CA2263922A1 - Steel sleeper - Google Patents
Steel sleeper Download PDFInfo
- Publication number
- CA2263922A1 CA2263922A1 CA002263922A CA2263922A CA2263922A1 CA 2263922 A1 CA2263922 A1 CA 2263922A1 CA 002263922 A CA002263922 A CA 002263922A CA 2263922 A CA2263922 A CA 2263922A CA 2263922 A1 CA2263922 A1 CA 2263922A1
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- CA
- Canada
- Prior art keywords
- sleeper
- flange
- top flange
- bottom flange
- steel
- 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.)
- Abandoned
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Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
- E01B3/16—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from steel
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B9/00—Fastening rails on sleepers, or the like
- E01B9/62—Rail fastenings incorporating resilient supports
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B2201/00—Fastening or restraining methods
- E01B2201/10—Fastening or restraining methods in alternative ways, e.g. glueing, welding, form-fits
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Mechanical Engineering (AREA)
- Railway Tracks (AREA)
- Bridges Or Land Bridges (AREA)
Abstract
The present invention relates to a steel sleeper which is capable of preventing, to a great extent, subsidence and buckling and is less likely to change in shape under an excessive load from the rails. The steel sleeper has a flat top flange and a flat bottom flange, while a vertical web is formed continuously in the longitudinal direction of the sleeper to connect the top flange and the bottom flange at the centers of both flanges in the direction of width thereof. The steel sleeper has a substantially I-shaped cross section in the direction of width thereof, with both end faces of the sleepers in the longitudinal direction thereof being capped with buckling preventing plates. The spaces surrounded by the flat top flange, the flat bottom flange, the vertical web, and the buckling preventing plates are open to the outside on the side face thereof. The load from the rails is transmitted via both the top flange and the bottom flange to the ballast.
Description
STEEL SLEEPER
Field of the Invention The present invention relates to a steel sleeper and, more particularly, to a steel sleeper that is capable of preventing subsidence and buckling, and of preventing deformation due to an excessive load on the rails.
Background of the Invention Along railway tracks, it is common to fasten rails on sleepers arranged at predetermined intervals. Recently, for the purpose of easier maintenance and reduction of operating costs, steel sleepers are increasingly being employed rather than wooden sleepers and concrete sleepers for railway tracks having few signal circuits, such as tracks in buildings housing vehicles.
A proposed steel sleeper of this type is shown in Fig.17, wherein a sleeper 31 (hereinafter referred to as a "conventional sleeper 1 ") has a cross section that is substantially trapezoidal in shape and is open at the bottom with a hollow inner space. The inner space is filled with ballast in order to prevent subsidence, and both the ends of the sleeper in the longitudinal direction thereof are capped with plates. This arrangement prevents the sleeper and the ballast filling the inside thereof from being displaced in the lateral direction with respect to the track, which is termed buckling.
Fig. 18 illustrates the suspended joint method for supporting rails at joints thereof by a sleeper, wherein sleepers 34 (hereinafter referred to as a "conventional sleeper 2") are placed near to and on both sides of, a joint 33 of rails 32.
Bridge sleepers are used on bridges and are not provided with ballast. Because bridge sleepers are subjected to a greater impact and load than sleepers used to support rails on the ground, bridge sleepers generally are made of high quality timber and have a large cross-sectional area. Such a bridge sleeper is illustrated in Fig.l9 wherein a wooden sleeper 35 (hereinafter referred to as a "conventional sleeper 3") is fastened onto a bridge beam 36 by means of a hook bolt 38 with a packing 37 made of wood or a synthetic resin interposed therebetween.
Field of the Invention The present invention relates to a steel sleeper and, more particularly, to a steel sleeper that is capable of preventing subsidence and buckling, and of preventing deformation due to an excessive load on the rails.
Background of the Invention Along railway tracks, it is common to fasten rails on sleepers arranged at predetermined intervals. Recently, for the purpose of easier maintenance and reduction of operating costs, steel sleepers are increasingly being employed rather than wooden sleepers and concrete sleepers for railway tracks having few signal circuits, such as tracks in buildings housing vehicles.
A proposed steel sleeper of this type is shown in Fig.17, wherein a sleeper 31 (hereinafter referred to as a "conventional sleeper 1 ") has a cross section that is substantially trapezoidal in shape and is open at the bottom with a hollow inner space. The inner space is filled with ballast in order to prevent subsidence, and both the ends of the sleeper in the longitudinal direction thereof are capped with plates. This arrangement prevents the sleeper and the ballast filling the inside thereof from being displaced in the lateral direction with respect to the track, which is termed buckling.
Fig. 18 illustrates the suspended joint method for supporting rails at joints thereof by a sleeper, wherein sleepers 34 (hereinafter referred to as a "conventional sleeper 2") are placed near to and on both sides of, a joint 33 of rails 32.
Bridge sleepers are used on bridges and are not provided with ballast. Because bridge sleepers are subjected to a greater impact and load than sleepers used to support rails on the ground, bridge sleepers generally are made of high quality timber and have a large cross-sectional area. Such a bridge sleeper is illustrated in Fig.l9 wherein a wooden sleeper 35 (hereinafter referred to as a "conventional sleeper 3") is fastened onto a bridge beam 36 by means of a hook bolt 38 with a packing 37 made of wood or a synthetic resin interposed therebetween.
Conventional sleeper 1 requires filling of the inside of sleeper 31 with ballast by pressing the ballast with a tie tamper from the side of the sleeper toward the bottom thereof.
This operation is very difficult to perform, and often results in a failure to sufficiently fill the inside of the sleeper with the ballast. In cases where the sleeper is not filled sufficiently with the ballast, problems such as subsidence of the sleeper, or buckling of the sleeper, can occur. The structure of conventional sleeper 1 also has the problem of being deformed when the sleeper is under a heavy load from the rails in such a way that the lower portion of the side wall is displaced outwardly and the top surface of the sleeper caves in at the center thereof, as indicated by the dashed and dotted line in Fig.l7. This results in the possibility of a load acting on the rail fastening that is in excess of the tolerance of the fastening, thereby causing a failure in the fastening.
In the case of conventional sleeper 2, although a widely used wooden sleeper, which provides good electrical insulation, can be used, the rail-supporting capability (i.e., resistance against subsidence) is inferior to the supported joint method, wherein joint 33 of rails 32 is placed at the center of a larger sleeper 39 having greater width, as shown in Fig.20. While large sleepers are made of wood, wooden sleepers are expensive.
A large sleeper made of concrete is very heavy and is inconvenient to handle.
In addition to lower durability and higher cost, conventional sleeper 3 has problems as wooden sleeper 35 becomes thinner with time, thus leading to a loosened hook bolt 38, which then tends to rotate. Hook bolt 38 also eventually can drop off due to the nut being loosened by the vibration caused by running trains. Hook bolt 3 8 also is made longer to engage on the top surface of wooden sleeper 35, and therefore tends to bend when subjected to a horizontal force.
The present invention has been completed to solve the problems described above.
Therefore, it is an aspect of the present invention to provide a steel sleeper that is capable of preventing subsidence and buckling of the sleeper, and that is less likely to change shape under an excessive load on the rails. It is another aspect of the present invention to provide a steel sleeper having high rail supporting capability (i.e., resistance against subsidence), having a low cost, and being relatively easy to handle. It is a further aspect of the present invention to provide a steel sleeper that is high in durability and low in cost, and that is suitable for use on bridges.
This operation is very difficult to perform, and often results in a failure to sufficiently fill the inside of the sleeper with the ballast. In cases where the sleeper is not filled sufficiently with the ballast, problems such as subsidence of the sleeper, or buckling of the sleeper, can occur. The structure of conventional sleeper 1 also has the problem of being deformed when the sleeper is under a heavy load from the rails in such a way that the lower portion of the side wall is displaced outwardly and the top surface of the sleeper caves in at the center thereof, as indicated by the dashed and dotted line in Fig.l7. This results in the possibility of a load acting on the rail fastening that is in excess of the tolerance of the fastening, thereby causing a failure in the fastening.
In the case of conventional sleeper 2, although a widely used wooden sleeper, which provides good electrical insulation, can be used, the rail-supporting capability (i.e., resistance against subsidence) is inferior to the supported joint method, wherein joint 33 of rails 32 is placed at the center of a larger sleeper 39 having greater width, as shown in Fig.20. While large sleepers are made of wood, wooden sleepers are expensive.
A large sleeper made of concrete is very heavy and is inconvenient to handle.
In addition to lower durability and higher cost, conventional sleeper 3 has problems as wooden sleeper 35 becomes thinner with time, thus leading to a loosened hook bolt 38, which then tends to rotate. Hook bolt 38 also eventually can drop off due to the nut being loosened by the vibration caused by running trains. Hook bolt 3 8 also is made longer to engage on the top surface of wooden sleeper 35, and therefore tends to bend when subjected to a horizontal force.
The present invention has been completed to solve the problems described above.
Therefore, it is an aspect of the present invention to provide a steel sleeper that is capable of preventing subsidence and buckling of the sleeper, and that is less likely to change shape under an excessive load on the rails. It is another aspect of the present invention to provide a steel sleeper having high rail supporting capability (i.e., resistance against subsidence), having a low cost, and being relatively easy to handle. It is a further aspect of the present invention to provide a steel sleeper that is high in durability and low in cost, and that is suitable for use on bridges.
Summary of the Invention In order to achieve the aspects described above, a first aspect of the invention provides a steel sleeper that can be filled with ballast therein, and placed on a track bed for fastening rails thereon by means of rail fastening. The steel sleeper has a flat top flange and a flat bottom flange with a vertical web connecting the top flange and the bottom flange at the centers of both flanges in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper such that the cross section in the direction of width of the sleeper has a substantially I-shaped configuration. Both end faces of the sleeper in the longitudinal direction thereof are capped with buckling preventing plates, and side faces of spaces surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates are open to the outside, such that a load from the rails is transmitted via both the top flange and the bottom flange to the ballast.
A second aspect of the invention provides a steel sleeper that can be filled with ballast therein and placed on a track bed for fastening rails thereon by means of rail fastening, wherein the steel sleeper has a flat top flange and a flat bottom flange with a vertical web connecting the top flange and the bottom flange at the centers of both flanges in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper such that the cross section in the direction of width of the sleeper has a substantially I-shaped configuration. The top flange and the bottom flange are connected with buckling preventing plates at two positions, right and left, which are located at substantially equal distances in the longitudinal direction from the center of the sleeper in the longitudinal direction thereof. Side faces of spaces surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates are open to the outside, such that a load from the rails is transmitted via both the top flange and the bottom flange to the ballast.
A third aspect of the invention provides the steel sleeper of the first or the second aspects of the invention, wherein the rail fastening is installed at the center of the top flange in the direction of width thereof.
A fourth aspect of the invention provides a steel sleeper that can be filled with ballast therein and placed on a track bed for fastening rails thereon by means of rail fastening, wherein two steel sleepers of the same configuration are joined in parallel to each other side by side in the longitudinal direction of the sleepers. Each of the steel sleepers has a flat top flange and a flat bottom flange with a vertical web connecting the top flange and the bottom flange at the centers of both flanges in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper such that the cross section in the direction of width of the sleeper has a substantially I-shaped configuration. Both end faces of the sleeper in the longitudinal direction thereof are capped with buckling preventing plates. Side faces of spaces surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates are open to the outside, such that a load from the rails is transmitted via both the top flange and the bottom flange to the ballast.
A fifth aspect of the invention provides the steel sleeper of the fourth aspect of the invention, wherein at least one of the top flange and the bottom flange located between the vertical web of one of the two parallel steel sleepers and the vertical web of the other steel sleeper is partially cut off at the center thereof.
A sixth aspect of the invention provides a bridge steel sleeper which is placed on a bridge for fastening rails thereon by means of rail fastening, wherein the bridge sleeper has a flat top flange and a flat bottom flange with a vertical web connecting the top flange and the bottom flange at the centers of both flanges in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper such that the cross section in the direction of width of the sleeper has a substantially I-shaped configuration.
The top flange and the bottom flange are connected with reinforcement plates at two positions, right and left, which are located at substantially equal distances in the longitudinal direction from the center of the sleeper in the longitudinal direction thereof. A shock absorber is interposed between the bottom surface of the bottom flange and a beam of the bridge, or between the top surface of the top flange and the rail, or at both of these locations.
One feature of the first aspect of the invention is that the cross section of the steel sleeper has substantially an I-shaped configuration, while both ends of the sleeper in the longitudinal direction thereof are capped with the buckling preventing plates.
Side faces of the spaces surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates are open to the outside such that the inside of the sleeper can be easily filled with ballast, and subsidence of the sleeper and buckling of the sleeper can be prevented. Furthermore, because the top flange and the bottom flange are in contact with the ballast, and because the load from the rails is transmitted via both the top flange and the -S-bottom flange to the ballast, the load transfer area increases and subsidence of the sleeper can be prevented more reliably.
The cross section of the sleeper in the direction of width can include another shape added to such an extent that does not hamper the filling of the inner space with the ballast, provided that the cross section basically has a substantially I-shaped configuration.
Since the top flange is the portion where the rails are fastened thereon, it is important that the top flange has sufficient strength to bear the load from the rails.
This strength can be achieved by properly selecting the material of construction, or the thickness of the top flange.
Because the vertical web is the portion that connects the top flange and the bottom flange and transmits the load from the top flange to the bottom flange, it is important that the vertical web have sufficient strength to bear the load from the top flange. This strength can be achieved by properly selecting the material of construction, or thickness of the vertical web.
The buckling preventing plate connects the top flange and the bottom flange, and can be a plate joined to the flanges by welding or the like.
When the top flange and the bottom flange are connected with the buckling preventing plates at two positions, right and left, which are located at substantially equal distances from the center of the sleeper in the longitudinal direction other than both end faces as in the case of the second aspect of the invention, the quantity of ballast contained in the spaces surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates is less than in the case of capping the end faces of the sleeper in the longitudinal direction by the buckling preventing plates. Therefore, the resistance of the sleeper against lateral displacement decreases, and the effect of preventing the sleeper from being displaced in the lateral direction with respect to the track, so-called buckling, decreases slightly compared to the case of capping the end faces of the sleeper in the longitudinal direction by the buckling preventing plates. However, the strength of the top flange and the bottom flange can be increased by providing the buckling preventing plates directly below the rails.
The rail fastenings preferably are installed at the center of the top flange in the direction of width thereof, as in the third aspect of the invention. With this configuration, the load from the rails is equally distributed to the portions of the top flange and the bottom flange on both sides of the vertical web, thereby preventing the sleeper from changing shape and reliably preventing troubles from occurring in the rail fastening.
The rail fastening is not limited to a particular type. A washer type, described below in conjunction with a preferred embodiment, or a wire spring clip type also can be employed. The rail fastening preferably is installed by welding because of the characteristics of the steel sleeper, in which case it is not necessary to drill a hole for a tie bolt. The possibility of cracking the steel sleeper is thereby eliminated, resulting in improved reliability.
According to the fourth aspect of the invention, a steel sleeper of larger cross-sectional area having an extremely large section modulus is provided, which is less likely to change shape and has an improved rail supporting capability.
According to the fifth aspect of the invention, the generation of an annoying noise, attributed to the reverberation of the noise of vehicles running on the rails, in the closed space surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates can be prevented.
While a bridge sleeper wherein an inner space is not filled with ballast is generally subj ected to greater impact and greater load than in other track sections wherein the sleepers are filled with the ballast, the sixth aspect of the invention provides a steel sleeper which has high durability and mitigates the impact when vehicles run thereon by means of a shock absorber interposed between the top flange and the rails, or between the bottom flange and the bridge beam.
Brief Description of the Drawi~~
The present invention will be described in detail hereinbelow with the aid of the accompanying drawings, in which:
Fig. l (a) is a side view showing one embodiment of a steel sleeper according to the present invention, and Fig. l (b) is a plan view thereof;
_7_ Fig.2 is a schematic diagram showing an end face in the right direction or the left direction of the steel sleeper of Fig.l;
Fig.3(a) is a side view showing another embodiment of a steel sleeper according to the present invention, and Fig.3(b) is a plan view thereof;
Fig.4 is a schematic diagram showing an end face in the right direction or the left direction of the steel sleeper of Fig.3;
Fig.S(a) is a side view showing a holder piece used in the rail fastening and Fig.S(b) is a plan view thereof;
Fig.6(a) is a side view showing a washer used in the rail fastening, Fig.6(b) is a plan view thereof, and Fig.6(c) is a bottom view thereof;
Fig.7 is a front view showing the rail fastening;
Fig.8 is a plan view showing the rail fastening;
Fig.9 is a schematic diagram illustrating the action of a conventional steel sleeper;
Fig.10 is a schematic diagram illustrating the action of the steel sleeper of the present invention;
Fig. l l (a) is a plan view showing another embodiment of a steel sleeper according to the present invention, and Fig. l l (b) is a schematic diagram showing an end face in the right direction or the left direction thereof;
Fig.l2 is a plan view showing still another embodiment of a steel sleeper according to the present invention;
Fig.13 is a side view showing still another embodiment of a steel sleeper according to the present invention;
Fig. l4(a) is a side view showing a key portion of still another embodiment of a steel sleeper according to the present invention, and Fig.l4(b) is a schematic diagram showing an end face in the left direction thereof;
Fig.15(a) is a view showing an end face of still another embodiment of a steel sleeper according to the present invention, Fig.lS(b) is a side view of the key portion thereof, and Fig.15(c) is a plan view of the key portion thereof;
Fig.16(a) is a view showing an end face of still another embodiment of a steel sleeper according to the present invention, Fig.l6(b) is a side view of the key portion thereof, and Fig.16(c) is a plan view of the key portion thereof;
_$_ Fig.l7 is a sectional view showing an example of a conventional sleeper;
Fig.18 is a schematic diagram illustrating an example of rail supporting method with the conventional sleeper;
Fig.l9 is a sectional view showing a key portion of a conventional wooden sleeper;
and Fig.20 is a schematic diagram illustrating another example of a rail supporting method with a conventional sleeper.
Detailed Description of the Preferred Embodiments In Fig.l and Fig.2, steel sleepers 2 are disposed on a track bed 1 at predetermined intervals in the longitudinal direction of rails. Placed on steel sleepers 2 are two rails 3, 3 fastened onto the top surface thereof by means of a rail fastening 4 separated by a predetermined distance.
Steel sleeper 2 has a top flange 5 and a bottom flange 6 with a vertical web 7 connecting top flange 5 and bottom flange 6 at the center in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper so that the cross section in the direction of width of sleeper 2 has a substantially I-shaped configuration. Both ends of sleeper 2 in the longitudinal direction thereof are capped with buckling preventing plates 8.
Side faces of the spaces surrounded by top flange 5, bottom flange 6, vertical web 7, and buckling preventing plates 8 are open to the outside, thereby forming a ballast packing space 9 which can be filled with the ballast. Buckling preventing plates 8 maintain the ballast in space 9 and prevent sleeper 2 from being displaced in the lateral direction with respect to the track, cooperating with the ballast.
Fastened near the center of top flange 5 in the direction of width on the top surface thereof is a pair of holder pieces 10, 10 welded at predetermined distances from a rail base 11.
Fig.3 shows a configuration similar to that of Fig. l except for the position of buckling preventing plate 8. Top flange 5 and bottom flange 6 are connected by buckling preventing plates 8 at the positions directly below the rails 3 (two positions, right and left, which are located at substantially equal distances in the longitudinal direction from the center of the sleeper in the longitudinal direction thereof).
Holder piece 10 has a guide portion 12, which is bent with an obtuse angle in side view, on the rail 3 side of holder piece 10 as shown in Fig.S(a),and guide portion 12 is sloped with gradients in two directions of width and height of the rail.
A washer 13 is interposed between holder piece 10 and a rail base 11 as shown in Fig. l (a) and (b), while washer 13 has a holding portion 14 formed substantially at right angles, as shown in side view in Fig.6(a), formed on rail base 11 side of washer 13, such that the holding portion 14 presses against the top surface and the outer edge of rail base 11.
Washer 13 has a guide portion 15 formed on an outer portion thereof, and guide portion 15 is sloped with gradients in two directions of width and height of the rail.
Guide portion 15 of washer 13 is configured to make slide contact with the guide portion 12 of holder piece 10 such that the position thereof in the directions of width and height of the rail can be adjusted.
As shown in Fig.7, guide portion 15 is slanted from the vertical direction toward rail base 11 more than a tangent line b, at the lower end of guide portion 15, of an arc a of which radius is a distance L between the portion where holding portion 14 of washer 13 makes contact with the outer end face of the rail base 11 and the bottom end of guide portion 15 of washer 13 on the opposite side of rail 3. Because guide portion 15 is slanted toward rail base 11 more than the tangent line b, washer 13 can be prevented from coming off, thus making it possible to prevent rail 3 from tumbling.
As shown in Fig.7 and Fig.B, fastening of rail 3 by means of rail fastening 4 can be done by placing rail 3 between holder pieces 10, 10 on steel sleeper 2, then inserting washer 13, with the end of smaller width first, between holder piece 10 and rail base 11, and hitting washer 13 on the wider end thereof with a hammer or the like, thereby driving washer 13. Since rail 3 can be fastened onto steel sleeper 2 without using a screw or spike, the frequency of maintenance and inspection is greatly reduced. Washer 13 can be prevented from coming off more reliably by joining guide portion 15 of washer 13 and the inner contact portion of holder piece 10 by spot welding after driving washer 13.
Furthermore, because it is not necessary to drill a hole for a rail fastening bolt in steel sleeper 2, the possibility of problems, such as the cracking of steel sleeper 2, can be eliminated, thus improving the durability of steel sleeper 2.
In addition, because the position of washer 13 in the directions of width and height of the rail can be adj usted by providing holder piece 10 and washer I 3 with guide portions I 2 and 15, respectively, and moving washer I 3 in the longitudinal direction of the rail with respect to the holder piece 10, the deviation in the directions of width and height of rail base 1 I due to errors in the manufacturing process can be accommodated, thereby preventing vibration from being generated when trains run thereon.
Furthermore, because the cross section in the direction of the width of steel sleeper 2 has a substantially I-shaped configuration, and because both ends of steel sleeper 2 in the longitudinal direction thereof are capped with buckling preventing plates 8, or buckling preventing plates 8 are installed at two places, right and left, which are located at substantially equal distances in the longitudinal direction from the center of steel sleeper 2 in the longitudinal direction thereof, while the side faces of the spaces surrounded by top flange 5, bottom flange 6, vertical web 7, and buckling preventing plates 8 are open to the outside, ballast can be packed through the open side and, accordingly, it is easier to fill the inner space of the steel sleeper with ballast. As a result, steel sleeper 2 can be prevented from subsiding. In case both end faces of steel sleeper 2 in the longitudinal direction thereof are capped with buckling preventing plates 8, in particular, the buckling of steel sleeper 2 can be greatly prevented by means of the ballast which fills the inside of steel sleeper 2 and buckling preventing plates 8. The strength of top flange 5 and bottom flange 6 also can be increased by installing buckling preventing plates 8 directly below rails 3.
In the case of the conventional steel sleeper, as shown in Fig.9, the ballast on track bed 1 receives a load from a steel sleeper 16 in an area S 1, which extends from the bottom surface of sleeper 16 at an angle of 45 ° on both ends of the bottom surface thereof downward and to the outside. In the case of steel sleeper 2 of the present invention, on the other hand, because the spaces between top flange 5 and bottom flange 6 of steel sleeper 2 are filled with ballast, as shown in Fig.10, the ballast on track bed I
receives a load not only from bottom flange 6 but also from top flange 5, and therefore the load bearing area of the ballast which receives the load from steel sleeper 2 becomes greater by an area S2, thus making it possible to more reliably prevent the subsidence of steel sleeper 2.
Because holder piece 10 and washer 13 also are placed at near the center of the top surface in the direction of width of steel sleeper 2, as shown in Fig. l (b), a load transmitted from rail 3 is uniformly distributed to top flange 5, vertical web 7 and bottom flange 6 of steel sleeper 2. Accordingly, steel sleeper 2 is less likely to change in shape and troubles with fastening 4 can be prevented.
Fig. l l (a) shows another embodiment of the present invention, wherein two steel sleepers of the same configuration as shown in Fig.l are disposed in parallel to each other side by side in the longitudinal direction of the sleeper and joined by welding. This configuration increases the section modulus, thereby making a structure that is less likely to change shape under an excessive load from the rails, that has a high resistance against subsidence, and, therefore, is suitable for the steel sleeper used under a rail joint. In this case, a closed space 18 enclosed by the top flange, the bottom flange, the vertical webs, and the buckling preventing plates either can be filled with ballast in advance, or alternatively not filled with ballast. Fig.l2 shows an example of such an application as the top flange located between the vertical web of one of the two parallel steel sleepers and the vertical web of the other steel sleeper is partially cut off at the center thereof, thereby forming an opening 17. When opening 17 is formed, space 18 is no longer closed and it is possible to prevent the generation of annoying noise due to the reverberation of noise caused by trains running on the rails in the space 18 enclosed by the top flange, the bottom flange, the vertical webs, and the buckling preventing plates.
Fig.13 shows another embodiment of the present invention wherein shock absorbers 20 (e.g., hard rubber) are attached between top flange 5 and rail 3, and between bottom flange 6 and a bridge beam 19, by using an adhesive, thereby mitigating the impact transmitted from rail 3 to steel sleeper 2 by means of shock absorbers 20.
Numeral 21 denotes a reinforcement plate.
Fig.14 (a) shows an example of using shock absorbers wherein shock absorber 20 is interposed between bridge beam 19 and bottom flange 6 of steel sleeper 2 with these components being fastened by means of a hook bolt 22. Fig.l4 (b) is a side view of the end face. By installing the hook bolt on the bottom flange, the hook bolt can be made shorter and less likely to bend.
Fig.15 (a) shows another example of using shock absorbers wherein shock absorber 20 is interposed between a U-shaped bracket 23 and bottom flange 6 of steel sleeper 2.
Bolts 24 are screwed through holes made in U-shaped bracket 23 to clamp shock absorber 20 to the bottom surface of bottom flange 6. U-shaped bracket 23 is welded onto bridge beam 19. This configuration makes it unnecessary to drill bolt holes in steel sleeper 2.
Fig.l 5(b) is a side view of a key portion of the configuration of Fig.lS(a) and Fig.lS(c) is a plan view of the key portion of the configuration of Fig.lS(a) .
Fig.l6 (a) shows still another example of using shock absorbers wherein shock absorber 20 is interposed between a U-shaped bracket 25 and bottom flange 6 of steel sleeper 2. Members 26 and angles 27 are disposed on both sides of vertical web 7 and are fastened by screw bolts. Angle 27 and U-shaped bracket 25 are also fastened by screw bolts, thereby pressing shock absorber 20 against the bottom surface of bottom flange 6. U-shaped bracket 25 is welded onto bridge beam 19, as shown in Fig.l6(c). Fig.l6(b) is a side view of a key portion of the configuration of Fig. 16(a).
As described above, the present invention has the following advantages:
( 1 ) B allast can easily be packed in the steel sleeper through the side openings.
As a result, the subsidence of the steel sleeper can be prevented, 'and the displacement of the steel sleeper in the lateral direction with respect to the track, so-called buckling, can be prevented by means of the ballast which fills the inside of the steel sleeper and the buckling preventing plates. Because the steel sleeper also has a cross section of substantially I-shaped configuration, and because the space between the top flange and the bottom flange can be filled with ballast, the load from the rails is transmitted via both the top flange and the bottom flange to the ballast, thereby increasing the load transfer area and making it possible to prevent the subsidence of the steel sleeper more reliably.
(2) The strength of the top flange and the bottom flange of the sleeper according to the present invention can be increased by providing the buckling preventing plates directly below the rails.
(3) A steel sleeper can be provided which is less likely to change in shape under an excessive load from the rails.
(4) A steel sleeper having an extremely large section modulus is less likely to change in shape, and has enhanced performance to resist subsidence can be provided.
A second aspect of the invention provides a steel sleeper that can be filled with ballast therein and placed on a track bed for fastening rails thereon by means of rail fastening, wherein the steel sleeper has a flat top flange and a flat bottom flange with a vertical web connecting the top flange and the bottom flange at the centers of both flanges in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper such that the cross section in the direction of width of the sleeper has a substantially I-shaped configuration. The top flange and the bottom flange are connected with buckling preventing plates at two positions, right and left, which are located at substantially equal distances in the longitudinal direction from the center of the sleeper in the longitudinal direction thereof. Side faces of spaces surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates are open to the outside, such that a load from the rails is transmitted via both the top flange and the bottom flange to the ballast.
A third aspect of the invention provides the steel sleeper of the first or the second aspects of the invention, wherein the rail fastening is installed at the center of the top flange in the direction of width thereof.
A fourth aspect of the invention provides a steel sleeper that can be filled with ballast therein and placed on a track bed for fastening rails thereon by means of rail fastening, wherein two steel sleepers of the same configuration are joined in parallel to each other side by side in the longitudinal direction of the sleepers. Each of the steel sleepers has a flat top flange and a flat bottom flange with a vertical web connecting the top flange and the bottom flange at the centers of both flanges in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper such that the cross section in the direction of width of the sleeper has a substantially I-shaped configuration. Both end faces of the sleeper in the longitudinal direction thereof are capped with buckling preventing plates. Side faces of spaces surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates are open to the outside, such that a load from the rails is transmitted via both the top flange and the bottom flange to the ballast.
A fifth aspect of the invention provides the steel sleeper of the fourth aspect of the invention, wherein at least one of the top flange and the bottom flange located between the vertical web of one of the two parallel steel sleepers and the vertical web of the other steel sleeper is partially cut off at the center thereof.
A sixth aspect of the invention provides a bridge steel sleeper which is placed on a bridge for fastening rails thereon by means of rail fastening, wherein the bridge sleeper has a flat top flange and a flat bottom flange with a vertical web connecting the top flange and the bottom flange at the centers of both flanges in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper such that the cross section in the direction of width of the sleeper has a substantially I-shaped configuration.
The top flange and the bottom flange are connected with reinforcement plates at two positions, right and left, which are located at substantially equal distances in the longitudinal direction from the center of the sleeper in the longitudinal direction thereof. A shock absorber is interposed between the bottom surface of the bottom flange and a beam of the bridge, or between the top surface of the top flange and the rail, or at both of these locations.
One feature of the first aspect of the invention is that the cross section of the steel sleeper has substantially an I-shaped configuration, while both ends of the sleeper in the longitudinal direction thereof are capped with the buckling preventing plates.
Side faces of the spaces surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates are open to the outside such that the inside of the sleeper can be easily filled with ballast, and subsidence of the sleeper and buckling of the sleeper can be prevented. Furthermore, because the top flange and the bottom flange are in contact with the ballast, and because the load from the rails is transmitted via both the top flange and the -S-bottom flange to the ballast, the load transfer area increases and subsidence of the sleeper can be prevented more reliably.
The cross section of the sleeper in the direction of width can include another shape added to such an extent that does not hamper the filling of the inner space with the ballast, provided that the cross section basically has a substantially I-shaped configuration.
Since the top flange is the portion where the rails are fastened thereon, it is important that the top flange has sufficient strength to bear the load from the rails.
This strength can be achieved by properly selecting the material of construction, or the thickness of the top flange.
Because the vertical web is the portion that connects the top flange and the bottom flange and transmits the load from the top flange to the bottom flange, it is important that the vertical web have sufficient strength to bear the load from the top flange. This strength can be achieved by properly selecting the material of construction, or thickness of the vertical web.
The buckling preventing plate connects the top flange and the bottom flange, and can be a plate joined to the flanges by welding or the like.
When the top flange and the bottom flange are connected with the buckling preventing plates at two positions, right and left, which are located at substantially equal distances from the center of the sleeper in the longitudinal direction other than both end faces as in the case of the second aspect of the invention, the quantity of ballast contained in the spaces surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates is less than in the case of capping the end faces of the sleeper in the longitudinal direction by the buckling preventing plates. Therefore, the resistance of the sleeper against lateral displacement decreases, and the effect of preventing the sleeper from being displaced in the lateral direction with respect to the track, so-called buckling, decreases slightly compared to the case of capping the end faces of the sleeper in the longitudinal direction by the buckling preventing plates. However, the strength of the top flange and the bottom flange can be increased by providing the buckling preventing plates directly below the rails.
The rail fastenings preferably are installed at the center of the top flange in the direction of width thereof, as in the third aspect of the invention. With this configuration, the load from the rails is equally distributed to the portions of the top flange and the bottom flange on both sides of the vertical web, thereby preventing the sleeper from changing shape and reliably preventing troubles from occurring in the rail fastening.
The rail fastening is not limited to a particular type. A washer type, described below in conjunction with a preferred embodiment, or a wire spring clip type also can be employed. The rail fastening preferably is installed by welding because of the characteristics of the steel sleeper, in which case it is not necessary to drill a hole for a tie bolt. The possibility of cracking the steel sleeper is thereby eliminated, resulting in improved reliability.
According to the fourth aspect of the invention, a steel sleeper of larger cross-sectional area having an extremely large section modulus is provided, which is less likely to change shape and has an improved rail supporting capability.
According to the fifth aspect of the invention, the generation of an annoying noise, attributed to the reverberation of the noise of vehicles running on the rails, in the closed space surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates can be prevented.
While a bridge sleeper wherein an inner space is not filled with ballast is generally subj ected to greater impact and greater load than in other track sections wherein the sleepers are filled with the ballast, the sixth aspect of the invention provides a steel sleeper which has high durability and mitigates the impact when vehicles run thereon by means of a shock absorber interposed between the top flange and the rails, or between the bottom flange and the bridge beam.
Brief Description of the Drawi~~
The present invention will be described in detail hereinbelow with the aid of the accompanying drawings, in which:
Fig. l (a) is a side view showing one embodiment of a steel sleeper according to the present invention, and Fig. l (b) is a plan view thereof;
_7_ Fig.2 is a schematic diagram showing an end face in the right direction or the left direction of the steel sleeper of Fig.l;
Fig.3(a) is a side view showing another embodiment of a steel sleeper according to the present invention, and Fig.3(b) is a plan view thereof;
Fig.4 is a schematic diagram showing an end face in the right direction or the left direction of the steel sleeper of Fig.3;
Fig.S(a) is a side view showing a holder piece used in the rail fastening and Fig.S(b) is a plan view thereof;
Fig.6(a) is a side view showing a washer used in the rail fastening, Fig.6(b) is a plan view thereof, and Fig.6(c) is a bottom view thereof;
Fig.7 is a front view showing the rail fastening;
Fig.8 is a plan view showing the rail fastening;
Fig.9 is a schematic diagram illustrating the action of a conventional steel sleeper;
Fig.10 is a schematic diagram illustrating the action of the steel sleeper of the present invention;
Fig. l l (a) is a plan view showing another embodiment of a steel sleeper according to the present invention, and Fig. l l (b) is a schematic diagram showing an end face in the right direction or the left direction thereof;
Fig.l2 is a plan view showing still another embodiment of a steel sleeper according to the present invention;
Fig.13 is a side view showing still another embodiment of a steel sleeper according to the present invention;
Fig. l4(a) is a side view showing a key portion of still another embodiment of a steel sleeper according to the present invention, and Fig.l4(b) is a schematic diagram showing an end face in the left direction thereof;
Fig.15(a) is a view showing an end face of still another embodiment of a steel sleeper according to the present invention, Fig.lS(b) is a side view of the key portion thereof, and Fig.15(c) is a plan view of the key portion thereof;
Fig.16(a) is a view showing an end face of still another embodiment of a steel sleeper according to the present invention, Fig.l6(b) is a side view of the key portion thereof, and Fig.16(c) is a plan view of the key portion thereof;
_$_ Fig.l7 is a sectional view showing an example of a conventional sleeper;
Fig.18 is a schematic diagram illustrating an example of rail supporting method with the conventional sleeper;
Fig.l9 is a sectional view showing a key portion of a conventional wooden sleeper;
and Fig.20 is a schematic diagram illustrating another example of a rail supporting method with a conventional sleeper.
Detailed Description of the Preferred Embodiments In Fig.l and Fig.2, steel sleepers 2 are disposed on a track bed 1 at predetermined intervals in the longitudinal direction of rails. Placed on steel sleepers 2 are two rails 3, 3 fastened onto the top surface thereof by means of a rail fastening 4 separated by a predetermined distance.
Steel sleeper 2 has a top flange 5 and a bottom flange 6 with a vertical web 7 connecting top flange 5 and bottom flange 6 at the center in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper so that the cross section in the direction of width of sleeper 2 has a substantially I-shaped configuration. Both ends of sleeper 2 in the longitudinal direction thereof are capped with buckling preventing plates 8.
Side faces of the spaces surrounded by top flange 5, bottom flange 6, vertical web 7, and buckling preventing plates 8 are open to the outside, thereby forming a ballast packing space 9 which can be filled with the ballast. Buckling preventing plates 8 maintain the ballast in space 9 and prevent sleeper 2 from being displaced in the lateral direction with respect to the track, cooperating with the ballast.
Fastened near the center of top flange 5 in the direction of width on the top surface thereof is a pair of holder pieces 10, 10 welded at predetermined distances from a rail base 11.
Fig.3 shows a configuration similar to that of Fig. l except for the position of buckling preventing plate 8. Top flange 5 and bottom flange 6 are connected by buckling preventing plates 8 at the positions directly below the rails 3 (two positions, right and left, which are located at substantially equal distances in the longitudinal direction from the center of the sleeper in the longitudinal direction thereof).
Holder piece 10 has a guide portion 12, which is bent with an obtuse angle in side view, on the rail 3 side of holder piece 10 as shown in Fig.S(a),and guide portion 12 is sloped with gradients in two directions of width and height of the rail.
A washer 13 is interposed between holder piece 10 and a rail base 11 as shown in Fig. l (a) and (b), while washer 13 has a holding portion 14 formed substantially at right angles, as shown in side view in Fig.6(a), formed on rail base 11 side of washer 13, such that the holding portion 14 presses against the top surface and the outer edge of rail base 11.
Washer 13 has a guide portion 15 formed on an outer portion thereof, and guide portion 15 is sloped with gradients in two directions of width and height of the rail.
Guide portion 15 of washer 13 is configured to make slide contact with the guide portion 12 of holder piece 10 such that the position thereof in the directions of width and height of the rail can be adjusted.
As shown in Fig.7, guide portion 15 is slanted from the vertical direction toward rail base 11 more than a tangent line b, at the lower end of guide portion 15, of an arc a of which radius is a distance L between the portion where holding portion 14 of washer 13 makes contact with the outer end face of the rail base 11 and the bottom end of guide portion 15 of washer 13 on the opposite side of rail 3. Because guide portion 15 is slanted toward rail base 11 more than the tangent line b, washer 13 can be prevented from coming off, thus making it possible to prevent rail 3 from tumbling.
As shown in Fig.7 and Fig.B, fastening of rail 3 by means of rail fastening 4 can be done by placing rail 3 between holder pieces 10, 10 on steel sleeper 2, then inserting washer 13, with the end of smaller width first, between holder piece 10 and rail base 11, and hitting washer 13 on the wider end thereof with a hammer or the like, thereby driving washer 13. Since rail 3 can be fastened onto steel sleeper 2 without using a screw or spike, the frequency of maintenance and inspection is greatly reduced. Washer 13 can be prevented from coming off more reliably by joining guide portion 15 of washer 13 and the inner contact portion of holder piece 10 by spot welding after driving washer 13.
Furthermore, because it is not necessary to drill a hole for a rail fastening bolt in steel sleeper 2, the possibility of problems, such as the cracking of steel sleeper 2, can be eliminated, thus improving the durability of steel sleeper 2.
In addition, because the position of washer 13 in the directions of width and height of the rail can be adj usted by providing holder piece 10 and washer I 3 with guide portions I 2 and 15, respectively, and moving washer I 3 in the longitudinal direction of the rail with respect to the holder piece 10, the deviation in the directions of width and height of rail base 1 I due to errors in the manufacturing process can be accommodated, thereby preventing vibration from being generated when trains run thereon.
Furthermore, because the cross section in the direction of the width of steel sleeper 2 has a substantially I-shaped configuration, and because both ends of steel sleeper 2 in the longitudinal direction thereof are capped with buckling preventing plates 8, or buckling preventing plates 8 are installed at two places, right and left, which are located at substantially equal distances in the longitudinal direction from the center of steel sleeper 2 in the longitudinal direction thereof, while the side faces of the spaces surrounded by top flange 5, bottom flange 6, vertical web 7, and buckling preventing plates 8 are open to the outside, ballast can be packed through the open side and, accordingly, it is easier to fill the inner space of the steel sleeper with ballast. As a result, steel sleeper 2 can be prevented from subsiding. In case both end faces of steel sleeper 2 in the longitudinal direction thereof are capped with buckling preventing plates 8, in particular, the buckling of steel sleeper 2 can be greatly prevented by means of the ballast which fills the inside of steel sleeper 2 and buckling preventing plates 8. The strength of top flange 5 and bottom flange 6 also can be increased by installing buckling preventing plates 8 directly below rails 3.
In the case of the conventional steel sleeper, as shown in Fig.9, the ballast on track bed 1 receives a load from a steel sleeper 16 in an area S 1, which extends from the bottom surface of sleeper 16 at an angle of 45 ° on both ends of the bottom surface thereof downward and to the outside. In the case of steel sleeper 2 of the present invention, on the other hand, because the spaces between top flange 5 and bottom flange 6 of steel sleeper 2 are filled with ballast, as shown in Fig.10, the ballast on track bed I
receives a load not only from bottom flange 6 but also from top flange 5, and therefore the load bearing area of the ballast which receives the load from steel sleeper 2 becomes greater by an area S2, thus making it possible to more reliably prevent the subsidence of steel sleeper 2.
Because holder piece 10 and washer 13 also are placed at near the center of the top surface in the direction of width of steel sleeper 2, as shown in Fig. l (b), a load transmitted from rail 3 is uniformly distributed to top flange 5, vertical web 7 and bottom flange 6 of steel sleeper 2. Accordingly, steel sleeper 2 is less likely to change in shape and troubles with fastening 4 can be prevented.
Fig. l l (a) shows another embodiment of the present invention, wherein two steel sleepers of the same configuration as shown in Fig.l are disposed in parallel to each other side by side in the longitudinal direction of the sleeper and joined by welding. This configuration increases the section modulus, thereby making a structure that is less likely to change shape under an excessive load from the rails, that has a high resistance against subsidence, and, therefore, is suitable for the steel sleeper used under a rail joint. In this case, a closed space 18 enclosed by the top flange, the bottom flange, the vertical webs, and the buckling preventing plates either can be filled with ballast in advance, or alternatively not filled with ballast. Fig.l2 shows an example of such an application as the top flange located between the vertical web of one of the two parallel steel sleepers and the vertical web of the other steel sleeper is partially cut off at the center thereof, thereby forming an opening 17. When opening 17 is formed, space 18 is no longer closed and it is possible to prevent the generation of annoying noise due to the reverberation of noise caused by trains running on the rails in the space 18 enclosed by the top flange, the bottom flange, the vertical webs, and the buckling preventing plates.
Fig.13 shows another embodiment of the present invention wherein shock absorbers 20 (e.g., hard rubber) are attached between top flange 5 and rail 3, and between bottom flange 6 and a bridge beam 19, by using an adhesive, thereby mitigating the impact transmitted from rail 3 to steel sleeper 2 by means of shock absorbers 20.
Numeral 21 denotes a reinforcement plate.
Fig.14 (a) shows an example of using shock absorbers wherein shock absorber 20 is interposed between bridge beam 19 and bottom flange 6 of steel sleeper 2 with these components being fastened by means of a hook bolt 22. Fig.l4 (b) is a side view of the end face. By installing the hook bolt on the bottom flange, the hook bolt can be made shorter and less likely to bend.
Fig.15 (a) shows another example of using shock absorbers wherein shock absorber 20 is interposed between a U-shaped bracket 23 and bottom flange 6 of steel sleeper 2.
Bolts 24 are screwed through holes made in U-shaped bracket 23 to clamp shock absorber 20 to the bottom surface of bottom flange 6. U-shaped bracket 23 is welded onto bridge beam 19. This configuration makes it unnecessary to drill bolt holes in steel sleeper 2.
Fig.l 5(b) is a side view of a key portion of the configuration of Fig.lS(a) and Fig.lS(c) is a plan view of the key portion of the configuration of Fig.lS(a) .
Fig.l6 (a) shows still another example of using shock absorbers wherein shock absorber 20 is interposed between a U-shaped bracket 25 and bottom flange 6 of steel sleeper 2. Members 26 and angles 27 are disposed on both sides of vertical web 7 and are fastened by screw bolts. Angle 27 and U-shaped bracket 25 are also fastened by screw bolts, thereby pressing shock absorber 20 against the bottom surface of bottom flange 6. U-shaped bracket 25 is welded onto bridge beam 19, as shown in Fig.l6(c). Fig.l6(b) is a side view of a key portion of the configuration of Fig. 16(a).
As described above, the present invention has the following advantages:
( 1 ) B allast can easily be packed in the steel sleeper through the side openings.
As a result, the subsidence of the steel sleeper can be prevented, 'and the displacement of the steel sleeper in the lateral direction with respect to the track, so-called buckling, can be prevented by means of the ballast which fills the inside of the steel sleeper and the buckling preventing plates. Because the steel sleeper also has a cross section of substantially I-shaped configuration, and because the space between the top flange and the bottom flange can be filled with ballast, the load from the rails is transmitted via both the top flange and the bottom flange to the ballast, thereby increasing the load transfer area and making it possible to prevent the subsidence of the steel sleeper more reliably.
(2) The strength of the top flange and the bottom flange of the sleeper according to the present invention can be increased by providing the buckling preventing plates directly below the rails.
(3) A steel sleeper can be provided which is less likely to change in shape under an excessive load from the rails.
(4) A steel sleeper having an extremely large section modulus is less likely to change in shape, and has enhanced performance to resist subsidence can be provided.
(5) The generation of annoying noise due to the reverberation of the noise caused by vehicles running on the rails in the closed space surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates can be prevented.
(6) A bridge steel sleeper which mitigates the impact of running vehicles and has a high durability can be provided.
Although the present invention has been described fully by way of example with reference to the accompanying drawings, it is to be understood that various changes and modifications will be apparent to those skilled in the art. Therefore, unless such changes and modifications depart from the scope of the invention, they should be construed as being included therein.
Although the present invention has been described fully by way of example with reference to the accompanying drawings, it is to be understood that various changes and modifications will be apparent to those skilled in the art. Therefore, unless such changes and modifications depart from the scope of the invention, they should be construed as being included therein.
Claims (7)
1.A steel sleeper, which can be filled with a ballast and is positioned on a track bed for fastening rails thereon by means of a rail fastening, said sleeper comprising:
a flat top flange;
a flat bottom flange;
a vertical web connecting the top flange and the bottom flange at the centers of both flanges in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper such that the cross section in the direction of width of the sleeper has a substantially I-shaped configuration; and wherein both end faces of the sleeper in the longitudinal direction thereof are capped with a buckling preventing plate, and wherein side faces of spaces surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates are open to the outside, such that a load from the rails is transmitted via both the top flange and the bottom flange to the ballast.
a flat top flange;
a flat bottom flange;
a vertical web connecting the top flange and the bottom flange at the centers of both flanges in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper such that the cross section in the direction of width of the sleeper has a substantially I-shaped configuration; and wherein both end faces of the sleeper in the longitudinal direction thereof are capped with a buckling preventing plate, and wherein side faces of spaces surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates are open to the outside, such that a load from the rails is transmitted via both the top flange and the bottom flange to the ballast.
2. The steel sleeper of claim 1, wherein the rail fastening is installed at the center of the top flange in the direction of width thereof.
3. A steel sleeper, which can be filled with a ballast and is positioned on a track bed for fastening rails thereon by means of a rail fastening, the sleeper comprising:
a flat top flange;
a flat bottom flange;
a vertical web connecting the top flange and the bottom flange at the centers of both flanges in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper such that the cross section in the direction of width of the sleeper has a substantially I-shaped configuration; and wherein the top flange and the bottom flange are connected with buckling preventing plates at two positions, right and left, which are located at substantially equal distances in the longitudinal direction from the center of the sleeper in the longitudinal direction thereof, and wherein side faces of spaces surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates are open to the outside such that a load from the rails is transmitted via both the top flange and the bottom flange to the ballast.
a flat top flange;
a flat bottom flange;
a vertical web connecting the top flange and the bottom flange at the centers of both flanges in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper such that the cross section in the direction of width of the sleeper has a substantially I-shaped configuration; and wherein the top flange and the bottom flange are connected with buckling preventing plates at two positions, right and left, which are located at substantially equal distances in the longitudinal direction from the center of the sleeper in the longitudinal direction thereof, and wherein side faces of spaces surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates are open to the outside such that a load from the rails is transmitted via both the top flange and the bottom flange to the ballast.
4. The steel sleeper of claim 3 wherein the rail fastening is installed at the center of the top flange in the direction of width thereof.
5. A steel sleeper, which can be filled with a ballast and is positioned on a track bed for fastening rails thereon by means of rail fastening, the sleeper comprising:
two steel sleepers of the same configuration are joined in parallel to each other side by side in longitudinal direction of each sleeper;
wherein each steel sleeper has a flat top flange;
a flat bottom flange a vertical web connecting the top flange and the bottom flange at the centers of both flanges in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper such that the cross section in the direction of width of the sleeper has a substantially I-shaped configuration; and wherein both end faces of the sleepers in the longitudinal direction thereof are capped with a buckling preventing plate, and wherein side faces of spaces surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates are open to the outside, such that a load from the rails is transmitted via both the top flange and the bottom flange to the ballast.
two steel sleepers of the same configuration are joined in parallel to each other side by side in longitudinal direction of each sleeper;
wherein each steel sleeper has a flat top flange;
a flat bottom flange a vertical web connecting the top flange and the bottom flange at the centers of both flanges in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper such that the cross section in the direction of width of the sleeper has a substantially I-shaped configuration; and wherein both end faces of the sleepers in the longitudinal direction thereof are capped with a buckling preventing plate, and wherein side faces of spaces surrounded by the top flange, the bottom flange, the vertical web, and the buckling preventing plates are open to the outside, such that a load from the rails is transmitted via both the top flange and the bottom flange to the ballast.
6. The steel sleeper of claim 5 wherein at least one of the top flange and the bottom flange located between the vertical web of one of the two parallel steel sleeper and the vertical web of the other steel sleeper is partially cut off at the center thereof.
7. A bridge steel sleeper, which is placed on a bridge for fastening rails thereon by means of a rail fastening comprising:
a flat top flange;
a flat bottom flange;
a vertical web connecting the top flange and the bottom flange at the centers of both flanges in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper such that the cross section in the direction of width of the sleeper has a substantially I-shaped configuration;
wherein the top flange and the bottom flange are connected with reinforcement plates at two places, right and left, which are located at substantially equal distances in the longitudinal direction from the center of the sleeper in the longitudinal direction thereof; and wherein a shock absorber is interposed either between the bottom surface of the bottom flange and a beam of the bridge, between the top surface of the top flange and the rail, or at both locations.
a flat top flange;
a flat bottom flange;
a vertical web connecting the top flange and the bottom flange at the centers of both flanges in the direction of width thereof being formed to continue in the longitudinal direction of the sleeper such that the cross section in the direction of width of the sleeper has a substantially I-shaped configuration;
wherein the top flange and the bottom flange are connected with reinforcement plates at two places, right and left, which are located at substantially equal distances in the longitudinal direction from the center of the sleeper in the longitudinal direction thereof; and wherein a shock absorber is interposed either between the bottom surface of the bottom flange and a beam of the bridge, between the top surface of the top flange and the rail, or at both locations.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10-69490 | 1998-03-03 | ||
| JP6949098 | 1998-03-03 | ||
| JP10-175880 | 1998-06-23 | ||
| JP10175880A JPH11315502A (en) | 1998-03-03 | 1998-06-23 | Steel tie |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2263922A1 true CA2263922A1 (en) | 1999-09-03 |
Family
ID=26410681
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002263922A Abandoned CA2263922A1 (en) | 1998-03-03 | 1999-03-02 | Steel sleeper |
Country Status (5)
| Country | Link |
|---|---|
| JP (1) | JPH11315502A (en) |
| KR (1) | KR19990077524A (en) |
| BR (1) | BR9900468A (en) |
| CA (1) | CA2263922A1 (en) |
| TW (1) | TW457315B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107254812A (en) * | 2017-08-02 | 2017-10-17 | 太仓中博铁路紧固件有限公司 | rail fastening device |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6029374B2 (en) * | 2012-08-03 | 2016-11-24 | 日本特殊塗料株式会社 | Buffer pads and railway tracks |
| CN114508005B (en) * | 2022-01-07 | 2023-06-02 | 上海工程技术大学 | Buried compensation device for sedimentation of rail transit bed |
-
1998
- 1998-06-23 JP JP10175880A patent/JPH11315502A/en active Pending
- 1998-12-18 TW TW087121136A patent/TW457315B/en not_active IP Right Cessation
-
1999
- 1999-03-02 KR KR1019990006781A patent/KR19990077524A/en not_active Application Discontinuation
- 1999-03-02 BR BR9900468-2A patent/BR9900468A/en not_active Application Discontinuation
- 1999-03-02 CA CA002263922A patent/CA2263922A1/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107254812A (en) * | 2017-08-02 | 2017-10-17 | 太仓中博铁路紧固件有限公司 | rail fastening device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH11315502A (en) | 1999-11-16 |
| BR9900468A (en) | 2000-03-08 |
| KR19990077524A (en) | 1999-10-25 |
| TW457315B (en) | 2001-10-01 |
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