The initial bend of the broken shape of the neck 2 is set within the width of the head 1, the nonlinearity of which is determined with respect to the central axis 6. The transition of the sole 3 from horizontal to vertical, where it increases the height of neck 2, preserves the total cross-sectional area for any shape relative to axis 6. The lining 4 and the sleeper 5 have a corresponding shape for stable contact with the lower edge of the sole 3, taking into account the gear profile of the transition period in the neck 2, i.e. have a curved surface, or only gasket 4 has this surface.

The vertical load from the wheels of the rolling stock is distributed to a larger number of sleepers 5 with less rail bending due to the increased stiffness of the neck 2 of increased height between the sleepers 5 while maintaining the parameters of the applied forces to the head 1 and the supporting surface of the sole 2, which does not impair the stability of the rail.

Toothed profile of the lower edge of the sole 3 and neck 2 provides reliable engagement with the sleepers 5, eliminating any linear shift both along the track direction and across, leaving the possibility of rotation around the support zone or without this possibility.

The predetermined nonlinearity of the neck 2 and the sole 3 as fixed to the neck 2 forms rotational moments with linear forces of thermal expansion centered in the area of the rail support onto the sleepers in the transverse direction from the direction of the axial line 6.

Figure 3, 4 shows a rail track, the curved neck of which has a bend of a broken shape in the supporting zone of the I-section for curved sections of the road for greater stability and resistance to lateral horizontal force, the increase of which occurs due to centrifugal force.

The predetermined nonlinearity of the neck 2 in the form of a curve forms rotational moments with linear forces of thermal expansion, bending rails in the inter-support or interspecial zone with the transfer of the thermal gap from longitudinal to transverse.

5, 6. With increased vertical load of the rail from the wheels of the rolling stock, large horizontal forces are also created that can lead to a break in the neck 2 in the broken part, so the neck looks like a smooth curve along the width of the head.

Rail production is carried out by rolling between the mill rolls. The manufacture of the proposed rails occurs with the synchronization of the rotation of the rollers with the giving of the outer surface of the corresponding relief or the displacement of the center of rotation of the rollers having a circumference equal to the length of the rail between the sleepers.

7. Changing the transverse gauge B using the example of a broken neck 2 rails with an initial bend A, at a standard sleepers frequency (1000 pieces per 1 km of track) and a temperature difference of one hundred degrees (from -50 to +50) will be 3 mm, whereas for comparison, the change the gauge, consisting of a monotonous I-section rail, within the tolerance is 10 mm, and the thermal gap at the junction should be at least 30 mm.

Claims (1)

A rail track of a railroad comprising a track and connecting a head, a sole fixed on sleepers and resting on them, a neck between them, characterized in that the neck has a broken or curved shape or a combination thereof within the width of the head to allow uniform bending during thermal deformation of the rails, and the sole is made to prevent a linear shift of the rails in the form of a gear profile, the sole having a variable width or variable stiffness in the horizontal plane for the possibility of bending of the rails during thermal deformation, and the neck is of variable height to maintain the stiffness and strength of the rails from the vertical load of the rolling stock while reducing the width of the sole, while the rails are interconnected without a thermal gap, for example, by welding.

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