CN118773961A - Wheel-rail low-dynamic steel rail and use method - Google Patents

Abstract

The invention relates to the technical field of rail transit, in particular to a wheel-rail low-power action steel rail which comprises a rail head, a rail web and a rail seat, wherein the rail web and the rail seat are integrally formed components, the rail head is buckled with the rail web, and an elastic damping layer is arranged between the rail head and the rail web. According to the invention, through the split design of the upper rail head and the lower rail seat, the rail head and the elastic damping layer can be replaced, the rail seat can be used for a long time, and the material cost is greatly reduced; the elastic damping layer can buffer the dynamic action of the wheel when passing through, so that the surface stress of the steel rail is greatly reduced, and the rail head can be made of steel or polymer materials with lower hardness, thereby playing roles of protecting the wheel and slowing down the occurrence of diseases on the surface of the steel head; the elastic damping layer is arranged to increase the contact spot area of the wheel rail and the creep force of the wheel rail, so that the acceleration, braking and climbing capacities and the running stability of the train are improved; the elastic damping layer can absorb vibration generated when the wheel passes through, so that wheel rail noise and environmental vibration caused by downward transmission of the vibration through the steel rail are reduced.

Description

Wheel-rail low-dynamic steel rail and use method

Technical Field

The invention relates to the technical field of rail transportation, in particular to a wheel-rail low-dynamic action steel rail.

Background Art

At present, the rails of rail transit adopt an I-shaped structure. The impact between the steel wheel and the rail is large, and the wheel surface and the rail surface are prone to disease. Wheel turning and rail grinding require large equipment and a large number of technicians. The above maintenance itself will reduce the service life of wheels and rails. In addition, the rail head wear is greater than 10mm or needs to be replaced as a whole after 10 years of use, resulting in high waste and processing costs.

Summary of the invention

The purpose of the present invention is to provide a wheel-rail low-dynamic action steel rail in view of the problems existing in the prior art.

In order to achieve the above object, the technical solution adopted by the present invention is:

In a first aspect, the present invention provides a wheel-rail low-dynamic action rail, comprising a rail head, a rail waist and a rail seat, wherein the rail waist and the rail seat are integrally formed components, the rail head and the rail waist are snap-fitted and connected, and an elastic damping layer is provided between the rail head and the rail waist.

The wheel-rail low-dynamic action rail of the present invention is adopted. Through the split design of the upper rail head and the lower rail seat, the rail head and the elastic damping layer can be replaced, and the rail seat can be used for a long time, which greatly reduces the material cost; the elastic damping layer can be provided to buffer the dynamic action when the wheel passes, so that the stress on the rail surface is greatly reduced, and the rail head can be made of steel or polymer materials with lower hardness, which plays a role in protecting the wheel and slowing down the occurrence of surface diseases of the rail; the elastic damping layer can be provided to increase the area of the wheel-rail contact spot and increase the wheel-rail creep force, thereby improving the acceleration ability, braking ability and climbing ability of the train, as well as the running stability; the elastic damping layer can be provided to absorb the vibration generated when the wheel passes, reduce the wheel-rail noise and the environmental vibration caused by the vibration transmitted downward through the rail; the rail can be laid with a seamless line or a seamed line, and can also be seamlessly or seamedly connected with a traditional rail through a special-shaped rail; the rail has excellent mechanical properties, and key components can be replaced, which can effectively improve the comprehensive service performance of the track system.

As a preferred technical solution of the present invention, a head is provided on the top of the rail waist, the width of the head is greater than the width of the rail waist body, and a step is provided at the junction of the head and the rail waist body.

As a further preferred technical solution of the present invention, arms are respectively provided on both sides of the rail head, a hook is provided at the bottom end of the arm, the area between the two arms is used to set the head and the elastic damping layer, and the hook is engaged with the step.

As a further preferred technical solution of the present invention, the top surface and two side surfaces of the head are covered with the elastic damping layer.

As a preferred technical solution of the present invention, the rail head is a steel component or a polymer material component.

As a preferred technical solution of the present invention, the elastic damping layer is a rubber structural member or a polyurethane structural member.

As a preferred technical solution of the present invention, the wheel-rail low-dynamic action rail is a left-right symmetrical structure.

In a second aspect, the present invention further provides a method for laying a seamless railway using the wheel-rail low-dynamic action rail as described in any one of the above, comprising the following steps:

The rail head unit and the rail seat unit of a certain size are respectively welded to form the rail head strip and the rail seat strip;

Embedding the elastic damping layer into one side where the rail head and the rail waist cooperate;

The rail head is aligned with the cross-sectional midline of the rail waist, and pressure is applied to make the rail head buckle with the rail waist to form a long rail.

In a third aspect, the present invention further provides a method for restoring a broken rail in a seamless track of a wheel-rail low-dynamic action rail as described in any one of the above items, comprising the following steps:

Starting from the broken rail, the rail fasteners are loosened along both sides of the rail to facilitate the necessary elastic displacement of the rail head and the rail seat of the wheel-rail low-dynamic rail;

Separate the rail head and the rail seat on both sides of the broken rail up and down, prop up the bottom of the rail seat on both sides of the broken rail, and pull out the elastic damping layer from the rail head;

Adjusting the sizes of the rail seat seam and the rail head seam according to different welding methods, welding the rail seat and grinding the weld, welding the rail head and grinding the weld;

Embedding the elastic damping layer into one side where the rail head and the rail waist cooperate;

The rail head is aligned with the cross-sectional midline of the rail waist, and pressure is applied to make the rail head buckle onto the rail waist to restore the seamless track.

In a fourth aspect, the present invention further provides a method for laying a seam-free line using the wheel-rail low-dynamic action rail as described in any one of the above, comprising the following steps:

The rail head, rail seat and elastic damping layer are of fixed length, and the end of the rail waist is provided with bolt holes;

The elastic damping layer is installed in one side where the rail head and the rail waist cooperate by vulcanization connection or bonding;

Align the cross-sectional midlines of the rail head and the rail waist, and apply pressure to make the rail head buckle onto the rail waist to form a short rail;

The bolt holes are connected by clamping bolts at the track laying site to form a rail joint.

In a fifth aspect, the present invention further provides a rail head replacement method for a wheel-rail low-dynamic action rail seamless line as described in any one of the above items, comprising the following steps:

Cutting points are set at both ends of the rail head of a section that needs to be replaced, the rail head is cut off, and a pulling force is applied to separate the rail head and the rail seat, the rail head that needs to be replaced is removed, and the elastic damping layer within the replacement range is cut off and replaced at the same time;

Welding the updated rail head to the rail head retained by the rail, and bonding the end of the updated elastic damping layer to the end of the elastic damping layer retained by the rail;

The rail head is aligned with the cross-sectional midline of the rail waist, and pressure is applied to make the rail head buckle onto the rail waist to restore the seamless track.

In a sixth aspect, the present invention further provides a rail head replacement method for a wheel-rail low-dynamic action rail seam line as described in any one of the above items, comprising the following steps:

Applying a pulling force to the rail section that needs to be replaced to separate the rail head and the rail seat, and removing the corresponding elastic damping layer;

Installing the updated elastic damping layer in one side of the updated rail head and the rail waist by vulcanization connection or bonding;

The rail head is aligned with the cross-sectional midline of the rail waist, and pressure is applied to make the rail head buckle with the rail waist to restore the seam line.

In a seventh aspect, the present invention further provides a special-shaped rail, comprising a common rail area, an outer contour transition area, an elastic gradient area and a wheel-rail low dynamic action rail area connected in sequence;

The wheel-rail low-dynamic rail area adopts the wheel-rail low-dynamic rail structure as described in any one of the above items, the elastic gradient area adopts the wheel-rail low-dynamic rail structure as described in any one of the above items, and the elastic damping layer adopted is an elastic damping layer with a gradient thickness;

The thickness of the elastic damping layer with a gradual thickness gradually increases from the outer contour transition area to the wheel-rail low-dynamic rail area to the thickness of the elastic damping layer in the wheel-rail low-dynamic rail area;

The shape of the rail head in the outer contour transition zone changes gradually from the shape of the rail head in the ordinary steel rail zone to the shape of the rail head in the elastic gradient zone.

In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

1. The wheel-rail low-dynamic rail of the present invention has a split design of the upper rail head and the lower rail seat, so that the rail head and the elastic damping layer can be replaced, and the rail seat can be used for a long time, which greatly reduces the material cost;

2. The low-dynamic-action wheel-rail rail of the present invention can buffer the dynamic action of the wheel passing by by providing the elastic damping layer, so that the stress on the surface of the rail is greatly reduced. The rail head can be made of steel or polymer material with lower hardness, which plays a role in protecting the wheel and slowing down the occurrence of surface diseases of the rail.

3. The low-dynamic wheel-rail rail of the present invention can increase the area of the wheel-rail contact spot and the wheel-rail creep force by providing the elastic damping layer, thereby improving the acceleration, braking and gradeability of the train and the running stability;

4. The low-dynamic wheel-rail rail of the present invention can absorb the vibration generated when the wheel passes by by providing the elastic damping layer, thereby reducing the wheel-rail noise and the environmental vibration caused by the vibration being transmitted downward through the rail;

5. The wheel-rail low-dynamic rail of the present invention can be used to lay seamless lines or seamed lines, and can also be connected seamlessly or seamed with a special-shaped rail and a traditional rail;

6. The wheel-rail low-dynamic rail described in the present invention has excellent mechanical properties, and its key components can be replaced, which can effectively improve the comprehensive service performance of the track system.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a schematic cross-sectional view of a common 60 steel rail in a comparative example;

FIG2 is a schematic cross-sectional view of a wheel-rail low-dynamic rail in an embodiment;

FIG3 is a schematic diagram of stress of a common 60 steel rail in a comparative example;

FIG4 is a schematic diagram of stress of a wheel-rail low-dynamic rail in an embodiment;

FIG5 is a schematic diagram of the wheel-rail contact area of a common 60 steel rail in a comparative example;

FIG6 is a schematic diagram of the wheel-rail contact patch area of the wheel-rail low-dynamic action rail in the embodiment;

FIG7 is a schematic diagram of the seamless track laying of wheel-rail low-dynamic rails;

FIG8 is a schematic diagram of the restoration of a broken rail under low wheel-rail dynamics;

FIG9 is a schematic diagram of the laying of a jointed track of a wheel-rail low-dynamic rail;

FIG10 is a schematic diagram of the replacement of the rail head of a seamless track of a wheel-rail low-dynamic action rail;

FIG11 is a schematic diagram of rail head replacement for a seam-jointed track of a wheel-rail low-dynamic rail;

FIG. 12 is a schematic diagram of the structure of a special-shaped rail.

Markings in the figure: 1-rail head, 11-arm, 12-hook, 2-rail waist, 21-head, 22-step, 3-rail seat, 4-elastic damping layer, 5-joint, 6-rail break, 61-support block, 7-plywood, 8-cutting point, 91-ordinary rail area, 92-outer contour transition area, 93-elastic gradient area, 94-wheel-rail low dynamic action rail area, 95-elastic damping layer with gradual thickness change.

DETAILED DESCRIPTION

The present invention is further described in detail below in conjunction with test examples and specific implementation methods. However, this should not be understood as the scope of the above subject matter of the present invention being limited to the following embodiments, and all technologies realized based on the content of the present invention belong to the scope of the present invention.

Unless otherwise specified, in the description of the specific embodiments of the present invention, the terms indicating the orientation or position relationship such as "up", "down", "left", "right", "center", "inside", "outside", etc. are all expressions based on the orientation or position relationship shown in the drawings, or are the orientation or position relationship when the invented product/equipment/device is usually used. These terms of orientation or position relationship are only for the convenience of describing the scheme of the present invention or simplifying the description in the specific embodiments, so as to facilitate the technicians to quickly understand the scheme, and do not indicate or imply that a specific device/component/element must have a specific orientation, or be constructed and operated in a specific position relationship, and therefore cannot be understood as a limitation on the present invention.

In addition, if the terms "horizontal", "vertical", "overhanging", "parallel" and the like appear, it does not mean that the corresponding devices/components/elements are required to be absolutely horizontal or vertical or overhanging or parallel, but may be slightly tilted or have deviations. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but may be slightly tilted. Alternatively, it can be simplified to mean that the corresponding devices/components/elements are set in directions such as "horizontal", "vertical", "overhanging", "parallel", etc., and can have an error/deviation of ±10% relative to the corresponding direction setting, more preferably an error/deviation within ±8%, more preferably an error/deviation within ±6%, more preferably an error/deviation within ±5%, and more preferably an error/deviation within ±4%. As long as the corresponding device/component/element is within the error/deviation range, it can still achieve its role in the scheme of the present invention.

In addition, the expressions “first”, “second”, “third”, etc., which appear in the terms, are merely used to distinguish the description of the same or similar components and should not be understood as emphasizing or implying the relative importance of specific components.

In addition, in the description of the embodiments of the present invention, "several", "plurality" and "a number" represent at least 2. It can be any number such as 2, 3, 4, 5, 6, 7, 8, 9, and even more than 9.

In addition, in the description of the technical solution of the present invention, unless otherwise clearly specified/defined/restricted, the terms "set", "install", "connect", "connected", "provided with", "laid", and "arranged" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection, and can be welding, riveting, bolting, threading, and other commonly used connection means in the field. This connection can be a mechanical connection, an electrical connection, or a communication connection; it can be a direct connection, or an indirect connection through an intermediate medium, and it can be the internal connection of two elements.

In the related art, the existing rails of rail transit adopt an I-shaped structure, the impact between the steel wheel and the rail is large, and the wheel surface and the rail surface are prone to disease. Wheel turning and rail grinding require large equipment and a large number of technicians, and the above maintenance itself will reduce the service life of the wheels and rails. In addition, the rail head wear is greater than 10mm or needs to be replaced as a whole after 10 years of use, resulting in high waste and processing costs. For this reason, the technical solution of the present application was produced, which is explained below in conjunction with Figures 1 to 12.

Comparative Example

As shown in FIG. 1 , the existing common 60 steel rail comprises a rail head 1, a rail waist 2 and a rail seat 3, which are an integrally formed I-shaped structure.

As shown in Figure 3, under the action of the train, the maximum stress on the track surface of the ordinary 60 steel rail is 365.12 MPa, and the corresponding maximum stress on the wheel surface is 366.42 MPa.

As shown in FIG. 5 , under the action of a train, the wheel-rail contact area of a common 60 steel rail is S=πab=π×7.9×5.8=143.9 mm ² .

Example 1

As shown in FIG. 2 , a wheel-rail low-dynamic action rail according to the present invention comprises a rail head 1 , a rail waist 2 and a rail seat 3 .

As shown in Figure 2, the rail waist 2 and the rail seat 3 are integrally formed components, for example, an integrally formed steel structure; the rail head 1 and the rail waist 2 are snap-fitted and connected, and an elastic damping layer 4 is provided between the rail head 1 and the rail waist 2. Specifically, the rail head 1 is a steel component or a polymer material component, and the elastic damping layer 4 is a rubber structure or a polyurethane structure.

In a specific embodiment, as shown in Figure 2, a head 21 is provided on the top of the rail waist 2, the width of the head 21 is greater than the width of the rail waist 2 body, a step 22 is provided at the junction of the head 21 and the rail waist 2 body, arms 11 are provided on both sides of the rail head 1, a hook 12 is provided at the bottom end of the arm 11, the area between the two arms 11 is used to set the head 21 and the elastic damping layer 4, the hook 12 is engaged with the step 22, and the top surface and two side surfaces of the head 21 are covered with the elastic damping layer 4.

Among them, the wheel-rail low-dynamic action rail is a left-right symmetrical structure.

In a specific embodiment, the thickness of the rail head 1 from the top surface of the cavity of the head 21 to the top surface of the rail head 1 is ≥25 mm.

In a specific embodiment, the step 22 is horizontally arranged, and the width of the step 22 is ≥1.0 mm.

In a specific embodiment, the rail head 1 is made of high-toughness steel or polymer material (such as polyester material), the hardness of the material used in the rail head 1 is lower than the hardness of the wheel material, and the rail seat 3 is made of high-strength and corrosion-resistant steel.

In a specific implementation manner, the thickness of the elastic damping layer 4 is ≤5 mm, and the life of the elastic damping layer 4 is ≥20 years.

In a specific embodiment, the relative displacement between the rail head 1 and the rail seat 3 is less than 3 mm.

In a specific embodiment, the rail head 1 needs to be replaced when its effective thickness is ≤15 mm or after being used for 20 years.

In this embodiment, the top surface geometry and top surface width of the rail head 1 are consistent with the top surface geometry and top surface width of the rail head in the comparative example.

As shown in FIG. 4 , under the action of the same train as in the comparative example, the maximum stress on the rail surface of the rail in this embodiment is 286.71 MPa, and the corresponding maximum stress on the wheel surface is 258.11 MPa.

As shown in FIG. 6 , under the action of the same train as that in the comparative example, the wheel-rail contact area of the rail of this embodiment is S=πab=π×9.4×7.4=218.4 mm ² .

It can be seen that under the action of the same train and the same top surface data of the rail head 1, the maximum stress on the rail surface and the maximum stress on the wheel surface of the low-dynamic-action rail described in this embodiment are greatly reduced compared with the ordinary 60 rail in the comparative example, while the wheel-rail contact spot area is greatly increased.

The wheel-rail low-dynamic rail described in this embodiment has a split design of the upper rail head 1 and the lower rail seat 3, so that the rail head 1 and the elastic damping layer 4 can be replaced, and the rail seat 3 can be used for a long time, which greatly reduces material costs.

The wheel-rail low-dynamic rail described in this embodiment can buffer the dynamic effect of the wheel passing through by providing the elastic damping layer 4, so that the stress on the rail surface is greatly reduced. The rail head 1 can be made of steel or polymer material with lower hardness, which plays a role in protecting the wheel and reducing the occurrence of surface diseases of the rail.

The low-dynamic wheel-rail rail described in this embodiment can increase the area of the wheel-rail contact spot and the wheel-rail creep force by providing the elastic damping layer 4, thereby improving the acceleration, braking and gradeability of the train and the running stability.

The low-dynamic wheel-rail rail described in this embodiment can absorb the vibration generated when the wheel passes by by providing the elastic damping layer 4, thereby reducing the wheel-rail noise and the environmental vibration caused by the vibration being transmitted downward through the rail.

The wheel-rail low-power rail described in this embodiment can be used to lay seamless lines or seamed lines, and can also be seamlessly or seamlessly connected with traditional rails through special-shaped rails.

The wheel-rail low-dynamic action rail described in this embodiment has excellent mechanical properties, key components can be replaced, and the comprehensive service performance of the track system can be effectively improved.

Example 2

As shown in FIG. 7 , a method for laying a seamless railway using the wheel-rail low-dynamic action rail as described in Example 1 of the present invention comprises the following steps:

A1. Produce the rail head 1 unit and the rail seat 3 unit of a fixed length of 25m or 50m, and the elastic damping layer 4 of a length of more than 200m, using the rail head 1 unit and the rail seat 3 unit, with a joint 5 between adjacent rail head 1 units and a joint 5 between adjacent rail seat 3 units.

A2. First, the rail head 1 unit and the rail seat 3 are welded separately on the rail welding base to form the rail head 1 and the rail seat 3.

A3. Bond the end of the elastic damping layer 4 and embed the elastic damping layer 4 into the side where the rail head 1 and the rail waist 2 cooperate.

A4. Align the cross-sectional midlines of the rail head 1 and the rail waist 2, apply pressure between the upper surface of the rail head 1 and/or the lower surface of the rail seat 3, so that the arms 11 on both sides of the rail head 1 slide down along both sides of the head 21, and then the hooks 12 are buckled into the steps 22, and the rail head 1 is buckled into the rail waist 2, and the elastic damping layer 4 is tightly attached between the cavity of the rail head 1 and the head 21 to form a long rail, and the long rail is transported to the site, and fasteners are assembled to form a seamless line.

Example 3

As shown in FIG8 , a method for restoring a broken rail on a wheel-rail low-dynamic action seamless rail line as described in Example 1 of the present invention comprises the following steps:

B1. Starting from the broken rail 6, loosen the rail fasteners within a range of ≥15m on both sides of the rail to facilitate the necessary elastic displacement of the rail head 1 and the rail seat 3 of the wheel-rail low-dynamic rail;

The rail head 1 and the rail seat 3 on both sides of the broken rail 6 are separated up and down, and support blocks 61 are placed at the bottom of the rail seat 3 at 10m on both sides of the broken rail 6 to prop up the bottom of the rail seat 3.

B2. Pull out the elastic damping layer 4 from the rail head 1 and draw it to both sides to a distance of ≥15 m from the broken rail 6.

B3. Adjust the sizes of the seams of the rail seat 3 and the rail head 1 according to different welding methods, weld the rail seat 3 and grind the welds, weld the rail head 1 and grind the welds;

The end of the elastic damping layer 4 is bonded, and the elastic damping layer 4 is embedded into the side where the rail head 1 and the rail waist 2 cooperate.

B4. Align the cross-sectional midlines of the rail head 1 and the rail waist 2, and apply pressure between the upper surface of the rail head 1 and/or the lower surface of the rail seat 3 to make the arms 11 on both sides of the rail head 1 slide down along both sides of the head 21. Then, the hook 12 is buckled into the step 22, and the rail head 1 is buckled into the rail waist 2. The elastic damping layer 4 is tightly attached between the cavity of the rail head 1 and the head 21, and the seamless track is restored.

Example 4

As shown in FIG9 , a method for laying a seam-free track using the wheel-rail low-dynamic action rail as described in Example 1 of the present invention comprises the following steps:

C1. The rail head 1, the rail seat 3 and the elastic damping layer 4 are of a fixed length of 7.5 m, 15 m or 25 m, and the end of the rail waist 2 has bolt holes.

C2. The elastic damping layer 4 is installed on one side where the rail head 1 and the rail waist 2 cooperate by vulcanization connection or bonding.

C3. Align the cross-sectional midlines of the rail head 1 and the rail waist 2, and apply pressure between the upper surface of the rail head 1 and/or the lower surface of the rail seat 3 to make the arms 11 on both sides of the rail head 1 slide down along both sides of the head 21, and then the hook 12 is buckled into the step 22 to buckle the rail head 1 into the rail waist 2, and the elastic damping layer 4 is tightly attached between the cavity of the rail head 1 and the head 21 to form a short rail.

C4. Select appropriate clamping plates 7 according to different requirements at the track laying site, and connect the bolt holes with bolts to form rail joints.

Example 5

As shown in FIG10 , a method for replacing a rail head 1 of a wheel-rail low-dynamic action rail seamless line as described in Example 1 of the present invention comprises the following steps:

D1. Cutting points 8 are set at both ends of the rail head 1 of the section that needs to be replaced.

D2. Cut off the rail head 1, apply tension between the upper surface of the rail head 1 and/or the lower surface of the rail seat 3 to separate the rail head 1 and the rail seat 3, remove the rail head 1 that needs to be replaced, cut off the elastic damping layer 4 within the replacement range and replace it at the same time.

D3. Weld the updated rail head 1 with the rail head 1 retained by the rail, adjust the sizes of the seams of the rail seat 3 and the rail head 1 according to different welding methods, weld the rail seat 3 and grind the weld, weld the rail head 1 and grind the weld.

D4. Bonding the updated end of the elastic damping layer 4 to the end of the elastic damping layer 4 retained by the rail.

D5. Align the cross-sectional midlines of the rail head 1 and the rail waist 2, and apply pressure between the upper surface of the rail head 1 and/or the lower surface of the rail seat 3 to make the arms 11 on both sides of the rail head 1 slide down along both sides of the head 21. Then, the hook 12 is buckled into the step 22, and the rail head 1 is buckled into the rail waist 2. The elastic damping layer 4 is tightly attached between the cavity of the rail head 1 and the head 21, and the seamless track is restored.

Example 6

As shown in FIG11 , a method for replacing a rail head 1 of a wheel-rail low-dynamic action rail seam track as described in Example 1 of the present invention comprises the following steps:

E1. Applying a pulling force between the upper surface and/or the lower surface of the rail section to be replaced to separate the rail head 1 and the rail seat 3, and removing the corresponding elastic damping layer 4;

Installing the updated elastic damping layer 4 in the side where the updated rail head 1 and the rail waist 2 cooperate by vulcanization connection or bonding;

The rail head 1 is aligned with the midline of the cross section of the rail waist 2, and pressure is applied between the upper surface of the rail head 1 and/or the lower surface of the rail seat 3 to make the arms 11 on both sides of the rail head 1 slide down along both sides of the head 21, and then the hook 12 is buckled at the step 22, and the rail head 1 is buckled on the rail waist 2, and the elastic damping layer 4 is tightly attached between the cavity of the rail head 1 and the head 21 to restore the seam line.

Example 7

As shown in FIG. 12 , the special-shaped rail of the present invention has a length of 7.5 m, 15 m or 25 m, and comprises a common rail area 91, an outer contour transition area 92, an elastic gradient area 93 and a wheel-rail low dynamic action rail area 94 connected in sequence.

As the name implies, the shape and structure of the common rail area 91 is consistent with that of the existing common rails. Taking the end of the common rail area 91 as the reference end, the length of the common rail area 91 is greater than 0m and less than or equal to 1m.

The outer contour transition zone 92 is within a range of 1.0m to 1.5m from the reference end. The shape structure of the rail head 1 in the outer contour transition zone 92 gradually changes from the shape structure of the rail head 1 in the ordinary steel rail zone 91 to the shape structure of the rail head 1 in the elastic gradient zone 93.

The elastic gradient zone 93 is in the range from 1.5 m from the reference end to 2 m from the non-reference end. The elastic gradient zone 93 adopts the wheel-rail low-dynamic rail structure as described in Example 1, and the elastic damping layer 4 adopted is an elastic damping layer 95 with a gradient thickness.

The wheel-rail low-dynamic-action rail area 94 is within the range of 0m to 2.0m from the non-reference end. The wheel-rail low-dynamic-action rail area 94 adopts the wheel-rail low-dynamic-action rail structure as described in Example 1.

The thickness of the elastic damping layer 95 with a gradual thickness variation gradually increases from the outer contour transition zone 92 to the wheel-rail low-dynamic action rail zone 94 to the thickness of the elastic damping layer 4 in the wheel-rail low-dynamic action rail zone 94; the length of the special-shaped rail is selected according to the thickness of the elastic damping layer 95 with a gradual thickness variation.

When the special-shaped rail section is connected to the conventional rail section, the reference end of the special-shaped rail is connected to the conventional rail section, and the non-reference end of the special-shaped rail is connected to the wheel-rail low-dynamic rail described in Example 1.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims (11)

1. A wheel-rail low-dynamic action steel rail, comprising a rail head (1), a rail waist (2) and a rail seat (3), characterized in that the rail waist (2) and the rail seat (3) are integrally formed components, the rail head (1) and the rail waist (2) are snap-fitted and connected, and an elastic damping layer (4) is provided between the rail head (1) and the rail waist (2). 2. The wheel-rail low-dynamic rail according to claim 1 is characterized in that a head (21) is provided at the top of the rail waist (2), the width of the head (21) is greater than the width of the rail waist (2) body, and a step (22) is provided at the junction of the head (21) and the rail waist (2) body. 3. The wheel-rail low-dynamic rail according to claim 2, characterized in that arm portions (11) are respectively provided on both sides of the rail head (1), a hook portion (12) is provided at the bottom end of the arm portion (11), the area between the two arm portions (11) is used to set the head portion (21) and the elastic damping layer (4), and the hook portion (12) is engaged with the step (22). 4. The wheel-rail low-dynamic rail according to claim 2, characterized in that the top surface and two side surfaces of the head (21) are both covered with the elastic damping layer (4). 5. The wheel-rail low-dynamic rail according to any one of claims 1 to 4, characterized in that the rail head (1) is a steel component or a polymer material component. 6. A method for laying a seamless railway using the wheel-rail low-dynamic action rail according to any one of claims 1 to 5, characterized in that it comprises the following steps: The rail head (1) unit and the rail seat (3) unit of a certain length are used to weld the rail head (1) and the rail seat (3) respectively; The elastic damping layer (4) is embedded into one side of the rail head (1) and the rail waist (2); The cross-sectional midlines of the rail head (1) and the rail waist (2) are aligned, and pressure is applied to make the rail head (1) buckle onto the rail waist (2) to form a long rail. 7. A method for restoring a broken rail in a wheel-rail low-dynamic action seamless rail line according to any one of claims 1 to 5, characterized in that it comprises the following steps: Starting from the broken rail (6), loosen the rail fasteners along both sides of the rail; Separating the rail head (1) and the rail seat (3) on both sides of the rail break (6) up and down, propping up the bottom of the rail seat (3) on both sides of the rail break (6), and pulling out the elastic damping layer (4) from the rail head (1); The sizes of the seams of the rail seat (3) and the rail head (1) are adjusted according to different welding methods, the rail seat (3) is welded and the welds are polished, and the rail head (1) is welded and the welds are polished; The elastic damping layer (4) is embedded into one side of the rail head (1) and the rail waist (2); The cross-sectional midlines of the rail head (1) and the rail waist (2) are aligned, and pressure is applied to make the rail head (1) buckle onto the rail waist (2), thereby restoring the seamless track. 8. A method for laying a seam-free track using the wheel-rail low-dynamic action rail according to any one of claims 1 to 5, characterized in that it comprises the following steps: The rail head (1), the rail seat (3) and the elastic damping layer (4) of a fixed length are used, and the end of the rail waist (2) is provided with a bolt hole; The elastic damping layer (4) is installed in the side where the rail head (1) and the rail waist (2) cooperate by vulcanization connection or bonding; Aligning the cross-sectional midlines of the rail head (1) and the rail waist (2), applying pressure to make the rail head (1) buckle onto the rail waist (2) to form a short rail; The bolt holes are connected by bolts through clamping plates (7) at the track laying site to form rail joints. 9. A method for replacing a rail head (1) of a wheel-rail low-dynamic rail seamless line according to any one of claims 1 to 5, characterized in that it comprises the following steps: Cutting points (8) are provided at both ends of a section of the rail head (1) that needs to be replaced, the rail head (1) is cut off, a pulling force is applied to separate the rail head (1) and the rail seat (3), the rail head (1) that needs to be replaced is removed, and the elastic damping layer (4) within the replacement range is cut off and replaced simultaneously; Welding the updated rail head (1) to the rail head (1) retained by the rail, and bonding the end of the updated elastic damping layer (4) to the end of the elastic damping layer (4) retained by the rail; The cross-sectional midlines of the rail head (1) and the rail waist (2) are aligned, and pressure is applied to make the rail head (1) buckle onto the rail waist (2), thereby restoring the seamless track. 10. A method for replacing a rail head (1) of a wheel-rail low-dynamic rail joint line according to any one of claims 1 to 5, characterized in that it comprises the following steps: Applying a pulling force to the rail section that needs to be replaced to separate the rail head (1) and the rail seat (3), and removing the corresponding elastic damping layer (4); Installing the updated elastic damping layer (4) in the side where the updated rail head (1) and the rail waist (2) cooperate by vulcanization connection or bonding; The cross-sectional midlines of the rail head (1) and the rail waist (2) are aligned, and pressure is applied to make the rail head (1) buckle onto the rail waist (2) to restore the seam line. 11. A special-shaped rail, characterized in that it comprises a common rail area (91), an outer contour transition area (92), an elastic gradient area (93) and a wheel-rail low dynamic action rail area (94) connected in sequence; The wheel-rail low-dynamic rail area (94) adopts the wheel-rail low-dynamic rail structure as claimed in any one of claims 1 to 5, the elastic gradient area (93) adopts the wheel-rail low-dynamic rail structure as claimed in any one of claims 1 to 5, and the elastic damping layer (4) adopted is an elastic damping layer (95) with a gradually varying thickness; The thickness of the elastic damping layer (95) with a gradual thickness increases gradually from the outer contour transition zone (92) to the wheel-rail low-dynamic action rail zone (94) to the thickness of the elastic damping layer (4) in the wheel-rail low-dynamic action rail zone (94); The shape of the rail head (1) in the outer contour transition zone (92) gradually changes from the shape of the rail head (1) in the ordinary steel rail zone (91) to the shape of the rail head (1) in the elastic gradient zone (93).