RU2310030C2 - High-speed rail (versions) - Google Patents

Abstract

FIELD: railway transport.

SUBSTANCE: invention relates to rails for high speed sections of railway with high-speed combined traffic, high speed main lines and underground tracks. Proposed high-speed rail has head, neck, foot and it is limited over length by end face surfaces. Top of head in end faces is beveled in plan to left (to right according to second design version) with base equal to 1:5 to depth "a" defined by mathematical formula, and further on to left (to right according to second design version) from base equal to 1:2.5 to bottom of foot, end face surfaces are made in form of screw surfaces of minimum or direct helicoids of left-hand (right-hand according to second design version) rotation around axis of symmetry "f" of rail lying on bevel of rail head top through angle β found from equation β=arctg2.5+arctg1.25. Invention provides homogeneity of rolling surfaces of rail vehicle tires at speeds up to 450 km/h, reduction of expansion clearances of rail joints approximately in 5.1 times, reduction of power and material consumption at laying high-speed main lines without expensive mounting of continuous welded rails.

EFFECT: reduced cost of rail laying.

3 cl, 5 dwg

Description

The invention relates to railway transport and for rails intended for laying on sections of railways with combined high-speed movement, on highways and for the subway.

Known rail lash, consisting of separate sequentially arranged links formed of two parts, displaced one relative to the other in the longitudinal direction with the formation of overlapping joints with parts of adjacent links and consisting of a head, neck and sole each (see Pat. RF No. 2049185, 27.11 .1995 Bull. No. 33), the purpose of which was to provide a constructive solution to the endless rail thread of the railway track, containing the advantages of an endless jointless rail.

The disadvantage of the mentioned rail lash is that the overlapping joints of parts of adjacent links made without overlays give freedom of vertical movement to parts of the links when renting railway bandages, and the head of the receiving part of the link will cause a greater impact of bandages than even a rail of a normal railway type.

A known rail aimed at improving the smoothness of the rental of railway bandages (see A.S. USSR No. 66518, Cl. 19a, 7), adopted for the prototype, which includes a head, neck and sole, the ends of which are cut at right angles to it the longitudinal axis, the edges of the head on the end sides are rounded with a small radius of up to 3 mm.

The disadvantage of the mentioned rail is that rounding with a small radius of the head edge from the end sides does not remove high stresses from dynamic impacts during rolling of railway bandages and, therefore, will not prevent wear of the end of the receiving rail in the areas of (temperature) joints.

When rolling bandages are rolled, the rail experiences deflection due to the flexibility of its supports (sleepers), so that the working surface of the rail takes the shape of a curve, the so-called draft curve, under the bandage. With constant sheet flexibility and flexural strength of the rail along its entire length, the draft accompanying the bandage always maintains the same shape, so that the lowest point of the bandage follows a straight path. If the adjacent ends of the rails are connected to each other by screwed on plates, then at the junction, a weakening of the strength of the rails is obtained. The consequence of this is that shortly before the junction of the rails, the draft curve changes its shape, the edge of the head of the end face of the receiving rail due to inertia is higher than the edge of the head of the end face of the giving rail, as a result of which the bandage rushes as if it were a counter obstacle, causing a very strong blow on it. In this case, part of the kinetic energy of the band passes into the strain energy of the band and the edges of the head of the end face of the receiving rail. Thus, end curvatures of the edge of the rail head do not provide uniformity of the rolling surface of the railway bandages and do not allow to bring the design solution closer to the integrity of the rail thread of the railroad track, containing the advantages of an endless welded rail, which is especially important for high-speed railways and the subway.

The present invention solves the following issues: ensuring uniformity of the riding surface of railway bandages, at speeds of up to 450 km / h; a decrease in the clearance of rail (temperature) joints by approximately 5.1 times, relative to the prototype; reduction of energy and material costs when laying highways, which do not require expensive technology for the installation of jointless railroad tracks.

The problem is solved in that in the Northern Hemisphere for latitudes of 10-80 °, railways form rails with a length of L = 25 m (Figs. 1, 2), designed for speeds of up to 450 km / h of rolling stock, the top of which heads are beveled at the ends left plan with a foundation equal to 1: 5, to a depth a, determined by a mathematical dependence:

Where

a + b is the height of the rail head;

and further to the left, from a laying equal to 1: 2.5, to the bottom of the sole, the end surfaces are made in the form of helical surfaces - a minimum or a direct helicoid of left rotation around the axis of symmetry f of the rail lying on the bevel of the top of the head, at an angle β defined by the expression:

β = arctg2.5 + arctg1.25.

A rail, the ends of which have a left jib of the top of the head and a helical surface of left rotation, can be called a “left-handed” rail.

In the second version, the problem is solved in that in the Southern Hemisphere, for latitudes of 10-80 °, railways form rails with a length of L = 25 m, designed for speeds of up to 450 km / h of rolling stock, the top of the heads of which at the ends are beveled in plan to the right with the laying, equal to 1: 5, to a depth of a, determined by a mathematical relationship:

Where

a + b is the height of the rail head;

and further to the right, from a laying equal to 1: 2.5, to the bottom of the sole, the end surfaces are made in the form of helical surfaces - a minimum or a direct helicoid of right rotation around the axis of symmetry f of the rail lying on the bevel of the top of the head, at an angle β defined by the expression:

β = arctg2.5 + arctg1.25.

A rail, the ends of which have a right jib of the top of the head and a helical surface of the right rotation, can be called a “right-handed” rail.

The “right fork” rail is completely similar to the “left fork” rail described above, with the only difference being that the ends of the jib of the top of the head and the rotation of the helical surface have a right direction.

The different directions of the jib of the rail head used for high-speed railways passing in different hemispheres of the Earth are due to the direction of action of the Coriolis force.

For railways passing through terrain of other latitudes not indicated above, one can use either “left-handed” or “right-handed” rails, without limitation.

Indeed, the railway bed formed by rails slanted with a laying equal to 1: 5 in the joints, ensures a uniform ride surface at speeds up to 450 km / h, because the issuing rail, moving in a vertical plane when renting railway bandages, acts on the receiving rail, providing both rails the same magnitude of the deflection wave.

This circumstance contributes to the fact that in the zones of (temperature) joints there is no action of dynamic forces during the rolling of rolling stock tires and boundary stresses do not arise on the end faces of the bevel of the top of the head of the receiving rail.

Comparison of the claimed technical solution with the prototype, allows us to conclude that it differs significantly from the known introduction of new features mentioned above, and meets the criteria of novelty and inventive step, and the simplicity of the design indicates its industrial applicability in railway transport.

The invention is illustrated by drawings, where in Fig.1 shows a "levovilok" rail, top view; figure 2 is a side view of figure 1; figure 3 is an end view of figure 1; figure 4 is a section aa in figure 1; figure 5 is a top view of fragments of threads of highways. Note that in Figs. 1 and 2, the ends of the rail have central symmetry; therefore, their surfaces coincide when combined.

The high-speed rail (Figs. 1-5) includes: head 1, neck 2 and sole 3, while the top of the head at the ends is beveled in plan to the left with a laying equal to 1: 5, to a depth a, determined by the mathematical dependence:

and further to the left, from a laying equal to 1: 2.5, to the bottom of the sole, the ends are made with screw surfaces of the left rotation around the axis of symmetry f of the rail lying on the bevel of the top of the head, at an angle β defined by the expression:

β = arctg2.5 + arctg1.25.

The work of the proposed rail is as follows:

When rolling bandages are rolled, the rail experiences deflection due to the flexibility of its supports (sleepers), so that the working surface of the rail takes the shape of a curve, the so-called draft curve, under the bandage. With constant sheet flexibility and flexural strength of the rail along its entire length, the draft accompanying the bandage always maintains the same shape, so that the lowest point of the bandage follows a straight path. If the adjacent ends of the rails are connected to each other by screwed on plates, then at the junction, a weakening of the strength of the rails is obtained. At the proposed rail, shortly before the junction, the outgoing rail with the lower plane of the top of the head is pressed against the receiving rail, providing both rails with the same deflection wave, creating a uniform rolling surface for railway bandages, which creates the preconditions for high-speed operation.

Assembly and disassembly of rails is carried out as follows:

The rail is a rental, made by the classical technology, the requirements for strength characteristics are similar to GOST P50, P65, P65K, P75, the end surfaces of which are to be manufactured in the factory. When installing a railway track, the gaps of the (temperature) joints are set to a value less than 5 times, against the indicated SNiP-ohm 32-01-95 “1520 mm railway gauges”, standard pads are used.

The assembly of the rails must be carried out from one rail on both sides, inserting them sequentially, one after another. The proposed rails are joined with the rails of the normal railway type in the usual way, after preliminary cutting one end at a right angle to the longitudinal axis.

The constructive solution provides the manufacturability of the process of assembling the railroad tracks with modules similar to the classic assembly technology, which includes assembling the modules in the factory, transporting and stacking them with classic transport and track-laying equipment.

The dismantling of the railroad tracks collected by the proposed rails begins with cutting a section of the rail with a length of at least the length of the slope of the bottom of the sole at a right angle to the longitudinal axis. Only after this, further disassembly is carried out in the reverse assembly order.

Claims (2)

1. High-speed rail containing a head, neck, sole and limited in length to the end surfaces, characterized in that the top of the head at the ends is beveled in plan to the left with a laying equal to 1: 5, to a depth a, determined by the mathematical dependence

where (a + b) the height of the rail head, and further to the left from a laying equal to 1: 2.5, to the bottom of the sole, the end surfaces are made in the form of helical surfaces - a minimum or a direct helicoid of left rotation around the axis of symmetry f of the rail lying on the bevel of the top of the head, at an angle β defined by the expression: β = arctan 2.5 + arctan 1.25. 2. High-speed rail containing a head, neck, sole and limited in length by end surfaces, characterized in that the top of the head at the ends is beveled in plan to the right with a laying equal to 1: 5, to a depth a, determined by the mathematical dependence

where (a + b) the height of the rail head, and further to the right from a laying equal to 1: 2.5, to the bottom of the sole, the end surfaces are made in the form of helical surfaces - a minimum or a direct helicoid of right rotation around the axis of symmetry f of the rail lying on the bevel of the top of the head, at an angle β defined by the expression β = arctan 2.5 + arctan 1.25.

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