A rail joint gap compensation structure and a railway track

Abstract

The present invention discloses a rail joint gap compensation structure, namely a rail. This rail joint gap compensation structure is installed between the gaps of two rails. The rail has a rail head, and the two rails are connected by rail splints. The rail is used to carry trains. The rail joint gap compensation structure includes a base, a top cover, and a connection part. The two ends of the base are respectively detachably connected to the two rails. The cross-sectional shape of the top cover is the same as the cross-sectional shape of the rail head, and the top cover and the rail head are at the same height. The top cover is slidably connected above the base, and the two ends of the top cover are respectively in contact with the two rail heads. The material of the top cover is a material with the characteristic of thermal shrinkage and cold expansion. The connection part is respectively connected to the rail splint and the top cover, and the material of the connection part is a material with the characteristic of thermal expansion and cold contraction, which is used to make the top cover and the two rail heads flush at the contact surface with the train. The present invention eliminates the gap between the rails, thus solving the problem of discontinuous track structure caused by the existence of gaps in the prior art.

Description

Technical Field

[0001] The invention belongs to the field of track devices for railway transportation, and particularly relates to a rail joint gap compensation structure and a railway track. Background Art

[0002] During the process of laying rails on a railway line, in order to accommodate the thermal expansion and contraction of the rails, a gap needs to be reserved at the rail joint to avoid excessive temperature stress. Due to the existence of the gap, the joint is one of the weak links of the track line, resulting in the following problems:

[0003] (1) The train wheels generate a large additional impact force on the rails;

[0004] (2) The track structure is discontinuous, generating noise pollution and affecting the comfort of passengers. Summary of the Invention

[0005] The purpose of the invention is to provide a rail joint gap compensation structure and a railway track to solve the problem of the discontinuity of the track structure caused by the existence of the gap in the prior art.

[0006] The technical solution of the invention is as follows:

[0007] A rail joint gap compensation structure

[0008] is installed between the gaps of two rails. The rails have rail heads, and the two rails are connected by rail splints. The rails are used to carry trains, and it includes:

[0009] A base, the two ends of which are respectively detachably connected to the two rails;

[0010] A top cover, the cross-sectional shape of which is the same as the cross-sectional shape of the rail head, and the top cover and the rail head are at the same height. The top cover is movably connected above the base, and the two ends of the top cover are respectively in contact with the two rail heads. The material of the top cover is a material with the characteristic of thermal contraction and cold expansion;

[0011] A connecting part, which is respectively connected to the rail splint and the top cover. The material of the connecting part is a material with the characteristic of thermal expansion and contraction, and is used to make the contact surface of the top cover with the train flush with the contact surfaces of the two rail heads with the train.

[0012] Preferably, for a rail joint gap compensation structure of the invention, the linear expansion coefficient of the material of the connecting part is greater than the linear expansion coefficient of the material of the rail.

[0013] Preferably, for a rail joint gap compensation structure of the present invention, clamping blocks are respectively provided at both ends of the base, clamping grooves are respectively provided on the two rails located on both sides of the gap, and the base is detachably connected to the rails at both ends through the clamping blocks and the clamping grooves.

[0014] Preferably, for a rail joint gap compensation structure of the present invention, the base is made of a material with thermal expansion and contraction characteristics, and the linear expansion coefficient of the material of the base is greater than that of the material of the rail.

[0015] Preferably, for a rail joint gap compensation structure of the present invention, the transverse dimension of the base is smaller than that of the rail, and the longitudinal dimension of the base is smaller than the size of the gap.

[0016] A railway track includes the rail joint gap compensation structure as described in any one of the above.

[0017] Due to the adoption of the above technical solutions, the present invention has the following advantages and positive effects compared with the prior art:

[0018] (1) For the rail joint gap compensation structure provided by the present invention, the cross-section of the top cover is the same as that of the rail head, and the height of the position where it is located is the same as the height of the position where the rail head is located. The rail joint gap compensation structure is located between the gaps, and the discontinuous part of the track structure in the gap is exactly filled by the top cover. Since the rail expands and contracts thermally, the top cover is exactly made of a material that contracts when heated and expands when cooled. The rail and the top cover deform coordinately, which can ensure that the gap between the rails is eliminated, thus solving the problem of the discontinuity of the track structure caused by the existence of the gap in the prior art.

[0019] (2) The rail joint gap compensation structure provided by the present invention eliminates the gap in the track structure, thereby eliminating the additional impact force between the train and the rail at the rail joint in the track structure, and improving the service life of the rail and the comfort of passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The following further describes in detail the specific embodiments of the present invention with reference to the drawings, where:

[0021] Figure 1 is a schematic structural diagram when a rail joint gap supplement structure of the present invention is installed on a rail;

[0022] Figure 2 is a cross-sectional schematic diagram of a rail joint gap compensation structure of the present invention;

[0023] Figure 3 is a schematic structural diagram of the base of the present invention;

[0024] Figure 4Schematic diagram of the top cover and connection part of the present invention.

[0025] Explanation of reference numerals:

[0026] 1: Base; 2: Top cover; 3: Connection part; 4: Rail; 5: Rail splint. Specific implementation mode

[0027] The following further details a rail joint gap compensation structure and a railway track proposed by the present invention in conjunction with the accompanying drawings and specific embodiments. According to the following description and claims, the advantages and features of the present invention will be clearer. It should be noted that the accompanying drawings are all in a very simplified form and use non-precise ratios, only for the purpose of conveniently and clearly assisting in explaining the purpose of the embodiments of the present invention.

[0028] At the same time, expressions such as "first" and "second" are only used for the purpose of distinguishing multiple configurations, rather than restricting the order between configurations or other features.

[0029] In addition, the expression of "including" an element is an "open" expression, and this "open" expression only means that there is a corresponding component, and should not be interpreted as excluding additional components.

[0030] Embodiment 1

[0031] Refer to Figures 1 to 4 , this embodiment provides a rail joint gap compensation structure, which is installed between the gaps of two rails 4. The rail 4 has a rail head. The two rails 4 are connected by a rail splint 5. The rail 4 is used to carry trains. The rail joint gap compensation structure includes a base 1, a top cover 2 and a connection part 3. The two ends of the base 1 are respectively detachably connected to the two rails 4. The cross-sectional shape of the top cover 2 is the same as the cross-sectional shape of the rail head, and the top cover 2 and the rail head are at the same height. The top cover 2 is movably connected above the base 1. The two ends of the top cover 2 are respectively in contact with the two rail heads. The material of the top cover 2 is a material with the characteristic of shrinking when heated and expanding when cooled. The connection part 3 is respectively connected to the rail splint 5 and the top cover 2. The material of the connection part 3 is a material with the characteristic of expanding when heated and contracting when cooled, and is used to make the contact surface of the top cover 2 with the train flush with the contact surfaces of the two rail heads with the train.

[0032] The cross-section of the top cover 2 is the same as the cross-section of the rail head, and the position height is the same as the position height of the rail head. The rail joint gap compensation structure is located between the gaps. The discontinuous part of the track structure in the gap is exactly filled by the top cover 2. The rail 4 will expand when heated and contract when cooled, and the top cover 2 is exactly made of a material that shrinks when heated and expands when cooled. The rail 4 and the top cover 2 deform coordinately, which can ensure that the gap between the rails 4 is eliminated.

[0033] The train wheels generate a large additional impact force on the rail 4. The discontinuity of the track structure, the generation of noise pollution, and the impact on passenger comfort are all caused by the existence of the rail gap. The rail joint gap compensation structure provided in this embodiment eliminates the rail gap, thus solving the above problems.

[0034] Now, the structure of this embodiment will be described.

[0035] This embodiment is provided on the railway track. The railway track includes two rails. The rails include several rails 4 and this embodiment provided in the rail gap. This embodiment is a part of the railway track. The railway track has an inner side and an outer side. The side of each component in this embodiment corresponding to the inner side of the railway track is called the inner side of each component, and the side corresponding to the outer side of the railway track is called the outer side of each component.

[0036] The base 1 can be made of a material with the characteristics of thermal expansion and contraction, and the linear expansion coefficient of the material of the base 1 is greater than that of the material of the rail 4. The rail 4 is generally made of steel with thermal expansion and contraction. In this embodiment, the base 1 can specifically be made of ferroaluminum alloy. Of course, in other embodiments, the base 1 can also be made of materials that meet the requirements, and no limitation is made here.

[0037] The overall cross-sectional shape of the base 1 and the top cover 2 can be similar to the cross-sectional shape of the rail 4. Therefore, the cross-section of the base 1 can be the same as the cross-section of the rail 4 without including the rail head. At the same time, at 60 °C (taking the highest temperature that the rail 4 can reach; generally, the highest temperature of the rail 4 can reach the local temperature + 20 °C. In this embodiment, the local highest temperature is taken as 40 °C; in specific cases, this temperature can be adjusted according to the actual situation of the local area), the transverse dimension of the base 1 is smaller than the transverse dimension of the rail 4 at the same height, and the longitudinal dimension of the base 1 is smaller than the size of the rail gap. Combining the fact that the linear expansion coefficient of the material of the base 1 is greater than that of the material of the rail 4, it can be ensured that the transverse deformation of the base 1 will not exceed that of the rail 4, and the longitudinal deformation of the base 1 will not squeeze and expand the rail 4.

[0038] Clamping blocks are respectively arranged at both ends of the base 1, and clamping grooves are respectively arranged on the two rails 4 located on both sides of the rail gap. The two clamping blocks and the two clamping grooves correspond one by one. During installation, the clamping blocks at both ends of the base 1 are respectively inserted into the clamping grooves of the two rails 4 on both sides, which can ensure the same behavior of the base 1 and the rail 4. Of course, in other implementations, other connection methods can also be used to connect the base 1 and the rails 4 on both sides of it. For example, the clamping blocks can be arranged on the rail 4 and the clamping grooves can be arranged on the base 1. The connection method between the base 1 and the rails 4 on both sides of it is not limited.

[0039] The top cover 2 can be made of a shape memory alloy with the characteristic of thermal shrinkage and cold expansion, such as nickel-titanium shape memory alloy. When the temperature changes, the longitudinal length of the rail 4 elongates (shortens) with the increase (decrease) of temperature, resulting in the reduction (increase) of the rail gap between the two rails 4; while the longitudinal length of the top cover 2 made of shape memory alloy shortens (elongates) with the increase (decrease) of temperature, so as to realize the coordinated deformation of the top cover 2 and the rail 4, and ensure that the rail gap between the rails 4 is eliminated.

[0040] The connecting part 3 is connected to the inner side of the top cover 2. The specific connection method can be welding connection or other connection methods, which are not limited here. The lower end of the top cover 2 is a plane, and the upper end of the base 1 is also a plane. The top cover 2 is placed on the base 1 so that the top cover 2 can slide on the base 1.

[0041] In order to make the wheels of the train pass through several rails 4 in turn when the train runs on the track, to ensure the smooth running of the wheels on the rails 4, it is necessary to keep the inner sides of these several rails 4 flat and smooth, that is, the contact surfaces between the inner sides of the several rails 4 and the wheels are flush. The connecting part 3 is connected to the rail 4 through the rail splint 5. Since the rail splint 5 is arranged on the outer side of the rail, the connecting part 3 is also located on the outer side of the rail. The connecting part 3 is used to compensate for the lateral deformation difference between the top cover 2 and the inner side of the rail 4 and eliminate the lateral unevenness of the track at the rail gap. Due to the thermal shrinkage and cold expansion of the top cover 2 and the thermal expansion and contraction of the rail 4, with the change of temperature, in the lateral direction perpendicular to the track length, there will inevitably be a deformation difference, resulting in the lateral unevenness at the rail gap. For example, when the temperature rises, in the lateral direction, the rail 4 will become longer in the lateral length due to thermal expansion and contraction, and the top cover 2 will become shorter in the lateral length due to thermal shrinkage and cold expansion. And the top cover 2 is connected to the rail 4 through the connecting part 3 (and the rail splint 5), and the connecting part 3 is located on the outer side of the rail. To make the inner side of the track flat and smooth, it is necessary that the lateral growth amount of the connecting part 3 is greater than the lateral growth amount of the rail 4 under relative temperature rise. Therefore, the linear expansion coefficient of the material of the connecting part 3 should be greater than the linear expansion coefficient of the material of the rail 4. In this embodiment, to avoid the excessive volume of the connecting part 3, it can be specifically made of cadmium-nickel alloy with a linear expansion coefficient greater than that of the base 1. Therefore, within the same temperature difference, the expansion amount or contraction amount of the connecting part 3 will be greater than that of the base. Of course, in other embodiments, the connecting part 3 can also be made of materials that meet the requirements, which are not limited here. By adjusting the cadmium-nickel metal ratio in the connecting part 3, the linear expansion coefficient of the material of the connecting part 3 can be controlled, so as to ensure that the top cover 2 and the rail head are flush at the contact surface with the train. During specific operation, the linear expansion coefficient of the connecting part 3 can be controlled by adjusting the ratio of metal cadmium and metal nickel through the proportioning test in the laboratory. After the test is successful, it can be produced in a factory, and only the requirement for the linear expansion coefficient needs to be put forward to the material supplier when purchasing materials.

[0042] The rail joint gap compensation structure provided in this embodiment has an outer dimension matching the cross-section of the rail 4. The base 1 and the top cover 2 can slide relative to each other to ensure that the top cover 2 is flush with the rail head at the contact surface with the train. The coefficient of linear expansion of the material of the connecting part 3 is greater than that of the rail 4. The connecting part 3 is placed outside the rail 4 and is connected to the rail splice 5. In this embodiment, the top cover 2 is consistent with the shape of the rail head of the rail 4 in the transverse direction; in the vertical direction, it works together with the base 1 to ensure that the rail joint compensation structure is always at the same height as the rail 4; in the longitudinal direction, it has the same width as the joint gap, thus completely eliminating the joint gap.

[0043] The installation method of this embodiment is as follows: The connecting part 3 and the top cover 2 are pre-connected; during on-site construction, the clamping blocks on the base 1 are inserted into the clamping grooves of the two-side rails 4, then the connecting part 3 and the top cover 2 are placed on the base 1, and finally the connecting part 3 is connected to the rail splice 5.

[0044] This embodiment is applicable to both new track structures and existing track structures.

[0045] The following provides a specific example:

[0046] In the Shanghai area, rails of 60 Kg / m are laid. The local maximum rail temperature is T max = 60.3 °C, T min = -12.2 °C, and the locked rail temperature is 28.5 °C. The joint resistance PH of the rail 4 is 600 KN, and the unit longitudinal resistance p of the ballast is 91 N / cm. The cross-sectional area F of the rail 4 is 77.45 cm 2 . First-class bolts with a diameter of 24 mm are used, the rail splice 5 uses a 6-hole splice, and the reinforced concrete sleepers are 1840 per kilometer.

[0047] From the formula of the expansion zone it can be obtained that:

[0048]

[0049] It can be known from this that the length of the expansion zone of the rail 4 is l = 2l s = 1187×2 = 2374 mm.

[0050] Take the length of the rail joint gap compensation structure of the rail 4 as 800 mm, the starting temperature of deformation as 10 °C, and the ending temperature as 30 °C. Then the longitudinal, vertical, and transverse deformation values of the rail 4 are:

[0051] l 钢纵 = 11.8×10 -6 Δt×l 纵 = 11.8×10 -6 ×20×(2374 - 800) = 0.3715 mm;

[0052] l 钢竖= 11.8×10 -6 Δt×l 竖 = 11.8×10 -6 ×20×176 = 0.0415 mm;

[0053] l 钢横 = 11.8×10 -6 Δt×l 横 = 11.8×10 -6 ×20×73 = 0.0172 mm.

[0054] The strain calculation formula for Ni-Ti shape memory alloy is:

[0055]

[0056] ζ - - Martensite content, taking the martensite content ζ = 0.6, (0 < ζ < 1);

[0057] ε res - - Residual deformation,

[0058] E - - Elastic modulus, taking E = 52.8 GPa;

[0059] Ω - - Phase transformation tensor, taking Ω = -3.09 GPa;

[0060] θ - - Thermoelastic coefficient, taking θ = 0.0012;

[0061] T - - Temperature, taking T 始 = 10 °C, T 终 = 30 °C;

[0062] A s - - Austenite start temperature, taking A s = -12.2 °C;

[0063] A f - - Austenite transformation termination temperature, A f = 60.3 °C;

[0064] α A - - Material constant,

[0065] ε L - - Recovery strain limit,

[0066] When the temperature T 始 = 10 °C, the strain of Ni-Ti shape memory alloy is:

[0067]

[0068]

[0069] The strain difference of the Ni-Ti shape memory alloy is:

[0070] ε = ε 终 - ε 始 = 0.0341201 - 0.0345845 = -4.644×10 -4 ;

[0071] (1) In the longitudinal direction, the lateral deformation value of the Ni-Ti shape memory alloy is:

[0072] l 纵 = ε × l 缝 = -4.644×10 -5 × 800 = 0.3175 mm;

[0073] From this, it is known that l 钢纵 = 0.3175 mm = l 纵 = 0.3175 mm, and the rail joint gap compensation structure and the rail 4 are coordinated in deformation in the longitudinal direction.

[0074] (2) In the vertical direction, assume that the height of the base 1 is 160 mm, and the material used is ferroaluminum alloy. Assume its linear expansion coefficient is 15.29×10 -6 / °C. The height of the top cover 2 is 16 mm, and the material is a shape memory alloy.

[0075] The deformation value of the base 1 is:

[0076] l 基 = α 基 ·Δt·l 基 = 15.29×10 -6 × 20 × 160 = 0.04893 mm;

[0077] The vertical deformation value of the Ni-Ti shape memory alloy is:

[0078] l 形竖 = ε·l 形竖 = -4.644×10 -4 × 16 = -7.43×10 -3 mm;

[0079] The vertical deformation value of the rail joint gap compensation structure is:

[0080] l 竖 = l 形竖 + l 基 = -7.43×10 -3 + 0.04893 = 0.0415 mm

[0081] From this, it is known that l钢竖 = 0.0415 mm = l 竖 = 0.0415 mm, and the rail joint gap compensation structure and the rail 4 are coordinated in vertical deformation.

[0082] (3) In the transverse direction, assuming that the material of the connecting part 3 is cadmium-nickel alloy, its linear expansion coefficient is: 40.9×10 -6 / °C.

[0083] Taking the transverse length of the connecting part 3 as 49.41 mm, the deformation value of the connecting part 3 is:

[0084] l 联 = α 联 ·Δt·l 联 = 40.9×10 -6 ×20×49.41 = 0.04042 mm;

[0085] Taking the size of the Ni-Ti shape memory alloy in the transverse direction as 2 / 3 of the transverse length of the rail head, that is, 50 mm, the transverse deformation value of the Ni-Ti shape memory alloy is:

[0086] l 形横 = ε·l 形横 = -4.644×10 -4 ×50 = -0.02322 mm;

[0087] The transverse deformation value of the rail joint gap compensation structure is:

[0088] l 横 = l 形横 + l 联 = -0.02322 + 0.04042 = 0.0172 mm;

[0089] From this, it is known that l 钢横 = 0.0172 mm = l 横 = 0.0172 mm, and the rail joint gap compensation structure and the rail 4 are coordinated in vertical deformation.

[0090] Embodiment 2

[0091] This embodiment provides a railway track, on which the rail joint gap compensation structure in Embodiment 1 is installed.

[0092] The above has described in detail the embodiments of the present invention in conjunction with the accompanying drawings, but the present invention is not limited to the above embodiments. Even if various changes are made to the present invention, provided that these changes fall within the scope of the claims of the present invention and their equivalent technologies, they still fall within the protection scope of the present invention.

Claims

1. A rail joint gap compensation structure, characterized in that Installed between the gaps of two rails, the rails having rail heads, the two rails being connected by rail splints, the rails being used to carry trains, comprising: A base, detachably connected to the two rails at both ends respectively; A top cover, the cross-sectional shape of which is the same as the cross-sectional shape of the rail head, and the top cover and the rail head are at the same height, the top cover is movably connected above the base, both ends of the top cover are in contact with the two rail heads respectively, and the material of the top cover is a material with the characteristic of thermal shrinkage and cold expansion; A connection part, connected to the rail splint and the top cover respectively, the material of the connection part is a material with the characteristic of thermal expansion and contraction, and is used to make the contact surface of the top cover with the train flush with the contact surfaces of the two rail heads with the train; The linear expansion coefficient of the material of the connection part is greater than the linear expansion coefficient of the material of the rail; The material of the base is a material with the characteristic of thermal expansion and contraction, and the linear expansion coefficient of the material of the base is greater than the linear expansion coefficient of the material of the rail.

2. The rail joint gap compensation structure according to claim 1, characterized in that, Both ends of the base are respectively provided with clamping blocks, and clamping grooves are respectively provided on the two rails on both sides of the rail gap, and the base is detachably connected to the rails at both ends through the clamping blocks and the clamping grooves.

3. The rail joint gap compensation structure according to claim 1, wherein, The transverse dimension of the base is smaller than the dimension of the rail, and the longitudinal dimension of the base is smaller than the size of the rail gap.

4. A railway track, characterized in that, It includes the rail joint gap compensation structure according to any one of claims 1 to 3.

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