Railway steel rail with reinforced wear-resistant structure

Abstract

The utility model discloses a railway steel rail with a reinforced wear-resistant structure, which comprises a rail head, the rail head comprises a rail tread, a gauge angle and a rail inner side surface, and a plurality of continuous reinforced belts which are distributed at intervals and extend along the length direction of the steel rail are arranged on the rail head; a continuous blank-leaving belt is arranged between every two adjacent continuous strengthening belts. The continuous reinforcing belt arrangement area extends to the rail inner side face from the rail tread through the rail gauge angle; each continuous strengthening belt is inwards fused into the steel rail base material to form a strengthening combination part, and outwards protrudes out of the basic surface of the rail head to form a strengthening contact part; the reinforced contact part is provided with a first arc-shaped surface protruding out of the basic surface of the rail head; the interface of the reinforced joint part and the steel rail base material is a second arc-shaped surface; the continuous blank-leaving belts are arranged between the continuous strengthening belts to form a micro-guiding structure, so that the vibration of wheel-rail contact can be reduced, and the noise can be reduced; stress can be dispersed more uniformly, and damage caused by stress concentration is reduced.

Description

Technical Field

[0001] The utility model relates to a railway rail, in particular to a railway rail with a reinforced wear-resistant structure, which can improve the wear resistance of the railway rail and extend its service life. Background Art

[0002] The existing methods to improve the wear resistance of rails include: research and development led by the state and conducted by major steelmaking enterprises, optimizing the overall chemical elements of the rails to form high-strength rails. Even the slightest improvement in overall performance requires huge human, material and financial investment.

[0003] Patent documents CN212316570U and CN110592367A disclose a method for strengthening the surface of a rail based on laminar plasma, thereby forming a discretely distributed ultra-fine and uniform hardened structure on the surface of the rail. The hardened structure is an array of point-shaped reinforcement bands, which does not change the internal structure and performance of the matrix. Patent document CN110628990A discloses a laminar plasma technology for preparing a reinforcement area composed of an array of short strip reinforcement bands on the surface of a rail. Patent document CN110158084A discloses a laser repair process for strengthening the surface of railway tracks, which uses laser cladding to form a sheet-like surface strengthening layer. Patent document CN219862129U discloses an array-distributed reinforcement unit. The reinforcement unit includes a reinforcement rib and a reinforcement protrusion. There are two reinforcement protrusions, which are respectively arranged on both sides of the two ends of the reinforcement rib to form a "∫"-shaped reinforcement unit.

[0004] However, these structures cannot meet the wear resistance requirements of rails and have at least the following shortcomings: First, the reinforcement layer is weak and prone to falling off. Second, the dot array structure has poor continuity, making processing inconvenient and the reinforcement effect poor, and stress concentration is prone to occur around the dot structure. Third, it is impossible to enhance the performance of long-distance rails that have already been laid and are in use. Fourth, the discontinuous light spots in the dot array form will cause micro-undulations on the rail surface, causing wheel-rail vibration and becoming a noise source. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a railway rail with an enhanced wear-resistant structure, which can facilitate continuous line operation of newly-produced rails and rails already laid and used online, and helps to disperse stress more evenly, reduce damage caused by stress concentration, and improve the effect of enhanced wear resistance.

[0006] The technical solution adopted by the present invention to solve the above technical problems is as follows: a railway rail with a reinforced wear-resistant structure, comprising a rail head, the rail head comprising a rail tread, a gauge angle, and a rail inner side surface; the rail head is provided with a plurality of continuous reinforcement bands extending along the length direction of the rail at intervals; a continuous blank band is provided between adjacent continuous reinforcement bands; the continuous reinforcement band arrangement area extends from the rail tread through the gauge angle to the rail inner side surface;

[0007] The width L1 of the continuous reinforcement band is not greater than 3 mm, and the width L2 of the continuous blank band satisfies the constraint condition: L1<L2<2L1;

[0008] Each continuous reinforcement strip is integrated into the rail base material to form a reinforcement joint portion, and protrudes outward from the base surface of the rail head to form a reinforcement contact portion;

[0009] The reinforced contact portion has a first arc-shaped surface protruding from the base surface of the rail head; the arc height H1 of the first arc-shaped surface is 0.001-0.05 mm; the interface between the reinforced joint portion and the rail base material is a second arc-shaped surface, and the arc height H2 of the second arc-shaped surface is 0.4-0.8 mm.

[0010] The preferred technical solution adopted by the present invention to solve the above technical problems is: the width L1 of the continuous reinforcement strip and the arc height H1 of the continuous reinforcement strip protruding from the base surface satisfy a constraint relationship: L1≥60H1.

[0011] The preferred technical solution adopted by the present invention to solve the above technical problems is: the first span D1 of the continuous reinforcement belt setting area on the rail tread and the second span D2 of the rail tread meet the constraint conditions: 0.75* D2＜ D1＜2 *D2.

[0012] The preferred technical solution adopted by the present invention to solve the above technical problems is that the width of the continuous blank strip located at the rail tread is greater than the width of the continuous blank strip located at the gauge angle.

[0013] Another technical solution adopted by the present invention to solve the above technical problems is: a railway rail with a reinforced wear-resistant structure, comprising a rail head, the rail head comprising a rail tread, a gauge angle, and a rail inner side surface; the rail head is provided with a plurality of continuous reinforcing strips extending along the length direction of the rail at intervals; a continuous blank strip is provided between adjacent continuous reinforcing strips; the continuous reinforcing strip is provided with an area extending from the rail tread through the gauge angle to the rail inner side surface;

[0014] Each continuous reinforcement strip is integrated into the rail base material to form a reinforcement joint portion, and protrudes outward from the base surface of the rail head to form a reinforcement contact portion;

[0015] The reinforced contact portion has a first arc-shaped surface protruding from the base surface of the rail head; and the interface between the reinforced joint portion and the rail base material is a second arc-shaped surface.

[0016] Another preferred technical solution adopted by the present invention to solve the above technical problem is: the width L1 of the continuous reinforcement band is not greater than 3 mm, and the width L2 of the continuous blank band satisfies the constraint condition: L1<L2<2L1.

[0017] Another technical solution adopted by the present invention to solve the above technical problem is preferably: the arc height H1 of the first arc surface is 0.001-0.05 mm, and the width L1 of the continuous reinforcement band and the arc height H1 of the continuous reinforcement band protruding from the base surface satisfy the constraint relationship: L1≥60H1.

[0018] Another preferred technical solution adopted by the present invention to solve the above technical problem is: the arc height H2 of the second arc surface is 0.4-0.8 mm, and the arc height H2 of the second arc surface and the arc height H1 of the first arc surface meet the constraint condition: 10H1<H2<500H1.

[0019] Another technical solution adopted by the present invention to solve the above technical problems is: a railway rail with a reinforced wear-resistant structure, comprising a rail head, the rail head comprising a rail tread, a gauge angle and an inner rail surface, the rail head being provided with a plurality of continuous reinforcement strips extending along the length of the rail at intervals; a continuous blank strip is provided between adjacent continuous reinforcement strips;

[0020] Each continuous reinforcement strip has a first arcuate surface protruding from the base surface of the rail head. The width L1 of the continuous reinforcement strip is not greater than 3 mm. The width L2 of the continuous blank strip satisfies the constraint condition: L1<L2<2L1.

[0021] Another preferred technical solution adopted by the present invention to solve the above technical problems is: each continuous reinforcement strip is integrated inwardly into the rail substrate to form a reinforcement joint, and the interface between the reinforcement joint and the rail substrate is a second arc-shaped surface, the arc height H2 of the second arc-shaped surface is 0.4-0.8 mm, and the arc height H1 of the first arc-shaped surface is 0.001-0.05 mm.

[0022] Another preferred technical solution adopted by the present invention to solve the above technical problems is: the setting area of ​​the continuous reinforcement belt extends from the rail tread through the gauge angle to the inner side of the rail; the width of the continuous blank belt located at the rail tread is greater than the width of the continuous blank belt located at the gauge angle.

[0023] Another preferred technical solution adopted by the present invention to solve the above technical problems is that the first span D1 of the continuous reinforcement belt setting area on the rail tread and the second span D2 of the rail tread meet the constraint condition: 0.75* D2<D1<2 *D2.

[0024] Compared with the prior art, the advantages of the present invention are:

[0025] First, the continuous reinforcement strips are evenly distributed along the length of the rail, providing more continuous and uniform wear resistance. This improves wheel-rail contact and reduces contact stress, thereby reducing rolling contact fatigue damage and extending rail service life. A continuous blank space is provided between the continuous reinforcement strips to form a micro-guide structure, which can reduce vibration and noise in the wheel-rail contact. Compared with reinforcement blocks distributed in a point array, the continuous reinforcement strip design helps to more evenly distribute stress and reduce damage caused by stress concentration.

[0026] Second, each continuous reinforcement strip blends inward into the rail base, forming a reinforced bond. The interface between the reinforced bond and the rail base forms a second curved surface. This reinforced bond ensures a tight bond between the continuous reinforcement strip and the rail base, preventing peeling of the reinforcement layer. Furthermore, the composite inlay structure further enhances the wear resistance of the structure. Even after the surface reinforcement contact wears, the reinforced bond still provides structural reinforcement for the rail, giving the rail excellent fatigue resistance and effective resistance to wheel-rail impact. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The present invention will be described in further detail below with reference to the accompanying drawings and preferred embodiments. However, those skilled in the art will appreciate that these drawings are drawn only for the purpose of explaining the preferred embodiments and should not be construed as limiting the scope of the present invention. Furthermore, unless otherwise specified, the drawings are merely schematic representations of the composition or structure of the depicted objects and may contain exaggerated representations. Furthermore, the drawings are not necessarily drawn to scale.

[0028] Figure 1 Schematic diagram of a railway rail with a reinforced wear-resistant structure Figure 1 ;

[0029] Figure 2 Schematic diagram of a railway rail with a reinforced wear-resistant structure Figure 2 ;

[0030] Figure 3 Schematic diagram of the surface structure of a railway rail with an enhanced wear-resistant structure;

[0031] Figure 4 Schematic diagram of a continuous reinforcement belt structure of a railway rail with a reinforced wear-resistant structure;

[0032] Figure 5 This is a metallographic morphology diagram of a railway rail with an enhanced wear-resistant structure;

[0033] Figure 6 Schematic diagram of a railway rail with a reinforced wear-resistant structure Figure 3 .

[0034] Reference numerals:

[0035] Rail head A; rail tread a, gauge angle b; rail inner surface c; continuous reinforcement strip 1; continuous blank strip 2; reinforcement contact portion 11; first curved surface e; width L1 of the continuous reinforcement strip; width L2 of the continuous blank strip; first span D1; second span D2; reinforcement joint 12; second curved surface f; first curved surface e; arc height H1 of the first arc; arc height H2 of the second curved surface. DETAILED DESCRIPTION

[0036] The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Those skilled in the art will appreciate that these descriptions are merely illustrative and exemplary and should not be construed as limiting the scope of protection of the present invention.

[0037] In the description of the present invention, it should be noted that the terms "upper", "lower", "front", "back", "left", "right", "inside", "outside", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings, or are the directions or positional relationships in which the product of the present invention is usually placed when in use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they should not be understood as limitations on the present invention.

[0038] like Figure 1 As shown, this embodiment provides a railway rail with a reinforced wear-resistant structure, including a rail head A. The rail head A includes a rail tread a, a gauge angle b, and an inner rail surface c. The rail head A is provided with multiple continuous reinforcing strips 1 spaced apart and extending along the length of the rail. Continuous blank strips 2 are provided between adjacent continuous reinforcing strips 1.

[0039] like Figure 2-5 As shown, each continuous reinforcing strip 1 protrudes outward from the base surface of the rail head A to form a reinforcing contact portion 11 ; the reinforcing contact portion 11 has a first arcuate surface e protruding from the base surface of the rail head A.

[0040] In this embodiment, the continuous reinforcement strip 1 is evenly distributed along the length of the rail, providing more consistent and uniform wear resistance. This improves wheel-rail contact and reduces contact stress, thereby reducing rolling contact fatigue damage and extending the rail's service life. Furthermore, the continuous reinforcement strip 1 increases the rail's flexural rigidity, reduces bending stress, and enhances the rail structure's load-bearing capacity.

[0041] Compared to reinforcement blocks distributed in a dotted array, the design of the continuous reinforcement strip 1 helps to distribute stress more evenly and reduce damage caused by stress concentration. In contrast, dotted reinforcement blocks may cause stress to concentrate in dotted areas, thereby increasing the risk of crack initiation.

[0042] The continuous reinforcement strips 1 can be manufactured using existing technologies such as laser cladding, laser alloying, and laminar plasma. Continuous blank strips 2 are provided between the continuous reinforcement strips 1 to form a micro-guide structure, which can reduce vibration and noise in the wheel-rail contact.

[0043] like Figure 1 、 3 As shown, the width L1 of the continuous reinforcement strip 1 is no greater than 3mm, and the width L2 of the continuous white space strip 2 satisfies the constraint: L1 < L2 < 2L1. This dimensional design ensures coverage of the reinforcement area while forming a micro-guide structure that extends linearly along the length of the track, further enhancing wear resistance, vibration reduction, and noise reduction.

[0044] Urban rail transit curves have two rails with superelevation. The current subway standard for curved sections is to keep the superelevation within 120mm. Therefore, when the vehicle is in motion, the primary contact surface between the high rail and the wheel is the rail moment angle and, to a lesser extent, the tread. When the vehicle is in motion, the primary contact surface between the low rail and the wheel is the rail tread. When the vehicle is in motion, the primary contact surface between the low rail and the wheel is the rail tread. For non-curved sections, the primary contact surface is the rail tread. We select different rail reinforcement band positioning patterns for each section, and can adjust the position and spacing of the reinforcement bands based on the on-site wheel-rail contact light band conditions.

[0045] Further, if Figure 1 、 2 As shown, the continuous reinforcement strip 1 extends from the rail tread a through the gauge angle b to the rail inner side c. This is because during wheel-rail contact, the area extending from the rail tread a through the gauge angle b to the rail inner side c is where the wheel and rail most frequently contact, bearing both forces and being prone to wear. Providing the continuous reinforcement strip 1 in this area significantly improves the wear resistance of the rail and reduces the frequency of rail replacement due to wear.

[0046] Of course, in the application scenarios of low-rail in curved sections or steel rail in non-curved sections, such as Figure 6As shown, the area where the continuous reinforcement strip 1 is provided is only provided on the rail tread a.

[0047] Preferably, the first span D1 of the continuous reinforcement belt 1 setting area on the rail tread a and the second span D2 of the rail tread a meet the constraint condition: 0.75* D2<D1<2 *D2.

[0048] Reasonable setting of the setting area of ​​the continuous reinforcement belt 1 achieves a balance between strength and cost, reducing cost and material waste while maintaining sufficient strength.

[0049] More preferably, if Figure 1 As shown, the width of the continuous blank strip 2 located at the rail tread a is greater than the width of the continuous blank strip 2 located at the gauge angle b.

[0050] Adjusting the width of the blank strip can indirectly influence the stress distribution at wheel-rail contact. A wider blank strip on the rail tread a may help disperse stress and reduce local stress concentrations, which is crucial for minimizing the risk of crack initiation and propagation and maintaining the integrity of the track structure. A denser continuous reinforcement strip 1 at the gauge angle b can improve wear resistance.

[0051] In this embodiment, if Figure 3 、 5 As shown, each continuous reinforcement strip 1 blends inwardly into the rail base material B to form a reinforcement bond 12. The interface between the reinforcement bond 12 and the rail base material B forms a second curved surface f. This reinforcement bond 12 ensures a tight bond between the continuous reinforcement strip 1 and the rail base material, preventing peeling of the reinforcement layer. Furthermore, the composite material structure further enhances the wear resistance of the structure. Even after the surface reinforcement contact portion 11 wears, the reinforcement bond 12 still provides structural reinforcement for the rail, providing excellent fatigue resistance and effectively resisting train wheel-rail impact.

[0052] Furthermore, in this embodiment, the continuous reinforcement band 1 is preferably formed by laser injection technology. First, a nano-ceramic composite material is coated on the surface of the rail, and then a high-energy laser beam is used to form a molten pool on the surface to be processed. The coated material and the rail substrate chemically react in the molten pool, and the molten pool solidifies to form a continuous reinforcement band 1. The elemental composition material combines the high strength and wear resistance of ceramic materials with other properties of alloy materials, such as strength, ductility, and corrosion resistance. The ceramic and metal ensure metallurgical bonding between the material and the matrix in the form of mixed chemical bonds, completely avoiding common problems such as flaking and peeling, and without producing continuous high-carbon martensite.

[0053] Therefore, during processing, the spot width should not exceed 3 mm, and the spacing between the two reinforcement bands should be 0-2 times the spot size. If the spot is too wide, energy loss will occur, requiring a higher-power laser. At the same time, the energy in the center of the spot is higher than that in the surrounding area, which will produce chemical reactions that are not conducive to the performance requirements of the rail reinforcement layer. Furthermore, if it is too wide, a large-area reinforcement band will be formed, which will also create an eggshell effect, resulting in a tender inside and crispy outside, which can easily cause problems. In other words, the 0-2 times the spot spacing is an approximate range, and the spacing is needed to release the stress generated by each reinforcement band and form a stress buffer. If the spacing is too wide, the parts that need to be strengthened will not be strengthened, and the effect will be compromised.

[0054] like Figure 4 、 5 As shown, the reinforced contact portion 11 has a first arc-shaped surface e protruding from the base surface of the rail head A. The width L1 of the continuous reinforcing strip 1 and the arc height H1 of the continuous reinforcing strip 1 protruding from the base surface satisfy the constraint relationship: L1 ≥ 60H1. This allows the continuous reinforcing strip 1 to form a flat, slightly convex structure on the surface, ensuring that it is immediately contacted when the wheel and rail come into contact, while avoiding affecting the normal operation of the rail.

[0055] The arc height H1 of the first curved surface e is 0.001-0.05mm; the arc height H2 of the second curved surface f satisfies the constraint of 10H1 < H2 < 500H1 relative to the arc height H1 of the first curved surface e. Preferably, the arc height H2 of the second curved surface f is 0.4-0.8mm. The low arc height of the first curved surface e essentially maintains the rail's factory dimensions, free of surface defects such as cracks, potholes, and holes. The arc height of the second curved surface f within this range ensures a wear-resistant system without compromising the toughness of the substrate.

[0056] The above describes a railway rail with a reinforced wear-resistant structure provided by the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The above examples are merely intended to facilitate understanding of the present invention and its core concept. It should be noted that those skilled in the art may, without departing from the principles of the present invention, make various improvements and modifications to the present invention, and such improvements and modifications fall within the scope of protection of the claims of the present invention.

Claims

1. A railway rail with a reinforced wear-resistant structure, characterized in that: The rail head comprises a rail tread, a gauge angle and an inner side of the rail, the rail head is provided with a plurality of continuous reinforcement strips extending along the length of the rail at intervals; a continuous blank strip is provided between adjacent continuous reinforcement strips; the continuous reinforcement strip is provided in an area extending from the rail tread through the gauge angle to the inner side of the rail; The width L1 of the continuous reinforcement band is not greater than 3 mm, and the width L2 of the continuous blank band satisfies the constraint condition: L1<L2<2L1; Each continuous reinforcement strip is integrated into the rail base material to form a reinforcement joint portion, and protrudes outward from the base surface of the rail head to form a reinforcement contact portion; The reinforced contact portion has a first arc-shaped surface protruding from the base surface of the rail head; the arc height H1 of the first arc-shaped surface is 0.001-0.05 mm; the interface between the reinforced joint portion and the rail base material is a second arc-shaped surface, and the arc height H2 of the second arc-shaped surface is 0.4-0.8 mm.

2. The railway rail with a reinforced wear-resistant structure according to claim 1, characterized in that: The width L1 of the continuous reinforcement strip and the arc height H1 of the continuous reinforcement strip protruding from the base surface satisfy a constraint relationship: L1≥60H1.

3. The railway rail with a reinforced wear-resistant structure according to claim 1, characterized in that: A first span D1 of a continuous reinforcement strip arrangement region on the rail tread and a second span D2 of the rail tread satisfy a constraint condition.

4. The railway rail with a reinforced wear-resistant structure according to claim 1, characterized in that: The width of the continuous blank strip located at the rail tread is greater than the width of the continuous blank strip located at the gauge corner.

5. A railway rail with a reinforced wear-resistant structure, characterized in that: The rail head comprises a plurality of continuous reinforcement strips extending along the length of the rail at intervals; a continuous blank strip is provided between adjacent continuous reinforcement strips; each continuous reinforcement strip is integrated into the rail base material to form a reinforcement joint portion, and protrudes outward from the base surface of the rail head to form a reinforcement contact portion; The reinforced contact portion has a first arcuate surface protruding from the base surface of the rail head; The interface between the reinforced joint portion and the rail base material is a second arc-shaped surface.

6. The railway rail with a reinforced wear-resistant structure according to claim 5, characterized in that: The rail head comprises a rail tread, a gauge angle and an inner side of the rail, and the continuous reinforcement strip arrangement area extends from the rail tread through the gauge angle to the inner side of the rail; The width L1 of the continuous reinforcement band is not greater than 3 mm, and the width L2 of the continuous blank band satisfies the constraint condition: L1<L2<2L1.

7. The railway rail with a reinforced wear-resistant structure according to claim 5, characterized in that: The arc height H1 of the first arc surface is 0.001-0.05 mm, and the width L1 of the continuous reinforcement strip and the arc height H1 of the continuous reinforcement strip protruding from the base surface satisfy a constraint relationship: L1≥60H1.

8. The railway rail with a reinforced wear-resistant structure according to claim 5, characterized in that: The arc height H2 of the second arc-shaped surface is 0.4-0.8 mm, and the arc height H2 of the second arc-shaped surface and the arc height H1 of the first arc-shaped surface satisfy the constraint condition: 10H1<H2<500H1.

9. A railway rail with a reinforced wear-resistant structure, characterized in that: The rail head comprises a rail tread, a gauge angle and an inner side of the rail, and the rail head is provided with a plurality of continuous reinforcement strips extending along the length of the rail at intervals; a continuous blank strip is provided between adjacent continuous reinforcement strips; The width L1 of the continuous reinforcement band is not greater than 3 mm, and the width L2 of the continuous blank band satisfies the constraint condition: L1<L2<2L1.

10. The railway rail with a reinforced wear-resistant structure according to claim 9, characterized in that: Each continuous reinforcement strip has a first curved surface protruding from the base surface of the rail head. Each continuous reinforcement strip is integrated inwardly into the rail base material to form a reinforcement joint. The interface between the reinforcement joint and the rail base material is a second curved surface. The arc height H2 of the second curved surface is 0.4-0.8 mm, and the arc height H1 of the first curved surface is 0.001-0.05 mm.

11. The railway rail with a reinforced wear-resistant structure according to claim 9, characterized in that: The continuous reinforcement strip setting area extends from the rail tread through the gauge angle to the inner side of the rail; the width of the continuous blank strip located at the rail tread is greater than the width of the continuous blank strip located at the gauge angle.

12. The railway rail with a reinforced wear-resistant structure according to claim 11, characterized in that: The first span D1 of the continuous reinforcement strip setting area on the rail tread and the second span D2 of the rail tread meet the constraint condition: 0.75* D2<D1<2 *D2.

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