RU2817708C1 - Superstructure of a railway track with continuous rail support - Google Patents

Abstract

FIELD: railway tracks.

SUBSTANCE: invention is related to the field of the superstructure of railway tracks, in particular to superstructure of a track with continuous rail support. The length of the rails corresponds to the length of the jointless section. The rails are placed in containers with an open top. The containers contain two sides and a base. The position of the rail in the containers is fixed with gaskets. The height of the side strips does not exceed the height of the sides of the container. Containers are mounted on rails with gaps. On the outer side surfaces of the containers there are elements for pressing elastic clamps to the sleepers by brackets.

EFFECT: value of the axial load supported by the rails increases.

5 cl, 3 dwg

Description

The invention relates to the construction of a railway track on a ballast and ballastless base on bridges, overpasses, overpasses, tunnels and the roadbed of a freight, cargo-passenger and high-speed railway track with continuous rail support.

A device is known for securing a rail to a base, which contains an under-rail elastic spacer made to cover the base of the rail on each side and interacting with its side edges with the side edges of the base recess. The padding area located near each side edge of the sole is equipped with a hard --shaped layer in cross section, interacting with the upper edge with the upper edge of the sole, and the lower edge with the lower edge of the sole, forming a gap with the side edge of the rail sole. The distance between the side edge of the rail base and the outer side edge of the spacer is made different on each side of the rail. The total width of the rail base and the spacer mounted on the rail base outside the base recess is greater than the width of the base recess. An adjusting gasket is installed at the bottom of the base recess (RF patent No. 2224835, IPC: E01B 9/00, publ. 02/27/2004, Bulletin No. 6) - analogue.

The disadvantage of the known solution is the possibility of its use only with a ballast-free track on a solid concrete base, the impossibility of achieving standard indicators when fastening the rail, and the difficulty of practical implementation.

There is a well-known design for laying rail from the Tines company “ERS System” (Embedded Rail System), used in urban environments for laying tram tracks or tracks on bridges with ballastless bridge deck (https://www.youtube.com/watch?v=fx9xCtQb6L8 “ How to upgrade an existing steel railway bridge and extend its lifetime") - prototype.

This system is used by developers in combination with a ballastless deck on reinforced concrete slabs or as an element integrated into a ballastless bridge deck of metal beams. Its use is caused by the need to reduce noise and vibration from the rail during the passage of wheels and to install a ballast-free structure of the superstructure of the track in urban environments and on bridges.

The disadvantage of the known solution is the limited use of a ballast-free sheet on a solid reinforced concrete base (tram track) in urban environments or on bridges (in combination with a load-bearing metal beam system), the impossibility of its straightening if necessary or if the base is damaged, the impossibility of combining it with a traditional design track, which is based on a rail and sleeper grid laid on crushed stone ballast, which makes it possible to successfully correct track deformations.

The technical result to be achieved by the claimed solution is to increase the resistance of the rail and sleeper grid to temperature effects on the continuous rails of a continuous track, and to increase the magnitude of axial loads perceived by the rail and sleeper grid in combination with the possibility of maintaining and servicing the track with modern mechanized track complexes.

The specified technical result is achieved by the fact that in the upper structure of a railway track with continuous support of rails, which have a continuous length corresponding to the length of the seamless section of the track, and are placed in three-sided open-top containers installed along the length of the track, having a base and two lateral vertically oriented sides , in the containers between their inner surface and the rail there are gaskets made of elastic material under the sole of the rail, and covering the rail with fixation of its position, the height of the side gaskets made of elastic material does not exceed the height H from the sole of the rail to its head, and the containers with placed inside them continuous rails, fixed on sleepers, forming a rail and sleeper lattice; the containers of each of the track rails have a limited length and gaps between the containers. To attach the containers to the sleepers, on the outer surfaces of their sides there are elements for pressing the containers to the sleepers with elastic clamps, and the length of the containers and the gaps between them is selected from the condition of maintaining the gap between the containers in the calculated temperature range.

The upper structure of the track, in which the container is made of steel or aluminum alloy.

The upper structure of the track, characterized by the fact that the container is made of a composite material based on carbon, glass or mineral fibers.

The upper structure of the track, characterized by the fact that the container is attached to the sleepers using standard rail fastenings KB-65 or ZhBR-65 or others with an elastic terminal.

The claimed solution is specified in Fig. 1, 2 and 3, where in FIG. 1 and 2 show a general view of the inventive device with the location of the main elements and detail the elastic element for attaching the rail inside the container, in Fig. 3 - shows the joint of containers laid in one thread with a gap between them - a general view of the track with a seamless rail inside.

Rail 1 is located inside a U-shaped container 2 installed along the length of the track, laid with its base on reinforced concrete or wooden sleepers 3, attached to them with an elastic fastener 4. Container 2 has a base 7 and two vertically oriented sides 8 and 9, in the container between its inner The surface and rail 1 contain spacers 5 made of elastic material, covering rail 1 from the sides and under the sole, fixing its position. The height of the side gaskets made of elastic material does not exceed the height H from the top of the base of the rail to its head. This is due to the need to grip the head with special rollers when lifting the track with a track machine. Containers 2, with weldless rails 1 placed inside them, are secured to sleepers 3, forming a rail and sleeper grid. The containers of each of the track rails have a limited length, determined, among other things, by their strength characteristics, and are installed with gaps of 10 between them.

When installing containers to accommodate each of the track rails, the total total length of all containers does not exceed the length of the rail enclosed in them.

The size of the gaps between containers is selected from the condition of maintaining the gap in the design range of temperature changes, ensuring the permissible strength and stability of the rails under the influence of rolling stock wheels and thermal longitudinal deformations between the containers themselves, and between containers and seamless rails. This value is determined in accordance with SP 131.13330.2012 “Construction climatology” for a given area or region, taking into account the impact of solar radiation for maximum positive temperatures, increasing them by 10 ° C, ensuring the permissible strength and stability of the rails when exposed to rolling stock wheels and temperature longitudinal deformations between the containers themselves, and between containers and seamless rails. This does not mean that the gap size remains unchanged; the gap may decrease or increase depending on the ambient temperature. The main thing is that the gaps between the containers do not close, i.e. there would always be a gap. As the air temperature rises, the container material heats up and expands, and its length increases. When closing the gap between containers, there is a danger of compressive stresses appearing in the container itself, which, when added to the same stresses in the rail, can lead to loss of stability of the rail and sleeper grid as a whole with the formation of track overshoot. The gap between containers is calculated for a given area based on the calculated temperatures for winter and summer. At the same time, for the gaps between containers there are no restrictions on their opening when the temperature drops, as for a rail, since there is no movement of the wheel along the container. The size of the gap is limited by the stress values in the rail itself in the section of the gap between the containers, since in this place there is no continuity of rail support and the entire load is perceived only by its section.

The container can be made of steel or aluminum alloy that meets the requirements for strength and impact strength at minimum standard temperatures according to SP 131.13330.2012, the container can also be made of a composite material based on carbon, glass or mineral fibers, in accordance with the requirements for strength and impact strength at minimum standard temperatures according to SP 131.13330.2012, according to which, for example, for Bryansk the lowest temperature will be -42°C, and the highest 38+10=48°C. The estimated temperature range will be 90°C.

To attach containers 2 to sleepers 3, on the outer surfaces of the sides of containers 8 and 9 there are elements for pressing the containers to the sleepers with brackets of elastic clamps 6. Elements for pressing with elastic clamps are standard, provided for by the design of the rail fastening.

A modern railway track experiences heavy loads from rolling stock wheels. Traditional standard track design, described in the literature and used everywhere on the road network of JSC Russian Railways, containing rails of the P65 type, elastic fastenings, reinforced concrete sleepers with a diagram from 1800 to 2000 pcs. per 1 kilometer of track, is close to exhausting the load-bearing capacity in terms of increasing axle loads or increasing the axles of cars. Increasing the rail cross-section to P75 leads to a decrease in the stability of the seamless track. Discrete support of the rail on the sleepers causes it to bend in the area between the sleepers and accumulate fatigue damage.

The use of known solutions without a rail and sleeper grid does not allow using their advantages for the main type of railway track; it remains a niche product for special track cases, such as a city tram.

In accordance with the proposed solution, a U-shaped metal element is placed on the sleepers on its horizontal shelf (base), so that the side shelves are directed upward - a container for placing the rail. The container can be attached to the sleepers with standard rail fastenings, for example KB-65 or ZhBR-65, or with an individual rail fastening designed specifically for its attachment. The container itself can be welded, when the side walls are welded to the bottom shelf along the entire length of contact, or it can be bent from a single sheet. The container can be metal, such as steel or aluminum, or made of a composite material based on carbon, glass or mineral fibers. Composite material made from these fibers has high strength at the level of low-alloy construction steels and manufacturability while ensuring stable quality indicators (pultruded drawing).

The rail is placed inside the container and secured with elastic gaskets covering its entire surface, with the exception of the head. The elasticity of the gaskets is selected based on the thickness of the layers, the elastic modulus of the material, the required rigidity of the track and the technical possibility of installation and dismantling. In this case, the container perceives the vertical and braking load from the train wheels, transmitted through the rail, and works together with it. Thus, the moments of inertia of the rail and container are summed up, which makes it possible to reduce the cross-sectional area of the rail compared to the P65 rail, and the total moment of inertia of the rail and container becomes greater than that of the P75 rail. Thermal load occurs only in the rail, since it is long-continuous (continuous in length within the continuous section of the track). The container can be made, for example, from sections of discrete length, for example 25 or 12.5 m with gaps between adjacent containers of about 30-50 mm, without any connections between adjacent sections. Therefore, there will be no thermal stresses in it. At the same time, it increases the horizontal and vertical rigidity of the rail and sleeper grid (RSG) compared to the standard design, providing higher stability of the rail and sleeper grid compared to the standard track design.

The proposed solution ensures the movement of passenger trains at speeds of up to 400 km/h with an axial static load of up to 20 tf, freight container trains at speeds of up to 250 km/h with an axial static load of up to 23 tf, and freight and utility trains with speeds of up to 120 km/h with axial static load up to 30 tf.

As an illustration of achieving the claimed technical result when using the proposed solution, below are the calculated indicators of edge stresses in the base of the rail (R 43, R 50, and R 65) from a car wheel with a load of 250 kN/axle (without dynamics) in a typical track design ( without container) and stress in rails R 43 and R 50 at the same load, laid in a container. In the first case, the edge stresses are 57.4, 40.6 and 37.4 MPa, respectively. In the second case, the stresses are reduced to 19.6 and 21.5 MPa, respectively (the container for the P 65 rail was not considered). For the P 50 rail, the container is smaller than for the P 43, so the stresses in the P 50 rail are slightly higher than in the P 43. Temperature stresses from a difference of 55°C (a difference close to the maximum for Russia) are the same for all rails.

Temperature stresses will be σ _t =136.3 MPa.

However, the force arising in the rail from the temperature difference for all rails is determined by the expression

P _t =F _p σ _t , where

F _p - cross-sectional area of the rail.

P _tP43 =776.9 kN, P _tP50 =892.6 kN, P _tP65 =1126.6 kN.

Since the loss of stability of the rail and sleeper grid (track throw) is determined by the action of the longitudinal force in the rail and the holding properties of the sleepers and ballast (its own weight and friction), the given figures show that a rail with a large cross-section has a greater force. In this case, a rail with a minimum cross-section in a container, as for example P 43, has a minimum longitudinal force and the lowest stresses in the edges of the sole. The holding properties of sleepers and ballast are the same in all cases.

The stresses in the container from the car wheel depend little on the material of the container and amount to 25 MPa for the P43 container, 24 MPa for the P 50 container.

Thermal stresses in the container are low because it has slits (finite length). Taking the length of the container section to be 25 m, and the temperature difference that causes stress in it (before slipping along the sleepers) to be 5°C, we obtain a maximum stress of 12.4 MPa for a steel container and 1.6 MPa for a composite material.

The presented calculated indicators confirm the effectiveness of the proposed design - the use of rails, including lightweight ones, in a container in combination with a standard rail and sleeper grid.

Claims (5)

1. The upper structure of a railway track with continuous support of rails, which have a continuous length corresponding to the length of the seamless section of the track, and are placed in three-sided open-top containers installed along the length of the track, having a base and two lateral vertically oriented sides, in containers between their inner the surface and the rail are placed gaskets made of elastic material under the sole of the rail, and covering the rail with fixation of its position, the height of the side gaskets made of elastic material does not exceed the height H from the sole of the rail to its head, characterized in that the containers with weldless rails placed inside them, fixed on the sleepers, forming a rail and sleeper lattice, the containers of each of the track rails have a limited length and gaps between each other, and to attach the containers to the sleepers, elements are made on the outer surfaces of their sides for pressing the containers to the sleepers with brackets of elastic clamps, and the length of the containers and gaps between them is selected from the condition of maintaining a gap between the containers in the design temperature range, ensuring the permissible strength and stability of the rails under the influence of rolling stock wheels and thermal longitudinal deformations between the containers themselves and between the containers and seamless rails. 2. The superstructure of the track according to claim 1, characterized in that the container is made of steel or aluminum. 3. The upper structure of the track according to claim 1, characterized in that the container is made of a composite material based on carbon, glass or mineral fibers. 4. The upper structure of the track according to claim 1, characterized in that the container is attached to the sleepers using standard rail fastenings with an elastic terminal. 5. The upper structure of the track according to claim 1, characterized in that KB-65 or ZhBR-65 are used as fastenings with an elastic terminal.