CN111434855A

CN111434855A - Connection of steel rails

Info

Publication number: CN111434855A
Application number: CN201910037595.0A
Authority: CN
Inventors: 徐腾霄
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-01-15
Filing date: 2019-01-15
Publication date: 2020-07-21

Abstract

The existing rail technology for connecting the steel rails cannot realize that a rail is laid by one steel rail for thousands of kilometers, a method for connecting a plurality of steel rails is generally adopted, two steel rails are arranged at the joint, two corners of the end part of one steel rail head are right angles, two corners of the end part of the other steel rail head are right angles, gaps are reserved for expansion with heat and contraction with cold of the steel rails, and the defects that a train runs on the rail, wheels can downwards enter the gaps at the joints, then the steel rails are climbed at the gaps, and jolting and vibration are generated in the process of going one time. The invention provides a rail joint, wherein the ends of two rail heads of two rails are mutually staggered and extend into the rail heads of each other to be combined into a whole at the joint of the two rails, and gaps are left for the expansion with heat and contraction with cold of the rails. Therefore, the train runs on the rail, the train wheels can run on the two rail heads of the rails at the joint of the rails, the train wheels cannot enter a gap downwards at the joint, jolting and vibration are avoided, the damage to the train and the rail is reduced, and passengers on the train feel comfortable.

Description

Connection of steel rails

Technical Field

The invention relates to the field of rails, in particular to connection of steel rails.

Background

The existing track technology can not realize that a track of thousands of kilometers is paved by one steel rail, a method of connecting a plurality of steel rails is generally adopted, two steel rails are arranged at the joint, two corners of the end part of one steel rail head are right angles, two corners of the end part of the other steel rail head are right angles, and gaps are reserved for thermal expansion and cold contraction of the steel rails.

Disclosure of Invention

In view of the above, the present invention provides a rail connection technology, which allows a train running on a rail to have no jolt and no vibration at the joint.

In order to achieve the effect, the invention provides a rail joint, wherein the end parts of the rail heads of the two rails are mutually staggered and extend into the rail heads of the two rails to be combined into a whole, and a gap is reserved for the expansion with heat and the contraction with cold of the rails. Therefore, the train runs on the rail, the train wheels can run on the two rail heads of the rails at the joint of the rails, the train wheels cannot enter a gap downwards at the joint, jolting and vibration are avoided, the damage to the train and the rail is reduced, and passengers on the train feel comfortable.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

Drawings

FIG. 1 schematic representation of a rail

FIG. 2 is a schematic top view of a prior art rail joint;

FIG. 3 is a schematic top view of the rail joint of the present invention;

FIG. 4 is a schematic top view of a rail joint according to the invention

Detailed description of the invention

The embodiments of the present invention will be described below with reference to the accompanying drawings, and the embodiments described herein are only for the purpose of illustrating and explaining the present invention and are not intended to limit the present invention.

The schematic diagram of the steel rail is shown in fig. 1, wherein a rail bottom 1 is a ground contact part, a rail web 3 is used for connecting the rail bottom 1 and supporting a rail head 2, and the rail head 2 is a part contacted with a train wheel.

A schematic top view of a conventional rail-rail joint is shown in fig. 2, where a rail 1, a rail foot 2, a rail head 3, a side 4 of the rail head 3, a side 5 of the rail head 3, an end side 6 of the rail head 3, and a corner 7 are 90 degrees between the side 4 of the rail head 3 and the end side 6 of the rail head 3, a corner 8 is 90 degrees between the side 5 of the rail head 3 and the end side 6 of the rail head 3, another rail 9, a rail foot 10, a rail head 11, a side 12 of the rail head 11, a side 13 of the rail head 11, an end side 14 of the rail head 11, and a corner 15 is 90 degrees between the side 12 of the rail head 11 and the end side 14 of the rail head 11, and a corner 16 is 90 degrees between the side 13 of the rail head 11 and the end side 14 of the rail head 11, and a gap 17 is left for thermal expansion and contraction of the rail.

The top view of the rail-rail joint of the present invention is schematically shown in fig. 3, where a rail 1, a rail foot 2, a rail head 3, an edge 4 of the rail head 3, an edge 5 of the rail head 3, an end edge 6 of the rail head 3, and a corner 7 are 150 degrees between the edge 4 of the rail head 3 and the end edge 6 of the rail head 3, a corner 8 is 30 degrees between the edge 5 of the rail head 3 and the end edge 6 of the rail head 3, another rail 9, a rail foot 10, a rail head 11, an edge 12 of the rail head 11, an edge 13 of the rail head 11, an end edge 14 of the rail head 11, and a corner 15 are 30 degrees between the edge 12 of the rail head 11 and the end edge 14 of the rail head 11, a corner 16 is 150 degrees between the edge 13 of the rail head 11 and the end edge 14 of the rail head 11, and a void 17 is a void left for thermal expansion and contraction of the rail.

Further embodiment of the invention a rail-rail joint is shown in figure 4, a rail 1, rail foot 2, rail head 3 side 4, rail head 3 side 5, rail head 3 end Z-shaped side 6, angle 7 is the angle 90 degrees between rail head 3 side 4 and rail head 3 end Z-shaped side 6, angle 8 is the angle 90 degrees between rail head 3 side 5 and rail head 3 end Z-shaped side 6, another rail 9, rail foot 10, rail head 11 side 12, rail head 11 side 13, rail head 11 end Z-shaped side 14, angle 15 is the angle 90 degrees between rail head 11 side 12 and rail head 11 end Z-shaped side 14, angle 16 is the angle 90 degrees between rail head 11 side 13 and rail head 11 end Z-shaped side 14, and gap 17 is the gap left for rail thermal contraction.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. At two rail junctions, the tip of two rail railheads staggers each other stretches into two into one in the railhead each other to leave the space for the expend with heat and contract with cold of rail, the train traveles on the track, and the train wheel can travel on two rail railheads at the rail junction, and the train wheel can not get into the space downwards at seam crossing.