Patent Application
20250146230
The invention relates to the technical field of track components, in particular to “composite-rail”, hereinafter referred to as “composite-rail” hereinafter referred to as composite-track,
Rail transit has experienced 200 years of development, has made great achievements, today still in further research, there are a large number of papers and patent literature, involving many special nouns, sometimes the same device nouns are not uniform. In order to be precise and concise, this paper defines the following special nouns and new nouns.
“P-main-rail”. The full name is “pushdown type main rail”, referred to as “P-main-rail”, It's characterized is that it have a number of position-pits (31) on the rail-bottom (13) for receiving pushdown, P-main-rail includes “I word P-main-rail” (referred to as “I-rail” and “T word P-main-rail” (referred to as “T-rail”. The P-main-rail is the steel rail that runs the wheel, From the cross-section, the P-main-rail is composed of a rail-head (11) and a rail-body (10).
“P-auxiliary-rail”. The full name is “pushdown type Auxiliary-rail”, referred to as “P-auxiliary-rail”. It's characterized is that it have a number of pushdown-screw-hole (32) that apply pushdown the P-main-rail, P-auxiliary-rail is a rail that encloses the rail-body (10) and is fixed to the sleeper, The P-auxiliary-rail that is matched with the I-rail is called the “I-auxiliary-rail”, and the P-auxiliary-rail that is matched with the T-rail is called the “T-auxiliary-rail”.
“pushdown-device”. A device which pushdown the P-main-rail against the P-auxiliary-rail, It corresponds above the sleeper.
“composite-rail”, A composite-rail formed by pushdown the P-main-rail with pushdown-device against the P-auxiliary-rail.
“joint”, this names include: track-joint, rail-joint and joint. define: A track is formed by paving a large number of rails one by one, and the end of the rail is the butt joint that meets the end of the adjacent rail, and is called “track joint”,” or simply “joint”.
“wheel-sending-joint” and “wheel receiving-joint”. define: For two adjacent butt joints A and B, when the wheel run from joint A to joint B, the joint A is called “wheel-sending joint” and the joint B is “wheel receiving joint”.
“twin-joints”. define: The adjacent wheel-sending-joint and the wheel receiving-joint are added together, which be called “twin joints”
“joint bar”. this names include: “joint splint”, “joint connection plate”, “joint position-plates (22)”, “fish tail plate”, “rail-joint bar”, “fish plate”, “jointbar”, “rail splice”, etc., define: A pair of steel plates clamping the twin joint from both sides of the twin joint.
“sleeper”. this names include: sleeper, rail. tie
“seam”. this names include: rail-seam, joint seam, joint-gap, rail-gap. define: The seam (or gap) between the two joints of the P-main-rail twin-joint.
“auxiliary-rail-gap”. define: The gap between two adjacent P-auxiliary-rails.
“Steps.” define: There is a tiny height difference between the two joints upper surfaces in a twin joint, called a “step”.
“Angle”. define: When the wheel is pressing against the twin joint, the twin joint will form a tiny bend, called “Angle”.
“Joint disease”. define: Seam-disease, step-disease and angle-disease, the three disease summed up together called|joint disease.
“seamless-track”. this names include: seamless-track, jointless track, continuous welded rail (CWR)
“seamed-track”. this names include: seamed-track, jointed track,
“screw”. this names include: screw and bolt.
Downward pressure or the effect of push-down,, referred to as “pushdown”.
tracks types can be divided into seamed-track and seamless-track
The joint of seamed-track must contain step, seam and corners, which will generate joint diseases (including step-disease, seam-disease and corner-disease). The main factors that cause of irregularity and destructiveness to tracks is collide, including wheel/rail collide, rail/fishplate collide, rail and sleeper collide. In the wheel/rail collision, the collision between the wheel and joint-disease (step, seam and corners) is the most important factor.
Seamless-tracks eliminate the break points of the rail by continuous welded rail (CWR), thereby eliminating joint diseases. Compared with seamed-track, its advantage is that it greatly reduces the irregularity and destructiveness of tracks. It can be used to manufacture high-speed tracks and high-grade heavy-haul tracks
The main reason for the brilliant achievements of high-speed rail is the elimination of joint diseases by adopting seamless-track.
But seamless-track's solution to the problem of thermal expansion and contraction comes at a huge cost. The first is the high cost, several times the cost of seamed-track; Second, seamless-track is not suitable for construction in high-cold areas, because the temperature difference is too large, and the huge temperature force formed by the temperature difference between winter and summer may cause track running or track breaking accidents. If you want to avoid such problems, you need to choose a time to carry out temperature force dispersion in spring and autumn every year, and its operating cost is too high. Third, it is difficult to replace and repair local rail, which requires cutting and thermite welding. These shortcomings make it difficult for seamless-track to fully replace seamed-track.
Compared with seamless-track, seamed-track has the advantages of low cost and can effectively solve the problem of thermal expansion and contraction. Its disadvantage is the existence of joint diseases.
How does seamed-track eliminate joint diseases? It's been a mystery for over 200 years.
The invention provides a “composite-rail” to try to solve this problem. In fact, composite rail is an upgrade of seamed-track to eliminate joint diseases. The result is a new kind of track that combines the advantages of seamless-track and seamed-track.
At present, seamed-track faces many problems. hereinafter referred to as the “problems group”, in the joint area, there are “3 three problems” in summary, namely: three diseases, three defects and three types of collision.
Three diseases. The weakest link of seamed-track is track-joints, which will produce three diseases: step-disease, seam-disease, and corner-disease, collectively known as joint diseases, are the main targets of this article. As will be seen below, in this composite-rail system, step-disease is the main contradiction, as long as the elimination of step-disease, seam-disease and corner-disease will be solved.
Three defects. Traditional seamed-track uses joint bar to connect track-joints. There are three defects in this structure, which is the cause of step-disease. Defect 1: As for the rail surfaces of track-joints, the joint bar does not provide accurate horizontal position reference for the rail surfaces, so there is no basis for the rail surfaces of the joints on both sides to maintain the same height. Defect 2. There are gaps and wear between joint-bar and track-joints, which makes the height of the rail surfaces of both joints easily staggered. Defect 3. The flexural rigidity of the joint bar is only about 30% of the rail
main body, andcorners will be formed, and resulting is different pushdown force on the rail surfaces of both joints. Due to these three defects, when the wheel pushes onto the wheel-sendd-joint and is about to push onto the wheel-receiving joint, The sinking amount of wheel-sendd-joint will be slightly larger than that of wheel-receiving joint, thus forming step.
Three types of collision. The causes of irregularity and destructiveness of the tracks are essentially caused by collisions. Traditional seamed-track mainly includes three types of collisions, the first type is wheel/rail collision, mainly wheel collision step, corners and seam; the second type is the collision between track-joints and joint bar. The third type is the collision between tracks and sleeper.
Further investigation, the cause of these “problems group” is that the performance of joint-bar is not excellent enough, if there is a good enough track-joints connector, these “problems group”s will be solved. composite-rail. it is to carry out research in this area and strive towards the direction of idealized tracks.
An idealized track should have 10 properties. First of all, it must have three main property, property (1)—eliminate step-disease; property (2)—eliminate corner-disease; property (3) eliminate seam-disease; In addition, it should also have the following property, property (4) can solve the temperature force; property (5)—high flexural rigidity and smoothness of the whole rail; property (6)—high wear resistance of the rail surface; property (7)—can prevent crawling; property (8)—Accurate and stable gauge position; property (9)—good shock absorption; property (10)—easy maintenance;
The traditional seamed-track cannot implement “idealized track” property (1), property (2) and property (3).
On both sides of seam, one side is wheel-sending-joint and the other is wheel-receiving-joint, which are combined called twin-joints. Joint-bar is used to connect twin-joints. So far, seamed-track must produce joint diseases (including step-disease, corner-disease, and seam-disease). Since the advent of track, many researchers have devoted themselves to the study of eliminating seamed-track joint diseases, and have proposed a large number of joint schemes, among which, the two-ended fishplate joint bar (referred to as fishplate) scheme has been practiced for many years. It is internationally recognized as the best solution and the most widely used. However, practice has proved that it cannot eliminate joint diseases.
In order to simplify the description, the full text agrees that the cross sections of P-main-rail correspond to each other.
Technical Feature 1: A composite-rail formed by pushdown the P-main-rail with pushdown-device against the P-auxiliary-rail, hereinafter referred to as composite-rail, and the characteristic of the composite-rail is that it consists of pushdown type main-rail, pushdown type auxiliary-rail and pushdown-device, among which,
Pushdown type main-rail hereinafter referred to as P-main-rail, pushdown type auxiliary-rail hereinafter referred to as P-auxiliary-rail,
The P-main-rail is the steel rail that runs the wheel, it's characterized is that it have a number of downforce receiver, From the cross-section, the P-main-rail is composed of a rail-head (11) and a rail-body (10).
The P-auxiliary-rail. it is a special shape channel steel made of the whole material, the rail-body (10) is enveloped and fastened in it, its characteristic is that its position-plates (22) have a number of downforce generator,
The P-auxiliary-rail. is composed of a bottom-plate (23) and two symmetrical upward position-plates (22). The position-plates (22) is actually a pair of special joint bar. The bottom-plate (23) and two position-plates (22) form a position-groove (20) which upward opening, and the rail-body (10) is enveloped and fastened in it; Fasten the P-auxiliary-rail (2) on the sleeper so that the P-main-rail is positioned on the sleeper, realize the “ideal track” property (7) and property (8),
The pushdown-device comprises a pushdown-rod, a downforce generator on the P-auxiliary-rail and a downforce receiver on the P-main-rail. The downforce generator makes the pushdown-rod produce downforce and presses the downforce receiver, and pushdown the down force receiver, to push down the P-main-rail against the P-auxiliary-rail and form composite-rail
Technical feature 2: A composite-rail according to technical feature 1, among which,
P-main-rail is the steel rail that runs the wheel. It's characterized is that it have a number of position-pits (31) on the rail-bottom (13) as the downforce receiver, The position-pits (31) corresponds to push down-rod, and the position-pits (31) has a keyway shape, It is convenient to allow slight creep of P main rail and P auxiliary rail during thermal expansion and cold contraction.
P-main-rail includes “I word P-main-rail” (referred to as “I-rail” and “T word P-main-rail” (referred to as “T-rail”. The P-main-rail From the cross-section, the P-main-rail is composed of a rail-head (11) and a rail-body (10). The upper part of the rail-body (10) is defined as the rail-waist (12), and the lower part is defined as the rail-bottom (13);
The two ends of each P-main-rail respectively are wheel-sending-joint and wheel-receiving-joint. Between adjacent P-main-rails, the wheel-sending-joint of one P-main-rail and the wheel-receiving-joint of another P-main-rail are combined called twin joints. The position corresponding to twin-joints is joint-position. There is a seam (18) between the two joints of the twin joint, seam is used to resolve the temperature force generated by thermal expansion and cold contraction, and realize the “ideal track” property (4);
The P-main-rail is made of high strength material as a whole, and the upper surface of the rail-head (11) is wear-resistant.
Technical feature 3: A composite-rail according to technical feature 1, among which,
The P-auxiliary-rail, it is a special shape channel steel made of the whole material, its characteristic is that its position-plates (22) have a number of pushdown-screw-holes (32), The pushdown-screw-hole (32) is a vertical downward or inclined downward threaded through-hole on the position-plates (22). pushdown-screw (33) generates downforce on the position-pit (31) of the P-main-rail under the support of these pushdown-screw-holes (32); the position-pit (31) is a position pit arranged at the bottom of the P-main-rail rail-bottom (13) corresponding to the pushdown-screw-hole (32),
The structure of the P-auxiliary-rail
From the shape and size of the section, the position-groove (20) is just complementary to the rail-body (10), and just encloses the rail-body (10) in it; The P-auxiliary-rail that is matched with the I-rail is called the “I-auxiliary-rail”, and the P-auxiliary-rail that is matched with the T-rail is called the “T-auxiliary-rail”
The bottom-plate (23) of the P-auxiliary-rail is a wide bottom plate, wherein the part located between the two position-plates (22) is the of position-groove inner-bottom-plate (235) (referred to as the inner-bottom-plate (235)), and the part located outside the two position-plates (22) is the outside-bottom-plate of position-groove (referred to as the outside-bottom-plate (233)); An elastic cushion plate is arranged between the bottom-plate (23) and each sleeper to reduce the collision force, and the wide bottom plate increases the contact surface with the elastic cushion plate, which can further improve the cushioning. realize the “ideal track” property (5), and the outside-bottom-plate (233) and the elastic cushion plate are fastened on each sleeper by screws. To ensure the composite-rail position stability and avoid the “Problems group” in the third type of collision.
P-auxiliary-rail (2) ends are supported and fastened to the sleeper. Both the seam and auxiliary-rail-gap are supported above the sleeper, and the seam of the P-main-rail and the auxiliary-rail-gap are staggered by at least one sleeper spacing; The seam of the P-main-rail is located in the middle part of the corresponding P-auxiliary-rail (2), and the auxiliary-rail-gap is located in the middle part of the corresponding P-main-rail.
The P-auxiliary-rail (2) are fastened on the sleeper, and are connected one by one to form the full track length P-auxiliary-rail; P-main-rail seam and auxiliary-rail-gap stagger each other by at least one sleeper spacing, that is, P-main-rail seam is located in the middle of the corresponding P-auxiliary-rail, and the P-auxiliary-rail-gap is located in the middle of the corresponding P-main-rail; P-main-rail seam and auxiliary-rail gap are both supported above the sleeper. and realize the “ideal track” property (2)
After the rail-body (10) is inserted into the position-groove (20) of the P-auxiliary-rail, Press the position-plates (22) to the direction of rail-body (10) by a screw-nut-assembly (520) arranged on the position-plates (22) and rail-body (10) . . . and eliminate the lateral displacement of the P-main-rail. Realize the “ideal track” property (8); The P-main-rail is fixed on the P-auxiliary-rail, and the P-auxiliary-rail is fixed on the sleeper, so that the P-main-rail is fixed on the sleeper, so that the P-main-rail can realize the anti-climbing function; Realize the “ideal track” property (7), property (8) and property (9)
Technical feature 4: A composite-rail according to technical feature 1, among which,
A pushdown-device comprises a pushdown-screw (33), a pushdown-screw-hole (32) on the P-auxiliary-rail and a position-pit (31) on the P-main-rail. The pushdown-screw-hole (32) is a vertical downward or inclined downward threaded through-hole on the position-plates (22). The position-pit (31) is a position pit arranged at the bottom of the P-main-rail rail-bottom (13) corresponding to the pushdown-screw-hole (32), which is the anchor point when the screw pushes down the P-main-rail; rotate pushdown-screw (33) through the pushdown-screw-hole (32) and push into the position-pit (31), push the P-main-rail onto the inner-bottom-plate (235) of the P-auxiliary-rail.
Technical feature 5: A composite-rail according to technical feature 1, among which,
When P-main-rail is I-rail, some of P-auxiliary-rail adopts a split structure, the split structure is split into two halves at the middle line of the inner-bottom-plate (235), and a lap structure is arranged at the joint of the split to quickly splice into one; and the P-auxiliary-rail of the joint position shall adopt integral P-auxiliary-rail.
When the P-main-rail is I-rail,P-auxiliary-rail is a channel steel is made of a dovetail groove (20) made of a whole piece of material, the channel steel comprises a bottom-plate (23) and two position-plates (22) symmetrical arranged on the bottom-plate (23), and each position-plates (22) is successively connected into a bending shape by a waist plate (221), a push-plate (222) and a folding-strip (223). The rail-body (10) is enclosed in two position-plates (22) and a dovetail groove (20) which is opened upward and formed with the bottom-plate (23); A vertical pushdown-screw-hole (32) is arranged on the push-plate (222), and the position-pit (31) is arranged at the upper surface of the rail-bottom (13) and the corresponding position of the pushdown-screw-hole (32);
When assembling, first, press the position-plates (22) to the direction of rail-body (10) by a screw-nut-assembly (520) arranged on the position-plates (22) and rail-body (10). and the position-plates (22) and the rail-body (10) are pressed together into one body, and then, rotate pushdown-screw (33) through pushdown-screw-hole (32) and press into the position-pit (31), forcing the rail-bottom-undersides (135) to press down on the inner-bottom-plate (235). Eliminate joint bar defect 2 in “Problems group” and Realize the “ideal track” property (1);
Technical feature 6: A composite-rail according to technical feature 1, among which,
When the P-main-rail is T-RAIL, the upper part of the rail-body (10) is defined as rail-waist (12), the lower part is defined as rail-bottom (13), and the P-auxiliary-rail matching with T-RAIL is T-auxiliary-rail. The channel steel is a rectangular channel steel made of a whole piece of material. The channel steel comprises a bottom-plate (23) and two position-plates (22) arranged symmetrically upward on the bottom-plate (23). The rail-body (10) is enclosed in the upward opening position-groove (20) formed with two position-plates (22) and an the bottom-plate (23); The position-plates (22) on both sides of the auxiliary-rail is provided with a pushdown-screw-hole (32) from the outer upper position to the inner lower position; the rail-bottom (13) of the P-main-rail is provided with a position-pit (31) corresponding to the bottom of the pushdown-screw-hole (32);
When assembling, first, press the position-plates (22) to the direction of rail-body (10) by a screw-nut-assembly (520) arranged on the position-plates (22) and rail-body (10). and the position-plates (22) and the rail-body (10) are pressed together into one body, and then, rotate pushdown-screw (33) through pushdown-screw-hole (32) and press into the position-pit (31, forcing the rail-bottom-undersides (135) to press down on the inner-bottom-plate (235). Eliminate joint bar defect 2 in “Problems group” and Realize the “ideal track” property (1); In addition, T-RAIL composite-rail makes assembly easy, and P-main-rail replacement is convenient, Realize the “ideal track” property (10);
Technical feature 7: A composite-rail according to technical feature 6, among which,
If the T-rail-body (10) is designed as a trapezoid with narrow upper and wide lower, The width of the notch in T auxiliary-rail's position trough can make the rail-bottom (13) of T-RAIL just inserted downward. The joint part of position-plates (22) and bottom-plate (23) is the root. A root-slit (238) is cut in the root. The root-slit (238) depth is 30% to 70% of the wall thickness of the position-plates (22),
When assembling, after the rail-body (10) insert into the position-groove (20) of the T auxiliary-rail, Press the position-plates (22) to the direction of rail-body (10) by a screw-nut-assembly (520) arranged on the position-plates (22) and rail-body (10Because the root is relatively thin, the position-plates (22) will rotate at a small angle with the root as the axis, so that the position-plates (22) will compress the rail-body (10) of T-RAIL tightly, and because the rail-body (10) of T-RAIL is wide at the bottom and narrow at the top, Therefore, downward pressure is formed on the T-RAIL rail-body (10), so that the rail-bottom (13) of the T-RAIL presses down on the bottom-plate (23). of the P-auxiliary-rail.
Then, rotate pushdown-screw (33) through pushdown-screw-hole (32) and press into the position-pit (31), forcing the rail-bottom-undersides (135) to press down on the inner-bottom-plate (235). Eliminate joint bar defect 2 in “Problems group” and Realize the “ideal track” property (1); In addition, T-RAIL composite-rail makes assembly easy, and P-main-rail replacement is convenient, Realize the “ideal track” property (10);
When the root-slit (238) is cut on the outside, the root-slit (238) is welded after assembly.
Technical feature 8: A composite-rail according to technical feature 1, among which,
Joint composite rail, which has better performance than composite rail in other positions, includes a P-main-rail, a enhanced P-auxiliary-rail, a enhanced sleeper, a enhanced pushdown-device and a reference plane.
The enhanced-P-auxiliary-rail is to replace the traditional joint bar and connect the twin-joints as one. The seam between twin-joints is used to resolve the temperature force generated by thermal expansion and cold contraction, and Realize the “ideal track” property (4); The seam between two adjacent P-auxiliary-rail ends is named “auxiliary-rail-gap”, and the seam of the P-main-rail is placed in the middle part of the P-auxiliary-rail of the joint position. The sleeper laid directly under the P-auxiliary-rail of the main-rail seam-position is called supported sleeper; By fastening the two by screws, the supported sleeper is synthesized as a part of the P-auxiliary-rail of the joint position to strengthen the flexural rigidity of the P-auxiliary-rail on the seam-position of the P-main-rail. So it is also called enhanced sleeper.;
enhanced-P-auxiliary-rail replaces the joint bar. P-auxiliary-rail has three advantages to eliminate the “joint bar defect 3” in the “Problems group”. Advantage 1. The flexural rigidity of the enhanced-P-auxiliary-rail is channel steel structure, which is far superior to that of the plate structure of joint bar. Advantage 2: Unlike the joint bar, which is limited by shape and size, the base plate size of the enhanced-P-auxiliary-rail is less limited and can be designed to be thick and wide; Advantage 3, the supported sleeper is laid directly under the enhanced-P-auxiliary-rail of the seam-position, and the two are fastened by screws. The supported sleeper is synthesized as part of the enhanced-P-auxiliary-rail. Because of these three advantages, the flexural rigidity of enhanced-P-auxiliary-rail is significantly superior to that of joint bar, thus eliminating the joint bar defect 3 in the “Problems group”.
Enhanced sleeper is used to improve the flexural strength of seam-position., and the middle part of the P-auxiliary-rail is set at the corresponding position of seam, and the enhanced sleeper is used to improve the bending strength of the P-auxiliary-rail at this position. The enhanced sleeper is defined as a sleeper laid directly below the P-auxiliary-rail corresponding to seam, and a plurality of screws are used to fasten the P-auxiliary-rail and the sleeper, so that the flexural rigidity of the P-auxiliary-rail corresponding to seam is enhanced; The flexural rigidity of the P-auxiliary-rail corresponding to seam is further enhanced by thickening and broadening the bottom-plate (23) and adopting high flexural rigidity material.
The reference plane is the upper surface of the inner-bottom-plate (235) after smoothing processing in the joint-position P-auxiliary-rail, which acts as the reference plane of the twin-joints rail surface. When the twin-joints are pushed aganst the reference plane, The twin-joints can avoid step formation. The base plate in the groove forms the reference plane of the twin-joints rail surface, thus eliminating the joint bar defect 1 in the “Problems group” and laying the foundation for eliminating step. Of course, the top of the joint interval P-auxiliary-rail position-plates (22) can also be used as the reference plane;
The undersides of the twin-joints is smoothed to act as the matching plane of the reference plane. When the twin-joints are pressed in the reference plane, the twin-joints rail surface can avoid step formation.
The enhanced pushdown-device includes multiple pairs of high-strength pushdown-device, which reliably pushes the twin-joints on the reference plane to avoid step formation of the twin-joints.
The third type of collision is the collision between tracks and sleeper. In traditional tracks, as long as step is generated, the gap between tracks and sleeper will be generated, making the third type of collision in the “Problems group” inevitable. In contrast, in joint composite-rail, step is eliminated and the outside-bottom-plate (233) of P-auxiliary-rail trough is screwed to each sleeper, and elastic cushion plate is laid between P-auxiliary-rail and each sleeper, so the third type of collision can be completely eliminated.
Because of thermal expansion and cold contraction, twin-joints move rail to a small distance, so the position-pit (31) is made into a keyway shape in the direction of the rail.
In summary, joint-composite-rail eliminates the three defects of joint-bar in “Problems group”, thus making two rail surfaces of twin-joints in the same plane, thus eliminating step and realizing “ideal track” property (1). And enhanced-P-auxiliary-rail eliminate corner-disease, realizing “idealized track” property (2).
Technical feature 9: A composite-rail according to technical feature 1, among which,
A short rail type composite-rail, referred to as short-composite-rail,is used to eliminate seam-disease;
Each short P-main-rail is only 1/n of the length of the current rail.
In order to solve the problem of thermal expansion and contraction, the structural-seam width D is calculated by the length of the rail and the coefficient of thermal expansion. For example, the structural-seam of rail 25 m of our country is D=18 mm;by shortening each P-main-rail, the seam width d of P-main-rail can be reduced by reducing the thermal expansion and cold contraction of each rail. For example, if each rail is cut into n equal parts of short P-main-rail, then, the original seam width d will be divided into n small seam width d/n, thereby reducing seam-diseases.
According to traditional theory,
Suppose: When the width of the seam is d, the height of the wheel falling in the seam is h;
According to
If the existing rail is cut into a number of short rails, for example, each rail is cut into n equal parts of short rail, then the width d of seam can be divided into n equal parts d/n, and the height of the wheel falling in the seam is only h/n2, and the seam-disease will be greatly reduced.
The question is, is increasing seam number harmful? For traditional rail, increasing the number of seams will undoubtedly increase the number of joint-diseases. However, for composite-rail, since step-disease and corner-disease have been eliminated, increasing the number of seam will not increase joint-diseases, but only reap the benefits of reducing seam-diseases.
Further analysis shows that there are errors in the traditional theory.
According to the law of free fall, the falling height h of the wheel when it passes through the seam is (Formula 2): h=g(d/V)2/2; Suppose: d=18 mm, the speed is V=100 km/H=27.8 m/s, and the falling height h of the wheel passing d is calculated as: h=2.1 μm; However, the h (0.0885 mm) calculated by the traditional method (formula 1) is h=0.0885 mm, 42 times different. What is the problem? The answer is speed. Under the condition that the speed is less than V=4.29 m/s=15.4 km/H, the wheel will fall into seam, and (Formula 1) is correct; under the condition of higher speed, the wheel will fly over seam, so (Formula 1) is wrong, and (Formula 2) should be adopted. From the engineering point of view, the seam-disease has been eliminated. For detailed analysis, see application numbers CN2022108737858 and CN2022117637960.
Technical feature 10: A composite-rail according to technical feature 1, among which,
The P-main-rail adopts trapezoid joint splicing (trapezoid joint includes diagonal joint) to eliminate seam-disease. When a wheel hits seam, it collids, which causes a Seam-disease.
About seam-disease. In the past, many people proposed to process the rail joint into a inclined joint or trapezoidal joint (called trapezoidal joint) to suppress seam disease. In this way, when the wheel rolls over the seam, it will always press on part of the rail and will not collide with the seam.
But there are serious problems with this approach. If there is a step, because the step of the trapezoidal joint is a sharp Angle, the collision of the wheel on the sharp Angle step is more destructive than the collision of the flat head step, so this kind of scheme is not worth the cost, so it is not accepted by the industry.
After switching to composite-rail, because composite-rail has eliminated step, there is no problem of so-called sharp corner step, so trapezoidal joint has become an effective solution to eliminate seam disease.
To put it simply, both of them are trapezoidal joint. The traditional seamed-track uses trapezoidal joint to eliminate seam-disease is a failed scheme. It is feasible for composite-rail to use trapezoidal-joint to eliminate seam-disease.
Technical feature 11: A composite-rail according to technical feature 1, among which,
The ideal tracks should have a high flexural rigidityproperty to ensure its smoothness, and its rail surface has a wear resistant property to ensure its service life, for this reason, The P-main-rail is made of high strength material as a whole, and the upper surface of the rail-head (11) is wear-resistant. P-auxiliary-rail adopts high flexural rigidity, cost-effective steel and iron materials and extra heavy duty models to improve the ride of the rail, and becomes a composite structure of composite-rail with high wear resistance and high flexural rigidity property. Realized “ideal track” property (5) and property (6).
In summary, the composite-rail solves all the “3 three problems” in the “problem group” and realizes all 10 properties of the “idealized rail”.
Objects with the first digit of 5 are screws and nuts, including:
Some well-known symbols are shown in
Example 1. Short-rail type I-composite-rail, Used to refurbish existing tracks.
Used to refurbish existing tracks using the existing I-rail as the main rail, in order to save the cost of reconstruction; The I auxiliary rail that matches the main rail is produced, and pushdown the main rail against the auxiliary rail with a pushdown-device to form a composite rail.
Example 2. Short-rail T-shaped composite rail for build of new track.
Build a new track, produce a new T main rail and a T auxiliary rail that matches the main rail, and pushdown the main rail against the auxiliary rail with a pushdown-device to form a composite rail. See Technical Feature 6 for details. A short rail is used to eliminate rail joint diseases, see Technical feature 9 for details.
| Number | Date | Country | Kind |
|---|---|---|---|
| 202210873785.8 | Jul 2022 | CN | national |
| 202211743796.0 | Dec 2022 | CN | national |
| Number | Date | Country | |
|---|---|---|---|
| Parent | PCT/CN2023/106997 | Jul 2023 | WO |
| Child | 19017635 | US |
