WO2017096673A1 - 斜口钢轨铁路 - Google Patents

斜口钢轨铁路 Download PDF

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Publication number
WO2017096673A1
WO2017096673A1 PCT/CN2016/000223 CN2016000223W WO2017096673A1 WO 2017096673 A1 WO2017096673 A1 WO 2017096673A1 CN 2016000223 W CN2016000223 W CN 2016000223W WO 2017096673 A1 WO2017096673 A1 WO 2017096673A1
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Prior art keywords
rail
oblique
standard
railway
rails
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PCT/CN2016/000223
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English (en)
French (fr)
Inventor
于晖
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于晖
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Application filed by 于晖 filed Critical 于晖
Priority to EA201800359A priority Critical patent/EA201800359A1/ru
Priority to AU2016368769A priority patent/AU2016368769A1/en
Priority to CA3007860A priority patent/CA3007860C/en
Priority to JP2018530778A priority patent/JP2019502844A/ja
Priority to EP16871885.6A priority patent/EP3388576A4/en
Publication of WO2017096673A1 publication Critical patent/WO2017096673A1/zh
Priority to ZA2018/03829A priority patent/ZA201803829B/en
Priority to US16/004,351 priority patent/US10550524B2/en
Priority to AU2020203578A priority patent/AU2020203578A1/en

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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B11/00—Rail joints
    • E01B11/02—Dismountable rail joints
    • E01B11/20—Dismountable rail joints with gap-bridging
    • E01B11/22—Dismountable rail joints with gap-bridging by parts of the rails
    • E01B11/24—Dismountable rail joints with gap-bridging by parts of the rails with oblique or overlapping rail ends
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B11/00—Rail joints
    • E01B11/02—Dismountable rail joints
    • E01B11/20—Dismountable rail joints with gap-bridging
    • E01B11/22—Dismountable rail joints with gap-bridging by parts of the rails
    • E01B11/26—Dismountable rail joints with gap-bridging by parts of the rails with interlocking rail ends

Definitions

  • the (IPC) international patent classification number of the present invention is B61B, which can be used in various railway and track facilities.
  • the standard rail railway reserves a transverse rail joint between the rails to solve the problem of rail thermal stress, which brings about the impact collision between the wheel and rail.
  • the impact between the wheel and rail not only accelerates the loss of the wheel and the rail, but also generates impact vibration and noise; it not only increases the maintenance and replacement cost of the train and the railway, but also reduces the passenger comfort and cargo transportation safety. .
  • the seamless rail railway is to weld standard rails into seamless rails of several hundred meters to several kilometers long or to use extra long seamless rails, although the rails can be eliminated on the seamless rails. There is a collision, but there are still transverse rails between the seamless rails, so the seamless rail railway can only reduce the impact between the rails and rails.
  • the seamless rail railway mainly adopts the thermal stress seamless circuit design to limit the thermal stress of the rail. It is to lock the rail with high-strength bolts, gusset fasteners or spring fasteners, and to limit the free expansion and contraction of the seamless rail by line resistance. Or use the heat-dissipation seamless circuit design to reduce and control the thermal stress of the rail; both methods can only limit and control the thermal stress of the rail within a certain range, once a certain part of the controlled thermal stress appears Problems such as rail locking, or changes in ambient temperature outside the design range (such as extreme weather) can result in accidents that break rail welds or expand rails. Seamless rail railways require welding and locking of rails.
  • the quality of rail welds, rail fasteners, sleepers and subgrades has a greater impact on railway safety, more uncertainties and higher probability of failure; longer rails, hot More stress, more attachments per rail, more uncertain factors, higher probability of failure; in the high temperature difference area, the thermal stress of the rail changes more, rail welds, rail fasteners, sleepers and subgrade
  • the strength of the force is higher, the uncertainties are more, the safety hazard is bound to be greater;
  • the seamless rail railway has higher requirements on the stability of the line, and the geological change factors, climate change factors and natural disaster factors have greater impact on railway safety.
  • the seamless rail railway also has the problem of unstable weld quality and high breakage rate in use. Therefore, the seamless rail railway has not completely solved the problem of rail thermal stress, and there are still many safety hazards.
  • Seamless rail railways require welding and locking of rails, which significantly improve the quality requirements and construction difficulties of rail welds, rail fasteners, sleepers and subgrades, thus multiplying rail construction and maintenance costs; seamless rails are longer. It also requires on-site welding, which requires large paving equipment and more technical personnel to work together, and also increases the equipment cost and labor cost of railway construction; the seamless rail is longer, and the production and transportation cost of the rail is also increased; seamless line maintenance The difficulty and requirements of maintenance are higher, and the cost of repair and maintenance is also significantly increased. Therefore, the construction and maintenance costs of seamless rail railways are high.
  • the standard rail railway solves the problem of rail thermal stress and brings about the impact between the wheel and rail;
  • the seamless rail railway can not completely eliminate the impact between the wheel and rail, and double the cost of construction and maintenance. It can not completely solve the thermal stress problem of the rail, and there are many safety hazards; neither the standard rail railway nor the seamless rail railway can solve the collision problem between the wheel and rail and the thermal stress of the rail at the same time.
  • the oblique rail railway adopts the small acute angle oblique rail joint design and the reserved longitudinal rail joint design, which can completely solve the wheel and rail rail joint impact problem and the rail thermal stress problem at the same time!
  • the use of oblique flat rail compatible complementary design can also greatly reduce the cost of railway construction and transformation!
  • the oblique rail railway adopts a small acute angle oblique rail joint design, which can completely eliminate the impact between the wheel and rail; it can significantly reduce the loss and maintenance cost of trains and railways, and can significantly reduce the running resistance, vibration and noise of the train. Can further Increase vehicle speed and reduce energy consumption.
  • the use of a small acute angle oblique rail joint design can also double the thermal stress regulation performance of the railway, enabling the oblique rail railway to work normally in high temperature areas.
  • the oblique rail railway also adopts the reserved longitudinal rail joint design, which can completely solve the rail thermal stress problem and improve the safety of the railway.
  • the oblique rail railway does not need to weld, limit and lock the rail, and can follow the technical standards of ordinary railways.
  • the quality requirements are built to not only improve the reliability of the railway, but also significantly reduce the cost of railway construction and maintenance.
  • the oblique rail railway also adopts the compatible design of the inclined flat rail. It can use the existing equipment to produce the standard oblique rail. It can transform the standard rail into the inclined rail and continue to use.
  • the standard rail which can wear the port and be scrapped can be transformed into the inclined rail. Waste utilization, the use of existing sleepers and line accessories; can avoid the huge investment waste caused by the replacement of rails, sleepers, line fittings and production equipment, and avoid huge reinvestment.
  • the inclined flat rail is compatible with the complementary design.
  • the standard oblique rail can be compatible with the standard rail modified by the oblique port. It can directly transform the existing railways on the line according to the method of “interval replacement” and “partial interval replacement”. Reduce the cost of railway transformation.
  • the inclined rail railway completely solved the two technical problems that restricted the development of the railway for 190 years, comprehensively improved the technical performance of the railway, and laid the technical foundation for the upgrading of the railway;
  • the design of the oblique rail railway was simple, easy to construct and reconstruct, and the construction method Flexible and obvious cost advantages, it has created favorable conditions for large-scale construction and transformation of oblique rail railways;
  • oblique rail railways are safe, reliable and durable, fast and stable driving, comfortable and quiet, convenient maintenance, and high efficiency and high efficiency for railways.
  • the operation provides technical support; the performance and efficiency of the oblique-port rail railway are excellent, and the application value is extremely high!
  • the wheels are continuously rolling on the track plane of the rail; when the train brakes, the wheels slide on the track plane of the rail; as long as the rail plane of the railway remains continuous and smooth, as long as the wheel tread of the train remains It is sleek and there is no impact between the wheel and the rail.
  • the existing rails used on various railways are flat rails.
  • the following standard rail railways and seamless rail railways are collectively referred to as flat rail railways, standard rail joints and seamless rails.
  • the joints are collectively referred to as flat rail joints.
  • the circular wheel of the train has a certain width and curvature.
  • the rail joints at the rail joints are all transverse recesses.
  • the wheel rolls to the rail rail notch the wheel will be in the cabin pressure (vertically downward) because the lateral tread of the wheel cannot be supported by the transverse rail notch. It collides with the traction force of the locomotive (forward) to fall forward and downward, and then collides with the edge of the beginning of the rail in front of the rail recess.
  • Fig. 1 is composed of a plan view of the track plane at the joint of the flat rail and a rectangular coordinate system corresponding to the upper and lower.
  • the two flat rectangles are the orbital planes of the adjacent two standard rails.
  • point A is the end point of the standard rail on the left side of the flat rail joint
  • point B is the end point of the standard rail on the right side of the flat rail joint
  • AB is the transverse rail joint at the joint of the flat rail.
  • the force conversion process of the two standard rails on the left and right sides of the flat rail joint is marked.
  • the 0-A interval is the force-receiving process of the standard rail on the left side of the flat rail joint, and the interval after B is the flat rail joint.
  • the force of the standard rail on the right side, the vertical axis W1 in the Cartesian coordinate system represents the magnitude of the force on the rail, and the horizontal axis t represents time.
  • Front and lower (the size and direction of the resultant force can be accurately marked with a vector diagram); after the wheel passes through point B, the force on the right standard rail returns to normal, which is equal to the total pressure of the wheel (the direction is vertically downward); Between point A and point B at the joint, due to the occurrence of rail gap between adjacent standard rails, the rail support force fluctuates sharply (suddenly disappears and suddenly recovers), which also leads to the joint of the flat rail. The sudden break of the force conversion process and the extreme fluctuation of the magnitude of the force will inevitably lead to impact and vibration at the joint of the wheel and the flat rail.
  • the rail is a long strip structure, and the rail plane and the side edges of the rail are parallel to the extension line of the rail; in order to facilitate the design and description of the rail of the oblique rail, the following is the plane of the rail track (parallel to the sides of the track plane) And the center line of the equidistance is set to the longitudinal axis of the rail.
  • 1 oblique rail seam can eliminate the impact between the wheel and rail
  • the transverse right angle of the ends of the rail is cut (the cutting surface of the rail port is perpendicular to the plane of the rail rail bottom and perpendicular to the longitudinal axis of the rail), it is changed to oblique cutting (the cutting surface of the rail port is perpendicular to the plane of the rail rail bottom, and the rail is vertical) If the axis is not perpendicular, the transverse rail joint at the rail joint can be converted into an oblique rail joint (the rail joint between the rails is not perpendicular to the longitudinal axis of the rail), and the transverse through recess on the rail plane at the rail joint can be eliminated.
  • the lateral tread of the wheel will not fall down when the plane of the track is staggered through the oblique rail connection, and the impact between the wheel and the rail joint can be eliminated!
  • the type, specification, material of the rail on the inclined rail railway must be the same as the cutting angle of the adjacent oblique rail, and the adjacent oblique rails must be staggered and fixedly mounted on the same plane and the same longitudinal axis.
  • the transverse rail joint at the joint of the rail can be converted into an oblique rail joint, thereby eliminating the transverse rail recess on the track plane at the rail joint.
  • the lateral tread of the wheel will not fall down when passing through the track plane at the oblique rail connection, and the impact between the wheel and the rail joint can be eliminated!
  • Figure 2 consists of the four component diagrams of Figure 2 (a), Figure 2 (b), Figure 2 (c) and Figure 2 (d), the four-component diagram is a plan view of the orbital plane of the joint of the oblique rail and The corresponding rectangular coordinate system is composed above and below.
  • the right-angled coordinate system corresponding to the top and bottom of the orbital plane top view respectively indicates the force conversion process of the two oblique rails at the joint of the oblique rail, wherein the thinner solid lines are oblique rails.
  • the force of the left oblique rail of the joint, the thicker solid line is the force of the right oblique rail of the oblique rail joint; for the comparison of the research results, the wheels are at the same pressure and the same speed
  • the vertical axis W2 in the Cartesian coordinate system represents the magnitude of the rail force
  • the horizontal axis t represents time.
  • the oblique angles of the oblique rails in Figures 2(a) and 2(b) are the same, and the oblique cutting directions are opposite; the oblique rails in Figure 2(a) are (based on the longitudinal axis of the rail) Reference)
  • the direction of the small acute angle of the counterclockwise cutting, the oblique rail in Figure 2 (b) is the direction of the small acute angle of the clockwise (based on the longitudinal axis of the rail).
  • the oblique direction of the oblique rail in the three-component diagrams of Fig. 2(a), Fig. 2(c) and Fig. 2(d) are both (based on the longitudinal axis of the rail) and the counterclockwise acute angle Cutting direction, but the cutting angle of the oblique rail in the three-component diagram is different; wherein the cutting angle of the oblique rail in Figure 2(d) is the largest, and the cutting angle of the inclined rail in Figure 2(a) is larger, Figure 2 ( c) The cutting angle of the middle oblique rail is the smallest.
  • Fig. 2(a) when the wheel enters the point D of the oblique rail joint, the pressure of the wheel is entirely borne by the left oblique rail; when the wheel enters the section between the oblique joints DE, The main pressure of the wheel is still carried by the oblique rail on the left side, and gradually transitions and shifts to the right oblique rail; when the wheel reaches the center E point of the oblique rail joint, the two oblique rails intersect at the same time Bearing capacity, each bearing half of the wheel pressure; when the wheel enters the EF section of the oblique rail connection, the pressure of the wheel is gradually transferred from the two inclined rails to the main rail and the shift is transferred to the right oblique rail; After the wheel passes the point F of the oblique rail connection, the wheel pressure has all been transferred to the right oblique rail.
  • the force conversion process of the adjacent oblique rails at the joint of the oblique rails can be marked on the Cartesian coordinate system in the other three component diagrams, as shown in Fig. 2(b), Fig. 2(c) and As shown in Fig. 2(d), since the force conversion process of the oblique rail in the three-component diagram is substantially the same as that of Fig. 2(a), the description will not be repeated here.
  • the oblique rail railway has a two-way capacity.
  • the oblique rail joints are basically the same when the inclined rails are in the same direction and the oblique cut angles are different.
  • the force conversion process of the two inclined rails occurs in the intersection of the oblique intersections of the two inclined rails.
  • the force conversion process of the two inclined rails is kept linear, and the stress of the two inclined rails is completely Similarly, the combined force of the two inclined rails to withstand the wheel pressure is linear and stable, so there is no impact and vibration between the wheel and the oblique rail joint; however, the cutting angle of the inclined rail is large.
  • the force conversion process of the oblique rail joint is related to the cutting angle of the inclined rail; the time course of the force conversion of the oblique rail joint is inversely proportional to the cutting angle of the oblique rail, and the inclined rail is subjected to the force
  • the linear rate of change is proportional to the cutting angle of the oblique rail.
  • the orbital plane will be affected at the joint of the oblique rail. The case where the force width changes or the position of the force zone changes.
  • the force conversion process of the adjacent inclined rails occurs on the strip-shaped extension surface on the plane of the track which is in effective contact with the lateral tread of the wheel, Moreover, the oblique cross-over overlapping sections of the two inclined rails on the strip-shaped extension surface have the same effect as the cutting angle of the inclined rail, the change of the width of the track plane or the cutting angle of the inclined rail, and the inclination The position of the joint of the rail is changed. Therefore, according to the same analysis method as in Fig.
  • the force conversion process of the joints of the inclined rails with the same cutting angle and different track width is compared, or the cutting angle of the rail is the same and the position of the bearing area of the track is changed.
  • the force conversion process of the front and rear and oblique rail joints can be compared and analyzed.
  • the starting position will be longitudinally displaced on the orbital plane, and the starting position (time) of the inclined rail will be advanced or delayed; the starting position (time) and force of the force conversion at the oblique rail joint
  • the direction and magnitude of the regional displacement, the direction and angle of the rail bevel, the direction and speed of the train travel are all related.
  • the change of the force width of the track plane and the change of the position of the force zone do not affect the anti-wheel rail impact performance of the oblique rail joint, and the change of the force width of the track plane and the position change of the force zone Due to the limitation of the track width, the influence of the force conversion time process, the linear rate of change of the force and the starting position of the force conversion is very small, and the oblique rail railway has good traffic.
  • the transverse rail joint at the joint of the rail can be converted into a slant To the rail joint; when the wheel passes through the oblique rail joint, the oblique rail joint can ensure the linear gradual transition and smooth transfer of the bearing process of the adjacent two oblique rails, and can also make the adjacent two obliques
  • the resultant force of the rail under pressure is always linear and stable, and there is no impact or vibration between the wheel and the oblique rail joint.
  • the force conversion process at the joint of the oblique rail is related to the cutting angle of the inclined rail; the time course of the force conversion at the joint of the oblique rail is inversely proportional to the cutting angle of the inclined rail, and the force of the inclined rail is The linear rate of change is proportional to the cutting angle of the oblique rail.
  • the change of the force width of the track plane and the change of the position of the force zone do not affect the anti-rail rail impact performance of the oblique rail joint.
  • the oblique rail railway has good traffic.
  • the oblique rail railway adopts the reserved longitudinal rail joint design to solve the rail thermal stress problem.
  • the oblique rail railway reserves a longitudinal rail joint of a certain width between adjacent inclined rails. When the length of the inclined rail is extended and contracted with temperature, it can be freely stretched between the reserved longitudinal rail gaps. The thermal stress of the rail is completely released; since there is neither welding nor longitudinal rail joint between the inclined rails, the problem of broken rail and expanding rail will not occur. Therefore, the oblique rail railway can solve the problem of rail thermal stress without leaving hidden dangers.
  • Figure 3 is a top plan view of five oblique-angled rail joints.
  • the width of the oblique rail joint is reserved for the same rail, if the cutting angle of the rail (between 0° and 90°) is gradually reduced from large to large, the rail plane is formed on the rail plane (the black thick line encircles the area).
  • the length of the transverse rail gap will also be shortened from the length (as indicated by the blank space of the rail passing through the dotted line), and the probability of forming a transverse through gap on the track plane at the rail joint is also getting smaller and smaller. The probability of a collision is getting lower and lower.
  • Figure 4 is a plan view of the orbital plane of the oblique rail joint.
  • ⁇ is the cutting angle of the inclined rail
  • the line segment AB and the line DC are the longitudinal rail joints between the two oblique rails at the oblique rail joint.
  • the width, the line segment BE is the width of the inclined rail track plane (the head width of the rail), and the line segment PC (perpendicular to the line segment DC) is the width of the transverse notch at the joint of the oblique rail.
  • the line DC is the longitudinal rail width between the inclined rails
  • the line PC is the transverse gap width between the inclined rails.
  • the transformation formula (1) can be derived:
  • the cutting angle of the inclined rail is smaller (the minimum angle between the cutting surface of the rail port and the longitudinal axis of the rail is smaller), the anti-rail rail impact performance of the oblique rail railway is better, and the thermal stress adjustment performance is better.
  • the range of temperature difference for normal work is even greater.
  • the oblique rail railway adopts the method of preserving the longitudinal rail joint to release the thermal stress of the rail.
  • the change of the width of the reserved rail joint directly affects the ability of the rail railway to release thermal stress. Therefore, it is necessary to study in depth the relationship between the cutting angle of the inclined rail and the rail joint of the inclined rail.
  • Figure 5 is a top plan view of the rail of the oblique rail joint.
  • the oblique side of the two oblique rails at the joint of the oblique rail and the reserved rail joint form a parallelogram ABCD.
  • the line segment AB and the line segment DC are the longitudinal widths of the reserved rail joints between the two oblique rails
  • the line segment CE is the height of the parallelogram ABCD, and is also the width of the oblique rail joint at the oblique rail joint.
  • the width (DC) of the longitudinal rail gap changes by ⁇ 10 mm
  • the width (CE) of the oblique rail gap can only vary by ⁇ 5 mm, and the railway's ability to adjust thermal stress is twice that of the original.
  • the width (DC) of the longitudinal rail gap changes by ⁇ 10 mm
  • the width (CE) of the oblique rail gap can only vary by ⁇ 2.59 mm, and the ability of the railway to adjust the thermal stress is 3.86 times.
  • the width (DC) of the longitudinal rail gap changes by ⁇ 10 mm
  • the width (CE) of the oblique rail gap can only vary by ⁇ 1.74 mm, and the ability of the railway to adjust the thermal stress is 5.75 times.
  • the change of the width of the longitudinal rail joint is caused by the thermal expansion and contraction of the rail. If the variation of the width of the longitudinal rail joint of the rail has less influence on the variation of the rail width of the rail, the railway The better the performance of adjusting thermal stress.
  • the width of the oblique rail joint is doubled as the cutting angle of the rail becomes smaller, which can double the thermal stress adjustment performance of the inclined rail railway, and the oblique rail railway can work normally in the high temperature difference area.
  • the width of the oblique rail joint at the joint of the inclined rail is doubled as the cutting angle of the inclined rail is significantly smaller, which can double the thermal stress adjustment performance of the inclined rail railway and make it work normally in the high temperature difference area. It can also improve the smoothness and integrity of the track plane at the joint of the oblique rail, significantly reduce the running resistance and vibration of the train; and further reduce the design reserved width of the longitudinal rail joint under the premise of meeting the requirements of thermal stress adjustment.
  • the smoothness and integrity of the track plane at the joint of the oblique rails is better, and the running resistance and vibration of the train are smaller, which creates conditions for further speed increase and energy saving of the railway.
  • Each port of the inclined rail has two oblique openings: one is the oblique opening of the rail, and the other is the inclined opening of the rail track plane.
  • Figure 6 is a top view of the rail, in Figure 6, ⁇ ⁇ is the angle of the oblique rail, AD is the length of the oblique mouth of the oblique rail, FD is the bottom width of the oblique rail, AF is the length of the oblique side of the oblique rail; BC It is the length of the oblique plane of the orbital plane, EC is the width of the orbital plane (the head width of the rail), and BE is the length of the oblique side of the orbital plane.
  • ⁇ FDA ⁇ ⁇ is the oblique angle of the oblique rail
  • FD is the bottom width of the oblique rail
  • AD is the length of the rail oblique. According to the trigonometric function definition, the relationship between AD, FD and ⁇ is:
  • the transformation formula (7) can be derived:
  • ⁇ is the cutting angle of the oblique rail
  • BC is the oblique length of the rail track plane
  • EC is the head width of the rail (the rail plane width of the rail).
  • the transformation formula (9) can be derived:
  • the length of the oblique mouth of the oblique rail and the length of the inclined plane of the orbital plane can be calculated according to formula (8) and formula (10), respectively. If you need to calculate the bevel length of the inclined rail and the bevel length of the inclined rail plane, you can list the calculation formula according to the definition of Figure 6 and the trigonometric function.
  • the choice of the cutting angle of the oblique rail has a great influence on the anti-rail rail impact performance and thermal stress adjustment performance of the oblique rail railway, and also affects the processing, transportation and installation of the oblique rail.
  • the cutting angle of the inclined rail is set to 15° (the minimum angle between the cutting surface of the rail port and the longitudinal axis of the rail is 15°), which can make the oblique rail railway have excellent anti-rail rail impact.
  • Performance and thermal stress adjustment performance can also reduce the processing difficulty of the oblique rail, the difficulty of joint fixing and the scrap rate, which can ensure the technical performance and comprehensive benefits of the inclined rail railway.
  • the design of the oblique rail joint is realized by changing the flat mouth at both ends of the rail into a diagonal mouth. Since the force conversion process at the joint of the oblique rail is independent of the cutting direction of the oblique rail, the oblique joint design must be realized. Rails are available in a variety of cutting directions, multiple cutting options, multiple cutting angles, and a variety of combinations.
  • the inclined rail railway adopts the parallel rail joint design, it can use the inclined rail with the same cutting angle and the cutting angle in the clockwise direction (with the rail longitudinal plane as the reference) in parallel with the cutting plane at both ends (the rail top view is parallelogram). It is composed of a slanted rail railway; it can also be used as a slant rail rail with a cutting angle of the same angle cut in the counterclockwise direction with the cutting planes at both ends parallel to each other (the rail is a parallelogram). According to the above two cutting methods, the acute angle cutting angle can be changed separately, and then more kinds of rail joints are parallel, (based on the longitudinal axis of the rail), the clockwise acute angle or the counterclockwise acute angle rail. Oblique rail railway with different rail joint angles.
  • the oblique rail railway adopts the non-parallel rail joint design, it can be cut at both ends of the rail (based on the longitudinal axis of the rail) in a clockwise acute angle direction and counterclockwise acute angle cutting (the rail top view is an isosceles ladder ladder).
  • the inclined rails with the same cutting angle are reversed to form the inclined rail railway which is not parallel with the rail joints; the same angle cutting method can be used to change the sharp angle cutting angles respectively, and then form more inclined rails with non-parallel rail joints.
  • Rail Top view is parallelogram
  • the acute angle direction is parallel cut (the rail top view is also a parallelogram), and (based on the longitudinal axis of the rail), the clockwise acute angle cut and the counterclockwise acute angle cut (the rail top view is an isosceles ladder), and then the three identical cuts
  • the angled and different cutting manners of the oblique rail spacing are combined into a more complicated oblique rail railway; according to these three cutting methods, At the same time, the sharp angle cutting angle of the rail is changed, and the three rail spacings are combined into more inclined rail railways with different rail joint angles; oblique rails with different cutting angles, different cutting modes and different cutting directions can be selected respectively. Corresponding to a combination of more complex oblique rail railways.
  • the oblique rail can have a variety of cutting directions, a variety of cutting methods, a variety of cutting angles and a variety of combinations of design choices, only the inclined rails with parallel cutting surfaces at both ends do not need to be turned off and seamed when laying and replacing.
  • the oblique rails with parallel cutting faces at both ends can also simplify the oblique processing, and facilitate the rapid and continuous production of inclined rails. Therefore, selecting the inclined rails with parallel cutting faces at both ends can avoid unnecessary troubles in the production, laying and replacement of the inclined rails, and can obviously improve production efficiency, laying efficiency and reduce the overall cost.
  • the standard of the oblique processing of the standard oblique rail is determined as follows: the cutting faces at both ends of the rail are parallel, the cutting surface of the rail port is perpendicular to the plane of the rail rail bottom, and the angle between the longitudinal axis of the rail is counterclockwise 15 °.
  • the slanted rail compatible complement design includes a structurally compatible design of standard slanted rails with standard rails, a length compatible complementary design and a diagonal compatible design.
  • the standard oblique rail follows the structural design of the standard rail, except for the length and port cutting method is different from the standard rail, the other designs (model, specification, structure, material and production standard) They are all the same as standard rails.
  • the oblique stress rail railway has superior thermal stress regulation performance, and the standard oblique rail length design has a wider selection range, and the length is compatible with the complementary design and more flexible.
  • the choice of standard oblique rail length design is larger, if the length of the standard inclined rail is too long, it will increase the manufacturing cost, transportation cost, laying equipment cost and labor cost of the rail; if the length of the standard inclined rail is too Shorter, it will increase the number of rail joints on the railway, which will increase the cost of rail joints; and the use of standard inclined rails of moderate length will not only facilitate the production, transportation, laying and replacement of rails, but also further reduce the reserved longitudinal rails.
  • the width of the slit can further improve the smoothness of the track plane at the joint of the oblique rail, which can further reduce the driving resistance and increase the speed. Therefore, the design of the length of the standard inclined rail should be optimized by various factors.
  • the "effective length" of the standard oblique rail is designed to be 25 meters, and the monorail length of the standard oblique rail is designed as (25+2a) meters [a is the length of the oblique mouth of the standard inclined rail].
  • Effective length On the inclined rail railway, the inclined ends at both ends of the standard oblique rail are staggered, and the longitudinal rail joint is also reserved, and the length of the inclined mouth of the different types of inclined rails and the length of the inclined plane of the track plane are also Different, the length design and calculation of the railway is more troublesome; the middle part of the inclined rails with the oblique ends removed from each other is set to the "effective length", which can be calculated in units of "effective length” and staggered joints.
  • the rails on the standard rail railway and the seamless rail railway are flat, and the "effective length” of the rail is equal to the length of the rail; if the two ends of the standard rail are cut into oblique openings, the "flat-to-slant rail” is effective.
  • Length (standard rail length - 2a) m [a is the length of the oblique of the standard oblique rail].
  • the standard inclined rail should be used; in the “flat-to-slope railway” modified by “local interval replacement” or “interval replacement”, it is necessary to use the same type of standard inclined rail at the same time.
  • the standard rail and the standard oblique port can be realized by performing the oblique cut modification on the standard rail port according to the same oblique cutting standard of the standard inclined rail.
  • the rails are compatible with the slanting opening.
  • Standard rail railways and seamless rail railways can double the cost of railroad retrofits (see “Partial Interval Replacement” and “Interval Replacement” on page 19).
  • the damaged flat of the scrapped rail can be removed, thereby converting the scrapped standard rail into a qualified oblique rail waste utilization; in the production, transportation and installation of the standard oblique rail, if the length is ( 25+2a) meters of standard oblique rails are damaged by oblique edges, which can be re-cut according to the length of (25-2a) meters, which can be used for "flat-mouthed oblique railway".
  • the oblique rail railway has four distinct technical features:
  • the rail joint between the rails is not perpendicular to the longitudinal axis of the rail.
  • the oblique rail railway adopts the oblique rail joint design, which can completely eliminate the impact between the wheel and rail, and can also significantly improve the thermal stress regulation performance of the railway. If the minimum angle between the oblique rail joint and the longitudinal axis of the rail is smaller, the anti-rail rail impact performance and thermal stress adjustment performance of the oblique rail railway are better; if the minimum between the oblique rail joint and the longitudinal axis of the rail The angle is large, and it is still possible to maintain the high performance of the inclined rail railway by selecting the shorter length of the inclined rail and adjusting the longitudinal rail width between the inclined rails [the rail track plane (parallel to the sides of the track plane) And the center line of the equidistance) has been set to the longitudinal axis of the rail].
  • the technical feature of the oblique rail joint design is that the rail joint between the rails is not perpendicular to the longitudinal axis of the rail.
  • the transverse rail joint between the rails can be transformed into a diagonal rail joint, and the oblique rail joint design can be realized. Since the force conversion process at the joint of the oblique rail is independent of the cutting direction of the oblique rail, the oblique rail joint between the rails can be realized, and the oblique rail can have various cutting directions, multiple cutting angles and various combinations. In this way, the oblique rail joint design of the oblique rail railway can also be selected in various directions, multiple angles and various combinations.
  • the inclined rail railway adopts the parallel rail joint design, it can use the inclined rail with the same cutting angle and the cutting angle in the clockwise direction (with the rail longitudinal plane as the reference) in parallel with the cutting plane at both ends (the rail top view is parallelogram). It is composed of a slanted rail railway; it can also be counter-clockwise with the cutting surfaces at both ends parallel (the rail is in a parallelogram) (with the longitudinal axis of the rail as the reference)
  • the inclined rails with the same cutting angle and the same cutting angle form the inclined rail railway; the sharp cutting angles can be respectively changed according to the above two cutting methods, and then more kinds of rail joints are formed in parallel (with the longitudinal axis of the rail) As a reference) a diagonal rail railway with a different orbital angle in a clockwise acute angle or a counterclockwise acute angle.
  • the oblique rail railway adopts the non-parallel rail joint design, it can be cut at both ends of the rail (based on the longitudinal axis of the rail) in a clockwise acute angle direction and counterclockwise acute angle cutting (the rail top view is an isosceles ladder ladder).
  • the inclined rails with the same cutting angle are reversed to form the inclined rail railway which is not parallel with the rail joints; the same angle cutting method can be used to change the sharp angle cutting angles respectively, and then form more inclined rails with non-parallel rail joints.
  • Rail Top view is parallelogram
  • the acute angle direction is parallel cut (the rail top view is also a parallelogram), and (based on the longitudinal axis of the rail), the clockwise acute angle cut and the counterclockwise acute angle cut (the rail top view is an isosceles ladder), and then the three identical cuts
  • the angled and different cutting manners of the oblique rail spacing are combined into a more complicated oblique rail railway; according to these three cutting methods, At the same time, the sharp angle cutting angle of the rail is changed, and the three rail spacings are combined into more inclined rail railways with different rail joint angles; oblique rails with different cutting angles, different cutting modes and different cutting directions can be selected respectively. Corresponding to a combination of more complex oblique rail railways.
  • the oblique rail joint design of the oblique rail railway can be selected in a variety of directions, multiple angles and various combinations, no matter which diagonal rail joint design is adopted, regardless of the oblique rail joint at the rail joint ( On the basis of the longitudinal axis of the rail) the counterclockwise acute angle direction or the clockwise acute angle direction, regardless of whether the diagonal rail joints on the railway line are in the same direction or in different directions, the minimum angle between the oblique rail joint and the longitudinal axis of the rail is large.
  • the acute angle is still a small acute angle, whether the oblique rail joint on the railway is a single oblique rail joint or a combined diagonal rail joint (combined oblique cutting at both ends of the rail can be staggered), the rail between the oblique rail rail rails
  • the seams are not perpendicular to the longitudinal axis of the rail, which is also the main technical feature of the inclined rail railway.
  • the inclined rail railway adopts the reserved longitudinal rail joint design, and a longitudinal rail gap of a certain width is reserved between the oblique rails at the joint of the oblique rails.
  • the oblique rail can freely expand and contract between the reserved longitudinal rail joints, so that the thermal stress of the rail is completely released, thereby completely solving the rail thermal stress problem.
  • a longitudinal rail gap is left between the inclined rails.
  • the use of the reserved longitudinal rail joint design does not require restrictions and locking of the rails, which can completely solve the rail thermal stress problem and reduce the cost of railway construction and maintenance.
  • the cutting surface of the rail port is perpendicular to the plane of the rail bottom and not perpendicular to the longitudinal axis of the rail.
  • the oblique rail railway adopts the oblique rail joint design.
  • the flat rails must be changed into oblique rails that can be staggered.
  • the technical feature of the inclined rail is that the cutting surface of the rail port is perpendicular to the plane of the rail rail bottom and not perpendicular to the longitudinal axis of the rail.
  • the oblique rail can be selected by various cutting methods, multiple cutting directions, multiple cutting angles and various combinations, but no matter which cutting method, cutting direction or what kind of cutting method is used.
  • the cutting angle and the combination of the angles in order to achieve the oblique rail joint connection between the rails, must make the cutting surface of the rail port perpendicular to the plane of the rail rail bottom and not perpendicular to the longitudinal axis of the rail, which is also the oblique rail railway Technical characteristics.
  • the cutting angle of the inclined rail is smaller (the minimum angle between the cutting surface of the rail port and the longitudinal axis of the rail is smaller), the anti-rail rail impact performance and thermal stress adjustment performance of the oblique rail railway are better.
  • the standard oblique rail can be compatible with the standard rail modified by the oblique mouth
  • the oblique rail railway adopts the inclined flat rail compatible complementary design, and the standard oblique rail of the same type can be modified with the oblique mouth.
  • the quasi-rails are compatible and complementary.
  • the slanted rail compatible complement design includes a structurally compatible design of standard slanted rails with standard rails, a length compatible complementary design and a diagonal compatible design.
  • the remaining design (model, specification, structure, material and production standard) of the standard oblique rail is the same as the standard rail except for the length and port cutting method;
  • the length is compatible and the oblique mouth is complementary.
  • the port of the standard rail is modified according to the same cutting standard of the standard oblique rail.
  • the technical feature of “local interval replacement” is to convert the transverse rail joint between the seamless rails into a longitudinal rail by replacing the standard inclined rails with local intervals and partially modifying the standard rail ports adjacent to the two ends of the standard inclined rails.
  • An oblique rail joint of the gap gap divides the seamless rail into a plurality of shorter sections with an oblique rail gap having a longitudinal rail gap.
  • interval replacement transverse rail joints between standard rail railways or seamless rail railway rails, or by standard replacement of standard inclined rails at intervals and spacing of standard rail ports adjacent to both ends of standard inclined rails The welds are all changed to an oblique rail joint with a longitudinal rail gap.
  • the standard oblique rail can be compatible with the standard rail modified by the oblique port, which is not only the design advantage of the oblique rail railway greatly reducing the construction and transformation cost, but also one of the technical features of the oblique rail railway.
  • the oblique rail railway adopts a small acute angle oblique rail joint design, which eliminates the transverse rail joint recess on the rail plane of the rail joint, and can completely eliminate the impact between the wheel rails.
  • the oblique rail railway completely eliminates the impact between the wheel and rail, and at the same time eliminates the impact loss of the wheel and the rail, the metal fatigue caused by the impact vibration and related damage. Therefore, the oblique rail railway can significantly extend the service life of wheels, rails, sleepers, subgrades, train parts and line fittings, and can significantly reduce the maintenance and replacement costs of trains and railways; the elimination of impact between wheels and rails can also significantly reduce trains. Driving resistance, vibration and noise can further increase the speed and reduce energy consumption.
  • the small acute angle oblique rail joint design can also double the railway's thermal stress regulation performance, enabling the oblique rail railway to work normally in various temperature difference areas.
  • the inclined rail railway also adopts the reserved longitudinal rail joint design, which can completely release the thermal stress of the rail, and can solve the problem of rail thermal stress without leaving hidden dangers.
  • the oblique rail railway reserves a certain length of longitudinal rail gap between adjacent inclined rails.
  • the oblique rails undergo thermal expansion and contraction with temperature changes, the oblique rails can be in the reserved longitudinal direction.
  • the longitudinal free expansion and contraction between the gaps of the rail gap enables the thermal stress of the rail to be completely released; since there is neither welding nor longitudinal rail joint between the inclined rails, of course, there will be no problem of breakage and expansion. Therefore, the oblique rail railway can solve the problem of rail thermal stress without leaving hidden dangers.
  • the use of the reserved longitudinal rail joint design does not require restrictions and locking of the rails, which can completely solve the rail thermal stress problem and reduce the cost of railway construction and maintenance.
  • the structure of the inclined rail railway is very simple. According to the reliability theory, the simpler the composition of a system, the higher the reliability; the simpler the structure of the system, the easier the installation, the more convenient inspection and the faster maintenance. It is more conducive to the system to maintain design performance and reliability.
  • the oblique rail railway completely eliminates the impact between the wheel and rail, and also eliminates the impact loss of the wheel and the rail, the metal fatigue caused by the impact vibration and related damage. Therefore, the oblique rail railway can significantly reduce the probability of failure of vehicles, wheels, rails, subgrades and line fittings, and can significantly improve the safety and reliability of the railway.
  • the oblique rail railway adopts the reserved longitudinal rail joint design to solve the thermal stress problem of the rail. It does not need to limit and lock the rail, which can significantly reduce the quality requirements of the rail fasteners, sleepers and subgrade, the strength of the stress and the probability of failure.
  • the oblique rail railway adopts the oblique rail joint design to eliminate the impact between the wheel and rail, does not need to weld the rail, can completely eliminate the safety hazard of the broken rail; reserve the longitudinal rail joint design and oblique
  • the thermal stress adjustment performance of the rail joint design is super strong, which not only enables the railway to work normally in various temperature difference areas, but also completely eliminates the safety hazards of the expansion and derailment; it can also significantly improve the safety and reliability of the railway.
  • the oblique rail railway completely eliminates the impact between the wheel and rail. Of course, there will be no impact vibration and collision noise.
  • the elimination of the collision between the wheel and the rail can significantly reduce the running resistance of the train, and further improve the speed and reduce the energy consumption.
  • the oblique rail joint design can significantly improve the smoothness and integrity of the track plane at the joint of the oblique rail, and can further reduce the running resistance, running vibration and noise of the train. Therefore, the train can run faster, smoother and quieter on the inclined rail railway, and the passengers can ride more comfortably and the cargo transportation is safer.
  • the inclined rail railway has a simple structure, the standard inclined rail has a moderate length, and can be flexibly selected according to the construction conditions (manpower or mechanization), which can significantly improve the efficiency of railway construction and transformation.
  • the inclined rail railway has a greater advantage in areas with poor construction conditions, wartime and post-disaster reconstruction.
  • the oblique rail railway does not need to be welded and locked steel rails, which can significantly reduce the technical difficulty and quality requirements of railway construction and maintenance, and can also significantly improve the efficiency of railway construction and maintenance.
  • the inclined rail railway adopts the compatible and balanced design of the inclined flat rail. It can directly transform the existing railways on the line according to the method of “local interval replacement” and “interval replacement”. Only a small number of rails on the line need to be replaced and modified, no need to be modified. The original roadbed, track bed and sleepers can significantly improve the efficiency of railway reconstruction.
  • the oblique rail railway completely eliminates the impact between the wheel and rail, and at the same time eliminates the impact loss of the wheel and the rail, metal fatigue and related damage caused by the impact vibration, thus significantly extending the wheel, rail, sleeper, roadbed, train accessories and
  • the service life of the line components can significantly reduce the maintenance and replacement costs of trains and railways.
  • the inclined rail railway does not need to be welded and locked steel rails. It can be constructed according to the technical standards and quality requirements of the standard rail railway, which can double the material cost and labor cost of railway construction.
  • the standard oblique rails are medium in length, easy to produce, transport and lay. They do not require large production equipment, transportation equipment and laying equipment, and can significantly reduce the cost of production, transportation and laying of inclined rails.
  • the oblique rail railway adopts the compatible design of the inclined flat rail. It can use the existing equipment and technology to produce the standard oblique rail. It can transform the standard rail into the inclined rail and continue to use it. It can transform the standard rail which is worn and scrapped into a diagonal. Rail waste utilization, can continue to use existing sleepers and line accessories; not only can avoid the huge investment waste caused by the replacement of rails, sleepers, line fittings and production equipment, but also avoid huge reinvestment, and can also use existing equipment Scale production railway Building materials; the use of oblique flat rails compatible with complementary design, can also be modified according to the "local interval replacement" and "interval replacement” way, can also double the existing railway transformation costs.
  • the safety and reliability of the inclined rail railway is higher, the train runs more smoothly and safely, the accident probability and the cargo damage rate are lower, and the railway operating cost can be further reduced.
  • the oblique rail railway can solve the problem of wheel and rail impact and the thermal stress of the rail at the same time, which can improve the safety, reliability and durability of the railway, and can significantly improve the comfort of passengers and the safety of cargo transportation. It can completely eliminate the safety hazards of broken rail and expansion rail, and can work normally in various temperature difference areas; it can greatly reduce the cost of railway construction, operation, maintenance and transformation, and avoid huge waste of investment and reinvestment; It can be used efficiently and efficiently, and it is extremely cost-effective and can be widely used in various third-generation railway and rail facilities.
  • the inclined rail railway is safer, more reliable and more durable, the vehicle is faster and more stable, the ride is more comfortable and quiet, and the construction, maintenance and operation cost is lower; it can be used in various third-generation high-performance, high-speed, low-energy passenger railways. Widely used in third-generation subways, light rail and trams.
  • the oblique rail railway has higher safety and reliability, and the vehicle is faster and more stable. It can significantly improve the reliability of transportation of precision equipment and the safety of transportation of inflammable and explosive materials.
  • the oblique rail railway is more efficient, more durable and energy-saving, and more convenient. Maintenance and maintenance can significantly reduce the cost of railway construction, maintenance and operation and the risk of freight transportation; it can be widely used in various third-generation high-performance, low-energy high-speed freight railways and mine railways.
  • the oblique rail railway can completely solve the rail thermal stress problem, and at the same time completely solve the collision problem between the wheel and rail; it can make the train safer, faster, smoother and quieter. And more energy-efficient operation, can also significantly reduce the maintenance costs and operating costs of trains and railways. Therefore, the oblique rail railway will completely replace the standard rail railway.
  • the oblique rail railway can not only solve the collision problem between the wheel and rail, but also solve the problem of rail thermal stress without leaving hidden dangers; it can improve the safety of the railway. Reliability, stability and comfort can further increase the speed of the vehicle and reduce energy consumption; it can significantly improve the efficiency of railway construction, maintenance and operation, and significantly reduce the cost of railway construction, maintenance, renovation and operation, especially It can double the construction and maintenance cost of high-speed rail and the maintenance cost of motor trains. Therefore, the oblique rail railway will completely replace the second generation of seamless rail railways (including high-speed rail).
  • the oblique rail joint design can eliminate the impact and vibration between the wheel and rail, and can also significantly improve the smoothness of the track plane at the track joint. Therefore, the driving is extremely stable and can be widely used for the connection of various track facilities; if used for cranes and The rail connection of the hanging crane can eliminate the vibration of the running process of the crane and the hanging crane; for the flammable, explosive, fragile goods and precision equipment, the safety in the mobile lifting process can be obviously improved.
  • Fig. 1 is a schematic view showing the process of stress conversion of the rail at the joint of the flat rail; Fig. 1 is composed of a plan view of the track plane at the joint of the flat rail and a rectangular coordinate system corresponding to the upper and lower sides.
  • Figure 2 is a schematic diagram of the force conversion process at the joint of the oblique rail;
  • Figure 2 is composed of four components of Figure 2 (a), Figure 2 (b), Figure 2 (c) and Figure 2 (d), four groups
  • the sub-pictures are composed of a top view of the orbital plane at the joint of the oblique rail and a rectangular coordinate system corresponding to the upper and lower.
  • Figure 3 is a top view of the five oblique-angled rail joints; the angle of the oblique rails can be visually understood from Figure 3 The relationship between the length of the transverse rail gap of the oblique rail.
  • Figure 4 is a plan view of the track plane at the joint of the oblique rail; through Figure 4, the relationship between the transverse notch width, the longitudinal rail width and the cutting angle of the inclined rail can be accurately understood.
  • Fig. 5 is a plan view of the track plane at the joint of the oblique rail; through Fig. 5, the relationship between the oblique rail width of the oblique rail joint, the longitudinal rail gap width and the cutting angle of the oblique rail can be accurately understood.
  • Figure 6 is a plan view of the rail; Figure 6 can accurately understand the relationship between the angle of the oblique rail and the length of the rail and the length of the rail plane.
  • Figure 7 is a plan view of the rail; on the left side of Figure 7, is a schematic view of a transversely angled cut rail, and on the right side of Figure 7 is a schematic view of a small acute angle obliquely cut rail.
  • Figure 8 is a plan view of the joint of the oblique rail; through Figure 8, the rail connection of the oblique rail railway can be visually understood.
  • the two thick black lines in the figure are the splints at the rail joint.
  • the design of the oblique rail railway is simple, easy to construct and transform, the construction method is flexible, the cost advantage is obvious, and it is easy to promote and implement.
  • a unified oblique rail railway construction standard In order to construct a standardized oblique rail railway, a unified oblique rail railway construction standard must be established; in order to avoid unnecessary troubles in the production, laying and replacement of the inclined rail, a uniform oblique rail production standard must be established.
  • the structure of the standard oblique rail adopts the inclined flat rail compatible complementary design. Except the length and port cutting method is different from the standard rail, the other designs (model, specification, structure, material and production standard) are all with the standard rail. the same.
  • the standard for oblique beveling of standard inclined rails the cutting faces at both ends of the rail are parallel, the cutting surface of the rail port is perpendicular to the plane of the rail rail bottom, and the angle between the rail and the longitudinal axis of the rail is 15° counterclockwise.
  • Fig. 7 is a top view of the rail
  • the left side of Fig. 7 is a schematic diagram of the transverse right angle cutting rail
  • the right side of Fig. 7 is the standard inclined rail which is cut according to the oblique rail production standard. schematic diagram.
  • the length of the standard inclined rail is 25 meters, and the monorail length of the standard inclined rail is (25 + 2a) meters [a is the oblique length of the inclined rail].
  • the standard oblique rail adopts a 15° oblique cutting angle and a 25-meter “effective length” design. Because the bottom width and the orbital plane width of different types of rails are different, the oblique length of the standard oblique rails of different models and the orbital plane oblique opening Length and single The track length is also different. Due to the compatible and complementary design of the inclined flat rails, length compatibility and beveling complementation are possible for standard inclined rails of the same type and inclined rails modified by the same type of standard rail.
  • the length (a) of the oblique rail of the type of inclined rail can be calculated according to formula (8), and the monorail length of the inclined rail of the model can be calculated accordingly.
  • the standard inclined rail can be produced by using the existing standard rail production line.
  • the cutting process of the standard rail production line can be changed from the transverse cutting to the oblique cutting, and then the monorail length of the standard inclined rail can be set according to the model of the rail.
  • the standard rail production line was transformed into a standard oblique rail production line.
  • the modification of the inclined rail of the standard rail is very simple, as long as the port of the standard rail is re-cut obliquely according to the standard of the oblique processing of the standard inclined rail.
  • the inclined rail railway does not need to be welded, restrained and locked. It can be constructed according to the technical standards and quality requirements of the standard rail railway. It can also flexibly select (manpower or mechanization) construction according to the construction conditions; it can significantly reduce the technology of railway construction. Difficulty can also double the cost of railway construction.
  • the standard inclined rails are still connected by means of splint to form a continuous trajectory.
  • splints, bolts, nuts and spring washers are still used for coupling and fixing.
  • Fig. 8 is a plan view of the joint of the oblique rail.
  • the two thick black lines are the splints at the joint of the rail; as can be seen from Fig. 8, the joint of the oblique rail
  • the rail joint is a small acute angle oblique rail joint.
  • the roadbed, track bed and sleeper are laid, and the longitudinal rail gap is reserved according to the design requirements between the standard oblique rails.
  • the port rails are sequentially connected by plywood and fixed on the sleepers, so that a low-cost, high-performance standardized oblique rail railway can be built.
  • the oblique rail railway adopts the oblique joint rail compatible and complementary design, and can use the existing equipment to produce the oblique rail.
  • the rails will continue to be used after the transformation, and the existing sleepers and line fittings can continue to be used, thus greatly reducing the cost of building materials for railway reconstruction;
  • the compatible flat design of the inclined flat rails can be directly replaced by the “partial interval replacement” and “interval replacement” methods.
  • To renovate the flat rail railway only a small number of standard rails on the line need to be replaced and modified, and the original subgrade, track bed and sleepers need not be modified, and the cost of railway reconstruction can be doubled.
  • the quality standards and technical requirements of the inclined rail railway are The same as the standard rail railway, it can also greatly reduce the cost of retrofitting the seamless rail railway.
  • the existing flat-mouth railways can be divided into two categories: one is a standard rail railway composed of standard rails and fixed by conventional means; the other is a seamless rail consisting of welded seamless rails or extra-long seamless rails and fixed by locking means.
  • Railways; high-speed rails are also classified as seamless railroads because of the seamless design of seamless rails and the use of seamless rails.
  • “Local Interval Replacement” is used for high efficiency, low cost retrofit of various seamless rail railways.
  • Partial interval replacement the replacement of the standard oblique rail between the seamless rails of the seamless rail railway, and the conversion of the transverse rails between the seamless rails into the oblique rail joints, thus completely eliminating the seamless rail railway.
  • the appropriate proportion of the standard oblique rail is replaced at equal intervals on each seamless rail, with the longitudinal rail
  • the oblique rail gap of the gap divides the seamless rail into a plurality of shorter sections, using the superior rail thermal stress release performance of the oblique rail joint and the heat of the seamless rail locked in each shorter section of the sleeper
  • the stress limiting function can achieve the combined effect of the interval release rail thermal stress and the interval-limiting rail thermal stress, thereby eliminating the problem of rail thermal stress hazard in the seamless rail railway; by replacing between seamless rails and seamless rails
  • the standard oblique rail can completely eliminate the wheel-rail impact problem of the seamless rail railway and the
  • the standard rail flat ends at both ends of the rail vacancy shall be cut obliquely according to the standard of oblique bevel cutting of the standard inclined rail, and then the standard inclined rail shall be replaced in the rail vacancy;
  • the seamless rail railway is carried out at the same time.
  • the length and interval combination of the standard inclined rail and the “flat-to-slant rail” should be considered in the subsequent transformation.
  • the technical feature of “local interval replacement” is to convert the transverse rail joint between the seamless rails into a longitudinal rail by replacing the standard inclined rails with local intervals and partially modifying the standard rail ports adjacent to the two ends of the standard inclined rails.
  • An oblique rail joint of the gap gap divides the seamless rail into a plurality of shorter sections with an oblique rail gap having a longitudinal rail gap.
  • the combined effect of thermal stress can make the thermal stress regulation performance of the modified railway basically the same as that of the standard oblique rail railway; when the subsequent modification is carried out in conjunction with the line replacement cycle, it can continue to follow the "local interval replacement” method, and gradually Sea rail railway
  • the standard rails on the welded ones are replaced with standard inclined rails and the intervals are changed into “flat-mouthed inclined rails”.
  • the seamless rail railway can be gradually transformed into “interval replacement” type “flat-mouth modified oblique railway”, “flat mouth”
  • the anti-rail rail impact performance and thermal stress adjustment performance of the modified oblique railway are exactly the same as those of the standard oblique rail railway, and can be completely repaired according to the technical requirements of the standard rail railway.
  • Interval Replacement is used for high efficiency, low cost retrofitting of various standard rail railways, as well as high efficiency, low cost retrofits for a variety of seamless railroad railways located in hot zone or main trunk.
  • Interval replacement the standard rails on the standard rail railway or the seamless rail railway are ranked in the order of joining or welding, and the standard rails in the even position are completely removed by the standard oblique rail; the standard in the odd position The rails are all retained without disassembly, and both ends of the standard rails are preserved for standard oblique cuts; then the "flat-mouthed rails” that have been retained and modified through the ramps are re-joined with the standard oblique rails on the refit. "Pingkou changed to the oblique railway.”
  • interval replacement the transverse rail joints or welds between the various flat rail rail rails are replaced by replacing the standard oblique rails at intervals and changing the standard rail ports adjacent to the two ends of the standard inclined rails. Change to an oblique rail joint with a longitudinal rail gap.
  • the performance of the "interval replacement" railway after all the standard rail railways and seamless rail railways have been modified in a "interval replacement" manner, all transverse rail joints or welds between the rails on the line have been converted into longitudinal gaps. Oblique rail seam. Therefore, the anti-rail rail impact performance and thermal stress adjustment performance of the “flat-mouthed oblique railway” are exactly the same as those of the standard oblique rail railway, and the maintenance and maintenance of the entire line can be carried out according to the technical requirements of the standard rail railway.
  • All replacement It is to replace the standard inclined rails on the original roadbed, track bed and sleepers or replace them with “flat-mouthed inclined rails”, which are reassembled into inclined by standard inclined rails or “flat-mouthed inclined rails”. Rail railway.
  • All replacement is used for all kinds of standard rail railways and seamless rail railways with the overall quality of the roadbed, track bed and sleepers, and the overall quality of the rails on the line is not up to standard.
  • the performance of the “all replacement” railway is exactly the same as that of the standard inclined rail railway. .
  • the construction standards of seamless rail railways are significantly higher than those of standard rail railways.
  • the quality indicators of line fittings, sleepers and roadbeds are also significantly higher than the standard rail railways, and the construction time of railways is generally shorter and the road conditions are generally better.
  • it should be modified according to the "local interval replacement” or “interval replacement” according to the temperature difference and the importance of the line in the railway area.
  • the oblique rail railway can not only improve the safety, reliability, comfort and durability of the railway, but also greatly reduce the cost of railway construction, renovation, maintenance and operation; it can avoid the waste of previous huge investment and save Huge reinvestment; for the railway's high-performance design, high-efficiency use, high-efficiency operation, low-cost construction, low-cost maintenance and low-cost transformation to create a new model, with a high promotion and application value!

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Abstract

斜口钢轨铁路，采用小锐角斜向轨缝联接设计和预留纵向轨缝设计，能同时解决轮轨之间撞击问题和钢轨热应力问题。斜平口钢轨兼容互补设计还能大幅度降低铁路建设与改造成本。该斜口钢轨铁路结构简单、安全可靠耐用、行车快速平稳安静、运营高效节能、易于建设改造、维修保养方便、成本优势明显、性能效益俱佳。

Description

斜口钢轨铁路 一、技术领域
本发明的(IPC)国际专利分类号是B61B，能用于各种铁路及轨道设施。
二、背景技术
自从1825年英国建成世界第一条铁路至今，车轮与钢轨轨缝撞击问题和钢轨热应力问题一直都无法同时彻底解决。
标准钢轨铁路在钢轨之间预留横向轨缝解决了钢轨热应力问题，带来了轮轨之间撞击撞击问题。轮轨之间的撞击，既明显加快了车轮和钢轨的损耗，还产生了撞击震动和噪声；既明显增加了列车和铁路的维修与更换成本，还降低了旅客乘坐舒适感和货物运输安全性。
无缝钢轨铁路为解决轮轨之间撞击问题，是把标准钢轨焊接成几百米至几千米长的无缝钢轨或者使用超长无缝钢轨，虽然在无缝钢轨上能消除轮轨之间撞击，但在无缝钢轨之间仍有横向轨缝，所以无缝钢轨铁路只能减少而不能彻底消除轮轨之间撞击。
无缝钢轨铁路主要采用热应力式无缝线路设计来限制钢轨的热应力，就是使用高强度螺栓、扣板式扣件或弹条扣件等锁定钢轨，利用线路阻力限制无缝钢轨的自由伸缩；或者采用放散热应力式无缝线路设计来减少和控制钢轨的热应力；这两种方法都只能在一定范围内限制和控制钢轨的热应力，一旦限控热应力的某个环节出现问题(如钢轨锁定环节)，或者环境温度的变化超出设计范围(如出现极端天气)，就会出现拉断钢轨焊缝或胀轨的事故。无缝钢轨铁路需要焊接和锁定钢轨，钢轨焊缝、钢轨紧固件、枕木和路基的质量对铁路安全的影响更大，不确定因素更多，故障概率更高；无缝钢轨更长，热应力更大，每条钢轨上附件更多，不确定因素更多，故障概率也更高；在高温差地区，钢轨热应力变化幅度更大，钢轨焊缝、钢轨紧固件、枕木和路基的受力强度更高，不确定因素更多，安全隐患必然更大；无缝钢轨铁路对线路稳定性的要求更高，地质变化因素、气候变化因素和自然灾害因素对铁路安全的影响都更大；此外，无缝钢轨铁路在使用中还存在着焊缝质量不稳定、断头率偏高的问题。因此，无缝钢轨铁路既没有彻底解决钢轨热应力问题，还有许多安全隐患。
无缝钢轨铁路需要焊接和锁定钢轨，明显提高了钢轨焊缝、钢轨紧固件、枕木和路基的质量要求及施工难度，因而成倍提高了铁路的建设与维修成本；无缝钢轨更长，还要现场焊接，需要大型铺路装备和更多技术人员配合工作，也提高了铁路建设的装备成本和人工成本；无缝钢轨更长，也增加了钢轨的生产与运输成本；无缝线路维修与保养的难度和要求都更高，也明显增加了维修与保养的成本。因此，无缝钢轨铁路的建设与维修成本都很高。
综上所述，标准钢轨铁路解决了钢轨热应力问题，带来了轮轨之间撞击问题；无缝钢轨铁路既不能彻底消除轮轨之间的撞击，还成倍提高了建设与维修的成本；既不能彻底解决钢轨热应力问题，还有许多安全隐患；无论是标准钢轨铁路还是无缝钢轨铁路，都不能同时彻底解决轮轨之间撞击问题和钢轨热应力问题。
三、发明内容
斜口钢轨铁路采用小锐角斜向轨缝联接设计和预留纵向轨缝设计，能同时彻底解决车轮与钢轨轨缝撞击问题和钢轨热应力问题！采用斜平口钢轨兼容互补设计还能大幅度降低铁路建设与改造的成本！
斜口钢轨铁路采用小锐角斜向轨缝联接设计，能彻底消除轮轨之间的撞击；既能明显降低列车和铁路的损耗与维修成本，还能明显减少列车的行驶阻力、震动和噪声，还能进一步 提高车速和降低能耗。采用小锐角斜向轨缝联接设计还能成倍提高铁路的热应力调节性能，能使斜口钢轨铁路正常工作在高温差地区。
斜口钢轨铁路同时采用预留纵向轨缝设计，能彻底解决钢轨热应力问题，能全面提高铁路的安全性；斜口钢轨铁路不需要焊接、限制和锁定钢轨，能按照普通铁路的技术标准和质量要求修建，既能全面提高铁路的可靠性，还能大幅度降低铁路建设与维修的成本。
斜口钢轨铁路还采用斜平口钢轨兼容互补设计，能利用现有设备生产标准斜口钢轨，能将标准钢轨改造成斜口钢轨继续使用，能将端口磨损而报废的标准钢轨改造成斜口钢轨废物利用，能使用现有枕木和线路配件；既能避免更换钢轨、枕木、线路配件及生产设备所造成的既往巨额投资浪费，还能避免巨额重新投资。采用斜平口钢轨兼容互补设计，标准斜口钢轨能与斜口改造的标准钢轨兼容互补，能按照“间隔更换”和“局部间隔更换”的方式在线路上直接改造现有各种铁路，能成倍降低铁路改造的成本。
斜口钢轨铁路同时彻底解决了制约铁路发展190年的两大技术难题，全面提高了铁路的技术性能，为铁路升级换代奠定了技术基础；斜口钢轨铁路设计结构简单、易于建设改造、施工方法灵活、成本优势明显，为大规模建设与改造斜口钢轨铁路创造了有利条件；斜口钢轨铁路安全可靠耐用、行车快速平稳、乘坐舒适安静、维修保养方便，为铁路的高效率使用和高效益运营提供了技术保障；斜口钢轨铁路的性能和效益俱佳，推广应用价值极高！
(一)技术方案
1、消除轮轨之间的撞击
要解决轮轨之间撞击的问题，必须了解撞击产生的原因，再设法消除撞击产生的条件。
(1)车轮与钢轨之间不撞击的基本条件
列车在铁路上行驶时，车轮是在钢轨的轨道平面上连续滚动的；列车刹车时，车轮是在钢轨的轨道平面上滑动的；只要铁路的轨道平面保持连续和平滑，只要列车的车轮踏面保持圆滑，车轮与钢轨之间就不会产生撞击。
(2)平口钢轨铁路产生轮轨撞击的原因
现有各种铁路上使用的钢轨都是平口钢轨，为了便于与斜口钢轨铁路对比和说明，以下将标准钢轨铁路和无缝钢轨铁路统称为平口钢轨铁路，将标准钢轨联接处和无缝钢轨联接处统称为平口钢轨联接处。
①车轮与平口钢轨轨缝撞击的原因
火车的圆形车轮有一定宽度和弧度，当车轮在钢轨上滚动(行驶)或者滑动(刹车)时，只有车轮轮轴垂线下方极窄的横向踏面与铁路的轨道平面接触；在平口钢轨铁路上，钢轨联接处的轨缝都是横向凹口，当车轮滚动到钢轨轨缝凹口时，由于车轮的横向踏面无法得到横向轨缝凹口的支撑，车轮就会在车厢压力(垂直向下)与机车牵引力(向前)形成合力的作用下向前下方跌落，随之就会与轨缝凹口前方钢轨始端的棱角发生撞击。由于列车很重，行驶的速度较快，车轮踏面与轨缝凹口两端钢轨棱角的相互作用力巨大，车轮踏面在压过轨缝凹口一端棱角和撞击轨缝凹口另一端棱角时，就会产生两次明显的震动和较大的“咔、嚓”响声，巨大的冲击力就会对车轮踏面和轨缝凹口两端的钢轨棱角造成损害。
②平口钢轨联接处的受力转换过程
平口钢轨联接处的受力转换过程如图1所示，图1由平口钢轨联接处轨道平面俯视图和与之上下对应的直角坐标系组成。
在平口钢轨联接处轨道平面俯视图中，两个扁长的矩形是相邻两条标准钢轨的轨道平面， 其中A点是平口钢轨联接处左侧标准钢轨的端点，B点是平口钢轨联接处右侧标准钢轨的端点，AB之间是平口钢轨联接处的横向轨缝。
在直角坐标系中标出的是平口钢轨联接处左右两条标准钢轨的受力转换过程，其中0～A区间是平口钢轨联接处左侧标准钢轨的受力过程，B之后的区间是平口钢轨联接处右侧标准钢轨的受力过程，直角坐标系中的纵轴W1代表钢轨受力的大小，横轴t代表时间。
可以看出：在车轮通过平口钢轨联接处的过程中，在A点，左侧标准钢轨的受力是从承受车轮全部压力瞬间降到零的；在B点，右侧标准钢轨的受力是从零突然上升到最大值的，右侧标准钢轨的B端点在瞬间突然受到了车轮压力与机车牵引力所形成合力的巨大冲击，合力的大小明显大于车轮的压力，合力的方向指向列车前进方向的前下方(合力的大小和方向可以用矢量图准确标出)；在车轮通过B点之后，右侧标准钢轨的受力恢复正常，就等于车轮的全部压力(方向垂直向下)；在平口钢轨联接处的A点和B点之间，由于相邻的标准钢轨之间出现了轨缝缺口，既导致了钢轨支撑力的急剧波动(突然消失又突然恢复)，也导致了平口钢轨联接处受力转换过程的突然间断和受力大小的极值起伏，也就必然导致车轮与平口钢轨联接处产生撞击并引起震动。
(3)斜口钢轨铁路消除轮轨撞击的原理
钢轨是长条状结构，钢轨的轨道平面及两侧边线都与钢轨的延长线平行；为便于斜口钢轨的设计参照与说明，以下将钢轨轨道平面上(与轨道平面两侧边线平行并且等距离)的中心线设定为钢轨纵轴线。
①斜向轨缝能消除轮轨之间的撞击
我们已知，当列车的车轮在钢轨上滚动(行驶)或者滑动(刹车)时，只有车轮轮轴垂线下方极窄的横向踏面与钢轨的轨道平面接触；平口钢轨铁路的车轮与钢轨轨缝撞击问题，就是因为车轮的横向踏面无法得到横向轨缝凹口的支撑而造成的。因此，消除钢轨联接处的横向轨缝凹口是解决车轮与钢轨轨缝撞击问题的关键。
如果将钢轨两端的横向直角切割(钢轨端口的切割面与钢轨轨底所在平面垂直、与钢轨纵轴线垂直)改为斜向切割(钢轨端口的切割面与钢轨轨底所在平面垂直、与钢轨纵轴线不垂直)，就可以将钢轨联接处的横向轨缝转变成斜向轨缝(钢轨之间的轨缝与钢轨纵轴线不垂直)，就能消除钢轨联接处轨道平面上的横向贯通凹口，车轮的横向踏面在通过斜口钢轨联接处交错联接的轨道平面时就不会向下坠落，车轮与钢轨轨缝之间的撞击就可以消除！
为确保所有的车轮都能顺利通过斜口钢轨联接处，还必须确保斜口钢轨联接处轨道平面的平滑和无阻碍。因此，斜口钢轨铁路上钢轨的型号、规格、材质和相邻斜口钢轨的切割角度都必须相同，还必须将相邻的斜口钢轨交错联接并固定安装在同一平面和同一纵轴线上。
综上所述，将钢轨两端的平口改成能交错联接的斜口，就能将钢轨联接处的横向轨缝转变成斜向轨缝，就能消除钢轨联接处轨道平面上的横向轨缝凹口，车轮的横向踏面在通过斜口钢轨联接处的轨道平面时就不会向下坠落，车轮与钢轨轨缝之间的撞击就可以消除！
②斜口钢轨联接处的受力转换过程
斜口钢轨联接处的受力转换过程如图2所示。
图2由图2(a)、图2(b)、图2(c)和图2(d)四组分图组成，四组分图都是由斜口钢轨联接处的轨道平面俯视图和与之上下对应的直角坐标系组成。
在四组分图中，虽然斜口钢轨的切割角(钢轨端口的切割面与钢轨纵轴线之间的最小夹角)和切割方向各不相同，但为了进行研究结果对比，在四组斜口钢轨联接处轨道平面的俯视 图中，D点都是斜口钢轨联接处右侧斜口钢轨的端点，E点都是斜口钢轨联接处的中心点，F点都是斜口钢轨联接处左侧斜口钢轨的端点，C点和G点之间都是两条斜口钢轨的联接区域，D点和F点之间都是两条斜口钢轨的重合区域和同时受力区域。
在四组分图中，分别与轨道平面俯视图上下对应的直角坐标系中标出的都是斜口钢轨联接处两条斜口钢轨的受力转换过程，其中较细的实线都是斜口钢轨联接处左侧斜口钢轨的受力过程，较粗的实线都是斜口钢轨联接处右侧斜口钢轨的受力过程；为便于研究结果的对比，车轮都是以相同压力和相同速度通过四组分图中的斜口钢轨联接处；直角坐标系中的纵轴W2都代表钢轨受力大小，横轴t都代表时间。
在四组分图中，图2(a)和图2(b)中的斜口钢轨切割角相同，斜口切割方向相反；图2(a)中的斜口钢轨是(以钢轨纵轴线为基准)逆时针的小锐角切割方向，图2(b)中的斜口钢轨是(以钢轨纵轴线为基准)顺时针的小锐角切割方向。通过对比图2(a)和图2(b)中的斜口钢轨受力转换过程，可以了解斜口钢轨联接处的受力转换过程是否受到钢轨斜口方向改变的影响；进而可以了解斜口钢轨铁路是否具有双向通行能力。
在四组分图中，图2(a)、图2(c)和图2(d)三组分图中斜口钢轨的斜口方向都是(以钢轨纵轴线为基准)逆时针的锐角切割方向，但三组分图中斜口钢轨的切割角度不同；其中图2(d)中斜口钢轨的切割角最大，图2(a)中斜口钢轨的切割角较大，图2(c)中斜口钢轨的切割角最小。通过对比图2(a)、图2(c)和图2(d)中的斜口钢轨受力转换过程，可以了解斜口钢轨的切割角度对斜口钢轨联接处的受力转换过程是否有影响。
A、斜口钢轨联接处的受力转换过程
下面以图2(a)为例分析斜口钢轨联接处的受力转换过程：
在图2(a)中：当车轮进入斜口钢轨联接处D点之前时，车轮的压力全部由左侧的斜口钢轨承担；当车轮进入斜口钢轨联接处DE之间的区段时，车轮的主要压力仍由左侧的斜口钢轨承担，并逐渐向右侧的斜口钢轨过渡和转移；当车轮到达斜口钢轨联接处的中心E点时，交叉重合的两根斜口钢轨同时承重，各自承受车轮压力的一半；当车轮进入斜口钢轨联接处的EF区段时，车轮的压力就由两根斜口钢轨承重相同逐渐向以右侧斜口钢轨承重为主过渡和转移；当车轮通过斜口钢轨联接处的F点之后，车轮的压力已经全部转移到右侧的斜口钢轨上。
从图2(a)中的直角坐标系上可以看出：在车轮从斜口钢轨联接处的D点到F点的过程中，左侧斜口钢轨的受力过程是从承受车轮的全部压力开始线性缓慢下降到零的，而右侧斜口钢轨的受力过程是从零开始线性缓慢上升到承受车轮的全部压力的；相邻两条斜口钢轨承受车轮压力的合力则是线性和稳定不变的；所以车轮与斜口钢轨联接处之间不会产生撞击和震动。
按照相同方法，就可以在另外三组分图中的直角坐标系上分别标出斜口钢轨联接处相邻斜口钢轨的受力转换过程，如图2(b)、图2(c)和图2(d)所示，由于三组分图中斜口钢轨的受力转换过程与图2(a)基本相同，此处不再重复说明。
B、斜口钢轨切割角相同、斜口切割方向相反时，斜口钢轨联接处受力转换过程对比分析
将图2(a)和图2(b)进行对比可以看出：在斜口钢轨切割角相同、斜口切割方向相反时，斜口钢轨联接处两条斜口钢轨的受力转换过程都发生在两条斜口钢轨的斜口重合区域，两条斜口钢轨的受力转换过程都保持线性，两条斜口钢轨承受车轮压力的合力都是线性和稳定不变的，两条斜口钢轨的受力转换过程和受力大小都完全相同。因此，斜口钢轨联接处的受力转换过程与斜口钢轨的切割方向无关。
由于斜口钢轨联接处的受力转换过程与斜口钢轨的切割方向无关，列车行驶方向的改变 就不会影响斜口钢轨联接处的受力转换过程。因此，斜口钢轨铁路具有双向通行能力。
C、在斜口钢轨斜口方向基本相同、斜口切割角不同时，斜口钢轨联接处的受力转换过程对比分析
将图2(a)、图2(c)和图2(d)三组分图进行对比可以看出：在斜口钢轨斜口方向基本相同、斜口切割角不同时，斜口钢轨联接处两条斜口钢轨的受力转换过程都发生在两条斜口钢轨的斜口交错重合区域，两条斜口钢轨的受力转换过程都保持线性，两条斜口钢轨的受力大小都完全相同，两条斜口钢轨承受车轮压力的合力都是线性和稳定不变的，所以车轮与斜口钢轨联接处之间都不会产生撞击和震动；但随着斜口钢轨的切割角由大逐渐变小(钢轨端口切割面与钢轨纵轴线之间的最小夹角由大变小)，两条斜口钢轨受力转换的时间过程就会逐渐延长，两条斜口钢轨受力大小的线性变化率就会逐渐变小。因此，斜口钢轨联接处的受力转换过程与斜口钢轨的切割角有关；斜口钢轨联接处受力转换的时间过程与斜口钢轨的切割角成反比关系，斜口钢轨受力大小的线性变化率与斜口钢轨的切割角成正比关系。
D、在斜口钢轨轨道平面受力宽度改变和受力区域位置改变时，斜口钢轨联接处的受力转换过程对比分析
如果列车在两条钢轨型号不同的铁路上分别行驶时，或者车头与车厢的车轮踏面宽度不同时，或者不同车厢上车轮踏面的磨损程度不同时，就会在斜口钢轨联接处出现轨道平面受力宽度改变或受力区域位置改变的情况。
在轨道平面受力宽度改变和受力区域位置改变的斜口钢轨联接处，相邻斜口钢轨的受力转换过程都发生在与车轮横向踏面有效接触的轨道平面上的带状延长面上，而且是在带状延长面上两条斜口钢轨的斜口交错重合区段，其实际效果就等同于斜口钢轨切割角不变、轨道平面宽度的改变或者斜口钢轨切割角不变、斜口钢轨联接处的位置改变。因此，按照与图2相同的分析方法，将钢轨切割角相同、轨道平面宽度不同的斜口钢轨联接处的受力转换过程进行对比分析，或者将钢轨切割角相同、轨道平面受力区域位置改变前后的、斜口钢轨联接处的受力转换过程进行对比分析即可。
在斜口钢轨切割角相同、轨道平面受力宽度改变时(受力转换过程对比图省略)；斜口钢轨联接处两条斜口钢轨承受车轮压力的合力都是线性和稳定不变的，车轮与斜口钢轨联接处之间不会产生撞击；而且，斜口钢轨联接处受力转换的时间过程与轨道平面受力的宽度成正比关系，斜口钢轨受力大小的线性变化率与轨道平面受力的宽度成反比关系。
在斜口钢轨切割角相同、轨道平面受力宽度相同、受力区域的位置改变时(受力转换过程对比图省略)，斜口钢轨联接处两条斜口钢轨承受车轮压力的合力仍是线性和稳定不变的，车轮与斜口钢轨联接处也不会撞击；当轨道平面上受力区域的位置横向位移时，由于钢轨之间是斜向轨缝，车轮踏面与斜口钢轨联接处接触的起始位置就会在轨道平面上纵向位移，斜口钢轨受力转换的起始位置(时间)也会提前或延迟；斜口钢轨联接处受力转换的起始位置(时间)与受力区域位移的方向和大小、钢轨斜口的方向和角度、列车行驶的方向和速度都有关。
综上所述，轨道平面受力宽度的变化和受力区域的位置改变都不影响斜口钢轨联接处的防轮轨撞击性能，而且轨道平面受力宽度的变化和受力区域的位置改变都受到轨道宽度的限制，对受力转换时间过程、受力大小的线性变化率及受力转换起始位置的影响甚微，斜口钢轨铁路具有良好的通行性。
综上所述得出结论1：
(1)将钢轨两端的横向直角切割改为斜向切割，就能将钢轨联接处的横向轨缝转变成斜 向轨缝；当车轮通过斜口钢轨联接处时，斜口钢轨联接处既能确保相邻两条斜口钢轨承重受力过程的线性逐渐过渡和平稳转移，还能使相邻两条斜口钢轨承受压力的合力始终保持线性和稳定不变，车轮与斜口钢轨联接处之间就不会产生撞击和震动。
(2)斜口钢轨联接处的受力转换过程与斜口钢轨的切割方向无关，斜口钢轨铁路具有双向通行能力。
(3)斜口钢轨联接处的受力转换过程与斜口钢轨的切割角有关；斜口钢轨联接处受力转换的时间过程与斜口钢轨的切割角成反比关系，斜口钢轨受力大小的线性变化率与斜口钢轨的切割角成正比关系。
(4)轨道平面受力宽度的变化和受力区域的位置改变都不影响斜口钢轨联接处的防轮轨撞击性能，斜口钢轨铁路具有良好的通行性。
2、解决钢轨热应力问题
斜口钢轨铁路采用预留纵向轨缝设计解决钢轨热应力问题。
斜口钢轨铁路在相邻的斜口钢轨之间都预留有一定宽度的纵向轨缝，当斜口钢轨的长度随着温度变化伸缩时，可以在预留的纵向轨缝间隙之间自由伸缩，使钢轨的热应力完全释放；由于斜口钢轨之间既无焊接还有纵向轨缝，当然就不会出现断轨和胀轨的问题。因此，斜口钢轨铁路可以不留隐患的解决钢轨热应力问题。
采用预留纵向轨缝设计不需要限制和锁定钢轨，既能彻底消除安全隐患，还能成倍降低铁路建设的成本。
3、钢轨切割角优化设计
我们已知，斜口钢轨联接处的受力转换过程与斜口钢轨的切割角有关。因此，有必要深入研究钢轨切割角的变化对斜口钢轨铁路防轮轨撞击性能和热应力调节性能的影响程度。
由于斜口钢轨联接处的受力转换过程与斜口钢轨的切割方向无关，为便于对比研究，在本文中除了特殊说明之外，都以钢轨端口切割面与钢轨纵轴线之间的逆时针锐角θ作为钢轨切割角。
(1)钢轨切割角对防撞性能影响
图3是五种锐角切割的斜口钢轨联接俯视图。
从图3可以看出：
①在钢轨预留斜向轨缝的宽度相同时，如果钢轨的切割角(在0°～90°之间)由大逐渐变小，在钢轨联接处轨道平面上(黑色粗线包围区域)形成的横向轨缝缺口长度也会由长逐渐变短(如虚线经过的轨缝空白区域所示)，在钢轨联接处轨道平面上形成横向贯通缺口的概率也越来越小，车轮与钢轨轨缝发生碰撞的概率就越来越低。
②如果斜口钢轨的切割角(在0°～90°之间)越大，斜口钢轨预留轨缝的宽度变化对钢轨轨缝横向缺口长度变化的影响就越大；如果斜口钢轨的切割角越小，斜口钢轨预留轨缝的宽度变化对钢轨轨缝横向缺口长度变化的影响就越小。
斜口钢轨切割角与钢轨轨缝横向缺口长度之间的准确关系如图4所示。
图4是斜口钢轨联接处轨道平面俯视图，在图4中，∠θ是斜口钢轨的切割角，线段AB和线段DC是斜口钢轨联接处两条斜口钢轨之间预留纵向轨缝的宽度，线段BE是斜口钢轨轨道平面的宽度(钢轨的头宽)，线段PC(与线段DC垂直)是斜口钢轨联接处横向缺口的宽度。
在直角△PCD中，∠PDC＝∠θ是斜口钢轨切割角，线段DC是斜口钢轨之间纵向轨缝宽度，线段PC是斜口钢轨之间横向缺口宽度。根据三角函数定义，DC、PC和∠θ之间的关系是：
公式(1)：
Figure PCTCN2016000223-appb-000001
变换公式(1)可以得出：
公式(2)：PC(横向缺口宽度)＝tanθ×DC(纵向轨缝宽度)
公式(3)：
Figure PCTCN2016000223-appb-000002
我们知道，当90°＞θ＞0°时，tanθ＞0；当90°＞θ＞45°时，tanθ＞1。
由公式(2)可以看出：
①当90°＞θ＞45°时，由于tanθ＞1，纵向轨缝的宽度(DC)变化对横向缺口长度(PC)变化的影响就大；如果斜口钢轨选择大锐角(90°＞θ＞45°)，虽然也能通过减少预留纵向轨缝宽度来消除轮轨之间的撞击，但会导致铁路热应力调节能力的明显下降，就只能选用长度更短的钢轨，斜口钢轨铁路就只能工作在温差更小的地区。
②当45°＞θ＞0°时，由于tanθ＜1，纵向轨缝的宽度(DC)变化对横向缺口长度(PC)变化的影响就小；在45°＞θ＞0°的区间，随着∠θ逐渐变小，横向轨缝的宽度(PC)也因为正切值的明显变小而迅速变小，车轮与钢轨轨缝产生碰撞的概率也就迅速降低，这就是斜口钢轨铁路尽量选择小锐角斜口钢轨的根本原因。
由公式(3)可以看出：在横向轨缝的宽度(PC)不变时，如果斜口钢轨的切割角(θ)越小，纵向轨缝的宽度(DC)会因为正切值的明显变小而明显变大。也就是说，在确保轮轨之间不碰撞(PC＜BE)的前提下，如果斜口钢轨的切割角越小，纵向轨缝的宽度变化对横向缺口长度变化的影响也就越小。
我们知道，在铁路建成后的正常情况下，纵向轨缝的宽度变化是由钢轨热胀冷缩导致的，如果斜口钢轨纵向轨缝的宽度变化对横向缺口长度变化的影响越小，温度变化对斜口钢轨铁路防轮轨撞击性能的影响也就越小，斜口钢轨铁路正常工作的温差范围就更大。
由此得出结论2：
如果斜口钢轨的切割角越小(钢轨端口的切割面与钢轨纵轴线之间的最小夹角越小)，斜口钢轨铁路的防轮轨撞击性能就越好，热应力调节性能也越好，正常工作的温差范围就更大。
(2)钢轨切割角与热应力的关系
斜口钢轨铁路采用预留纵向轨缝的方式释放钢轨的热应力，预留轨缝的宽度变化直接影响斜口钢轨铁路释放热应力的能力。因此，要深入研究斜口钢轨的切割角度与斜口钢轨轨缝之间的关系。
斜口钢轨切割角与斜口钢轨轨缝之间的关系如图5所示。
图5是斜口钢轨联接处轨道平面俯视图，在图5中，斜口钢轨联接处两条斜口钢轨的斜边与预留轨缝组成了平行四边形ABCD。其中，线段AB和线段DC是两条斜口钢轨之间预留轨缝的纵向宽度，线段CE是平行四边形ABCD的高，也是斜口钢轨联接处斜向轨缝的宽度。
在平行四边形ABCD中，由于线段CE是平行四边形ABCD的高，就组成了直角△CED。在直角△CED中，∠CDE＝∠θ是斜口钢轨切割角，线段DC是两条斜口钢轨之间预留轨缝的纵向宽度，线段CE是平行四边形ABCD的高，也是斜口钢轨联接处斜向轨缝的宽度。根据三角函 数定义，DC、CE和∠θ之间的关系是：
公式(4)：
Figure PCTCN2016000223-appb-000003
变换公式(4)可以得出：
公式(5)：CE(斜向轨缝宽度)＝Sinθ×DC(纵向轨缝宽度)
公式(6)：
Figure PCTCN2016000223-appb-000004
我们知道，当∠θ在0°～90°之间变化时，正弦值也随之在0～1之间变化；而且，正弦值是随着∠θ增大(或减小)而增大(或减小)。
由公式(5)可以看出：在纵向轨缝宽度(DC)不变时，随着∠θ逐渐变小，斜向轨缝宽度(CE)也因为正弦值的明显变小而成倍缩小(倍数等于Sinθ值)。
利用公式(5)还可以计算出，随着∠θ逐渐变小，纵向轨缝的宽度变化对斜向轨缝宽度的影响也随之明显变小。
例如：在θ＝30°时，如果纵向轨缝的宽度(DC)变化±10mm，斜向轨缝的宽度(CE)只能变化±5mm，铁路调节热应力的能力就是原来的2倍。在θ＝15°时，如果纵向轨缝的宽度(DC)变化±10mm，斜向轨缝的宽度(CE)只能变化±2.59mm，铁路调节热应力的能力就是原来的3.86倍。在θ＝10°时，如果纵向轨缝的宽度(DC)变化±10mm，斜向轨缝的宽度(CE)只能变化±1.74mm，铁路调节热应力的能力就是原来的5.75倍。
我们知道，在铁路建成后的正常情况下，纵向轨缝的宽度变化是由钢轨热胀冷缩导致的，如果钢轨纵向轨缝的宽度变化对钢轨斜向轨缝宽度变化的影响越小，铁路调节热应力的性能就越好。斜向轨缝的宽度随着钢轨切割角的明显变小而成倍缩小，能成倍提高斜口钢轨铁路的热应力调节性能，能使斜口钢轨铁路正常工作在高温差地区。
由公式(6)看出：在斜向轨缝宽度(CE)不变时，随着∠θ逐渐变小(正弦值也越来越小)，纵向轨缝的宽度(DC)就逐渐变大。也就是说，如果斜口钢轨的切割角越小，在确保轮轨之间不撞击和铁路不胀轨的前提下，斜口钢轨之间的预留纵向轨缝宽度就可以更大，斜口钢轨铁路就能在温差更大的地区正常工作。
以标准钢轨铁路约为6mm的纵向轨缝计算，当钢轨切割角θ＝15°时，斜口钢轨之间的斜向轨缝宽度只有1.554mm，钢轨联接处的轨道平面几乎成为一体；以无缝钢轨之间约为11mm的纵向轨缝计算，当钢轨切割角θ＝15°时，斜口钢轨之间的斜向轨缝宽度也只有2.849mm，钢轨联接处的轨道平面也几乎成为一体。因此，斜口钢轨的切割角越小，钢轨的轨道平面就越平滑、越完整，列车的行驶阻力、振动及噪声就越小，列车的行驶就更快速、更平稳、更安静、更节能。
斜口钢轨联接处斜向轨缝的宽度随着斜口钢轨切割角的明显变小而成倍缩小，既能成倍提高斜口钢轨铁路的热应力调节性能，使其正常工作在高温差地区；还能提高斜口钢轨联接处轨道平面的平滑度和完整性，明显减少列车的行驶阻力和震动；还能在满足热应力调节需要的前提下，进一步减少纵向轨缝的设计预留宽度，使斜口钢轨联接处轨道平面的平滑度和完整性更好、列车的行车阻力和震动更小，为铁路进一步提速和节能创造条件。
由此得出结论3：
斜口钢轨切割角越小，斜口钢轨铁路的热应力调节性能就越好，就能正常工作在高温差地区；斜口钢轨切割角越小，斜口钢轨联接处轨道平面的平滑度和完整性越好，行车的阻力、振动及噪声就越小，就能进一步提高车速、提高行驶稳定性和降低能耗。
(3)钢轨切割角度与斜口的长度
斜口钢轨的每个端口都有两个斜口：一是钢轨的斜口，二是钢轨轨道平面的斜口。
斜口钢轨切割角θ与两种斜口长度的关系如图6所示。
图6是钢轨俯视图，在图6中，∠θ是斜口钢轨切割角，AD是斜口钢轨的斜口长度，FD是斜口钢轨的底宽，AF是斜口钢轨的斜边长度；BC是轨道平面的斜口长度，EC是轨道平面的宽度(钢轨的头宽)，BE是轨道平面的斜边长度。
在直角△FDA中，∠θ是斜口钢轨切割角，FD是斜口钢轨的底宽，AD是钢轨斜口的长度。根据三角函数定义，AD、FD和∠θ之间的关系是：
公式(7)：
Figure PCTCN2016000223-appb-000005
变换公式(7)可以得出：
公式(8)：
Figure PCTCN2016000223-appb-000006
同理，在直角△ECB中，∠θ是斜口钢轨的切割角，BC是钢轨轨道平面的斜口长度，EC是钢轨的头宽(钢轨的轨道平面宽度)。根据三角函数定义，BC、EC和∠θ之间的关系是：
公式(9)：
Figure PCTCN2016000223-appb-000007
变换公式(9)可以得出：
公式(10)：
Figure PCTCN2016000223-appb-000008
在选定钢轨的型号和切割角之后，就可以根据公式(8)和公式(10)分别计算出斜口钢轨的斜口长度和轨道平面的斜口长度。如果需要计算斜口钢轨的斜边长度和斜口钢轨轨道平面的斜边长度，可以根据图6和三角函数的定义，分别列出计算公式。
(4)斜口钢轨切割角的优化选择
斜口钢轨切割角的选择，对斜口钢轨铁路的防轮轨撞击性能和热应力调节性能影响很大，对斜口钢轨的加工、运输和安装也有影响。
根据结论2和结论3，如果斜口钢轨的切割角越小，斜口钢轨铁路的防轮轨撞击性能和热应力调节性能就越好，正常工作的温差范围就更大，列车行驶的阻力、振动及噪声就越小，还能进一步提高车速和行驶稳定性。因此，从铁路技术性能的角度选择，斜口钢轨的切割角越小越好。但如果斜口钢轨的切割角太小，就会明显增加斜口钢轨的斜口长度，就会增加斜口钢轨的生产加工难度和联接固定难度，还会提高斜口钢轨生产、运输和安装过程中的损坏 概率，就会导致生产、运输和安装成本的上升。
经过优化论证，将斜口钢轨的切割角定为15°(钢轨端口的切割面与钢轨纵轴线之间的最小夹角为15°)，既能使斜口钢轨铁路具有优良的防轮轨撞击性能和热应力调节性能，还能降低斜口钢轨的加工难度、联接固定难度和废品率，可以确保斜口钢轨铁路的技术性能和综合效益俱佳。
(5)斜口钢轨切割方式优化选择
斜向轨缝联接设计是将钢轨两端的平口改成斜口实现的，由于斜口钢轨联接处的受力转换过程与斜口钢轨的切割方向无关，要实现斜向轨缝联接设计，斜口钢轨可以有多种切割方向、多种切割方式、多种切割角度和多种组合方式。
如果斜口钢轨铁路采用平行轨缝设计，既能用两端切割面平行(钢轨俯视图是平行四边形)的、(以钢轨纵轴线为基准)顺时针锐角方向切割的、切割角相同的斜口钢轨组成斜口钢轨铁路；也能用两端切割面平行(钢轨俯视图是平行四边形)的、(以钢轨纵轴线为基准)逆时针锐角方向切割的、切割角相同的斜口钢轨组成斜口钢轨铁路；还能分别按照上述两种切割方式，分别改变锐角切割角度，再分别组成更多种轨缝平行的、(以钢轨纵轴线为基准)顺时针锐角方向轨缝或者逆时针锐角方向轨缝的、轨缝角度不同的斜口钢轨铁路。
如果斜口钢轨铁路采用不平行轨缝设计，既能用钢轨两端分别是(以钢轨纵轴线为基准)顺时针锐角方向切割和逆时针锐角方向切割(钢轨俯视图是等腰梯形梯)的、切割角相同的斜口钢轨，颠倒组成轨缝不平行的斜口钢轨铁路；还能按照与此相同的切割方式，分别改变锐角切割角度、再分别组成更多种轨缝不平行的斜口钢轨铁路；还能选择相同的钢轨切割角度，分别对钢轨的两端进行(以钢轨纵轴线为基准)顺时针锐角方向平行切割(钢轨俯视图是平行四边形)、(以钢轨纵轴线为基准)逆时针锐角方向平行切割(钢轨俯视图也是平行四边形)、(以钢轨纵轴线为基准)分别为顺时针锐角方向切割和逆时针锐角方向切割(钢轨俯视图是等腰梯形梯)，再将这三种相同切割角度的、不同切割方式的斜口钢轨间隔组合成比较复杂的斜口钢轨铁路；还能按照这三种切割方式，同时改变钢轨的锐角切割角度，再将这三种钢轨间隔组合成更多种轨缝角度不同的斜口钢轨铁路；还能分别选择不同切割角度、不同切割方式、不同切割方向的斜口钢轨，再对应组合成更多种更加复杂的斜口钢轨铁路。
虽然斜口钢轨可以有多种切割方向、多种切割方式、多种切割角度和多种组合方式的设计选择，但只有两端切割面平行的斜口钢轨在铺设和更换时不需要掉头对缝；两端切割面平行的斜口钢轨还可以简化斜口加工工序，更便于斜口钢轨的快速连续生产。因此，选择两端切割面平行的斜口钢轨，既能避免斜口钢轨生产、铺设和更换过程中的不必要麻烦，还能明显提高生产效率、铺设效率和降低综合成本。
经过优化论证，将标准斜口钢轨的斜口加工标准确定为：钢轨两端的切割面平行，钢轨端口的切割面与钢轨轨底所在平面垂直、与钢轨纵轴线之间的夹角为逆时针15°。
4、斜平口钢轨通用兼容设计
为降低斜口钢轨铁路的建设成本和现有平口铁路的改造成本，为尽量减少铁路已投入巨额资金的浪费，采用斜平口钢轨兼容互补设计十分必要。
斜平口钢轨兼容互补设计包括标准斜口钢轨与标准钢轨的结构兼容设计、长度兼容互补设计和斜口兼容设计。
(1)结构兼容设计
由于标准钢轨的承重受力设计和可靠性已经在标准钢轨铁路和无缝钢轨铁路上得到长期 验证，为确保斜口钢轨铁路安全可靠，标准斜口钢轨沿用了标准钢轨的结构设计，除长度和端口切割方式与标准钢轨不同之外，其余设计(型号、规格、结构、材质和生产标准)都与标准钢轨相同。
(2)长度兼容互补设计
斜口钢轨铁路的热应力调节性能超强，标准斜口钢轨长度设计的选择范围更大，长度兼容互补设计更具有灵活性。
虽然标准斜口钢轨长度设计的选择范围更大，但如果标准斜口钢轨的长度太长，就会增加钢轨的制造成本、运输成本、铺设装备成本和人工成本；如果标准斜口钢轨的长度太短，就会增加铁路上的钢轨接头数量，就会增加钢轨联接的成本；而使用长度适中的标准斜口钢轨，既便于钢轨的生产、运输、铺设和更换，还能进一步减少预留纵向轨缝的宽度，就能进一步提高斜口钢轨联接处的轨道平面平滑度，就能进一步减少行车阻力和提高车速。因此，标准斜口钢轨的长度设计，应该综合各种因素进行优化论证。
鉴于标准钢轨铁路和无缝钢轨铁路已大量使用25米和12.5米的标准钢轨，而长度为12.5米×N(N＝1、2、4、6、8、10)的钢轨都能与25米和12.5米的标准钢轨实现长度兼容互换，并且能满足斜口钢轨铁路的热应力调节要求；再者，如果在线路上直接改造标准钢轨铁路和无缝钢轨铁路，既要将标准钢轨的端口进行斜向切割，还要将相邻钢轨的斜口进行交错联接，“平口改斜口铁路”就会出现斜口空缺问题，为了能够弥补“平口改斜口铁路”的斜口切割空缺，标准斜口钢轨的单轨长度还应该增加2个斜口的长度。因此，将标准斜口钢轨的单轨长度按照(12.5×N+2a)米进行设计[a是标准斜口钢轨斜口长度，N＝1、2、4、6、8、10]，就都能满足长度兼容互换和斜口互补的要求。
在综合考虑铁路性能、应用范围、改造需要、生产成本、运输成本和铺设便利等因素后，最终将标准斜口钢轨的“有效长度”设计为25米，将标准斜口钢轨的单轨长度设计为(25+2a)米[a是标准斜口钢轨的斜口长度]。
“有效长度”：在斜口钢轨铁路上，标准斜口钢轨两端的斜口都是交错联接，还要预留纵向轨缝，而且不同型号斜口钢轨的斜口长度和轨道平面斜口长度也不相同，铁路的长度设计与计算比较麻烦；将各种斜口钢轨去掉两端斜口的中间部分设定为“有效长度”，就能以“有效长度”和交错联接的斜口为单位计算线路长度，就能使斜口钢轨铁路的长度设计与计算化繁为简；而设定标准斜口钢轨的单轨长度，则是为了便于生产和检验；如果用a表示标准斜口钢轨的斜口长度，标准斜口钢轨的单轨长度与“有效长度”之间的关系是：标准斜口钢轨的单轨长度＝有效长度+2a，如果标准斜口钢轨的“有效长度”为25米，则标准斜口钢轨的单轨长度＝(25+2a)米。
标准钢轨铁路和无缝钢轨铁路上的钢轨都是平口，钢轨的“有效长度”就等于钢轨的长度；如果将标准钢轨的两端切割改造成斜口，“平口改斜口钢轨”的“有效长度”＝(标准钢轨长度-2a)米[a是标准斜口钢轨的斜口长度]。
在新建斜口钢轨铁路和改造各种平口钢轨铁路时，必须考虑斜口钢轨铁路的斜口交错联接特点，以及不同型号斜口钢轨的斜口长度和轨道平面斜口长度不相同的特点，将各种斜口钢轨的“有效长度”和交错联接的斜口作为计算线路长度的依据，同时还要考虑到预留纵向轨缝的因素，以避免出现设计“断轨”和设计“胀轨”问题。
在新建斜口钢轨铁路时，应该使用标准斜口钢轨；在以“局部间隔更换”或者“间隔更换”方式改造的“平口改斜口铁路”上，就需要同时使用相同型号的标准斜口钢轨[长度＝ (25+2a)米]和“平口改斜口钢轨”[长度＝(25-2a)米]；在重建斜口钢轨铁路时，既能只使用标准斜口钢轨，也能只使用“平口改斜口钢轨”。由于斜口钢轨铁路消除了轮轨之间的撞击，钢轨的使用寿命会明显延长，在相当长的时间内，各种“平口改斜口铁路”都会同时使用标准斜口钢轨和“平口改斜口钢轨”。
(3)斜口兼容设计
在标准斜口钢轨与标准钢轨结构兼容和长度兼容互补的基础上，只要按照标准斜口钢轨相同的斜口切割标准对标准钢轨的端口进行斜口切割改造，即可实现标准钢轨与标准斜口钢轨的斜口兼容。
采用斜平口钢轨兼容互补设计，就能继续利用现有设备和技术生产标准斜口钢轨，还能将标准钢轨改造成“平口改斜口钢轨”继续使用，还能继续使用现有枕木和线路配件，还能在线路上直接改造现有各种铁路；既能避免更换钢轨、枕木、线路配件及生产设备所造成的既往巨额投资浪费，还能避免巨额的重新投资；可以获得巨大的经济效益。
采用斜平口钢轨兼容互补设计，就能满足标准斜口钢轨与“平口改斜口钢轨”的通用兼容和斜口互补要求，就能按照“局部间隔更换”和“间隔更换”方式改造存量巨大的标准钢轨铁路和无缝钢轨铁路，就能成倍降低铁路的改造成本(“局部间隔更换”和“间隔更换”详见本文第19页)。
采用斜平口钢轨兼容互补设计，还能将报废的各种钢轨废物利用。在平口钢轨铁路上，钢轨报废的主要原因是轮轨之间撞击导致的钢轨端口损坏(约占60％)，而标准斜口钢轨是采用锐角斜向切割的，如果将端口损坏而报废的标准钢轨改造成斜口钢轨，就可以切除报废钢轨的损坏平口，从而将报废的标准钢轨改造成合格的斜口钢轨废物利用；在标准斜口钢轨生产、运输和安装的过程中，如果长度为(25+2a)米的标准斜口钢轨出现斜口损坏，可以按照长度为(25-2a)米的规格进行重新切割，使之用于“平口改斜口铁路”。
(二)技术特征
斜口钢轨铁路有四个明显技术特征：
1、钢轨之间的轨缝与钢轨纵轴线不垂直
斜口钢轨铁路采用斜向轨缝联接设计，能彻底消除轮轨之间的撞击，还能明显提高铁路的热应力调节性能。如果斜向轨缝与钢轨纵轴线之间的最小夹角越小，斜口钢轨铁路的防轮轨撞击性能和热应力调节性能就越好；如果斜向轨缝与钢轨纵轴线之间的最小夹角较大，仍然可以通过选择长度较短的斜口钢轨和调整斜口钢轨之间的纵向轨缝宽度使斜口钢轨铁路保持高性能[钢轨轨道平面上(与轨道平面两侧边线平行并且等距离)的中心线已被设定为钢轨纵轴线]。
斜向轨缝联接设计的技术特征：钢轨之间的轨缝与钢轨纵轴线不垂直。
将钢轨两端的横向直角切割改成斜向切割，就可以将钢轨之间的横向轨缝转变成斜向轨缝，就能实现斜向轨缝联接设计。由于斜口钢轨联接处的受力转换过程与斜口钢轨的切割方向无关，要实现钢轨之间的斜向轨缝联接，斜口钢轨可以有多种切割方向、多种切割角度和多种组合方式，斜口钢轨铁路的斜向轨缝设计也可以有多种方向、多种角度和多种组合方式的选择。
如果斜口钢轨铁路采用平行轨缝设计，既能用两端切割面平行(钢轨俯视图是平行四边形)的、(以钢轨纵轴线为基准)顺时针锐角方向切割的、切割角相同的斜口钢轨组成斜口钢轨铁路；也能用两端切割面平行(钢轨俯视图是平行四边形)的、(以钢轨纵轴线为基准)逆时针锐 角方向切割的、切割角相同的斜口钢轨组成斜口钢轨铁路；还能分别按照上述两种切割方式，分别改变锐角切割角度，再分别组成更多种轨缝平行的、(以钢轨纵轴线为基准)顺时针锐角方向轨缝或者逆时针锐角方向轨缝的、轨缝角度不同的斜口钢轨铁路。
如果斜口钢轨铁路采用不平行轨缝设计，既能用钢轨两端分别是(以钢轨纵轴线为基准)顺时针锐角方向切割和逆时针锐角方向切割(钢轨俯视图是等腰梯形梯)的、切割角相同的斜口钢轨，颠倒组成轨缝不平行的斜口钢轨铁路；还能按照与此相同的切割方式，分别改变锐角切割角度、再分别组成更多种轨缝不平行的斜口钢轨铁路；还能选择相同的钢轨切割角度，分别对钢轨的两端进行(以钢轨纵轴线为基准)顺时针锐角方向平行切割(钢轨俯视图是平行四边形)、(以钢轨纵轴线为基准)逆时针锐角方向平行切割(钢轨俯视图也是平行四边形)、(以钢轨纵轴线为基准)分别为顺时针锐角方向切割和逆时针锐角方向切割(钢轨俯视图是等腰梯形梯)，再将这三种相同切割角度的、不同切割方式的斜口钢轨间隔组合成比较复杂的斜口钢轨铁路；还能按照这三种切割方式，同时改变钢轨的锐角切割角度，再将这三种钢轨间隔组合成更多种轨缝角度不同的斜口钢轨铁路；还能分别选择不同切割角度、不同切割方式、不同切割方向的斜口钢轨，再对应组合成更多种更加复杂的斜口钢轨铁路。
虽然斜口钢轨铁路的斜向轨缝设计可以有多种方向、多种角度和多种组合方式的选择，但无论采用何种斜向轨缝设计，无论钢轨联接处的斜向轨缝是(以钢轨纵轴线为基准)逆时针锐角方向还是顺时针锐角方向，无论铁路线上的斜向轨缝是相同方向还是不同方向，无论斜向轨缝与钢轨纵轴线之间的最小夹角是大锐角还是小锐角，无论铁路上的斜向轨缝是单一斜向轨缝还是组合斜向轨缝(钢轨两端采用能交错契合的组合式斜向切割)，斜口钢轨铁路钢轨之间的轨缝都与钢轨的纵轴线不垂直，这也是斜口钢轨铁路的主要技术特征。
2、在斜口钢轨之间都留有纵向的轨缝间隙
斜口钢轨铁路同时采用预留纵向轨缝设计，在斜口钢轨联接处的斜口钢轨之间都预留有一定宽度的纵向轨缝间隙，当斜口钢轨的长度随着温度变化产生伸缩时，斜口钢轨可以在预留的纵向轨缝之间自由伸缩，使钢轨的热应力完全释放，从而彻底解决钢轨热应力问题。
预留纵向轨缝设计的技术特征：在斜口钢轨之间都留有纵向的轨缝间隙。
采用预留纵向轨缝设计不需要限制和锁定钢轨，既能彻底解决钢轨热应力问题，还能成倍降低铁路建设与维修的成本。
在斜口钢轨之间都留有纵向的轨缝间隙，也是斜口钢轨铁路的技术特征。
3、钢轨端口切割面与钢轨轨底所在平面垂直、与钢轨纵轴线不垂直
斜口钢轨铁路采用斜向轨缝联接设计，要实现钢轨之间的斜向轨缝联接，必须将平口钢轨改换成能交错联接的斜口钢轨。
斜口钢轨的技术特征：钢轨端口切割面与钢轨轨底所在平面垂直、与钢轨纵轴线不垂直。
要实现斜向轨缝联接设计，斜口钢轨可以有多种切割方式、多种切割方向、多种切割角度和多种组合方式选择，但无论采用何种切割方式、何种切割方向、何种切割角度和何种组合方式，要实现钢轨之间的斜向轨缝联接，都必须使钢轨端口的切割面与钢轨轨底所在平面垂直、与钢轨纵轴线不垂直，这也是斜口钢轨铁路的技术特征。
如果斜口钢轨的切割角越小(钢轨端口切割面与钢轨纵轴线之间的最小夹角越小)，斜口钢轨铁路的防轮轨撞击性能和热应力调节性能就越好。
4、标准斜口钢轨能与斜口改造的标准钢轨兼容互补
斜口钢轨铁路采用斜平口钢轨兼容互补设计，同型号的标准斜口钢轨能与斜口改造的标 准钢轨兼容互补。斜平口钢轨兼容互补设计包括标准斜口钢轨与标准钢轨的结构兼容设计、长度兼容互补设计和斜口兼容设计。
斜平口钢轨兼容互补设计的技术特征：为实现结构兼容，除长度和端口切割方式不同之外，标准斜口钢轨其余设计(型号、规格、结构、材质和生产标准)都与标准钢轨相同；为实现长度兼容和斜口互补，标准斜口钢轨单轨长度在(12.5×N+2a)米的设计范围内选择[a是标准斜口钢轨斜口长度，N＝1、2、4、6、8、10]；为实现斜口兼容，将标准钢轨的端口按照标准斜口钢轨相同切割标准进行斜口改造。
采用斜平口钢轨兼容互补设计，就能利用现有设备生产标准斜口钢轨，还能将标准钢轨改造成斜口钢轨继续使用，还能使用现有枕木和线路配件，就能大幅度降低斜口钢轨铁路的建设成本；采用斜平口钢轨兼容互补设计，就能按照“局部间隔更换”和“间隔更换”的方式在线路上直接改造无缝钢轨铁路(包括高铁)和标准钢轨铁路，就能成倍降低现有各种铁路的改造成本(“局部间隔更换”和“间隔更换”详见本文第19～20页)。
“局部间隔更换”的技术特征：采用局部间隔更换标准斜口钢轨和局部改造标准斜口钢轨两端相邻的标准钢轨端口的方式，将无缝钢轨之间的横向轨缝转换成具有纵向轨缝间隙的斜向轨缝，将无缝钢轨用具有纵向轨缝间隙的斜向轨缝分割成多个较短的区段。
“间隔更换”的技术特征：采用间隔更换标准斜口钢轨和间隔改造标准斜口钢轨两端相邻的标准钢轨端口的方式，将标准钢轨铁路或者无缝钢轨铁路钢轨之间的横向轨缝或者焊缝全部改换成具有纵向轨缝间隙的斜向轨缝。
标准斜口钢轨能与斜口改造的标准钢轨兼容互补，既是斜口钢轨铁路大幅度降低建设与改造成本的设计优势，也是斜口钢轨铁路的技术特征之一。
(三)主要优点
斜口钢轨铁路的主要优点：
1、轮轨之间的撞击已消除
斜口钢轨铁路采用小锐角斜向轨缝联接设计，消除了钢轨联接处轨道平面上的横向轨缝凹口，能彻底消除轮轨之间的撞击。
斜口钢轨铁路彻底消除了轮轨之间的撞击，也同时消除了车轮和钢轨的撞击损耗、撞击震动导致的金属疲劳和相关损害。因此，斜口钢轨铁路能明显延长车轮、钢轨、枕木、路基、列车配件和线路配件的使用寿命，能明显降低列车和铁路的维修与更换成本；轮轨之间撞击的消除还能明显减少列车的行驶阻力、震动和噪声，还能进一步提高车速和降低能耗。
小锐角斜向轨缝联接设计还能成倍提高铁路的热应力调节性能，能使斜口钢轨铁路正常工作在各种温差地区。
2、热应力问题已彻底解决
斜口钢轨铁路同时采用了预留纵向轨缝设计，能完全释放钢轨的热应力，能不留隐患的解决钢轨热应力问题。
斜口钢轨铁路在相邻的斜口钢轨之间都预留有一定宽度的纵向轨缝间隙，当斜口钢轨随着温度的变化产生热胀冷缩时，斜口钢轨可以在预留的纵向轨缝间隙之间纵向自由伸缩，使钢轨的热应力得到完全释放；由于斜口钢轨之间既无焊接还有纵向轨缝，当然就不会出现断轨和胀轨问题。因此，斜口钢轨铁路可以不留隐患的解决钢轨热应力问题。
采用预留纵向轨缝设计不需要限制和锁定钢轨，既能彻底解决钢轨热应力问题，还能成倍降低铁路建设与维修的成本。
3、安全性和可靠性都更高
斜口钢轨铁路组成结构非常简单，根据可靠性理论，一个系统的组成结构越简单，其可靠性就越高；系统的组成结构越简单，必然使安装更容易、检查更方便、维修更快速，就更有利于系统保持设计性能和可靠性。
斜口钢轨铁路彻底消除了轮轨之间的撞击，同时也消除了车轮和钢轨的撞击损耗、撞击震动导致的金属疲劳和相关损害。因此，斜口钢轨铁路能明显降低车辆、车轮、钢轨、路基和线路配件的故障发生概率，能明显提高铁路的安全性和可靠性。
斜口钢轨铁路采用预留纵向轨缝设计解决钢轨热应力问题，不需要限制和锁定钢轨，能明显降低钢轨紧固件、枕木和路基的质量要求、受力强度和故障发生概率，也能明显提高铁路的安全性和可靠性；斜口钢轨铁路采用斜向轨缝联接设计消除轮轨之间的撞击，不需要焊接钢轨，能彻底消除断轨的安全隐患；预留纵向轨缝设计和斜向轨缝联接设计的热应力调节性能超强，既能使铁路正常工作在各种温差地区，还能彻底消除胀轨和断轨的安全隐患；也能明显提高铁路的安全性和可靠性。
4、列车运行快速平稳安静
斜口钢轨铁路彻底消除了轮轨之间的撞击，当然就不会产生撞击震动和碰撞噪声；轮轨之间撞击的消除还能明显减少列车的行驶阻力，还能进一步提高车速和降低能耗；斜向轨缝联接设计能明显提高斜口钢轨联接处轨道平面的平滑度和完整性，也能进一步减少列车的行驶阻力、行驶震动和噪声。因此，列车在斜口钢轨铁路上能更快速、更平稳、更安静运行，旅客乘坐更加舒适，货物运输更加安全。
5、建设和改造效率都更高
斜口钢轨铁路结构简单，标准斜口钢轨长度适中，能根据施工条件灵活选择(人力或者机械化)施工方式，能明显提高铁路建设和改造的工作效率。在施工条件恶劣地区、战争时期和灾后重建时期，斜口钢轨铁路具有更大优势。
斜口钢轨铁路不需要焊接和锁定钢轨，能明显降低铁路建设与维修的技术难度和质量要求，也能明显提高铁路建设与维修的工作效率。
斜口钢轨铁路采用斜平口钢轨兼容互补设计，能按照“局部间隔更换”和“间隔更换”的方式在线路上直接改造现有各种铁路，只需要更换和改造线路上少量的钢轨，不需要改造原有的路基、道床和枕木，能明显提高铁路改造的工作效率。
6、能大幅度降低铁路成本
斜口钢轨铁路彻底消除了轮轨之间的撞击，也同时消除了车轮和钢轨的撞击损耗、撞击震动导致的金属疲劳和相关损害，因此能明显延长车轮、钢轨、枕木、路基、列车配件和线路配件的使用寿命，能明显降低列车和铁路的维修成本和更换成本。
斜口钢轨铁路不需要焊接和锁定钢轨，能按照标准钢轨铁路的技术标准和质量要求进行建设，能成倍降低铁路建设的材料成本和人工成本。
标准斜口钢轨的长度适中，易于生产、运输和铺设，不需要大型的生产设备、运输设备和铺设装备，也能明显降低斜口钢轨生产、运输和铺设的成本。
斜口钢轨铁路采用斜平口钢轨兼容互补设计，能利用现有设备和技术生产标准斜口钢轨，能将标准钢轨改造成斜口钢轨继续使用，能将端口磨损而报废的标准钢轨改造成斜口钢轨废物利用，能继续使用现有枕木和线路配件；既能避免更换钢轨、枕木、线路配件及生产设备所造成的既往巨额投资浪费，还能避免巨额的重新投资，还能利用现有设备大规模生产铁路 建材；采用斜平口钢轨兼容互补设计，还能按照“局部间隔更换”和“间隔更换”的方式改造现有各种铁路，也能成倍降低现有铁路的改造成本。
斜口钢轨铁路的安全可靠性更高，列车运行更平稳、更安全，事故概率和货物损坏率更低，还能进一步降低铁路的运营赔付成本。
7、性价比极高用途很广泛
斜口钢轨铁路能同时彻底解决轮轨撞击问题和钢轨热应力问题，既能全面提高铁路的安全性、可靠性和耐用性，还能明显提高旅客乘坐的舒适感和货物运输的安全性；既能彻底消除断轨和胀轨的安全隐患，还能在各种温差地区正常工作；既能大幅度降低铁路建设、运营、维修和改造的成本，还能避免巨额的既往投资浪费和重新投资；可以高效率使用和高效益运营，性价比极高，可以广泛用于各种第三代铁路和轨道设施。
斜口钢轨铁路更安全可靠耐用、行车更快速平稳、乘坐更舒适安静，建设、维修和运营的成本更低；可以用于各种第三代高性能、高速度、低能耗客运铁路，还能广泛用于第三代地铁、轻轨和有轨电车。
斜口钢轨铁路安全可靠性更高、行车更快速平稳，能明显提高精密装备运输的可靠性和易燃易爆物品运输的安全性；斜口钢轨铁路使用效率更高，更耐用节能，更便于维修保养，能明显降低铁路建设、维修、运营的成本和货运的风险；能广泛用于各种第三代高性能、低能耗的高速货运铁路和矿山铁路。
斜口钢轨铁路与第一代标准钢轨铁路相比，既能彻底解决钢轨热应力问题，还能同时彻底解决轮轨之间撞击问题；既能使列车更安全、更快速、更平稳、更安静和更节能运行，还能大幅度降低列车和铁路的维修成本及运营成本。因此，斜口钢轨铁路必将彻底取代标准钢轨铁路。
斜口钢轨铁路与第二代无缝钢轨铁路(包括高铁)相比，既能彻底解决轮轨之间撞击问题，还能不留隐患的解决钢轨热应力问题；既能全面提高铁路的安全性、可靠性、平稳性和舒适性，还能进一步提高车速和降低能耗；既能明显提高铁路建设、维修和运营的效率，还能大幅度降低铁路建设、维修、改造和运营的成本，尤其能成倍降低高铁的建设与维修成本和动车的维修成本。因此，斜口钢轨铁路必将彻底取代第二代无缝钢轨铁路(包括高铁)。
斜向轨缝联接设计能消除轮轨之间撞击和震动，还能明显提高轨道联接处的轨道平面平滑度，因此行车极为平稳，能广泛用于各种轨道设施的联接；如果用于吊车和行吊的轨道联接，就能消除吊车和行吊的运行过程震动；对于易燃、易爆、易碎货物和精密装备来讲，就能明显提高移动吊装过程中的安全性。
四、附图说明
(一)图1
图1是平口钢轨联接处的钢轨受力转换过程示意图；图1由平口钢轨联接处轨道平面俯视图和与之上下对应的直角坐标系组成。
(二)图2
图2是斜口钢轨联接处的受力转换过程示意图；图2由图2(a)、图2(b)、图2(c)和图2(d)四组分图共同组成，四组分图都是由斜口钢轨联接处的轨道平面俯视图和与之上下对应的直角坐标系组成。
(三)图3
图3是五种锐角切割的斜口钢轨联接俯视图；通过图3可以直观了解斜口钢轨切割角与 斜口钢轨横向轨缝缺口长度的关系。
(四)图4
图4是斜口钢轨联接处的轨道平面俯视图；通过图4可以准确了解斜口钢轨联接处横向缺口宽度、纵向轨缝宽度和斜口钢轨切割角之间的关系。
(五)图5
图5是斜口钢轨联接处的轨道平面俯视图；通过图5可以准确了解斜口钢轨联接处斜向轨缝宽度、纵向轨缝宽度和斜口钢轨切割角之间的关系。
(六)图6
图6是钢轨的俯视图；通过图6可以准确了解斜口钢轨切割角与钢轨斜口长度和轨道平面斜口长度的关系。
(七)图7
图7是钢轨俯视图；在图7左侧是横向直角切割钢轨示意图，在图7右侧是小锐角斜向切割钢轨示意图。
(八)图8
图8是斜口钢轨联接处的俯视图；通过图8可以直观了解斜口钢轨铁路的钢轨联接方式，图中的两条黑色粗线是钢轨联接处的夹板。
五、具体实施方式
斜口钢轨铁路设计结构简单，易于建设改造，施工方法灵活，成本优势明显，极易推广实施。
(一)标准斜口钢轨的生产与改造
为了建设标准化的斜口钢轨铁路，必须制定统一的斜口钢轨铁路建设标准；为了避免斜口钢轨生产、铺设和更换过程中的不必要麻烦，必须制定统一的斜口钢轨生产标准。
1、斜口钢轨的生产标准
(1)斜口钢轨的结构
标准斜口钢轨的结构：标准斜口钢轨采用斜平口钢轨兼容互补设计，除长度和端口切割方式与标准钢轨不同之外，其余设计(型号、规格、结构、材质和生产标准)都与标准钢轨相同。
(2)斜口加工的标准
标准斜口钢轨的斜口加工标准：钢轨两端的切割面平行，钢轨端口的切割面与钢轨轨底所在平面垂直、与钢轨纵轴线之间的夹角为逆时针15°。
标准斜口钢轨的切割方式如图7所示；图7是钢轨的俯视图，在图7左侧是横向直角切割钢轨示意图，在图7右侧是按照斜口钢轨生产标准切割的标准斜口钢轨示意图。
从图7可以看出：钢轨坯件按照标准斜口钢轨生产标准切割之后，钢轨的端口已经由平口变成了(以钢轨纵轴线为基准)逆时针15°的小锐角斜口；从图7还可以看出，在预留相同宽度纵向轨缝的条件下，标准斜口钢轨的斜向轨缝宽度明显小于标准钢轨的横向轨缝宽度。
(3)斜口钢轨的长度
标准斜口钢轨的长度：标准斜口钢轨的“有效长度”为25米，标准斜口钢轨的单轨长度为(25+2a)米[a是斜口钢轨的斜口长度]。
标准斜口钢轨采用15°斜口切割角和25米“有效长度”设计，因为不同型号钢轨的底宽和轨道平面宽度都不同，所以不同型号标准斜口钢轨的斜口长度、轨道平面斜口长度和单 轨长度也不相同。由于采用了斜平口钢轨兼容互补设计，对于相同型号的标准斜口钢轨和由相同型号标准钢轨改造的斜口钢轨，都可以实现长度兼容和斜口互补。
在选定钢轨的型号之后，可以根据公式(8)计算出该种型号斜口钢轨的斜口长度(a)，就可以随之计算出该种型号斜口钢轨的单轨长度。
以P50钢轨为例：P50钢轨的底宽＝0.132米，tan15°＝0.2679，根据公式(8)可以计算出标准P50斜口钢轨的斜口长度(a)＝0.4926米，标准P50斜口钢轨的单轨长度＝(25+2a)米≈25.99米。
2、标准斜口钢轨的生产
标准斜口钢轨能利用现有的标准钢轨生产线生产，只需将标准钢轨生产线的切割工序由横向切割改为斜口切割，再根据钢轨的型号设定标准斜口钢轨的单轨长度，就能将标准钢轨生产线改造成标准斜口钢轨生产线。
3、标准钢轨的斜口改造
标准钢轨的斜口改造很简单，只要按照标准斜口钢轨的斜口加工标准将标准钢轨的端口重新进行斜口切割即可。
将标准钢轨的两端重新切割后，25米标准钢轨可以改造成“有效长度”＝(25-2a)米的“平口改斜口钢轨”；12.5米标准钢轨可以改造成“有效长度”＝(12.5-2a)米的“平口改斜口钢轨”。
在改造标准钢轨铁路和无缝钢轨铁路时，还能利用轨道式钢轨斜口切割机在线路上对保留(不拆卸)的标准钢轨和无缝钢轨的端口直接进行斜口切割。
(二)标准化斜口钢轨铁路的建设
标准化斜口钢轨铁路的建设，应该采用新建和改造相结合的方式进行，以尽量避免既往投资浪费和减少重新投资；还应该制定统一技术标准，优化选择建设方案，科学进行施工管理，严格进行质量验收，采用竞争招标的方式进行，以尽量提高建设与改造的效率和效益。
1、斜口钢轨铁路的建设标准
斜口钢轨铁路不需要焊接、限制和锁定钢轨，能按照标准钢轨铁路的技术标准和质量要求建设，还能根据施工条件灵活选择(人力或机械化)施工的方式；既能明显降低铁路建设的技术难度，还能成倍降低铁路建设的成本。
2、斜口钢轨铁路的连接方式
在斜口钢轨铁路上，标准斜口钢轨之间仍然采用夹板联接的方式组成连续的轨线，在斜口钢轨铁路的钢轨联接处，仍然使用夹板、螺栓、螺母和弹簧垫圈进行联接和固定。
斜口钢轨铁路的联接如图8所示：图8是斜口钢轨联接处的俯视图，图中两条黑色粗线是钢轨联接处的夹板；从图8还可以看出，斜口钢轨联接处的轨缝是小锐角斜向轨缝。
3、斜口钢轨铁路的建设步骤
根据标准化斜口钢轨铁路的建设标准，只要按照标准钢轨铁路的技术标准和质量要求铺设路基、道床和枕木，并在标准斜口钢轨之间按照设计要求预留纵向轨缝间隙，再将标准斜口钢轨依次用夹板联接并固定在枕木上，就能建成低成本、高性能的标准化斜口钢轨铁路。
(三)平口钢轨铁路的低成本改造
现有各种平口钢轨铁路的存量巨大，全部废弃必然造成极大浪费，按照传统方式进行改造也要耗费巨资，研究低成本改造的方法非常必要。
斜口钢轨铁路采用斜平口钢轨兼容互补设计，能利用现有设备生产斜口钢轨，能将标准 钢轨改造后继续使用，能继续使用现有枕木和线路配件，因而能大幅度降低铁路改造的建材成本；采用斜平口钢轨兼容互补设计，还能按照“局部间隔更换”和“间隔更换”方式直接改造平口钢轨铁路，只需要更换和改造线路上少量的标准钢轨，不需要改造原有的路基、道床和枕木，也能成倍降低铁路改造的成本；斜口钢轨铁路的质量标准和技术要求与标准钢轨铁路相同，也能大幅度降低无缝钢轨铁路的改造成本。
1、平口铁路的改造方法
现有的平口铁路可分为两类：一是由标准钢轨组成、采用常规方式固定的标准钢轨铁路；二是由焊接无缝钢轨或超长无缝钢轨组成、采用锁定方式固定的无缝钢轨铁路；由于各种高铁都采用无缝线路设计和使用无缝钢轨，所以高铁也归类于无缝钢轨铁路。
现有各种平口铁路都能用多种方式进行改造，针对铁路路况、联接固定方式、地区温差和铁路重要性等不同情况，还能优化选择“局部间隔更换”、“间隔更换”、“全部更换”或者“全面重建”的方式进行改造。
(1)“局部间隔更换”
“局部间隔更换”用于各种无缝钢轨铁路的高效率、低成本改造。
“局部间隔更换”：就是在无缝钢轨铁路的无缝钢轨之间间隔更换标准斜口钢轨，将无缝钢轨之间的横向轨缝全部转换成斜向轨缝，从而彻底消除无缝钢轨铁路仍然存在的车轮与无缝钢轨之间的轨缝撞击问题；同时根据不同温差地区热应力释放的需要，在每条无缝钢轨上都等间隔更换适当比例的标准斜口钢轨，用具有纵向轨缝间隙的斜向轨缝将无缝钢轨分割成多个较短的区段，利用斜口钢轨联接处超强的钢轨热应力释放性能和锁定在枕木上各个较短区段无缝钢轨的热应力限制功能，就可以达到间隔释放钢轨热应力与间隔限制钢轨热应力的综合效果，从而消除无缝钢轨铁路存在的钢轨热应力隐患问题；通过在无缝钢轨之间和无缝钢轨上间隔更换标准斜口钢轨，就可以彻底消除无缝钢轨铁路存在的轮轨撞击问题和钢轨热应力隐患问题。
“局部间隔更换”的施工方法：在无缝钢轨之间的平口联接处一侧拆除一条标准钢轨，将钢轨空缺处两端的标准钢轨平口按照标准斜口钢轨的斜口切割标准进行斜口切割，然后在钢轨空缺处换装标准斜口钢轨即可；在无缝钢轨上，先根据不同温差地区热应力释放的需要设计更换标准斜口钢轨的数量，然后在无缝钢轨等间隔的焊缝处分别拆除一条标准钢轨，将钢轨空缺处两端的标准钢轨平口分别按照标准斜口钢轨的斜口切割标准进行斜口切割，然后在钢轨空缺处分别换装标准斜口钢轨即可；改造施工可以在无缝钢轨铁路上同时进行，在设计拆换钢轨的位置时，还应该考虑后续改造时标准斜口钢轨与“平口改斜口钢轨”的长短间隔组合问题。
“局部间隔更换”的技术特征：采用局部间隔更换标准斜口钢轨和局部改造标准斜口钢轨两端相邻的标准钢轨端口的方式，将无缝钢轨之间的横向轨缝转换成具有纵向轨缝间隙的斜向轨缝，将无缝钢轨用具有纵向轨缝间隙的斜向轨缝分割成多个较短的区段。
“局部间隔更换”铁路的性能：无缝钢轨铁路按照“局部间隔更换”方式进行首次改造后，防轮轨撞击性能与标准斜口钢轨铁路完全相同；通过调整间隔更换在无缝钢轨上斜口钢轨的比例，就可以调整各个区段无缝钢轨的热应力释放能力，同时继续利用各个区段锁定在枕木上无缝钢轨的热应力限制功能，就可以达成间隔释放钢轨热应力与间隔限制钢轨热应力的综合效果，就能使改造铁路的热应力调节性能与标准斜口钢轨铁路基本相同；在结合线路更换周期进行后续改造时，就可以继续按照“局部间隔更换”的方式，逐步将无缝钢轨铁路 上焊接的标准钢轨间隔更换成标准斜口钢轨和间隔改造成“平口改斜口钢轨”，就可以将无缝钢轨铁路逐步改造成“间隔更换”式的“平口改斜口铁路”，“平口改斜口铁路”的防轮轨撞击性能和热应力调节性能就与标准斜口钢轨铁路完全相同，就可以完全按照标准钢轨铁路的技术要求进行维修保养。
(2)“间隔更换”
“间隔更换”用于各种标准钢轨铁路的高效率、低成本改造，以及位于高温差地区或主要干线上的各种无缝钢轨铁路的高效率、低成本改造。
“间隔更换”：就是将标准钢轨铁路或者无缝钢轨铁路上的标准钢轨按照联接顺序或者焊接顺序排位，将偶数位置上的标准钢轨全部拆除由标准斜口钢轨替换；将奇数位置上的标准钢轨全部保留不拆卸，并将保留标准钢轨的两端都进行标准斜口切割改造；然后将保留并经过斜口改造的“平口改斜口钢轨”与换装上的标准斜口钢轨重新联接组成“平口改斜口铁路”。
“间隔更换”的技术特征：采用间隔更换标准斜口钢轨和间隔改造标准斜口钢轨两端相邻的标准钢轨端口的方式，将各种平口钢轨铁路钢轨之间的横向轨缝或者焊缝全部改换成具有纵向轨缝间隙的斜向轨缝。
“间隔更换”铁路的性能：各种标准钢轨铁路和无缝钢轨铁路按照“间隔更换”的方式改造后，线路上钢轨之间的所有横向轨缝或者焊缝都已经全部转换成具有纵向间隙的斜向轨缝。因此，“平口改斜口铁路”的防轮轨撞击性能和热应力调节性能都与标准斜口钢轨铁路完全相同，并且可以按照标准钢轨铁路的技术要求进行全线路的维修与保养，此种“平口改斜口铁路”还具有标准斜口钢轨[长度＝(25+2a)米]与“平口改斜口钢轨”[长度＝(25-2a)米]间隔组合联接的特点。
(3)“全部更换”
“全部更换”：就是在原有路基、道床和枕木上全部换装标准斜口钢轨或者全部换装“平口改斜口钢轨”，由标准斜口钢轨或者“平口改斜口钢轨”重新组装成斜口钢轨铁路。
“全部更换”用于路基、道床和枕木整体质量都达标、线路上钢轨整体质量不达标的各种标准钢轨铁路和无缝钢轨铁路，“全部更换”铁路的性能与标准斜口钢轨铁路完全相同。
(4)“全面重建”
“全面重建”：就是在铁路的线路原址上重建斜口钢轨铁路。
“全面重建”用于路基整体质量不达标的各种标准钢轨铁路和无缝钢轨铁路，“全面重建”铁路的性能与标准斜口钢轨铁路完全相同。
2、无缝钢轨铁路的低成本改造
无缝钢轨铁路(包括高铁)的建设标准明显高于标准钢轨铁路，线路配件、枕木和路基的质量指标也都明显高于标准钢轨铁路，而且铁路修建的时间普遍较短，路况普遍较好。为尽量降低无缝钢轨铁路(包括高铁)的改造成本和提高改造效率，应该根据铁路所在地区的温差状况和线路重要性，尽量按照“局部间隔更换”或者“间隔更换”的方式进行改造。
(1)在温差较小地区
在温差较小地区，如果无缝钢轨铁路(包括高铁)的钢轨、路基、道床和枕木的质量全部达标，应该按照“局部间隔更换”方式进行改造。
(2)在温差较大地区
在温差较大地区，如果无缝钢轨铁路(包括高铁)的钢轨、路基、道床和枕木的质量全部达标，也应该按照“局部间隔更换”方式进行改造；但要在无缝钢轨上等间隔更换数量更多 的标准斜口钢轨，以有效提高热应力调节性能。
(3)在高温差的地区
在高温差地区，由于线路上钢轨的热应力更大，为了确保铁路安全，应该按照“间隔更换”方式进行一次性彻底改造，使“平口改斜口铁路”的防轮轨撞击性能和热应力调节性能都与标准斜口钢轨铁路完全相同。
在改造无缝钢轨铁路(包括高铁)时，除了温差因素之外，还应该考虑线路重要性、线路状况和建设时间等因素，对于重要干线铁路，只要位于温差较大地区或者高温差地区，就应该按照“间隔更换”方式进行一次性彻底改造；如果无缝钢轨铁路(包括高铁)的整体状况一般，也应该按照“全部更换”方式进行一次性改造；如果无缝钢轨铁路(包括高铁)的路基、道床或者枕木的质量不能全部达标，无论钢轨的状态是否良好，都应该按照“全部重建”方式进行一次性彻底改造。
3、标准钢轨铁路的低成本改造
标准钢轨铁路修建的时间普遍较长，线路老化问题比较突出；加之车轮与钢轨轨缝之间的频繁撞击，也会使线路的质量和可靠性明显降低。因此，在改造标准钢轨铁路时，应该根据具体情况，分别选择“间隔更换”、“全部更换”或者“全面重建”的方式进行一次性改造。
(1)铁路整体状况很好
如果标准钢轨铁路的整体状况很好，应该按照“间隔更换”方式进行一次性改造。
(2)铁路整体状况一般
如果标准钢轨铁路的路基、道床和枕木的质量全部达标，钢轨的状况一般，应该按照“全部更换”方式进行一次性改造。
(3)铁路整体状况较差
如果标准钢轨铁路的路基、道床和枕木的质量不能全部达标，无论钢轨的状态是否良好，都应该按照“全部重建”的方式进行彻底改造。
斜口钢轨铁路既能全面提高铁路的安全性、可靠性、舒适性和耐用性，还能大幅度降低铁路建设、改造、维修和运营的成本；既能避免既往巨额投资的浪费，还能节省巨额的重新投资；为铁路的高性能设计、高效率使用、高效益运营、低成本建设、低成本维修和低成本改造开创了全新的模式，具有极高的推广应用价值！

Claims (5)

  1. 斜口钢轨铁路采用斜向轨缝联接设计，能彻底消除车轮与钢轨轨缝的撞击；斜向轨缝联接设计的技术特征是：钢轨之间的轨缝与钢轨纵轴线不垂直；与此技术特征相同或近似的各种铁路及轨道设施的结构设计、修建、改造、运营以及使用都在本发明的保护范围之内。[将钢轨轨道平面上(与轨道平面两侧边线平行并且等距离)的中心线设定为钢轨纵轴线]
  2. 斜口钢轨铁路采用预留纵向轨缝设计，能彻底解决钢轨热应力问题；预留纵向轨缝设计的技术特征是：在斜口钢轨之间都留有纵向的轨缝间隙；与此技术特征相同或近似的各种斜口钢轨铁路及轨道设施的结构设计、修建、改造、运营及使用都在本发明的保护范围之内。
  3. 斜口钢轨铁路利用斜口钢轨实现斜向轨缝联接设计，斜口钢轨的技术特征是：钢轨端口的切割面与钢轨轨底所在平面垂直、与钢轨纵轴线不垂直；与此技术特征相同或近似的各种钢轨的设计、生产、加工、改造、经营及使用都在本发明的保护范围之内。
  4. 斜口钢轨铁路采用斜平口钢轨兼容互补设计，能大幅度降低斜口钢轨铁路的建设与改造成本；斜平口钢轨兼容互补设计的技术特征是：为实现结构兼容，除长度和端口切割方式不同之外，标准斜口钢轨其余设计(型号、规格、结构、材质和生产标准)都与标准钢轨相同，为实现长度兼容互补，标准斜口钢轨单轨长度在(12.5×N+2a)米的设计范围内选择[a是斜口钢轨斜口长度，N＝1、2、4、6、8、10]，为实现斜口兼容，将标准钢轨的端口按照标准斜口钢轨相同切割标准进行斜口改造；与此技术特征相同或近似的各种钢轨的设计、生产、加工、改造、经营及使用都在本发明的保护范围之内。
  5. 斜口钢轨铁路采用斜平口钢轨兼容互补设计，标准斜口钢轨能与斜口改造的标准钢轨兼容互补，能用“局部间隔更换”和“间隔更换”的方式低成本、高效率改造现有各种铁路；“局部间隔更换”的技术特征是：采用局部间隔更换标准斜口钢轨和局部改造标准斜口钢轨两端相邻的标准钢轨端口的方式，将无缝钢轨之间的横向轨缝转换成具有纵向轨缝间隙的斜向轨缝，将无缝钢轨用具有纵向轨缝间隙的斜向轨缝分割成多个较短的区段；“间隔更换”的技术特征是：采用间隔更换标准斜口钢轨和间隔改造标准斜口钢轨两端相邻的标准钢轨端口的方式，将标准钢轨铁路或者无缝钢轨铁路钢轨之间的横向轨缝或者焊缝全部转换成具有纵向轨缝间隙的斜向轨缝；利用“局部间隔更换”方式、“间隔更换”方式以及类似方式对各种铁路及轨道交通设施进行改造都在本发明的保护范围之内。
PCT/CN2016/000223 2015-12-09 2016-04-26 斜口钢轨铁路 WO2017096673A1 (zh)

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