Beveled-end steel railroad

Abstract

A beveled-end steel railroad. The use of small-acute-angle oblique-gap connection design and vertical gap reservation design can solve both the problem of impact between wheels and rails and the problem of thermal stress between steel rails. The design containing both beveled ends and flat ends that are complementary to each other can further greatly reduce railroad construction and reformation costs. The beveled-end steel railroad has a simple structure, is secure, reliable, and durable, can provide a fast, stable, and non-noisy driving effect, can implement highly-efficient and energy-saving operation, is easy to construct and reform, can be easily repaired and maintained, has a significant advantage in costs, and can implement both good performance and good profitability.

Claims

1. A bevel-end steel railway, wherein the bevel-end steel railway adopts designs of small-acute-angled bevel rail gap joints and reserved longitudinal gaps; a minimum angle between the bevel rail gap and a longitudinal axis of steel rails at steel rail joints is selected to 15<45, and longitudinal rail gap clearances are left between the bevel-end steel rails, wherein the longitudinal axis of the steel rails is a centerline of a steel rail plane that is parallel to both edge lines of the steel rail plane and has equal distance from both edge lines of the steel rail plane.

2. The bevel-end steel railway of claim 1, wherein the bevel-end steel rails are used to realize the design of small-acute-angled bevel rail gap joints, a rail waist thickness is the same as a rail head width at a bevel-end portion, cutting planes at both ends of the steel rails are parallel, the cutting planes of the steel rails are perpendicular to a bottom plane of the steel rails, and a minimum angle between the cutting planes of the steel rails and the longitudinal axis of the steel rail is selected to 15<45.

3. The bevel-end steel railway of claim 1, wherein the bevel-end steel railway adopts an external rail waist type holder design for connection of bevel renovated standard steel rails, three side surfaces of the external rail waist type holder can be closely matched respectively with a rail waist curve, a lower surface of a steel rail head and an upper surface of a steel rail bottom, and a plane on an outer side of the holder is of the same width as a side surface of the steel rail head.

4. The bevel-end steel railway of claim 1, wherein the bevel-end steel railway adopts a compatible and complementary design of bevel-end and flat-end steel rails, in order to achieve structure compatibility, parameters of standard bevel-end rails including models, specifications, structures, materials and production standards are the same as those of standard steel rails in addition to lengths, end cutting methods and bevel portion structures; a length of a single rail of the standard bevel-end rails is (12.5N+2a)m, where a is the length of the bevel end of the standard bevel-end steel rails, and N=1, 2, 4, 6, 8, or 10; the rail waist thickness is the same as the rail head width at the bevel end for the standard bevel-end steel rails; and ends of the standard steel rails are bevel-renovated in accordance with a cutting standard for the standard bevel-end steel rails.

5. The bevel-end steel railway of claim 4, wherein the standard bevel-end steel rails are compatible with and complementary to bevel: renovated standard steel rails, and the bevel-end steel railway is manufactured in accordance with partial interval replacement and interval replacement methods, wherein by partial interval replacement with standard bevel-end steel rails and partial renovation of ends of standard steel rails adjacent to both ends of the standard bevel-end steel rails, transversal rail gaps between seamless steel rails are converted into bevel rail gaps having longitudinal rail gap clearances, and the seamless steel rails are divided into multiple shorter segments by the bevel rail gaps having longitudinal rail gap clearances; and by interval replacement with standard bevel-end steel rails and interval renovation of ends of standard steel rails adjacent to both ends of the standard bevel-end steel rails, transversal rail gaps between the standard steel rails or welding seams between the seamless steel rails are converted into bevel rail gaps having longitudinal rail gap clearances; wherein the standard bevel-end steel rails has the technical features of standard bevel-end steel rails and the technical features of compatible and complementary design of bevel-end and flat-end steel rails.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) (I) FIG. 1

(2) FIG. 1 is a schematic diagram of a force transfer process of a steel rail at a flat-end steel rail joint. FIG. 1 comprises a top plan view of a rail plane at the flat-end steel rail joint and a rectangular coordinate system corresponding thereto.

(3) (II) FIG. 2

(4) FIG. 2 is a schematic diagram of a force transfer process at a joint of a bevel-end steel rail. FIG. 2 comprises four sets of sub diagrams of FIG. 2(a), FIG. 2(b), FIG. 2(c) and FIG. 2(d). T The four sets of sub diagrams each comprises a top plan view of the rail plane at the bevel-end steel rail joint and a rectangular coordinate system corresponding thereto in the vertical direction.

(5) (III) FIG. 3

(6) FIG. 3 is a top plan view of the bevel-end steel rail joint with the bevel end being cut with five acute cutting angles. FIG. 3 can be used for intuitive understanding of the relationship between the cutting angle of the bevel-end steel rail and the notch length of the transversal rail gap of the bevel-end steel rail.

(7) (IV) FIG. 4

(8) FIG. 4 is a top plan view of the rail plane at the bevel-end steel rail joint. FIG. 4 can be used for accurate understanding of the relationship between the width of the transversal notch, the longitudinal rail gap width, and the cutting angle of the bevel-end steel rail at the bevel-end steel rail joint.

(9) (V) FIG. 5

(10) FIG. 5 is a top plan view of the rail plane at the bevel-end steel rail joint. FIG. 5 can be used for accurate understanding of the relationship between the bevel width of the rail plane at the bevel-end steel rail joint, the width of the longitudinal rail gap, and the cutting angle of the bevel-end steel rail.

(11) (VI) FIG. 6

(12) FIG. 6 is a top plan view of the steel rail. FIG. 6 can be used for accurate understanding of the relationship between the cutting angle of the bevel-end steel rail, the length of the steel rail bevel, and the length of the bevel of the steel rail plane.

(13) (VII) FIG. 7

(14) FIG. 7 is a top plan view of the steel rail. On the left side of FIG. 7 is a schematic view of a transversal right-angled cutting of the steel rail, and on the right side of FIG. 7 is a schematic view of a small acute-angled bevel cutting of the steel rail.

(15) (VIII) FIG. 8

(16) FIG. 8 is a top plan view of the bevel-end steel rail joint. FIG. 8 can be used for intuitive understanding of the steel rail connection method of the bevel-end steel railway, and the two black thick lines in the drawing are the holders at the steel rail joint.

DETAILED DESCRIPTION OF ILLUSTRATED EMBODIMENTS

(17) The bevel-end steel railway design has a simple structure, is easy to construct and renovate, can be constructed flexibly in various methods, has obvious cost advantages, and can be easily promoted and implemented.

(18) (I) Production and Renovation of Standard Bevel-End Steel Rails

(19) In order to establish a standardized bevel-end steel railway, it is necessary to establish a uniform construction standard for the bevel-end steel railway. In order to avoid unnecessary troubles in the production, laying and replacement of steel rails, it is necessary to establish a uniform rail production standard for the bevel-end steel rails.

(20) 1. The Production Standard for the Bevel-End Steel Rails

(21) (1) Structure of the Bevel-End Steel Rails

(22) Standard bevel-end steel rail structure: standard bevel-end steel rails are designed to be compatible with bevel-end flat-end steel rails. Except for the length and end structure, the rest of the design (type, size, structure, material, and production standard) is the same as that of the standard steel rails.

(23) (2) Standard of Bevel End Processing

(24) Standard of bevel end processing for the standard bevel-end steel rails: the cutting plane of the steel rail is perpendicular to the rail bottom plane of the steel rail, and the minimum angle between the cutting plane of the steel rail and the longitudinal axis of the steel rail is selected to be within the range of 15<45.

(25) The cutting method of the standard bevel-end steel rail is shown in FIG. 7. FIG. 7 is a top plan view of the steel rail. On the left side of FIG. 7 is a schematic view of a transversal right-angled cutting of the steel rail, and on the right side of FIG. 7 is a schematic view of the standard bevel-end steel rail cut according to the production standard of the bevel-end steel rails.

(26) It can be seen from FIG. 7 that after the steel rail blank is cut according to the production standard of the standard bevel-end steel rails, the end of the steel rail has been changed from a flat end to a small acute angled (15 counterclockwise, with reference to the longitudinal axis of the steel rail) bevel end. It can also be seen from FIG. 7 that under the condition that a longitudinal rail gap of the same width is reserved, the width of the bevel rail gap of the standard bevel-end steel rails is obviously smaller than the width of the transversal rail gap of the standard steel rails.

(27) (3) Length of Bevel-End Steel Rails

(28) Length of standard bevel-end steel rails: the effective length of standard bevel-end steel rails is 25 meters, and length of a single rail of the standard bevel-end steel rails is (25+2a) meters [a is the length of the bevel end of the bevel-end steel rails].

(29) The standard bevel-end steel rail is designed with a 15 cutting angle and an effective length of 25 meters. Since the bottom width and the rail plane width of different types of steel rails are different, the bevel end length, rail plane bevel end length and single rail length of different types of standard bevel-end steel rails are different. Due to the compatible and complementary design of the bevel-end and flat-end steel rails, length compatibility and bevel end complementation can be achieved for both the same type of standard bevel-end steel rails and bevel-end steel rails renovated from the same type of standard steel rails.

(30) After the model of the steel rails is selected, the bevel end length (a) of the bevel-end steel rails of this type can be calculated according to formula (8), and the single rail length of the bevel-end steel rails of this type can be calculated accordingly.

(31) Take P50 steel rail as an example: P50 steel rail bottom width=0.132 meters, tan 15=0.2679, according to formula (8), it can be calculated that the bevel end length (a) of standard P50 bevel-end steel rail=0.4926 m, the single rail length of standard P50 bevel-end steel rail=(25+2a) meters, approximately 25.99 meters.

(32) 2. Production of Standard Bevel-End Steel Rails

(33) The standard bevel-end steel rails can be produced using the existing standard steel rail production line. It is only necessary to change the cutting process of the standard steel rail production line from transversal cutting to bevel-end cutting, and then set the single rail length of the standard bevel-end steel rail according to the model of the steel rail. In this way, the standard steel rail production line can be converted into a standard bevel-end rail production line.

(34) 3. The Bevel-End Renovation of the Standard Steel Rails

(35) The bevel-end renovation of the standard steel rails is very simple, and it is only necessary to bevel cut the ends of the standard steel rails in accordance with the processing standard of bevel ends of the standard bevel-end steel rails.

(36) After re-cutting the two ends of the standard steel rails, the 25-meter standard steel rails can be converted into flat-end into bevel-end renovated steel rails with an effective length of (252a) meters. The 12.5-meter standard steel rail can be converted into flat-end into bevel-end renovated steel rails with an effective length of (12.52a) meters.

(37) When renovation standard steel railways rails and seamless steel railways, it is also possible to directly bevel cut the ends of standard steel rails and seamless steel rails that are retained (without being disassembled) on the line using a rail type steel rail bevel end cutter.

(38) (II) Construction of Standardized Bevel-End Steel Railway

(39) The construction of standardized bevel-end steel railway should adopt a combination of new construction and reconstruction, to avoid waste of investment in the past and reduce reinvestment. It is also necessary to establish a unified technical standard, optimize the selection of construction plans, scientifically manage the construction, strictly carry out quality acceptance and adopt competitive bidding, to maximize the efficiency and benefit of construction and reconstruction.

(40) 1. Construction Standard for Bevel-End Steel Railway

(41) Bevel-end steel railway does not require welding, restraint and locking of steel rails. It can be constructed in accordance with the technical standards and quality requirements for standard steel railway. The construction method can be flexibly selected according to construction conditions (manpower or mechanization). Therefore, the technical difficulty of railway construction can be reduced and the cost of railway construction can be lowered in times.

(42) 2. Connection of Bevel-End Steel Railway

(43) On the bevel-end steel railway, the standard bevel-end steel rails are still connected by means of holders to form a continuous rail line, and at the steel rail joints of the bevel-end steel railway, the holders, bolts, nuts, and spring washers are still used for connection and fixation.

(44) The connection of a bevel-end steel railway is shown in FIG. 8. FIG. 8 is a top plan view of a bevel-end steel rail joint. In the drawing, two black thick wires are the holders of the steel rail gaps. FIG. 8 also shows that the rail gap at the joints of the bevel-end steel rails is a small acute angle bevel-end steel rail gap.

(45) 3. Construction Steps of the Bevel-End Steel Railway

(46) According to the construction standard for standardized bevel-end steel railway, it is only necessary to lay the roadbeds, track beds and sleepers according to the technical standards and quality requirements of standard steel railway, to reserve longitudinal rail gaps between standard bevel-end steel rails according to the design requirements, and to connect the standard bevel-end steel rails in succession with holders and fix them to the sleepers. In this way, a low-cost, high-performance, standardized bevel-end steel railway can be built.

(47) (C) Low-Cost Renovation of Flat-End Steel Railway

(48) The stock of various flat-end steel railways is huge, which will inevitably result in great waste. It will also take a lot of money to carry out the renovation in the traditional ways. It is necessary to study the method of low-cost reconstruction.

(49) The bevel-end steel railway adopts the bevel-end and flat-end rails compatible and complementary design, which can use existing equipments to produce bevel-end steel rails, can continue to use the standard steel rails after renovation, can continue to use the existing sleepers and line accessories, and thus can greatly reduce the cost of reconstructed building materials for the steel railways. By using bevel-end and flat-end rails compatible and complementary design, the flat-end steel rails can be renovated directly in accordance with the partial interval replacement and interval replacement methods, where it is only necessary to replace and renovate a small number of standard steel rails on the line, without the need to renovate the original roadbeds, track beds, and sleepers, which can also greatly reduce the cost of railway reconstruction. The quality standards and technical requirements for the bevel-end steel railway are the same as those for the standard steel railway, which can also significantly reduce the reconstruction cost of the seamless steel railway.

(50) 1. Renovation Method of Flat-End Railway

(51) Existing flat-end railways can be divided into two types: a standard steel railway that is composed of standard steel rails and is fixed in a conventional manner; and a seamless steel railway that is composed of welded seamless steel rails or an ultra-long seamless steel rails and is fixed by locking. Since various high-speed railways use the design of seamless lines and seamless steel rails, the high-speed railways are also categorized as seamless steel railways.

(52) Various existing flat-end railways can be reconstructed in a variety of ways. In view of different conditions such as railway road conditions, connection and fixing methods, regional temperature differences and railway importance, renovation can be optimized using partial interval replacement, interval replacement, entire replacement or Total reconstruction methods.

(53) (1) Partial Interval Replacement

(54) Partial Interval Replacement is used for high efficiency, low cost renovation of various seamless steel railways.

(55) Partial interval replacement: the standard bevel-end steel rails are placed at intervals between the seamless steel rails of the seamless steel railway, and the transversal rail gaps between the seamless steel rails are all converted into bevel rail gaps, thereby completely eliminating the problem of the still existing impact between the rails and the rail gaps of the seamless steel railway. Further, according to the requirement of thermal stress relief in areas with various temperature differences, an appropriate proportion of standard bevel-end steel rails are replaced with at equal intervals on each seamless steel rail. The seamless rails are divided by the bevel gaps with longitudinal clearance into several shorter sections. The superior thermal stress relief performance at the bevel-end steel rail joints and thermal stress limiting function of the seamless steel rails having the shorter sections and locked on the sleeper are combined to achieve the comprehensive effects of the interval relief and interval limit of thermal stress of the steel rails, so as to eliminate the potential risk of thermal stress of the steel rails of the seamless steel railway. By replacing with standard bevel-end steel rails at intervals between and on the seamless steel rails, the problem of wheel-rail impact and the potential risk of thermal stress on the steel rails can be completely eliminated.

(56) Partial interval replacement construction method: a standard steel rail is removed on the side of the flat-end joint between the seamless steel rails, the standard steel rail flat ends at both ends of the steel rail blank are bevel cut in accordance with the bevel cutting standard for the standard bevel-end steel rails, and then the standard bevel-end rail can be placed in the blanks of the steel rails. On the seamless steel rails, the number of standard bevel-end steel rails to be replaced with should be designed according to the requirement of thermal stress relief in areas with various temperature differences, standard steel rails should be disassembled at welding seams at equal intervals of the seamless steel rails, the flat ends of the standard steel rails at both ends of the steel rail blanks are bevel cut in accordance with the bevel cutting standard for the standard bevel-end steel rails, and then the standard bevel-end steel rails can be assembled at the steel rail blanks. The renovation work can be carried out on the seamless steel railway simultaneously. When designing the positions for disassembling and replacement of the steel rails, the length and spacing of the standard bevel-end steel rails and the flat-end into bevel-end renovated steel rails should be considered for subsequent renovation.

(57) The technical feature of partial interval replacement: by partial interval replacement with standard bevel-end steel rails and partial renovation of adjacent standard steel rail ends at both ends of the standard bevel-end steel rails, the transversal rail gaps between the seamless steel rails are converted into bevel rail gaps having longitudinal rail gap clearances, and the seamless steel rails are divided into multiple shorter segments using bevel rail gaps having longitudinal rail gap clearances.

(58) Performance of partial interval replacement renovated railways: after the railway is first renovated in a partial interval replacement manner, the wheel-rail impact prevention performance is exactly the same as that of a standard bevel-railway. By adjusting the ratio of bevel-end steel rails on the seamless steel rails renovated in a partial interval replacement manner, thermal stress relief performance of the seamless steel rails in each section can be adjusted. At the same time, thermal stress limiting function of the seamless steel rails with each of the sections locked on the sleepers can be used to achieve combined effect of thermal stress relief and thermal stress limiting of the steel rails, so that thermal stress adjustment performance of the renovated railway is basically the same as that of the standard bevel-end steel railway. When periodic subsequent renovation is carried out in conjunction with line replacement cycle, the partial Interval replacement approach may continue to be followed. By gradually replacing the standard steel rails welded on the seamless steel railways with the standard bevel-end steel rails and by renovating them at intervals into flat-end into bevel-end renovated steel rails, the seamless steel railway can be gradually renovated into flat-end into bevel-end renovated steel railway replaced at intervals. Wheel-rail impact prevention performance and thermal stress adjustment performance of flat-end into bevel-end renovated steel railway is identical to that of a standard bevel-end steel railway, and maintenance can be performed in full accordance to the technical requirements for a standard steel railway.

(59) (2) Interval Replacement

(60) Interval replacement is used for high-efficiency, low-cost renovation of various standard steel railways, as well as high-efficiency, low-cost renovation of various seamless steel railways in areas with large temperature differences or on major trunk lines.

(61) Interval replacement: the standard steel rails on a standard steel railway or a seamless steel railway are ranked according to the connection sequence or welding sequence, and all the standard steel rails at even-numbered positions are to be replaced by standard bevel-end steel rails, the odd-numbered positions are to remain and not to be disassembled, both ends of the remained standard steel rails are bevel cut and renovated in a standard manner, and then the flat-end into bevel-end renovated steel rails that are remained and renovated are reconnected with the replaced standard bevel-end steel rails to form a flat-end into bevel-end renovated steel railway.

(62) The technical feature of interval replacement: by interval replacement with standard bevel-end steel rails and interval renovation of adjacent standard steel rail ends at both ends of the standard bevel-end steel rails, the transversal rail gaps or welding seams between the standard steel rails or the seamless steel rails are converted into bevel rail gaps having longitudinal rail gap clearances.

(63) Performance of interval replacement railway: after various standard steel railways and seamless steel railways are renovated in an interval replacement manner, all transversal rail gaps or welding seams between the steel rails on the line have been converted to have bevel rail gaps with longitudinal clearance. Therefore, the wheel-rail impact prevention performance and thermal stress adjustment performance of the flat-end into bevel-end renovated steel railway are exactly the same as those of standard bevel-end steel railway, and the entire line can be repaired and maintained according to the technical requirements for standard steel railway. The flat-end into bevel-end renovated steel railway is also featured as interval combination and connection of standard bevel-end rails [length=(25+2a) meters] and flat-end into bevel-end renovated steel rails [length=(252a) meters].

(64) (3) Entire Replacement

(65) Entire replacement: the steel rails are all replaced with standard bevel-end steel rails or flat-end into bevel-end renovated steel rails on the existing roadbed, track bed and sleeper, so that the standard bevel-end steel rails or flat-end into bevel-end renovated steel rails are assembled into the bevel-end steel railway.

(66) Entire replacement is used for various standard steel railways and seamless steel railways where the overall quality of roadbed, track bed and sleeper is up to standard while the overall quality of steel rails on the line is not up to standard. The performances of the steel railway renovated in an Entire replacement manner are exactly the same as those of standard bevel-end steel railway.

(67) (4) Total Reconstruction

(68) Total reconstruction: the bevel-end steel railway is reconstructed on the original site of the steel railway line.

(69) Total reconstruction is used for various standard steel railways and seamless steel railways where the overall quality of roadbed is not up to standard. The performance of the railway renovated in a total reconstruction manner is the same as that of the standard bevel-end railway.

(70) 2. Low-Cost Renovation of Seamless Steel Railway

(71) The construction standard for seamless steel railways (including high-speed railways) are obviously higher than that of standard steel railways, the quality indicators of line accessories, sleepers and roadbeds are also significantly higher than those of standard steel railways, the time for railway construction is generally shorter and the road conditions are generally better. In order to minimize renovation cost of seamless steel railways (including high-speed railways) and improve the renovation efficiency, it is necessary to carry out renovations in accordance with the partial interval replacement or interval replacement method according to the temperature differences of the areas where the steel railways are located and the importance of the railways.

(72) (1) In Areas with Relatively Small Temperature Differences

(73) In areas having relatively small temperature differences, if the quality of the steel rails, roadbeds, track beds, and sleepers of seamless steel railways (including high-speed railways) are all up to standard, they should be renovated in accordance with the partial interval replacement method.

(74) (2) In Areas with Relatively Large Temperature Differences

(75) In areas with relatively large temperature differences, if the quality of steel rails, roadbeds, track beds, and sleepers of seamless steel railways (including high-speed railways) are all up to standard, they should be renovated in accordance with the partial interval replacement method. However, it is necessary to place more equally spaced standard bevel-end steel rails on seamless steel rails to effectively improve thermal stress adjustment performance.

(76) (3) In Areas with Large Temperature Differences

(77) In areas with large temperature differences, due to the greater thermal stress of the steel rails on the line, in order to ensure the safety of the steel railway, a one-time thorough renovation should be carried out in accordance with the interval replacement method, so that the wheel-rail impact prevention performance and thermal stress adjustment performance of the flat-end into bevel-end renovated steel railway are exactly the same as those of standard bevel-end steel railway.

(78) In the renovation of seamless steel railway (including high-speed railway), in addition to the factor of temperature differences, line importance, line conditions, and construction time should also be taken into account. For major trunk railways, if they are located in areas with relatively large or large temperature differences, a one-time thorough renovation should be carried out in accordance with the interval replacement approach. If the overall condition of the seamless steel railway (including high-speed railway) is general, a one-time thorough renovation should be carried out in accordance with the entire replacement approach. If the quality of roadbeds, track beds, or sleepers of the seamless steel railway (including high-speed railway) cannot be fully up to standard, a one-time thorough renovation should be carried out in accordance with the total reconstruction approach, no matter whether or not the steel rails are in good condition.

(79) 3. Low-Cost Renovation of the Standard Steel Railway

(80) The time for the construction of standard steel railway is generally longer, and the problem of aging of the lines is more prominent. In addition, frequent impacts between the wheels and the rail gaps of the steel rails will also significantly reduce the quality and reliability of the lines. Therefore, during renovation of standard steel railway, based on the specific conditions, a one-time reconstruction should be carried out in accordance to interval replacement, entire replacement or total reconstruction method.

(81) (1) The Overall Condition of the Steel Railway is Very Good

(82) If the overall condition of the standard steel railways railway is good, one-time renovation should be carried out in accordance with the interval replacement approach.

(83) (2) The Overall Condition of the Steel Railway is General

(84) If the quality of the roadbed, track bed, and sleeper of a standard steel railways railway is up to standard, and the condition of the steel rails is general, a one-time renovation should be performed in accordance with the entire replacement method.

(85) (3) The Overall Condition of the Steel Railway is Poor

(86) If the quality of the roadbed, track bed, and sleeper of a standard steel railways railway cannot be fully up to standard, no matter whether the status of the steel rail is good or not, a one-time renovation should be performed in accordance with the total reconstruction method.

(87) The bevel-end steel railway can not only improve the safety, reliability, riding comfort, and durability of railways in a comprehensive manner, but also significantly reduce the costs of railway construction, renovation, maintenance, and operation. Waste of huge amounts of previous investments can be avoided, and a huge amount of reinvestment can also be saved. The bevel-end steel railway has created a brand-new mode for high-performance design, high-efficiency use, high-profit operation, and low-cost construction, maintenance and renovation of the steel railway, and has extremely high promotion and application value.