RU2320528C2 - Rail-wheel anchor mechanism - Google Patents

Abstract

FIELD: railway transport.

SUBSTANCE: proposed rail-wheel anchor mechanism contains arch rail with necks forming arch with tetrahedral head in key. Each side neck is provided with horizontally orientated pivot connected by clamps with rail baseplates provided with ribs hanging over pivots of arch rail and connected with ties resting on track ballast. Rail baseplate is provided with longitudinal corrugation pointed downwards, symmetrical to space under rail arch and forming closed tubular space with tube-lock. Tie under each arch rail is orientated longitudinally and is provided with longitudinal corrugation corresponding to longitudinal corrugation of rail baseplate which is insulated from tie by dielectric gasket. Arch rail and rail baseplate are connected by clamps. Each clamp has hook getting under rib of rail baseplate, stop in intimate contact with external surface of rail arch, with end of handle. Eccentric with handle is fitted in clearance between lower surface of handle and upper surface of rail baseplate. Handle of eccentric can be turned by automatic straining device suspended before locomotive.

EFFECT: prevention of derailment of trains, provision of reliable connection of rail with rail baseplate to form solid tubular rail.

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Description

The present invention relates to transport facilities, and in particular to railway tracks when trains are moving at speeds up to 500 km / h. The invention also relates to crane structures operating under intensive heavy 8K, 7K operating mode of bridge cranes with rapid rail wear.

Known modern rail track [1, p. 89, Fig. 59], [2, p. 112, Fig. 83]. The rail track comprises sleepers laid across the rail track, rail linings and rail terminals securing the rail to the lining.

Power effects are transmitted to each of the rails from wheelsets. The wheels of the pair are rigidly mounted on the shaft and represent a single whole. The wheels are equipped with ridges and have a complex rolling surface [2, p.6, Fig. 3]. The wheelset transmits both vertical and horizontal impacts to the rails.

The current technical solution has the following disadvantages:

- the existing mechanism for the interaction of wheelsets with rails does not ensure the retention of trains on rails and leads to crashes;

- rail linings are intermittent and stacked only on sleepers, therefore, do not reinforce the rail section;

- the rails are fixed on the lining with the possibility of slipping, and this complicates the operation of the track;

- the rail sole is narrow, and the rail does not withstand the effects of overturning it;

- the wheels of the composition inevitably slip when moving along the rail due to the hard press fit wheels wheelset;

- ridges on wheels lead to intense uneven abrasion of rails and wheels and lead to an increase in resistance to movement of trains and significant energy costs;

- the placement of sleepers across the rail complicates their installation and does not provide continuous support for each of the rails.

We will take Russian patents as analogues: “Rail-wheel mechanism” RU No. 2194639 C2 [3], “Arched rail” RU No. 2205702 C2 [4], “High-speed rail truck” RU No. 2207271 C2 [5] and “Rail track” RU No. 2227188 C2 [6].

The technical result of the invention is the elimination of derailment of rails by rail-wheel anchor mechanism, providing reliable automatic connection of an arch rail with a continuous rail lining in a monolithic tubular rail.

The technical result is achieved in that the rail-wheel anchor mechanism comprises an arched rail with necks forming an arch with a tetrahedral head in its lock; the chapter has two surfaces for rolling the wheels, inclined at an angle of 45 ° to the vertical axis of the arch rail.

The wheels of the balancing trolley, rotating in mutually perpendicular planes, rest on two rolling surfaces. The wheels have external safety flanges not touching the head. The safety ridges, together with the rolling surfaces of the wheels, cover the head of the rail on four sides, thereby preventing the wheels from coming off the arched rail.

Each of the side necks is provided with a horizontally oriented heel, which is connected by terminals to a rail liner, provided with ridges hanging over the heel of the arched rail, and connected to sleepers, resting on the ballast of the track.

The difference is that the rail underlay is made continuous along the entire length of the arch rail with a longitudinal corrugation oriented downward, symmetrical to the cavity under the rail arch and forming a closed tubular cavity.

A shock absorber in the form of a pipe is introduced into this tubular cavity along the entire length of the arch rail, copying the inner surface of the rail arch and the longitudinal corrugation of the rail lining. The shock absorber at the same time performs the functions of the clamp.

The sleeper under each of the arched rails is oriented longitudinally and has a longitudinal corrugation corresponding to the longitudinal corrugation of the rails. The under-rail lining is insulated from the sleepers by a dielectric low-modulus gasket.

Each sleeper is immersed in the ballast and is kept from transverse shear by the convex part of the corrugation immersed in the ballast of the path. The arched rail and the under-rail lining are connected to each other as a whole by continuous, elastic terminals symmetrical with respect to the vertical axis passing through the center of gravity of the head of the arched rail.

Each of the elastic terminals has a hook that engages under the overhanging crest of the rail support, an abutment tightly in contact with the outer surface of the rail arch, and a handle. An eccentric with a handle is freely enclosed in the gap between the lower surface of the handle and the upper surface of the rail liner, with the possibility of turning it 91 ... 93 ° outward, with an automatic tensioning device suspended in front of the locomotive [7]. The eccentric strains the entire rail structure of the track and turns it into a monolith with the emphasis of the eccentric in the crest of the rail lining.

In Fig.1 shows a rail-wheel anchor mechanism in section; figure 2 - node 1 in figure 1; figure 3 is a view a of figure 2.

The rail-wheel anchor mechanism comprises vehicle wheels with safety ridges 2 inclined at an angle of 45 ° to the vertical. Wheels 1 are supported by an arch rail 3 in the arch lock. The tetrahedral head 4 has two mutually perpendicular surfaces for rolling the wheels 1 of the vehicle.

Under the arch of the rail 3 there is a cavity 5, designed for a shock absorber 6, which also performs the functions of a retainer. The length of the shock absorber 6 is equal to the length of the arched rail 3, and their joints are offset from each other. The shock absorber 6 is tightly inserted into the cavity 5 under the arch of the rail 3. The branches of the arch have supporting heels 7, based on the rail lining 8, having a longitudinal corrugation 9 along its entire length of the arch rail 3. The joints of the rail lining 8 and the arch rail 3 are displaced along each other relative to the length friend.

The rail liner 8 is insulated by a dielectric gasket 10 from the sleepers 11, oriented longitudinally. The sleepers 11 have a longitudinal corrugation 12 along the entire length of the rail lining 8.

The longitudinal corrugation 12 of the sleepers 11 is pressed into the ballast 13 of the path and clearly fixes the sleepers 11.

The under-rail lining 8 rests along its entire length on a longitudinal sleeper 11 extending downwards and is connected to it by bolts 14 with nuts 15 tightened with a guaranteed interference fit, eliminating shifts.

The arched profile of the rails 3 is connected to the under-rail lining 8 in a monolithic whole by means of hook-shaped terminals 16.

Each of these hook-shaped terminals 16 has a lower hook 17, an abutment 18, and a cantilever portion 19. There is an abutment 20 on the crest of the rail liner 8. An eccentric 21 with a handle 22 is placed under the cantilever portion 19. The eccentric 21 is automatically turned 91 ... 93 degrees interacts from below with the console section 19 and abuts against the stop 20 on the crest of the rail lining 8.

Terminals 16 have an advantageous ratio of shoulders and provide an increase in pressing force by 2 ... 3 times, and the eccentric 21 by 5 ... 6 times, so the stops 18 of terminals 16 reliably, with guaranteed interference, clamp the arch rail 3 in the rail lining 8. That there is a clamping force of the arch rail 3 increases by 10 ... 20 times.

Friction forces developing in the contact zones prevent slipping of the arched rail 3 along the under-rail lining 8 and ensure their joint operation as a monolithic whole.

Such a connection of an arch rail with an under-rail lining is frictional [6]. A distinctive feature of this compound is its quick disconnect. The quick disconnect of the connection provides an additional effect, since the complexity of replacing the arch rail when it is worn is sharply reduced.

Terminals 16 have milled ends and are installed continuously along the length, tightly contacting the ends along the entire length of the arch rail 3. They are also included in the cross-section of the entire structure, forming a composite quick-disconnect rail with the replaceable most worn part - arched rail 3.

The wheels 1 are made with safety ridges 2. The wheels 1 transmit the mutually balanced forces P and are centered on the head of the arched rail.

Safety ridges 2 preclude derailment of the train. Between the safety ridges 2 and the tetrahedral head there is a gap Δ (see figure 2), which closes only in an emergency.

Railroad switches with such a rail track have a special design. An application for a railroad arrow will be sent separately.

Two parallel to each other sleepers of rail tracks are interconnected by adjusting rods 23, providing a constant distance between the rails. The rail lining is isolated from the sleepers by an insulating and cushioning pad 10. It eliminates the closure of the electrical circuit.

The comparison of the rail track with the analogue shows the following significant differences:

- the inclined wheels of the balancing trolleys of the composition are equipped with safety ridges, excluding the descent of the compositions from the rails;

- the under-rail lining is continuous along the entire length, reliably connected to the arched rail and works as part of a section as a whole, that is, the arched rail and the under-rail lining form a composite quick-disconnect rail;

- the rail liner is securely connected to a continuous longitudinal tie under each of the rails and strengthens the composite quick-release rail;

- the distance between the two threads of the arch rails is easily adjustable and fixed by means of adjusting cords connecting the sleepers;

- rails are replaced by their longitudinal translational movement [8, 9, 10].

The economic effect was achieved due to the following:

- safety ridges together with the rolling surfaces of the wheels cover the head of the rail on four sides and thereby exclude the descent of the train from arched rails;

- arch rail 1 is part of the cross-section of a composite quick-connect rail and works in conjunction with a continuous rail lining 2;

- the overturning of the composite quick disconnect rail is excluded, since its width is several times greater than the cross-sectional height, and it is reliably connected to the sleepers;

- replacement of arched rails is automated and mechanized by their longitudinal translational movement [8, 9, 10];

- the composite quick disconnect rail continuously rests on the longitudinal sleeper along the entire length, therefore its operation is facilitated;

- facilitated the laying of new rail tracks and maintenance of operated, since all the processes of replacing and straightening tracks are automated and mechanized.

Bibliography

1. Zolotarsky A.F., Balashov A.A. and others. Railway track on reinforced concrete sleepers. Transport, 1967, p.441.

2. Frishman M.A. How the track works under trains. M .: Transport, 1983.- 168 s.

3. Nezhdanov K.K., Nezhdanov A.K., Tumanov V.A. Rail mechanism. Russian patent No. 2194639 C2. Bull. No. 35, December 20, 2002.

4. Nezhdanov K.K., Nezhdanov A.K., Tumanov V.A. Arched radish. Patent of Russia №2208570 C2. Bull. No. 20, 07.20.2003.

5. Nezhdanov K.K., Nezhdanov A.K., Tumanov V.A. Trolley of high-speed rail. Russian patent No. 2207271 C2. Bull. No. 18, 06/27/2003.

6. Nezhdanov K.K., Nezhdanov A.K., Tumanov V.A. Rail track. Russian patent No. 2227188 C2. Bull. No. 11, April 20, 2004.

7. Nezhdanov K.K. Device for regulating the voltage of rail mounts. Patent of Russia No. 922220. Valid from 11/22/1993.

8. Nezhdanov K.K. etc. A method for replacing a crane rail. A.S. No. 358248. Bull. No. 33, 1972

9. Nezhdanov K.K. et al. A method for replacing a rail track. A.S. No. 1146353. Bull. No. 12, 1986

10. Nezhdanov K.K. Automatic device for gripping and longitudinal movement of the crane rail. A.S. No. 678012. Bull. No. 29, 1979

Claims (1)

A rail-wheel anchor mechanism containing an arched rail with necks forming an arch with a tetrahedral head in its lock, with two surfaces for rolling the wheels, inclined at an angle of 45 ° to the vertical axis of the arched rail, with one of the wheels of the balancing carriage resting on each surface in mutually perpendicular planes, with external safety ridges not touching the head, which together with the rolling surfaces of the wheels cover the head of the rail on four sides, thereby preventing the wheels from coming off the arch rail, each of the side necks provided with a horizontally oriented fifth connected by terminals to the rail liner, provided with ridges hanging over the heel of the arched rail, and connected to sleepers resting on the ballast of the rail, characterized in that the rail liner is continuous along the entire length arched rail with a longitudinal corrugation oriented downward, symmetrical to the cavity under the arch of the rail and forming a closed tubular cavity, moreover, the entire length of the arched rail is introduced into this tubular cavity a retaining pipe that copies the inner surface of the rail arch and the longitudinal corrugation of the rail lining, the rail under each of the arched rails is oriented longitudinally and has a longitudinal corrugation corresponding to the longitudinal corrugation of the rail lining, the rail lining is insulated from the sleepers by a dielectric low-modular laying, each rail is supported and is kept from transverse shifts by the convex part of the corrugation, immersed in the ballast of the path; the arched rail and the under-rail lining are connected together by elastic continuous terminals symmetrical with respect to the vertical axis of the arch rail, with each of the elastic terminals having a hook that engages under the overhanging crest of the under-rail lining, an abutment that is in close contact with the outer surface of the rail arch, with the end of the handle, and in the gap between the lower surface of the handle and the upper surface of the rail liner, an eccentric with a handle is freely enclosed with the possibility of turning it 91 ... 93 ° out of the machine nical straining device suspended to a locomotive, a rail structure straining path and converts it into a monolith.

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