Special-shaped rail
By designing special-shaped rails suitable for I-beam and channel rails, the problem of seamless track connection was solved, production costs and time were reduced, and the stability of locomotives and rolling stock was improved.
Patent Information
- Application Number
- CN202520209265.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-02-10
- Publication Date
- 2026-02-24
- Estimated Expiration
- 2035-02-10
AI Technical Summary
Existing irregular-shaped rails cannot be used for seamless track design, and production costs are high and production time is long.
Design a special-shaped rail whose cross-section includes a first rail section that matches an I-beam rail, a fifth rail section that matches a channel rail, and a smooth transition achieved through the second and fourth rail sections, with the third rail section enabling rail changing. The structure is simple and suitable for machining.
This achieves a seamless connection between I-beam rails and channel rails, reducing production costs and time, and improving the stability of locomotives and rolling stock.
Smart Images
Figure CN223936914U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of railway turnout manufacturing technology, and more specifically, to a non-standard rail. Background Technology
[0002] A non-standard rail is a track connection device that connects two types of rails with different cross-sections; for example, I-beam rails and channel rails are connected together by a non-standard rail.
[0003] Currently, non-shaped rails are connected to main rails using clamps (i.e., reinforcing plates). For example, after aligning the end face of the non-shaped rail with the end face of the connecting rail, the clamps are fitted onto both the non-shaped rail and the connecting rail, and bolts are used to fix the clamps to both the non-shaped rail and the connecting rail. This method is relatively simple, but gaps exist between the ends of the connecting rail and the non-shaped rail, making it unsuitable for seamless track designs. Furthermore, most non-shaped rails are currently manufactured using forging, which is not only expensive but also time-consuming when the demand for non-shaped rails is small. Utility Model Content
[0004] The purpose of this utility model is to provide a non-standard rail, which can solve to some extent the technical problems in the prior art that non-standard rails cannot be used for seamless tracks, and that the production cost and production time of non-standard rails with a small demand are high.
[0005] To achieve the above objectives, the present invention provides the following technical solution:
[0006] A non-circular rail has a first direction, a height direction, and a width direction that intersect each other in pairs; the non-circular rail includes a first rail section, a second rail section, a third rail section, a fourth rail section, and a fifth rail section connected sequentially along the first direction; wherein, the cross section of the non-circular rail is perpendicular to the first direction;
[0007] The irregular rail also includes a rail bottom, a rail top surface, and a traveling edge adjacent to the rail top surface; the rail top surface and the traveling edge both penetrate the first rail section, the second rail section, the third rail section, the fourth rail section, and the fifth rail section, and the rail top surface and the traveling edge both extend in a straight line along the first direction;
[0008] The cross-section of the first rail section is configured to have the same shape and height as the I-beam rail to be welded;
[0009] The rail height of the second rail section is the same as that of the first rail section, and the width of the second rail section is the same as the bottom width of the first rail section.
[0010] From the second rail section to the fourth rail section, the bottom of the third rail section is inclined so that the rail height of the third rail section gradually decreases and the width of the third rail section is not equal;
[0011] The fourth rail section has the same rail height as the fifth rail section, and the width of the fourth rail section has the same bottom width as the fifth rail section; the fourth rail section has a rail groove extending along the first direction, and the traveling edge is located at the junction of the rail groove and the top surface of the rail.
[0012] The cross-section of the fifth rail section is configured to have the same shape and height as the channel rail to be welded.
[0013] In any of the above technical solutions, optionally, the rail groove of the fourth rail section includes a variable diameter rail groove and a constant diameter rail groove;
[0014] Along the first direction, the groove size of the variable diameter rail groove gradually increases, while the cross-section of the constant diameter rail groove remains unchanged;
[0015] The small-section end of the variable-diameter rail groove is connected to the constant-diameter rail groove, and the cross-section of the small-section end of the variable-diameter rail groove is the same as the cross-section of the constant-diameter rail groove.
[0016] The equal-diameter rail groove is connected to the rail groove of the fifth rail section, and the cross-section of the equal-diameter rail groove is the same as the cross-section of the rail groove of the fifth rail section.
[0017] Optionally, in any of the above technical solutions, the side of the third rail portion away from the travel side is inclined.
[0018] The side of the third rail section near the carriage side includes a connected third rail plane and a third rail non-plane;
[0019] The third track plane is parallel to the first direction;
[0020] The third non-plane includes a corresponding proximal end and a distal end; the proximal end of the third non-plane is connected to the second rail portion, and the distal end of the third non-plane is connected to the third rail plane; the distance between the proximal end of the third non-plane and the travel side is less than the distance between the distal end of the third non-plane and the travel side.
[0021] The end of the third track plane that is away from the third track non-plane is connected to the fourth track portion.
[0022] Optionally, in any of the above technical solutions, the third track plane is an arc surface or an inclined surface.
[0023] Optionally, in any of the above technical solutions, the width of the bottom of the second rail section is the same as the width of the rail web;
[0024] The width of the bottom and the web of the fourth rail section is the same.
[0025] In any of the above technical solutions, optionally, the side of the second rail portion away from the traveling edge is flat, and the side of the second rail portion close to the traveling edge is also flat.
[0026] The web of the first rail section transitions smoothly with the second rail section.
[0027] Optionally, in any of the above technical solutions, the side of the fourth rail portion away from the travel side is planar, and the side of the fourth rail portion close to the travel side is also planar.
[0028] In any of the above technical solutions, optionally, along the first direction, the lengths of the second rail portion and the fourth rail portion are both greater than the length of the third rail portion.
[0029] Optionally, in any of the above technical solutions, the length of the third rail portion is 150mm-300mm.
[0030] Optionally, in any of the above technical solutions, the lengths of the first rail portion and the fifth rail portion are not less than 50mm;
[0031] The length of the irregular-shaped rail is 900mm-1500mm.
[0032] The main beneficial effects of this utility model are as follows:
[0033] The non-standard rail provided by this utility model includes a first rail section, a second rail section, a third rail section, a fourth rail section, and a fifth rail section. The cross-section of the first rail section is configured to have the same shape and height as the I-beam rail to be welded, so that the end face of the first rail section can be welded to the I-beam rail. The cross-section of the fifth rail section is configured to have the same shape and height as the channel rail to be welded, so that the end face of the fifth rail section can be welded to the channel rail. The second rail section enables a smooth transition from the first rail section to the third rail section, and the fourth rail section enables a smooth transition from the fifth rail section to the third rail section. The second and fourth rail sections also provide good load-bearing functions, effectively supporting the movement of locomotives and rolling stock, and bearing part of the force from the first and fifth rail sections, thereby improving the stability of the locomotives and rolling stock when moving between the first and fifth rail sections. The third rail section enables the switching between the second and fourth rail sections, and then between the first and fifth rail sections, thus realizing the switching between the I-beam rail and the channel rail. In this embodiment, the structure of the first and fifth rail sections of the irregular-shaped rail can be used to weld I-beam rails and channel rails, enabling seamless track welding of I-beam rails, irregular-shaped rails, and channel rails. Its structure is relatively simple, and the structural design can be machined to meet the production of a small number of irregular-shaped rails. Compared with forging, its processing cost is lower and the production time is shorter.
[0034] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description
[0035] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.
[0036] Figure 1 This is a schematic diagram illustrating the application of the irregular-shaped rail provided in an embodiment of the present utility model;
[0037] Figure 2 This is a schematic diagram of the irregular-shaped rail provided in an embodiment of the present utility model;
[0038] Figure 3 for Figure 2 The top view of the irregularly shaped rail shown;
[0039] Figure 4 for Figure 2 The left view of the irregularly shaped rail shown;
[0040] Figure 5 for Figure 2 The cross-sectional view of the irregularly shaped rail at point AA is shown.
[0041] Figure 6 for Figure 2 The cross-sectional view of the irregularly shaped rail at point BB is shown.
[0042] Figure 7 for Figure 2 The cross-sectional view of the irregularly shaped rail at point CC is shown.
[0043] Figure 8 for Figure 2 The cross-sectional view of the irregularly shaped rail at DD is shown below;
[0044] Figure 9 for Figure 2 The cross-sectional view of the irregularly shaped rail at EE is shown.
[0045] Icons: 100 - Irregular rail; 110 - First rail section; 120 - Second rail section; 130 - Third rail section; 131 - Third rail plane; 132 - Third rail non-plane; 140 - Fourth rail section; 141 - Rail groove; 1411 - Variable diameter rail groove; 1412 - Constant diameter rail groove; 150 - Fifth rail section; 160 - Rail top surface; 170 - Traveling edge; 180 - Rail bottom; 200 - I-beam rail; 300 - Channel rail. Detailed Implementation
[0046] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can typically be arranged and designed in various different configurations.
[0047] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.
[0048] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.
[0049] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this utility model is in use. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.
[0050] Furthermore, terms such as "horizontal," "vertical," and "sag" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.
[0051] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.
[0052] The following detailed description, in conjunction with the accompanying drawings, outlines some embodiments of the present invention. Unless otherwise specified, the following embodiments and features can be combined with each other.
[0053] Example
[0054] This embodiment provides a non-standard rail; please refer to... Figures 1-9 , Figure 1 This is an application diagram showing the special-shaped rail being welded together with I-beam rails and channel rails, respectively, according to this embodiment. Figure 2 This is a schematic diagram of the irregular-shaped rail provided in this embodiment. Figure 3 for Figure 2 The top view of the irregularly shaped rail shown; Figure 4 for Figure 2 The left view of the irregularly shaped rail shown. Figures 5-9 They are respectively Figure 2 The diagram shows left-side cross-sectional views of the irregularly shaped track at points AA, BB, CC, DD, and EE; to more clearly show the structure, Figure 2 and Figure 3The first, second, third, fourth, and fifth rail sections are divided using dashed lines.
[0055] The non-standard rail provided in this embodiment can be used to connect I-beam rails and channel rails, for example, to connect I-beam rails of model 54E1 and channel rails of model 54G2.
[0056] See Figures 1-9 As shown, the irregular rail has a first direction, a height direction, and a width direction that intersect each other in pairs; the irregular rail 100 includes a first rail portion 110, a second rail portion 120, a third rail portion 130, a fourth rail portion 140, and a fifth rail portion 150 connected sequentially along the first direction; wherein, the cross section of the irregular rail 100 is perpendicular to the first direction; optionally, the first direction, the height direction, and the width direction are mutually perpendicular.
[0057] The irregular rail 100 also includes a rail base 180, a rail top surface 160, and a traveling edge 170 adjacent to the rail top surface 160; the rail top surface 160 and the traveling edge 170 both penetrate the first rail section 110, the second rail section 120, the third rail section 130, the fourth rail section 140, and the fifth rail section 150, and the rail top surface 160 and the traveling edge 170 both extend in a straight line along a first direction; that is, the rail top surface 160 and the traveling edge 170 are not bent along the first direction; the fact that the rail top surface 160 and the traveling edge 170 both extend in a straight line along the first direction facilitates the movement and passage of locomotives and rolling stock, and also facilitates the machining of the irregular rail 100.
[0058] Optionally, the cross-section of the first rail portion 110 is configured to have the same shape and height as the I-beam rail 200 to be welded, so that the end face of the first rail portion 110 can be welded to the I-beam rail 200; for example, the end face of the first rail portion 110 can be flash welded to the I-beam rail 200.
[0059] Optionally, the rail height of the second rail section 120 is the same as that of the first rail section 110, and the width of the second rail section 120 is the same as the width of the rail base 180 of the first rail section 110.
[0060] Optionally, from the second rail section 120 to the fourth rail section 140, the rail base 180 of the third rail section 130 is inclined so that the rail height of the third rail section 130 gradually decreases, and the width of the third rail section 130 is not equal, that is, the width of the third rail section 130 is not the same in different cross sections; by inclining the rail base 180 of the third rail section 130, the rail height of the third rail section 130 gradually decreases, so as to achieve the connection of rails with different rail heights. Figure 2 As shown in the figure, H indicates the difference between the rail heights at both ends of the third rail section 130, that is, H indicates the difference between the rail height of the second rail section 120 and the fourth rail section 140.
[0061] Optionally, the rail height of the fourth rail section 140 is the same as that of the fifth rail section 150, and the width of the fourth rail section 140 is the same as the width of the rail base 180 of the fifth rail section 150; the fourth rail section 140 has a rail groove 141 extending in a first direction, and the traveling edge 170 is located at the junction of the rail groove 141 and the rail top surface 160.
[0062] Optionally, the cross-section of the fifth rail portion 150 is configured to have the same shape and height as the channel rail 300 to be welded, so as to facilitate welding of the end face of the fifth rail portion 150 to the channel rail 300. For example, the end face of the fifth rail portion 150 is flash welded to the channel rail 300.
[0063] In this embodiment, the irregular-shaped rail includes a first rail section 110, a second rail section 120, a third rail section 130, a fourth rail section 140, and a fifth rail section 150. The cross-section of the first rail section 110 is configured to have the same shape and height as the I-beam rail 200 to be welded, so that the end face of the first rail section 110 can be welded to the I-beam rail 200. The cross-section of the fifth rail section 150 is configured to have the same shape and height as the channel rail 300 to be welded, so that the end face of the fifth rail section 150 can be welded to the channel rail 300. The second rail section 120 is used to achieve a smooth transition from the first rail section 110 to the third rail section 130. The fourth rail section 140 facilitates a smooth transition from the fifth rail section 150 to the third rail section 130. The second rail section 120 and the fourth rail section 140 also provide good load-bearing capacity, effectively supporting the locomotive and rolling stock. They also bear some of the force from the first rail section 110 and the fifth rail section 150, thus improving the stability of the locomotive and rolling stock when traveling on the first rail section 110 and the fifth rail section 150 to a certain extent. The third rail section 130 facilitates the change of track between the second rail section 120 and the fourth rail section 140, thereby facilitating the change of track between the first rail section 110 and the fifth rail section 150, and ultimately enabling the change of track between the I-beam rail 200 and the channel rail 300. In this embodiment, the structure of the first rail section 110 and the fifth rail section 150 of the special-shaped rail can be used to weld the I-beam rail 200 and the channel rail 300, so as to realize the seamless track of the welded I-beam rail 200, the special-shaped rail 100 and the channel rail 300. Its structure is relatively simple and the structural design can be machined to meet the production of a small number of special-shaped rails. Compared with the forging method, its processing cost is lower and the production time is shorter.
[0064] See Figure 2 and Figure 3 As shown, in an optional embodiment, the rail groove 141 of the fourth rail section 140 includes a variable diameter rail groove 1411 and a constant diameter rail groove 1412.
[0065] Along the first direction, the groove size of the variable diameter rail groove 1411 gradually increases, while the cross-section of the constant diameter rail groove 1412 remains unchanged.
[0066] The small-section end of the variable-diameter rail groove 1411 is connected to the constant-diameter rail groove 1412, and the cross-section of the small-section end of the variable-diameter rail groove 1411 is the same as the cross-section of the constant-diameter rail groove 1412; for example Figure 7 and Figure 8 As shown, Figure 7 The groove size of the variable diameter rail groove 1411 shown is larger than Figure 8 The groove dimensions of the variable diameter rail groove 1411 shown.
[0067] The constant-diameter rail groove 1412 is connected to the rail groove 141 of the fifth rail section 150, and the cross-section of the constant-diameter rail groove 1412 is the same as the cross-section of the rail groove 141 of the fifth rail section 150. The variable-diameter rail groove 1411 facilitates the entry of locomotives and rolling stock into the rail groove 141, so that locomotives and rolling stock can transition from the third rail section 130 without rail groove 141 to the fifth rail section 150 with rail groove 141.
[0068] See Figure 2 and Figure 3 As shown, in the optional embodiment, the third rail portion 130 has an inclined surface on the side opposite to the travel side 170.
[0069] Optionally, the side of the third rail section 130 near the travel edge 170 includes a connected third rail plane 131 and a third rail non-plane 132.
[0070] Optionally, the third track plane 131 is parallel to the first direction.
[0071] Optionally, the third track non-plane 132 includes corresponding proximal and distal ends; the proximal end of the third track non-plane 132 is connected to the second track portion 120, and the distal end of the third track non-plane 132 is connected to the third track plane 131; the distance between the proximal end of the third track non-plane 132 and the travel edge 170 is smaller than the distance between the distal end of the third track non-plane 132 and the travel edge 170.
[0072] The end of the third track plane 131 that is away from the third track non-plane 132 is connected to the fourth track section 140.
[0073] The irregular rail described in this embodiment achieves the rail change between the second rail section 120 and the fourth rail section 140 by having the third rail section 130 inclined on the side away from the traveling edge 170 and the third rail non-plane 132, thereby achieving the rail change between the first rail section 110 and the fifth rail section 150, and thus achieving the rail change between the I-beam rail 200 and the channel rail 300.
[0074] In an optional embodiment, the third non-plane 132 is an arc surface, an inclined surface, or other non-plane. Making the third non-plane 132 an arc surface or an inclined surface facilitates a smooth transition of the irregularly shaped rail 100 and facilitates its machining.
[0075] See Figure 2 , Figure 3 and Figure 6 As shown, in the optional scheme of this embodiment, the width of the bottom of the second rail section 120 is the same as the width of the rail web; that is, the rail web of the second rail section 120 is not removed. By ensuring that the bottom of the second rail section 120 and the width of the rail web are the same, the good load-bearing function of the second rail section 120 can be guaranteed, which can effectively support the movement of locomotives and rolling stock, and also bear part of the force from the first rail section 110, thereby improving the stability of the locomotives and rolling stock moving on the first rail section 110 to a certain extent.
[0076] Optionally, the side of the second rail portion 120 away from the travel side 170 is flat, and the side of the second rail portion 120 near the travel side 170 is also flat.
[0077] Optionally, the web of the first rail section 110 transitions smoothly with the second rail section 120.
[0078] See Figure 2 , Figure 3 , Figure 7 and Figure 8 As shown, in the optional embodiment, the width of the rail base and the rail web of the fourth rail section 140 is the same. That is, the rail web of the fourth rail section 140 is not removed. By ensuring that the width of the rail base and the rail web of the fourth rail section 140 is the same, the good load-bearing function of the fourth rail section 140 is guaranteed. It can effectively support the movement of locomotives and rolling stock, and also bear some of the force from the fifth rail section 150, thereby improving the stability of the locomotives and rolling stock when moving on the fifth rail section 150 to a certain extent.
[0079] Optionally, the side of the fourth rail section 140 away from the travel side 170 is flat, and the side of the fourth rail section 140 near the travel side 170 is also flat.
[0080] In an optional embodiment, along the first direction, the lengths of the second rail portion 120 and the fourth rail portion 140 are both greater than the length of the third rail portion 130.
[0081] In an optional embodiment, the length of the third rail portion 130 is not less than 150mm; alternatively, the length of the third rail portion 130 is 150mm-300mm. For example, the length of the third rail portion 130 is 150mm, 200mm, 210mm, 250mm, 280mm, or 300mm, or other values.
[0082] In an optional embodiment, the lengths of the first rail portion 110 and the fifth rail portion 150 are each not less than 50 mm. The fact that the lengths of the first rail portion 110 and the fifth rail portion 150 are each not less than 50 mm facilitates welding of the end face of the first rail portion 110 to the I-beam rail 200 to be welded, and welding of the end face of the fifth rail portion 150 to the channel rail 300 to be welded. Optionally, the lengths of the first rail portion 110 and the fifth rail portion 150 are 50 mm, 60 mm, 65 mm, 80 mm, or 100 mm, or other values.
[0083] In this embodiment, the length of the irregular rail 100 is 900mm-1500mm. For example, the length of the irregular rail 100 is 900mm, 1000mm, 1200mm, 1380mm or 1500mm, or other values.
[0084] The irregular-shaped rail described in this embodiment has its first rail section 110 configured with the same shape and height as the I-beam rail 200 to be welded, and its fifth rail section 150 configured with the same shape and height as the channel rail 300 to be welded. This ensures that the welding range of both the I-beam rail 200 and the channel rail 300 is not reduced, which is beneficial for flash welding. It avoids the uncertainty of quality in manual welding and guarantees the strength of the seamless rail formed by the I-beam rail 200, the irregular-shaped rail 100, and the channel rail 300. The irregular-shaped rail described in this embodiment has a structural design that meets machining requirements and can be machined. It avoids the quality uncertainty of manual welding of irregular-shaped rails in the prior art and the cost of forging dies and mold opening time in complex forging processes. It can effectively connect the I-beam rail 200 and the channel rail 300, ensuring the smoothness of locomotive and rolling stock operation.
[0085] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.
Claims
1. A non-standard rail, characterized in that, It has a first direction, a height direction and a width direction that intersect each other; the irregular rail (100) includes a first rail section (110), a second rail section (120), a third rail section (130), a fourth rail section (140) and a fifth rail section (150) connected in sequence along the first direction; wherein, the cross section of the irregular rail (100) is perpendicular to the first direction; The irregular rail (100) further includes a rail base (180), a rail top surface (160), and a running edge (170) adjacent to the rail top surface (160); the rail top surface (160) and the running edge (170) both penetrate the first rail section (110), the second rail section (120), the third rail section (130), the fourth rail section (140), and the fifth rail section (150), and the rail top surface (160) and the running edge (170) both extend straight along the first direction; The cross-section of the first rail section (110) is configured to have the same shape and height as the I-beam rail (200) to be welded; The rail height of the second rail section (120) is the same as that of the first rail section (110), and the width of the second rail section (120) is the same as the width of the rail bottom (180) of the first rail section (110). From the second rail section (120) to the fourth rail section (140), the bottom (180) of the third rail section (130) is inclined so that the rail height of the third rail section (130) gradually decreases and the width of the third rail section (130) is not equal. The rail height of the fourth rail section (140) is the same as that of the fifth rail section (150), and the width of the fourth rail section (140) is the same as the width of the rail bottom (180) of the fifth rail section (150); the fourth rail section (140) has a rail groove (141) extending along the first direction, and the traveling edge (170) is located at the junction of the rail groove (141) and the rail top surface (160); The cross-section of the fifth rail section (150) is configured to have the same shape and height as the channel rail (300) to be welded.
2. The irregular-shaped rail according to claim 1, characterized in that, The fourth rail section (140) includes a variable diameter rail groove (1411) and a constant diameter rail groove (1412); Along the first direction, the groove size of the variable diameter rail groove (1411) gradually increases, while the cross-section of the constant diameter rail groove (1412) remains unchanged; The small-section end of the variable-diameter rail groove (1411) is connected to the constant-diameter rail groove (1412), and the cross-section of the small-section end of the variable-diameter rail groove (1411) is the same as the cross-section of the constant-diameter rail groove (1412). The equal-diameter rail groove (1412) is connected to the rail groove (141) of the fifth rail section (150), and the cross-section of the equal-diameter rail groove (1412) is the same as the cross-section of the rail groove (141) of the fifth rail section (150).
3. The irregular-shaped rail according to claim 1, characterized in that, The third rail section (130) has an inclined surface on the side opposite to the carriage side (170); The third rail section (130) near the carriage side (170) includes a third rail plane (131) and a third rail non-plane (132) connected to each other; The third track plane (131) is parallel to the first direction; The third non-plane (132) includes a corresponding proximal end and a distal end; the proximal end of the third non-plane (132) is connected to the second rail portion (120), and the distal end of the third non-plane (132) is connected to the third rail plane (131); the distance between the proximal end of the third non-plane (132) and the running edge (170) is less than the distance between the distal end of the third non-plane (132) and the running edge (170); The end of the third track plane (131) away from the third track non-plane (132) is connected to the fourth track portion (140).
4. The irregular-shaped rail according to claim 3, characterized in that, The third non-plane (132) is an arc surface or an inclined surface.
5. The irregular-shaped rail according to claim 1, characterized in that, The width of the bottom of the second rail section (120) is the same as that of the web of the rail; The width of the bottom and the width of the web of the fourth rail section (140) are the same.
6. The irregular-shaped rail according to claim 1, characterized in that, The side of the second rail portion (120) away from the traveling edge (170) is flat, and the side of the second rail portion (120) close to the traveling edge (170) is also flat; The web of the first rail section (110) transitions smoothly with the second rail section (120).
7. The irregular-shaped rail according to claim 1, characterized in that, The side of the fourth rail section (140) away from the running edge (170) is flat, and the side of the fourth rail section (140) close to the running edge (170) is also flat.
8. The irregular-shaped rail according to claim 1, characterized in that, Along the first direction, the lengths of the second rail portion (120) and the fourth rail portion (140) are both greater than the length of the third rail portion (130).
9. The irregular-shaped rail according to claim 8, characterized in that, The length of the third track section (130) is 150mm-300mm.
10. The irregular-shaped rail according to claim 8, characterized in that, The lengths of the first rail portion (110) and the fifth rail portion (150) are each not less than 50 mm; The length of the irregular rail (100) is 900mm-1500mm.