RU2437975C2 - Rail road and method of its operation - Google Patents

Abstract

FIELD: construction.

SUBSTANCE: method of a rail road operation includes movement of vehicles on it. The rail road comprises two guide rail tracks formed by rails joined with a gap. The butt end of a giving rail is made with a lift towards the joint at the angle of α₁ to the horizontal plane. The butt end of a receiving rail is made with a lift towards the joint at the angle of α₂ to the horizontal plane. Angles α₁ and α₂ are determined with account of a highest value of bending of appropriate rail butt ends in the area of the joint as a vehicle wheel passes along it, as α₁> α₂ or α₂ > α₁.

EFFECT: increased safety of traffic on a rail road, reduced power inputs for damage of rails and movable units of railway transport, reduced creepage of rails, lower impact loads and noise affecting a human being and environment, increased rail road and rolling stock service life.

3 cl, 2 dwg

Description

The railway and the method of its operation. The invention relates to a railway device and can be used in the construction and repair of railway and tram tracks, underground.

A well-known railway containing two guide rail threads formed by rails docked with a gap (AS USSR No. 998624, ЕВВ 2/00, publ. 23.02.83, bull. No. 7).

Its disadvantage is the rapid wear of the rails and wheels of a passing vehicle, associated with large shock loads experienced by the butt ends of the rails and the wheels of the vehicles during the passage of rail joints.

The specified railway is the closest analogue of the invention.

The technical result of the invention is to increase railway safety, reduce energy costs for the destruction of rails and mobile units of railway transport, reduce theft of rails, reduce shock loads and noise affecting people and the environment, increase the convenience and comfort of passengers, increase the life of the railway roads and rolling stock.

The technical result is achieved due to the fact that on a railroad containing two guide rail threads formed by rails docked with a gap, the butt end of the delivery rail is made to rise toward the joint at an angle α ₁ to the horizontal plane, and the butt end of the receiving rail is made to rise to the side of the joint at an angle α ₂ to the horizontal plane, while the angles α ₁ and α _{2 are} determined taking into account the greatest bending of the corresponding butt ends of the rails in the area of the joint when the wheel passes through it vehicle, α ₁ ≥α ₂ or α ₂ > α ₁ .

Under the railway also understand its separate section (segment), limited in length, and under the vehicle - a unit of rolling or traction rail.

Obviously, when passing vehicles with a minimum weight by rail, the amount of bending of the rails in the joint area will be the smallest, and when passing by railway vehicles with a maximum weight, the rail bending in the area of the joint will be the greatest.

Figure 1 conditionally shows the rail joint of the railway, taken as a prototype, side view; figure 2 is a rail joint of the proposed railway, side view.

The dashed lines show the initial state of the butt ends of the rails before passing along the rail joint of the vehicle wheel, and the solid line shows the direction of movement of the vehicle.

The known rail joint (Fig. 1) contains rails, the butt ends of which 1 and 2, when the vehicle wheel 3 passes through the gap 4, bend to form “dead zones” AB and CD, through which the wheel 3 “jumps” with a subsequent impact on the butt end 2 receiving rails. Therefore, the flattening of the ends of the rails usually has the greatest width not at the end, but at a certain distance from it. At the butt end 2 of the receiving rail, there may even be an “influx” towards the gap. Obviously, the greater the deflection of the butt ends of rails 1 and 2, the greater the distance between points A and D, which are the points of contact of the wheel 3 and the rolling surface of the butt ends of rails 1 and 2, the stronger the impact of the wheel 3 on the butt end 2 of the receiving rail . Points B and C are on the line of intersection of the skating surface of the corresponding rail and its end surface.

The butt end 5 of the rail junction of the railway (figure 2) in the initial state is made with the rise towards the gap 7 at an angle α ₁ to the horizontal plane. The butt end 6 of the rail junction of the railway in the initial state is made with a rise in the direction of the gap 7 at an angle α ₂ to the horizontal plane. The angles α ₁ and α _{2 are} determined taking into account the magnitude of the bend of the butt ends 5 and 6 in the region of the rail joint when passing through it the wheels 3 of the vehicle.

The railway is operated as follows.

By rail, the movement of vehicles (rolling stock and traction). When the vehicle wheel 3 passes along the butt ends 5 and 6, which are made to rise toward the gap 7 at an angle α ₁ and α ₂ respectively to the horizontal plane, the butt ends 5 and 6 under the action of the vertical forces created by the wheel 3 bend, which leads to reduction or disappearance of the "dead zones" (AB and CD in figure 1), which reduces the impact force of the wheel 3 on the butt end of the receiving rail.

To ensure the angles α ₁ and α ₂ under the butt ends 5 and 6 of the rails, elements with corresponding vertical dimensions are installed. Elements are made in the form of objects with a section in the vertical plane parallel to the railway axis in the form of a trapezoid, the larger base of which is directed towards the gap. These elements can be attached to the sleepers.

The method of operation of the railway, including the movement of vehicles on it, is that the movement of vehicles is carried out on the above railway.

The railway is executed in such a way that the relations 0 ° <α ₁ ≤α _1min , 0 ° <α ₂ ≤α _2min , where α _1min corresponds to the largest bend of the butt end of the delivery rail and α _2min corresponds to the largest bend of the butt end of the receiving rail when passing through a rail joint of a vehicle wheel with a minimum weight.

These ratios will eliminate the “bulge” of the joint when passing through it a vehicle with a weight greater than the minimum.

This technical solution also takes into account the fact that until the wheel of the vehicle touches the rolling surface of the receiving rail due to the difference in the elastic properties of the rail and the overlays, the bending angle of the butt end of the receiving rail is less than the bending angle of the butt end of the giving rail.

The method of operation of the railway, including the movement of vehicles on it, is that the movement of vehicles is carried out on the specified railway.

The proposed technical solutions can also be applied in the construction and repair of the jointless path, they are industrially applicable, have novelty, are not explicit for the average specialist.

Claims (3)

1. A railroad containing two guide rail threads formed by rails docked with a gap, characterized in that the butt end of the delivery rail is made to rise toward the joint at an angle α ₁ to the horizontal plane, and the butt end of the receiving rail is raised to the side of the joint at an angle α ₂ to the horizontal plane, while the angles α ₁ and α _{2 are} determined taking into account the greatest value of the bend of the butt ends of the respective rails in the joint area when the vehicle wheel passes through it,
α ₁ ≥α ₂ or α ₂ > α ₁ . 2. The railway according to claim 1, characterized in that 0 ° <α ₁ ≤α _1min , 0 ° <α ₂ ≤α _2min , where α _1min corresponds to the largest bend of the butt end of the delivery rail, and α _2min corresponds to the largest bend the butt end of the receiving rail when passing through the rail joint of the vehicle wheel with a minimum weight. 3. The method of operation of the railway, including the movement of vehicles on it, characterized in that the movement of vehicles is carried out by rail according to claim 1.

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