RU2685491C1 - Method for automatic compensation of temperature displacements of a continuous rail track - Google Patents

Abstract

FIELD: transportation.SUBSTANCE: invention relates to the railway transport. According to the method of automatic compensation of temperature displacements of a continuous rail track into railroad threads cutting on both sides and end faces, the switch rails are welded to each other with an angle of working faces from 2 to 30°, which are directed to the outer side of the path. Value of gap between ends is set within range from 1 to 500 mm. On the tongue-type rails at the level of the rolling surface, a double symmetric switch plate is installed with a mating form of the adjacent working faces, at that, the tongue-type rails are fixed rigidly on the sleeper grid with the possibility of axial movement. Switching platform is fixed against axial displacements by spring stops, which are welded into rail-piece fixedly fixed on sleeper grid on sleeper grid from railway outer side. Note here that transverse displacement of switch blade is made with constant pressing of working faces to working surfaces of switch rails at their wedging action against temperature displacements.EFFECT: as a result, the effect of gaps on transition sections of a rail-and-siege rail track on rolling stock dynamics is eliminated.1 cl, 7 dwg

Description

The invention relates to railway transport, in particular, to rail junctions of high-speed highways, containing a block for compensating the temperature movement of long rods and threads without a joint path, rails joined to the gap, side plates, bolted joints, liners.

A butt joint is known, containing an elongated butt strip, a butt insert fixed on it with gaps on both sides between the ends of the rails and the butt insert [1].

The disadvantage of the butt joint is the limited possibility of compensating for many kilometers without butt rail threads and lashes, since the size of the compensated gap at the junction only doubles with significantly larger thermal deformations of the long rail lashes and threads.

Known block compensation rail junction, adopted for the prototype, containing joined with a gap rails, the ends of which are symmetrical relative to the junction line, obliquely cut at an angle of 60 °, connected by bolted plates installed in the gap liners that are fixed with the possibility of reciprocating motion relative to the angle of the rails with a drive from the kinematic hinge-lever system [2].

The disadvantage of the prototype are complex kinematic chain, including a set of small parts, reducing the reliability and safety of operation of the rolling stock.

Another disadvantage is the limited size of compensation and the small length between the compensation blocks of the joints (up to 33 meters), ensuring the continuity of the rail thread.

A common drawback of many technical solutions of the direction in question is the need to eliminate the consequences arising from the impact of wheels on rails in the area of joints causing head destruction, fatigue neck chipping, hijacking, withdrawal, rail breaking, track and wheel wear, reduction of train traction, and not elimination of causes. their appearance.

The main reasons for the destruction of butt joints are the lack of crutches, running, butt resistances, the need for frequent placement of equalization spans, repeated seasonal replacement of shortened and elongated rails, re-fastening, adjustment of gaps, constant monitoring of their condition and the maintenance of a huge staff of service personnel throughout the network of roads [ 3, 4].

The aim of the invention is the automatic elimination of the influence of gaps in the transitional areas of the continuous rail track on the movement dynamics of rolling stock, reduction of losses for cravings, the likelihood of theft, release of the track, rupture of rails, reduction of shock loads in the joints, wear of wheels and rails.

This goal is achieved by using the method of automatic compensation of temperature displacements of an intact rail track, including rail threads, butt gap compensation blocks, equalizing spans, bolted connections, sleepers, fasteners, characterized in that tongue-and-groove threads on both sides and ends are welded opposite one another against each other rails with the angle of working faces from 2 to 30 °, which are directed to the outer side of the track, and the height of the gap between the tips is set in the range from 1 to 500 mm, depending of the angle and length of the grooved rails, the ambient temperature at the time of installation and its oscillations, the length of the continuous butts, the magnitude of the compensated gaps, and the rails at the level of the rolling surface are set with the overlapping cutting length, a double symmetrical pointy platform with a response form of adjacent working faces , while witty rails are fixed motionless on the sleeper grid with the possibility of axial movement, and the wit platform is fixed from axial movements by spring stops, which are welded The rail corner is fixed in the fixed on the outside of the track on the sleeper grid, while its reciprocating transverse movement with constant pressing of the working faces to the working edges of the pointed rails when they are wedging from temperature movements, and when compensating for axial clearances of more than 100-300 mm on the tongue platform perform cutting of the part of the surface extending beyond the inner working edge of the rails, which prevents the passage of wheel flanges, and with the increase compensated the gaps of more than 300-500 mm in the specified cut set and fix the seasonal inserts, close the resulting unclosed space on the rolling surface, the dimensions of which are determined by the angle of the pointed rail, seasonal temperature displacements, and when compensating for gaps more than 500 mm, at the beginning of the seasonal decrease in temperature in the negative region, in the span of the rail threads in front of the welds of the grooved rails, elongated balancing rails are chosen, with the entire gap between the ends of the pointy rel In particular, shortened rails with a maximum gap between the ends of up to 500 mm are set in the positive area as the temperature rises, while the possibility of temperature compensation of the uncoupled rails and lashes increases in the unlimited range of temperature, path length and gap size.

Abbreviations used in the description of the invention: OR - witty rail; OP - witty platform.

Fig, 1 shows a general side view of the compensator block.

FIG. 2 shows a top view of the track.

FIG. 3 shows a section in section A-A.

FIG. 4 shows the distribution of axial and transverse gaps during temperature movements of the OP and OP (view along arrow A on the right rail).

FIG. 5 shows the scheme of embedment of the OP and the OP with respect to the rail and tie grid (view along arrow A on the left rail).

FIG. 6 shows the inset of seasonal inserts in the left OP.

Fig 7 shows a section bb.

The device for implementing the method consists of the following main parts: rail thread 1, weld 2, counter-rail 3, pointed rail (OP) 4, pointed platform (OP) 5, rail corner 6, spring stop 7 (Fig. 1, 2 ), disc springs 8, nut 9, lining 10, lining 11. stud 12, embedded bolts 13 (Fig. 3), seasonal inserts 14, 15, set of gaskets 16, mounting bolts 17, wheel 18 of FIG. 6, a balancing rail 19, a software control unit (TUV) 20, a butt compensator unit 21, an ambient temperature sensor and a rail 22, a final switch 23, a motion and position sensor 24, a strain gauge voltage sensor 25 (FIGS. 1, 2).

A line of wires 1 and 2 connects the motion and position sensor to the control unit 20,

3, 4 - end switch 23,

5, 6 - strain gauge voltage sensor 25,

7, 8 - block butt compensator 21,

9, 10 - temperature sensor rails,

11, 12 - ambient temperature sensor.

Through the device, the method is as follows. In the cutting of the continuous rail track 1 is welded with welds 2 OP 4 on both sides of the track with tips towards each other, the working faces of which are directed to the outer side of the track (FIG. 2).

The OR depending on the length of the rail yarns and the size of the compensated gaps are selected within the whole range of the angles of the OR, produced by industry, from 2 ° to 30 °.

After welding, PR 4 is fixed on the sleeper grid fixedly in the transverse direction on the lining 10 with the pads 11 tightening the insertion bolts 13 (FIG. 3), while maintaining the possibility of axial movement with a lowered shear resistance to avoid distractions in the path of the compensation block. The fastening pattern of OP 4 is shown in FIG. 3, 5.

From the inner side of the track, set the rails 3 with antennae with the overlapping length of the notch of the rail yarn 1 to ensure smooth entry and exit of the wheels of the rolling stock in the zone of the compensator block (Fig. 2).

On the outer side of the track set rail rail 6, which is fixed in the axial and transverse direction on the sleeper. A schematic seal of the corner 6 is shown in FIG. 2, 5. To increase the rigidity of the mounting elements of the compensating unit is installed lining 10 (Fig. 3). For a more rigid fixation of the counter rails, rail corner, OR, it is possible to install a common rail base instead of the lining 10, which unites the compensating unit into a single unit.

On top of the OR, on both sides of the path, a symmetrical two-sided OP 5 is installed (Figs. 2, 3), the working faces of the wits are made mating (equidistant) with the operating faces of the OP 4. The sunken ends of the OP are opposite to each other. The rolling surface of the OP, when paired with the OR, forms a uniform rolling profile with the rails, which is located at the same level with them (Fig. 3). The width of the OP (Fig. 5) fits into the double width of the rails. The length along the thread is equal to the sum of the two welded ORs with the added gap compensated (Fig. 4, 5, the linear dimension is given for the rails 1/22). When installing pointed rails with different angles, the dimensions change. The spring 8 of the spring lugs 7 presses the working faces of the OP 5 to the faces of the OR 4 fixed fixed from the transverse movements on the rail grating (the rail-sleeper lattice is not conventionally shown).

When the longitudinal movement and location of the ends of the AU of the tip of the OP 4 on the zero line 0-0, they are designated by the letters A ₀ , C ₀ (Fig. 4, Fig. A, b, c, d, e, and the point beyond the inner working face of the rail on O-O lines are marked with the letter An of Fig. 4, Fig. C, d, e. The position of the points A _p , A ₀ , C ₀ (Fig. 4, fig c, d, e) and the points E (Fig. 5) when the transverse displacement OD is denoted by the letters A _p ', A' ₀ , C ' ₀ , E'. The offset of the point A _p to the position A _p 'is equal to the gap C (Fig. 3, 5) and is in the range of 1-10 mm with compensation axial clearances up to 500 mm when installing OP 1/22. The wheel of position 18 shows the relative position decomposition at its input to OR and further OP (Fig. 4, 5, 6).

OP fixed motionless in the axial direction due to the spring stops 7, welded into the hole fixedly mounted on the rail grid rail rail angle 6. In the spring stops are placed cup springs 8 of high rigidity with adjustable force pressing the nut 9 OP working faces to the working faces of the OP (Fig 3) . Spring stops 7 are included in the annular grooves on the case of the OP 5, prevent its axial displacement, providing lateral reciprocating movement.

The centering of the disc springs is centered on the internal diameter of the stud 12 relative to the casing OP, which, together with the casing of the spring stop, limits the possibility of axial movement. The spring-return pin 12 is simultaneously an emphasis for switching the position of the limit switch 23 and the movable element of the motion sensor 24.

The efforts of pressing the working facets of the OP to the OR regulated by the nut 9 are determined from the condition of ensuring their continuous contact. The driving force of the automatic transverse movements of the OP along the arrow B (Fig. 2), compensating the transverse and axial clearances, is the axial temperature displacement of the working faces of the OR, moving along the arrow A. On the conjugate working faces, there is a wedging effect that shifts the OP in the transverse direction when the rails are extended in the process of heating and shortening them during cooling (the state of the axial clearances and movements of the PR and OP by arrows A and B is shown in the diagram of Fig. 4, Fig. a).

When the rails are shortened (when the maximum negative temperatures are reached), OR disagree along arrow A. OP-weights located on the outside of the track automatically approach each other along arrow B of FIG. 2, 3 due to the efforts of the springs 8, blocking the axial and transverse gaps in both rail lines, without disturbing the contact between the working edges of the blades and the continuity of the rolling surface of the rail. Surfaces outlined by ΔA _o AC (Fig. 4. Fig. B, c, d, e, Δ A _o ACC _o , in Fig. 4a, the surfaces are shaded with double hatching ) with a constant value of a small leg equal to the thickness of the tip of the OR (about 1-5 mm). As the gap decreases, the speaker moves to the zero line, the area Δ AA _o C as the temperatures rise fills the PR, gradually decreases and disappears. The PR and OP are shifted to the outer side of the path by the amount of the gap C (Fig. 3, 4, Fig. A).

When compensating for gaps more than 300 mm using the example of OR 1/22 (the top of the obtuse angle OP, point An, it is also the intersection of the working faces), it starts to go beyond the point N beyond the internal working face OP, forming before the point N ∆ NAoAп (Fig. 4c , d, f) blocking the path to the movement of the flanges of the wheelsets, which requires the removal of this part of the metal. FIG. 4 c, d, e shows the area of the metal being removed, D NAoAn, indicated by horizontal shading. All references, the size of the removed area given in the description, depend on the geometry of the used ratchet rails, their length, compensated gaps, are shown on the example of the use of ER 1/22

When reducing compensated gaps below the wheelbarrow N, points A and C will occupy position A _o , C _o , point An will shift to point An ', and C _o - to point C' _o (the maximum displacement is shown in Fig. 4e). Cut area NAoAp Δ at an output point N on the line O-O gradually decreases and disappears at the zero line, and occupies a position NAp'C Δ _'o. FIG. 4e. The specified area of the triangle when the OP moves along arrow B remains uncovered on the tread surface (the area is indicated by oblique hatching). Its small leg is equal to the thickness of the tip of the OP (1-5 mm).

With transverse movements of the OP along arrow B of FIG. 3, 4, associated with the temperature movement of the OR along the arrow A and the change in the axial clearance (the gap C varies from 10 to 1 mm, Fig. 3). Section A-A shows a section on the OR at positive temperatures with a selected gap E of FIG. 2 until the ends of the OR are in contact. Changing the gap C in the range of 1-10 mm does not affect the passage of the wheels along the composite tread surface of the points of the OR and OP. The specified gap varies with the temperature movement of the OR (Fig. 3, 4 along arrow A, without breaking contact of the working faces of the main part of the OR and the OP.

When axial gaps between rails with a length of more than 500 mm and a minimum slope of a commercially produced wag, for example, 1:22, it is necessary to limit the allowable values of axial and transverse gaps that remain unclosed (in places where there is no continuous contact between the wheel and the rail o Fig. 4, Fig. e), the speed of movement, increase butt resistances reducing the magnitude of the local movement of the free ends of the joined rails. For this purpose, it is possible to install butt rail connections on movable end sections 150-300 meters long, equipped with butt compensator blocks 21 providing automatic control of butt resistances (application no. 2017141329 of 11/27/2017, section 17).

In the ordinary version, the length of the compensated axial clearances is up to 500 mm. With the transverse course of the OP (1-10 mm, gap C in Figs. 3, 4), it is possible to compensate for the gaps in rail yarns of a continuous path tens of kilometers long.

If it is necessary to compensate for clearances of more than 300-500 mm, it is possible to use seasonal inserts 14, 15, fixed with screws 17 to the OD (Fig. 6, 7), filling the space between the faces, formed on the right side of the OP (inclined shading, maximum area Δ Nn'C _about , fig. 4, fig. e). In section BB, FIG. 6, 7 shows the installation of the seasonal insert 15.

показывают границы допустимых температурных перемещений для соответствующей сезонной вставки.. При автоматизации датчик движения 24 и конечные переключатели 23 фиксирующие предельные положения ОП и ОР включают аварийный сигнал на замену вставок.The geometry of the inserts and their length are determined by the limit position of OR 4 (Fig. 6). Within seasonal gaps up to 500 mm, short seasonal inserts 15 can be used, more than 500 mm can be used longer seasonal inserts 14. With seasonal temperature displacements, the OR ends approaching the ends of the inserts ( h fig. 6) the seasonal insert is replaced. Wheels freely pass on the surface of the OP and inserts. Sections 0-0,

show the limits of permissible temperature movements for the corresponding seasonal insert. When automating, the motion sensor 24 and the end switches 23 fixing the limit positions OP and OP switch on the alarm for the replacement of the inserts.

If it is necessary to compensate for axial clearances much more than 500 mm (for example, up to and more than a meter) while maintaining the proposed compensation method, it is necessary to use seasonal rail inserts 19 of FIG. 1. To do this, in the spans between the nearest joints in the rail thread 1 before the welds 2 (Fig. 2), with a seasonal decrease in temperature, the elongated rails 19 are installed in the negative area by choosing fully the axial clearance E between the ends of OP 4 (Fig. 1, 2) . During the seasonal transition of temperature to the positive area, shorter rails are installed with the maximum clearance E set up to 500 mm, thus providing unlimited temperature compensation in a wide range of temperatures and lengths of jointless rail threads.

The proposed system for compensating for temperature movements works automatically without the participation of service personnel. To control the level of displacements and voltages in the rails, the end switches 23 (Fig. 3) at the extreme positions of the OP include the BSU block 20. The BSU block reads the readings of the ambient temperature sensors and the rail 22, the sensors of the direction of motion, the OP and OP 24 positions, the strain gauge 25 and according to the program, it sends a signal to control the butt compensators 21. For these purposes, it is planned to assemble movable end sections of rails 150-300 meters long with butt compensators 21 regulating the butt resistance and voltage but the deformation state of the rails, ensuring the preservation and interaction of a certain proportion of tensile and compressive thermal stresses, excluding accidental manifestations in the form of path ejections, theft, destruction of joints [5].

The operation of the track is one of the most difficult and expensive technical problems associated with the constant monitoring and maintenance of butt clearances within established limits. Controlling the level of tensile and compression stresses in rails, the level of tightening of mortgage and butt bolts, repeated seasonal setting and replacement of leveling spans, monitoring of rail displacement, prevention of emissions, hijackings, anticipation of the constant threat of emergencies requiring a huge staff of service personnel.

The cost of maintaining the superstructure is 40% of the total cost of maintaining it.

The introduction of the present invention opens up the possibility of automating complex expensive and dangerous processes that do not allow subjective and spontaneous decisions. The development of the proposed set of measures and the introduction of compact compensation nodes for the proposed method will allow them to be used for installation in places of concentration of accidental manifestations identified during the long-term operation. Prevent the likelihood of accidental accidents, concentrate and automate the control units for gaps and stress in the rails in one place. The use of seasonal inserts 14, 15, blocks of butt compensators 21. equalizing spans will significantly increase the possibilities of temperature compensation of the jointless rail track in an unlimited range of temperature changes, the length of the track with intervals of several tens of kilometers, increase the reliability and safety of high-speed movement.

Literature

1. Patent No. 2374376 C1 IPC E01B 11/32 dated 28.03.2008.

2. Patent No. 2254408 C2 IPC E01B 11/32 of 11/11/2002.

3. Instructions for the current maintenance of the railway track. MPS of Russia. M .: Transport, 2000. 223 p.

4. A continuous path. Moscow "Transport" 2000.

5. Application №.2017141329 of 11/27/2017, dep. №17.

Claims (1)

Method for automatic compensation of temperature displacements of a continuous rail track, including rail threads, butt gap compensation blocks, equalizing spans, bolted connections, sleepers, fasteners, characterized in that the rail grooves on both sides and ends are welded opposite one another with working angle faces from 2 to 30 °, which are directed to the outer side of the track, and the gap between the ends is set in the range from 1 to 500 mm, depending on the angle and length of the pointed rails, the temperature environment at the time of installation and its oscillations, the length of the continuous filaments, the size of the compensated gaps, and the pointed rails at the level of the rolling surface are set to overlap the length of the notch the sleeping lattice with the possibility of axial movement, and the wit platform is fixed from axial movements by spring stops, which are welded into a fixedly fixed outer surface The paths on the sleeping lattice rail corner, while ensuring its reciprocating transverse movement with constant pressing of the working faces to the working edges of the rails with their wedging effect from temperature movements, and when compensating for axial clearances of more than 100-300 mm, cut out on the ridge platform parts of the surface extending beyond the inner working face of the rails, preventing the passage of wheel flanges, and with an increase in compensated clearances of more than 300-500 mm in the specified cutting of the mouth Seasonal inserts are fixed and fixed; the seams of pointy rails establish lengthened balancing rails, while completely selecting the gap between the ends of pointy rails, and when the temperature rises positively The region establishes shortened rails with a maximum gap between the ends of up to 500 mm, while increasing the possibilities of temperature compensation of continuous welded strands and lashes in an unlimited range of temperature variations, path lengths and gaps.

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