CN201495455U - Dynamic rail gauge optimizing structure - Google Patents
Dynamic rail gauge optimizing structure Download PDFInfo
- Publication number
- CN201495455U CN201495455U CN2009201471798U CN200920147179U CN201495455U CN 201495455 U CN201495455 U CN 201495455U CN 2009201471798 U CN2009201471798 U CN 2009201471798U CN 200920147179 U CN200920147179 U CN 200920147179U CN 201495455 U CN201495455 U CN 201495455U
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- stock rail
- gauge according
- optimized structure
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Abstract
The utility model relates to a dynamic rail gauge optimizing structure. A trend changing structure of at least one basic rail is disposed through a curved first area in a circuit trend distributed on the front surface of the tip end of a point rail and finally connected to the basic rail, the first area is connected with a second area which begins to be straight from the first area, the second area is connected with a third area with a curved line, the third area is connected with a fourth area which begins to be straight from the third area and a fifth area with a curved line, and the fifth area is finally connected to the circuit trend of the basic rail. On the premise of guaranteeing pure rolling movement among wheels and rails, the dynamic rail gauge optimizing structure increases riding comfort in rail switch areas, when trains run through the rail switch areas in relatively high speed, wheel edge wearing and relative edge wearing of working edges of point rail initial ends can be reduced, and maintenance and renew cost of corresponding components can be reduced.
Description
Technical field
The utility model relates to dynamic gauge and optimizes structure.
Background technology
Edge abrasion on wheeling edge wearing and the relevant therewith point of switch working edge can appear in the track switch zone.This will cause the frequent maintenance and the renewal of corresponding component, be very considerable in the portion's building structure on the line of its expense.
In order to create the sort of condition that reduces wear and improve the comfort level of riding simultaneously that is similar on the circuit in the track switch zone, the EP-A-0295573 files specify changes the trend of stock rail by the moving track center line.Basically guarantee PURE ROLLING between wheel and the track by this measure.
The utility model content
Technical problem to be solved in the utility model provides dynamic gauge and optimizes structure, under the PURE ROLLING prerequisite of guaranteeing between wheel and the track, the by bus comfort level of raising in the track switch zone, when vehicle crosses this track switch with higher speed, can reduce the edge abrasion on wheeling edge wearing and the relevant therewith point of switch working edge, reduce the maintenance and the update cost of corresponding component.
For solving the problems of the technologies described above, the utility model adopts following technical proposals: dynamically gauge is optimized structure, the taper wheel tread is supported on respectively on the wheel contact point of track switch stock rail in this arrangement architecture, the stock rail of main track and branch line is by rigid design, tongue is by moving design, at least the trend of stock rail and line alignment have deviation in the track switch zone, so that autotelic adjustment axletree or bogie axle wheel contact point, influence track centre or bipartition angle between main track and the branch line effectively, so that avoid the creep motion between wheel and the track as much as possible; Move towards the change structure by what first crooked section in the line alignment that is distributed in point of switch front and finally be connected in stock rail was provided with at least one stock rail, this first section connection is worked second section that becomes straight by this section, this second section is connected with the 3rd section of a curve, the 3rd section connection works the 4th section that becomes straight and the 5th section that a curve is arranged by this section, and the 5th section is final in succession in the line alignment of stock rail.Set the change of moving towards of stock rail special use in the point of switch zone, can guarantee thus, avoiding finishing PURE ROLLING under the situation of skidding between wheel and the track, avoided wheel subtend line midline to rotate, so that vehicle crosses track switch from the main track to the branch line from comfort level and travelling quite on main track.
At second section that is positioned at main track near its point of switch on the tongue of stock rail.
The actual trend of described stock rail is first crooked section to be arranged and have the 5th crooked section to be designed to convexly curved shape, will have the 3rd crooked section to be designed to the curved shape that caves in.
The length L of first section
1Length L with the 5th section
5Ratio be 1: 2＜L
1: L
5＜2: 1.
The length L of second section
2Length L with the 4th section
4Ratio be 1: 5＜L
2: L
4＜1: 2.
The length L of the 3rd section
3Total length L with first section and second section
1+ L
2Ratio be 1: 10＜L
3: L
1+ L
2＜2: 5.
The length L of the 3rd section
3Total length L with the 4th section and the 5th section
4+ L
5Ratio be 1: 20＜L
3: L
4+ L
5＜1: 8.
Each section all the time or basically all the time mutually smooth connection change over to.
If on the tongue of the close stock rail in the 3rd section scope, the working edge of the line alignment that the distance alpha between the working edge of the real work limit of stock rail and the line alignment of hypothesis equals to suppose and the distance between the tongue working edge then can produce desirable condition.
Described spacing α is 5mm＜α＜20mm.
Described spacing α is 15mm.
The above tongue of position and stock rail near stock rail in the 4th section form isolating construction.
First section is to begin bending to contain the radius of curvature that r is tending towards ∞, and finishes crooked with the terminal radius that contains the R=constant.
The 5th section is to begin bending with the terminal radius that contains the R=constant, and is tending towards the radius of curvature end bending of ∞ and connects changing stock rail over to contain r.
Stock rail has one to distribute on vertically and move towards parallel grooving with actual at circuit, and the trend of this grooving and line alignment depart from desired and actually move towards consistent.According to this arrangement architecture, to at first be adjusted to parallel with bearing the desired stock rail that moves towards change with basic trend, so that in the vertical, at first be on rail head, and be on a side on rail inoperative limit, to draw out grooving, for example use the method for milling, meanwhile according to the desired degree of depth of moving towards change change grooving, and along with curve and straight line are changed, these curves and straight line and track section install straight line under the state and curve and run counter to and distribute.Influenced by this, when being installed, stock rail also needs to adjust, so that grooving is parallel with gage line or parallel with measuring straight line with the face of the parallel distribution of the web of the rail together with it, meanwhile stock rail bears the desired change of moving towards according to the situation of adjusting the grooving datum on curve or straight line.
Distance road along the line between the sidewall of grooving and the stock rail working edge vertically changes.
Grooving is positioned on the rail head side on rail inoperative limit.
Because grooving has the maximum degree of depth in desired maximum trend is arranged scope,, then on work plane one side, just lack interface wall, so that can not interrupt rail material if on rail head, adopt this degree of depth.Needs replenish and lay special stress on plane figure principle of the present utility model is that this grooving should increase distribution along with ever-increasing groove depth on rail head work plane direction.
When grooving when the rail head lateral edges distributes, grooving starts from 10 to 20mm places on the starting point that the stock rail section moves towards change.
Grooving starts from 12 to 16mm places on the starting point that the stock rail section moves towards change, and will be arranged on 14mm place, rail head tread bottom.
Moving towards in the mobility scale of section maximum, grooving its with the interface wall of the parallel distribution of the web of the rail in have one to be the spacing of 4mm to 7mm apart from the rail head tread.
Moving towards in the mobility scale of section maximum, grooving its with the interface wall of the parallel distribution of the web of the rail in have one to be the spacing of 5mm to 5.5mm apart from the rail head tread.
Grooving is the ledge structure design that forms through Milling Process at the rail head edge.
Grooving have a side parallel with the web of the rail with one with the almost vertical bottom surface of the web of the rail, this bottom surface may extend to the rail head tread.
The utility model is under the PURE ROLLING prerequisite of guaranteeing between wheel and the track, the by bus comfort level of raising in the track switch zone, when vehicle crosses this track switch with higher speed, can reduce the edge abrasion on wheeling edge wearing and the relevant therewith point of switch working edge, reduce the maintenance and the update cost of corresponding component.
Description of drawings
Fig. 1 is the structural representation of the utility model switch section;
Fig. 2 is that the A-A of Fig. 1 is to cross-sectional view.
The specific embodiment
Shown in Fig. 1-2, dynamically gauge is optimized structure, the stock rail 12 of track switch 10 sections and tongue 14, and during near stock rail 12, vehicle crosses branch line, and vehicle crosses main track when tongue 14 and stock rail 12 space out at tongue.
In order to ensure at tongue 14 near stock rails 12 and when having rail vehicle to cross branch line, grasp the condition that conforms to main track, therefore and PURE ROLLING rather than creep motion between wheel and the track be described, to change the trend of stock rail by following mode near the former scope of (stock rail) in tongue 14 and peaked area 16 thereof according to the utility model.To move towards change can cause finishing PURE ROLLING when vehicle crosses branch line in order to make, it is right that rail vehicle will have such wheel, and these are taken turns tapered trend in its work plane zone, that is to say that these take turns towards end face direction tube reducing.The work plane zone is subjected to the restriction of wheel rim usually.Wheel is rigidly connected with axletree in addition.
At second section 20 that is positioned at branch line near its point of switch 21 on the tongue 14 of stock rail 12.
By the change that each wheel contact point is finished in change of moving towards of stock rail 12,, promptly be transferred on the longitudinal axis of main track or branch line so that axletree is transferred on the circuit longitudinal axis that will cross.Therefore wheel rim not taking place on tongue skids.
So not only improved comfort level by bus, and the while vehicle can cross the track switch through respective design at a high speed.Therefore the condition of circuit will appear being similar in the transitional region between stock rail and tongue.
The change of moving towards of stock rail 12 forms by a plurality of sections.First curved section 18 that therefore, 21 fronts, tongue 14 tips are just arranged on the close position of stock rail 12.Here section 18 at first has one to contain the radius of curvature that r is tending towards ∞, changes stock rail 12 over to so that can connect all the time, i.e. tongue 14 region in front.Section 18 is to finish with the terminal radius that contains the R=constant.Second section 20 of straight line is connected with first section 18.The point of switch 21 is near tongue 14 in second section 20.Second section 20 connection changes the 3rd section 22 over to, and the line alignment that this section 22 is indicated according to dashed lines 24 is provided with depression.26 of the 4th linear section are from the 3rd section 22.Tongue 14 at the 4th section 26 is to finish with the zone near stock rail 12.
Fig. 1 comes the zone of this terminal of mark to finish with reference marker 27.The 5th crooked section 28 is connected with the 4th section 26.Crooked section 28 is drawn by the 4th section 26, and a terminal radius that contains the R=constant is at first arranged, and contains the radius of curvature that r is tending towards ∞ so that can change over to subsequently, changes stock rail 12 over to so that can connect after it moves towards change all the time.
As the diagram demonstration, not only first section 18 but also the 5th section 28 all have a convexly curved trend according to line alignment 24, have the 3rd crooked section 22 to be designed to the curved shape that caves in.
The length of section 18,20,22,26,28 will have following correlation.First section 18 length L
1With the 5th section 28 length L
5Ratio be L
1: L
5=3: 4.Second section 20 length L
2With the 4th section 26 length L
4Ratio be L
2: L
4=3: 10.
The 3rd section 22 length L
3With first and second sections, 18,20 total length L
1+ L
2Ratio be L
3: L
1+ L
2=1: 5.The 3rd section 22 length L
3With the 4th and the 5th section 26,28 total length L
4+ L
5Ratio be L
3: L
4+ L
5=3: 40.
In addition 20,22 and third and fourth sections 22,26 of second and the 3rd section all the time or basically all the time mutually smooth connection change over to.Also there is one to change over to all the time with the trend of the 5th section 18,26 curature variations in addition to being connected of stock rail 12 by first.
From Fig. 2, can draw in addition, in the 3rd section 22 scopes, the distance between the real work limit 34 of the working edge 32 of the line alignment that equals to suppose near the distance alpha between the working edge 32 of the line alignment of the real work limit 30 of stock rail on the tongue 14 of stock rail 12 and hypothesis and tongue 14.This distance alpha is 6mm.
In other words, tongue 14 has one to be the width of 12mm in certain zone in its 3rd section that section 22 distributes that moves towards according to stock rail 12 to change, and this width is along being produced by the line that is connected to form between stock rail 12 working edges and tongue 14 working edges.
The above tongue 14 of position near stock rail 12 in the 4th section 26 forms isolating construction with stock rail.
Trend by stock rail 12 changes the autotelic wheel contact point in orbit that influences, so that axletree is adjusted to all the time center line perpendicular to the circuit that will cross vehicle, so that wheel is only at stock rail with roll on tongue subsequently, and can not skid along the tongue side.
Distance road along the line between the sidewall of grooving 40 and the stock rail working edge vertically changes.
Grooving 40 is positioned on the rail head side 38 on rail inoperative limit.
Grooving 40 starts from 12mm place on the starting point that stock rail 12 sections 11 move towards change, and will be arranged on 14mm place, rail head tread bottom.
Moving towards in the mobility scale of section 11 maximums, grooving 40 has one to be the spacing of 5mm apart from the rail head tread in its interface wall parallel with the web of the rail 43.
Grooving 40 is the ledge structure designs that form through Milling Process at rail head edge 38.
Grooving 40 have a side parallel with the web of the rail 43 with one with the almost vertical bottom surface 42 of the web of the rail, this bottom surface may extend to the rail head tread.
Suppose that axletree is not in the state vertical with track centre constantly during crossing main track.And more be to produce a kind of sinusoidal motion, that is to say angle sometimes greater than 90 °, sometimes less than 90 °, but do not skid in the tongue side.Situation is like this equally when axletree crosses branch line.
If only shown a section of a stock rail and a tongue among Fig. 1, same so in principle geometric proportion or same move towards change and also can on second stock rail of track switch and tongue, realize.
Embodiment 2
Dynamically gauge is optimized structure, and its difference from Example 1 is, the length L of first section 18
1Length L with the 5th section 28
5Ratio be L
1: L
5=3: 2.
The length L of second section 20
2Length L with the 4th section 26
4Ratio be L
2: L
4=4: 10.
The length L of the 3rd section 22
3Total length L with first section and second section 18,20
1+ L
2Ratio be L
3: L
1+ L
2=3: 10.
The length L of the 3rd section 22
3Total length L with the 4th section 26 and the 5th section 28
4+ L
5Ratio be L
3: L
4+ L
5=1: 10.
Described spacing α=19mm.
Moving towards in the mobility scale of section 11 maximums, grooving 40 has one to be 6mm apart from the rail head tread in its interface wall parallel with the web of the rail 43.
Embodiment 3
Dynamically gauge is optimized structure, and its difference from Example 2 is, the length L of first section 18
1Length L with the 5th section 28
5Ratio be L
1: L
5=5: 4.
The length L of second section 20
2Length L with the 4th section 26
4Ratio be L
2: L
4=7: 20.
The length L of the 3rd section 22
3Total length L with first section 18 and second section 20
1+ L
2Ratio be L
3: L
1+ L
2=1: 4.
The length L of the 3rd section 22
3Total length L with the 4th section 26 and the 5th section 28
4+ L
5Ratio be L
3: L
4+ L
5=7: 80.
Described spacing α=15mm.
Moving towards in the mobility scale of section 11 maximums, grooving 40 has one to be the spacing of 5.5mm apart from the rail head tread in its interface wall parallel with the web of the rail 43.
Claims (23)
1. dynamically gauge is optimized structure, the taper wheel tread is supported on respectively on the wheel contact point of track switch stock rail (12) in this arrangement architecture, the stock rail of main track and branch line is by rigid design, tongue (14) is by can moving design, and the trend of stock rail and line alignment (24) have deviation at least in the track switch zone; It is characterized in that: move towards the change structure by what crooked first section (18) in the line alignment that is distributed in the point of switch (21) front and finally be connected in stock rail was provided with at least one stock rail (12), this first section connection is worked second section (20) that becomes straight by this section, this second section is connected with the 3rd section (22) of a curve, the 3rd section connection works the 4th section (26) that becomes straight and the 5th section (28) that a curve is arranged by this section, and the 5th section is final in succession in the line alignment (24) of stock rail.
2. dynamic gauge according to claim 1 is optimized structure, and it is characterized in that: go up second section (20) that its point of switch (21) is positioned at main track at the tongue (14) near stock rail (12).
3. dynamic gauge according to claim 1 and 2 is optimized structure, it is characterized in that: the basic trend of described stock rail (12), be crooked first section (18) will be arranged and have crooked the 5th section (28) to be designed to convexly curved shape, will have crooked the 3rd section (22) to be designed to the curved shape that caves in.
4. dynamic gauge according to claim 3 is optimized structure, and it is characterized in that: the length L of first section (18)
1Length L with the 5th section (28)
5Ratio be 1: 2＜L
1: L
5＜2: 1.
5. dynamic gauge according to claim 4 is optimized structure, and it is characterized in that: the length L of second section (20)
2Length L with the 4th section (26)
4Ratio be 1: 5＜L
2: L
4＜1: 2.
6. dynamic gauge according to claim 5 is optimized structure, and it is characterized in that: the length L of the 3rd section (22)
3Total length L with first section and second section (18,20)
1+ L
2Ratio be 1: 10＜L
3: L
1+ L
2＜2: 5.
7. dynamic gauge according to claim 6 is optimized structure, and it is characterized in that: the length L of the 3rd section (22)
3Total length L with the 4th section and the 5th section (26,28)
4+ L
5Ratio be 1: 20＜L
3: L
4+ L
5＜1: 8.
8. dynamic gauge according to claim 7 is optimized structure, and it is characterized in that: each section (18,20,22,26,28) all the time or basically all the time mutually smooth connection change over to.
9. dynamic gauge according to claim 8 is optimized structure, it is characterized in that: on the tongue (14) of the close stock rail (12) in the 3rd section (22) scope, the working edge of the line alignment that the distance alpha between the working edge (32) of the line alignment (24) of the real work limit (30) of stock rail and hypothesis equals to suppose and the distance between the tongue working edge (34).
10. dynamic gauge according to claim 9 is optimized structure, and it is characterized in that: described spacing α is 5mm＜α＜20mm.
11. dynamic gauge according to claim 10 is optimized structure, and it is characterized in that: described spacing α is 15mm.
12. optimize structure according to claim 10 or 11 described dynamic gauges, it is characterized in that: the above tongue of position (14) near stock rail (12) in the 4th section (26) forms isolating construction with stock rail.
13. dynamic gauge according to claim 12 is optimized structure, and it is characterized in that: first section (18) is to begin bending to contain the radius of curvature that r is tending towards ∞, and finishes crooked with the terminal radius that contains the R=constant.
14. dynamic gauge according to claim 13 is optimized structure, and it is characterized in that: the 5th section (28) is to begin bending with the terminal radius that contains the R=constant, and is tending towards the radius of curvature end bending of ∞ and connects changing stock rail (12) over to contain r.
15. dynamic gauge according to claim 1 is optimized structure, and it is characterized in that: stock rail has one to distribute on vertically and move towards parallel grooving with actual at circuit, and the trend of this grooving and line alignment depart from desired and actually move towards consistent.
16. dynamic gauge according to claim 15 is optimized structure, and it is characterized in that: the sidewall of grooving (40) and the distance road along the line between the stock rail working edge vertically change.
17. dynamic gauge according to claim 16 is optimized structure, and it is characterized in that: grooving (40) is positioned on the rail head side (38) on rail inoperative limit.
18. dynamic gauge according to claim 17 is optimized structure, and it is characterized in that: grooving (40) start from stock rail (12) section (11) move towards the change starting point on 10 to 20mm places.
19. dynamic gauge according to claim 18 is optimized structure, and it is characterized in that: grooving (40) starts from 12 to 16mm places on the starting point that stock rail (12) section (11) moves towards change, and will be arranged on 14mm place, rail head tread bottom.
20. optimize structure according to claim 18 or 19 described dynamic gauges, it is characterized in that: in maximum the moving towards in the mobility scale of section (11), grooving (40) its with the interface wall of the parallel distribution of the web of the rail (43) in have one to be the spacing of 4mm to 7mm apart from the rail head tread.
21. dynamic gauge according to claim 20 is optimized structure, it is characterized in that: in maximum the moving towards in the mobility scale of section (11), grooving (40) its with the interface wall of the parallel distribution of the web of the rail (43) in have one to be the spacing of 5mm to 5.5mm apart from the rail head tread.
22. optimize structure according to claim 20 or 21 described dynamic gauges, it is characterized in that: grooving (40) is the ledge structure design that forms through Milling Process in rail head edge (38).
23. dynamic gauge according to claim 22 is optimized structure, and it is characterized in that: grooving (40) have one with the side of the parallel distribution of the web of the rail (43) with one with the almost vertical bottom surface (42) of the web of the rail, this bottom surface may extend to the rail head tread.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009201471798U CN201495455U (en) | 2009-05-22 | 2009-05-22 | Dynamic rail gauge optimizing structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009201471798U CN201495455U (en) | 2009-05-22 | 2009-05-22 | Dynamic rail gauge optimizing structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201495455U true CN201495455U (en) | 2010-06-02 |
Family
ID=42438663
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2009201471798U Expired - Lifetime CN201495455U (en) | 2009-05-22 | 2009-05-22 | Dynamic rail gauge optimizing structure |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN201495455U (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102162208A (en) * | 2011-01-21 | 2011-08-24 | 王平 | High-strength turnout switch |
| CN104302837A (en) * | 2012-03-09 | 2015-01-21 | 奥钢联软件***有限责任公司 | Rail switch having a main track and a branch track |
| CN109706797A (en) * | 2019-01-11 | 2019-05-03 | 西南交通大学 | A kind of straight stock rail and turnout switch of low Equivalent conicity |
| EP3743559B1 (en) | 2018-06-12 | 2022-03-16 | voestalpine Turnout Technology Zeltweg GmbH | Stock rail |
-
2009
- 2009-05-22 CN CN2009201471798U patent/CN201495455U/en not_active Expired - Lifetime
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102162208A (en) * | 2011-01-21 | 2011-08-24 | 王平 | High-strength turnout switch |
| CN104302837A (en) * | 2012-03-09 | 2015-01-21 | 奥钢联软件***有限责任公司 | Rail switch having a main track and a branch track |
| CN104302837B (en) * | 2012-03-09 | 2017-04-05 | 奥钢联软件***有限责任公司 | Guideway switch with main orbit and branch road track |
| EP3743559B1 (en) | 2018-06-12 | 2022-03-16 | voestalpine Turnout Technology Zeltweg GmbH | Stock rail |
| CN109706797A (en) * | 2019-01-11 | 2019-05-03 | 西南交通大学 | A kind of straight stock rail and turnout switch of low Equivalent conicity |
| CN109706797B (en) * | 2019-01-11 | 2020-09-04 | 西南交通大学 | Straight stock rail and turnout switch with low equivalent taper |
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|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CX01 | Expiry of patent term |
Granted publication date: 20100602 |
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| CX01 | Expiry of patent term |