The present invention refers to a rail producing method and a rail.

A railway rail called a "Vignoie" rail is generally known and used, in its construction there is a head of the rail, a foot of the rail and a web of the rail, whereas the length of the single web of the rail is not greater than the distance between facing each other the surface of the head of the rail and the surface of the foot of the rail.

The similar construction has a grooved tramway rail as well as rails called: "LR55", "SA42", "Pear-shaped rail", "Compound Rail" and the rail called: "Balfour Beatty" as well as the "Stephenson's rail". A different construction has a rail called a "Barlow", or "Brinella" or "Bridge Rai!" with a double web of the rail.

It is known from the description of utility model PL 65235 entitled "The rail profile of transport equipment", this description discloses the profile of the railway rail similar to the I-beam (also known as H-beam). There are known constructions in which caps on the heads of the rails are used, they are described for example in patents descriptions: EP 2390411 "Low noise rail and method of manufacturing it", US 5251732 "Support rail for composite continuous rail", GB 256434 "Improvements in and relating to railway and like rails, WO 2002/033173 "A railway wheel / rail noise and wear reduction arrangement". There is known from the patent description PL 212951 'Rail with a sound damper, "wherein the acoustic damper consists of plastics material and particulate iron alloy. In this case, the damping material does not work as a spring that is, it does not collect energy and returns the energy to the rail.

There is known from the patent description PL 43164 "Rail" wherein the railway rail may also be a pipeline.

It is known from the patent description US 4,752,058 "Shock - absorbing support rail" a whole supporting rail that has a cross-sectional shape similar to the shape of lying letter "M", in the construction of the supporting rail (which is neither a running rail nor a railway rail) there is not specified any head, web or foot of the rail. Known from the patent description PL 33210 "The folded railway rail", where the rail consists of two parts, namely the lower foot and the head connected in the web by means of rivets or screws. There is known from the patent description PL 396740, "Method for producing rails and the rail, in particular tram", wherein the subject of the invention relates to the construction of the rail, embedded in the damping material for the flexible building of the track surface, in this case the damping material is not working as a spring which means it does not collect energy and does not return the energy to the rail.

It is known from the patent description PL 15868 "Railway raii with strongly hardened running surface" characterized in that in the mass of hardened steel forming the rail, namely in the part forming the head, there is a core of unhardened soft steel from confluent iron.

It is known from the publication entitled: "Rozjazdy kolejowe" by Jan Laczynski, third edition, 1967 (page 285 and 286), a British and French railway rail that is tilted 1 :20, in this solution the length of the railway rail is not greater than the distance between facing each other the surface of the head of the rail and the surface of the foot of the rail.

From the standard EN 13674-2: 2006 + 2010 (E) "Switch and crossing rails used with conjunction with Vignole railway rails 46 kg/m and above" (pages 51 and 87) there is known, among other things, the railway rail 50E6A2 tilted 1 :20, in this solution the length of the web of the rail is not greater than the distance between facing each other the surface of the head of the rail and the surface of the foot of the rail. In addition, the illustration on page 51 marked the course of the axis y-y.

The subject-matter of the present invention is that a head of the rail and/or a foot of the rail and/or a single web of the rail or a single web of the rail that connects the head of the rail with the foot of the rail is rolled in such a way that in the cross-sectional plane of the railway rail there is obtained the length of the single web of the rail that is greater than the distance between facing each other the surface of the head of the rail and the surface of the foot of the rail, preferably greater than the minimum distance between the facing each other the surfaces of the head of the rail and the surface of the foot of the rail.

The subject-matter of the invention is also the fact that in the cross-sectional plane of the railway rail there is achieved the length of the single web of the rail greater than the calculated along the axis y-y distance between the facing surfaces of the head of the rail and the surface of the foot of the rail, preferably greater than calculated along the axis y- y minimum distance between the facing each other surface of the head of the rail and the surface of the foot of the rail.

Also essential is that with the external dimension of the rail having the head of the rail, the foot of the rail, the single web of the rail corresponding to the external dimension of the standard rail, in the cross-sectional plane of the rail there is obtained the length of the single web of the rai! greater than the calculated along the axis y-y the distance between the facing surfaces of the head of the standard rail and the surface of the foot of the standard rail, preferably greater than the calculated along the axis y-y minimum distance between the facing surfaces of the head of the standard rail and the surface of the foot of the standard rail.

An important element of the invention is that it the upper riding surface of the head of the rail is prepared during the rolling step with a width of up to 160 mm, preferably during the rolling step at least one rib reinforcing the single-web of the rail is formed. As well as the fact that on the single web of the rail and/or on the foot of the rai! and/or on the head of the rail and/or on the support there is prepared in the course of roiling at least one continuous or discontinuous resistance abutment with a height of up to 160 mm and a thickness of up to 30 mm, preferably the resistance abutment is rolled in such a way as to obtain a bend toward the interior of the abutment chamber cooperating with the block and/or a spring brace and/or elastic bar and/or working as a spring material or there is obtained the overlapping of projections resistance.

There is also such a type of the invention in which in the groove of the head of the railway rail is cut at least one drainage hole with an area of up to 60 cm ² , preferably the drainage hole is cut in the bottom of the groove of the head of the rail in the gaps between the blocks.

There is a possibility that the head of the rail and/or the foot of the rail and/or the single web of the rail and / or the resistance abutment, and/or the support and/or the spring brace and/or the elastic bar and/or the block are rolled of intermetal!ic compound, preferably rolled of intermetallic compound based on iron and aluminum.

The subject-matter of the invention is also that in the space between the single web of the rail and/or the head of the rail and/or the foot of the rail and/or the support, or in the space limited by the single web of the rail at least one chamber is made which is filled with at least one kind of working like a spring material and/or there is formed at least one chamber which is partly filled with at least one kind of working as a spring material and/or there is formed at least one chamber into which there is inserted at least one block made of at least one the kind of working like a spring material, furthermore through the working as a spring material and/or through the chamber and/or through the block there is carried out at least one cooling conduit and/or at least one heating conduit, preferably an electric cable.

The subject-matter of the invention is that working as a spring material which fills the chamber and/or partly fills the chamber and/or the block has at least one open to the atmosphere passage and/or has at least one balloon filled with gas and/or have at least one pipe, preferably the pipe has as a wall the single web of the rail and/or the head of the rail and/or foot of the rail and/or the support what is more the pipe comprises at least one valve through which the pipe is connected to a pump or the atmosphere. In the next variant, the lateral movement of the single web of the rail and/or the head of the rail are limited or the single web of the rail is stiffened with at least one support reaching up to 200 mm, wherein the elastic or rigid support is made by bending the foot of the rail toward the single web of the rail and/or the head of the rail, moreover between the support and the single web of the rail and/or head of the rail and/or between the contacting resistance abutments is inserted the lining that reduces the coefficient of friction between the support and a single web of the rail and/or the head of the rail and/or between the contacting resistance abutments, preferably the support is attached also to the rail base.

The subject-matter of the invention lies in the fact thai the single web of the rail and/or to the head of the rail, and/or to the foot of the rail and/or the support and/or the spring brace and/or the elastic bar and/or the resistance abutment or to the single web of the rail there is fastened at least one gudgeon pin directed toward the interior of the chamber and embedded in the material working as a spring, preferably the gudgeon pin has at least one site where there is a change in the shape of a the gudgeon pin. The subject-matter of the invention is also that the head of the rail with the foot of the rail and/or the head of the rail with the single web of the rail and/or the single web of the rail with a single web of the rail is connected by at least one shock absorber preferably pneumatic shock absorber and/or is connected by at least one actuator, preferably a hydraulic actuator.

There is also a variant in which in the space between the single web of the rail and/or the head of the rail and/or the foot of the rail and/or in the space limited by a single web of the rail there is arranged at least one spring brace in the form of at least one bar, preferably the spring brace is fixed to the block and is anchored in a chamber on the resistance abutments.

An important element of the invention is that in the space between the single web of the rail and/or the head of the rail and/or the foot of the rail and/or in the space limited by the single web of the rail is arranged at least one elastic bar, wherein the convex elastic bar is arc-directed toward the interior of the chamber and is attached in the chamber to the resistance abutments, preferably the elastic bar is made of composite and wherein the elastic bar is fixed to the block, wherein the metal elastic bar (13) is welded to the resistance abutments (8) and/or the single web of the rail (1 ) and/or the head of the rail (2) and/or the foot of the rail (3) and/or the support (9).

An advantage of the invention is the ability to produce by roiling a rail, which by deflection of the singie web of the rail from a straight line can operate as a spring, that is why the rail of the present invention is able to damp vibrations and shock caused by the motion of a rail vehicle on the head of the rail. Additional filling of the chamber between the head of the rail, the foot of the rail and the single web of the raii with working like a spring material improves depreciation and suppresses noise.

An advantage of the invention is the ability to vary the distance between the head of the rail and the foot of the rail. This allows particularly on the bend of the rail track running change of the tilt depending on the expected speed a particular train.

The advantage of the invention is also the possibility to change the width of railway track.

Another advantage of the railway rail according to the invention is the ability to adjust the angle of the upper ride surface of the head of the rail to a circular shape; the advantage is also the increase of the upper ride surface of the head of the rail, which increases the surface of the wheel-rail contact. A first example of construction is the production by rolling the grooved rail used in the tram transport. The rail according to the invention having dimensions typical for the standard grooved tram rails that is rails with a height of 180 mm and width of the foot of the rail 180 mm was prepared from steel R260 with such rollers that it was achieved the shape of the single web of the rail (1 ) as an approximation of the shape of the letter "S". The length of this single web of the rail (1) is greater than the distance between facing surface (14) of the head of the rail (2) and the surface (15) of the foot of the rail (3). The upper chamber (4) between the single web of the rail (1) and the head of the rail (2) and the lower chamber (4) between the single web of the rail (1 ) and the foot of the rail (3) was filled with two damping vibrations and noise resilient blocks (7) made of material working as a spring (5). In this case, there was used retardant rubber reinforced with elastic steel wire having a diameter of 0.8 mm formed in the spring of 60 mm length and 10 mm diameter and reinforced with aramid fibers. Rubber mixed with aramid fiber came from the processing of flame retardant tapes of mining conveyors reinforced with aramid fabric. In both chambers (4) there are maintained both blocks (7) with the a means of 15 mm high resistance abutments (8) running in sections of the length of 500 mm with intervals of 00 mm along the rail. In both blocks (7) there were made longitudinal, sealed at the end of the block (7) pipes (6) having a diameter of 40 mm in which (6) before assembly of blocks (7) in the chambers (4) it was prepared in the vacuum pump a negative pressure of up to 1000 Pa of absolute pressure. Then, after assembling of the block (7) by a valve mounted in the wail of the pipe (6) in the form of the valve stem the pressure was aligned to atmospheric pressure. It restored the original shape of the blocks (7) and wedged it in the chambers (4) between the head of the rail (2) of the foot of the rail (3) and the single web of the rail (1). In the interior of the pipe (6) the insulated wire was placed in the form of a resistance wire having a diameter of 1.6 mm, when the temperature of the block (7) fell below -12 ^e C the resistance wire connected to AC 230 V, maintaining a temperature of working as a spring material (5) above the temperature of 12°C secured comfort of the tram ride and appropriate noise attenuation. In the bottom of the groove of the rail according to the invention every 25 m in between the blocks (7) there were drilled drainage holes (11 ) having a diameter of about 15 mm through which via a pipe of polyvinyl chloride having a diameter of 15 mm and a length of 600 mm water and grit accumulating in the groove of the rail run down on substrate.

Third example of construction is forming by rolling rails used in rail transport. The rail according to the invention of the dimensions of the standard rails S-60 that is the rail height 172 mm and width of the foot of the rail 150 mm was produced from steel R 350 HT using such rollers, that the obtained shape of the rail according to the invention was an approximation of the shape of the letter "S". The length of the web of a single rail (1) was greater than the minimum distance between facing surface (14) of the head of the raii and the surface (15) of the foot of the rail (3). The upper chamber (4) between a single web of the rail (1) and the head of the rail (2) was filled with a damping vibrations and noise block (7) made of material working as a spring (5). In this case, there was applied the rubber reinforced with graphite fiber, wherein rubber was processed from the used tires, in the rubber there were embedded balloons having an internal diameter of 12 mm filled with nitrogen. The lower chamber (4) between a single web of the rail (1) and the foot of the raii (3) was filled with a damping vibrations and noise block (7) made of material working as a spring (5). In this case the used elastomer reinforced with aramid. in both chambers (4) these blocks (7) were maintained by laser-fused 12 mm high resistance abutments (8) extending along the rail. In both blocks (7) there were made longitudinal, sealed at the end of the block (7) pipes (6) having a diameter of 35 mm. In these pipes (6) through valves assembled in the wall of the pipe (6) before mounting block (7) in the chambers (4) there was prepared a negative pressure reaching up to 100 Pa of absolute pressure. Then, after assembling through valves installed in the walls of the pipe (6), in both pipes (6) pressure was aligned to atmospheric pressure, it restored the original shape of the blocks (7) and wedged them in the chambers (4) between the head of the rail (2), the foot the rail (3) and the single web of the rail (1). Then by a means of compressor it was prepared via a valve in the form of the valve stem in both of the pipes(6) overpressure reaching up to 0.9 MPa.

The third example of construction is the producing by rolling of the grooved rail used in tram transport the rat! according to the invention having dimensions typical for the standard grooved tram rails or height of the rail 180 mm and a width of the foot of the rail 180 mm, there was obtained the form of the single web of the rail (1) as an approximation to the shape of the letter "C". The length of the single web of the rail (1) was greater than the calculated along the axis y-y the distance between the facing surfaces of the head of the standard grooved rail and the surface of the foot of the standard grooved rail. The head of the rail(2), the foot of the rail (3), the single web of the rail (1 ), the resistance abutment(8) and the support (9) was made by rolling method from the block made from 75% intermetallic compound based on iron and aluminum, in 22% from intermetallic compound based on iron, aluminum and nickel and in 3% from intermetallic compound on the base of iron, aluminum and boron. The chamber (4) between the single web of the rail (1) and the foot of the rail (3) and the head of the rail (2) within approx. 60% of the cross- sectional area of the chamber (4) was filled with a resilient block (7) damping noise and vibration, having a length of 15 m made of material working as a spring (5). In this case, elastomer reinforced with carbon nanofiber was applied, further about 5% of the chamber (4) was a neoprene rubber which was used for the implementation of the pipe walls (6) remaining approx. 35% of the cross-sectional area of the chamber (4) was taken by the pipe (6). The insulated wire was immersed in the block (7) in the form of a resistance wire having a diameter of 1.2 mm, when the temperature of the block (7) was falling down to - 10°C AC 230V was connected to the resistance wire. By maintaining the temperature of the material working as a spring (5) above the temperature of -10°C the comfortable tram ride and appropriate noise attenuation are assured. In the chamber (4) the block (7) was maintained by generated during rails rolling resistance abutments (8) 35 mm high rail extending along the rail. The resistance abutments (8) had hook bends of the length of 15 mm facing the interior of the chamber (4), with the result that the block (7) worked with both compressive and tensile strength. In the block (7) there was made the pipe (6) blind at the ends of the longitudinal block (7) having a diameter of approx. 60 mm. In this pipe (6) on the mounting of block (7) in the chamber (4) through a valve in the form of the valve stem there was produced overpressure reaching up to 0.8 MPa. It wedged the block (7) in the chamber (4) between the head of the rail (2) the foot of the rail (3) and the single web of the rail (1 ). In the bottom of the grooved rail each 15m drainage holes were milled ( 1) with width of approx. 10 mm and length of approx. 35 mm through which ballast water and grit accumulating in the grooved head of the rail ran on substrate.

The fourth example of construction is formation by a means of roiling the 20 meters long rail used in railway transport form prepared by powder metallurgy 2,3 tone block of intermetailic component Fe^l based on iron and aluminum with additions of 0.25% molybdenum, 0.05% boron, 0.22% carbon 0.7 niobium reinforced with carbon nanofiber pre-cut into sections of the length of 0.08 mm. There was obtained a form of the single web of the rail (1 ) as an approximation of the shape of the letter "C". The length of this single web of rail (1) was greater than the calculated along the axis y-y distance between the facing surface (14) of the head of the rail (2) and the surface (15) of the foot of the rail (3). During the rolling there was obtained the drive width of the upper surface of the head of the rail (2) - 130 mm. The chamber (4) between a single web of the rail (1) and the foot of the rail (3) and the head of the rail (2) was filled with a resilient block (7) damping noise and vibration, made of material working as a spring (5). In this case, there was applied elastomer reinforced with aramid fiber and boron nanofiber. The block (7) was maintained in the chamber (4) by two 4 mm wide and 30 mm high resistance abutments (8), which were Laser welded to the head of the rail (2) and the foot of the rail (3) over the entire length of the rail according to invention. The elastic bar (13) convex toward the chamber (4), was exposed between the resistant abutments and was made of 2 mm of spring steel 50 HS. In the block (7) there was made three pipes (6) blind at the ends of the longitudinal block (7) having a diameter of 20 mm in which holes (6) before the assembling of the block (7) in the chamber (4) there was prepared negative-pressure reaching to 1000 Pa of absolute pressure. Then the pressure was equalized by valves to the atmospheric pressure and at the same time through these valves the pipes were filled (6) with foam material, restoring in that way the original shape of the block (7) and wedging it into the chamber (4) between the head of the rail (2) the foot of the rail ( 3) and the single web of the rail (1). Used in this example spring brace (12) in the form of a rod of length of 12 mm from spring steel formed in a series of bends with height of 100 mm spring brace was bending forward the block (7) and was attached every 240 mm to the resistance abutments (8) on the foot of the rail (3) and the head rail (2). lean

The fifth example of construction is the connection on the bend of the rail track every 2 m of the head of the rail (2) and the foot of the raii (3) with a means of hydraulic cylinders, double-acting with the diameter of 100 mm and the working stroke of 90 mm operating with a working pressure of up to 70 MPa. A hydraulic cylinder was attached to the resistance abutment (8), the head of the rail (2) and the foot of the rail (3). The railway raii according to the invention had a shape as an approximation of the shape of the letter "C". Operation of hydraulic cylinders made it possible to change the height of the two rails of the rail track in the range from 200 mm to 150 mm with a typical height of a standard rail S-60 of 172 mm. The height adjustment of both rails of the track raii on the bend of track, enabled the current regulation of the tilt of the rail track on bends depending on the expected speed a particular train. At the same time due to changes in the height of the rail there has been a change in the angle of tilt of the upper ride surface (16) of the head of the raii (2) form the angle 3° at an angle of 2.8° (the outer rail of the bend of rail track), and changing the angle of tilt top of the ride surface (16) of the head of the rail (2) from angle 3° angle 3.2° (inside rail of the bend of rail track) relative to a line perpendicular to the axis of the track rail and tangent to the two heads of the rail (2) of the rail track. At the same time there has been a change in the angle of tilt of the upper ride surface (16) of the head of the rail (2) from the angle of 6° at an angle to ⁰ 5.8 (the outer rail of the bend of rail track), and changing the angle of tilt of the upper ride surface (16) of the head of the rail (2) from the angle 6° to the angle of 6.2° (the inside rail of bend of the rail track) in relation to the horizontal line. The sixth example of construction is a combination every 16 mm of the head of the rail (2) with the foot of the rail (3) in this case the grooved rail with pneumatic shock absorber (10) having a diameter of 150 mm and working stroke of 12 mm. A single web of the rail (1) possesses the shape as an approximation of the shape of the letter "C", the thickness of the single web of the rail (1) changed from 30 mm near the foot of the rail (3) and the head of the rail (2) to 20 mm in the half of the full height of the rail according to the invention. Steel elements to which the pneumatic shock absorber (10) was attached, were fixed to the head of the rail and (2) and the foot of the rail (3) at the site and during the joining of two 16m rails according to the invention, using thermal welding. Operation of the pneumatic shock absorber (10) placed in between the blocks (7) also suppressed the vibration and deflection of the rail according to the invention. In the block (7) there was made a iongitudinal open to the atmosphere at the ends of the block (7) rectangular channel with the walls of the length of 50 mm and 30 mm. The block (7) was made from a foamed intermetallic compound based on aluminum and iron in a weight amount of 85%, reinforced with carbon nanofiber in the weight amount of 14% pre-cut on pieces 0.07 mm, to foam intermetallic compound there was used argon in the weight amount of 1%. In the chamber (4) the block (7) was maintained by two 7 mm thick and 100 mm wide, resistance abutments (8) which were laser welded to the head of the rail (2) and the foot of the rail (3) over the entire length of the rail by invention. In this case it occurred overlapping of the resistance abutments (8) which closed chamber (4). At the junction of the resistance abutments (8) over the entire length of the rail according to the invention there was provided as the sliding element 1 mm-thick plate of aluminum bronze.

The seventh example of construction is the mounting every 4 meters along the rail the support (9) with a height of 100 mm and width of 50 mm and thickness of 20 mm. The support (9) limited lateral movement of the single web of the rail (1) and the head of the rail (2), particularly on the bend of the rail track and limited spreading in the railway track of the single webed head of the rail (1) shaped as an approximation of the shape of the letter "C". The supports (9) were fastened to the base on the outer side of rails forming the rail track and on the single point of contact with the web of the rail (1) and the head of the rail (2) they had surfaces of Al-bronze with a thickness of 0.5 mm, laser fused. In the block (7) there were sunk seven of hydraulic hoses in the form of cooling plastic tubes with the diameter of 5 mm; when the temperature of the block (7) increased above 40°C through the cooling tubes water at the temperature of 15°C was ai!owed. Maintaining the temperature of material working as a spring (5) and the entire rail temperature below 40°C provided comfortable tram ride and proper noise attenuation and prevented from thermal deformation rails according to the invention.

The eighth example of construction is to produce by rolling a single web of the rail (1) in such a way that formed on the single web of the rail (1 ) shaped as an approximation of the shape of the letter "C" reinforcement ribbing the single web of the rail (1) and simultaneously cross-stiffening the entire rail according to the invention. The ribbing facing toward the interior of the chamber (4) of thickness variable from 10 to 35 mm were made at intervals of 250 mm on the inside of the web of the rail (1) by rolling under the same rolling of the rail according to the invention. The ninth example of construction is the connection on the rail track of flexible pipe (6) in the block (7) on the outer rail through the valve with the pump, it enabled to change the pressure in the flexible pipe (6) from the atmospheric pressure to the pressure of 70Mpa. This example used the rails of the original height of 172 mm (outer rail of the bend of rail track) and 150 mm (inner rail of the bend of rail track). Single webs of the rail (1) of the two rails of the rail track were shaped as an approximation of the shape of the letter "C". This lower pressure in block (7) placed in the chamber (4) enabled to change the height of the outer rail of the band of rail track from 172 mm to 190 mm while the typical height of the rail S-60 is 72 mm. At the same time the pressure was reduced in the flexible pipe (6) in the block (7) the inside rail of the bend of rail track of the original height of the 150 mm from 70MPa pressure to atmospheric pressure. Operation of pressure changes on the block (7) placed in the chamber (4) enabled to change the height of the inner rail of the bend of rail track from 172 mm to the original height of 150 mm. This current height adjustment of external and internal rails of the bend of rail track enabled adjustment the tilt of the rail, depending on the expected speed a particular train. The tenth example of construction is the insertion of an elastic bar (13) in the form of a convex bar having a width of 110 mm and a thickness of 5 mm between the head of the rai! (2) and the foot of the rail (3). The edges of the elastic bar (13) were based on the head of the rail (2) and the foot of the rail (3) at a position the resistance abutments (8). The convex elastic bar in the shape of circle segment with the radius of 3 m and a length of 30 m was made of heat treated steel 50 HS. Preparation of a pressure at the level of 2 MPa of absolute pressure through a vaive mounted in the elastic bar (13), in the sealed chamber (4) limited by the head of the rail (2), and the foot of the rail (3) the single web of the rail (1) or the elastic bar(13) caused that the rail according to the invention worked as a spring. A single web of the rail (1) possessed a shape as an approximation of the shape of the letter "C", the rail had external dimensions of S-60 rail. The elastic bar (13) after the laser welding to the head of the rail (2) and the foot of the rail (3) acts as an additional spring element of the rail according to the invention.

The eleventh example of construction is the insertion of the spring brace (12) in the form of a rod twisted of three wires form spring steel, with wires having a thickness of 8 mm. The rod was formed into a string of interconnected arcs and after heat treatment it was inserted between the head of the rail (2) and the foot of the rail (3) in such a manner that the arcs rested against the head of the rail (2) and the foot of the rail (3 ) in place of laser welding to the head of the rail (2) and the foot of the rail (3). Preparation in the tube (6) of negative pressure at the level of 1000Pa of absolute pressure caused the shrinking of the block (7) it enabled its insertion in the chamber (4) after lubrication with two-component glue. When the block (7) was depressurized to atmospheric pressure it was wedged by spring brace ( 12). A single web of the rail (1) possessed approximately lying shape of the letter "Ω" turned 90°, the rail possessed the outer dimensions of a standard rail S-60. Spring brace (12) acted as an additional spring element of the rail according to the invention.

The twelfth example of construction is joining the gudgeon pins to the web of the rail (1) the head of the rail (2) and the foot of the rail (3) every 60 mm, they were made of spring steel 65 in the form of hardened and tempered nails with a length of 110 mm and a thickness of 4 mm and the diameter of the head 30 mm curved three times at an angle of 30°. These pins were laser welded to the metal rail in such a way that facing toward the interior of the chamber (4). The chamber was closed with the elastic bar (13) in the shape of made form composite of glass fiber and thermosetting resin bar with a width of 120 mm and a thickness of 12 mm and an approximate shape of arc with a radius of 4m. Then, through one of the openings in the elastic bar (13) the chamber (4) was filled with operating as a spring materia! (5) in liquid form. After solidification the foamed neoprene worked resiliently both in tension and compression loads which was provided by embedded therein pins.

The thirteenth example of construction is the production of two supports (9) with a height of 137 mm and 100 mm and a thickness of 11.5 mm by bending up both sides of the foot of the rail (3). Foot of the rail (3) had, after roiling and before folding width of 350 mm and two 25 mm high and 11 ,5 mm thick resistance abutments. After bending the foot of the rail (3) the standard width of the foot of the rail (3) S-60 of 150 mm was obtained. There were obtained two 25 mm thick edges of height of 11 ,5 mm for mounting a rail according to the invention to a concrete substrate and two 137 mm and 100 mm high supports. One of the support (9) was in contact with the surface of the head of the rail (2) and the bends surface of the single web of the rail (1), the second support (9) was in contact with the surface of the bend of the single web of the rail (1). Both of the supports (9) limited lateral movement of the head on both sides of the rail (2) and lateral movement of the single web of the rail (1 ) in the shape as an approximation of the shape of the letter "S", of the width 75 mm, similar to the width of the head of the rail (2). Furthermore, especially on bends of the track supports (9) have limited spread of the heads of the rail (2). At the junctions of rail tracks there were left in the surface of the support(9) not welded drainage holes of the surface of 4cm ² . The space between the supports (9) and a single web of the rail (1 ) and the foot of the rail (3) was poured to a height of 105 mm with material working as a spring (5) in the form of a silicone elastomer reinforced with carbon nanotubes. Along the rail according to the invention between the two supports (9) and the single web of the rail (1) and the head of the rail (2) introduced two 1 mm insert 135 mm and 100 mm high made of polytetrafluoroethy!ene which reduced the coefficient of friction between the supports {(9) and the single web the rail (1) and the head of the rail (2). On the supports (9) there were made rolled longitudinal 7 mm high resistance abutments (8).

The fourteenth example of construction is an embodiment of a single web of the rail (1) and the foot of the rail (3) of composite graphite fiber and a thermosetting resin. The place of transition of the web of single rail (1) into the foot of the rail (3) was reinforced on the surface of 3x30 mm with addition of fibers of intermetallic compound based on iron and aluminum. The width of the top of the ride surface of the head of the rail (2) was 110 mm. The head of the rail (2) was made by sintering the powder compound of intermetallic compound iron, boron and aluminum based reinforced with 5 mm boronic fibers of diameter of 0.01 mm added in the weight amount of 16%. The head of the rail possessed the whiskers with a length of 50 mm and a thickness of 4 mm embedded in the composite from which the single web of the rail was made (1 ). The entire rail was prepared during rolling in the temperature of 230°C of graphite fiber composite and the thermosetting resin, with electrically heated to 320°C steel rolls at the same time the head of the rail (2) combined with the single web of the rail (1 ).

The examples of construction are illustrated on drawings: Fig. 1 , Fig. 2, Fig.3, Fig.4, Fig.5, Fig.6. In the drawings there are presented cross-sections of rails formed by the method shown in patent description. In the drawing Fig. 7 there is shown a cross section through a standard rail S-60 with the selected course of the axis y-y according to the publication "infrastruktura transportu kolejowego" Kazimierz Towpik Warsaw University of Technology Publishing Office, 2009, page 64 according to EN 13674 - 2: 2006 + A1 : 2010 (E) p 51.

The drawing in Fig. 1 shows a section through a grooved rail; in the example there was obtained the form a single web of the rail (1 ) as an approximation of the shape of the letter "C". The chamber (4) between the head of the rail (2) and the foot of the rail (3) and a single web of the rail (1 ) is filled with material working as a spring (5) in the form of a block (7), in which the pipe is made (6), on the foot of the rail (3) and the head of the rail (2) there are made longitudinal resistance abutments (8) in the groove of the head of the grooved rail there is formed a drain hole (11). The block (7) is limited by a elastic bar (13) in the form of a bar based on the resistance abutments (8).

The drawing in Fig. 2 shows a cross-section through the grooved rail; in this embodiment there is obtained the shape of the web of the single rail (1) as an approximation of the shape of the letter "S". The upper chamber (4) between the head of the rail (2) and a single web of the rail (1) and the lower chamber (4) between the foot of the rail (3) and a single web of the rail (1 ) is filled with a material working as a spring (5) in the form of two blocks (7)in which there are pipes (6), on the foot of the rail (3), the head of the rail (2) and a single web of the rail (1) there are formed longitudinal resistance abutments (8) in the groove of the head of the grooved rail there is made a drain hole (11).

The drawing in Fig. 3 shows a cross-section through a railway rail; in this embodiment, the shape of the obtained single web of the rail is an approximation of the shape of the letter ^M C". The chamber (4) between the head of the rail (2) and the foot of the rail (3) and a single web of the rail (1) is filled with material working as a spring (5) in the form of a block (7) in which is made of a tube (6) on the foot of the rail (3) and the head of the rail (2) are made of longitudinal resistance abutments (8). The block (7) is limited by a spring brace (12) in the form of a sine wave -shaped rod based on the resistance abutments (8).

The drawing in Fig. 4 shows a cross-section through a rail, in this embodiment, the shape of the obtained single web of the rail (1) is an approximation of the shape of the letter "S". The upper chamber (4) between the head of rail (2) and a single web of the rail (1) and the lower chamber (4) between the foot of the rail (3)) and a single web of the rail (1) is filled with material working as a spring (5 ) in the form of two blocks (7) in which there are the pipes (6), on the foot of the rail (3), the head of the rail (2) and a single web the rail (1) there are formed longitudinal resistance abutments (8)

The drawing in Fig. 3 shows a cross-section through a rail, in this embodiment, the shape of the obtained single web of the rail (1) is an approximation of the shape of the letter "C". The head of rail (2) with foot of rail (3) is connected by the pneumatic shock absorber (10) whose task is damping vibrations of the head of the rail while driving a rail vehicle. The pneumatic shock absorber (10) is attached to the resistance abutments (8). A single web of the rail (1) is based on the support (9).The support (9) restricts the movement of a single web of the rail (1 ) and thereby restricts the movements of the head of the rail (2) in the horizontal plane which ensures the recommended distance between head of both rails in the rail track. The rigid support (9) in this example is attached to the base. The drawing in Fig. 6 shows a cross-section through a rail according to the invention, in the rolling process after forming a single web of the rail (1) in shape as an approximation of the shape of the "meander" and bending of the supports (9) which are on both sides an extension of the foot of the rail (3). The surface area of one support (9) is in contact with a single web of the rail (1) and the head of the rail (2) while the surface area of the other support is in contact with a single web of the rail.

The drawing in Fig.7 shows a cross-section through a standard rail, in this case a rail S- 60 with marked on the cross-section course of the axis y- y In relation to which is given the moment of inertia with respect to axis y-y for the rail S-60 "!y" of about 513cm ⁴ and the pointer of strength of the section relative to the axis y-y for the rail S- 60 "Wy" of approx. 68,3cm ² . Mileage of axis y-y is given according to the publication "Infrastruktura transportu kolejowego" by Kazimierz Towpik Warsaw University of Technology Publishing Office 2009 p 64 according to EN 13674 - 2: 2006 + A1 : 2010 (E) page 51.