RU2582757C1 - Unstressed joint for continuous railway track - Google Patents

Abstract

FIELD: transport; construction.

SUBSTANCE: invention relates to railway transport, specifically to rail butt joints. Unstressed joint for continuous railway track is made as split with overlapping of butt joint gap parts of connecting element. Parts of split coupling element are interchangeable and are matched with each other by a dowel which prevents shift thereof. Parts of split coupling element are connected in a pair of at least two bolts and fixed with ends of corresponding rails by welding.

EFFECT: higher safety and efficiency of railway.

4 cl, 11 dwg

Description

The invention relates to railway transport and can be used in the construction, reconstruction and repair of jointless tracks for connecting jointless lashes with a detachable butt joint, eliminating wheel impacts on rails.

It is known from the prior art that the design of a rail butt connector must meet three basic requirements:

- perceive bending moment and lateral force in the area of the rail joint;

- allow longitudinal movement of the ends of the rails at the junction when changing the length of the rails due to fluctuations in their temperature;

- provide the ability to manufacture connector parts by one of the methods of mass production.

It is also known that the method of securing the rails to the rail base has an effect on the design of the connector. There are two known methods for securing jointless lashes:

- temperature-intense;

- with self-discharge of temperature stresses.

It is known from the prior art to join jointless lashes with two-headed type overlays according to GOST 8193-73, performed according to the TU-2012 instructions on Russian Railways on temperature-stressed jointless tracks. The instruction indicates that if it is impossible to weld rail joints between rail lashes, regardless of their length, in the absence of insulating joints, two or three pairs of leveling rails should be laid. In regions with annual amplitudes of more than 110 ° C and maximum daily temperature differences of rails of 50 ° C or more, in coordination with the head of the track service, four pairs of leveling rails can be laid. Leveling rails of all types are connected to each other and to the ends of the lashes with only six-hole pads.

The main disadvantage of connecting the rails with pads is that the pads do not provide a straight path of the rail thread in their own area. Due to the rupture of the rail thread, the load from the wheel in the joint is perceived by the plates, the moment of inertia of which in the rail joint is less than the moment of inertia of the rail outside the joint. At the junction, the trajectory of the point of contact of the wheel with the rail has a fracture, as a result of which shock-dynamic forces are created and an increased impact on the path in this zone, as a result of which there is a ballast splash and an increasing curvature of the rails in the joint zone.

Several devices are known from the prior art - equalization devices for joining jointless lashes, described in patents SU 16077, SU 41012, which are used to connect lashes fixed with self-discharge of temperature stresses. The equalization device consists of a pair of rails slanted at an acute angle, laid on special rail fastenings.

The disadvantages of the leveling devices is the impossibility of manufacturing the joint parts by one of the methods of mass production, the need to lay under them a rail base different from the main path, the device requires increased control at the content. The wear rate of leveling devices is one and a half to two times higher than the wear of track rails. On the road there are butt gaps between the rails in the places where the lining is installed, which reduces the efficiency of the continuous joint.

In the prior art, a rail butt joint is described in the patent SU 13268, which consists of two cheeks and a guide plate interconnected by a bolt and forming a transitional part between the ends of the rails to be joined. The butt cheeks are each connected to the end of the corresponding rail using a clip fastened by bolts.

This rail butt joint is the closest analogue of the invention.

The disadvantage of this butt joint is the inability to manufacture the joint parts by one of the methods of mass production. Connecting the cheeks with one bolt is not safe. The shape of the sole of the joint is different from the profile of the sole of the rail, which involves the use of a special rail base.

The basis of the invention is the task to perform a butt joint, which would meet the maximum requirements for these devices when arranging a weld-free path at the current level of technology.

The proposed shock-free joint for a continuous joint is an element forming a transitional part between the ends of the rails to be connected, made as a detachable butt joint with overlapping the gap by the interchangeable parts of the connecting element. Each part is made of two sections of a half-rail (a special profile of metal rolling) having different lengths. The segments are aligned at the end, to which they will later fix the jointless lash, coordinate with each other a key that prevents them from being shifted relative to each other in the vertical direction, and fix with a bolted (or bolted and riveted) connection into a single structure. One end face of the obtained structure is made in the form of a rail profile, which is consistent with the rail of a continuous whip along the working surfaces of the sole and head. Parts of the connecting element are fixed with the ends of the corresponding rails by welding, coupled with at least two bolts. In this case, the parts are coordinated with each other with a key that prevents them from being shifted relative to each other in the vertical direction, and lubrication plates are installed between the parts (technical felt or felt impregnated with grease). Between the head of the bolt connecting the parts of the element, and the outer surface of one part that can move relative to the bolt, a cover plate is installed, which is also fixed with a bolt connecting the segments of the half rails of the other part of the element.

The technical essence of the proposed solution is illustrated by figures.

In FIG. 1 depicts an interchangeable portion of an unshocked joint.

In FIG. 2 shows a section BB in the weld.

In FIG. 3 shows a section of GG on the track bolt.

In FIG. 4 is a cross-sectional view of a travel bolt for an electrical insulating joint.

In FIG. 5 shows a section of DD on riveting.

In FIG. 6 shows the shock-free joint in assembled form.

In FIG. 7 shows a view A (top) of an unshocked joint.

In FIG. Figure 8 shows a section BB along the mid-vertical plane.

In FIG. 9 depicts an interchangeable portion of a shock-free electrical insulating joint.

In FIG. 10 shows an unshocked joint installed in a continuous joint (the gap between the parts has a maximum size).

In FIG. 11 shows an unshocked joint installed in a continuous joint path (the gap between the parts has a minimum size).

An unshocked joint consists of: a half-rail long (1), a half-rail short (2), a metal key (3) or electrical insulating (4), a metal cover (5) or electrical insulating (6), a welding plate (7), an overlay for the bolt head (8), a lubricating plate (9) or an electrical insulating gasket (10), a track bolt connecting the joint parts (11), a rivet (bolt) connecting half rails (12), a lock washer (13), a nut (14), an electrical insulating sleeve (fifteen).

The connection of the continuous welded lashes into an endless seamless joint path is realized as follows.

First, sections 1, 2 of a certain length are cut from a special profile of metal rolling (half-rail), then holes 16 for bolts and rivets, holes 17 for electrically insulating bushings are made in them. The grooves 18 are performed to move the parts of the joint relative to each other by up to 100 millimeters. The angle of the chamfer 19 is performed on the surface of the ski with a magnitude of half a degree to a length of 300 millimeters. From round rolled dowels 3 of a certain length are cut, then they are hardened by hardening. Make pads 4, which are hardened. A long segment of the half-rail 1 is connected with a short segment 2 in the design with a riveting (bolt) 12, while between the segments of the half-rails there is a key 3 and a plate 7. The structure (part of the connection) is welded to the rail 22 before installation in the way, or directly on the track, by any known way. An additional railroad tie 20 with rail fastening 21 is installed under the joint, as on the main track. The sleepers under the butt joint are installed with a minimum distance (420 mm) (see Fig. 10), then the sleepers are dispersed with a smooth increase in the distance to the plot of the main path. On temperature-stress continuous joints, an unstressed joint is installed instead of two-headed plates. On tracks with self-discharge of temperature stresses, a joint is established between lashes from one hundred to two hundred meters long. In this case, part of the whip is fixed with anti-theft. In the manufacture of the insulating joint, a dielectric gasket 10 is installed between the parts, the track bolt 11 is insulated with a sleeve 15, and a dielectric gasket 10 is installed under the cover 8. A dielectric key 4 is installed between the parts. The insulating joint is performed in a static design.

Technical result:

- reduction of the cost of maintaining the track (reduction of work on splashes, beddings, changing leveling rails, etc.);

- reduction of costs for the repair of rolling stock (reduction of work to restore the profile of the wheel, repair unsprung parts of the rolling stock, etc.);

- reduction of metal content of the upper track structure;

- increase the resource of rails, wheelsets;

- saving of energy resources (when a wheel hits a rail, energy is spent on deformation and heating of rails and wheels);

- reduction of noise and vibration during the interaction of rolling stock and the upper structure of the railroad (reducing the cost of erecting noise protection structures, soundproofing rolling stock; increasing comfort for passengers, etc.);

- the possibility of organizing a jointless path on tracks with a crutch bond (the possibility of laying a whip 100-200 m long without rigid fastening to the sleepers);

- laying of a continuous joint path in curves of small radius where intensive wear of the rails occurs (length of the lash is 100-200 m);

- the possibility of using as an insulating joint and for connecting rails turnout;

- increased safety (reduced risks of kinks of wheels, side frames of bogies, track ejection, kinks of rails, etc.);

- improving the efficiency of the railway (downtime is reduced).

List of sources used

GOST 8193-73 Double-headed pads for rails of types P65 and P75. Construction and dimensions.

GOST R 51685-2013 Railroad rails. General specifications.

TU-2012 Instructions for the installation, installation, maintenance and repair of the jointless path. Approved by order of Russian Railways on December 29, 2012 No. 2788 p.

SU 13268 Rail butt joint.

SU 16077 Leveling rail device.

SU 41012 Leveling rail device.

Claims (4)

1. An unshocked joint for a continuous joint, which is an element forming a transitional part between the ends of the rails to be connected, made as a detachable butt connection with overlapping the gap by the parts of the connecting element, characterized in that the parts of the detachable joint element are interchangeable, the parts are coordinated with each other, preventing their shift relative to each other in the vertical direction, coupled with at least two bolts, fixed with the ends of the corresponding rails cooking. 2. The joint according to claim 1, characterized in that each part of the element is made of two sections of a half-rail having different lengths, which are aligned at the end, coordinate with each other with a key that prevents them from being shifted relative to each other in the vertical direction, and fixed with a bolt or bolt and riveting in a single design, as a result of connecting the segments on one side of the part of the element, a profile is formed in the form of a rail profile, which is consistent with the rail of the seamless joint along the working surfaces of the sole and head. 3. The joint according to claim 1, characterized in that between the parts of the element set the lubricating plate, or electrical insulating gasket. 4. The joint according to claim 1, characterized in that between the head of the bolt connecting the parts of the element and the outer surface of one part that can move relative to the bolt, an overlay is installed, which is also fixed with a bolt connecting the segments of the half rails of the other part of the element.

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