A driving track suitable for mountain railway

Abstract

This application provides a drive rail suitable for mountain railways, including a rail head and a rail base. The rail head has a first surface, on which a plurality of crowns and grooves are provided along its extension direction, arranged alternately in sequence. The rail base includes a first part and a second part. One end of the first part is connected to the side of the rail head away from the first surface, and the first part extends in a direction perpendicular to the first surface. The second part is connected to the end of the first part away from the rail head, and the second part extends to both sides from the first part in a direction parallel to the first surface. The crowns and grooves are used for meshing with drive gears at the bottom of the train. The drive rail is pressed against the side of the second part near the first part by a universal elastic clamping member and connected to a sleeper. This application enhances the deformation resistance through the structure of the first and second parts and achieves an elastic connection through the universal elastic clamping member to buffer meshing impact, thereby adapting to mountain railways with steep gradients and ensuring the stability of train transmission and operational safety.

Description

Technical Field

[0001] This application relates to the field of railway track technology, and in particular to a drive track suitable for mountain railways. Background Technology

[0002] In railway track engineering construction, track structures, as the basic load-bearing and transmission components for train operation, are widely used in the construction of various lines. Due to the large gradient of mountain railways, conventional railway tracks cannot provide sufficient static friction for vehicle propulsion, thus placing higher demands on the meshing transmission performance and installation and fixing performance of the tracks.

[0003] In existing technologies, foreign countries have developed dedicated drive rails. These drive rails are laid on the track and work with the rails on both sides to provide driving force for the train. These drive rails typically have toothed grooves, which mesh with the drive gears on the train for transmission. This type of drive rail has a rectangular cross-section, offering advantages such as simple cross-section and low requirements for machining equipment. It is also fixed to the sleepers using rigid, grooved clamping components.

[0004] However, the aforementioned drive rails have poor deformation resistance, only meeting the needs of low-load conditions. They are suitable for small-scale mountain railway projects but cannot meet the operational demands of large-scale, high-capacity mountain railways in China. Furthermore, the meshing of the tooth crown with the drive gear generates impact. Since the drive rail is rigidly connected to the sleepers, it cannot buffer these impacts through deformation, further exacerbating the stress and deformation of the drive rail. These defects make it difficult for the drive rail to withstand the load pressure under steep gradient conditions, failing to meet the operational requirements of steep mountain railways. Ultimately, this limits the line's capacity and affects the stability and operational safety of the train's meshing transmission. Summary of the Invention

[0005] This application provides a drive track suitable for mountain railways to solve the technical problems of existing drive tracks, which are unable to meet the needs of high-gradient mountain railways, have limited line capacity, and affect the stability of train meshing transmission and operational safety due to insufficient deformation resistance and the inability of the rigid connection with the sleepers to buffer the impact generated when the tooth crown meshes with the drive gear.

[0006] To achieve the above objectives, this application provides a drive track suitable for mountain railways, comprising: The rail head has a first surface; The first surface of the rail head is provided with several tooth crowns and tooth grooves along the extension direction of the rail head, and the tooth crowns and tooth grooves are arranged alternately in sequence; And, the rail base, the rail base includes: a first part, one end of the first part is connected to the side of the rail head away from the first surface, and the first part extends in a direction perpendicular to the first surface; And, a second part, which is connected to the end of the first part away from the rail head, and the second part extends to both sides from the first part in a direction parallel to the first surface; Among them, the crown and groove are used to mesh with the drive gear at the bottom of the train for transmission; The drive rail is pressed against the side of the second part near the first part by a universal elastic clamp and connected to the sleeper.

[0007] Preferably, the cross-sectional shape of the rail base is an inverted T-shape.

[0008] Preferably, the cross-sectional shape of the rail head is rectangular.

[0009] Preferably, a first wedge-shaped platform and a second wedge-shaped platform are provided on the side of the rail head away from the first surface, which are symmetrically arranged with respect to the first part, and the angle between the inclined surfaces of the first wedge-shaped platform and the second wedge-shaped platform and the first surface is 10° to 15°.

[0010] Preferably, both the first wedge platform and the second wedge platform are arranged through each other along the extension direction of the rail head.

[0011] Preferably, both the first wedge platform and the second wedge platform are connected to the first part, and the connection positions of the first wedge platform and the second wedge platform with the first part adopt a rounded transition.

[0012] Preferably, the second part is provided with a third wedge and a fourth wedge arranged symmetrically with respect to the first part on the side near the first part, and the angle between the inclined surface of the third wedge and the fourth wedge and the first surface is 10° to 15°. The third wedge and the fourth wedge cooperate with a universal elastic clamping member to press and fix the drive rail and connect it to the sleeper.

[0013] Preferably, both the third and fourth wedge-shaped platforms are connected to the first part, and the connection positions of the third and fourth wedge-shaped platforms with the first part adopt a rounded transition.

[0014] Preferably, both the third and fourth wedge platforms are arranged through each other along the extension direction of the rail head.

[0015] Preferably, the drive track is located at the center of the railway line, and the distance between the drive track and the rails on both sides of the railway line is equal. The drive track is suitable for mountain railways with a gradient of 70‰ to 300‰.

[0016] As can be seen from the above technical solution, this application provides a drive rail suitable for mountain railways. The drive rail includes: a rail head having a first surface; a plurality of crowns and grooves disposed on the first surface of the rail head and arranged alternately in sequence along the extension direction of the rail head; and a rail base including a first part and a second part. One end of the first part is connected to the side of the rail head away from the first surface, and the first part extends in a direction perpendicular to the first surface; the second part is connected to the end of the first part away from the rail head, and the second part extends to both sides from the first part in a direction parallel to the first surface; the crowns and grooves are used for meshing and transmission with a drive gear at the bottom of the train; the drive rail is pressed against the side of the second part near the first part by a universal elastic clamping member and connected to a sleeper. This application, by reasonably setting the first and second parts of the rail base and cooperating with the universal elastic clamping member, achieves a reliable connection between the drive rail and the sleeper, improves the deformation resistance of the drive rail, buffers meshing impact, realizes stable meshing transmission of the train, and provides driving power, adapting to the usage requirements of steep mountain railways. Attached Figure Description

[0017] To more clearly illustrate the technical solution of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the existing drive track structure; Figure 2 A schematic diagram of the existing drive track installation and sleeper installation structure; Figure 3 A schematic diagram of a drive track structure suitable for mountain railways provided in an embodiment of this application; Figure 4 A schematic diagram of the drive track and sleeper installation structure for mountain railways provided in this application embodiment; Figure 5 A cross-sectional schematic diagram of a drive track suitable for mountain railways provided in an embodiment of this application.

[0019] Illustration markings: Among them, 1. Rail head; 11. Tooth crown; 12. Tooth groove; 13. First wedge platform; 14. Second wedge platform; 2. Rail base; 21. First part; 22. Second part; 221. Third wedge platform; 222. Fourth wedge platform; 3. Existing drive rail; 100. First surface. Detailed Implementation

[0020] The embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described below do not represent all embodiments consistent with this application. They are merely examples of systems and methods consistent with some aspects of this application.

[0021] It should be noted that the brief descriptions of terms in this application are only for the convenience of understanding the embodiments described below, and are not intended to limit the embodiments of this application. Unless otherwise stated, these terms should be understood in their ordinary and common meaning.

[0022] The terms "first," "second," "third," etc., are used to distinguish similar or related objects or entities, and do not necessarily imply a specific order or sequence, unless otherwise specified. It should be understood that such terms can be used interchangeably where appropriate.

[0023] The terms “comprising” and “having”, and any variations thereof, are intended to cover but not exclude inclusion, for example, a product or device that includes a range of components is not necessarily limited to all of the components that are clearly listed, but may include other components that are not clearly listed or that are inherent to such product or device.

[0024] In the field of railway track technology, track structures, as the fundamental load-bearing and transmission components for train operation, are widely used in the construction of various railway lines. The drive rail, a special type of track for mountain railways with steep gradients, is located between the two rails and provides additional power to the train through meshing with the drive gears on the train. Due to the significant gradients of mountain railways, higher requirements are placed on the meshing transmission performance and installation and fixing performance of the track. A suitable drive rail structure is necessary to ensure the stability of power transmission for train operation, while also ensuring a reliable connection between the drive rail and sleepers, and ensuring that the layout of the drive rail perfectly matches the line design requirements. Currently, traditional drive rails are widely used in lines in Switzerland, France, and other countries, suitable for small-scale, sporadic mountain railway projects abroad. However, research on mountain railway lines in China lags behind, and line construction is still largely undeveloped. Considering the future economic development and the growing demand for economic revitalization and tourism in my country's vast mountainous areas, mountain railway line construction will achieve breakthroughs and enter an era of large-scale, high-efficiency development, urgently requiring a drive rail structure adapted to these needs.

[0025] In the prior art, see Figure 1 and Figure 2The existing drive rail 3 has a rectangular cross-section and, when placed horizontally, has equidistant transmission teeth on its upper part. This type of drive rail has the advantages of simple cross-section and low requirements for machining equipment. The specific dimensions of the traditional rectangular cross-section drive rail are a total height of 130 mm (tooth height of 56 mm) and a thickness of 70 mm. The moment of inertia at the bottom of the tooth groove is relatively small, where Ix = 239 cm. 4 Iy=212cm 4 Meanwhile, this type of traditional drive track 3 uses rigid grooved clamps to fix it to the sleeper. The rigid grooved clamps and the elastic clamps of railway standards belong to different types of fixing structures.

[0026] However, mountain railway lines have varying gradients and high requirements for transport capacity and operational safety. Traditional rectangular cross-section drive rails have many shortcomings and are difficult to adapt to the future large-scale and efficient mountain railway construction needs in China. First, the low moment of inertia at the bottom of the tooth groove results in poor deformation resistance, only meeting the needs of small load conditions, leading to insufficient line capacity and poor economy. Second, the drive rail is fixed to the sleeper by rigid grooved clamps, which is completely different from the elastic clamping parts of railway standards, making them incompatible and increasing the difficulty of line construction and maintenance. Third, the rigid connection between the drive rail and the sleeper results in significant impact during the meshing of the teeth with the drive gear at the bottom of the train. The rigid connection cannot buffer this impact through deformation, further aggravating the stress and deformation of the drive rail. This makes it difficult for the drive rail to withstand the load pressure under large gradient conditions, seriously affecting the service life of the drive rail system and the stability and operational safety of the train's meshing transmission, making it unsuitable for the use of steep mountain railways.

[0027] To address the problems of insufficient deformation resistance, non-universal fixing structures, and large impact from rigid connections in existing rectangular cross-section drive tracks, this application proposes a drive track suitable for mountain railways. By optimizing the traditional rectangular drive track with a variable cross-section, the track base is designed as an inverted T-shaped cross-section. While maintaining a relatively constant cross-sectional area, this increases the moment of inertia of the drive track, significantly enhancing its deformation resistance and meeting the operational needs of high-gradient, high-capacity mountain trains, thereby improving the economic efficiency of the line operation. Simultaneously, by setting circular... The arc transition structure effectively disperses stress in various connection areas, improving the structural safety of the variable cross-section drive track under load conditions. Furthermore, the drive track of this application can be directly fixed to the sleepers using universal elastic clamping components, eliminating the need for dedicated rigid clamps, significantly reducing material and construction costs, and making installation and replacement more efficient and convenient. The elastic connection method using universal elastic clamping components effectively buffers the impact load generated during the meshing and disengagement of the gears and train drive gears, reducing the stress deformation of the drive track, extending its service life, improving train transmission stability and operational safety, and better adapting to the needs of large-scale, efficient construction of mountain railways and the use of steep gradient lines in China.

[0028] The variable cross-section drive track of this application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0029] This application provides a drive track suitable for mountain railways, see [link to relevant documentation]. Figure 3 and Figure 4 It includes: rail head 1 and rail base 2.

[0030] The rail head 1 is a component in the drive rail that meshes with the train drive gear for transmission. The rail head 1 has a first surface 100. The first surface 100 is a plane on the rail head 1 with a toothed structure. On the first surface 100 of the rail head 1, a plurality of tooth crowns 11 and tooth grooves 12 are provided along the extending direction of the rail head 1. The tooth crowns 11 and tooth grooves 12 are arranged alternately in sequence. The tooth crowns 11 and tooth grooves 12 together form a continuous concave-convex profile on the first surface 100 of the rail head 1. The continuous concave-convex profile formed by the tooth crowns 11 and tooth grooves 12 is used for meshing with the drive gear at the bottom of the train for transmission.

[0031] The rail base 2 is a component in the drive rail used to support the rail head 1 and connect the sleepers. The rail base 2 includes a first part 21 and a second part 22.

[0032] The first part 21 is the vertical connection part of the rail base 2. One end of the first part 21 is connected to the side of the rail head 1 away from the first surface 100. The first part 21 extends in a direction perpendicular to the first surface 100. The first part 21 is used to connect the rail head 1 and the second part 22. The first part 21 transmits the external force transmitted by the rail head 1 to the second part 22.

[0033] The second part 22 is the lateral support part of the rail base 2. The second part 22 is connected to the end of the first part 21 away from the rail head 1. The second part 22 extends from the first part 21 to both sides in a direction parallel to the first surface 100. The side of the second part 22 near the first part 21 is used to contact the universal elastic fastener. The second part 22 receives the external force transmitted by the first part 21 and disperses the external force to the surface of the sleeper.

[0034] The universal elastic clamp is a standard component used in railway systems to fix track components to sleepers. In this drive rail, the universal elastic clamp is used to press the drive rail onto the sleeper. The universal elastic clamp is pressed against the side of the second part 22 near the first part 21. Through the clamping force of the universal elastic clamp, the drive rail is connected to the sleeper.

[0035] As can be seen from the above technical solution, the drive rail for mountain railways provided in this embodiment, through the cooperation of rail head 1, rail base 2, universal elastic clamping component, and sleeper, realizes the meshing transmission between the drive gear at the bottom of the train and the tooth crown 11 and tooth groove 12. The rail head 1 transmits and disperses external forces through the first part 21 and the second part 22, and the second part 22 extends to both sides to expand the range of external force dispersion. The universal elastic clamping component connects the drive rail and the sleeper, replacing the traditional rigid clamping component and reducing the direct transmission of impact generated during meshing transmission to the sleeper. The tooth crown 11 and tooth groove 12 cooperate with the drive gear at the bottom of the train to complete continuous transmission, providing the force required for the train to move. The drive rail for mountain railways provided in this embodiment improves the problem of insufficient deformation resistance of traditional rectangular cross-section drive rails, enhances the basic performance of the overall load-bearing and load dispersion of the drive rail, can withstand the load under the large gradient conditions of mountain railways, adapts to the laying and operation requirements of mountain railways, extends the service life of the drive rail, ensures continuous transmission, improves the line capacity, and meets the construction and operation requirements of mountain railways.

[0036] In some embodiments, see Figure 5 The cross-sectional shape of track base 2 is an inverted T-shape.

[0037] Specifically, the cross-sectional profile of the rail base 2 is formed by combining the cross-sectional portion of the first part 21 and the cross-sectional portion of the second part 22. The extension direction of the cross-sectional portion of the first part 21 is perpendicular to the first surface 100 of the rail head 1, which constitutes the vertical segment in the inverted T-shaped cross-section. The cross-sectional portion of the second part 22 is connected to the end of the cross-sectional portion of the first part 21 away from the first surface 100 of the rail head 1, and the cross-sectional portion of the second part 22 extends to both sides of the cross-sectional portion of the first part 21, which constitutes the laterally extended segment in the inverted T-shaped cross-section. This connection position and extension direction relationship between the cross-sectional portions of the first part 21 and the second part 22, that is, one segment extends vertically and the other segment extends laterally at the end of the vertically extended segment, together forming the inverted T-shaped profile.

[0038] The inverted T-shaped cross-section of the track base 2 provided in this embodiment, compared with the rectangular cross-section of the traditional drive track 3, can increase the moment of inertia of the drive track in the direction perpendicular to the first surface 100, enhance the drive track's ability to resist bending deformation, and at the same time, the laterally expanded second part 22 can further expand the range of external force dispersion, avoid vertical bending damage to the drive track due to the load of the mountain slope, consolidate the deformation-resistant foundation of the overall structure of the drive track, and adapt to the operating conditions of mountain railways with large slopes and high loads.

[0039] In some embodiments, see Figure 5 The cross-sectional shape of rail head 1 is rectangular.

[0040] Specifically, the cross-sectional profile of the rail head 1 is rectangular to ensure the meshing fit with the train drive gear. At the same time, the rectangular cross-section can provide stable structural support for the rail head 1, which facilitates the connection and fixation of the rail head 1 with the first part 21, reduces dimensional deviations during processing, lowers the production cost of the drive rail, and balances the transmission reliability and processing economy of the rail head 1.

[0041] In some embodiments, see Figure 3 and Figure 5 The rail head 1 has a first wedge-shaped platform 13 and a second wedge-shaped platform 14 arranged symmetrically with respect to the first part 21 on the side away from the first surface 100, and the angle between the inclined surfaces of the first wedge-shaped platform 13 and the second wedge-shaped platform 14 and the first surface 100 is 10° to 15°.

[0042] Specifically, a first wedge-shaped platform 13 and a second wedge-shaped platform 14 are provided on the side of the rail head 1 away from the first surface 100. The first wedge-shaped platform 13 and the second wedge-shaped platform 14 have the same structure, are located on both sides of the first part 21 and are adjacent to the first part 21, and are symmetrically arranged about the first part 21. The relative positions of the two with respect to the first part 21 are symmetrical, and their size and slope angle are completely consistent, ensuring that the force on the side of the rail head 1 away from the first surface 100 is balanced.

[0043] The angle between the inclined surfaces of the first wedge platform 13 and the second wedge platform 14 and the first surface 100 of the rail head 1 is both 10° to 15°. This angle is adapted to the connection requirements between the rail head 1 and the first part 21, which can effectively enhance the connection strength between the two and avoid stress concentration caused by improper angle, thus preventing damage to the connection part between the rail head 1 and the first part 21. The extension direction of the first wedge platform 13 and the second wedge platform 14 is consistent with the extension direction of the rail head 1. Both are used to connect the rail head 1 and the first part 21, enhancing the connection strength between the rail head 1 and the first part 21.

[0044] This embodiment enhances the connection strength between the rail head 1 and the first part 21 by using the first wedge platform 13 and the second wedge platform 14, so that the external force is transmitted evenly, stress concentration is avoided, connection stability is ensured, the overall structural stability of the drive track is improved, and the drive track is assisted in bearing the load under the large gradient conditions of mountain railways, thus adapting to the laying and operation requirements of mountain railways.

[0045] In some embodiments, see Figure 3 Both the first wedge platform 13 and the second wedge platform 14 are connected along the extension direction of the rail head 1.

[0046] Specifically, the first wedge-shaped platform 13 and the second wedge-shaped platform 14 are both arranged through the rail head 1 along its extension direction, extending from one end of the rail head 1 to the other end, traversing the entire length of the rail head 1, and their extension direction is consistent with the extension direction of the rail head 1. This through arrangement can increase the contact area between the first wedge-shaped platform 13, the second wedge-shaped platform 14 and the first part 21, so that the external force is evenly distributed along the entire length of the rail head 1, further enhancing the connection stability.

[0047] In some embodiments, see Figure 3 The first wedge platform 13 and the second wedge platform 14 are both connected to the first part 21, and the connection positions of the first wedge platform 13 and the second wedge platform 14 with the first part 21 are provided with an arc transition along the entire first part 21.

[0048] Specifically, both the first wedge-shaped platform 13 and the second wedge-shaped platform 14 are connected to the first part 21, and are respectively connected to the two sides of the first part 21 to ensure a firm connection. The connection positions of the first wedge-shaped platform 13 and the first part 21, and the connection positions of the second wedge-shaped platform 14 and the first part 21, are all provided with arc transitions along the entire extension length of the first part 21. The arc transitions cover the entire area where the first part 21 connects with the first wedge-shaped platform 13 and the second part 22, connecting the connection surfaces of the first wedge-shaped platform 13 and the second wedge-shaped platform 14 with the first part 21, without any sharp edges or protrusions, achieving a smooth transition at the entire connection position.

[0049] In this embodiment, both the first wedge platform 13 and the second wedge platform 14 are connected to the first part 21. With the rounded transition along the entire first part 21, the sharp corners at the connection points can be eliminated, avoiding stress concentration at the connection points that could lead to cracks or fractures. This strengthens the connection reliability between the first wedge platform 13, the second wedge platform 14 and the first part 21, thereby improving the overall structural stability of the drive track and assisting the drive track in bearing the load under the steep gradient conditions of mountain railways, thus adapting to the laying and operation requirements of mountain railways.

[0050] In some embodiments, see Figure 3 and Figure 5 The second part 22 is provided with a third wedge-shaped platform 221 and a fourth wedge-shaped platform 222 symmetrically arranged with respect to the first part 21 on the side close to the first part 21. The angle between the inclined surface of the third wedge-shaped platform 221 and the fourth wedge-shaped platform 222 and the first surface 100 is 10° to 15°. The third wedge-shaped platform 221 and the fourth wedge-shaped platform 222 cooperate with the universal elastic clamping member to press and fix the drive rail and connect it to the sleeper.

[0051] Specifically, a third wedge-shaped platform 221 and a fourth wedge-shaped platform 222 are provided on the side of the second part 22 closest to the first part 21. The third wedge-shaped platform 221 and the fourth wedge-shaped platform 222 have identical structures, located on both sides of the first part 21 and adjacent to it, arranged symmetrically about the first part 21. Their relative positions to the first part 21 are symmetrical, and their sizes and slope angles are completely identical, ensuring balanced force on the side of the second part 22 closest to the first part 21. Both the third wedge-shaped platform 221 and the fourth wedge-shaped platform 222 have slopes, and the angle between their slopes and the first surface 100 of the rail head 1 is 10° to 15°. This angle is adapted to the fitting requirements of the third wedge-shaped platform 221 and the fourth wedge-shaped platform 222 with the universal elastic clamping component, facilitating the fitting of the universal elastic clamping component with the slopes of both. The extension directions of the third wedge platform 221 and the fourth wedge platform 222 are consistent with the extension direction of the rail head 1. Both are used to cooperate with the universal elastic clamping component. Through the clamping force of the universal elastic clamping component, the drive rail is clamped and fixed and connected to the sleeper, ensuring that the drive rail and the sleeper are firmly connected.

[0052] This embodiment addresses two core issues of traditional drive rails 3 through the cooperation of the third wedge platform 221 and the fourth wedge platform 222 with universal elastic clamping components: First, it replaces traditional rigid groove clamping components with universal elastic clamping components that are compatible with railway system standards, eliminating the need for additional special clamping parts and significantly reducing the difficulty of line construction and maintenance; Second, it achieves an elastic connection between the drive rail and the sleeper through universal elastic clamping components, which can buffer the impact generated when the rail head 1 meshes with the train drive gear through elastic deformation, avoiding the problem that rigid connections cannot buffer impacts and thus exacerbate the stress deformation of the drive rail, thereby ensuring the service life of the drive rail, improving the stability and operational safety of train meshing transmission, ensuring that the drive rail can withstand the load pressure under high gradient conditions, and adapting to the usage requirements of high-gradient mountain railways.

[0053] In some embodiments, see Figure 3 The third wedge platform 221 and the fourth wedge platform 222 are both connected to the first part 21, and the connection positions of the third wedge platform 221 and the fourth wedge platform 222 with the first part 21 are provided with an arc transition along the entire first part 21.

[0054] Specifically, both the third wedge-shaped platform 221 and the fourth wedge-shaped platform 222 are connected to the first part 21, respectively, and are connected to the two sides of the first part 21 to ensure a firm connection. The connection positions of the third wedge-shaped platform 221 and the first part 21, and the connection positions of the fourth wedge-shaped platform 222 and the first part 21, are all provided with arc transitions along the entire extension length of the first part 21. The arc transitions cover the entire area where the first part 21 connects with the third wedge-shaped platform 221 and the fourth wedge-shaped platform 222, connecting the connection surfaces of the third wedge-shaped platform 221 and the fourth wedge-shaped platform 222 with the first part 21, without any sharp edges or protrusions, achieving a smooth transition at the entire connection position.

[0055] In this embodiment, both the third wedge platform 221 and the fourth wedge platform 222 are connected to the first part 21. With the rounded transition along the entire first part 21, the sharp corners at the connection points can be effectively eliminated, avoiding stress concentration at the connection points that could lead to cracks or fractures. This strengthens the connection reliability between the third wedge platform 221, the fourth wedge platform 222 and the first part 21, while not affecting the fit between the two and the universal elastic clamping parts. This ensures the stable connection between the drive rail and the sleeper, thereby improving the overall structural stability of the drive rail and assisting the drive rail in bearing the load under the steep gradient conditions of mountain railways, thus adapting to the laying and operation requirements of mountain railways.

[0056] In some embodiments, see Figure 3 The third wedge platform 221 and the fourth wedge platform 222 are both connected along the extension direction of the rail head 1.

[0057] Specifically, the third wedge platform 221 and the fourth wedge platform 222 are both arranged through the rail head 1 along its extension direction, extending from one end of the rail head 1 to the other end, traversing the entire length of the rail head 1, and their extension direction is consistent with the extension direction of the rail head 1. This through arrangement can increase the contact area between the third wedge platform 221, the fourth wedge platform 222 and the first part 21, so that the external force is evenly distributed along the entire length of the rail head 1, further enhancing the connection stability.

[0058] In some embodiments, the drive rail is located at the center of the railway line, and the distance between the drive rail and the rails on both sides of the railway line is equal. The drive rail is suitable for mountain railways with gradients ranging from 70‰ to 300‰. When the gradient of the mountain railway is different, the specific structural dimensions of the drive rail are adjusted accordingly to adapt to the stress requirements. Specific examples are as follows: When the gradient of the mountain railway is 70‰, the total height of the drive track is 200 mm and the total width is 120 mm. Specifically, the second part 22 has a height of 10 mm and a width of 120 mm, and the first part 21 has a height of 80 mm and a width of 15 mm. The angle between the third wedge platform 221 and the fourth wedge platform 222 and the first surface 100 is 10 degrees, and the height of both the third wedge platform 221 and the fourth wedge platform 222 is 14 mm. The connection between the third wedge platform 221, the fourth wedge platform 222 and the first part 21 uses a 10 mm radius arc transition. The rail head... The height is 80 mm and the width is 60 mm; the angle between the first wedge platform 13 and the second wedge platform 14 and the first surface 100 is 10 degrees, and the height of both the first wedge platform 13 and the second wedge platform 14 is 5 mm. The connection between the first wedge platform 13, the second wedge platform 14 and the first part 21 adopts a circular arc transition with a radius of 10 mm; the tooth groove 12 has a depth of 50 mm, a tooth pitch of 90 mm, a tooth crown 11 thickness of 40 mm, and an angle of 80 degrees between the tooth surface of the tooth crown 11 and the first surface 100 of the rail head 1. The moment of inertia at the bottom of the tooth groove 12 is Ix = 1900 cm. 4 Iy=330cm 4 .

[0059] When the gradient of the mountain railway is 250‰, the total height of the drive track is 210 mm and the total width is 130 mm. Specifically, the second part 22 has a height of 11 mm and a width of 130 mm, while the first part 21 has a height of 87 mm and a width of 16 mm. The angle between the third wedge platform 221 and the fourth wedge platform 222 and the first surface 100 is 14 degrees, and the height of both the third and fourth wedge platforms 221 and 222 is 14.5 mm. The connection between the third and fourth wedge platforms 221 and the first part 21 uses a 20 mm radius arc transition. The rail head... The height is 95 mm and the width is 60 mm; the angle between the first wedge platform 13 and the second wedge platform 14 and the first surface 100 is 14 degrees, and the height of both the first wedge platform 13 and the second wedge platform 14 is 7 mm. The connection between the first wedge platform 13, the second wedge platform 14 and the first part 21 adopts a circular arc transition with a radius of 12 mm; the tooth groove 12 has a depth of 56 mm, a tooth pitch of 100 mm, a tooth crown 11 thickness of 46.5 mm, and an angle of 70 degrees between the tooth surface of the tooth crown 11 and the first surface 100 of the rail head 1. The moment of inertia at the bottom of the tooth groove 12 is Ix = 2100 cm. 4 Iy=350cm 4 .

[0060] When the gradient of the mountain railway is 300‰, the total height of the drive track is 250 mm and the total width is 150 mm. Specifically, the second part 22 has a height of 15 mm and a width of 150 mm, and the first part 21 has a height of 120 mm and a width of 20 mm. The angle between the third wedge platform 221 and the fourth wedge platform 222 and the first surface 100 is 15 degrees, and the height of both the third wedge platform 221 and the fourth wedge platform 222 is 20 mm. The connection between the third wedge platform 221, the fourth wedge platform 222 and the first part 21 uses a 30 mm radius arc transition. Rail head 1 The height is 100 mm and the width is 70 mm; the angle between the first wedge platform 13 and the second wedge platform 14 and the first surface 100 is 15 degrees, and the height of both the first wedge platform 13 and the second wedge platform 14 is 10 mm. The connection between the first wedge platform 13, the second wedge platform 14 and the first part 21 adopts a circular arc transition with a radius of 30 mm; the tooth groove 12 has a depth of 60 mm, a tooth pitch of 110 mm, a tooth crown 11 thickness of 50 mm, and an angle between the tooth surface of the tooth crown 11 and the first surface 100 of the rail head 1 is 70 degrees. The moment of inertia at the bottom of the tooth groove 12 is Ix = 2500 cm. 4 Iy=400cm 4 .

[0061] Similar parts between the embodiments provided in this application can be referred to mutually. The specific implementation methods provided above are only a few examples under the overall concept of this application and do not constitute a limitation on the scope of protection of this application. For those skilled in the art, any other implementation methods extended from the solution of this application without creative effort shall fall within the scope of protection of this application.

Claims

1. A drive track suitable for mountain railways, characterized in that, include: Rail head (1), the rail head (1) having a first surface (100); The first surface (100) of the rail head (1) is provided with a plurality of tooth crowns (11) and tooth grooves (12) along the extension direction of the rail head (1), and the tooth crowns (11) and tooth grooves (12) are arranged alternately in sequence; And, rail base (2), the rail base (2) includes: a first part (21), one end of the first part (21) is connected to the side of the rail head (1) away from the first surface (100), and the first part (21) extends in a direction perpendicular to the first surface (100); And, a second part (22), which is connected to the end of the first part (21) away from the rail head (1), and the second part (22) extends to both sides from the first part (21) in a direction parallel to the first surface (100); The crown (11) and the groove (12) are used to mesh with the drive gear at the bottom of the train for transmission. The drive rail is pressed against the side of the second part (22) near the first part (21) by a universal elastic clamp and is connected to the sleeper.

2. The drive track for mountain railways according to claim 1, characterized in that, The cross-sectional shape of the rail base (2) is an inverted T-shape.

3. The drive track for mountain railways according to claim 1, characterized in that, The cross-sectional shape of the rail head (1) is rectangular.

4. The drive track suitable for mountain railways according to claim 1, characterized in that, The rail head (1) is provided with a first wedge-shaped platform (13) and a second wedge-shaped platform (14) symmetrically arranged with respect to the first part (21) on the side away from the first surface (100), and the angle between the inclined surfaces of the first wedge-shaped platform (13) and the second wedge-shaped platform (14) and the first surface (100) is 10° to 15°.

5. The drive track for mountain railways according to claim 4, characterized in that, The first wedge platform (13) and the second wedge platform (14) are both arranged to extend through the rail head (1).

6. The drive track for mountain railways according to claim 5, characterized in that, The first wedge platform (13) and the second wedge platform (14) are both connected to the first part (21), and the connection positions of the first wedge platform (13), the second wedge platform (14) and the first part (21) adopt a rounded transition.

7. The drive track for mountain railways according to claim 1, characterized in that, The second part (22) is provided with a third wedge-shaped platform (221) and a fourth wedge-shaped platform (222) symmetrically arranged with respect to the first part (21) on the side close to the first part (21). The angle between the inclined surface of the third wedge-shaped platform (221) and the fourth wedge-shaped platform (222) and the first surface (100) is 10° to 15°. The third wedge-shaped platform (221) and the fourth wedge-shaped platform (222) cooperate with the universal elastic fastener to press and fix the drive rail and connect it to the sleeper.

8. The drive track for mountain railways according to claim 7, characterized in that, The third wedge platform (221) and the fourth wedge platform (222) are both connected to the first part (21), and the connection positions of the third wedge platform (221) and the fourth wedge platform (222) with the first part (21) adopt a rounded transition.

9. The drive track for mountain railways according to claim 8, characterized in that, The third wedge platform (221) and the fourth wedge platform (222) are both arranged to extend through the rail head (1).

10. The drive track for mountain railways according to claim 1, characterized in that, The drive track is located at the center of the railway line, and the distance between the drive track and the rails on both sides of the railway line is equal. The drive track is suitable for mountain railways with a gradient of 70‰ to 300‰.

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