RU2729855C1 - Method of geometrical compensation of temperature displacements of rail track and device for its implementation - Google Patents

Abstract

FIELD: construction.SUBSTANCE: invention relates to railway track superstructure, in particular, to methods of geometrical compensation of temperature displacements of rail track, as well as to devices for its implementation. Device for displacement compensation is installed on boundaries between end ribbon rails. Proposed device comprises switch rails, switch platform and rail inserts. Inserts are placed on the guides located across the path. If it is necessary to compensate for movements in the compensation device, the rail inserts are replaced.EFFECT: longer length of welded track threads.9 cl, 4 dwg

Description

The invention relates to railway transport, in particular to compensation of temperature and power displacements of a continuous-welded rail track of high-speed lines containing automatic compensation blocks for temperature displacement of a continuous-welded rail track, program control, seasonal inserts, side plates, bolted joints, and can be used to compensate for the movements of a link , butt road.

Known is a compensation unit for a rail joint of a railway track, containing rails docked with a gap, the ends of which are symmetrical with respect to the docking line, obliquely cut at an angle of 60 °, connected by bolt pads with liners installed in the gap, which are fixed with the possibility of their reciprocating motion relative to the cut angle of the rails driven by a kinematic linkage system [1].

The disadvantage is the complex kinematic chain, which includes a set of small parts that reduce the reliability and safety of the rolling stock. Another disadvantage is the limited possibilities of the compensation dimensions and the small length between the joint compensation blocks (up to 33 meters), which ensures the continuity of the rail line.

A known method of automatic compensation of temperature displacements of continuous welded rail track, taken as a prototype, containing pointed rails, a gap between them, a pointed platform, spring stops, a program control unit (BPU), sensors of the required information [2].

The disadvantage of this method is the limited possibility of increasing the length of the continuous welded track, the need to install seasonal equalizing rail inserts and the use of a combined structure in combination with sections of the link track [3].

The aim of the invention is to increase the length of continuous rail lines, the size of compensated temperature and force movements, simplify labor-intensive operations for replacing seasonal rail inserts without dismantling the track, automation, mechanization, the use of artificial intelligence, reducing time and developing a method for multiple replacement.

1. A method for geometric compensation of temperature displacements of a rail track, including rail threads, bolted joints, sleepers, pointed rails, a gap between them, a pointed platform, seasonal inserts, a program control unit (BPU), characterized in that the layout of the rail track is carried out by installing at the boundaries between the movable end lashes on both threads of the transverse guides with a block of geometric compensation of displacements movable in the transverse direction, on which 2 to 10 paired rows of lodgements are rigidly fixed parallel to the path axis in the sequence of lengths B <C <D, and the transverse step between the paired rows is set equal the size of the rail track, and the longitudinal pitch between the cradles is set equal to the pitch of the sleeper grid.

2. The method according to claim 1, characterized in that rail inserts of the same length are installed in the paired rows of cradles on both sides at the level of the rolling surface of the rail track, which are marked in accordance with the increasing length B <C <D and so on, and with side gaps between the paired rows provide free passage of the ridges of the wheelsets.

3. The method according to claim 2, characterized in that the rail inserts and paired rows of lodgments in which they are laid and fixed are marked with one index in the sequence of lengths B <C <D, while the marking of each next pair of rail inserts begins with the smallest length which increase in proportion to the size of the compensated one-sided clearance of the device by the method of automatic compensation of temperature displacements of the continuous-welded rail track in the range of E / 2 from 50 to 250 mm.

4. The method according to claim 2, characterized in that in the positive temperature range, to compensate for the displacements between the ends of the pointed rails on both sides in both rail lines, set the maximum clearance, move the geometric compensation unit, install shortened rail inserts in the axis of the rail track, corresponding to the length of the temperature range, the amount of elongation and the length of the filaments, and when compensating for gaps in the negative region, the pointed rails are shifted to a zero gap, the geometric compensation unit is moved, elongated rail inserts are installed, while, in both cases, they provide compensation for maximum displacements.

5. The method according to claim 4, characterized in that the rail inserts of the required length after installation in the axis of the rail track are finally fixed with bolts in the lodgements with a torque, while providing resistance to longitudinal shear from 10-200 N / cm, eliminate lateral play, adjust with spacers the size of the track, is connected to the pointed and main rails by butt plates, and the geometric compensation unit in the guides is pinched from lateral movements by an electric brake or a manual lever drive.

6. The method according to claim 2, characterized in that, depending on the length of the continuous welded rail threads, the temperature of the rails and the allowable stresses, the rail inserts are repeatedly replaced during the season, the gaps are compensated, the stress-strain state of the rails is reduced, for which the block is moved from 2 to 10 times geometric compensation of displacements in manual or automatic mode at the command of the control room through a temperature interval that exhausts the possibility of overlapping the gaps of the device by the method of automatic compensation of temperature movements of the continuous-welded rail track by the method of automatic compensation of the temperature movements of the continuous-welded rail

7. A device for implementing the method according to claim 1, including pointed rails, a pointed platform, rail inserts, butt pads, fastening bolts, characterized in that it is provided with guides across the track on both sides of the device by the method of automatic compensation of temperature displacements of a continuous welded rail track with blocks of geometric compensation of displacements installed on them, with the possibility of multiple dimensional stepwise transverse displacement in automatic or manual mode relative to the axis of the rail track.

8. The device according to claim 7, characterized in that the block of geometric compensation of displacements is equipped with paired rows of cradles parallel to the rail axis with a transverse pitch equal to the track pitch, with a longitudinal pitch between the cradles equal to the pitch of the sleeper lattice, which are equipped with screws for fastening the rail inserts.

9. The device according to claim 8, characterized in that it is equipped with an electric and back-up manual lever drive, a steering wheel, brakes for moving and fixing the working position of the block of geometric compensation of movement of the rail track, after placing and fixing the rail inserts.

Abbreviations used in the description of the invention:

OP - pointed rail;

OP - pointed platform;

BPU - Program control unit;

BRP - Continuous rail track;

LHC - Block for automatic compensation of temperature movements; continuous welded rail track.

BGK - Block of geometric compensation of displacements;

VAT - Stress-strain state of rails.

FIG. 1 shows a layout diagram of a continuous welded rail track.

FIG. 2 shows a side view of a rail track.

FIG. 3 shows a view along arrow A.

FIG. 4 shows a section BB.

The device for implementing the method consists of the following main parts: TANK 1 (Fig. 1), OR 2, butt joint 3, end lash 4, rail inserts 5, BGK 6, fixed lash 7, guides 8 (Fig. 3), butt strips 9, gear motor 10, brake 11, steering wheel 12, rack and pinion drive 13, base TANK 14, cradle 15 (Fig. 4), nut 16, shortened linings 17, screws 18, nut 19, ball 20, rail spacers 21, spacers 22, BPU 23, motion sensor 24, limit switches 25, ambient temperature sensor 26, rail temperature sensor 27, lever system 28, masses 29, B, C, D - marking of rail inserts and lodgments.

The line of wires connecting with the control room, 10 - a gear motor, 11 - a brake, 24 - motion and position sensors, 25 - a line of limit switches, 26 - an ambient temperature sensor, 27 - a rail temperature sensor.

By means of the device, the method is carried out as follows. In accordance with the layout of the continuous-welded rail track (Fig. 1) on the sub-rail base 14 (Fig. 2), in front of and behind the TANK 1 at a distance of the extreme position of the pointed rails 2 moving along the arrow K, transverse guides 8 are installed on both sides, on which the BGK is placed 6.with the possibility of transverse movement along arrow D.

In the automated version, the transverse movement of the BGK along arrow D is carried out by the command of the BPU to turn on the gear motor 10 through the rack drive 13. In the absence of power supply, manual movement is provided by rotating the steering wheel 12.

On the mobile platform 6 BGK in the size of the track, the lodgements 15 are rigidly fixed with nuts 16 (Fig. 4). Lodges of different lengths with letter marking B, C, D, intended for rigid attachment of rail inserts 5 of the corresponding length with the same letter marking B <C <D, (shown by a dotted line in Fig. 1 and letter designation (Figs 3, 4) The rail inserts have a length corresponding to the difference in the maximum compensation of the OP displacements on one side of the LHC, equal to E / 2 within the range of 50-250 mm on each side (Fig. 1).

Rail insert 5 with index B has the shortest length, the length of the rest increases as the number increases from 2 to 10 pairs, fixed motionlessly on the BGK with a pitch of 50-250 mm. The length of the rail inserts and their number are determined by the length of the continuous rail lines, the temperature, the level of permissible stresses and the amount of required compensation.

FIG. 1 shows a diagram of longitudinal forces in the threads of a continuous path. Section 7 depicts the main stationary rail whip with a diagram of the forces EFt + Fc, where Ft is the temperature force, Fc is the force of longitudinal displacements. Section X reflects the size of the movable end lashes 4, on the border with which the LHC and BGK are installed.

To create a unified system for automated compensation of temperature movements throughout the entire road network without restrictions on temperature and length of rail lines, it is necessary to use a standard breakdown of the total range of changes in ambient temperatures, and standard lengths of welded rail lines required to calculate the number of reusable rail inserts in a given region. A breakdown of the operating temperature range is carried out in accordance with long-term statistical data of rail temperature measurements.

To eliminate time-consuming assembly operations when replacing rail inserts B, C, D, etc. the possibility of their repeated movement from 2 to 10 times is provided due to the automatic and mechanized movement of the BGK 6 in the guides 8 with the rail inserts 5 finally fixed in them in the lodgements 15 with screws 18 screwed into the threaded bushings of the lodgements. Rail inserts are of different lengths B <, C <D, etc. designed for installation in each standard temperature range, taking into account the established standard length of continuous strings.

The movement is carried out automatically from the electric drive, depending on the temperature to turn on the gear motor 10 or manually by the command of the control room.

Before replacing the rail inserts in the negative temperature range, for example, short B by elongated C, before the lateral displacement of the BGC, it is necessary to shift the OR to a zero gap between their ends, making room for the passage of a longer rail insert C. The initial position of the rail insert B is shown with a dotted line (Fig. 3). The displacement of the BGC when replacing the insert B, shown by the dotted line, was required to compensate for the shortening of the rails of the main line at low temperatures to the value of the permissible longitudinal one-way displacement of the OR LHC (50-250 mm).

Longitudinal movement of rail inserts in cradles during shortening or lengthening of rails during operation is ensured due to the tightening torque of bolts 18, which eliminate the lateral play of rail inserts and provide resistance to axial movement of the order of 10-200 n / cm [3].

When, for example, the insert C (shown in Fig. 3) reaches the axis of the rails, the limit switch 25 turns off the gear motor, turns on the brake 11, and provides transverse fixation of the rail inserts. In the absence of power supply, a manual lever system is installed.

When replacing rail inserts, for example, long C for short B, at positive temperatures, before the lateral movement of the BGC, it is necessary to push the OR to the maximum permissible value, reserving space for installing a shortened rail insert, which compensates for the elongation of the main rails when heated.

After installing the inserts in their original position, they are fixed with the main and OP butt plates 9, providing rigidity, stability and continuity of the path.

In addition, a rigid fixation of the transverse position of the BGC is carried out due to the brake 11, which operates in automatic and manual mode, due to the mass at the end of the lever 30. For transverse movement, an automated drive from turnouts can be used, which will greatly simplify the refinement of the invention.

By increasing the difference in the lengths of the rail inserts and their number from 2 to 10 with multiple replacement, compensating each time the size of the gaps on both sides of the LHC by 300-500 mm, it is possible to increase the length of the rail lines with 10-fold replacement to 30-50 km or more.

Multiple replacement of rail inserts reduces stress stress in the rails, which contributes to a change in the stress state from bulk to flat, changes the amplitude level and the nature of the alternating loading cycle, and increases the reliability and durability of rails.

Calculations show that using high-strength and lightweight rails in conjunction with previously obtained patents for methods of frictional [5] and automatic [2] compensation of gaps together with the proposed method of geometric compensation opens up prospects for a significant increase in the linear parameters of continuous welded rail threads up to maintaining their continuity throughout along the way.

The control room automation is a reliable example of the use of typical sensors of motion, position, temperature, limit switches with software for the sequence and moments of their activation.

The rail inserts are made with a narrowed foot for the size of the rail head, which ensures their reliable fixation in the cradle 15. The rail pad 21 and the pad 22 provide adjustment of the vertical and lateral position of the rail inserts.

The operation of a rail track is one of the most complex expensive technical problems associated with constant control and maintenance of butt clearances within the established limits, control of the level of tensile and compression stresses in rails, the level of tightening of embedded and butt bolts, repeated seasonal setting and replacement of equalizing spans, monitoring of rail displacement , prevention of theft emissions with anticipation of constant threats requiring the maintenance of a huge staff of service personnel [4].

The cost of maintaining the superstructure of the track is 40% of the total cost of its maintenance.

The introduction of the proposed 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, the introduction of compact units and mechanisms for compensating gaps according to the proposed method will allow them to be used for installation in places of concentration of emergency manifestations identified in the course of long-term operation, to forestall the likelihood of accidental accidents, to concentrate and automate the control units of gaps and stress state in rails in one place at large intervals. The use of BGK will significantly increase the possibilities of temperature compensation of a continuous-welded rail track in an unlimited range of temperature and track length changes with large intervals of placement of stations for automatic control of track parameters, and increase the reliability and safety of high-speed traffic.

Literature

1. Patent No. 2254408 C2 IPC EO1B 11/32 dated 11.11.2002.

2. Patent No. 2685491 C1 IPC EOJB 11/12 dated 22.06.2018.

3. Continuous path. Moscow "Transport" 2000.

4. Instructions on the current maintenance of the railway track. Ministry of Railways of Russia. Moscow: Transport, 2000.223 p.

5. Patent No. 2686597 C1 IPC EO1B 11/32 dated 22.06.2018.

Claims (9)

1. A method for geometric compensation of temperature displacements of a rail track, including rail threads, bolted joints, sleepers, pointed rails and the gap between them, a pointed platform, seasonal inserts, a program control unit (PCU), which consists in the fact that the layout of the rail track is carried out by installing on the boundaries between the movable end stitches on both threads of transverse guides with a block of geometric compensation of displacements movable in the transverse direction, on which 2 to 10 paired rows of lodgements are rigidly fixed parallel to the path axis in the sequence of lengths B <C <D, and the transverse step between the paired rows is set equal to the size of the rail track, and the longitudinal pitch between the cradles is set equal to the pitch of the sleeper grid. 2. The method according to claim 1, characterized in that rail inserts of the same length are installed in the paired rows of cradles on both sides at the level of the rolling surface of the rail track, which are marked in accordance with the increasing length B <C <D and so on, and with side gaps between the paired rows provide free passage of the ridges of the wheelsets. 3. The method according to claim 2, characterized in that the rail inserts and paired rows of lodgments, in which they are laid and fixed, are marked with one index in the sequence of lengths B <C <D, while the marking of each next pair of rail inserts begins with the smallest length , which is increased in proportion to the value of the compensated one-sided gap in the range E / 2 from 50 to 250 mm. 4. The method according to claim 2, characterized in that in the positive temperature range, to compensate for the displacements between the ends of the pointed rails on both sides in both rail lines, set the maximum clearance, move the geometric compensation unit, install shortened rail inserts in the axis of the rail track, corresponding to the length of the temperature range, the amount of elongation and the length of the filaments, and when compensating for gaps in the negative region, the pointed rails are shifted to a zero gap, the geometric compensation unit is moved, elongated rail inserts are installed, while, in both cases, they provide compensation for maximum displacements. 5. The method according to claim 4, characterized in that the rail inserts of the required length after installation in the axis of the rail track are finally fixed with bolts in the lodgements with a torque, while providing resistance to longitudinal shear from 10-200 N / cm, eliminate lateral play, adjust with spacers the size of the track, is connected to the pointed and main rails by butt plates, and the geometric compensation unit in the guides is pinched from lateral movements by an electric brake or a manual lever drive. 6. The method according to claim 2, characterized in that, depending on the length of the continuous welded rail threads, the temperature of the rails and the permissible stresses, the rail inserts are repeatedly replaced during the season, the gaps are compensated, the stress-strain state of the rails is reduced, for which the block is moved from 2 to 10 times geometric compensation of displacements in manual or automatic mode at the command of the control room through a temperature range that exhausts the possibility of overlapping gaps by the method of automatic compensation of temperature movements of a continuous-welded rail track. 7. A device for implementing the method according to claim 1, including pointed rails, a pointed platform, rail inserts, butt plates, fastening bolts, characterized in that it is provided with guides across the path on both sides with blocks of geometric compensation of displacements placed on them, with the possibility multiple dimensional stepwise transverse movement in automatic or manual mode relative to the axis of the rail track. 8. The device according to claim. 7, characterized in that the block of geometric compensation of displacements is equipped with paired rows of cradles parallel to the rail axis with a transverse pitch equal to the track pitch, with a longitudinal pitch between the cradles equal to the pitch of the sleeper grid, which are equipped with screws for fastening rail inserts. 9. The device according to claim 8, characterized in that it is equipped with an electric and back-up manual lever drive, a steering wheel, brakes for moving and fixing the working position of the block of geometric compensation of movement of the rail track, after placing and fixing the rail inserts.

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