CA2119277C - Surface rail for composite continuous rail - Google Patents
Surface rail for composite continuous railInfo
- Publication number
- CA2119277C CA2119277C CA 2119277 CA2119277A CA2119277C CA 2119277 C CA2119277 C CA 2119277C CA 2119277 CA2119277 CA 2119277 CA 2119277 A CA2119277 A CA 2119277A CA 2119277 C CA2119277 C CA 2119277C
- Authority
- CA
- Canada
- Prior art keywords
- rail
- support
- running
- expansion
- rails
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M1/00—Power supply lines for contact with collector on vehicle
- B60M1/30—Power rails
- B60M1/302—Power rails composite
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
- Bearings For Parts Moving Linearly (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Railway Tracks (AREA)
- Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
- Machines For Laying And Maintaining Railways (AREA)
- Chain Conveyers (AREA)
Abstract
a composite continuous surface rail is constructed by combining a load-bearing support rail divided into segments to allow for thermal expansion with a continuous surface rail that slideably engages the support rail and spans any number of support rail segments. The continuous top or surface rail includes a running rail and an expansion rail. The expansion rail is provided to absorb thermal expansion of the running rail while continuing to provide a continuous composite rail surface. The surface rail and/or support rail may be electrified. An electrified running rail and expansion rail will provide an electrified composite rail with electrical continuity.
Description
EC HRNCOCK f HL KNERRL TEL:303-447-~070 Mar 04'94 14:1~ No.OO~ P.l~
J ~ 7 B02P07PC 1 IP~S 04MAR ~994 SURFACE RAIL FOR COMPOSITE CONTINUOUS RAIL
CROSS RE~ERF~CE TO RELATED PATENTS
This application is a Continuation-In-Part of copending patent application Serial No. 07/760,658 filed September 5 16, 1991, now U.S. Patent No. 5,154,346 lssued on October ~3, lg92 and entitled "Rail Mounting Clip for Railroad"
which is a Divlsion of copending patent application Serial No. 07/569,104 filed August 17, 1990, no~ U.S.
Patent No. 5,120,910 issued on June 9, 1992 and ent~tled 10 "Mini Joint Electrified Rail System."
FIELD OF 'rHE lNVE~TION
;~ This invention relates to continuous Rurface rails for a railroad. ~ore particularly the invention relates to a composite rail and the composite rail components that make up a rail with a continuous surface.
BAC~GROUND OF THE INVENTION
A long standing problem with continuous rails in railr~ad tracks has been the expansion and contraction of long continuous or welded rails. Typically, the entire rail in a continuous rail section is made of steel, steel alloy~, brass or aluminum. These materials expand and contract ~ignificantly ~ith the changes in temperature.
For example, with a wide range in temperature ~ariations from -20~C to l40~C! the expansion or contraction of a continuous steel rall 1 km long can be 0.9 meters. This amount of expansion or contraction ~ill distort or even buckle the track. On straighta~ays the track will ripple, but the thermal expansion problem is particularly severe on curves. An expanding r~il at a curve will push laterally against tie plates and cause the rails in doublo rail track to spread more than the standard rail AMENDFD SH~T
EC HRNCOCK ~ HL KNE~RL TEL:303-4~7-2070 Mar 0~'94 14:19 No.OO~ P.l9 ~02PO7PC PC~l 'S~ 3~ ' 8 7 separation. Such spreading of the rails causes derailment of wheeled vehicles running on and guided by the rail .
of course these problems have been solved in the past by shorten1ng the rail sections and provid~ng enough longitudinal separation at abutment joints in successive rails to absorb the thermal expansion of the rails.
However, such joints are noisy and provide a rough ride.
In addition the separated abutting joints are severe wear points for the ralls, and this produces high maintenance cost for the railroad. In addition if the rail is electrified, it is difficult to maintain electrical continuity across the rail section joint from one rail to the next abutting rail.
One solution for the electrical continulty problem in the past has included electrified rail sections that have electrical cables connecting across rail ~oints as in U.S. Patent 3,813,502. Further, composlte rails are known and, for example, include rails sho~n in U.S.
Patent 2,S40,433, Norwegian Patent 10654, and United Kingdom Patent Specification 256,434. None of these prior designs are directed to handling the thermal expansion in continuous surface rails. In all cases the co~posite rail contains fixedly attached components so that in essence they are a solid rail.
Summary of the Invention It is an ob~ect of this invention to provide a continuous surface rail that does not distort ~ith therma}
expanslon.
It is another object of this invention to provide a continuous surface rail that may be electrified.
4~ !DtDSh~T
CA 02ll9277 l997-03-25 EC HRNCOCK ~ HL KNERRL TEL:sO3-~47-2070 ~1~r 0~'9~ l9 No.008 P.20 ~C~lU~92/ 07 68 7 B02P07PC 3 IP~S 04 MAR ~94 The problem of thermal expanslon in continuous rails has been sol~ed by fabricating a composite surface rail ~hich effecti~vely eliminates joints bet~een abutting rail sections at the wheel contact surface of the rails. ~he composite rail comprise~ a sectional support rail for carrying the ~eight of the ~heeled vehicle riding on the rails and a surface rail that lnserts in and slideably engages the top surface of the support rail.
Ac~ordingly, this surface rail may be vie~ed as a rail mounted in a rail. For ease of installation, the surface rail is more flexible than the support rail. Further, the surface ra~l has a length independent of the support rail sections and spans the abutment joints bet~een support rail section~. A wheeled vehicle riding on the surface rail see~ no mechanical joint or electrical discontinuity across support rail abutment joints.
In addition the surface ra~l includes t~o types of ~urface rails for insertion in the top surface of the support rail. ~hose t~o types are a running surface rail and an expansion rail. The running surface rail may be of any length and typically would span multiple support rail sections. The expan~ion surface rail is a short surface rail constructed to expand and contract; it is placQd bet~een the end~ or adjacent running rails. The ~xp~nsion rail ~ills the gap bet~een running rails, absorbs ther~al expansion of the running ra$1, and provides surface continuity bet~een running rails.
In one aspect of the inven~lon the head of the support rail is shaped to receive and guide the surface rail.
After the support rail slideably engages the surface rail it serveq to gulde the more flexlble surface rail to the head of the next abutting ~upport rail. The surface rails mate with the support rails in a num~er of ~ays.
There may be grooves in the top surface of the support rai~ and matching beads on the under surface of the AMENDED SHEET
EC HRNCOCK i HL KNERRL TEL:30s-~47-2070 Mar 0~1'94 14:20 No.008 P.21 Pcrlus92 / 07 68 7 BO2P07PC 4 IP~S 04MAR 1994 surface rail. The surface rail bead may have be~eled edges that fit bet~een matchlng counter-beveled edges on the top surface of the ~upport rail. The surface rail may be a box channel shaped to slide over the head of the support rail.
If the composite rail is to be electrified, the support rail and/or surface rail may be made of electrically conductlve ~aterials. In one embodiment the support rail is non-conductlve while the urface running rail is conductive. The expansion rail may be conductive or lnsulati~e depending on ~hether the rail is in the middle of an electrical control block or at the end of an electrical control block.
BRIEF DESCRIPTION OF DRAWI~GS
Figure 1 shows a preferred embodiment of the continuous surface composite rail.
Figures 2A, 2B and 2C show a fish plate for connecting abutting support rails.
Figure 3A sho~s a spring-loaded clip for mountinq the support rail on ~nterconnecting ties.
Flgure 3B shous a support rail with a conductive surface ra~l and a ~econd strip which ic conductive, the surface rail for providing power to the vehicle and second strip for proYiding control signals.
Figure 4A sho~s a conductive support rail having In~ulating layers to lnsulate the support rail from the conducti~e top or surface rail.
Figures 4B and 4C show a preferred embodiment of a rail clip for mounting the rail on ties or a roadbed.
AMENDED S~
EC HRNCOCK ~ HL ~NERRL TEL:303-447-2070 M~r 04'94 14:20 No.OO~ P.22 PCT~392 / 07 6 8 7 BO2P07PC 5 IP~S 04~A~ 19~4 Figure 5 shows a double cylindrical groove and matching bead for attaching the surface rail to the ~upport rail.
Figure 6 shows a support rail head ~ith a cylindrical groove to receive a cylindrical shaped top ra~l Flgure 1 sho~s a support rail head ~ith two continuous surface rails ~ith dovetail beads.
Figure 8 is the bottom view of a surface rail ~ith discontinuou~ beads at spaced intervals.
Figure 9 show~ a mono-rail embodiment where the support 10 ra~l carries two continuo~s conductive rails under the support rail overhang.
Figure 10 ~hows a hanglng mono-rail embodiment ~here the continuous conductiYe rails are slideably engaged to a vertical portion of the I-beam.
15 Figures llA and llB show a ~upport rail ~ith a head ha~ing a do~etail groove and a foot designed to mate ~ith the tie plates of Figures 16 and 17.
Figures 12A, 12B and 12C show a support rail with a head shaped to slideably engage a box channel surface rail and a root designed to mate ~ith the tie plates of Figures 16 and 17.
Figure 13A is illustrative of surface rails that span multiple joints in support rails and surface rails that are shorter than a support rail.
AMENDED SHEET
EC HRNCOCK / HL KNERRL TEL:303-447-2070 Mar 04'94 14:~0 No.008 P.23 e~ 92/ 07 68 7 BO2P07PC 6 IP~S 04,~1AR ~94 Figures 133 and 13C show an expansion rail used between the surface running rails.
Figure 14 illustrates applicat~on of the lnvention to double rail track.
Figure 15 shows a tie plate that slideably engages the foot of the support rails in Figures 11 and 12 is pinned to the tie plate and tie ~ith fluted pins.
Figures 16A and 16B show a tie plate ~here the fluted plns are vertically oriented.
Figures 17A and 17B sho~ a tie plate ~here the fluted pins are oriented at 45 from the vertical.
DETAlLED DESCRIPTION oF T~E INVENTIO~
one embodt ment of the invention is sho~n in Figure 1.
Support rail 10 is made of electrically non-conductive or insulative material such as poly-carbonate materials, carbon fibers, ceramics, or combinations thereof. Any insulati~e materi21 that has sufficient structural strength to support a vehicle on the rail may be used.
The top of the support rail 10 contains a notch 12 that runs the length of rail 10. In the preferred embodiment, notch 12 is a dovetail groo~e. This dovetail groove is designed to recel~e the dovetail bead 14 of a continuous surface, conductive rail 16 on top of support rail 10.
Support rails 10 are abutted end-to-end to form any desired length of rail in a track system. In Figure 1, support rail 10 i~ joined to abutting support rail 18 at joint 22 by fish plate 20 and a matching counterpart fish plate (not shown) on the other side of rails 10 and 18.
The fish plate brackets are usually bolted together through the body of the support rail ~ith bolt~ and nuts.
AMENaEo ~EET
EC HRNCOCK f HL KNERRL TEL:303-447-20~0 ~l~r 0l'94 1l:21 No.OOg P.24 ~CTIU~92 ~ 07 6 8 7 IP~'US ~4MAR l99J, In a light railroad Implementation ~ith lo~ loads on the rails, the fish plates are plastic ~ith bolts and nuts molded as a part of each fish plate. Each molded bolt (see Fig. 2C) has a nub 39 and shaft 38 molded on the fish plate. The nub 39 snapfits through holes 58 in a matching fish plate on the other side of the rail. For example, nubs (not shown) from the opposite-side flsh plate pas~ through holes in rails and snapfit through holes 26 (Fig. 1) in fish plate 20. False nuts 24 are molded into fish plate 20 to simulate real nuts.
The surface rai~ 16 is attached to both rails 10 and 18 by inserting the dovetail bead 14 into matching dovetail groove 12 in the rails. The flat portion of conducti~e surface rail 16 ~ests on the top sur~ace of support rai~s 10 and 18. The bead 14 of rail 16 riding in groove 12 holds the conductive rail in place. Thus surface rail 16 spans the support rail abutment joint 22 so that relative to a ~heeled vehicle or electro-motive device riding on the rail there is no physical discontinuity or electrical discontinuity of the composite continuous conductive rail at joint 22.
The surface rail 16 terminates at some point along the track ~here it is desirable to end an electrical con~rol zone. In Figure 1, rail 16 termlnates where it abuts ag~in~t floating insulator 28. Insulator 28 thus defines the end of one electric control zone or control block defined by conductive surface rail 16 and the beginning of the next control block defined by conductive surface rail 30.
Floating insulator 28 has a dovetail bead 32 to engage groove 12 in the support rall in the same manner as surface rail 16. lnsulator 28 floats on AMENOED SH
EC HRNCOCK f HL KNERRL TEL:303-~47-2070 M~r Ol'9~ 1~:21 No.OO~ P.25 P~lU~9~/ 07 68 7 BO2P07PC 8 IP~S 04MAR ,~9i support rail 18 in that it may slid along the top of rail 18. This allows for expancion and contraction of the surface rails due to chanses in temperature.
Figures 2A and 2B sho~ an alternative design for the plastic f ish plates. Fish plates 34 and 35 are concave relative to the support rail 44 so that a cavity 36 is formed bet~een plates 34 and 35 and the non-conductive support rails.
As illustrated in end vie~ in Flgure 2B, nub 39 of shaft 38 is pressed through a hole in the fish plate by deforming the fish plates 34 and 35 inward as depicted by arrows 33. Fish plates 34 and 35 are identical; ~hen installed, plate 35 is reversed in direction relative to plate 34. Thus, shaftc 38 of one plate extend through holes 58 ~Fig. 2C) of the other plate. After nub 39 on shaft 38 of fish plate 34 has snapped through the hole in fish plate 35, plates 34 and 35 are held deformed toward the support rail 44. As a result, plates 34 and 35 Yant to extend in an up~ard and down~ard direction, as depicted by arro~s 42, against the foot 46 and head 48 of rail 44.
Figure 2C shows details of the fish plate or bracket 31 Shafts 38 and nuts 40 are molded as a part of plate 34 The position of the innermost edge of the concave inner surface of plate 34 i illustrated by dashed line 56.
Holes 58 in the plate are tapered to receive the nubs 39 of sharts 38 that snapfit into holes S8. The molded shape of nuts 40 is a matter of choice since they are provided for aesthetic~ in s~mulating the appearance of conventional track installation.
Figure 3A illustrates a clip 64 for holding the support rail to a support member or ra~lroad tie 62.
Alternat~vely, the clip could hold the support rail AMENDED SHEET
EC H~NCOCK ~ HL KNERRL TEL:~0~-~47-2070 M~r 04'94 14:22 No.008 P.26 Pcrl~ss2/ 07 68 7 BO2P07PC 9 IP~S ~ MAR 1994 direc~ly tQ the roadbed. Clip 64 has spring tension arms 60. A support rail ~ay be snapped into the clip 64 between the arms 60 as sho~n in Figure 3B and be held by the clip on tie 62 or a roadbed (not shown).
Figure 3B shows a non-conductive support rail 65 and continuous, conductive, surface rail 67 cimilar to rail 16 tn Figure 1. In addition Figure 3B shows a second conductive strip 69 (sho~n ~n end vie~ at the end of the composite rail) positioned at the bottom of ~upport rail 65. One or more conductive strips 69 might be used to conduct control signals, such as a radlo frequency control signals, down the length of the track.
Conductive strip 69 would be a continuous or minimum- -joint strip in the same manner as surface rail 67.
A end view of support rail 65 ~ith surface rail 67 and conductor 69 is shown ln Figure 4A. In addition in Figure 4A, the support rail 65 is made of a conductive metal such as steel, brass, aluminum or tin. In this em~odlment with a conductive support rail, there must be an insulating layer 67A and 69A bet~een the support rail 65 and surface rail 67 and conductor 6g. Insulating layers 67A and 69A are preferably coatinqs of poly-carbonate materialc. Plastics such as Vinyl or Teflon might bo used.
Also sho~n in the end vie~ in Figure 4A ~s a space bet~een the bottom of surface rail 67 and the bottom of the dovetail groove. This space is provided so that a electrical ~ire might be trapped in the space after passing thro~gh a hole (not sho~n) in the support rail.
30 Thus thc conductive surf~ce rail conductor 67 can receive electrical po~er from a po~er source.
A snap in rail clip 64 is sho~n ln Figures 4A, 4B and 4C.
Clip 64 is precast or molded out of flex~ble poly-A~ENDED SHEET
EC HRNCOCK f HL KNERRL TEL:303-447-20~0 M~r 0~1'94 14:22 No.OO~ P.27 P~T/iJ~92 / 07 6 8 7 BO2P07PC 10 JP~US 04MAR 1994 carbonate materials and has posts 68 with ears 63 that snap fit over the base 46 of support rail 44.
In the detail of Figure 4B, the clip 64 has upstanding posts 68 ~ol~ed as a ~lngle piece ~ith base 65.
Upstanding posts 68 have arcuate, vertical-fluted surfaces 66 and ears 63 to hold a rall firmly ln plac-after it i5 snapped into clip 64. Fl~ted surfaces 66 would be shaped out of a harder material than the plastic clip and for example might be a metal insert such as steel, brass, or aluminum, molded into the clip. Further the rail base is held in a recessed area 67.
In Figure 4C, ~here is a top ~Lew of clip 64 in Figure 4B. Four posts 68 are shown. Arcuate fluted surfaces 66 are shown by dashed lines. The edqes 67A of recess 67 1~ are 1ndicated. Also holes 61 in base plate 65 are provided so that the clip 64 can be fastened to railroad ties or roadbed with nails, spikes or bolts through the holes.
When a rail is pushed down into clip 64, base 65 and posts 68 flex to allow posts 68 to open sufficiently for the base of the rail to slip past ears 63. After ears 63 snap over the bas~ of the rail, the rail is kept from moving vertically and is held in recess 67 by ears 63 applying retentive forces in direction of arro~s 63A. In addition the rail is kept from slipplng transverse to the direction of the rail by the edges of recess 61 and by retentive forces (in the direction of arrows 66A) from the lnner arcuate surfaces 66 of posts 68. T~e rail is kept from slipping along the length of the rail by the vertic~l fluted surfaces 66.
AMENDED SH~ET
EC HRNCOCK ~ HL KNE~RL TEL:303-447-2070 M~r 04'94 14:23 No.00~ P.28 BO2P07PC 11 P ~ 07 68 7 Figures 5 through 7 illustrate various alternative embodiments for slideably engaging the eontinuous surface rail on top of the sectlonal support rall. In Figure S, the top or surface rail 71 has two rounded beads ~0 and 72 for engaglng rounded grooves 74 and 76 respectively in support rail 69.
In Figure 6, the support rail 79 has a top surface containing a cylindrical groove 80 with ears 82 and 83.
Continuous conductor 84 has ~ cylindrical cross-sec~ional shape. ~hen the conductor 84 is pressed into groove 80, ears 82 and 83 of the groove snap over the conductor.
Conductor 84 has a diameter some~hat greater than the depth of groove 80 so that up to 20~ of the diameter of the conductor protrudes above ~he ~urface of the support rail. This will insure good electrical contact between the conductive rail ~ember 84 and ~heels of an electro-moti~e device drawing electrical po~er from the rail.
In Figure 7, the support rail 87 has two doYetail grooves 88 and gO to engage two surface rails 92 and 94 respectively. Top rails 92 and 94 each have a dovetail bead 96 and 98 for engaging dovetail grooves 88 and 90.
If surface rail6 92 and 94 are conduc~ive, ~hey may be insulated from each other by ~ ridge l~O on the head of a non-conductive support rail 87.
2S In Figure 8, an alternati~e embodiment of the continuous surface rail is shown. In this embodiment, the dovetail bead 102 i~ discontinuous. The bead need not extend the length of the surface rail. There only needs to be a bead at spaced intervals. T~o beads 102 and 104 are sho~n. The interval bet~een beads should be short enough so that good engagement ~ith the support rail i8 maintained when the ~urface rail is slidea~ly engaged into the matching ~roove in the suppor~ rail.
A~END~D SHEET
EC H~NCOCK f HL KNE~RL TEL:303-447-2070 Mar 0~'9~ 23 No.O~ ~.29 BO2P01PC 12 JP~S 04 ~vl~R 1394 Figures 9 ~nd 10 illustrate mating of continuous, conductive surface rails to sectional non-conductive mono-rails. ~he non-conducti~e mono-rail ~ould be built of strong re}atively stiff mater$al to support the ~eight S of the vehicle travelling on the rail. Aceordingly, the mono-rall would be in ~ections ~h~ch would be assembled to form a track. The surface rails ~ould be flex~ble and of any length and would span any number of mono-rail sectlons thereby providing electrlcal continuity for a predetermined length of track.
ln the mono-rail illu-Qtrated as an end vie~ in Figure 9, the rail i8 supported at the base 108 by pylons or a roadbed in cross-section. The electro-motive vehicle rides on the top surface 110 of the mono-rail and carries two electrical conductive ~ipers or ~heels ~hich ~ake contact with ~onductive surface rails 112 and 114. ~he continuous surface rails have a dovetail bead 116 and slidea~ly engage matching dovetail groove 118.
In the mono-rail illustrated as an end ~ie~ in Figure 10, the rail i~ ~upported at the top 120 of the I-beam by hanging suppore 122 in crosC-section. The electro-motive vehlcle r~des on wheels running on the top surfaces 124 and 126 of the ba~e 128 of the I-beam. The vehicle also carries t~o electrical conductive wipers or wheels ~hich make contact wLth conductive surface rails 130 and 132.
The continuou~ conductlve ~urface rails ha~e a dovetail ~hape and ~lideably engag~ matching doYetail groo~es 131 and 133 respectively.
In Figures llA and llB another embodiment for the support rail is illu~trated. Support rail 140 differs from the support rail 10 in Figure 1 in the shape of the foot of the rall. Foot 142 o~ support rail 140 has its lateral edges shaped to provide a vertical surface 144 and an angular surface 146 oriented approximately 45~ from the AMENDED SHEET
CA 02119277 l997-03-25 EC HRNCOCK f HL KNERRL TEL:303-447-2070 M~r 04'94 1~:24 Na.OO~ P.30 PCT/l~92/ 07 68 ?
,~
BO2PO~PC 13 IP~S 04MAR ~994 verttcal. The angles of the surfaces are selected so that the foot of the rail 140 will mate uith the tie plate shown in Figures 15 to 17. The fastening of the rail to the tie plates and ties will be described ~n more detail hereinafter in reference to Figures 15 to 17.
~he support rail 140 ln Figure llA and llB has a dovetail groove 148 in the head of the support rail to receive a continuous surface rail 150. Just as in Figure 1, the doYe tall 152 on surface ra~l 150 slldeably engages the head grooYe 148 in support rail 140. The surface rail may extend for any dlstance; the length o~ the surface rail has no relatlonship to the tocation of support rail ~oints except that preferably surface rail ~oints do not occur at support rail joints.
Support rail 140 in Figure llA and llB also has a foot groove 154. Groove 15~ mi~ht be used to carry a conduc~ive wire. rf support rail 140 i~ made of a flexible material such a~ Acetal Nylons and poly-carbonates, so that it may be sh2ped to a desired path for a track, groove ~5~ could receive a stiffening rib (not shown). The rib could be attached to the road bed on ~hich the support rail is ~ounted.
F~gures 12A, lZB and 12C show a support rail 156 similar to rail 14~ ln Figure llA except that the head 158 of rail 156 ~ designed to receive a box channel shaped surface rail 160. Surface ra~l 160 is laid on top of head 158 and ehen slideably engaged to the support rail by bending the sides 162 of the channel around the head }58 to produce the composite rail sho~n in Fiqure 12C.
The bending of the sides of the channel surface rail 160 would ~e accomplished by applying a combination of localized heat and pressure (rollers) ~o the sides 162 of the ch~nnel surfacc rail. The heat would soften the surface rail and pressure rollers would bend the sldes A~ND~D SH~ET
CA 02119277 1997-03-2~
EC HRNCOCK f HL.KNERRL TEL:303-447-2070 M~r 0~'94 1~:21 No.008 P.31 BO2P07PC 14 IP~S 04MAR 1994 around the head. The surface rail is hooked o~er the head by this bending operation. The surface rail must remain slideable relative to the head 158 of the support rail 156.
The head 158 hafi its four corners 164 be~eled. In addition the ~nside corners 166 of the channel 160 are filled to match the beveled corners 164 of the support rail head. This provides more material in the surface rail at the corners of the head in the composite rail;
the corners of the surface rail are the points of greatest ~ear as railway cars r~de on the composite rail.
Depending on ~he application of the continuous composite rails, the support rail may be either a qlectrically conductive or non-conducti~e material. Similarly, the continuous surface rail may be conductive or non-conductive. Some example~ of support rail material would be steel, a~L in , iron, brass, ceramlc, thermo plastics, and thermoset plastics; some examples of surface rail materials would be aluminum, copper, steel, steel alloys, thermo plastLcs, and thermoset plastics.
If ~he surface rail is to be electrified, then the ~upport rail should be nonconductive or an insulating l~yer m~y be placed bet~een the surface rail and the support rail as sho~n in Figure 4A.
~igure 13A sho~s a typical configuration of the continuous compo~ite rail using short support rail segments to illustrate the independence of the length of the s~rface rall from the joints ln the support rail.
Sur~ace rails may span multiple joints ln the support rail or may be shorter than a support rail segment. Four support rail segments 170, 172, 174, and 176 abut at jolnts 171, 173, and 175 respecti~ely. The support rail se~ments ar- fastenod tog~ther ~ith fish plate brackets lt1, lt8, and 179 (bolts for the fish plate brackets are AMENDED S~EET
EC HRNC~CK ~ HL KNERRL TEL:30v-4~7-2070 M~r 0~1'94 14:25 No.00~ P.32 i",_ .
BO2P07PC lS IP~VS 04MA2 ,~4 not ~ho~n~. Continuous, surface, running rails 180, 182, 184 and 186 are Yeparated by surface, expansion rails 181, 183, and 185. The running rails and expansion rails all slideably engage the support rail as pre~iously described. The expansion rails are designed to compress or expand longitudinally ~along the length of the rail) to a~sor~ expansion of the running rails.
Figures 13B and 13C show the preferred structure for an expansion rail. The structure of the h~gh load-bearing expansion rail 181 i~ a honeycomb as most clearly seen in the top ~iew in Figure l3a. The ~all thickness and the material used in the walls 187 of the honeycomb should have sufficient load-bearing strength so that the walls of the honeycomb will transfer the axle ~eight of the wheeled vehicle riding on the rails to the head of the support rail. At the ~ame t~me the material should be resilient enough so that if the surface rail contracts after expanslon, the expansion rail ~ill expand and continue to provide a continuous surface from a first running rail to the next successi~e running r~il. The mat-rials used in the expansion rail may be the same as the materials used in the running rail as for example, ~teel, steel alloys, thermo plastics, and thermoset pla~tic~ so long as the material has the necessary ~trength and resllience.
F$gure 13C is an end view of the honeycomb expansion rail in Figure 13B. The honeycomb rail has no top or bottom walls. It does ha~re end ~alls 188 and may have slde ~all~ or the honeycomb may be shaped at the side~ of the rail to pro~ide side walls. Ho~ever, the main structure cf the hon~c~i- rail must be the honeycomb and ~ny exterior ualls to the honeycomb must not restrict the ~ n~ion~contraction characteristic~ of the honeycomb structure. If desired to insure mechanical and electrical continuity with the surface running rails, the AM~ND~OSH~
EC H~NCOCK ~ HL KNERRL TEL:303-447-2070 Mar 0~ 25 Na . 008 ~ . 33 PCT/US9?~ 07 68 7 Bo2P07PC 16 IP~S 04A7A~ ,~94 end of the running rail and the abutting ends 188 of the expan~ion rail may be welded, fused or bonded.
As sho~n in the Figure 13A, the dove tail bead on the surface, runnlng, rail has a depth shorter than the depth of the dovetail groove in the head of the support rail.
This is done to reduce friction between the running rail and the support rall so that the running rail may more easily slide ln the ~upport rail. The depth 189 of dove tail bead for the expansion rail may be the same as the dovetail bead on the running rail. Ho~ever for added strength in transferring the load from the top of the ~YrAnsion rail to the support rail, the depth 189 of dovetail bead on the expansion rail may have the same dep~h as the depth of the groove in the head of the ~upport rail. In CUch an implementation, the load-bearing on the top of the honeycomb will be transferred to the bottom of the dovetail groove as well as the top of the support rail head. The added friction bet~e~n the expansion rail and the support rail does not impede the slideable engagement bet~een the running rail and the support rail.
The expansion ra~ls may be electrically conductive or non-conducti~e. If the surface rail is conductive, the expansion rails ~ould be nonconductive at the end of electrical control blocks. Within an electrical control block the expansion rail would be conductive to provide electrical continuity from one running rail to the next running rail. They would then perform the dual function of c~ ting for thermal expansion in the surface rails and insulating abutting surface rails so as to form electrical control blocks in the rail ~ystem. The expansion rail ~ill be insulative if formed from thermo plastie or thermoset plastics. lt will be conductl~e ~f formed from conducti~e ~etals or plast1cs plated with conductivo metals.
AMEN~EO SHEET
' EC HRNCOCK ~ HL.KNERR.L TEL:303-447-2070 Mar 04'94 1~:26 No.OO~ P.34 PcTru3~2 / 07 6 8 7 BO2P07PC 17 IP ~ ~ ~~P~ ~ 1994 Each surface rail ~ould normally span many support rail segment joints, but the surface rails may be of any length. Figure 13A illustrates a sur~ace, running rail 182 that spans t~o joints 171 and 173. Figure 13A also illustrates a running rail 184 that is shorter than a single support rail segment 174 ~hereby there are t~o expansion rails 183 and 185 bet~een ~oint~ 173 and 175.
Figure 14 shous t~o rall track implemented ~ith the compo~lte rails of the present invention. Support rail segments 190 are the same length and positioned on tie~
192 so that abutting joints 194, 196, 198, and 20~ for one rail of the track are offset respectively from abutting j~ints 201, 203, 205, 207, and 209 for the other -rail. R~ ng rail 210 spans joint-~ 203, 205, 207, and 209 and is ~upported by more than three support rail segments lg0. Similarly surface running rail 212 spans ~oints 194, 196 and 198. On the other hand running rail 2IS is shorter than one segment and positioned a~ sho~n in Figure 14 does not span any joints.
All ~urface rails slideably engage the support rail segments to ~lide relative to the support rail ~hen the surface ralls expand or contract due to thermal expanslon. The slideable engagement also facilitates installation of the surface rails on the support rail segments. Expansion rails 214 in Figure 14 are resilient and expand or contract to absorb thermal expansion of the surfacQ rails. The expan~ion rails have the same cross-~ectional shape as the running rails and may also be conductive or non-conductive if the runnin~ rails are 3~ electrified.
While the trac~ in Figure 1~ illustrates a pre~erred ~ o~ t for t~o rail trac~, it ~ill be appreciated by one skilled in the art that ties and ~upport rail segments could be preassembled in a different A~E~DED SH~t~
EC HRNCOCK ~ HL KNERRL TEL:303-447-2070 Mar 04'94 14:26 No.008 P,35 PCTtUS92 / 07 68 7 1302P07PC 18 ~PE./UU~; ~4MAR 199~
conriguration. In preassembled two rail ~rack the ends of the support rail segments would be aligned. The joints between abutting and parallel support rail~ ~ould then be ~ligned rather than offset as shown in Figure 14.
This configuration would allow qu~ck inQtallation of parallel support rails on a roadbed. Th~ two rail track would be finished by adding the continuous surface running rails and expansion rails.
The tle plates for fastening the support rails of Flgures 11-14 to the ties are shown in Figures 15-17. Figure 15 shows an asse~bled composite rail from Figure llA in cross-sectlon fastened in tie plate 220 on tie 222. T~e 222 is notc~ed 50 that tie plate 220 is recessed in the notch in the tie. Fluted pin~ 224 and 226 pass through holes in tie plate 220 and holes in clamping shoes 228 and 230 and are driven into tie 222. Thus pins 224 and 226 fasten the rail to the tie plate and the tie plate to the tie.
Pins 224 and 226 are fluted so as to engage the edge of the foot of the cupport ra~l 140 as the pins are driven into the tie. Pin 224 is oriented a~ 45~ to the vertical and i~s flutes defor~ and engage 45 surface 146 at the edge of the ioot of support rail 140. Pin 226 iQ
oriented vertlcally and it~ flutes deform and engage the vertlcal surface 144 at the edge o~ support rail foot.
Since the pin~ enga~e the support rail foot, they tend to hold the ~upport rail firmly against motion along the direct~on of the rail.
Figures 16A and 16B are top and side vie~s of the tie plate ~ith the holes for spikes oriented vertically.
Spike~ 232 are shown in Figure 16B. Figures 17A and 17B
are top and side ~ie~s of the tie plate with the holeQ
for ~pikQs 234 oriented at 45~ from the vertical. In both embodiments the tle plates 231 and 233 are deslgned AMEND~D SHEET
EC HRNCOCK J HL KNE~RL TEL:303-447-2070 Mar 04'9d 14:27 No.OOg P.36 PCTIU~92/ 07 68 ~
, BO2P0?PC l9 IP~US 04~AR 1994 for use with four spikes. In tie plate 231 holes 235 through the clamp shoes 239 and tie plate are oriented vertically. In tie plate 233 hole~ 23~ through clamp shoes 240 and the tie plate are oriented 45~ from vertical. In addition to the holes for spikes 232 and 234, each of the tie plates also has four holes 235 to receive 5pikes (not shovn~ for holdinq the tie plates 231 and 233 to ties.
Vertical or non-vert~cal orientation of spike hole~ in the tie plates depend~ on the forces the rail ~ill be su~ject to. Vert$cal orientation provides most resistance to vertical force from the rail. Non-vertical orientation provides more resistance to horizontal force from the rail but less resistance to vertica} force from the rail. Tie plate 220 in Figure 15 used a combination of vertical and non-vertical spike holes. One s~illed in the art will appreciate that dependinq on the hori20ntal and ~ertical forces on the rail and the materials used for the rail, tie plates, and ties, other angular 2C orientations of the spike holes may be selected.
~hile a n~ ~r of preferred embodiments of the in~ention have been sho~n and described, it will be appreciated by one ~killod ~n the art, that a number of f~rther ~ariation~ or modifications may be made uithout departing from the splrit and scope of my inventlon.
AMENDED SHEET
CA 02119277 1997-03-2~
J ~ 7 B02P07PC 1 IP~S 04MAR ~994 SURFACE RAIL FOR COMPOSITE CONTINUOUS RAIL
CROSS RE~ERF~CE TO RELATED PATENTS
This application is a Continuation-In-Part of copending patent application Serial No. 07/760,658 filed September 5 16, 1991, now U.S. Patent No. 5,154,346 lssued on October ~3, lg92 and entitled "Rail Mounting Clip for Railroad"
which is a Divlsion of copending patent application Serial No. 07/569,104 filed August 17, 1990, no~ U.S.
Patent No. 5,120,910 issued on June 9, 1992 and ent~tled 10 "Mini Joint Electrified Rail System."
FIELD OF 'rHE lNVE~TION
;~ This invention relates to continuous Rurface rails for a railroad. ~ore particularly the invention relates to a composite rail and the composite rail components that make up a rail with a continuous surface.
BAC~GROUND OF THE INVENTION
A long standing problem with continuous rails in railr~ad tracks has been the expansion and contraction of long continuous or welded rails. Typically, the entire rail in a continuous rail section is made of steel, steel alloy~, brass or aluminum. These materials expand and contract ~ignificantly ~ith the changes in temperature.
For example, with a wide range in temperature ~ariations from -20~C to l40~C! the expansion or contraction of a continuous steel rall 1 km long can be 0.9 meters. This amount of expansion or contraction ~ill distort or even buckle the track. On straighta~ays the track will ripple, but the thermal expansion problem is particularly severe on curves. An expanding r~il at a curve will push laterally against tie plates and cause the rails in doublo rail track to spread more than the standard rail AMENDFD SH~T
EC HRNCOCK ~ HL KNE~RL TEL:303-4~7-2070 Mar 0~'94 14:19 No.OO~ P.l9 ~02PO7PC PC~l 'S~ 3~ ' 8 7 separation. Such spreading of the rails causes derailment of wheeled vehicles running on and guided by the rail .
of course these problems have been solved in the past by shorten1ng the rail sections and provid~ng enough longitudinal separation at abutment joints in successive rails to absorb the thermal expansion of the rails.
However, such joints are noisy and provide a rough ride.
In addition the separated abutting joints are severe wear points for the ralls, and this produces high maintenance cost for the railroad. In addition if the rail is electrified, it is difficult to maintain electrical continuity across the rail section joint from one rail to the next abutting rail.
One solution for the electrical continulty problem in the past has included electrified rail sections that have electrical cables connecting across rail ~oints as in U.S. Patent 3,813,502. Further, composlte rails are known and, for example, include rails sho~n in U.S.
Patent 2,S40,433, Norwegian Patent 10654, and United Kingdom Patent Specification 256,434. None of these prior designs are directed to handling the thermal expansion in continuous surface rails. In all cases the co~posite rail contains fixedly attached components so that in essence they are a solid rail.
Summary of the Invention It is an ob~ect of this invention to provide a continuous surface rail that does not distort ~ith therma}
expanslon.
It is another object of this invention to provide a continuous surface rail that may be electrified.
4~ !DtDSh~T
CA 02ll9277 l997-03-25 EC HRNCOCK ~ HL KNERRL TEL:sO3-~47-2070 ~1~r 0~'9~ l9 No.008 P.20 ~C~lU~92/ 07 68 7 B02P07PC 3 IP~S 04 MAR ~94 The problem of thermal expanslon in continuous rails has been sol~ed by fabricating a composite surface rail ~hich effecti~vely eliminates joints bet~een abutting rail sections at the wheel contact surface of the rails. ~he composite rail comprise~ a sectional support rail for carrying the ~eight of the ~heeled vehicle riding on the rails and a surface rail that lnserts in and slideably engages the top surface of the support rail.
Ac~ordingly, this surface rail may be vie~ed as a rail mounted in a rail. For ease of installation, the surface rail is more flexible than the support rail. Further, the surface ra~l has a length independent of the support rail sections and spans the abutment joints bet~een support rail section~. A wheeled vehicle riding on the surface rail see~ no mechanical joint or electrical discontinuity across support rail abutment joints.
In addition the surface ra~l includes t~o types of ~urface rails for insertion in the top surface of the support rail. ~hose t~o types are a running surface rail and an expansion rail. The running surface rail may be of any length and typically would span multiple support rail sections. The expan~ion surface rail is a short surface rail constructed to expand and contract; it is placQd bet~een the end~ or adjacent running rails. The ~xp~nsion rail ~ills the gap bet~een running rails, absorbs ther~al expansion of the running ra$1, and provides surface continuity bet~een running rails.
In one aspect of the inven~lon the head of the support rail is shaped to receive and guide the surface rail.
After the support rail slideably engages the surface rail it serveq to gulde the more flexlble surface rail to the head of the next abutting ~upport rail. The surface rails mate with the support rails in a num~er of ~ays.
There may be grooves in the top surface of the support rai~ and matching beads on the under surface of the AMENDED SHEET
EC HRNCOCK i HL KNERRL TEL:30s-~47-2070 Mar 0~1'94 14:20 No.008 P.21 Pcrlus92 / 07 68 7 BO2P07PC 4 IP~S 04MAR 1994 surface rail. The surface rail bead may have be~eled edges that fit bet~een matchlng counter-beveled edges on the top surface of the ~upport rail. The surface rail may be a box channel shaped to slide over the head of the support rail.
If the composite rail is to be electrified, the support rail and/or surface rail may be made of electrically conductlve ~aterials. In one embodiment the support rail is non-conductlve while the urface running rail is conductive. The expansion rail may be conductive or lnsulati~e depending on ~hether the rail is in the middle of an electrical control block or at the end of an electrical control block.
BRIEF DESCRIPTION OF DRAWI~GS
Figure 1 shows a preferred embodiment of the continuous surface composite rail.
Figures 2A, 2B and 2C show a fish plate for connecting abutting support rails.
Figure 3A sho~s a spring-loaded clip for mountinq the support rail on ~nterconnecting ties.
Flgure 3B shous a support rail with a conductive surface ra~l and a ~econd strip which ic conductive, the surface rail for providing power to the vehicle and second strip for proYiding control signals.
Figure 4A sho~s a conductive support rail having In~ulating layers to lnsulate the support rail from the conducti~e top or surface rail.
Figures 4B and 4C show a preferred embodiment of a rail clip for mounting the rail on ties or a roadbed.
AMENDED S~
EC HRNCOCK ~ HL ~NERRL TEL:303-447-2070 M~r 04'94 14:20 No.OO~ P.22 PCT~392 / 07 6 8 7 BO2P07PC 5 IP~S 04~A~ 19~4 Figure 5 shows a double cylindrical groove and matching bead for attaching the surface rail to the ~upport rail.
Figure 6 shows a support rail head ~ith a cylindrical groove to receive a cylindrical shaped top ra~l Flgure 1 sho~s a support rail head ~ith two continuous surface rails ~ith dovetail beads.
Figure 8 is the bottom view of a surface rail ~ith discontinuou~ beads at spaced intervals.
Figure 9 show~ a mono-rail embodiment where the support 10 ra~l carries two continuo~s conductive rails under the support rail overhang.
Figure 10 ~hows a hanglng mono-rail embodiment ~here the continuous conductiYe rails are slideably engaged to a vertical portion of the I-beam.
15 Figures llA and llB show a ~upport rail ~ith a head ha~ing a do~etail groove and a foot designed to mate ~ith the tie plates of Figures 16 and 17.
Figures 12A, 12B and 12C show a support rail with a head shaped to slideably engage a box channel surface rail and a root designed to mate ~ith the tie plates of Figures 16 and 17.
Figure 13A is illustrative of surface rails that span multiple joints in support rails and surface rails that are shorter than a support rail.
AMENDED SHEET
EC HRNCOCK / HL KNERRL TEL:303-447-2070 Mar 04'94 14:~0 No.008 P.23 e~ 92/ 07 68 7 BO2P07PC 6 IP~S 04,~1AR ~94 Figures 133 and 13C show an expansion rail used between the surface running rails.
Figure 14 illustrates applicat~on of the lnvention to double rail track.
Figure 15 shows a tie plate that slideably engages the foot of the support rails in Figures 11 and 12 is pinned to the tie plate and tie ~ith fluted pins.
Figures 16A and 16B show a tie plate ~here the fluted plns are vertically oriented.
Figures 17A and 17B sho~ a tie plate ~here the fluted pins are oriented at 45 from the vertical.
DETAlLED DESCRIPTION oF T~E INVENTIO~
one embodt ment of the invention is sho~n in Figure 1.
Support rail 10 is made of electrically non-conductive or insulative material such as poly-carbonate materials, carbon fibers, ceramics, or combinations thereof. Any insulati~e materi21 that has sufficient structural strength to support a vehicle on the rail may be used.
The top of the support rail 10 contains a notch 12 that runs the length of rail 10. In the preferred embodiment, notch 12 is a dovetail groo~e. This dovetail groove is designed to recel~e the dovetail bead 14 of a continuous surface, conductive rail 16 on top of support rail 10.
Support rails 10 are abutted end-to-end to form any desired length of rail in a track system. In Figure 1, support rail 10 i~ joined to abutting support rail 18 at joint 22 by fish plate 20 and a matching counterpart fish plate (not shown) on the other side of rails 10 and 18.
The fish plate brackets are usually bolted together through the body of the support rail ~ith bolt~ and nuts.
AMENaEo ~EET
EC HRNCOCK f HL KNERRL TEL:303-447-20~0 ~l~r 0l'94 1l:21 No.OOg P.24 ~CTIU~92 ~ 07 6 8 7 IP~'US ~4MAR l99J, In a light railroad Implementation ~ith lo~ loads on the rails, the fish plates are plastic ~ith bolts and nuts molded as a part of each fish plate. Each molded bolt (see Fig. 2C) has a nub 39 and shaft 38 molded on the fish plate. The nub 39 snapfits through holes 58 in a matching fish plate on the other side of the rail. For example, nubs (not shown) from the opposite-side flsh plate pas~ through holes in rails and snapfit through holes 26 (Fig. 1) in fish plate 20. False nuts 24 are molded into fish plate 20 to simulate real nuts.
The surface rai~ 16 is attached to both rails 10 and 18 by inserting the dovetail bead 14 into matching dovetail groove 12 in the rails. The flat portion of conducti~e surface rail 16 ~ests on the top sur~ace of support rai~s 10 and 18. The bead 14 of rail 16 riding in groove 12 holds the conductive rail in place. Thus surface rail 16 spans the support rail abutment joint 22 so that relative to a ~heeled vehicle or electro-motive device riding on the rail there is no physical discontinuity or electrical discontinuity of the composite continuous conductive rail at joint 22.
The surface rail 16 terminates at some point along the track ~here it is desirable to end an electrical con~rol zone. In Figure 1, rail 16 termlnates where it abuts ag~in~t floating insulator 28. Insulator 28 thus defines the end of one electric control zone or control block defined by conductive surface rail 16 and the beginning of the next control block defined by conductive surface rail 30.
Floating insulator 28 has a dovetail bead 32 to engage groove 12 in the support rall in the same manner as surface rail 16. lnsulator 28 floats on AMENOED SH
EC HRNCOCK f HL KNERRL TEL:303-~47-2070 M~r Ol'9~ 1~:21 No.OO~ P.25 P~lU~9~/ 07 68 7 BO2P07PC 8 IP~S 04MAR ,~9i support rail 18 in that it may slid along the top of rail 18. This allows for expancion and contraction of the surface rails due to chanses in temperature.
Figures 2A and 2B sho~ an alternative design for the plastic f ish plates. Fish plates 34 and 35 are concave relative to the support rail 44 so that a cavity 36 is formed bet~een plates 34 and 35 and the non-conductive support rails.
As illustrated in end vie~ in Flgure 2B, nub 39 of shaft 38 is pressed through a hole in the fish plate by deforming the fish plates 34 and 35 inward as depicted by arrows 33. Fish plates 34 and 35 are identical; ~hen installed, plate 35 is reversed in direction relative to plate 34. Thus, shaftc 38 of one plate extend through holes 58 ~Fig. 2C) of the other plate. After nub 39 on shaft 38 of fish plate 34 has snapped through the hole in fish plate 35, plates 34 and 35 are held deformed toward the support rail 44. As a result, plates 34 and 35 Yant to extend in an up~ard and down~ard direction, as depicted by arro~s 42, against the foot 46 and head 48 of rail 44.
Figure 2C shows details of the fish plate or bracket 31 Shafts 38 and nuts 40 are molded as a part of plate 34 The position of the innermost edge of the concave inner surface of plate 34 i illustrated by dashed line 56.
Holes 58 in the plate are tapered to receive the nubs 39 of sharts 38 that snapfit into holes S8. The molded shape of nuts 40 is a matter of choice since they are provided for aesthetic~ in s~mulating the appearance of conventional track installation.
Figure 3A illustrates a clip 64 for holding the support rail to a support member or ra~lroad tie 62.
Alternat~vely, the clip could hold the support rail AMENDED SHEET
EC H~NCOCK ~ HL KNERRL TEL:~0~-~47-2070 M~r 04'94 14:22 No.008 P.26 Pcrl~ss2/ 07 68 7 BO2P07PC 9 IP~S ~ MAR 1994 direc~ly tQ the roadbed. Clip 64 has spring tension arms 60. A support rail ~ay be snapped into the clip 64 between the arms 60 as sho~n in Figure 3B and be held by the clip on tie 62 or a roadbed (not shown).
Figure 3B shows a non-conductive support rail 65 and continuous, conductive, surface rail 67 cimilar to rail 16 tn Figure 1. In addition Figure 3B shows a second conductive strip 69 (sho~n ~n end vie~ at the end of the composite rail) positioned at the bottom of ~upport rail 65. One or more conductive strips 69 might be used to conduct control signals, such as a radlo frequency control signals, down the length of the track.
Conductive strip 69 would be a continuous or minimum- -joint strip in the same manner as surface rail 67.
A end view of support rail 65 ~ith surface rail 67 and conductor 69 is shown ln Figure 4A. In addition in Figure 4A, the support rail 65 is made of a conductive metal such as steel, brass, aluminum or tin. In this em~odlment with a conductive support rail, there must be an insulating layer 67A and 69A bet~een the support rail 65 and surface rail 67 and conductor 6g. Insulating layers 67A and 69A are preferably coatinqs of poly-carbonate materialc. Plastics such as Vinyl or Teflon might bo used.
Also sho~n in the end vie~ in Figure 4A ~s a space bet~een the bottom of surface rail 67 and the bottom of the dovetail groove. This space is provided so that a electrical ~ire might be trapped in the space after passing thro~gh a hole (not sho~n) in the support rail.
30 Thus thc conductive surf~ce rail conductor 67 can receive electrical po~er from a po~er source.
A snap in rail clip 64 is sho~n ln Figures 4A, 4B and 4C.
Clip 64 is precast or molded out of flex~ble poly-A~ENDED SHEET
EC HRNCOCK f HL KNERRL TEL:303-447-20~0 M~r 0~1'94 14:22 No.OO~ P.27 P~T/iJ~92 / 07 6 8 7 BO2P07PC 10 JP~US 04MAR 1994 carbonate materials and has posts 68 with ears 63 that snap fit over the base 46 of support rail 44.
In the detail of Figure 4B, the clip 64 has upstanding posts 68 ~ol~ed as a ~lngle piece ~ith base 65.
Upstanding posts 68 have arcuate, vertical-fluted surfaces 66 and ears 63 to hold a rall firmly ln plac-after it i5 snapped into clip 64. Fl~ted surfaces 66 would be shaped out of a harder material than the plastic clip and for example might be a metal insert such as steel, brass, or aluminum, molded into the clip. Further the rail base is held in a recessed area 67.
In Figure 4C, ~here is a top ~Lew of clip 64 in Figure 4B. Four posts 68 are shown. Arcuate fluted surfaces 66 are shown by dashed lines. The edqes 67A of recess 67 1~ are 1ndicated. Also holes 61 in base plate 65 are provided so that the clip 64 can be fastened to railroad ties or roadbed with nails, spikes or bolts through the holes.
When a rail is pushed down into clip 64, base 65 and posts 68 flex to allow posts 68 to open sufficiently for the base of the rail to slip past ears 63. After ears 63 snap over the bas~ of the rail, the rail is kept from moving vertically and is held in recess 67 by ears 63 applying retentive forces in direction of arro~s 63A. In addition the rail is kept from slipplng transverse to the direction of the rail by the edges of recess 61 and by retentive forces (in the direction of arrows 66A) from the lnner arcuate surfaces 66 of posts 68. T~e rail is kept from slipping along the length of the rail by the vertic~l fluted surfaces 66.
AMENDED SH~ET
EC HRNCOCK ~ HL KNE~RL TEL:303-447-2070 M~r 04'94 14:23 No.00~ P.28 BO2P07PC 11 P ~ 07 68 7 Figures 5 through 7 illustrate various alternative embodiments for slideably engaging the eontinuous surface rail on top of the sectlonal support rall. In Figure S, the top or surface rail 71 has two rounded beads ~0 and 72 for engaglng rounded grooves 74 and 76 respectively in support rail 69.
In Figure 6, the support rail 79 has a top surface containing a cylindrical groove 80 with ears 82 and 83.
Continuous conductor 84 has ~ cylindrical cross-sec~ional shape. ~hen the conductor 84 is pressed into groove 80, ears 82 and 83 of the groove snap over the conductor.
Conductor 84 has a diameter some~hat greater than the depth of groove 80 so that up to 20~ of the diameter of the conductor protrudes above ~he ~urface of the support rail. This will insure good electrical contact between the conductive rail ~ember 84 and ~heels of an electro-moti~e device drawing electrical po~er from the rail.
In Figure 7, the support rail 87 has two doYetail grooves 88 and gO to engage two surface rails 92 and 94 respectively. Top rails 92 and 94 each have a dovetail bead 96 and 98 for engaging dovetail grooves 88 and 90.
If surface rail6 92 and 94 are conduc~ive, ~hey may be insulated from each other by ~ ridge l~O on the head of a non-conductive support rail 87.
2S In Figure 8, an alternati~e embodiment of the continuous surface rail is shown. In this embodiment, the dovetail bead 102 i~ discontinuous. The bead need not extend the length of the surface rail. There only needs to be a bead at spaced intervals. T~o beads 102 and 104 are sho~n. The interval bet~een beads should be short enough so that good engagement ~ith the support rail i8 maintained when the ~urface rail is slidea~ly engaged into the matching ~roove in the suppor~ rail.
A~END~D SHEET
EC H~NCOCK f HL KNE~RL TEL:303-447-2070 Mar 0~'9~ 23 No.O~ ~.29 BO2P01PC 12 JP~S 04 ~vl~R 1394 Figures 9 ~nd 10 illustrate mating of continuous, conductive surface rails to sectional non-conductive mono-rails. ~he non-conducti~e mono-rail ~ould be built of strong re}atively stiff mater$al to support the ~eight S of the vehicle travelling on the rail. Aceordingly, the mono-rall would be in ~ections ~h~ch would be assembled to form a track. The surface rails ~ould be flex~ble and of any length and would span any number of mono-rail sectlons thereby providing electrlcal continuity for a predetermined length of track.
ln the mono-rail illu-Qtrated as an end vie~ in Figure 9, the rail i8 supported at the base 108 by pylons or a roadbed in cross-section. The electro-motive vehicle rides on the top surface 110 of the mono-rail and carries two electrical conductive ~ipers or ~heels ~hich ~ake contact with ~onductive surface rails 112 and 114. ~he continuous surface rails have a dovetail bead 116 and slidea~ly engage matching dovetail groove 118.
In the mono-rail illustrated as an end ~ie~ in Figure 10, the rail i~ ~upported at the top 120 of the I-beam by hanging suppore 122 in crosC-section. The electro-motive vehlcle r~des on wheels running on the top surfaces 124 and 126 of the ba~e 128 of the I-beam. The vehicle also carries t~o electrical conductive wipers or wheels ~hich make contact wLth conductive surface rails 130 and 132.
The continuou~ conductlve ~urface rails ha~e a dovetail ~hape and ~lideably engag~ matching doYetail groo~es 131 and 133 respectively.
In Figures llA and llB another embodiment for the support rail is illu~trated. Support rail 140 differs from the support rail 10 in Figure 1 in the shape of the foot of the rall. Foot 142 o~ support rail 140 has its lateral edges shaped to provide a vertical surface 144 and an angular surface 146 oriented approximately 45~ from the AMENDED SHEET
CA 02119277 l997-03-25 EC HRNCOCK f HL KNERRL TEL:303-447-2070 M~r 04'94 1~:24 Na.OO~ P.30 PCT/l~92/ 07 68 ?
,~
BO2PO~PC 13 IP~S 04MAR ~994 verttcal. The angles of the surfaces are selected so that the foot of the rail 140 will mate uith the tie plate shown in Figures 15 to 17. The fastening of the rail to the tie plates and ties will be described ~n more detail hereinafter in reference to Figures 15 to 17.
~he support rail 140 ln Figure llA and llB has a dovetail groove 148 in the head of the support rail to receive a continuous surface rail 150. Just as in Figure 1, the doYe tall 152 on surface ra~l 150 slldeably engages the head grooYe 148 in support rail 140. The surface rail may extend for any dlstance; the length o~ the surface rail has no relatlonship to the tocation of support rail ~oints except that preferably surface rail ~oints do not occur at support rail joints.
Support rail 140 in Figure llA and llB also has a foot groove 154. Groove 15~ mi~ht be used to carry a conduc~ive wire. rf support rail 140 i~ made of a flexible material such a~ Acetal Nylons and poly-carbonates, so that it may be sh2ped to a desired path for a track, groove ~5~ could receive a stiffening rib (not shown). The rib could be attached to the road bed on ~hich the support rail is ~ounted.
F~gures 12A, lZB and 12C show a support rail 156 similar to rail 14~ ln Figure llA except that the head 158 of rail 156 ~ designed to receive a box channel shaped surface rail 160. Surface ra~l 160 is laid on top of head 158 and ehen slideably engaged to the support rail by bending the sides 162 of the channel around the head }58 to produce the composite rail sho~n in Fiqure 12C.
The bending of the sides of the channel surface rail 160 would ~e accomplished by applying a combination of localized heat and pressure (rollers) ~o the sides 162 of the ch~nnel surfacc rail. The heat would soften the surface rail and pressure rollers would bend the sldes A~ND~D SH~ET
CA 02119277 1997-03-2~
EC HRNCOCK f HL.KNERRL TEL:303-447-2070 M~r 0~'94 1~:21 No.008 P.31 BO2P07PC 14 IP~S 04MAR 1994 around the head. The surface rail is hooked o~er the head by this bending operation. The surface rail must remain slideable relative to the head 158 of the support rail 156.
The head 158 hafi its four corners 164 be~eled. In addition the ~nside corners 166 of the channel 160 are filled to match the beveled corners 164 of the support rail head. This provides more material in the surface rail at the corners of the head in the composite rail;
the corners of the surface rail are the points of greatest ~ear as railway cars r~de on the composite rail.
Depending on ~he application of the continuous composite rails, the support rail may be either a qlectrically conductive or non-conducti~e material. Similarly, the continuous surface rail may be conductive or non-conductive. Some example~ of support rail material would be steel, a~L in , iron, brass, ceramlc, thermo plastics, and thermoset plastics; some examples of surface rail materials would be aluminum, copper, steel, steel alloys, thermo plastLcs, and thermoset plastics.
If ~he surface rail is to be electrified, then the ~upport rail should be nonconductive or an insulating l~yer m~y be placed bet~een the surface rail and the support rail as sho~n in Figure 4A.
~igure 13A sho~s a typical configuration of the continuous compo~ite rail using short support rail segments to illustrate the independence of the length of the s~rface rall from the joints ln the support rail.
Sur~ace rails may span multiple joints ln the support rail or may be shorter than a support rail segment. Four support rail segments 170, 172, 174, and 176 abut at jolnts 171, 173, and 175 respecti~ely. The support rail se~ments ar- fastenod tog~ther ~ith fish plate brackets lt1, lt8, and 179 (bolts for the fish plate brackets are AMENDED S~EET
EC HRNC~CK ~ HL KNERRL TEL:30v-4~7-2070 M~r 0~1'94 14:25 No.00~ P.32 i",_ .
BO2P07PC lS IP~VS 04MA2 ,~4 not ~ho~n~. Continuous, surface, running rails 180, 182, 184 and 186 are Yeparated by surface, expansion rails 181, 183, and 185. The running rails and expansion rails all slideably engage the support rail as pre~iously described. The expansion rails are designed to compress or expand longitudinally ~along the length of the rail) to a~sor~ expansion of the running rails.
Figures 13B and 13C show the preferred structure for an expansion rail. The structure of the h~gh load-bearing expansion rail 181 i~ a honeycomb as most clearly seen in the top ~iew in Figure l3a. The ~all thickness and the material used in the walls 187 of the honeycomb should have sufficient load-bearing strength so that the walls of the honeycomb will transfer the axle ~eight of the wheeled vehicle riding on the rails to the head of the support rail. At the ~ame t~me the material should be resilient enough so that if the surface rail contracts after expanslon, the expansion rail ~ill expand and continue to provide a continuous surface from a first running rail to the next successi~e running r~il. The mat-rials used in the expansion rail may be the same as the materials used in the running rail as for example, ~teel, steel alloys, thermo plastics, and thermoset pla~tic~ so long as the material has the necessary ~trength and resllience.
F$gure 13C is an end view of the honeycomb expansion rail in Figure 13B. The honeycomb rail has no top or bottom walls. It does ha~re end ~alls 188 and may have slde ~all~ or the honeycomb may be shaped at the side~ of the rail to pro~ide side walls. Ho~ever, the main structure cf the hon~c~i- rail must be the honeycomb and ~ny exterior ualls to the honeycomb must not restrict the ~ n~ion~contraction characteristic~ of the honeycomb structure. If desired to insure mechanical and electrical continuity with the surface running rails, the AM~ND~OSH~
EC H~NCOCK ~ HL KNERRL TEL:303-447-2070 Mar 0~ 25 Na . 008 ~ . 33 PCT/US9?~ 07 68 7 Bo2P07PC 16 IP~S 04A7A~ ,~94 end of the running rail and the abutting ends 188 of the expan~ion rail may be welded, fused or bonded.
As sho~n in the Figure 13A, the dove tail bead on the surface, runnlng, rail has a depth shorter than the depth of the dovetail groove in the head of the support rail.
This is done to reduce friction between the running rail and the support rall so that the running rail may more easily slide ln the ~upport rail. The depth 189 of dove tail bead for the expansion rail may be the same as the dovetail bead on the running rail. Ho~ever for added strength in transferring the load from the top of the ~YrAnsion rail to the support rail, the depth 189 of dovetail bead on the expansion rail may have the same dep~h as the depth of the groove in the head of the ~upport rail. In CUch an implementation, the load-bearing on the top of the honeycomb will be transferred to the bottom of the dovetail groove as well as the top of the support rail head. The added friction bet~e~n the expansion rail and the support rail does not impede the slideable engagement bet~een the running rail and the support rail.
The expansion ra~ls may be electrically conductive or non-conducti~e. If the surface rail is conductive, the expansion rails ~ould be nonconductive at the end of electrical control blocks. Within an electrical control block the expansion rail would be conductive to provide electrical continuity from one running rail to the next running rail. They would then perform the dual function of c~ ting for thermal expansion in the surface rails and insulating abutting surface rails so as to form electrical control blocks in the rail ~ystem. The expansion rail ~ill be insulative if formed from thermo plastie or thermoset plastics. lt will be conductl~e ~f formed from conducti~e ~etals or plast1cs plated with conductivo metals.
AMEN~EO SHEET
' EC HRNCOCK ~ HL.KNERR.L TEL:303-447-2070 Mar 04'94 1~:26 No.OO~ P.34 PcTru3~2 / 07 6 8 7 BO2P07PC 17 IP ~ ~ ~~P~ ~ 1994 Each surface rail ~ould normally span many support rail segment joints, but the surface rails may be of any length. Figure 13A illustrates a sur~ace, running rail 182 that spans t~o joints 171 and 173. Figure 13A also illustrates a running rail 184 that is shorter than a single support rail segment 174 ~hereby there are t~o expansion rails 183 and 185 bet~een ~oint~ 173 and 175.
Figure 14 shous t~o rall track implemented ~ith the compo~lte rails of the present invention. Support rail segments 190 are the same length and positioned on tie~
192 so that abutting joints 194, 196, 198, and 20~ for one rail of the track are offset respectively from abutting j~ints 201, 203, 205, 207, and 209 for the other -rail. R~ ng rail 210 spans joint-~ 203, 205, 207, and 209 and is ~upported by more than three support rail segments lg0. Similarly surface running rail 212 spans ~oints 194, 196 and 198. On the other hand running rail 2IS is shorter than one segment and positioned a~ sho~n in Figure 14 does not span any joints.
All ~urface rails slideably engage the support rail segments to ~lide relative to the support rail ~hen the surface ralls expand or contract due to thermal expanslon. The slideable engagement also facilitates installation of the surface rails on the support rail segments. Expansion rails 214 in Figure 14 are resilient and expand or contract to absorb thermal expansion of the surfacQ rails. The expan~ion rails have the same cross-~ectional shape as the running rails and may also be conductive or non-conductive if the runnin~ rails are 3~ electrified.
While the trac~ in Figure 1~ illustrates a pre~erred ~ o~ t for t~o rail trac~, it ~ill be appreciated by one skilled in the art that ties and ~upport rail segments could be preassembled in a different A~E~DED SH~t~
EC HRNCOCK ~ HL KNERRL TEL:303-447-2070 Mar 04'94 14:26 No.008 P,35 PCTtUS92 / 07 68 7 1302P07PC 18 ~PE./UU~; ~4MAR 199~
conriguration. In preassembled two rail ~rack the ends of the support rail segments would be aligned. The joints between abutting and parallel support rail~ ~ould then be ~ligned rather than offset as shown in Figure 14.
This configuration would allow qu~ck inQtallation of parallel support rails on a roadbed. Th~ two rail track would be finished by adding the continuous surface running rails and expansion rails.
The tle plates for fastening the support rails of Flgures 11-14 to the ties are shown in Figures 15-17. Figure 15 shows an asse~bled composite rail from Figure llA in cross-sectlon fastened in tie plate 220 on tie 222. T~e 222 is notc~ed 50 that tie plate 220 is recessed in the notch in the tie. Fluted pin~ 224 and 226 pass through holes in tie plate 220 and holes in clamping shoes 228 and 230 and are driven into tie 222. Thus pins 224 and 226 fasten the rail to the tie plate and the tie plate to the tie.
Pins 224 and 226 are fluted so as to engage the edge of the foot of the cupport ra~l 140 as the pins are driven into the tie. Pin 224 is oriented a~ 45~ to the vertical and i~s flutes defor~ and engage 45 surface 146 at the edge of the ioot of support rail 140. Pin 226 iQ
oriented vertlcally and it~ flutes deform and engage the vertlcal surface 144 at the edge o~ support rail foot.
Since the pin~ enga~e the support rail foot, they tend to hold the ~upport rail firmly against motion along the direct~on of the rail.
Figures 16A and 16B are top and side vie~s of the tie plate ~ith the holes for spikes oriented vertically.
Spike~ 232 are shown in Figure 16B. Figures 17A and 17B
are top and side ~ie~s of the tie plate with the holeQ
for ~pikQs 234 oriented at 45~ from the vertical. In both embodiments the tle plates 231 and 233 are deslgned AMEND~D SHEET
EC HRNCOCK J HL KNE~RL TEL:303-447-2070 Mar 04'9d 14:27 No.OOg P.36 PCTIU~92/ 07 68 ~
, BO2P0?PC l9 IP~US 04~AR 1994 for use with four spikes. In tie plate 231 holes 235 through the clamp shoes 239 and tie plate are oriented vertically. In tie plate 233 hole~ 23~ through clamp shoes 240 and the tie plate are oriented 45~ from vertical. In addition to the holes for spikes 232 and 234, each of the tie plates also has four holes 235 to receive 5pikes (not shovn~ for holdinq the tie plates 231 and 233 to ties.
Vertical or non-vert~cal orientation of spike hole~ in the tie plates depend~ on the forces the rail ~ill be su~ject to. Vert$cal orientation provides most resistance to vertical force from the rail. Non-vertical orientation provides more resistance to horizontal force from the rail but less resistance to vertica} force from the rail. Tie plate 220 in Figure 15 used a combination of vertical and non-vertical spike holes. One s~illed in the art will appreciate that dependinq on the hori20ntal and ~ertical forces on the rail and the materials used for the rail, tie plates, and ties, other angular 2C orientations of the spike holes may be selected.
~hile a n~ ~r of preferred embodiments of the in~ention have been sho~n and described, it will be appreciated by one ~killod ~n the art, that a number of f~rther ~ariation~ or modifications may be made uithout departing from the splrit and scope of my inventlon.
AMENDED SHEET
CA 02119277 1997-03-2~
Claims (14)
1. A surface rail for mounting on a support rail to form a composite rail with a continuous operative surface, wherein the composite rail has a plurality of the support rails connected end-to-end with an expansion joint between each support rail, and each of the support rails has a head with a predetermined cross-sectional shape, said surface rail comprising:
a running rail having a length independent of the length of the support rails and having an upper surface for providing the operative surface of the composite rail and for spanning the expansion joints;
said running rail having an undersurface shaped to slideably engage the predetermined shape of the head of support rails so that said running rail slides relative to the support rails as the support rails or said running rail expand or contract.
a running rail having a length independent of the length of the support rails and having an upper surface for providing the operative surface of the composite rail and for spanning the expansion joints;
said running rail having an undersurface shaped to slideably engage the predetermined shape of the head of support rails so that said running rail slides relative to the support rails as the support rails or said running rail expand or contract.
2. The surface rail of claim 1 wherein said undersurface of said running rail has opposing first and second surfaces;
said first surface is positioned relative to the second surface to slideably engage a constricted cross-sectional shape in the head of the support rails whereby said running rail will slide along the length of the support rail but is otherwise constrained on the head of the support rail.
said first surface is positioned relative to the second surface to slideably engage a constricted cross-sectional shape in the head of the support rails whereby said running rail will slide along the length of the support rail but is otherwise constrained on the head of the support rail.
3. The surface rail of claim 2 wherein the cross-sectional shape in the head of said support rail is a dovetail groove, and:
said first and second surfaces of said undersurface are lateral walls of a dovetail bead on said undersurface.
said first and second surfaces of said undersurface are lateral walls of a dovetail bead on said undersurface.
4. The surface rail of claim 1 wherein the predetermined shape of the head of the support rail is substantially rectangular, and said undersurface is a box shaped channel with interior walls slideably engaging exterior walls of the support rail head.
5. The surface rail of claim 1 wherein said running rail is fabricated from an electrically non-conductive material.
6. The surface rail of claim 1 wherein said running rail is fabricated from an electrically conductive material.
7. The surface rail of claim 6 further comprising:
an insulating layer on all surfaces of the running rail that contact the support rails.
an insulating layer on all surfaces of the running rail that contact the support rails.
8. The surface rail of claim 1 wherein said surface rail further comprises:
an expansion rail for adjusting to the expansion or contraction of said running rails slideably engaging the support rails.
an expansion rail for adjusting to the expansion or contraction of said running rails slideably engaging the support rails.
9. The surface rail of claim 8 wherein said expansion rail is fabricated as a honeycomb structure, said structure having honeycomb walls oriented to transfer the load from the upper surface of said expansion rail to the head of the support rail.
10. Surface rail apparatus for a composite rail, the composite rail having a support rail for supporting vehicles running on the composite rail, wherein the support rail is divided into longitudinal segments and has an expansion joint between each of the segments of the support rail to absorb thermal expansion of the support rail, said surface rail apparatus mounted on the segments of the support rail and comprising:
running rail means for spanning the expansion joints in the segments of support rail and providing a continuous surface for contact with vehicles running on the composite rail; and said running rail means having an elongated rail shape which slideably engages the segments of the support rail.
running rail means for spanning the expansion joints in the segments of support rail and providing a continuous surface for contact with vehicles running on the composite rail; and said running rail means having an elongated rail shape which slideably engages the segments of the support rail.
11. The surface rail apparatus of claim 10 further comprising:
a plurality of said running rail means, each of said running rail means slideably engaging at least one of the segments of the support rail;
expansion rail means, between each of said running rail means, for providing a continuous surface between adjacent running rail means and for adjusting to expansion or contraction of said running rail means;
said expansion rail means having a rail shape for slideably engaging the segments of the support rail and a length sufficient to absorb the expansion of adjacent running rail means.
a plurality of said running rail means, each of said running rail means slideably engaging at least one of the segments of the support rail;
expansion rail means, between each of said running rail means, for providing a continuous surface between adjacent running rail means and for adjusting to expansion or contraction of said running rail means;
said expansion rail means having a rail shape for slideably engaging the segments of the support rail and a length sufficient to absorb the expansion of adjacent running rail means.
12. The surface rail apparatus of claim 11 wherein said running rail means is electrically conductive; and said expansion rail means is electrically conductive for continuing electrical continuity between adjacent running rail means.
13. The surface rail apparatus of claim 11 wherein said running rail means are electrically conductive; and said expansion rail means are electrically non-conductive for insulating adjacent running rail means from each other.
14. The surface rail apparatus of claim 10 further comprising:
a plurality of said running rail means, each of said running rail means slideably engaging at least one of the segments of the support rail.
a plurality of said running rail means, each of said running rail means slideably engaging at least one of the segments of the support rail.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US07/760,658 US5154346A (en) | 1990-08-17 | 1991-09-16 | Rail mounting clip for railroad |
| US07/760,658 | 1991-09-16 | ||
| US07/894,385 US5249654A (en) | 1990-08-17 | 1992-06-05 | Surface rail for composite continuous rail |
| US07/894,385 | 1992-06-05 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2119277A1 CA2119277A1 (en) | 1993-04-01 |
| CA2119277C true CA2119277C (en) | 1998-04-14 |
Family
ID=27116849
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2119277 Expired - Fee Related CA2119277C (en) | 1991-09-16 | 1992-09-14 | Surface rail for composite continuous rail |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP2594226B2 (en) |
| AU (1) | AU680189B2 (en) |
| CA (1) | CA2119277C (en) |
| WO (1) | WO1993005981A1 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102011006308A1 (en) | 2011-03-29 | 2012-10-04 | Siemens Aktiengesellschaft | Dehnverbindungsanordnung of abutting busbars of a trolley system for electric traction vehicles |
| JP5898129B2 (en) * | 2013-06-04 | 2016-04-06 | 保線機器整備株式会社 | Rail joint plate |
| JP6673763B2 (en) * | 2016-06-27 | 2020-03-25 | 株式会社レールテック | Insulation cover |
| JP6188101B1 (en) * | 2016-09-12 | 2017-08-30 | 株式会社沖新船舶工業 | Dissimilar metal fitting joint |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US209739A (en) * | 1878-11-05 | Improvement in rails | ||
| US319041A (en) * | 1885-06-02 | van ghoate | ||
| US206738A (en) * | 1878-08-06 | Improvement in railroad-rails | ||
| US477675A (en) * | 1892-06-28 | Expansion-rail for railroads | ||
| US805166A (en) * | 1905-01-03 | 1905-11-21 | Louis Steinberger | Electric rail. |
| US1042545A (en) * | 1911-12-26 | 1912-10-29 | Charles W Gamwell | Rail construction. |
| US1229847A (en) * | 1917-03-24 | 1917-06-12 | Harry W Winner | Railway-rail. |
| US1620498A (en) * | 1923-07-12 | 1927-03-08 | Symington Co | Side frame and journal box therefor |
| US2266145A (en) * | 1939-01-02 | 1941-12-16 | Bianco Cesare Del | Rail joint |
| US2540433A (en) * | 1946-09-10 | 1951-02-06 | Clarence A Evans | Plastic toy train track |
| FR1027124A (en) * | 1950-11-02 | 1953-05-07 | Denis Freres Et Cie | Toy railroad track |
| US3111265A (en) * | 1960-07-07 | 1963-11-19 | Huber Jakob | Rail for railway vehicles |
| US3341669A (en) * | 1964-03-11 | 1967-09-12 | Porter Co Inc H K | Current conductor rail system |
| US3566048A (en) * | 1968-05-09 | 1971-02-23 | Porter Co Inc H K | Current conductor rail system |
| US3528608A (en) * | 1968-09-09 | 1970-09-15 | Dashaveyor Co | Expansion joint |
| US3637957A (en) * | 1968-10-14 | 1972-01-25 | Dashaveyor Co | Expansion joint |
| US3752396A (en) * | 1971-07-16 | 1973-08-14 | L Bustin | Traction mat |
| FR2171665A5 (en) * | 1972-02-10 | 1973-09-21 | Merlin Gerin | |
| CH541453A (en) * | 1972-03-17 | 1973-09-15 | Alusuisse | Busbar |
| US3850271A (en) * | 1973-09-29 | 1974-11-26 | Vahle Kg P | Third rail for current consumers with large current requirement and high speed |
| US3892299A (en) * | 1974-04-19 | 1975-07-01 | Rucker Co | Mobile electrification conductor system |
| CH577758A5 (en) * | 1974-08-28 | 1976-07-15 | Alusuisse | |
| US4016961A (en) * | 1975-08-08 | 1977-04-12 | Howell Alleyne C Jun | Rail construction for rail-type electrification systems |
| JPS5631830A (en) * | 1979-08-25 | 1981-03-31 | Hitachi Cable Ltd | Low-noise type rigid trolley |
| JPS5746656U (en) * | 1980-08-28 | 1982-03-15 | ||
| JPS5790224A (en) * | 1980-11-27 | 1982-06-04 | Hitachi Cable Ltd | Composite rigid trolley |
| US4448350A (en) * | 1982-08-06 | 1984-05-15 | Phillips Albert A | Railroad track stress transfer apparatus |
| JPS60240534A (en) * | 1984-05-11 | 1985-11-29 | Hitachi Cable Ltd | Composite rigid power feed line for electric car and manufacture thereof |
| JPS60252033A (en) * | 1984-05-28 | 1985-12-12 | Furukawa Electric Co Ltd:The | Method of fabrication solid trolley wire |
| JPS61143233A (en) * | 1984-12-17 | 1986-06-30 | Sumitomo Electric Ind Ltd | Manufacturing method of complex rigid electric-car line |
| JPS63265746A (en) * | 1987-04-22 | 1988-11-02 | Hitachi Cable Ltd | Composite type trolley |
| JP2503570B2 (en) * | 1988-02-25 | 1996-06-05 | 日立電線株式会社 | Sliding part crimped type A ▲ l / SUS rigid body trolley |
| JPH0234441A (en) * | 1988-07-25 | 1990-02-05 | Hitachi Cable Ltd | Compound electric overhead line |
| JPH0295939A (en) * | 1988-09-30 | 1990-04-06 | Hitachi Cable Ltd | Complex rigid type electric-car line |
| JP3129527B2 (en) * | 1992-07-01 | 2001-01-31 | 三菱レイヨン・エンジニアリング株式会社 | Injection head for web confounding |
-
1992
- 1992-09-14 WO PCT/US1992/007687 patent/WO1993005981A1/en active Application Filing
- 1992-09-14 AU AU26440/92A patent/AU680189B2/en not_active Ceased
- 1992-09-14 CA CA 2119277 patent/CA2119277C/en not_active Expired - Fee Related
- 1992-09-14 JP JP5506122A patent/JP2594226B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| AU2644092A (en) | 1993-04-27 |
| JP2594226B2 (en) | 1997-03-26 |
| WO1993005981A1 (en) | 1993-04-01 |
| AU680189B2 (en) | 1997-07-24 |
| CA2119277A1 (en) | 1993-04-01 |
| JPH07506784A (en) | 1995-07-27 |
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Legal Events
| Date | Code | Title | Description |
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| EEER | Examination request | ||
| MKLA | Lapsed |