Welding structure with double-inclined surface of no bumping and no vibration seamless rail with high load-bearing capability

Information

  • Patent Grant
  • 9163361
  • Patent Number
    9,163,361
  • Date Filed
    Wednesday, September 21, 2011
    13 years ago
  • Date Issued
    Tuesday, October 20, 2015
    9 years ago
Abstract
A double inclined weld face structure for a jolt-and-vibration-free seamless rail with high bearing capacity relates to the welding of the seamless rail of the rail train, a weld seam of the rail according to the present application forms, at least partly, a double inclined weld face, forming an angle α with the vertical direction of the rail and an angle β with the transverse direction of the rail. The double inclined weld face can further improve the stress state in the weld face of the rail, enhance the bearing capacity of the weld face and eliminate upward and downward jolting and leftward and rightward shaking of a train. The double inclined weld faces of the two parallel rails (1) are arranged in a interleaving way and the interleaving length is greater than the length of a carriage, thus enhancing the running stability and durability of the train and more beneficial to use a simple existing Aluminothermic welding in the weld of the seamless rail.
Description
TECHNICAL FIELD

The present application relates to a spatial structure for weld faces of a seamless rail for a rail train, especially to a double inclined weld face structure for a jolt-and-vibration-free seamless rail with high bearing capacity.


TECHNICAL BACKGROUND

The Chinese applications serial No. 200910206270.7 and 201010250990.6 of the inventor for present application disclose solutions which enhance the tangential and axial bearing capacity. Just as can be seen from FIG. 8, the first application (No. 200910206270.7) designs a single inclined weld face 9 which is parallel to Axis y and inclines relative to Axis x with an angle α, so the upward and downward jolting of the train is eliminated, while the leftward and rightward shaking of the train can not be eliminated; as shown in FIG. 9, the second application (No. 201010250990.6) designs a inclined weld face 9 which is parallel to the Axis x and inclines relative to the axis y with an angle β, so the leftward and rightward shaking of the train is eliminate while its upward and downward jolting is not eliminated, this is not sufficiently to the steady, security and durability of the operation for a heavy-loaded high speed train. So a technical problem to be solved for the whole seamless welding of the rail is to design a double inclined weld face spatial structure where the upward and downward jolting and leftward and rightward shaking is eliminated.


SUMMARY

To solve the above technical problem, the present application provides a new double inclined weld face structure which not only enhances the tangential and axial bearing capacity of the weld face, but also eliminates the upward and downward jolting and leftward and rightward shaking of a train, and can effectively use Aluminothermic Welding processing.


The present application provides a jolt-and-vibration-free seamless rail which has high bearing capacity, comprising rails and weld seams for connecting the rails, characterized in that the weld seam at least includes a double inclined weld face Aαβ formed on a rail head of the rail, the spatial relation between the double inclined weld face Aαβ and the rail (1) is that a straight plane ABCD is a cross section A0 perpendicular to a longitudinal axis z, and a inclined plane ABEG, which is a single inclined cross section Aα, is achieved by rotating the straight plane ABCD an angle α about a vertical axis y, and an inclined cross section BEDH, which is a double inclined weld face Aαβ, is achieved by rotating the inclined cross section ABEG an angle β about BE edge; the angle α is formed between the double inclined weld face Aαβ and an axis x, and the angle β is formed between the double inclined weld face Aαβ and the vertical axis y.


Preferably, when









σ

0





z



τ

0





y



=
1.5

,




σ

0





z



τ

0





x



=
2

;



σ

0





z



τ

0





y



=
2


,




σ

0





z



τ

0





x



=
2.2

;









or







σ

0





z



τ

0





y




=
2.4

,



σ

0





z



τ

0





x



=
2.5

,





for the double inclined weld face Aαβ, the corresponding matching values of the angle α and β are selected from a group consisted of α=30°, β=30°; α=30°, β=45°; α=45°, β=30°; α=45°, β=45°; α=45°, β=60°; α=60°, β=45°; α=60°, β=30°; α=30°; β=60°; α=60°, β=60°; so that the shear stress applied on the plane Aαβ is evidently reduced and the maximum bearing capacity of Aαβ is enhanced, the rate of reduction of shear stress Δτx and Δτy are both greater than 100%, the reduction of normal stress Δσ is greater than 35%, and the rate of increment of bearing capacity ΔFx, ΔFy, ΔFz are all greater than 77%,








wherein






Δτ
x


=



τ

0





x


-

τ
xh



τ

0





x




,


Δτ
y

=



τ

0





y


-

τ
yh



τ

0





y




,


Δσ
=



σ

0





z


-

σ
n



σ

0





z




;









Δ






F
x


=



F
x

-

F

0





x




F

0





x




,


Δ






F
y


=



F
y

-

F

0





y




F

0





y




,



Δ






F
z


=



F
z

-

F

0





z




F

0





z




;






ρ0z is the allowable normal stress in z direction applied on the cross section A0 perpendicular to the axis z, τ0y and τ0x are the allowable shear stress in y direction and in x direction applied on the A0 respectively, τxh and τyh are the maximum shear stress in x direction and in y direction applied on the double inclined weld face Aαβ respectively, σn is the maximum normal stress applied on the surface Aαβ, and F0x, F0y, F0z are the maximum load in x, y, z direction applied on the surface A0 respectively, Fx, Fy, Fz are the maximum load applied on Aαβ respectively.


Preferably, the double inclined weld face Aαβ is formed on the whole cross section of the weld seam of the rail, which forms the angle α with the axis x and forms the angle β with the axis y, and a inclined weld seam (5) is formed on a rail tread of a rail head of the rail by intersection between the double inclined weld face Aαβ and the rail tread of the rail head, and a inclined weld seam (7) is formed on a rail side surface of the rail head by intersection between the double inclined weld face Aαβ and the rail side surface of the rail head.


Preferably, the weld seam of the rail includes the double inclined weld face Aαβ formed on the rail head of the rail, and a single inclined cross section Aα′, which forms an angle α′ with the axis x, formed on a rail waist and a rail bottom of the rail, the single cross section Aα′ intersects with the side surface of the rail waist and rail bottom to form a vertical weld seam.


Preferably, the weld seam of the rail includes the double inclined weld face Aαβ formed on the rail head of the rail, and a single inclined cross section Aβ′, which forms an angle β′ with axis x, formed on the rail waist and rail bottom, the double inclined weld face Aαβ intersects with the rail tread of the rail head to form a inclined weld seam and intersects with the side surface of the rail head to form a inclined weld seam, and the single inclined cross section Aβ′ intersects with the side surface of the rail waist and rail bottom to form a inclined weld seam.


Preferably, the weld seam of the rail includes the double inclined weld face Aαβ formed on the rail head of the rail, and an another double inclined weld face Aα′β′ which forms an angle α′ with the axis x and an angle β′ with the axis y, formed on the rail waist and rail bottom, wherein α′ is different from α, and β′ is different from β.


Preferably, a wheel tread and a wheel rim of a wheel contact with the rail synchronously, i.e. the wheel tread (6) is leftward and rightward overlapped with the inclined weld seam (5) of the rail head tread formed by the double inclined weld face Aαβ, the corresponding wheel rim (8) is backward and forward overlapped with the inclined seam (7) of the side surface of the rail head formed by the double inclined weld face Aαβ.


Preferably, characterized in that the inclined weld faces on two parallel rails (1) are arranged in an interleaving way and the interleaving length is greater than the length of one carriage.


Preferably, the weld technique for the double inclined weld face is an Aluminothermic welding.


The beneficial effect of the application is that


(a) the upward and downward jolting, and the leftward and rightward shaking are eliminated simultaneously when the train passes through the inclined weld seam of the double inclined weld seam.


(b) the pure shear stress in the vertical and transverse direction of the rail's double inclined weld face and the pure normal tension stress in the rail moving direction are all reduced.


(c) the bearing capacity in the transverse, vertical and axial direction of the rail are all enhanced.


(d) the double inclined weld faces of the two parallel rails are arranged in a back and front interleaving arrangement to increase the security of the train operation.


(e) since the pure normal tension stress and the pure shear stress are reduced, and the transverse, vertical, and axial bearing capacity are enhanced because of the double inclined weld face, the reliability of the double inclined weld face may be assured by using the Aluminothermic welding, which may raise the welding efficiency, simply the welding technique, reduce the welding cost and may be welded in the workshop or online welding.


(f) it is particularly applying to the welding of the rail belonging to the heavy load train and the high speed multiple motor train units.


In generally, the present application can not only enhance the bearing capacity of the double inclined weld face, reduce the axial tension stress and the transverse shear stress of the double inclined weld face, and simultaneously eliminate the unward and downward jolting and leftward and rightward shaking of the train, furthermore, the Aluminothermic welding may be effective used in the welding of the seamless rail, which is an important revolution for the rail's seamless welding in the railroading, especially applied to the rail's whole seamless welding of the heavy load, high speed train.





BRIEF DESCRIPTION OF THE DRAWINGS


FIG. 1 is a schematic view of the spatial direction of the double inclined weld face Aαβ;



FIG. 2 is a formation and stress state view of the double inclined weld face Aαβ;



FIG. 3 is a shear stress diagram of the double inclined weld face Aαβ;



FIG. 4 is a schematic view of the steady operation when the wheel tread passes through inclined weld seams on the rail tread of the rail head and the wheel rim passes through the inclined seam on the side surface of the rail head;



FIG. 5(
a) is a schematic view showing a double inclined weld face Aαβ formed on the rail head and a single inclined welding surface Aα′ formed on the rail waist and rail bottom;



FIG. 5(
b) is a schematic view showing a double inclined weld face Aαβ formed on the rail head and a single inclined welding surface Aα′ formed on the rail waist and rail bottom;



FIG. 6 is a schematic view showing a double inclined weld face Aαβ formed on the rail head and an another double inclined welding surface Aβ′ formed on the rail waist and rail bottom;



FIG. 7 is a view showing the arrangement in a interleaving way of the double inclined weld faces of two parallel rails;



FIG. 8 is a view showing the single inclined weld face spatial structure, wherein the single inclined weld face forms an angle α with the axis x;



FIG. 9 is a view showing the spatial structure of the single inclined weld face, wherein the single inclined weld face forms an angle β with the axis y.





EMBODIMENTS

The weld face structure of the seamless rail according to the present application includes a rail and weld seams, as shown in FIG. 1, a weld seam of rail 1 is formed by a double inclined weld face Aαβ intersecting with the rail 1, wherein in the xyz coordinate system, the longitudinal axis z extends along the longitudinal direction of the rail, the vertical axis y extends downward perpendicular to the longitudinal axis z of the rail, and the transverse axis x extends inward perpendicular to the z direction of the rail. In FIG. 1, the cross section A0 is a cross section perpendicular to the axis z, an inclined surface Aα is an inclined surface forming an angle α with the transverse axis x, and an inclined surface Aβ is an inclined surface forming an angle) β with the perpendicular axis y. The rail 1 includes a rail head 2, a rail waist 3 and a rail bottom 4 that form an section with I beam shape.


1. The Spatial Relation Between the Double Inclined Weld Face Aαβ and the Rail 1


As shown in FIG. 1, Aαβ is a double inclined weld face which forms an angle α with the transverse axis x and an angle β with the perpendicular axis y.


The configuration of the double inclined weld face Aαβ: the spatial relations of the double inclined weld face Aαβ is as shown in FIG. 2, a weld face ABCD is a cross section A0 perpendicular to the axis z, the surface ABCD rotates an angle α around the axis x to obtain a inclined surface ABEG, then the inclined surface ABEG rotates an angle β around BE to obtain a inclined surface BEDH, i.e. the double inclined weld face Aαβ, which forms an angle α with the axis x, and an angle β with the axis y. n is the normal vector of the double inclined weld face BEDH, which forms an angle (π−α′) with the axis x, and forms angles β′, γ′ with the axis y and axis z respectively. Wherein, α=∠CBE, β=∠CDF, α′=∠OCB, β′=∠OCD, γ′=∠OCE;


2. The Trigonometric Functions Relations of the Double Inclined Surface


According to FIG. 2:











CF
=


BC
·
sin






α


,

CE
=


CF
/
cos






α


,

BF
=


BC
·
cos






α


,





OF
=



CF
·
sin






β

=


BC
·
sin







α
·
sin






β



,





EF
=



CF
·
tg






α

=


BC
·
sin







α
·
tg






α



,





OC
=



CF
·
cos






β

=


BC
·
sin







α
·
cos






β













∠BOF
=



arctg


BF
OF








=



arctg




BC
·
cos






α



BC
·
sin







α
·
sin






β










=



arctg



cos





α


sin






α
·
sin






β




,










∠EOF
=


arctg


EF
OF


=


arctg




BC
·
sin







α
·
tg






α



BC
·
sin







α
·
sin






β



=

arctg




tg





α


sin





β







then












cos


(

π
-

α



)


=



-
cos







α



=


-

OC
BC


=


-
sin






α





cos





β








(
1
)







sin






α



=



1
-


cos
2



α





=


1
-


sin
2



α
·

cos
2



β








(
2
)







cos






β



=


cos


(


π
2

-
β

)


=

sin





β






(
3
)







sin






β



=



1
-


cos
2



β





=



1
-


sin
2


β



=

cos





β







(
4
)







cos






γ



=


OC
CE

=




CF
·
cos






β


CF

cos





α



=

cos






α
·
cos






β







(
5
)







sin






γ



=



1
-


cos
2



γ





=


1
-


cos
2



α
·

cos
2



β








(
6
)







cos





∠BOF

=


sin





α





sin





β



1
-


sin
2


α






cos
2


β








(
7
)







sin





∠BOF

=


cos





α



1
-


sin
2


α






cos
2


β








(
8
)







cos





∠EOF

=


cos





α





sin





β



1
-


cos
2


α






cos
2


β








(
9
)







sin





∠EOF

=


sin





α



1
-


cos
2


α






cos
2


β








(
10
)







3. The Stress Analysis of the Double Inclined Weld Face


As shown in FIGS. 1 and 2, Fz is a pulling force applied on the surface Aαβ in a travel direction of the train, and Fy is a vertical load on the surface Aαβ applied by the train, and F is a transverse load on the surface Aαβ applied by the wheel rim, since the normal stress in the z direction applied on the surface A0 is σ0z=F0z/A0, and the shear stress in the x direction and y direction applied on the surface A0 respectively are τ0x=F0x/A0 and τ0y=F0y/A0, wherein F0x, F0y, F0z are the maximum loads, τ0x and τ0y are the maximum shear stress in the surface A0 σ0z is the maximum tension stress in the surface A0. So F0x=A0τ0x, F0y=A0τ0y, F0z=A0σ0z. It is more beneficial to the reliability of the analysis, if τ0x, τ0y and σ0z are defined as the allowable stresses.


The stresses applied on the double inclined surface Aαβ are fx=Fx/Aαβ, fy=Fy/Aαβ, fz=Fz/Aαβ respectively. From A0=Aαβ cos γ′ and cos γ′=cos α cos β, We will achieved

A0=Aαβ cos α·cos β  (11).


Since Fz=F0z F=F0y, F=F0x, from FIG. 1 and the equation (11), we will obtain following:








f
z

=




F
z


A
0



cos





α





cos





β

=


σ

0





z



cos





α





cos





β



,






f
y

=




F
y


A
0



cos





α





cos





β

=


τ

0





y



cos





α





cos





β



,






f
x

=




F
x


A
0



cos





α





cos





β

=


τ

0





x



cos





α





cos






β
.








3.1 A Resultant Stress of the Normal Stress


According to FIG. 2, σzn=fz·cos γ′, σxn=fx·cos α′ and σyn=fy·cos β′ applied on the surface Aαβ are all the normal stress. So the resultant normal stress applied on the surface Aαβ is σhznyn−σxn. So it is obtained,

σh=fz·cos γ′+fy·cos β′−fx·cos α′


The equations (1), (3), (5) are substituted in and solved, then it is obtained,

σh0z·cos2α cos2β+τ0y·cos α sin β cos β−τ0x·sin α cos α cos2β  (12)


3.2 A Resultant Stress of the Shear Stress


It is obtained from FIG. 2 that fx, fy, fz and the shear stress applied on the surface Aαβ respectively are τx, τy, τz, wherein the shear stress τx, τy, τz must be orthogonal to the normal line n and settled down on the surface Aαβ. Thus τx=fx sin α′, τy=fy sin β′ and τz=fz sin γ′. And because τx, τy, τz are settled down on the surface Aαβ, so τx is equidirectional with BO, τy is equidirectional with OF, and τz is equidirectional with EO. Since the x directional shear stress and the y directional resultant shear stress are concerned, the shear stress τz should be resolved to an x directional shear stress τzx and a y directional shear stress τzy, and the view showing the resolve of the shear stress corresponding to FIG. 2 is shown in FIG. 3. It is obtained from the sine rule








τ
z


sin











BOF


=



τ
zx


sin











EOF


=


τ
zy


sin


(

π
-







BOF

-







EOF


)








Thus, τzxz sin ∠EOF/sin ∠BOF; τzyz cos ∠EOF+τz sin ∠EOFctg∠BOF


So, the resultant stress τxh of the x directional shear stress










τ
xh

=



τ
x

-

τ
zx


=


τ
x

-



τ
z


sin











EOF


sin











BOF








(
13
)







equations (8), (10) are substituted in equation (13) and neutralized, it is obtained

τxh=(τ0x·cos α cos β−τ0z·sin α cos β)√{square root over (1−sin2α cos2β)}  (14)


the resultant stress τyh of the y directional shear stress

τyhy−τzyy−τz(cos ∠EOF+sin ∠EOFctg∠BOF)  (15)


equations (7)-(10) are substituted in equation (15) and neutralized, it is obtained

τyh0y·cos α cos2β−σ0z·sin β cos β  (16)

    • 3.3 The Reduction of the Stress of the Double Inclined Weld Face


Compared with the normal stress σ0z and the shear stress τ0x, τ0y applied on the surface A0, the reduction of the normal stress σh and the shear stress τxh, τyh applied on the surface Aαβ are Δσ and Δτx, Δτy, which may be obtained from equations (12), (14) and (16)









Δσ
=




σ

0

z


-

σ
n



σ

0

z



=

1
-


cos
2


α






cos
2


β

-



τ

0

y



σ

0

z




cos





αsin





βcos





β

+



τ

0

x



σ

0

z




sin





α





cos





α






cos
2


β







(
17
)







Δτ
x

=




τ

0

x


-

τ
xh



τ

0

x



=

1
-


(


cos





α





cos





β

-



σ

0

z



τ

0

x




sin





βcos





β


)




1
-


sin
2


α






cos
2


β










(
18
)












Δ






τ
y


=




τ

0

y


-

τ
yh



τ

0

y



=

1
-

cos





α







cos





2


β

+



σ

0

z



τ

0

x




sin





βcos





β








(
19
)







4. The Enhance of the Steady Property in Operation and the Bearing Capacity


4.1 The Steady Property for Operation


The relations between the double inclined weld seams on the rail tread of the rail head and the side surface of the rail head applied by the wheel in travel direction of train is shown in FIG. 4. When the train passes through a inclined weld face seam which forms an angle α with the axis x, the wheel tread 6 does not completely contact with the inclined seam 5 of the rail head, but contacts with an inner and outer parts of the inclined weld seam 5 in an overlapped way, so the axle weight is shared by the inner and outer parts of the rail head. When the train passes through a inclined weld seam which forms an angle β with the axis y, the wheel rim 8 does not completely contact with the inclined weld seam 7 of the side surface of the rail head, but contacts with a front and back parts of the inclined weld seam 7 in an overlapped way, so the axle weight is shared by the front and back parts of the rail head. Thus it is simultaneously eliminated the upward and downward jolting and leftward and rightward shaking resulted by the seam sinking. So the steady property in operation of the train is further enhanced than that of the single inclined weld face.


4.2 The Enhancement of the Bearing Capacity


The maximum loads in z direction, y direction and x direction applied on the surface A0 are F0z, F0y, F0x, and F0z=A0·σ0z, F0y=A0·τ0y, F0x=A0·τ0x, wherein σ0z, τ0y and τ0x are the allowable stress applied on the surface A0. The maximum loads in z direction, y direction and x direction applied on the Aαβ are Fz, Fy, Fx, so the normal load of Fz resolved onto the surface Aαβ is Fαβn=Fz cos γ′, and the load in y direction of Fy resolved onto the surface Aαβ is Fαβy=Fy cos β′, and the load in x direction of Fx resolved onto the surface Aαβ is Fαβx=Fx cos α′ and Fαβn=Aαβ·σαβn, Fαβy=Aαβ·ταβy, Fαβx=Aαβ·ταβx, the allowable stress σ0z, τ0y, τ0x instead of σαβn, ταβy, ταβx is also allowable for the comparability of the analysis, so Fαβn0z·Aαβ, Fαβy0y·Aαβ, Fαβx0x·Aαβ. Thus with respect to the maximum z directional load F0z applied on the surface A0, the enhance of the z directional bearing capacity applied on the surface Aαβ is










Δ






F
z


=




F
z

-

F

0

z




F

0

z



=






F

α





β





n


/
cos







γ




F

0

z



-
1

=






A
αβ

·


σ

0

z


/
cos








γ





A
0

·

σ

0

z




-
1

=


1


cos
2



γ




-
1








(
20
)







with respect to the maximum y directional load F0y applied on the surface A0, the enhance of the y directional bearing capacity applied on the surface Aαβ is










Δ






F
y


=




F
y

-

F

0

y




F

0

y



=






F

α





β





y


/
cos







β




F

0

y



-
1

=


1

cos






β



cos






γ




-
1







(
21
)







with respect to the maximum x directional load F0x applied on the surface A0, the enhance of the x directional bearing capacity applied on the surface Aαβ is










Δ






F
x


=




F
x

-

F

0

x




F

0

x



=


1

cos






α



cos






γ




-
1






(
22
)







equations (1), (3), (5) are correspondingly substituted in equations (20), (21), (22), then










Δ






F
z


=


1



cos





2



α
·

cos
2







β


-
1





(
23
)







Δ






F
y


=


1

cos






α
·
sin






β





cos





β


-
1





(
24
)







Δ






F
x


=


1

sin





αcos






α
·






cos





2



β


-
1





(
25
)







A practical example according to the present application “A double inclined weld face structure for a jolt-and-vibration-free seamless rail with high bearing capacity” is shown in the following.


In practice, the subgrade is an existing reinforced concrete ballastless subgrade, and the rail is all models of rail used by an actual heavy load, high speed passenger train and city rail train, while a rail sleeper, rails tie plate, rails tie plate mounting bolt and fastening by which the rails connect to the subgrade, are exactly the same.


Because the surface Aαβ is determined after the angles α and β of the double inclined surface are determined, and if the reduction of the normal tension stress Δσ, the reduction of the pure shear stress Δτx and Δτy comply with the design requirements, the angles α and β of the double inclined surface Aαβ are determined. And because the analysis formula (17)˜(19) for the reduction of the stress applied on the surface Aαβ by the load include backlog items








(


σ

0

z



τ

0

x



)






and






(


σ

0

z



τ

0

y



)


,





if







(


σ

0

z



τ

0

x



)






and






(


σ

0

z



τ

0

y



)






are known, Δσ, Δτx, Δτy corresponding to α, β could be obtained. Because in operation of the train, the z directional maximum trailing load Fz applied on the surface Aαβ is greater than the y directional maximum normal positive compressive loading of the wheel Fy which is greater than the maximum transverse load Fx applied on the surface Aαβ by the wheel rim, so there is a relation among the maximum stress σ0z, τ0x and τ0y: σ0z0y0x. According to the relation σ0z0y0x, after









σ

0

z



τ

0

y



=
1.5

,




σ

0

z



τ

0

x



=
2

;



σ

0

z



τ

0

y



=
2


,




σ

0

z



τ

0

x



=
2.2

;



σ

0

z



τ

0

y



=
2.4


,



σ

0

z



τ

0

x



=
2.5






are determined, the stress reduction corresponding to the angles α, β will be obtained, which are listed in table 1, 2 and 3. The enhancement of the bearing capacity corresponding to the angles α, β are listed in table 4.


According to the actual operation of different types of train, the values of







(


σ

0

z



τ

0

y



)






and






(


σ

0

z



τ

0

x



)






are determined, then according to the reduction Δσ, Δτy, Δτx of the design requirements, the design values of angles α and β on the surface Aαβ are determined. After the angles α and β are determined, the rail heads of two tracks to be welded are sawed into the double inclined surface Aαβ by a belt saw or non-tooth saw, then aligned with each other up and down, and set aside a suitable clearance, welded by the Aluminothermic welding, and then project, polish, and heat treatment, that is to say, the welding of the double inclined surface is finished.









TABLE 1













the





stress





reduction





at







σ

0

z



τ

0

y




=
1.5

,



σ

0

z



τ

0

x



=
2
















angle
Inclined surface's

























Stress
α
β
α
β
α
β
α
β
α
β
α
β
α
β
α
β
α
β


reduction (%)
30°
30°
30°
45°
45°
30°
45°
45°
45°
60°
60°
45°
60°
30°
30°
60°
60°
60°



















Δσ
35.0
44.5
60.8
70.3
73.3
81.7
83.1
61.7
84.7


Δτy
100.0
131.7
111.9
184.6
147.3
150.0
127.5
143.3
152.5


Δτx
110.5
108.9
148.4
165.0
133.1
168.9
170.6
106.5
155.5
















TABLE 2













stress





reduction





at







σ

0

z



τ

0

y




=
2

,



σ

0

z



τ

0

x



=
2.2

















Inclined surface's angle

























Stress
α
β
α
β
α
β
α
β
α
β
α
β
α
β
α
β
α
β


Reduction (%)
30°
30°
30°
45°
45°
30°
45°
45°
45°
60°
60°
45°
60°
30°
30°
60°
60°
60°



















Δσ
39.8
50.7
64.2
68.7
77.9
84.8
85.2
67.4
87.8


Δτy
121.7
156.7
133.6
164.6
168.9
175.0
149.1
165.0
174.1


Δτx
118.3
115.5
158.1
152.0
139.7
178.6
180.5
111.3
163.3
















TABLE 3













stress





reduction





at







σ

0

z



τ

0

y




=
2.4

,



σ

0

z



τ

0

x



=
2.5
















angle
Inclined surface's

























Stress
α
β
α
β
α
β
α
β
α
β
α
β
α
β
α
β
α
β


reduction (%)
30°
30°
30°
45°
45°
30°
45°
45°
45°
60°
60°
45°
60°
30°
30°
60°
60°
60°



















Δσ
41.1
53.1
64.7
70.3
79.7
85.7
85.2
70.0
89.1


Δτy
139.0
176.7
150.9
184.6
186.2
195.0
166.4
182.3
191.4


Δτx
130.0
125.4
172.6
165.0
149.6
193.1
195.4
118.6
175.0
















TABLE 4







enhance of the bearing capacity corresponding to the angle α, β








Increment



rate of the


bearing
Inclined surface's angle

























capacity
α
β
α
β
α
β
α
β
α
β
α
β
α
β
α
β
α
β


(%)
30°
30°
30°
45°
45°
30°
45°
45°
45°
60°
60°
45°
60°
30°
30°
60°
60°
60°



















ΔFz
77.8
166.7
166.7
300
700
700
433.3
433.3
1500


ΔFy
166.7
130.9
226.6
182.8
226.6
300
361.9
166.7
361.9


ΔFx
207.9
361.9
166.7
300
700
361.9
207.9
823.8
823.8









From tables 1, 2 and 3, we can see that the reduction of the shear stress Δτx and Δτy are greater than 100%. It seems to difficult to understand at first sight, but it will be clear after analyzing the FIG. 3 of the shear stress: because τzx and τzy are the resolved shear stress of τz in x and y direction and those directions are opposed to the direction of τx and τy, when the absolute values of τzx and τx are equal to each other and the absolute values of τzy and τy are equal to each other too, the reduction Δτx and Δτy are equal to 100%; when the absolute values of τzx and τzy are greater than that of τx and τy, the reduction Δτx and Δτy are greater than 100%. But the reduction of Δτx and Δτy are not allowed to be greater than 200%. From FIG. 2, we can see that the normal stress σzn is impossible to be greater than σxnyn, so the reduction of Δσ is impossible to be greater than 100%, seeing FIG. 2.


The present application includes the rail and the double inclined weld face, and two parallel rails and the double inclined weld face Aαβ are arranged in an interleaving way, as shown in FIG. 5, the interleaving length is greater than the length of one carriage, and the welding method is the existing Aluminothermic welding.


Other Embodiments

The above mentioned embodiment may be further modified. In other embodiment of the seamless rail with the double inclined weld face structure, there is a segmental structure of the double inclined weld face and the single inclined weld face in the rail, for example the weld seams include a segmental structure with a combination of a double inclined weld face Aαβ and a single inclined weld face, in which the single inclined weld face forms an angle α′ with the transverse axis x at the rail waist and rail bottom, and the double inclined weld face Aαβ includes a single inclined seam on the rail tread of rail head 2 forming an angle α with the axis x, and a single inclined seam on the side surface of the rail head 2 forming an angle β with the axis y. Or a segmental inclined surface structure includes a double inclined weld face Aαβ and a single inclined weld face forming an angle β′ with the transverse axis y at the rail waist and rail bottom, wherein the double inclined weld face Aαβ includes a single inclined weld seam on the rail tread of rail head 2 forming an angle α with the axis x, and a single inclined seam on the side surface of the rail head 2 forming an angle β with the axis y.


In addition, in other embodiment, the weld seams of rail have a segmental structure with a double inclined weld face and an another double inclined weld face, for example the weld seam includes a double inclined weld face Aαβ with a inclined weld seam at the rail head 2 which forms an angle α with the axis x and a inclined weld seam at the side surface of the rail head 2 which forms an angle β with the vertical axis y, and another double inclined weld face Aα′β′ with a inclined weld seam which forms an angle α′ with the axis x and a inclined weld seam which forms an angle β′ with the vertical axis y at the rail waist and rail bottom, wherein the angle α′ is different from the angle α, and the angle β′ is different from the angle β.


As an alternative, the weld seam of rail includes a single inclined surface Aα′ at a part of the rail waist and rail bottom which forms an angle α′ with the axis x, or the weld seam includes a single inclined weld face Aβ′ at a part of the rail waist and rail bottom which forms an angle β′ with the vertical axis y, or includes another double inclined weld face Aα′β′ at a part of the rail waist and rail bottom which forms an angle α′ with the axis x and an angle β′ with the axis y, wherein the angle α′ is different from the angle α and the angle β′ is different from the angle β.


The angle α′ is defined in a range of 30°˜45°, and the angle β′ is defined in a range of 30°˜45°. Since a double inclined weld face Aαβ is provided in a part of the rail weld face, and a single inclined cross section Aα′, Aβ′, or Aa′β′ is provided in another part of the rail weld face, a step transition is formed at the intersection of the two parts, which will facilitate the position of the rail during welding, and enhance the tangential and axial bearing capacity of the weld face at the same time, and the jog up and down and leftward and rightward vibration are eliminated when the train passes through the seam of the weld face.


LIST OF REFERENCE SIGNS






    • 1 rail


    • 2 rail head


    • 3 rail waist


    • 4 rail bottom


    • 5 an inclined weld seam formed by intersecting a double inclined weld face Aαβ with a rail tread of the rail head


    • 6 the wheel rim


    • 7 an inclined weld seam formed by intersecting a double inclined weld face Aαβ with the side surface of rail head


    • 8 wheel rim


    • 9 a weld seam formed by a single inclined weld face forming an angle α with the axis x


    • 10 a wheel tread through the single inclined weld seam 9


    • 11 a weld seam formed by a single inclined weld face forming an angle β with the axis y


    • 12 a wheel rim through the single inclined seam 11




Claims
  • 1. A double inclined weld face structure for a jolt-and-vibration-free seamless rail which has high bearing capacity, comprising rails and weld seams, characterized in that the weld seams of the rails includes a double inclined weld face Aαβ formed on at least one part of the rail, the spatial relation between the double inclined weld face Aαβ and the rail (1) is that: a straight plane ABCD is a cross section A0 perpendicular to a longitudinal axis z, and a inclined plane ABEG, which is a single inclined cross section Aα, is achieved by rotating the straight plane ABCD an angle α about a vertical axis y, and an inclined cross section BEDH, which is a double inclined weld face Aαβ, is achieved by rotating the inclined cross section ABEG an angle β about BE edge; the angle α is formed between the double inclined weld face Aαβ and an axis x, and the angle β is formed between the double inclined weld face Aαβ and the vertical axis y; and wherein the weld seam of the rails includes the double inclined weld face Aαβ formed on a rail head of the rail, and a single inclined cross section Aα′, which forms an angle α′ with the axis x, formed on a rail waist and a rail bottom of the rail.
  • 2. The weld face structure as claimed in claim 1, characterized in that when
  • 3. The weld face structure as claimed in claim 2, characterized in that the weld seam of the rails includes the double inclined weld face Aαβ formed on a rail head of the rail, and a single inclined cross section Aα′, which forms an angle α′ with the axis x, formed on a rail waist and a rail bottom of the rail.
  • 4. The weld face structure as claimed in claim 2, characterized in that a wheel tread and a wheel rim of a wheel contact with the rail synchronously, i.e. the wheel tread (6) is leftward and rightward overlapped with an inclined weld seam (5) of a rail tread of a rail head of the rail formed by the double inclined weld face Aαβ, the corresponding wheel rim (8) is backward and forward overlapped with an inclined seam (7) of a side surface of the rail head formed by the double inclined weld face Aαβ.
  • 5. The weld face structure as claimed in claim 2, characterized in that the weld seam of the rails includes the double inclined weld face Aαβ formed on a rail head of the rail, and a single inclined cross section Aβ′, which forms an angle β′ with axis x, formed on a rail waist and a rail bottom of the rail.
  • 6. The weld face structure as claimed in claim 2, characterized in that the weld seam of the rails includes the double inclined weld face Aαβ formed on a rail head of the rail, and an another double inclined weld face Aα′β′, which forms an angle α′ with the axis x and an angle β′ with the axis y, formed on a rail waist and a rail bottom of the rail, wherein the angle α′ is different from the angle α, and the angel β′ is different from the angle β.
  • 7. The weld face structure as claimed in claim 1, characterized in that the double inclined weld face Aαβ is formed on the whole cross section of the weld seam of the rails, the double inclined weld face Aαβ forms the angle α with the axis x and forms the angle β with the axis y, and a inclined weld seam is formed on a rail tread of a rail head of the rail by intersection between the double inclined weld face Aαβ and the rail tread of the rail head, and a inclined weld seam is formed on a rail side surface of the rail head by intersection between the double inclined weld face Aαβ and the rail side surface of the rail head.
  • 8. The weld face structure as claimed in claim 1, characterized in that a wheel tread and a wheel rim of a wheel contact with the rail synchronously, i.e. the wheel tread (6) is leftward and rightward overlapped with an inclined weld seam (5) of a rail tread of a rail head of the rail formed by the double inclined weld face Aαβ, the corresponding wheel rim (8) is backward and forward overlapped with an inclined seam (7) of a side surface of the rail head formed by the double inclined weld face Aαβ.
  • 9. The weld face structure as claimed in claim 1, characterized in that the weld seam of the rails includes the double inclined weld face Aαβ formed on a rail head of the rail, and a single inclined cross section Aβ′, which forms an angle β′ with axis x, formed on a rail waist and a rail bottom of the rail.
  • 10. The weld face structure as claimed in claim 1, characterized in that the weld seam of the rails includes the double inclined weld face Aαβ formed on a rail head of the rail, and an another double inclined weld face Aα′β′, which forms an angle α′ with the axis x and an angle β′ with the axis y, formed on a rail waist and a rail bottom of the rail, wherein the angle α′ is different from the angle α, and the angel β′ is different from the angle β.
  • 11. A double inclined weld face structure for a jolt-and-vibration-free seamless rail with high bearing capacity as claimed in claim 1, characterized in that the double inclined weld faces of two parallel rails (1) are arranged in an interleaving way and the interleaving length is greater than the length of one carriage.
  • 12. The weld face structure as claimed in claim 1, characterized in that the weld technique for the double inclined weld face is an Aluminothermic welding.
Priority Claims (1)
Number Date Country Kind
2010 1 0503537 Oct 2010 CN national
PCT Information
Filing Document Filing Date Country Kind 371c Date
PCT/CN2011/079922 9/21/2011 WO 00 3/27/2013
Publishing Document Publishing Date Country Kind
WO2012/045260 4/12/2012 WO A
US Referenced Citations (1)
Number Name Date Kind
3942579 Guntermann Mar 1976 A
Foreign Referenced Citations (6)
Number Date Country
101122110 Feb 2008 CN
101122110 Feb 2008 CN
101698987 Apr 2010 CN
101914880 Dec 2010 CN
101967779 Feb 2011 CN
H09279502 Oct 1997 JP
Related Publications (1)
Number Date Country
20130186968 A1 Jul 2013 US