If you don't sew, it will be crowded in summer.
But now the latest technology can overcome the influence of thermal expansion and cold contraction in other ways to make it seamless.
At present, many high-speed railways adopt seamless rail technology. They welded the gaps between the original rails so that there were no gaps between the rails, which made the train run smoothly and greatly reduced the noise between the wheels and the rails.
But I learned in middle school physics knowledge that there should be a gap between the rails, because if there is no gap, the temperature will rise in summer, which will cause the rails to squeeze and deform each other, causing damage to roads and endangering driving safety.
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Mosaic track connecting device
Patent number: ZL0020 1788. 1+0.
Patent introduction: A seamless connection device for railway tracks is not only suitable for the seamless connection of new railway tracks, but also very suitable for the seamless transformation of the original track connections. I hope to get the attention of relevant departments.
Technical features:
1. One end of the joint between two adjacent tracks is concave and the other end is convex. When connecting, the concave end and the convex end are embedded with each other. The concave end also plays the role of fixing the convex end, so that the concave end and the convex end can only move longitudinally, but not laterally. Therefore, there is no transverse complete gap at the joint of two adjacent rails, and the train passes through the joint continuously and smoothly, without generating additional noise and resistance, and the effect is equivalent to seamless connection.
2. With the invention, in the area where the difference between the extreme maximum temperature and the extreme minimum temperature does not exceed 100 degrees Celsius in one year, the length of a single rail can reach more than 250 meters, and seamless connection of the whole line can be realized.
3. By using the embedded track connecting device, the existing track can be seamlessly transformed, with convenient operation and low cost. Taking the existing rail as an example, if one interface is transferred every 10, only 1 9 other interfaces need to be directly welded. The reconstruction cost per kilometer is estimated to be about 40,000 RMB. As long as reasonable dispatching has little influence on the normal operation of trains, the economic and social benefits are enormous.