WO2021258717A1 - 采用主辅式钢轨及上下搭接式接头提高平顺性的轨道 - Google Patents

采用主辅式钢轨及上下搭接式接头提高平顺性的轨道 Download PDF

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Publication number
WO2021258717A1
WO2021258717A1 PCT/CN2021/000129 CN2021000129W WO2021258717A1 WO 2021258717 A1 WO2021258717 A1 WO 2021258717A1 CN 2021000129 W CN2021000129 W CN 2021000129W WO 2021258717 A1 WO2021258717 A1 WO 2021258717A1
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Prior art keywords
rail
auxiliary
main
wheel end
fastening
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PCT/CN2021/000129
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English (en)
French (fr)
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陈叶
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陈启星
陈叶
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Publication of WO2021258717A1 publication Critical patent/WO2021258717A1/zh

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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
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • 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
    • 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
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • E01B5/08—Composite rails; Compound rails with dismountable or non-dismountable parts

Definitions

  • the quality of the track mainly depends on its ride comfort, and the main factors affecting ride comfort are joint disease and the bending resistance of the rail.
  • Joint disease is the main factor that affects the quality of the track.
  • Rail joints are the key part of the track structure.
  • the track is classified according to the joint structure, which can be divided into jointed track and seamless track.
  • Jointed track can only be applied to general-speed railways. High-speed railways must use seamless tracks, and a small number of heavy-duty railways also use seamless tracks.
  • Seamed rails use fishplates (also called joint splints) to connect the rail joints.
  • the rail joints are reserved at the joints, which can easily resolve the problem of thermal expansion and contraction of the rails; however, a breakpoint of the rail is formed at the joint.
  • Joint diseases including steps, bends, rail seams, etc. are generated, which destroy the smoothness of the track, and the speed is too high to be dangerous, so normal speed trains can only be operated.
  • the seamless track is connected to the rail joints by welding, which eliminates the track breakpoints, thereby eliminating joint diseases, making the track very smooth and becoming a high-speed track; its disadvantages are firstly the high cost, and secondly, the temperature force must be performed twice a year in the high-cold area. Dispersion, etc., making it difficult to completely replace the seam track.
  • a new type of track can be produced that has the advantages of seamless track and seam track, which can be as smooth as an ultra-long seamless track. , And can easily resolve the problem of thermal expansion and contraction just like a seam track, thereby improving the level of existing lines.
  • the flexural performance is related to the material and positively related to the "weight model".
  • the weight model is defined as: "the weight per meter of rail".
  • a large weight per meter of rail is called a large weight model; the same material, a larger weight model
  • the bending performance is good.
  • the 75kg/m model has better bending performance than the 60kg/m model. That is to say, increasing the weight of the model is one of the ways to improve the quality of the track.
  • the use of heavy-duty rails can improve ride comfort, but will increase costs due to increased steel consumption.
  • main and auxiliary rails are used, high-quality rail steel (light) is used for the main rail, ordinary steel (heavy) for channel steel auxiliary rails, and auxiliary rails
  • main rail high-quality rail steel (light) is used for the main rail
  • ordinary steel normally steel (heavy) for channel steel auxiliary rails
  • auxiliary rails By holding and jamming the main rail, the cost can be saved on the premise of increasing the weight of the rail, and the replacement of the rail only needs to replace the main rail, which reduces the overall cost of materials and man-hours.
  • the invention is aimed at the research of joint diseases and the bending strength of steel rails.
  • the present invention is a track that uses main and auxiliary rails and upper and lower lap joints to improve ride comfort, referred to as “main and auxiliary rails and lap joints" for short.
  • the composition of the track structure includes: rails, sleepers, track beds, and connecting devices ( Including fasteners), ancillary equipment (including anti-climbing devices), turnouts, connecting devices and anti-climbing devices are all called “rail auxiliary devices.”
  • the steel rail is composed of the main rail and the auxiliary rail;
  • the main rail is the main rail, which is the rail directly in contact with the wheels, including "I-rail” and “T-rail” and deformed rails based on the two. They are collectively referred to as “main rail”, refer to the industry
  • the customary name of the I-shaped rail has a horizontal line on the top, named “rail head”, a vertical line in the middle, named “rail waist”, and a horizontal underneath, named “rail bottom”.
  • the combination of rail waist and bottom is called “rail”.
  • the cross section of the rail body of the I-shaped rail is a " ⁇ " shape, called “ ⁇ rail body”;
  • the T-shaped rail has a horizontal line on it, named “rail head”, and a vertical line below it is the rail waist and rail bottom, T There is no dividing line between the bottom of the track and the waist of the track. The part below 1/4 of the track height is defined as the track bottom.
  • the track bottom and the track waist merge into the track body.
  • the track body section of the T track is an I shape. Called "I-rail body";
  • the auxiliary rail is a special-shaped channel steel, the auxiliary rail corresponding to the I-shaped rail is referred to as "industrial auxiliary rail”, the auxiliary rail corresponding to the T-shaped rail is referred to as “T auxiliary rail”, the auxiliary rail and the T auxiliary rail are abbreviated as “T auxiliary rail”. And the deformed auxiliary rails based on the two are collectively called “auxiliary rails”.
  • the auxiliary rails are channel steel in the shape of industry; here it is agreed that the word " ⁇ " in this article does not contain points on both sides, and only includes two verticals and one horizontal.
  • the two “slices" of the channel steel one horizontal is the "wide bottom plate” of the channel steel, and the wide bottom plate acts as an anti-climbing device; ,
  • the cross-sectional shape of the notch of the auxiliary rail is equal to that of the main rail body, which is complementary; the cross-section of the notch of the auxiliary rail is a " ⁇ " shape, called “ ⁇ notch”, which is the same as the ⁇ of the I-shaped rail.
  • the rail body is complementary; the notch section of the T auxiliary rail is an I-shaped, called “I notch”, which complements the I rail body of the T-shaped rail; in short, the auxiliary rail is a special-shaped channel with a wide bottom plate in the industry shape.
  • the shape and size of the notch is complementary to the shape and size of the corresponding main rail body and is just nested; then the auxiliary rail and the main rail are fastened to form the main and auxiliary rails;
  • part of the auxiliary rails are spliced by the left and right halves;
  • the key position of the steel rail is the joint.
  • the auxiliary rail at the joint has special characteristics. It crosses the rail gap and connects the main rail to the wheel end and the opposite wheel. It is the channel steel connecting the main rail to the wheel end and the opposite wheel, so the joint.
  • the auxiliary rail at the joint is individually named “connecting groove”, the auxiliary rail at the joint is called “working joint groove”, and the T auxiliary rail at the joint is called “T joint groove”; the joint groove is actually the auxiliary rail to the fishplate Upgrade; the connecting groove is divided into the connecting groove sending wheel end and the groove receiving wheel end.
  • fastener The device that fixes two objects together is named "fastener”, and the fastener composed of bolts, nuts and elastic washers is named “screw fastener”.
  • the fastener includes screw fasteners, rivets, and pins.
  • Lever pressure device connection fastening includes “strong fastening” and “slidable fastening”, strong fastening and slidable fastening are collectively called “fastening”;
  • strong fastening is defined as: “equivalent to Welding into a whole connection”, strong tightening includes welding and strong tightening of fasteners;
  • slidingable tightening is defined as: "The main rail body and the inner surface of the auxiliary rail are processed to improve the finish to reduce The friction between the two and then fasten the two.
  • the main rail can telescopically slide in the auxiliary rail under the action of temperature.
  • the auxiliary rail is made by the fastener. The rail presses the main rail as much as possible to form a compression fit that can slide with temperature force";
  • screw fasteners are the mainstream, and the fastening achieved by screw fasteners is named “screw fastening”; the powerful fastening realized by screw fasteners is named “screw force fastening”; screw fasteners
  • the slidable fastening achieved is named “screw-slidable fastening”; the auxiliary rail clamp plate is pressed against the main rail waist and the fastening is named “lateral fastening”; the bolts are screwed up from below, and the auxiliary rail bottom plate is connected to the main rail.
  • the fastening of the bottom surface of the rail is named “bottom fastening”; the fastening between the main rail and the auxiliary rail includes lateral fastening and bottom fastening;
  • each main rail it is necessary to determine a section of the main rail and the corresponding part of the auxiliary rail to form a strong fastening.
  • This section of the main rail is named “consolidation zone”, and the part of the main rail except the consolidation zone is named “rail main body” ;
  • Consolidation area + rail main body main rail;
  • the part between the on-wheel end and the wheel-feeding end of the main rail is named "rail middle.”
  • Any section of the rail, and in principle, the choice of the main rail wheel end as the consolidation area is the most conducive to suppressing the generation of steps and the most beneficial to inhibit the impact of the wheels on the wheel end, so the main rail wheel end is selected as the fixed area.
  • the binding area is the most reasonable.
  • the full text assumes that the main rail tally end and the groove tack-wheel end are consolidated into one body, as the consolidation area, the main rail sends The middle part of the wheel end and rail is equal to the main body of the rail;
  • the consolidation area and the corresponding part of the auxiliary rail are fixed as a whole through "strong fastening", and the rail main body and the corresponding part of the auxiliary rail are also fastened, which can be strong fastening or It is slidable fastening. If the sliding fastening is adopted, the main body of the rail can slide in the middle of the auxiliary rail, thereby dissolving the temperature force; if the strong fastening is adopted, it is forcibly prevented by a strong fastener on the basis of the auxiliary rail.
  • the expansion and contraction of the rail body in the length direction caused by the temperature force like a high-speed rail track, prevents the rail body from moving in the length direction;
  • the channel steel of the auxiliary rail is in the shape of industry, and its bottom plate is equivalent to the bottom plate of ordinary channel steel extending to the outside of the two splints, which is wider than the ordinary channel steel bottom plate.
  • the steel base plate is named "wide base plate”.
  • the peripheral base plate is drilled with fastening holes to be the "anti-climbing device”.
  • the anti-climbing device is fixed to the sleeper by a strong fastener, and the auxiliary rail has the anti-climbing function; in this way, the auxiliary rail is completed It has the dual task of anti-climbing of the main rail and stable combination of the main rail and sleepers, and has the dual functions of anti-climbing device and fastener;
  • elastic pads are installed under the wide bottom plate. Because the area of the bottom plate and the elastic pads are larger than the current ones, it can improve the stability of the track, reduce the pressure of the load on the sleeper, and have better track cushioning and shock absorption.
  • the main rail is high-quality rail steel, and the price is relatively high.
  • the main rail adopts light rails, which saves rail steel.
  • the auxiliary rail adopts bending resistance and cost-effective
  • the steel is made of heavy type, and its material price is lower than that of track steel; therefore, the auxiliary rail increases the weight of the rail as a whole, thereby improving the ride comfort, and the main rail guarantees wear resistance;
  • the length of a single auxiliary rail is not greater than the length of a single main rail, and the length of a single auxiliary rail is equal to the length of the distance between several sleepers.
  • the two ends of each auxiliary rail are supported and tightened. Fix it on the sleeper; in this way, the short auxiliary rails are butt-connected into full-program auxiliary rails; the simplified version has partial auxiliary rails, that is, there are only connecting grooves, which corresponds to the middle of the rail and only the auxiliary rails on the sleepers;
  • the main track was named "sub track” and the auxiliary track was named "mother track” in the prior priority patent application;
  • the key to the joint disease is the step disease.
  • the key to suppressing the joint disease is to eliminate the step;
  • the rail joint is composed of the wheel end of one rail and the wheel end of the next rail.
  • the current rail joint, the wheel end and the wheel end Connected by the fish plate, the current theory of step generation believes that when the wheel is pressed to the end of the feed wheel and is about to press into the rail seam, because the strength of the fish plate is not strong enough to completely transmit the pressure, the sinking amount of the end of the wheel is less than that of the feed wheel. The sinking amount of the wheel end, thereby forming a step;
  • the upper and lower lap joints are the structure to restrain joint diseases
  • the rail head plus part of the rail waist is defined as the upper part, and the rail bottom plus part of the rail waist is defined as the lower part; the lower part of the main rail transfer wheel end is cut off a rectangular block, so that the rail head plus part of the rail waist forms a protruding body, named as "Head-waist convexity", head-waist convexity is a kind of "upper body”; similarly, a rectangular block is cut off at the upper part of the wheel end of the main rail, so that the bottom of the rail and a part of the rail waist form a protruding body.
  • the bottom waist projection is one of the "lower builds”; the bottom waist projection and the head waist projection complement each other.
  • the main rail feed wheel end presses the joint groove, which is equivalent to pressing the main rail wheel end; in short, the upper body presses the lower body to form a "up and down" "Lap-over” structure; specifically, one is that the end of the main rail presses the connecting groove to form a groove-type lap structure; the other is that the head-waist projection presses the bottom waist to form a convex-convex lap structure ; Both of these lap joints are upper and lower lap joints;
  • the principle of making up-and-down lap joints is: in the case of lap pressing, make the rail surface of the main rail at the wheel end of the main rail be the same level as the rail surface at the wheel end of the main rail, so when the wheel is pressed on the wheel end, the upper The pedestal completely transmits the pressure to the lower pedestal, so that the receiving wheel end and the sending wheel end sink synchronously, so that the rail surfaces of the two are kept in the same level, and the generation of steps is avoided;
  • step disease The main cause of step disease is the seesaw effect (Figure 8) and impact force;
  • the principle of making up-and-down lap joints is: in the case of lap pressing, make the rail surface of the main rail at the wheel end of the main rail be the same level as the rail surface at the wheel end of the main rail, so when the wheel is pressed on the wheel end, the upper The pedestal completely transmits the pressure to the lower pedestal, so that the receiving wheel end and the sending wheel end sink synchronously, so that the rail surfaces of the two are kept in the same level, and the generation of steps is avoided;
  • step disease The main cause of step disease is the seesaw effect (Figure 8) and impact force;
  • the wheel 642 that is pressed on the delivery wheel end of the main rail and is about to be pressed to the rail seam is named "the front wheel”
  • the wheel 641 just in front of the front wheel is named “the front wheel”
  • the position corresponding to the front wheel is named " Seesaw point” 69;
  • the front wheel end 23 (or 43) of the joint generates an upward warping force; for example, the front and rear wheels of the steering gear are about 2m apart, and the sleeper spacing is about 0.54m.
  • the front wheel is just pressed on the suspended position. It just happens to produce a great "seesaw effect under pressure”; if the joint adopts a suspension type support, the front wheel is just pressed on the sleeper to be received, and only a small “seesaw effect under pressure” will be produced, according to For this data, the suspension type is better;
  • the seesaw effect is an important reason for the generation of steps.
  • One of the measures is to add a sleeper 671 at the suspended position 69 of the seesaw point to ensure the seesaw point 69 Do not hang in the air; the second measure is to increase the weight of the auxiliary rail at the pressure point alone;
  • the nature of the step disease is the impact force.
  • the main and auxiliary rails are on the lower lap side, and the delivery side is the upper lap. Therefore, the main and auxiliary rails (lower lap side) will be affected by the delivery end ( The pre-pressure transmitted from the upper lap side) makes zero clearance between the tack ends of the main and auxiliary rails and the sleepers, thereby eliminating the impact force;
  • step disease Elimination of the step disease will eliminate the corner-knife disease and fish plate breakage, and the rail joint disease will be suppressed;
  • the suspension type can reduce the step disease.
  • One of the reasons is that the above mentioned avoids the "suspension state seesaw effect";
  • the second is because the rail seam is far away from the sleeper, which will cause pre-pressure between the front wheel rail and the sleeper;
  • the third is because the rail seam is suspended in the air, and the impact is buffered; however, the suspension type has advantages and disadvantages, and its disadvantage is that it will produce corners.
  • the step diseases are eliminated, so there is no need to use the suspension type instead of the receiving type, and there will be no corners; the broken fishplate is also a suspension.
  • the consequence of the connection type is the suspension type.
  • the fish plate repeatedly undulates and bends under the pressure of the wheel, which will cause fatigue and fracture. There will be no ups and downs in the receiving type, and there will be no fatigue; therefore, the main-auxiliary type and overlapping type rails will carry the rail seams to the sleepers;
  • the height of the wheel falling at the rail seam is equivalent to the step, named "slit step”; suppose: the width of the rail seam is d, the wheel falling height is h, and the vehicle speed is v;
  • the current standard lengths of rails are 25m and 12.5m.
  • the structural gap of the 25m rail is 18mm.
  • the height of the free fall from the wheel to the rail joint is defined as h L , named “drop height” h L , and the same as the seam step h 0 , the drop height h L is also an equivalent step.
  • h L is not necessarily equal to the seam step h F ,
  • the step disease has been eliminated, increasing the number of rail gaps will not increase the unevenness. If the number of rail gaps is increased by n times, the width of the new structural rail gap will only be 1/n of the original structural rail gap width, and the wheels will fall freely. The height of is only 1/n 2 of the original value; it can further reduce rail joint disease.
  • the corrected drop height is still ⁇ 2.1*10 -6 m; slightly smaller.
  • Main and auxiliary rails and upper and lower lap joints are adopted to improve the smoothness of the rail;
  • the main line is the main and auxiliary rails and the upper and lower lap joints;
  • the rail is composed of the main rail and the auxiliary rail;
  • the main rail is the main rail, which is the rail directly in contact with the wheels, including the "I-rail” and “T-rail” and the deformed rail based on the two. They are collectively referred to as the "main track";
  • the auxiliary rail is a special-shaped channel steel, the auxiliary rail corresponding to the I-shaped rail is referred to as "industrial auxiliary rail”, the auxiliary rail corresponding to the T-shaped rail is referred to as “T auxiliary rail”, the auxiliary rail and the T auxiliary rail are abbreviated as “T auxiliary rail”. And the deformed auxiliary rails based on the two are collectively called “auxiliary rails”.
  • the auxiliary rails are channel steel in the shape of industry; here it is agreed that the word " ⁇ " in this article does not contain points on both sides, and only includes two verticals and one horizontal.
  • the two “slices" of channel steel one horizontal is the “wide bottom plate” of channel steel, and its bottom plate is equivalent to the bottom plate of ordinary channel steel extending toward the outside of the two splints, which is wider than the ordinary channel steel bottom plate, and it is the part outside the splint Named as “peripheral bottom plate”, the outer bottom plate with grooved steel bottom plate is named “wide bottom plate”, and the peripheral bottom plate is drilled with fastening holes to be the "anti-climbing device”.
  • the auxiliary rail completes the dual task of making the main rail anti-climbing and stably combining the main rail sleepers, and at the same time has the dual functions of anti-climbing device and fastener;
  • the cross-sectional shape of the notch of the auxiliary rail is equal to the cross-sectional shape of the main rail body, forming a complement; the main rail body is nested exactly complementarily by the notch of the corresponding auxiliary rail, and then the auxiliary rail and the main rail are nested Tighten
  • elastic pads are installed under the wide bottom plate. Because the area of the bottom plate and the elastic pads are larger than the current ones, it can improve the stability of the track, reduce the pressure of the load on the sleeper, and have better track cushioning and shock absorption.
  • the upper and lower lap joints are the structure to restrain joint diseases
  • the principle of making up-and-down lap joints while holding the front wheel end is: in the case of lap pressing, make the rail surface of the sending wheel end consistent with the level of the rail surface of the running wheel end; therefore, when the wheel is pressed on the sending wheel end, The upper body completely transmits the pressure to the lower body, so that the receiving wheel end and the sending wheel end sink at the same time, so that the rail surfaces of the two are kept in the same level, and the generation of steps is avoided;
  • the main-auxiliary and lapped rails described in the summary of the invention include a main-auxiliary rail with the main rail's wheel end as the consolidation area, which includes a groove-type lap joint. It is one of the upper and lower lap joints;
  • the consolidation zone can be any section of the main rail.
  • the main and auxiliary rails that use the front wheel end of the main rail as the consolidation zone actually use the groove-type lap joint in the upper and lower lap joints.
  • the lap body is the joint groove.
  • the joint groove and the main rail wheel end form a completely fixed and strong fastening.
  • the screw fastener is used for the strong fastening between the rail body of the main rail wheel end and the splint at the groove wheel end.
  • Some threaded holes 55 are made on the bottom of the main rail wheel end rail body.
  • Bottom bolts 56 are used to pass through the bottom of the connection groove, and the connection groove bottom plate and the bottom surface of the main rail wheel end are strongly fastened and fixed as a whole;
  • the transfer wheel end of the main rail presses the connecting groove, which is equivalent to pressing the front wheel end of the main rail, forming a slot type overlapping structure.
  • the main rail's on-wheel end makes the main rail’s on-wheel end and the main rail’s delivery wheel sink synchronously.
  • the rail surface of the rail is kept in the same level to avoid the generation of steps; and, because the bottom surface of the connecting groove and the bottom surface of the main rail wheel end are strongly fastened and fixed into one body, collisions between them are avoided; the rail main body and the rail groove are slidable Fastening to resolve temperature forces; Of course, strong fastening can also be used between the rail main body and the rail groove;
  • the above-mentioned fastening includes lateral fastening and bottom fastening
  • the bottom plate of the auxiliary rail is a wide bottom plate, and the peripheral bottom plate in the wide bottom plate serves as an anti-climbing device.
  • the anti-climbing device is fixed to the sleeper by the anti-climbing fastener. And it is stable in combination with sleepers; by default, padded elastic pads are installed under the wide bottom plate;
  • the main-auxiliary and overlapping rails described in the content of the invention include a T-shaped main-auxiliary rail composed of a T-shaped rail and a T-auxiliary rail.
  • T-rail 4 The upper part of T-rail 4 is named "rail head", and the lower one is the rail waist and the bottom of the rail. There is no boundary between the bottom and the waist of the T-shaped rail. The height of the T-shaped rail is below 1/4 The part is defined as the rail bottom. The rail bottom and the rail waist merge into the rail body.
  • the rail body is an isosceles trapezoid with a lower width and a narrow upper side.
  • the rectangle of is a special case of isosceles trapezoid and is also included in the aforementioned isosceles trapezoid;
  • T auxiliary rail 3 is a kind of industry-shaped channel steel, which is a wide-bottom shaped channel steel.
  • Wide bottom plate 322 constitutes an "I"-shaped notch. The width of the notch is such that the T-shaped rail body is just inserted downwards.
  • the joint between the splint and the wide bottom plate is named "root”. A slit is cut at the root.
  • the seam depth is 30% to 70% of the wall thickness of the splint, and it is named “semi-deep seam” 35.
  • the two splints are pressed in the middle because the roots are relatively thin. , So the splint will rotate at a small angle with the root as the axis, so that the splint presses the T-rail I rail body, and then the T auxiliary rail and the T-rail are fastened; because the rail body is wide at the bottom and narrow at the top, it has the function of up and down positioning. ;
  • T joint groove The T auxiliary rail that bridges the feed wheel end and the tack wheel end of the T rail is named "T joint groove", and the T-shaped rail wheel end and the T groove tack wheel end are strongly fastened to form a joint lap joint. Joints to eliminate step damage; slidably fasten the main body of the T rail and the T auxiliary rail groove to resolve the temperature force;
  • the peripheral bottom plate in the wide bottom plate acts as an anti-climbing device, and the anti-climbing device is strongly fastened to the sleeper, and the T auxiliary rail has an anti-climbing function, making the T-shaped rail anti-climbing and stable in combination with the sleeper; the default under the wide bottom plate All are equipped with padded elastic pads;
  • the above-mentioned fastening includes lateral fastening and bottom fastening
  • the main and auxiliary rails and lap joints described in the content of the invention include a type of convex and convex lap joints of upper and lower lap joints;
  • the main rail includes I-rail 2 and T-rail 4 and their deformed rails.
  • the main rail has a head-waist convex structure at the sending wheel end, and the head-waist convex is the lower half of the main rail sending wheel end that is cut off.
  • the protruding body formed in the upper half including the I-rail head waist projection 226 and T-rail head waist projection 426;
  • the upper half is cut off and a protrusion is formed on the lower half, including the I-rail bottom girdle 236 and the T-rail bottom girdle 436; the cutting surface used to cut the head girdle and the bottom girdle Parallel to the rail surface and parallel to the end surface of the rail respectively;
  • the head-waist projection and the bottom-waist projection form a complementary structure, that is, after the head-waist projection presses the bottom-waist projection, their combined cross-section is exactly equal to the main rail cross-section; the head-waist projection and the bottom
  • the length of the waist protrusion is equal and greater than the theoretical and experimental maximum width of the rail seam at this location.
  • the rail seam is formed between the head waist projection and the bottom waist projection to absorb the thermal expansion and contraction of the rail;
  • the wheel presses the head waist convexity of the main rail it is equivalent to pressing the bottom waist convexity of the main rail's forward wheel end, so that the main rail's forward wheel end and the forward wheel end sink together, so that the track surface of the forward wheel end will not face each other.
  • a step is formed on the rail surface at the end of the feed wheel, and the front wheel end of the main rail generates a pre-pressure relative to the sleeper, eliminating the gap between them, thereby eliminating the impact force between them.
  • the main and auxiliary rails with the front wheel end of the main rail as the consolidation zone are further characterized by: the lever compression type strong fastening for the I-shaped rail, which is a kind of work The lever-pressing forceful tightening of the catch-wheel end of the groove to the catch-wheel end of the I-rail;
  • the key to eliminating the step disease is the integration of the I-rail front wheel end 23 and the joint groove 1.
  • the V-shaped joint groove ( Figure 7) forms a lever-type strong fastening, which is a mechanically strong fastening ;
  • the V-port working groove is divided into the working groove sending wheel end 12 and the working groove receiving wheel end 13 by the virtual dividing line 145; the inner surface of the I-shaped rail sending wheel end 22 and the auxiliary rail sending wheel end 12 are used to reduce friction
  • the processing of the force makes the bending strength of the joint groove fold strip 124 weaker than the bending strength of the joint groove waist plate 121, the joint groove pressing plate 123 and the joint groove bottom plate 122,
  • the I-shaped rail front wheel end 23 and the joint groove front wheel end 13 are integratedly installed: insert the I-shaped rail front wheel end 23 into the joint groove front wheel end 13 to the virtual dividing line 145, and then align the joint groove waist plate 121 toward the When pressure is applied in the middle, the joint groove lumbar plate 121 and the joint groove pressing plate 123 will rotate at a small angle with the joint groove folding strip 124 as the axis as a whole, and close the V-port, and then perform lateral strong tightening and bottom strong tightening ;Because of the leverage, the pressure of the I-shaped groove front wheel end pressure plate on the I-shaped rail front wheel end rail bottom 232 will be doubled, so as to realize the strong connection between the I-shaped groove front wheel end and the I-shaped rail front wheel end. Strong tightening to achieve integration; and because the inner surfaces of the I-rail delivery wheel end and the auxiliary rail delivery wheel end have been processed, the pressure between the two is moderate, which is a slippery tightening;
  • the main and auxiliary rails described in the content of the invention and the overlapping rails are further characterized by increasing the bending resistance of the main rail and the auxiliary rail at the point of pressure;
  • the rail seam is supported on the sleeper.
  • Figure 8 The wheel 642 that is pressed at the end of the feed wheel and is about to be pressed to the rail seam is named “pre-seam wheel”, and the wheel 641 just in front of the seam wheel is named “front wheel”.
  • the position corresponding to the position wheel is named "saw pressure point” 69;
  • One of the measures to restrain the formation of steps is to improve the bending resistance of the rail at the seesaw point 69.
  • the measures include: one is to add sleepers at the seesaw point 69 to ensure that the seesaw point 69 is not suspended; the other is to increase the bending resistance at the seesaw point 69 separately.
  • the main and auxiliary rails described in the content of the invention are further characterized by: part of the auxiliary rails are spliced by the left and right halves; (Figure 1) the centerline cut 127 of the auxiliary rail The root gong auxiliary rail is cut into two symmetrical halves along the center line;
  • I-rails with centerline cut 127 need to be installed corresponding to one or several I-rails.
  • the auxiliary rail with centerline cut can be flexibly divided into two halves and unloaded.
  • the main and auxiliary track and the lap joint described in the content of the invention are further characterized by the use of fishplates to clamp the convex lap joint, which is a modification of the existing seam track.
  • the whole remains unchanged, only the head-waist convexity is changed from the feed wheel end of the joint, and the bottom-waist convexity is changed from the front wheel end of the joint.
  • Fishplate is still used for connection, and the fishplate is used to clamp the convex-convex lap joint;
  • the joints are supported by a socket type.
  • main and auxiliary rails described in the summary of the invention are further characterized in that: the main and auxiliary rails include a seamless rail type main rail by the auxiliary rail for strong fastening and Formed track
  • Mechanically powerful fastening includes tightener powerful fastening and lever compression type powerful fastening, including the combined use of these two powerful fastenings;
  • the fasteners include screw fasteners, rivets, and pins.
  • the fasteners are used to fasten the main and auxiliary rails laterally and from the bottom.
  • the laterally fastened screw fasteners make the auxiliary
  • the rail clamp clamps the main rail waist, at the same time, pin the auxiliary rail clamp and the main rail waist, so that the main rail will not move;
  • Lever compression type strong fastening For the fastening of the I-shaped rail, a lever-type powerful fastening is formed by the V-shaped auxiliary rail ( Figure 7). After the seamless I-shaped rail is inserted into the V-shaped auxiliary rail, Press the lumbar plate of the V-port auxiliary rail to the middle, and the auxiliary rail lumbar plate 121 and the pressure plate 123 as a whole will rotate at a small angle with the auxiliary rail fold 124 as the axis, gather the V-port, and then perform lateral forceful fastening and bottoming. Fasten strongly; because of the leverage, the pressure of the auxiliary rail pressure plate on the bottom 232 of the I-rail will be doubled, so as to achieve a strong fastening between the auxiliary rail and the I-rail;
  • the fastening between the main rail and the auxiliary rail also includes lateral strong fastening and bottom strong fastening;
  • the entire auxiliary rail and the sleeper, between the auxiliary rail and the main rail are strongly fastened, so that the thermal expansion and contraction of the main rail does not occur in the direction of the track, but in the height and width directions.
  • the main and auxiliary rails described in the content of the invention and the overlapping rails are further characterized in that they include a short single auxiliary rail structure; in order to reduce the temperature force of the auxiliary rail, the length of the single auxiliary rail is not The length of a single auxiliary rail is greater than the length of a single main rail, and the length of a single auxiliary rail is equal to the length of 1 to 8 sleepers.
  • the two ends of each auxiliary rail are supported and fastened on the sleepers; in this way, multiple short
  • the auxiliary rails are docked into full-program auxiliary rails; the simplified version has partial auxiliary rails, that is, there are only connecting grooves, corresponding to only the auxiliary rails on the sleepers in the middle of the rail;
  • connection fastening includes screw fastening
  • lateral fastening Pressing the auxiliary rail splint to the waist of the main rail for fastening is named "lateral fastening”; bolts are screwed up from below, and the auxiliary rail bottom plate and the bottom surface of the main rail are fastened and named “bottom fastening”;
  • the fastening between the rail and the auxiliary rail includes lateral fastening and bottom fastening;
  • a threaded hole 55 is made on the bottom surface of the main rail body, and bolts 56 are used to pass through the bottom surface of the auxiliary rail to fasten the bottom surface of the auxiliary rail and the bottom surface of the rail body to eliminate the gap between them and avoid occurrence between them. Impact, this type of bolt is named “bottom bolt”, and this type of fastening is named “bottom fastening”;
  • the labels with 1, 2, and 3 digits are called 1, 2, and 3 labels respectively.
  • the upper label is the integration of the lower label, such as 2 is the integration of 22 and 23, that is, 2 can mean 22 plus 23, and 22 is the integration of 220, 221, 223, 224, and 226;
  • the prefix 1 indicates the object belonging to the industrial auxiliary rail, and the auxiliary rail of the I-shaped rail is referred to as the auxiliary rail;
  • the prefix 12 indicates that it belongs to the delivery wheel end of the industrial auxiliary rail, and the prefix 13 indicates that it belongs to the front wheel end of the industrial auxiliary rail;
  • the prefix 2 indicates the object belonging to the I-rail
  • the prefix 22 indicates that it belongs to the I-rail delivery wheel end
  • the prefix 23 indicates that it belongs to the I-rail front wheel end
  • the prefix 3 indicates the object belonging to the T auxiliary rail; the auxiliary rail of the T rail is referred to as the T auxiliary rail; the prefix 32 indicates that it belongs to the delivery wheel end of the T auxiliary rail, and the prefix 33 indicates that it belongs to the wheel end of the T auxiliary rail;
  • a prefix of 4 indicates an object belonging to the T-track
  • a prefix of 42 indicates that it belongs to the T-rail delivery wheel end
  • a prefix of 43 indicates that it belongs to the T-track wheel end
  • a "5" head means that it belongs to the fastener object; the fastener includes bolt and nut kits, fixing pins, and riveting parts.
  • the prefix 6 indicates stray objects.
  • braces 1 points to auxiliary rails or connecting grooves
  • brace 12 points to the end of the connecting groove delivery wheel ( Figure 7)
  • braces 1 points to 12 and 13, indicating that 1 is included. 12 and 13;
  • a large part includes multiple parts with specific functions. The parts are not independent bodies. Some parts will be given a label, that is, the same large part will have multiple local labels.
  • the rail is very long. A very short rail is used to indicate the long rail, and the extension end of the rail is indicated by a wave sign ( ⁇ ).
  • Figure 1.3 The cross-sectional view of the slotted T rail and the T auxiliary rail at the end of the wheel after being assembled;
  • Figure 2.1-A three-dimensional schematic diagram of the convexity of the end of the I-rail transfer wheel
  • Figure 2.2-A three-dimensional schematic diagram of the waist convexity at the end of the I-shaped rail
  • Figure 3- The three-dimensional schematic diagram of the I-rail front wheel end and the connecting groove after assembly
  • Figure 4.1 The three-dimensional schematic diagram of the convexity of the end of the T-rail transfer wheel
  • FIG. 5 The three-dimensional schematic diagram of the T-rail wheel end and the connecting groove after assembly
  • the objects whose first numbers are 1, 2, 3, and 4 represent industrial auxiliary rails, I-shaped rails, T auxiliary rails, and T-shaped rails; Wheel end, if the object belongs to both the wheel end and the wheel end, it is represented by 2 (for example, the auxiliary rail bottom plate 121 belongs to the wheel end and the wheel end at the same time); the third number following it is 0, 1 , 2 represent the head, waist, and bottom respectively; for example: 432 is the bottom of the tee-wheel end; the object with the first number 5 belongs to the category of fasteners; the object with the first number 6 belongs to the stray label; special case It is the auxiliary rail anti-climbing device 18 and the T auxiliary rail anti-climbing device 38, which have the same structure, but belong to different main bodies.
  • 23-I-rail front wheel end 230-I-shaped rail front wheel end rail head; 232-I-shaped rail front wheel end rail bottom; 236-I-shaped rail front wheel end bottom convex;
  • auxiliary rail splint 321-T auxiliary rail splint; 322-T auxiliary rail bottom plate; 327-T auxiliary rail positioning recess; 35-semi-deep seam; 38-T auxiliary rail anti-climbing device; 39-T auxiliary rail cross-section with part of the splint cut off ;
  • Example 1 A T-shaped main and auxiliary steel rail and a convex-convex overlapped rail
  • the entire track is composed of a convex-convex structure T-shaped rail 4 and a T auxiliary rail 3;
  • the rail body of the T-rail 4 is an isosceles trapezoid with a lower width and a narrow upper side, and the cross section of the rail body is an I shape, which is called "I rail body";
  • T auxiliary rail 3 is a kind of industry-shaped channel steel corresponding to T-shaped rail 4. "I" shaped notch;
  • the T auxiliary rail adopts super-heavy auxiliary rails to increase the weight of the main and auxiliary rails.
  • the initial investment is large, but only the main rail needs to be replaced in the future, which is cost-effective in the long run;
  • the overall T auxiliary rail is made up of short T auxiliary rails.
  • the length of the short T auxiliary rail is not greater than the interval of 8 sleepers, the end of the wide bottom plate of the short T auxiliary rail is placed on the sleeper, and the anti-climbing device in the wide bottom plate is strongly fastened to the sleeper to prevent climbing and Positioning function, by default, a padded elastic backing plate is installed under the wide bottom plate;
  • the width of the T auxiliary rail notch allows the T-shaped rail body to be inserted just down.
  • the joint between the splint and the wide bottom plate is named "root".
  • a slit is cut at the root, and the depth of the slit is 30% to 70% of the thickness of the splint. , Named "semi-deep seam" 35.
  • the two splints are pressed to the middle. Because the root is relatively thin, the splint will rotate at a small angle with the root as the axis. , Make the splint tightly press the T-shaped rail body, and then fasten the T auxiliary rail and the T-shaped rail. Because the rail body is wide at the bottom and narrow at the top, it has the function of up and down positioning;
  • T auxiliary rail that bridges the feed wheel end and the tack-wheel end of the T-rail is named "T-joint groove", and the T-rail tee-wheel end and the T-slot and tack-wheel end adopt lateral strong tightening and bottom strong tightening ,
  • T-joint groove The T auxiliary rail that bridges the feed wheel end and the tack-wheel end of the T-rail.
  • the T-rail delivery wheel end 42 has a head waist protrusion 426
  • the T-rail wheel end 43 has a bottom waist protrusion 436.
  • the head waist protrusion 426 presses the bottom waist protrusion 436 to form a complete T-rail section.
  • the lengths of the head waist projection 426 and the bottom waist projection 436 are equal and greater than the maximum width of the theoretical value and the experimental value of the rail seam at that position.
  • the rail seam is formed between the head waist projection and the bottom waist projection to absorb the thermal expansion and contraction of the steel rail.
  • one of the measures to suppress the formation of steps is to improve the bending resistance of the seesaw point.
  • Example 2 An I-shaped main and auxiliary steel rail and a convex-convex overlapped rail
  • the entire track is composed of a convex-convex I-rail 2 and an auxiliary rail 1;
  • the cross section of the rail body of the I-rail 2 is a " ⁇ " shape, called “ ⁇ rail body”;
  • the auxiliary rail 1 is a kind of industry-shaped channel steel corresponding to the I-shaped rail 2.
  • the auxiliary rails are super heavy-duty auxiliary rails to increase the weight of the main and auxiliary rails; the overall auxiliary rails are connected by short auxiliary rails.
  • the length of the auxiliary auxiliary rails is not greater than the spacing of 8 sleepers.
  • the width of the short auxiliary rails is at the end of the bottom plate Placed on the sleeper, the anti-climbing device in the wide bottom plate is strongly fastened to the sleeper to prevent climbing and positioning.
  • padded elastic pads are installed under the wide bottom plate;
  • the auxiliary rail that bridges the delivery wheel end and the front wheel end of the I-shaped rail is named "work joint groove".
  • the front wheel end and the front wheel end of the I-shaped rail are fastened by lateral force and bottom force.
  • lever-type strong fastening to form a groove-type lap joint to eliminate step disease; for the main body of the I-rail and the auxiliary rail groove, the lateral slidable fastening and the bottom slidable fastening are adopted.
  • the I-rail delivery wheel end 22 has a head waist projection 226, and the I-shaped rail wheel end 23 has a bottom waist projection 236.
  • the head waist projection 226 presses the bottom waist projection 236 to form a complete I-rail section. , Forming a convex lap joint; when the wheel presses the I-rail delivery wheel end lumbar protrusion 226, it is equivalent to pressing the I-rail wheel end bottom lumbar protrusion 236, so that the rail surface of the I-rail wheel end 23 is not It will form a step with respect to the rail surface of the I-rail delivery wheel end 22, and because the head waist projection 226 causes the bottom waist projection 236 to generate pre-compression, there will be no impact force between the front wheel end and the sleeper;
  • the lengths of the head waist projection 226 and the bottom waist projection 236 are equal and greater than the maximum width of the theoretical value and the experimental value of the rail seam at this position.
  • the rail seam is formed between the head waist projection and the bottom waist projection to absorb the thermal expansion and contraction of the steel rail.
  • one of the measures to suppress the formation of steps is to improve the bending resistance of the seesaw point.
  • Embodiment 3 According to technical feature 8, the existing seam track is modified, the track as a whole remains unchanged, only the joint sending wheel end is changed to a head waist convex, and the joint wheel end is changed to a bottom waist convex, and the fish is still used.
  • the fish plate is used to clamp the convex and convex lap joint. This is a modification of the existing seam track. The track as a whole remains unchanged. Only the head and waist end of the joint is changed to the head and waist convex, and the front wheel end of the joint is changed to the bottom. Convex waist, still using fish plate connection;
  • the joints are supported by a socket type.

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Abstract

一种采用主辅式钢轨及上下搭接式接头提高平顺性的轨道，主辅式钢轨中，主轨包括工字轨（2）和T字轨（4），辅轨（1，3）是一种业字形异形槽钢，业字的宽底板（322）充当防爬器，主轨的轨身都被所对应辅轨（1，3）的槽口刚好互补的嵌套住；然后进行紧固，构成高性价比的主辅式钢轨。钢轨采用凸凸式搭接，主轨送轮端（12，22）的下部被切掉一块，使其轨头加部分轨腰形成一个头腰凸（226，426），同样，主轨迎轮端（23，43）的上部被切掉一块，使其轨底加部分轨腰形成一个底腰凸（236，436），底腰凸（236，436）与头腰凸（226，426）互补，两者搭接后构成完整的主轨截面，形成凸凸式搭接，当车轮压在送轮端（12，22）上时，头腰凸（226，426）就压住了底腰凸（236，436），使迎轮端（23，43）与送轮端（12，22）同步下沉，使两者的轨面保持水平一致，避免台阶的产生，在此基础上可全面消除接头病害。

Description

采用主辅式钢轨及上下搭接式接头提高平顺性的轨道
技术领域：轨道交通，钢轨轨道，钢轨接头。
背景技术：
轨道的品质主要取决于它的平顺性，而影响平顺性的主要因素是接头病害和钢轨的抗弯性能等。
接头病害是影响轨道品质的主要因素，钢轨接头是轨道构造中的关键部位，按接头构造将轨道进行分类，可分为有缝轨道和无缝轨道，有缝轨道只能应用于普速铁路，高速铁路必须采用无缝轨道，重载铁路也有少量采用无缝轨道。
有缝轨道采用鱼尾板(又称接头夹板)连接钢轨接头，在接头处预留轨缝，可以轻松化解钢轨热胀冷缩的难题；但是接头处形成了钢轨的断点，该断点会产生接头病害(包括台阶、折角、轨缝等)，破坏了轨道的平顺性，速度太高有危险，所以只能运行普速列车。
无缝轨道采用焊接方式连接钢轨接头，消除了轨道断点，从而消除了接头病害，使得轨道非常平顺，成为高速轨道；其缺点首先是成本高昂，其次是在高寒地区每年要进行两次温度力放散等，致使其难以全面取代有缝轨道。
如果针对有缝轨道能够研究出一种低成本方式消除接头病害，就可以产生一种新型轨道，使之兼有无缝轨道和有缝轨道的优点，既能像超长无缝轨道一样高平顺，又能像有缝轨道一样可以轻松化解热胀冷缩的难题，从而提高既有线路的等级。
除接头病害外，抗弯性能也是影响轨道品质的重要因素。抗弯性能与材质有关并与“重量型号”正相关，重量型号的定义为：“每米钢轨的重量”，每米钢轨重量大就称为重量型号大；同等的材质，重量型号大的抗弯性能好，如：75kg/m型号的就比60kg/m型号的抗弯性能好，这就是说，增加重量型号是提升轨道品质的途径之一。采用重型钢轨可以改善平顺性，但是会因为增加钢材用量而增加成本，如果采用主辅式钢轨，主轨采用优质的轨道钢(轻型)，槽钢式辅轨采用普通钢(重型)，辅轨托住并卡住主轨，则可以在提高钢轨重量型号的前提下节约成本，并且更换钢轨只需更换主轨，使材料和工时成本整体下降。
本发明是针对接头病害和钢轨抗弯强度的研究。
发明内容：
本发明是一种采用主辅式钢轨及上下搭接式接头提高平顺性的轨道，简称为“主辅式及搭接式轨道”，轨道结构的组成包括：钢轨、轨枕、道床、连接器件(包括扣件)、附属设备(包括防爬器)、道岔，连接器件和防爬器都称为“钢轨辅助器”，主辅式及搭接式轨道的基本特征是包括：主辅式钢轨及上下搭接式接头；
主辅式钢轨：
钢轨由主轨和辅轨结合而成；
所述主轨即主钢轨，是与车轮直接接触的钢轨，包括“工字轨”和“T字轨”以及在两者基础上的变形轨，将它们合称为“主轨”，参照业内的习惯名称，工字轨上面有一横，命名为“轨头”，中间有一竖，命名为“轨腰”，下面有一横，命名为“轨底”，轨腰加轨底合称为“轨身”，工字轨轨身的截面是一个“⊥”状，称为“⊥轨身”；T字轨上面有一横，命 名为“轨头”，下面有一竖是轨腰与轨底，T字轨的轨底与轨腰没有分界线，特将其轨高1/4以下的部分定义为轨底，轨底与轨腰融为轨身，T字轨的轨身截面是一个I状，称为“I轨身”；
所述辅轨是一种异形槽钢，对应于工字轨的辅轨简称为“工辅轨”，对应于T字轨的辅轨简称为“T辅轨”，工辅轨和T辅轨及在两者基础上的变形辅轨合称“辅轨”，辅轨就是业字形槽钢；这里约定：本文的“业”字不含两边的点，只包含两竖一横，两竖就是槽钢的两块“夹板”，一横就是槽钢的“宽底板”，宽底板充当防爬器；对于工辅轨而言，其槽钢两块夹板是弯折的，其夹板由腰板121、压板123和折条124共同构成，即，腰板+压板+折条＝夹板；对于T辅轨而言，其槽钢两块夹板是直的，夹板与宽底板的结合部命名为“根部”，在根部切割一条约夹板壁厚一半的缝，命名为“半深缝”35，在T字轨轨身插入T辅轨槽口后，对两块夹板向中间施压，因为根部比较薄，所以夹板会以根部为为轴线发生小角度转动，使夹板紧压T字轨轨身；
辅轨的槽口截面形状大小与主轨的轨身截面形状大小相等，形成互补；工辅轨的槽口截面是一个“⊥”状，称为“⊥槽口”，与工字轨的⊥轨身形成互补；T辅轨的槽口截面是一个I状，称为“I槽口”，与T字轨的I轨身形成互补；总之，辅轨是一个业字形宽底板异形槽钢，其槽口形状大小与所对应的主轨轨身形状大小形成互补并刚好嵌套住；然后将辅轨与主轨进行紧固，构成主辅式钢轨；
为了安装拆卸方便，部分工辅轨由左右两半拼接而成；
钢轨的关键位置是接头，在接头处的辅轨具有特殊性，它跨过轨缝连接主轨送轮端和迎轮端，是连接主轨送轮端和迎轮端的槽钢，所以将接头处的辅轨单独命名为“接槽”，接头处的工辅轨称“工接槽”，接头处的T辅轨称“T接槽”；接槽实际上是辅轨对鱼尾板的升级；接槽划分为接槽送轮端和接槽迎轮端，与主轨迎轮端相配合的部分称为接槽迎轮端，与主轨送轮端相配合的部分称为接槽送轮端；接槽之外的辅轨命名为“轨槽”，即，接槽+轨槽＝辅轨，如果没有特别说明，泛指的辅轨一词包括接槽和轨槽；
使两个物体固定到一起的器件被命名为“紧固器”，螺栓、螺母加弹性垫圈构成的紧固器命名为“螺紧固器”，紧固器包括螺紧固器、铆钉、销、杠杆压力器；连接紧固包括“强力紧固”和“可滑紧固”，强力紧固和可滑紧固合称为“紧固”；“强力紧固”的定义是：“相当于焊接成一体的连接”，强力紧固包括焊接与紧固器强力紧固；“可滑紧固”的定义是：“将主轨轨身和辅轨内表面进行提高光洁度的加工，以减小两者间的摩擦力，然后将两者进行紧固，由于接触面光滑，所以，在温度力作用下，主轨可以在辅轨中产生伸缩滑动，在此前提下，通过紧固器使辅轨尽量压紧主轨，形成可温度力滑动的压紧式配合”；
紧固器中，螺紧固器是主流，螺紧固器实现的紧固命名为“螺紧固”；螺紧固器实现的强力紧固命名为“螺强力紧固”；螺紧固器实现的可滑紧固命名为“螺可滑紧固”；将辅轨夹板压向主轨轨腰进行紧固命名为“侧向紧固”；螺栓从下方拧上来，将辅轨底板与主轨轨底面进行紧固命名为“底向紧固”；主轨与辅轨之间的紧固包括侧向紧固和底向紧固；
每根主轨当中都必须确定一段主轨与辅轨中的对应部位形成强力紧固，这段主轨命名为“固结区”，主轨除固结区以外的部分命名为“轨主体”；固结区+轨主体＝主轨；
介于主轨的迎轮端和送轮端之间的部分命名为“轨中部”，一根主轨包括迎轮端、送轮 端和轨中部；从定义上说，固结区可以是主轨中的任意一段，而从原理上说，选择主轨迎轮端作为固结区最有利于抑制台阶的产生且最有利于抑制车轮对迎轮端的撞击，所以选择主轨迎轮端作为固结区最合理，为了描述方便，在不排除任意部位可充当固结区的前提下，全文默认以主轨迎轮端与接槽迎轮端固结成一体，作为固结区，主轨送轮端加轨中部等于轨主体；
固结区与辅轨中相对应的部分之间通过“强力紧固”被固定成一个整体，轨主体和辅轨中相对应的部分之间也被紧固，可以是强力紧固，也可以是可滑紧固，如果采用可滑紧固，则轨主体在辅轨中间可以滑动，从而化解温度力；如果采用强力紧固，则是在辅轨的基础上，通过强力紧固器强行阻止由温度力引起的轨主体在长度方向的伸缩，像高铁轨道一样，使轨主体在长度方向不发生移动；
辅轨槽钢是业字状，其底板相当于是普通槽钢的底板朝两块夹板两边外面延伸，比普通槽钢底板宽，它在夹板外面的部分命名为“外围底板”，外围底板加槽钢底板命名为“宽底板”，外围底板钻紧固孔后就是“防爬器”，通过强力紧固器将防爬器固定于轨枕上，辅轨就具有防爬功能；这样，辅轨完成了使主轨防爬以及使主轨与轨枕稳定结合的双重任务，同时具有防爬器和扣件的双重功能；
默认宽底板下面都装加垫弹性垫板，因为底板和弹性垫板的面积都比目前的大，所以可提高轨道的平稳度、减小载荷对轨枕的压强、轨道缓冲减震性更好，
主轨是优质的轨道钢，价格比较高，主轨采用轻型号钢轨，节省轨道钢，而且更换轨道时只需更换主轨，辅轨无需更换，以节省资金；辅轨采用抗弯性价比高的钢且采用重型号，其材料价格低于轨道钢；所以，辅轨使钢轨整体提高了重量型号，从而提高了平顺性，主轨则保证了耐磨性；
为了减小辅轨温度力，单根辅轨的长度都不大于单根主轨长度，单根辅轨长度等于数个轨枕间距的长度，每根辅轨的两个端部都被支承和紧固在轨枕上；用这种方法，将短辅轨对接成全程式辅轨；简化版的有局部式辅轨，就是只有接槽，对应于轨中部只有轨枕上有辅轨；
因为主轨的轨身被嵌套在辅轨的槽口中，所以在此之前的优先权专利申请中，将主轨命名为“子轨”，辅轨命名为“母轨”；
上下搭接式接头：
接头病害的关键是台阶病害，抑制接头病害的关键是消除台阶；钢轨接头由一根钢轨的送轮端和下一根钢轨的迎轮端构成，目前的钢轨接头，送轮端和迎轮端由鱼尾板连接，现今的台阶产生理论认为，当车轮压到送轮端即将压到轨缝时，因为鱼尾板的强度不够大，不能完全传递压力，使得迎轮端的下沉量小于送轮端的下沉量，从而形成台阶；
上下搭接式接头是抑制接头病害的结构；
本文将“送轮端”默认为“主轨送轮端”，“迎轮端”默认为“主轨迎轮端”；
将轨头加部分轨腰定义为上部，轨底加部分轨腰定义为下部；主轨送轮端的下部被切掉一个矩形块，使其轨头加部分轨腰形成一个凸出体，命名为“头腰凸”，头腰凸是“上搭体”中的一种；类似的，主轨迎轮端的上部被切掉一个矩形块，使其轨底加部分轨腰形成一个凸出体，命名为“底腰凸”，底腰凸是“下搭体”中的一种；底腰凸与头腰凸互补，两者搭接后构成完整的主轨截面，形成的搭接命名为“凸凸式搭接”，这是上下搭接的一种；上下搭 接还包括一种“接槽式搭接”，该搭接中，主轨送轮端整体就是上搭体，下搭体是与主轨迎轮端完全固定结合的接槽，主轨送轮端压住了接槽，等同于压住了主轨迎轮端；总之，上搭体压住下搭体，形成“上下搭接式”结构；具体说，一种是主轨送轮端压住接槽，形成一种接槽式搭接结构；一种是头腰凸压住底腰凸形成凸凸式搭接结构；这两种搭接结构都是上下搭接式接头；
制造上下式搭接的原则是：在搭接压紧的情况下，令主轨送轮端的轨面与主轨迎轮端的轨面水平一致，所以，当车轮压在送轮端上时，上搭体就将压力完整地传递给了下搭体，使迎轮端与送轮端同步下沉，使两者的轨面保持水平一致，避免台阶的产生；
产生台阶病害的主要原因是跷跷板效应(图8)和撞击力；
制造上下式搭接的原则是：在搭接压紧的情况下，令主轨送轮端的轨面与主轨迎轮端的轨面水平一致，所以，当车轮压在送轮端上时，上搭体就将压力完整地传递给了下搭体，使迎轮端与送轮端同步下沉，使两者的轨面保持水平一致，避免台阶的产生；
产生台阶病害的主要原因是跷跷板效应(图8)和撞击力；
压在主轨送轮端即将压到轨缝的车轮642命名为“临缝轮”，刚好位于临缝轮前面的车轮641命名为“前位轮”，前位轮所对应的位置命名为“跷压点”69；与现今产生台阶的理论不同，本人通过实验证明：当临缝轮642即将压到轨缝60时，如果前位轮641正好压在悬空处，会产生很大的跷跷板效应，使接头迎轮端23(或43)产生上翘力；比如，转向器的前后轮相距约2m，轨枕间距约0.54m，如果接头采用承接式支承，前位轮就正好压在悬空处，就正好产生很大的“悬压态跷跷板效应”；如果接头采用悬接式支承，前位轮就正好压在轨枕处被承接，就仅会产生很小的“承压态跷跷板效应”，根据这个数据，采用悬接式较好；
根据跷跷板效应可知，跷跷板效应是产生台阶的重要原因，抑制跷跷板效应需要提高跷压点的抗弯能力，措施之一是在跷压点的悬空处69增加一根轨枕671，保证跷压点69不悬空；措施之二是单独加大位于跷压点的辅轨重量型号；
实际上，台阶病害的本质是撞击力，只要主辅轨迎轮端与轨枕之间有间隙，即使台阶为零，车轮压过来时还是会使主辅轨迎轮端与轨枕之间产生撞击；而在上下搭接的接头中，主辅轨迎轮端是下搭接方，送轮端是上搭接方，所以，主辅轨迎轮端(下搭接方)会受到送轮端(上搭接方)传递过来的预压力，使主辅轨迎轮端与轨枕形成零间隙，从而消除撞击力；
消除了台阶病害，会使得折角病害和鱼尾板折断等病害随之消除，轨缝病害被抑制；
按照接头相对于轨枕的支承位置划分，可分为承接式和悬接式两种，采用悬接式可以降低台阶病害，其原因之一是上面提到的避免了“悬压态跷跷板效应”；之二是因为轨缝离轨枕远，会使迎轮轨与轨枕之间有预压力；之三是因为轨缝悬空，撞击被缓冲；但是，悬接式有利有弊，其弊端是会产生折角病害；
车轮压到钢轨中所有的悬空处会都会有点下沉，因为轨缝处是一个断点，所以其下沉量更大，会使轨缝两边的钢轨形成一个夹角，称为折角，即，悬接式会产生折角病害，相对于承接式而言，悬接式是以产生折角病害为代价，换取了使台阶病害下降的收益。根据长期的铁路运行实践进行综合比较，结论是：目前我国的普通铁路，采用悬接式利大于弊，所以我国的普通铁路是以悬接式为标准形式，以图减小台阶病害。
采用主辅式及搭接式轨道后，加上抑制跷跷板效应，使得台阶病害被消除了，所以无需采用悬接式而改用承接式，也就不会产生折角了；鱼尾板折断也是悬接式带来的后果，采用悬接式，鱼尾板在车轮压力下反复起伏弯折，会产生疲劳断裂。而承接式就不会有起伏，也就不会有疲劳；所以，主辅式及搭接式轨道将轨缝承接于轨枕上；
在接槽对应轨缝处的底板上开小孔，命名为“排污孔”；
轨缝病害的计算，车轮在轨缝处掉落的高度，其效果等效于台阶，命名为“缝台阶”；设：轨缝宽度为d，车轮掉落高度为h，车速为v；
根据图9可以列出等式：R 2＝(d/2) 2+(R-h) 2，
整理并忽略高阶小h 2后得到轨缝折合成缝台阶的公式：h＝(d/2) 2/2R；
目前的钢轨标准长度为25m和12.5m，25m钢轨的构造轨缝为18mm，已知客车车轮直径2R为915mm，客运线路构造轨缝宽度为d 0＝18mm，得到h 0＝0.0885mm；h 0是轨缝折合成的等效台阶，命名为“缝台阶”，客车的“台阶限度值”h R数量级为h R＝0.1mm；可知，缝台阶h 0与台阶限度值h R处于相同数量级；
换一个角度分析轨缝病害：车轮行驶到轨缝处自由落体下落高度定义为h L，命名为“落高”h L，与缝台阶h 0一样，落高h L也是等效台阶，落高h L并不一定等于缝台阶h F，
车轮跃过轨缝的时间为t＝d/V，结合自由落体公式h L＝gt 2/2，得到落高h L为：h L＝g(d/V) 2/2；
先设一组数据进行讨论。数据组1：轨缝为d＝18mm，车速为V＝100km/H(即27.8m/s)，可知车轮通过轨缝的时间为：t＝d/V＝0.018/27.8＝6.5*10 -4s；
计算得到h L＝2.1*10 -6m，即，在数据组1的情况下，落高h L仅缝台阶h F(0.0885mm)的1/42，落高和缝台阶都是等效台阶，然而，两种等效台阶的结论相差巨大，问题出在哪里？答案是车速，车速高时，车轮是“飞过”轨缝的，而不会像图9那样完整的压到轨缝。
计算得知，当车速V低，当V 2＜(gd 2/2h 0)，即V＜4.28m/s＝15.4km/h时，车轮才会完整的压到轨缝，才会有h L＝h 0的成立；显然，这是火车刚刚问世时的速度，以现代列车的速度，车轮不是“滚过”轨缝，而是“飞过”轨缝；实际上根据现代列车车速，落高为微米/亚微米数量级；
Figure PCTCN2021000129-appb-000001
在火车刚问世的年代，轨缝病害与台阶病害属于相同数量级，两者可以并列；而在高车速的今天，落高小于台阶限度值达2～3个数量级，仍将轨缝病害与台阶病害并列就是严重不合理，实际上，轨缝病害相对于台阶病害而言是可以忽略的。
进一步，因为台阶病害已经消除，所以增加轨缝数量就不会增加不平顺，如果增加n倍轨缝，则新的构造轨缝宽度相应只需原始构造轨缝宽度的1/n，车轮自由落体的高度只有原始值的1/n 2；可进一步减小轨缝病害。
如果进一步分析，落高值还要修正，因为车轮的低点在跃过轨缝之前时，其低点前面的 踏面就已经接触到了轨缝的迎轮端(见图9.1)，设车轮的低点在跃过d 2宽时，其低点前面的点正好接触到了轨缝的迎轮端，可以列出两个联立方程：
h 2＝g(d 2/V) 2/2———————(式1)；
R 2＝(d-d 2) 2+(R-h 2) 2————(式2)；
(式1)整理得到d 2＝(2h 2V 2/g) 1/2———(式3)
(式2)整理并忽略高阶小h 2 2后得到：h 2＝(d-d 2) 2/2R——(式4)
(式4)变形为：d 2＝d-(2Rh 2) 1/2；————(式5)
(式3)-(式5))，得到：
(2h 2V 2/g) 1/2＝d-(2Rh 2) 1/2————(式6)，h 2太难解；
下面方法先计算出d 2，(式1)-(式4)，得到：
g(d 2/V) 2/2＝(d-d 2) 2/2R；
整理得到：(1-gR/v 2)d 2 2-2dd 2+d 2＝0；———(式7)
将与上面同样的数据代入，2R＝0.915m，d＝0.018m，V＝27.8m/s，g＝10m/s 2；
得到d 2≈0.018m，
所以修正后的落高还是≈2.1*10 -6m；略小一点。
根据发明内容可归纳和扩展出一些技术特征：
基本技术特征：采用主辅式钢轨及上下搭接式接头提高平顺性的轨道；
主线是主辅式钢轨及上下搭接式接头；
主辅式钢轨：
钢轨由主轨和辅轨结合而成；所述主轨即主钢轨，是与车轮直接接触的钢轨，包括“工字轨”和“T字轨”以及在两者基础上的变形轨，将它们合称为“主轨”；
所述辅轨是一种异形槽钢，对应于工字轨的辅轨简称为“工辅轨”，对应于T字轨的辅轨简称为“T辅轨”，工辅轨和T辅轨及在两者基础上的变形辅轨合称“辅轨”，辅轨就是业字形槽钢；这里约定：本文的“业”字不含两边的点，只包含两竖一横，两竖就是槽钢的两块“夹板”，一横就是槽钢的“宽底板”，其底板相当于是普通槽钢的底板朝两块夹板两边外面延伸，比普通槽钢底板宽，它在夹板外面的部分命名为“外围底板”，外围底板加槽钢底板命名为“宽底板”，外围底板钻紧固孔后就是“防爬器”，通过强力紧固器将防爬器固定于轨枕上，辅轨就具有防爬功能；这样，辅轨完成了使主轨防爬以及使主轨轨枕稳定结合的双重任务，同时具有防爬器和扣件的双重功能；
辅轨的槽口截面形状大小与主轨的轨身截面形状大小相等，形成互补；主轨的轨身都被所对应辅轨的槽口刚好互补的嵌套住，然后将辅轨与主轨进行紧固；
默认宽底板下面都装加垫弹性垫板，因为底板和弹性垫板的面积都比目前的大，所以可提高轨道的平稳度、减小载荷对轨枕的压强、轨道缓冲减震性更好，
上下搭接式接头：
上下搭接式接头是抑制接头病害的结构；
主轨送轮端有一个“上搭体”，主轨迎轮端有一个“下搭体”；上搭体压住下搭体就构 成了上下搭接式接头；就等同于送轮端压住迎轮端，制造上下式搭接的原则是：在搭接压紧的情况下，令送轮端的轨面与迎轮端的轨面水平一致；所以，当车轮压在送轮端上时，上搭体就将压力完整地传递给了下搭体，使迎轮端与送轮端同步下沉，使两者的轨面保持水平一致，避免台阶的产生；
技术特征2：发明内容中所述的主辅式及搭接式轨道包括一种由主轨迎轮端作为固结区的主辅式钢轨，其中包含了一种接槽式搭接接头，这是上下搭接式接头中的一种；
每根主轨当中都必须确定一段主轨与辅轨中对应部位形成强力紧固，这段主轨命名为“固结区”，从定义上说，固结区可以是主轨中的任意一段，而从原理上说，选择主轨迎轮端作为固结区最有利于抑制台阶的产生且最有利于抑制车轮对迎轮端的撞击，所以选择主轨迎轮端作为固结区最合理，即，主轨迎轮端等于固结区，主轨送轮端加轨中部等于轨主体；主轨迎轮端+主轨送轮端+轨中部＝主轨；
将接头处的辅轨命名为“接槽”；
将主轨迎轮端作为固结区的主辅式钢轨，实际上就是采用了上下搭接式接头中的接槽式搭接接头，该搭接中，送轮端整体就是上搭体，下搭体就是接槽，接槽与主轨迎轮端形成完全固定的强力紧固，主轨迎轮端的轨身与接槽迎轮端的夹板之间采用螺紧固器进行强力紧固，同时，主轨迎轮端轨身的底部制造一些螺纹孔55，用底向螺栓56从接槽底板下穿上来，将接槽底板与主轨迎轮端底面进行强力紧固，固定成一体；
主轨送轮端压住了接槽，等同于压住了主轨迎轮端，形成一种接槽式搭接结构，当车轮压在主轨送轮端上时，压力就完全传递给了主轨迎轮端，使主轨迎轮端与主轨送轮端同步下沉，主轨迎轮端与主轨送轮端高度相等并且都是压在接槽底板上，所以，使两者的轨面保持水平一致，避免台阶的产生；并且，由于接槽底板与主轨迎轮端底面被强力紧固固定成一体，避免它们之间发生撞击；轨主体和轨槽之间被可滑紧固，以化解温度力；当然，轨主体和轨槽之间也可以是强力紧固；
上述紧固包括侧向紧固和底向紧固；
所述辅轨的底板是宽底板，宽底板中的外围底板充当防爬器，通过防爬紧固器将防爬器固定于轨枕上，辅轨就具有了防爬功能，使得主轨防爬且与轨枕结合稳定；默认宽底板下面都装加垫弹性垫板；
技术特征3：发明内容中所述的主辅式及搭接式轨道包括一种由T字轨和T辅轨构成的T字主辅式钢轨，
T字轨4上面一横，命名为“轨头”，下面一竖是轨腰与轨底，T字轨的轨底与轨腰没有分界线，特将其T字轨高度1/4以下的部分定义为轨底，轨底与轨腰融为轨身，其轨身是一个下宽上窄的等腰梯形，其轨身截面是一个I状，称为“I轨身”；上下等宽的矩形是等腰梯形的特例，也包含在前述等腰梯形中；
对应于T字轨的辅轨简称为“T辅轨”，T辅轨3是一种业字形槽钢，它是宽底板异形槽钢，其两竖就是两块“夹板”321，一横就是“宽底板”322，构成一个“I”状槽口，其槽口宽度使T字轨轨身刚好向下插入，夹板与宽底板的结合部命名为“根部”，在根部切割一条缝，割缝深度为夹板壁厚的30％～70％，命名为“半深缝”35，在T字轨I轨身插入T辅轨槽口后，对两 块夹板向中间施压，因为根部比较薄，所以夹板会以根部为为轴线发生小角度转动，使夹板紧压T字轨I轨身，然后将T辅轨与T字轨进行紧固；因为轨身下宽上窄所以具有上下定位功能；
跨接于T字轨送轮端与迎轮端的T辅轨命名为“T接槽”，对T字轨迎轮端与T接槽迎轮端进行强力紧固，以形成接槽式搭接接头，消除台阶病害；对T字轨轨主体与T辅轨轨槽进行可滑紧固，以化解温度力；
所述宽底板中的外围底板充当防爬器，将防爬器强力紧固于轨枕上，T辅轨就具有了防爬功能，使得T字轨防爬且与轨枕结合稳定；默认宽底板下面都装加垫弹性垫板；
上述紧固包括侧向紧固和底向紧固；
技术特征4：发明内容中所述的主辅式及搭接式轨道包括一种凸凸搭接式接头种类的上下搭接式接头；
主轨包括工字轨2和T字轨4以及它们的变形轨，在主轨中，主轨送轮端为头腰凸结构，头腰凸就是主轨送轮端的下半部被切掉一块，在其上半部形成的凸出体，其中包括工字轨头腰凸226和T字轨头腰凸426；主轨迎轮端为底腰凸结构，底腰凸就是主轨迎轮端的上半部被切掉一块，在其下半部形成的凸出体，其中包括工字轨底腰凸236和T字轨底腰凸436；用于切割头腰凸和底腰凸的切割面分别平行于轨面和平行于轨端面；头腰凸和底腰凸形成互补结构，即，头腰凸压住底腰凸后，它们组合成的截面正好等于主轨截面；头腰凸和底腰凸的长度相等并大于该位置轨缝的理论与实验的最大宽度，头腰凸和底腰凸之间形成轨缝，消化钢轨的热胀冷缩；
当车轮压住主轨送轮端的头腰凸时，等同于压到了主轨迎轮端的底腰凸，使得主轨迎轮端与送轮端一起下沉，使得迎轮端的轨面不会相对于送轮端的轨面形成台阶，并且使得主轨迎轮端相对于轨枕产生预压力，消除它们之间的间隙，从而消除它们之间的撞击力。
技术特征5：根据技术特征2所述的由主轨迎轮端作为固结区的主辅式钢轨，其进一步特征是：针对工字轨的杠杆压紧式强力紧固，这是一种工接槽迎轮端对工字轨迎轮端实施的杠杆压紧式强力紧固；
消除台阶病害的关键在于工字轨迎轮端23与工接槽1的一体化，由V口工接槽(图7)形成了一种杠杆式强力紧固，这是一种机械强力紧固；
V口工接槽以虚拟分隔线145为界分成工接槽送轮端12和工接槽迎轮端13；将工字轨送轮端22和工辅轨送轮端12内表面进行降低摩擦力的加工，令工接槽折条124的抗弯强度弱于工接槽腰板121、工接槽压板123和工接槽底板122的抗弯强度，
工字轨迎轮端23与工接槽迎轮端13进行一体化安装：将工字轨迎轮端23插入工接槽迎轮端13至虚拟分隔线145后，对工接槽腰板121向中间施压，工接槽腰板121和工接槽压板123会作为一个整体以工接槽折条124为轴线发生小角度转动，收拢V口，然后进行侧向强力紧固和底向强力紧固；因为有杠杆力的作用，工接槽迎轮端压板对工字轨迎轮端轨底232的压力会成倍增加，从而实现工接槽迎轮端与工字轨迎轮端很强的强力紧固，实现一体化；又因为工字轨送轮端和工辅轨送轮端内表面进行过加工，两者之间压力适中，属于可滑紧固；
备用一对间隙垫片，当制造过程发生偏差，致使工接槽迎轮端压板与工字轨迎轮端轨底之间的间隙过大而无法压紧时，将间隙垫片塞入该间隙中，助使工接槽迎轮端压板压紧工字 轨迎轮端轨底，实现工字轨迎轮端与工接槽的一体化；
技术特征6：发明内容中所述的主辅式及搭接式轨道，其进一步特征是：增加主轨和辅轨在跷压点的抗弯性能；
轨缝承接于轨枕上，(图8)压在送轮端即将压到轨缝的车轮642命名为“临缝轮”，刚好位于临缝轮前面的车轮641命名为“前位轮”，前位轮所对应的位置命名为“跷压点”69；
当临缝轮642即将压到轨缝60时，如果前位轮641正好压在悬空处，会产生很大的跷跷板效应，会使接头迎轮端23(或43)产生上翘力；
抑制台阶形成的措施之一是提高钢轨在跷压点69的抗弯能力，措施包括：一个是在跷压点69增加轨枕，保证跷压点69不悬空；二个是单独加大位于跷压点69的辅轨重量型号；
技术特征7：发明内容中所述的主辅式及搭接式轨道，其进一步特征是：部分工辅轨由左右两半拼接而成；(图1)工辅轨中线切口127，它将一根工辅轨沿中线切成左右对称的两半；
如果工字轨主辅轨道全程都采用工辅轨，安装和更换工字轨将非常困难，所以对应于一根或数根工字轨就需要安装一个或几个带中线切口127的工辅轨，带中线切口的工辅轨可以灵活的分成两半卸下。
技术特征8：发明内容中所述的主辅式及搭接式轨道，其进一步特征是：采用鱼尾板夹住凸凸搭接式接头，这是对现有的有缝轨道进行改造，轨道整体保持不变，仅仅将接头送轮端改成头腰凸，接头迎轮端改成底腰凸，仍然采用鱼尾板连接，采用鱼尾板夹住凸凸搭接式接头；
对接头采用承接式支承。
技术特征9：发明内容中所述的主辅式及搭接式轨道，其进一步特征是：其中所述的主辅式钢轨包括一种由辅轨针对无缝钢轨式主轨进行强力紧固而形成的轨道；
整个辅轨针对整个主轨进行机械强力紧固，机械强力紧固包括紧固器强力紧固和杠杆压紧式强力紧固，包括这两种强力紧固的联合使用；
紧固器强力紧固：紧固器包括螺紧固器、铆、销，采用紧固器对主辅轨进行侧向紧固和底向紧固，侧向紧固的螺紧固器使得辅轨夹板夹紧主轨轨腰，同时，销定辅轨夹板和主轨轨腰，使主轨不会发生移动；
杠杆压紧式强力紧固：针对工字轨的紧固，由(图7)V口工辅轨形成了一种杠杆式强力紧固，将无缝工字轨插入V口工辅轨后，对V口工辅轨的腰板向中间施压，辅轨腰板121和压板123会作为一个整体以辅轨折条124为轴线发生小角度转动，收拢V口，然后进行侧向强力紧固和底向强力紧固；因为有杠杆力的作用，辅轨压板对工字轨轨底232的压力会成倍增加，从而实现辅轨与工字轨很强的强力紧固；
主轨与辅轨之间的紧固还包括侧向强力紧固和底向强力紧固；
整个辅轨与轨枕之间、辅轨与主轨之间都进行强力紧固，使主轨的热胀冷缩不发生在轨道方向，而发生在高度和宽度方向。
技术特征10：发明内容中所述的主辅式及搭接式轨道，其进一步特征是：包括一种短单根辅轨结构；为了减小辅轨温度力，单根辅轨的长度都不大于单根主轨长度，单根辅轨长度等于1～8个轨枕间距的长度，每根辅轨的两个端部都被支承和紧固在轨枕上；用这种方法， 将多根短辅轨对接成全程式辅轨；简化版的有局部式辅轨，就是只有接槽，对应于轨中部只有轨枕上有辅轨；
技术特征11：发明内容中所述的主辅式及搭接式轨道，其进一步特征是：连接紧固包括螺紧固；
将辅轨夹板压向主轨轨腰进行紧固命名为“侧向紧固”；螺栓从下方拧上来，将辅轨底板与主轨轨底面进行紧固命名为“底向紧固”；主轨与辅轨之间的紧固包括侧向紧固和底向紧固；
在主轨轨身的底面制造螺纹孔55，用螺栓56从辅轨底板下穿上来，将辅轨底板与轨身的底面进行紧固，用以消除它们之间的间隙，避免它们之间发生撞击，这种螺栓命名为“底向螺栓”，这种紧固命名为“底向紧固”；
在主轨迎轮端采用“强力底向紧固”，在主轨的轨主体范围采用“可滑底向紧固”。
附图说明
1、标号分级：
具有1个、2个、3个数字的标号分别称为1级、2级、3级标号，在1字头至5字头的标号中，一般而言，上级标号是下级标号的集成，如2是22和23的集成，即2可以表示22加23，22又是220、221、223、224、226的集成；
2、标号对象：
含1字头表示属于工辅轨的对象，工字轨的辅轨简称工辅轨；其中12字头表示属于工辅轨送轮端，13字头表示属于工辅轨迎轮端；
含2字头表示属于工字轨的对象，其中含22字头表示属于工字轨送轮端，含23字头表示属于工字轨迎轮端；
含3字头表示属于T辅轨的对象；T字轨的辅轨简称T辅轨；其中32字头表示属于T辅轨送轮端，33字头表示属于T辅轨迎轮端；
含4字头表示属于T字轨的对象，其中含42字头表示属于T字轨送轮端，含43字头表示属于T字轨迎轮端；
含5字头表示属于紧固器对象；紧固器包括螺栓螺母套件、固定销、铆接件。
含6字头表示杂散对象。
3、大部件用箭头指向或用大括号指向，如箭头1指向工辅轨或接槽，大括号12指向接槽送轮端(图7)，大括号1指向12和13，表示1包括了12和13；一个大部件包括多个具有特定功能的局部，局部不是独立体，某些局部会给出一个标号，即，同一个大部件会出现多个局部标号。
4、钢轨很长，用一个很短的钢轨示意长钢轨，钢轨延长端用一个波浪号(～)表示。
5、用大箭头表示列车行驶方向，据此确定钢轨的上下前后左右六个方向。
附图标号总览
图1——工字轨与工辅轨组装后位于送轮端的截面图；
图1.1——T字轨与T辅轨组装前位于送轮端的截面图；
图1.2——T字轨与T辅轨组装后位于送轮端的截面图；
图1.3——卡槽式T字轨与T辅轨组装后位于送轮端的截面图；
图2.1——工字轨送轮端头腰凸三维示意图；
图2.2——工字轨迎轮端底腰凸三维示意图；
图3——工字轨迎轮端与接槽组装后的三维示意图；
图3.1——工字轨送轮端迎轮端与接槽组装后的三维示意图；
图4.1——T字轨送轮端头腰凸三维示意图；
图4.2——T字轨迎轮端底腰凸三维示意图；
图5——T字轨迎轮端与接槽组装后的三维示意图；
图5.1——T字轨送轮端迎轮端与接槽组装后的三维示意图；
图6——工字轨/T字轨的接头与接槽组装后的局部剖视图；
图7——V口工接槽三维示意图；
图8——跷跷板效应示意图；
图9——缝台阶形成示意图；
图9.1——落高形成示意图；
附图标记：
第1个数字为1、2、3、4的对象分别表示工辅轨、工字轨、T辅轨、T字轨；其跟随的第2个数字为2、3分别表示送轮端、迎轮端，如果该对象同时属于送轮端和迎轮端，则用2表示(如工辅轨底板121，同时属于送轮端和迎轮端)；其跟随的第3个数字为0、1、2分别表示头、腰、底；例如：432就是T字轨迎轮端底部；第一个数字为5的对象属于紧固器范畴；第一个数字为6的对象属于杂散标号；特例是工辅轨防爬器18和T辅轨防爬器38，两者结构相同，只是属于不同的主体。
1-工辅轨或工接槽；
12-工辅轨送轮端(包含工接槽送轮端或工轨槽)；121-工辅轨腰板；122-工辅轨底板；123-工辅轨压板；124-工辅轨折条；(腰板+压板+折条＝夹板；)127-工辅轨中线切口，它将一个工辅轨切成对称的两半；
13-工接槽迎轮端；145-接槽迎轮端与送轮端的虚拟分隔线；
18-工辅轨的防爬器；19-工辅轨切掉部分夹板后的截面；
2-工字轨；
22-工字轨送轮端；220-工字轨送轮端轨头；222-工字轨送轮端轨底；226-工字轨送轮端头腰凸；
23-工字轨迎轮端；230-工字轨迎轮端轨头；232-工字轨迎轮端轨底；236-工字轨迎轮端底腰凸；
3-T辅轨；
321-T辅轨夹板；322-T辅轨底板；327-T辅轨定位凹；35-半深缝；38-T辅轨的防爬器；39-T辅轨切掉部分夹板后的截面；
4-T字轨；
42-T字轨送轮端；420-T字轨送轮端轨头；422-T字轨送轮端轨底；426-T字轨送轮端头腰凸；427-T字轨送轮端定位凸；
43-T字轨迎轮端；430-T字轨迎轮端轨头；432-T字轨迎轮端轨底；436-T字轨迎轮端底腰凸；
5-所有类型紧固器的总标号；51-可滑紧固孔；52-可滑紧固器；53-强力紧固孔；54-强力紧固器；55-螺纹孔；56-底向螺栓；
60-轨缝；641-临缝轮；642-前位轮；65-弹性垫板；66-排污孔；67-轨枕；69——跷压点；d——轨缝宽度；d 2——车轮飞行距离；R-车轮半径；h-缝台阶高度；h 2-落高高度；v-火车速度；
具体实施方式
实施例1.一种T字主辅式钢轨及凸凸式搭接的轨道
根据基本技术特征和技术特征2，整个轨道由凸凸结构的T字轨4与T辅轨3构成；
T字轨4的轨身是一个下宽上窄的等腰梯形，其轨身截面是一个I状，称为“I轨身”；
T辅轨3是对应于T字轨4的一种业字形槽钢，它是宽底板异形槽钢，其两竖就是两块“夹板”321，一横就是“宽底板”322，它们构成一个“I”状槽口；
T辅轨采用超重型辅轨，以提高主辅轨重量型号，其首期投资大，但是以后仅需更换主轨，从长远看，性价比高；整体T辅轨采用短T辅轨对接而成，短T辅轨的长度不大于8根轨枕的间距，短T辅轨宽底板的端部置于轨枕上，其宽底板中的防爬器被强力紧固于轨枕上，起到防爬和定位作用，默认宽底板下面都装加垫弹性垫板；
T辅轨槽口宽度可使T字轨轨身刚好向下插入，夹板与宽底板的结合部命名为“根部”，在根部切割一条缝，割缝深度为夹板壁厚的30％～70％，命名为“半深缝”35，在T字轨轨身插入T辅轨槽口后，对两块夹板向中间施压，因为根部比较薄，所以夹板会以根部为为轴线发生小角度转动，使夹板紧压T字轨轨身，然后将T辅轨与T字轨进行紧固，因为轨身下宽上窄，所以具有上下定位功能；
跨接于T字轨送轮端与迎轮端的T辅轨命名为“T接槽”，对T字轨迎轮端与T接槽迎轮端采用侧向强力紧固和底向强力紧固，以形成接槽式搭接接头，消除台阶病害；对T字轨轨主体与T辅轨轨槽则采用侧向可滑紧固和底向可滑紧固，以化解温度力；
根据技术特征4，T字轨送轮端42有一个头腰凸426，T字轨迎轮端43有一个底腰凸436，头腰凸426压住底腰凸436形成完整的T字轨截面，形成凸凸搭接；当车轮压住T字轨送轮端头腰凸426时，等同于压到了T字轨迎轮端底腰凸436，使得T字轨迎轮端43的轨面不会相对于T字轨送轮端42的轨面形成台阶，并且，由于头腰凸426使底腰凸436产生了预压力，迎轮端与轨枕之间就不会产生撞击力；
头腰凸426和底腰凸436的长度相等并大于该位置轨缝的理论值与实验值的最大宽度，头腰凸和底腰凸之间形成轨缝，消化钢轨的热胀冷缩。
根据跷跷板效应可知，抑制台阶形成的措施之一是提高跷压点的抗弯能力，措施有两个，一个是在跷压点增加轨枕，二个是单独加大位于跷压点的辅轨重量型号；
实施例2.一种工字主辅式钢轨及凸凸式搭接的轨道
根据基本技术特征和技术特征2，整个轨道由凸凸结构的工字轨2与工辅轨1构成；
工字轨2的轨身截面是一个“⊥”状，称为“⊥轨身”；
工辅轨1是对应于工字轨2的一种业字形槽钢，它是宽底板异形槽钢，其两竖就是两块“夹板”，其夹板由腰板121、压板123和折条124共同构成，即，腰板+压板+折条＝夹板；一横就是“宽底板”122，它们构成一个“⊥”状槽口；
工辅轨采用超重型辅轨，以提高主辅轨重量型号；整体工辅轨采用短工辅轨对接而成，短工辅轨的长度不大于8根轨枕的间距，短工辅轨宽底板的端部置于轨枕上，其宽底板中的防爬器被强力紧固于轨枕上，起到防爬和定位作用，默认宽底板下面都装加垫弹性垫板；
在工字轨轨身插入工辅轨槽口后，将工辅轨与工字轨进行紧固；
跨接于工字轨送轮端与迎轮端的工辅轨命名为“工接槽”，对工字轨迎轮端与工接槽迎轮端采用侧向强力紧固和底向强力紧固，并采用杠杆式强力紧固，以形成接槽式搭接接头，消除台阶病害；对工字轨轨主体与工辅轨轨槽则采用侧向可滑紧固和底向可滑紧固，以化解温度力；
根据技术特征4，工字轨送轮端22有一个头腰凸226，工字轨迎轮端23有一个底腰凸236，头腰凸226压住底腰凸236形成完整的工字轨截面，形成凸凸搭接；当车轮压住工字轨送轮端头腰凸226时，等同于压到了工字轨迎轮端底腰凸236，使得工字轨迎轮端23的轨面不会相对于工字轨送轮端22的轨面形成台阶，并且，由于头腰凸226使底腰凸236产生了预压力，迎轮端与轨枕之间就不会产生撞击力；
头腰凸226和底腰凸236的长度相等并大于该位置轨缝的理论值与实验值的最大宽度，头腰凸和底腰凸之间形成轨缝，消化钢轨的热胀冷缩。
根据跷跷板效应可知，抑制台阶形成的措施之一是提高跷压点的抗弯能力，措施有两个，一个是在跷压点增加轨枕，二个是单独加大位于跷压点的辅轨重量型号；
实施例3.根据技术特征8，对现有的有缝轨道进行改造，轨道整体保持不变，仅仅将接头送轮端改成头腰凸，接头迎轮端改成底腰凸，仍然采用鱼尾板连接；
采用鱼尾板夹住凸凸搭接式接头，这是对现有的有缝轨道进行改造，轨道整体保持不变，仅仅将接头送轮端改成头腰凸，接头迎轮端改成底腰凸，仍然采用鱼尾板连接；
对接头采用承接式支承。

Claims (10)

  1. 一种采用主辅式钢轨及上下搭接式接头提高平顺性的轨道，简称为“主辅式及搭接式轨道”，轨道结构的组成包括：钢轨、轨枕、道床、连接器件(包括扣件)、附属设备(包括防爬器)、道岔，连接器件和防爬器都称为“钢轨辅助器”，主辅式及搭接式轨道的基本特征是包括：主辅式钢轨及上下搭接式接头；
    主辅式钢轨：
    钢轨由主轨和辅轨结合而成；
    所述主轨即主钢轨，是与车轮直接接触的钢轨，包括“工字轨”和“T字轨”以及在两者基础上的变形轨，将它们合称为“主轨”，参照业内的习惯名称，工字轨上面有一横，命名为“轨头”，中间有一竖，命名为“轨腰”，下面有一横，命名为“轨底”，轨腰加轨底合称为“轨身”，工字轨轨身的截面是一个“⊥”状，称为“⊥轨身”；T字轨上面有一横，命名为“轨头”，下面有一竖是轨腰与轨底，T字轨的轨底与轨腰没有分界线，特将其轨高1/4以下的部分定义为轨底，轨底与轨腰融为轨身，T字轨的轨身截面是一个I状，称为“I轨身”；
    所述辅轨是一种异形槽钢，对应于工字轨的辅轨简称为“工辅轨”，对应于T字轨的辅轨简称为“T辅轨”，工辅轨和T辅轨及在两者基础上的变形辅轨合称“辅轨”，辅轨就是业字形槽钢；这里约定：本文的“业”字不含两边的点，只包含两竖一横，两竖就是槽钢的两块“夹板”，一横就是槽钢的“宽底板”，宽底板充当防爬器；对于工辅轨而言，其槽钢两块夹板是弯折的，其夹板由腰板121、压板123和折条124共同构成，即，腰板+压板+折条＝夹板；对于T辅轨而言，其槽钢两块夹板是直的，夹板与宽底板的结合部命名为“根部”，在根部切割一条约夹板壁厚一半的缝，命名为“半深缝”35，在T字轨轨身插入T辅轨槽口后，对两块夹板向中间施压，因为根部比较薄，所以夹板会以根部为为轴线发生小角度转动，使夹板紧压T字轨轨身；
    辅轨的槽口截面形状大小与主轨的轨身截面形状大小相等，形成互补；工辅轨的槽口截面是一个“⊥”状，称为“⊥槽口”，与工字轨的⊥轨身形成互补；T辅轨的槽口截面是一个I状，称为“I槽口”，与T字轨的I轨身形成互补；总之，辅轨是一个业字形宽底板异形槽钢，其槽口形状大小与所对应的主轨轨身形状大小形成互补并刚好嵌套住；然后将辅轨与主轨进行紧固，构成主辅式钢轨；
    为了安装拆卸方便，部分工辅轨由左右两半拼接而成；
    钢轨的关键位置是接头，在接头处的辅轨具有特殊性，它跨过轨缝连接主轨送轮端和迎轮端，是连接主轨送轮端和迎轮端的槽钢，所以将接头处的辅轨单独命名为“接槽”，接头处的工辅轨称“工接槽”，接头处的T辅轨称“T接槽”；接槽实际上是辅轨对鱼尾板的升级；接槽划分为接槽送轮端和接槽迎轮端，与主轨迎轮端相配合的部分称为接槽迎轮端，与主轨送轮端相配合的部分称为接槽送轮端；接槽之外的辅轨命名为“轨槽”，即，接槽+轨槽＝辅轨，如果没有特别说明，泛指的辅轨一词包括接槽和轨槽；
    使两个物体固定到一起的器件被命名为“紧固器”，螺栓、螺母加弹性垫圈构成的紧固器命名为“螺紧固器”，紧固器包括螺紧固器、铆钉、销、杠杆压力器；连接紧固包括“强力紧固”和“可滑紧固”，强力紧固和可滑紧固合称为“紧固”；“强力紧固”的定义是：“相当于焊接成一体的连接”，强力紧固包括焊接与紧固器强力紧固；“可滑紧固”的定义 是：“将主轨轨身和辅轨内表面进行提高光洁度的加工，以减小两者间的摩擦力，然后将两者进行紧固，由于接触面光滑，所以，在温度力作用下，主轨可以在辅轨中产生伸缩滑动，在此前提下，通过紧固器使辅轨尽量压紧主轨，形成可温度力滑动的压紧式配合”；
    紧固器中，螺紧固器是主流，螺紧固器实现的紧固命名为“螺紧固”；螺紧固器实现的强力紧固命名为“螺强力紧固”；螺紧固器实现的可滑紧固命名为“螺可滑紧固”；将辅轨夹板压向主轨轨腰进行紧固命名为“侧向紧固”；螺栓从下方拧上来，将辅轨底板与主轨轨底面进行紧固命名为“底向紧固”；主轨与辅轨之间的紧固包括侧向紧固和底向紧固；
    每根主轨当中都必须确定一段主轨与辅轨中的对应部位形成强力紧固，这段主轨命名为“固结区”，主轨除固结区以外的部分命名为“轨主体”；固结区+轨主体＝主轨；
    介于主轨的迎轮端和送轮端之间的部分命名为“轨中部”，一根主轨包括迎轮端、送轮端和轨中部；从定义上说，固结区可以是主轨中的任意一段，而从原理上说，选择主轨迎轮端作为固结区最有利于抑制台阶的产生且最有利于抑制车轮对迎轮端的撞击，所以选择主轨迎轮端作为固结区最合理，为了描述方便，在不排除任意部位可充当固结区的前提下，全文默认以主轨迎轮端与接槽迎轮端固结成一体，作为固结区，主轨送轮端加轨中部等于轨主体；
    固结区与辅轨中相对应的部分之间通过“强力紧固”被固定成一个整体，轨主体和辅轨中相对应的部分之间也被紧固，可以是强力紧固，也可以是可滑紧固，如果采用可滑紧固，则轨主体在辅轨中间可以滑动，从而化解温度力；如果采用强力紧固，则是在辅轨的基础上，通过强力紧固器强行阻止由温度力引起的轨主体在长度方向的伸缩，像高铁轨道一样，使轨主体在长度方向不发生移动；
    辅轨槽钢是业字状，其底板相当于是普通槽钢的底板朝两块夹板两边外面延伸，比普通槽钢底板宽，它在夹板外面的部分命名为“外围底板”，外围底板加槽钢底板命名为“宽底板”，外围底板钻紧固孔后就是“防爬器”，通过强力紧固器将防爬器固定于轨枕上，辅轨就具有防爬功能；这样，辅轨完成了使主轨防爬以及使主轨与轨枕稳定结合的双重任务，同时具有防爬器和扣件的双重功能；
    默认宽底板下面都装加垫弹性垫板，因为底板和弹性垫板的面积都比目前的大，所以可提高轨道的平稳度、减小载荷对轨枕的压强、轨道缓冲减震性更好，
    主轨是优质的轨道钢，价格比较高，主轨采用轻型号钢轨，节省轨道钢，而且更换轨道时只需更换主轨，辅轨无需更换，以节省资金；辅轨采用抗弯性价比高的钢且采用重型号，其材料价格低于轨道钢；所以，辅轨使钢轨整体提高了重量型号，从而提高了平顺性，主轨则保证了耐磨性；
    为了减小辅轨温度力，单根辅轨的长度都不大于单根主轨长度，单根辅轨长度等于数个轨枕间距的长度，每根辅轨的两个端部都被支承和紧固在轨枕上；用这种方法，将短辅轨对接成全程式辅轨；简化版的有局部式辅轨，就是只有接槽，对应于轨中部只有轨枕上有辅轨；
    上下搭接式接头——抑制接头病害的结构：
    本文将“送轮端”默认为“主轨送轮端”，“迎轮端”默认为“主轨迎轮端”；
    将轨头加部分轨腰定义为上部，轨底加部分轨腰定义为下部；主轨送轮端的下部被切掉一个矩形块，使其轨头加部分轨腰形成一个凸出体，命名为“头腰凸”，头腰凸是“上搭体” 中的一种；类似的，主轨迎轮端的上部被切掉一个矩形块，使其轨底加部分轨腰形成一个凸出体，命名为“底腰凸”，底腰凸是“下搭体”中的一种；底腰凸与头腰凸互补，两者搭接后构成完整的主轨截面，形成的搭接命名为“凸凸式搭接”，这是上下搭接的一种；上下搭接还包括一种“接槽式搭接”，该搭接中，主轨送轮端整体就是上搭体，下搭体是与主轨迎轮端完全固定结合的接槽，主轨送轮端压住了接槽，等同于压住了主轨迎轮端；总之，上搭体压住下搭体，形成“上下搭接式”结构；具体说，一种是主轨送轮端压住接槽，形成一种接槽式搭接结构；一种是头腰凸压住底腰凸形成凸凸式搭接结构；这两种搭接结构都是上下搭接式接头；
    制造上下式搭接的原则是：在搭接压紧的情况下，令主轨送轮端的轨面与主轨迎轮端的轨面水平一致，所以，当车轮压在送轮端上时，上搭体就将压力完整地传递给了下搭体，使迎轮端与送轮端同步下沉，使两者的轨面保持水平一致，避免台阶的产生；
    产生台阶病害的主要原因是跷跷板效应(图8)和撞击力；
    压在主轨送轮端即将压到轨缝的车轮642命名为“临缝轮”，刚好位于临缝轮前面的车轮641命名为“前位轮”，前位轮所对应的位置命名为“跷压点”69；当临缝轮642即将压到轨缝60时，如果前位轮641正好压在悬空处，会产生很大的跷跷板效应，使接头迎轮端23(或43)产生上翘力，就正好产生很大的“悬压态跷跷板效应”；如果前位轮就正好压在轨枕处被承接，就仅会产生很小的“承压态跷跷板效应”；
    根据跷跷板效应可知，跷跷板效应是产生台阶的重要原因，抑制跷跷板效应需要提高跷压点的抗弯能力，措施之一是在跷压点的悬空处69增加一根轨枕671，保证跷压点69不悬空；措施之二是单独加大位于跷压点的辅轨重量型号；
    实际上，台阶病害的本质是撞击力，只要主辅轨迎轮端与轨枕之间有间隙，即使台阶为零，车轮压过来时还是会使主辅轨迎轮端与轨枕之间产生撞击；而在上下搭接的接头中，主辅轨迎轮端是下搭接方，送轮端是上搭接方，所以，主辅轨迎轮端(下搭接方)会受到送轮端(上搭接方)传递过来的预压力，使主辅轨迎轮端与轨枕形成零间隙，从而消除撞击力；
    消除了台阶病害，会使得折角病害和鱼尾板折断等病害随之消除，轨缝病害被抑制；
    按照接头相对于轨枕的支承位置划分，可分为承接式和悬接式两种，采用悬接式可以降低台阶病害，其原因之一是上面提到的避免了“悬压态跷跷板效应”；之二是因为轨缝离轨枕远，会使迎轮轨与轨枕之间有预压力；之三是因为轨缝悬空，撞击被缓冲；但是，悬接式有利有弊，其弊端是会产生折角病害；
    车轮压到钢轨中所有的悬空处会都会有点下沉，因为轨缝处是一个断点，所以其下沉量更大，会使轨缝两边的钢轨形成一个夹角，称为折角，即，悬接式会产生折角病害，相对于承接式而言，悬接式是以产生折角病害为代价，换取了使台阶病害下降的收益；
    采用主辅式及搭接式轨道后，加上抑制跷跷板效应，使得台阶病害被消除了，所以无需采用悬接式而改用承接式，也就不会产生折角了；鱼尾板折断也是悬接式带来的后果，采用悬接式，鱼尾板在车轮压力下反复起伏弯折，会产生疲劳断裂。而承接式就不会有起伏，也就不会有疲劳；
    在接槽对应轨缝处的底板上开小孔，命名为“排污孔”；
  2. 根据权利要求1所述的采用主辅式钢轨及上下搭接式接头提高平顺性的轨道，其进一步特征是：其中所述的主辅式钢轨包括一种由主轨迎轮端作为固结区的主辅式钢轨，其中包含了一种接槽式搭接接头，这是上下搭接式接头中的一种；
    钢轨的关键位置是接头，在接头处的辅轨具有特殊性，它跨过轨缝连接主轨送轮端和迎轮端，是连接主轨送轮端和迎轮端的槽钢，所以将接头处的辅轨单独命名为“接槽”，接头处的工辅轨称“工接槽”，接头处的T辅轨称“T接槽”；接槽划分为接槽送轮端和接槽迎轮端，与主轨迎轮端相配合的部分称为接槽迎轮端，与主轨送轮端相配合的部分称为接槽送轮端；接槽之外的辅轨命名为“轨槽”，即，接槽+轨槽＝辅轨，如果没有特别说明，泛指的辅轨一词包括接槽和轨槽；
    每根主轨当中都必须确定一段主轨与辅轨中的对应部位形成强力紧固，这段主轨命名为“固结区”，主轨除固结区以外的部分命名为“轨主体”；固结区+轨主体＝主轨；
    介于主轨的迎轮端和送轮端之间的部分命名为“轨中部”，一根主轨包括迎轮端、送轮端和轨中部；从定义上说，固结区可以是主轨中的任意一段，而从原理上说，选择主轨迎轮端作为固结区最有利于抑制台阶的产生且最有利于抑制车轮对迎轮端的撞击，所以选择主轨迎轮端作为固结区最合理，为了描述方便，在不排除任意部位可充当固结区的前提下，全文默认主轨迎轮端作为固结区，主轨迎轮端与接槽迎轮端固结成一体；主轨送轮端加轨中部等于轨主体；
    固结区与辅轨中相对应的部分之间通过“强力紧固”被固定成一个整体，轨主体和辅轨中相对应的部分之间也被紧固，可以是强力紧固，也可以是可滑紧固，如果采用可滑紧固，则轨主体在辅轨中间可以滑动，从而化解温度力；如果采用强力紧固，则是在辅轨的基础上，通过强力紧固器强行阻止由温度力引起的轨主体在长度方向的伸缩，像高铁轨道一样，使轨主体在长度方向不发生移动；
    将主轨迎轮端作为固结区的主辅式钢轨，实际上就是采用了上下搭接式接头中的接槽式搭接接头，该搭接中，送轮端整体就是上搭体，下搭体就是接槽，接槽与主轨迎轮端形成完全固定的强力紧固，形成一种接槽式搭接结构；
    当车轮压在主轨送轮端上时，主轨送轮端压住了接槽，等同于压住了主轨迎轮端，使主轨迎轮端与主轨送轮端同步下沉，因为主轨迎轮端与主轨送轮端高度相等并且都是压在接槽底板上，所以，使两者的轨面保持水平一致，避免台阶的产生；并且，由于接槽底板与主轨迎轮端底面被强力紧固固定成一体，避免它们之间发生撞击；
    轨主体和轨槽之间被可滑紧固，以化解温度力；轨主体和轨槽之间也可以是强力紧固；
    上述紧固包括侧向紧固和底向紧固；
  3. 根据权利要求1所述的采用主辅式钢轨及上下搭接式接头提高平顺性的轨道，其进一步特征是：其中所述的主辅式钢轨包括一种由T字轨和T辅轨构成的T字主辅式钢轨，
    T字轨4上面一横，命名为“轨头”，下面一竖是轨腰与轨底，T字轨的轨底与轨腰没有分界线，特将其T字轨高度1/4以下的部分定义为轨底，轨底与轨腰融为轨身，其轨身是一个下宽上窄的等腰梯形，其轨身截面是一个I状，称为“I轨身”；上下等宽的矩形是等腰梯形的 特例，也包含在等腰梯形中；
    对应于T字轨的辅轨简称为“T辅轨”，T辅轨3是一种业字形槽钢，它是宽底板异形槽钢，其两竖就是两块“夹板”321，一横就是“宽底板”322，构成一个“I”状槽口，其槽口宽度使T字轨轨身刚好向下插入，夹板与宽底板的结合部命名为“根部”，在根部切割一条缝，割缝深度为夹板壁厚的30％～70％，命名为“半深缝”35，在T字轨I轨身插入T辅轨槽口后，对两块夹板向中间施压，因为根部比较薄，所以夹板会以根部为为轴线发生小角度转动，使夹板紧压T字轨I轨身，然后将T辅轨与T字轨进行紧固；因为轨身下宽上窄所以具有上下定位功能；
    跨接于T字轨送轮端与迎轮端的T辅轨命名为“T接槽”，对T字轨迎轮端与T接槽迎轮端进行强力紧固，以形成接槽式搭接接头，消除台阶病害；对T字轨轨主体与T辅轨轨槽进行可滑紧固，以化解温度力；
    所述宽底板中的外围底板充当防爬器，将防爬器强力紧固于轨枕上，T辅轨就具有了防爬功能，使得T字轨防爬且与轨枕结合稳定；默认宽底板下面都装加垫弹性垫板；
    上述紧固包括侧向紧固和底向紧固；
  4. 根据权利要求1所述的采用主辅式钢轨及上下搭接式接头提高平顺性的轨道，其进一步特征是：其中所述的上下搭接式接头包括一种凸凸搭接式接头；
    主轨包括工字轨2和T字轨4以及它们的变形轨，在主轨中，主轨送轮端为头腰凸结构，头腰凸就是主轨送轮端的下半部被切掉一块，在其上半部形成的凸出体，其中包括工字轨头腰凸226和T字轨头腰凸426；主轨迎轮端为底腰凸结构，底腰凸就是主轨迎轮端的上半部被切掉一块，在其下半部形成的凸出体，其中包括工字轨底腰凸236和T字轨底腰凸436；用于切割头腰凸和底腰凸的切割面分别平行于轨面和平行于轨端面；头腰凸和底腰凸形成互补结构，即，头腰凸压住底腰凸后，它们组合成的截面正好等于主轨截面；头腰凸和底腰凸的长度相等并大于该位置轨缝的理论与实验的最大宽度，头腰凸和底腰凸之间形成轨缝，消化钢轨的热胀冷缩；
    当车轮压住主轨送轮端的头腰凸时，等同于压到了主轨迎轮端的底腰凸，使得主轨迎轮端与送轮端一起下沉，使得迎轮端的轨面不会相对于送轮端的轨面形成台阶，并且使得主轨迎轮端相对于轨枕产生预压力，消除它们之间的间隙，从而消除它们之间的撞击力。
  5. 根据权利要求2所述的由主轨迎轮端作为固结区的主辅式钢轨，其进一步特征是：针对工字轨的杠杆压紧式强力紧固，这是一种工接槽迎轮端对工字轨迎轮端实施的杠杆压紧式强力紧固；
    消除台阶病害的关键在于工字轨迎轮端23与工接槽1的一体化，由V口工接槽(图7)形成了一种杠杆式强力紧固，这是一种机械强力紧固；
    V口工接槽以虚拟分隔线145为界分成工接槽送轮端12和工接槽迎轮端13；将工字轨送轮端22和工辅轨送轮端12内表面进行降低摩擦力的加工，令工接槽折条124的抗弯强度弱于工接槽腰板121、工接槽压板123和工接槽底板122的抗弯强度，
    工字轨迎轮端23与工接槽迎轮端13进行一体化安装：将工字轨迎轮端23插入工接槽迎轮 端13至虚拟分隔线145后，对工接槽腰板121向中间施压，工接槽腰板121和工接槽压板123会作为一个整体以工接槽折条124为轴线发生小角度转动，收拢V口，然后进行侧向强力紧固和底向强力紧固；因为侧向紧固有杠杆力的作用，工接槽迎轮端压板对工字轨迎轮端轨底232的压力会成倍增加，从而实现工接槽迎轮端与工字轨迎轮端很强的强力紧固，实现一体化；又因为工字轨送轮端和工辅轨送轮端内表面进行过加工，两者之间压力适中，属于可滑紧固；
    备用一对间隙垫片，当制造过程发生偏差，致使工接槽迎轮端压板与工字轨迎轮端轨底之间的间隙过大而无法压紧时，将间隙垫片塞入该间隙中，助使工接槽迎轮端压板压紧工字轨迎轮端轨底，实现工字轨迎轮端与工接槽的一体化；
  6. 根据权利要求1所述的采用主辅式钢轨及上下搭接式接头提高平顺性的轨道，其进一步特征是：增加主轨和辅轨在跷压点的抗弯性能；
    轨缝承接于轨枕上，(图8)压在送轮端即将压到轨缝的车轮642命名为“临缝轮”，刚好位于临缝轮前面的车轮641命名为“前位轮”，前位轮所对应的位置命名为“跷压点”69；
    当临缝轮642即将压到轨缝60时，如果前位轮641正好压在悬空处，会产生很大的跷跷板效应，会使接头迎轮端23(或43)产生上翘力；
    抑制台阶形成的措施之一是提高钢轨在跷压点69的抗弯能力，措施包括：一个是在跷压点69增加轨枕，保证跷压点69不悬空；二个是单独加大位于跷压点69的辅轨重量型号；
  7. 根据权利要求1所述的采用主辅式钢轨及上下搭接式接头提高平顺性的轨道，其进一步特征是：部分工辅轨由左右两半拼接而成；
    (图1)工辅轨中线切口127，它将一根工辅轨沿中线切成左右对称的两半；
    如果工字轨主辅轨道全程都采用工辅轨，安装和更换工字轨将非常困难，所以对应于一根或数根工字轨就需要安装一个或几个带中线切口127的工辅轨，带中线切口的工辅轨可以灵活的分成两半卸下。
  8. 根据权利要求4所述的凸凸搭接式接头，其进一步特征是：采用鱼尾板夹住凸凸搭接式接头，这是对现有的有缝轨道进行改造，轨道整体保持不变，仅仅将接头送轮端改成头腰凸，接头迎轮端改成底腰凸，仍然采用鱼尾板连接，采用鱼尾板夹住凸凸搭接式接头；
    对接头采用承接式支承。
  9. 根据权利要求1所述的采用主辅式钢轨及上下搭接式接头提高平顺性的轨道，其进一步特征是：其中所述的主辅式钢轨包括一种由辅轨针对无缝钢轨式主轨进行强力紧固而形成的轨道；整个辅轨针对整个主轨进行机械强力紧固，机械强力紧固包括紧固器强力紧固和杠杆压紧式强力紧固，包括这两种强力紧固的联合使用；
    紧固器强力紧固：紧固器包括螺紧固器、铆、销，采用紧固器对主辅轨进行侧向紧固和底向紧固，侧向紧固的螺紧固器使得辅轨夹板夹紧主轨轨腰，同时，销定辅轨夹板和主轨轨腰，使主轨不会发生移动；
    杠杆压紧式强力紧固：针对工字轨的紧固，由(图7)V口工辅轨形成了一种杠杆式强力紧固，将无缝工字轨插入V口工辅轨后，对V口工辅轨的腰板向中间施压，辅轨腰板121和压板123会作为一个整体以辅轨折条124为轴线发生小角度转动，收拢V口，然后进行侧向强力紧固和底向强力紧固；因为有杠杆力的作用，辅轨压板对工字轨轨底232的压力会成倍增加，从而实现辅轨与工字轨很强的强力紧固；
    主轨与辅轨之间的紧固还包括侧向强力紧固和底向强力紧固；
    整个辅轨与轨枕之间、辅轨与主轨之间都进行强力紧固，使主轨的热胀冷缩不发生在轨道方向，而发生在高度和宽度方向。
  10. 根据权利要求1所述的由主轨套入防爬槽钢式辅轨构成的轨道，其进一步特征是：包括一种短单根辅轨结构；为了减小辅轨温度力，单根辅轨的长度都不大于单根主轨长度，单根辅轨长度等于1～8个轨枕间距的长度，每根辅轨的两个端部都被支承和紧固在轨枕上；用这种方法，将多根短辅轨对接成全程式辅轨；简化版的有局部式辅轨，就是只有接槽，对应于轨中部只有轨枕上有辅轨；
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