EP1183424B1 - Bifurcation ferroviaire - Google Patents

Bifurcation ferroviaire Download PDF

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Publication number
EP1183424B1
EP1183424B1 EP00937055A EP00937055A EP1183424B1 EP 1183424 B1 EP1183424 B1 EP 1183424B1 EP 00937055 A EP00937055 A EP 00937055A EP 00937055 A EP00937055 A EP 00937055A EP 1183424 B1 EP1183424 B1 EP 1183424B1
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EP
European Patent Office
Prior art keywords
rail
track
check
branch
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 - Lifetime
Application number
EP00937055A
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German (de)
English (en)
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EP1183424A1 (fr
Inventor
Malcolm Tunley
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Balfour Beatty PLC
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Balfour Beatty PLC
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Filing date
Publication date
Application filed by Balfour Beatty PLC filed Critical Balfour Beatty PLC
Publication of EP1183424A1 publication Critical patent/EP1183424A1/fr
Application granted granted Critical
Publication of EP1183424B1 publication Critical patent/EP1183424B1/fr
Anticipated expiration legal-status Critical
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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
    • E01B7/00—Switches; Crossings
    • E01B7/02—Tongues; Associated constructions
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2202/00—Characteristics of moving parts of rail systems, e.g. switches, special frogs, tongues
    • E01B2202/04—Nature of the support or bearing
    • E01B2202/042—Sliding

Definitions

  • This invention relates to a forked railway track system, and in particular to turnouts.
  • Conventional railway turnouts often called points or switches, generally comprise a primary track and two branch tracks.
  • Each rail of the primary track is continuous with a respective rail of each of the branch tracks and is known as a stock rail.
  • the stock rails are thus parallel where they form the primary track and diverge from each other as the branch tracks lead away from the primary track.
  • the other rails of the branch tracks each comprise a switch blade which is laterally shiftable between a first position in which one end of the switch blade contacts the inside edge of one of the stock rails for directing the wheels of a train travelling in a facing direction (that is from the primary track towards the branch tracks) away from the stock rail and onto the switch blade, so leading the train onto the corresponding branch track, and a second position in which the switch blade is displaced from the stock rail to form a flangeway gap for allowing the wheels of a train travelling in a facing direction to remain on the stock rail and travel down the other branch track.
  • the two switch blades associated with each branch track move in unison such that only one switch blade may contact a stock rail at any one time to prevent simultaneous selection of both branch tracks.
  • the switch blade shifting mechanism may be spring-loaded such that a train travelling in a trailing direction (that is from one of the branch tracks towards the primary track) can automatically reset the switch blades to allow it through the turnout.
  • the gauge of the rails decreases due to the displacement of the switch blade on which the train is rolling.
  • the wheel flanges on one side therefore urge the switch blade away from its displaced position and into contact with the stock rail against the force of the spring-loaded mechanism to allow the train through the turnout.
  • Switch blades are made from rails which are cut to appropriate length and machined to a taper along a large proportion of length to form a very narrow blade at its end where it contacts the stock rail, otherwise known as its toe. In this way, when seated snugly against the stock rail, the switch blade does not bring the gauge of the track out of tolerance.
  • the radius of curvature of track at a turnout must be relatively large to keep lateral forces exerted by the track on the trains down to a level which is comfortable for passengers.
  • a large radius of curvature requires a long switch blade to allow it to be displaced sufficiently clear of the stock rail to provide an adequate flangeway gap along its entire length.
  • Current standards in UK as issued by Railtrack plc stipulate a minimum flangeway gap of 41mm to allow wheel flanges of a maximum width of 32.5mm (as used on Eurostar trains) to pass safely through.
  • a forked railway trail system according to the preamble of claim 1 is described in DE-C-53890.
  • the wheel flange is supported by plates during wheel transfer between the continuous and the non-continuous rails.
  • a forked railway track system comprising a primary track and two branch tracks, each branch track providing a continuous pathway with the primary track at their convergent ends, each track comprising a pair of parallel rails, a first stock rail of each branch track being continuous with a respective corresponding rail of the primary track, by the second rail of each branch track being fixed and separated from its respective corresponding rail of the primary track at its convergent end to form a flangeway gap between the second rail and the stock rail of the other branch track, characterised in that the flangeway gap is sufficiently narrow that during wheel transfer between a stock rail and a second rail, part of the wheel tread is positioned simultaneously over the stock rail and the second rail.
  • a check rail is fitted adjacent to a rail of the primary track in the vicinity of and on the same side as the flangeway gap through which the wheels of a train traveling in a facing direction are intended to pass, the check rail acting on the flange-backs of the wheels on one side of the train to guide them through the flangeway gap and to guide the train down the corresponding branch track.
  • the check rail is moveable between a first position in which it acts on the flange-backs of the wheels on one side of a train traveling in a facing direction to guide them through the flangeway gap and so guide the train down the corresponding branch track, and a second position in which it is ineffective, to allow the wheels of trains traveling in a trailing direction from the other branch track to pass.
  • the direction of rail traffic traveling in a facing direction may be more positively controlled. Furthermore, by providing a movable check rail adjacent to both rails of the primary track, it is possible to selectively control the path of the wheels on a respective side of a train to direct the train onto a corresponding branch track.
  • the check rail is moveable, it is not subject to the problems of flexing associated with shiftable switch blades since the check rail need not be machined down to a narrow profile and in any case the check rail plays no part in supporting the weight of rail traffic.
  • the check rail may be laterally rotationally or vertically movable or a combination of these.
  • the stock rails comprise non-grooved rails.
  • Non-grooved rails are typically used for high speed rail systems, for which the railway track system according to the invention is particularly well suited for the reasons stated above.
  • a toy railway comprising the forked railway track system.
  • Figure 1 shows a passive forked railway track system according to a first aspect of the invention comprising a railway turnout for use on a line bearing traffic in a trailing direction only as shown by the arrow, and having a primary track 1 and two branch tracks 3, 5.
  • Each rail 7, 8 of the primary track is continuous with a respective corresponding rail 10, 12 of each of the branch tracks, otherwise known as a stock rail.
  • the stock rails 10, 12 diverge from each other as the branch tracks 3, 5 lead away from the primary track 1.
  • the other non-continuous rails 11, 13 of the branch tracks 3, 5 are fixed and separated from the respective corresponding stock rails 12, 10 of the other branch tracks at their convergent ends by a predetermined minimum distance, for example 41mm, to form flangeway gaps 15, 16.
  • the non-continuous rails 11, 13 are each machined down to a narrow blade at their toes to enable a smooth transition as the wheels of a vehicle pass from one rail to another.
  • the rails 11, 13 are static.
  • Two check rails 18, 19 are fixed more or less parallel to the inner sides of the non-continuous rails 13, 11 and the rails 7, 8 of the primary track, forming a flangeway gap of a predetermined minimum size, for example 38mm or 41mm.
  • the check rails 18, 19 extend from the vicinity of the toes of the non-continuous rails 13, 11 to a position along the primary track 1 remote from the branch tracks 3, 5.
  • each branch track 3, 5 provides a continuous pathway with the primary track 1 at their convergent ends.
  • check rails 18, 19 are present in the system shown in Figure 1 to help stabilise the wheels as they pass through the turnout, they are not essential to the operation of the system.
  • Figures 2 and 3 show an active forked railway track system according to a second aspect of the invention comprising a railway turnout for use on a line bearing traffic in both trailing and facing directions.
  • the same reference numerals are used as in Figure 1 to denote common elements, and reference is made to their description above.
  • the system shown in Figures 2 and 3 differs from that shown in Figure 1 in that the fixed static check rails of Figure 1 have been replaced with check rails 28, 29, which, like the check rails 18, 19 of Figure 1, are positioned more or less parallel to the inner sides of the non-continuous rails 13, 11 and the rails 7, 8 of the primary track.
  • the check rails 28, 29 each comprise a fixed length 30, 31 extending from a position remote from the branch track in a direction towards the turnout, but stopping short of the turnout, and providing a flangeway gap of a predetermined minimum size, for example 38mm, between it and its adjacent rail, and a moveable length 32, 33 extending from the end of the fixed length nearest the turnout to a position in the vicinity of the toes of the non-continuous rails 13, 11.
  • the moveable length 32, 33 is provided with a pivot 35, 36 where it joins with the fixed length 30, 31 to allow lateral movement of the moveable length between a first position in which the flangeway gap between it and the stock rail 7, 8 is reduced to the minimum of 38mm and the end of the check rail contacts the inside edge of the toe of the non-continuous rail 13, 11, and a second position in which the check rail is displaced such that the flangeway gap between it and the stock rail 7, 8 is enlarged and the end of the check rail is displaced from the toe of the non-continuous rail 13, 11 to open a flangeway gap of at least 38mm therebetween.
  • An actuator is provided (not shown) to move the check rails accordingly.
  • both check rails 28, 29 are displaced and the turnout operates in the same manner as the turnout described above with reference to Figure 1.
  • the check rail 33 on the right side of the track is moved into contact with the toe of the non-continuous rail 11 as shown in Figure 2 to reduce the flangeway gap between it and the stock rail 8 to the minimum of 38mm or 41mm.
  • the wheel flange-backs are acted on by the check rail 33 to steady and align them correctly.
  • Figure 3 shows the configuration of the moveable lengths 32, 33 of the check rails required to send a train travelling in a facing direction down the left branch track 3.
  • the principle of operation is similar to that described with reference to Figure 2.
  • the left check rail 32 is moved into contact with the toe of the non-continuous rail 13, and acts on the wheel flange-backs of the left side of the train to urge them towards the left stock rail 7, while the wheel flanges on the other side of the train are able to drift away from the other stock rail 8 due to the enlargement of the flangeway gap between it and the displaced moveable length of check rail 33 on the right side.
  • the wheels on the right side roll onto the toe of the non-continuous rail 11 and the train passes onto the branch track 3.
  • the end of the check rails 32, 33 can contact the toes of the non-continuous rails 13, 11 to effectively close the flangeway path therebetween and prevent the wheels on the relevant side from passing onto the non-continuous rail 13, 11, the path of the wheels is actually governed by the action of the relevant check rail 32, 33 on the wheel flange-backs, and it is not necessary for the check rails to actually contact the toes in this way.
  • the check rails could be modified to terminate short of the toes of the non-continuous rails 11, 13 by raising the check rails by an appropriate amount above the level of the stock rails 8, 7.
  • the wheel can continue to be influenced by the action of the raised check rail on the flange-back to urge the flange towards the relevant stock rail until such time as the contact point of the corresponding wheel on the other side has passed onto the toe of the non-continuous rail 11, 13, and the wheel is safely on the branch track.
  • Figure 4 shows a forked railway track system similar to that shown in Figure 1, but incorporating an active element.
  • the railway turnout is for use on a line bearing traffic in both trailing and facing directions, and incorporates a moveable check rail in the form of a guide block 50 located between the static check rail 19 and the toe of the non-continuous rail 11.
  • the guide block In a raised position, the guide block presents a side which acts as an extension to the check rail 19 extending parallel to the stock rail 8 and effectively closing the flangeway gap between the check rail 19 and the non-continuous rail 11. In its lowered position the guide block is completely ineffective.
  • the guide block 50 When subject to traffic approaching in a trailing direction, the guide block 50 adopts its lowered position, and the turnout functions in the same way as that described with reference to Figure 1.
  • the guide block 50 When traffic approaches in a facing direction, the guide block 50 is raised. As the wheels on the right side of a train pass the guide block 50, the flange-backs are acted on by the block to urge the flanges towards the stock rail 8, while the wheel flanges on the other side of the train drift away from the other stock rail 7 due to some enlargement of the flangeway gap as the check rail 18 on the other side tapers towards the inner side of the non-continuous rail 13.
  • the action of the block 50 on the wheel flange-backs on the right side serves to direct the wheels on the left side away from the stock rail 7 and onto the toe of the non-continuous rail 13.
  • the physical presence of the block within the flangeway gap between the check rail 19 and the non-continuous rail 11 prevents the wheels from passing through.
  • the check rails of the invention may be provided with a renewable contact face, so as to reduce the maintenance costs for the system.
  • the surface of the check rail which acts to urge the wheel back-flange against the fixed continuous rail is of course subject to greatest wear and may therefore be provided with this replaceable face section.
  • the check rails may include a shock resistant feature which uses a resilient material, in order to absorb mechanical shock arising during wheel transfer between rails. This resilient material may also be provided as a replaceable part of the check rail which can be replaced during maintenance.
  • the specific examples above describe movement of the check rails as a pivoting lateral movement or else as a vertical movement a guide block.
  • any mechanical arrangement may be used which acts to reduce the flangeway gap between the check rail and the stock rail on one side of the track.
  • the check rail or a guide block may rotate about an axis parallel to the track length into or out of position.
  • a mechanical coupling preferably ensures that the check rail on one side only is in position at any one time, although a control system may instead provide this function, which then controls the movement of the check rails (or guide blocks) independently.
  • the minimum flangeway gap between the check rail and the stock rail will be selected according the particular rail system.
  • the possible minimum gaps of 38mm or 41mm given above are by way of example only.
  • the minimum gap between the check rail and the stock rail may be less than the minimum gap between the convergent ends of the branch tracks.
  • the railway track system according to the invention is particularly suited to high speed applications, in which the stock rails are non-grooved rails, such as UIC60 flat bottom rails.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Moving Of Heads (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Railway Tracks (AREA)
  • Liquid Developers In Electrophotography (AREA)

Claims (11)

  1. Système de voie ferroviaire à bifurcation, comprenant une voie primaire (1) et deux voies ramifiées (3, 5), chaque voie ramifiée présentant un trajet continu avec la voie primaire à leurs extrémités convergentes, chaque voie comprenant une paire de rails parallèles, un premier rail fixe (10, 12) de chaque voie ramifiée étant continu avec un rail correspondant respectif (7, 8) de la voie primaire, le second rail (11, 13) de chaque voie ramifiée étant fixé et séparé de son rail correspondant respectif de la voie primaire à son extrémité convergente pour former une ornière de passage (15, 16) entre le second rail et le rail fixe de l'autre voie ramifiée, caractérisé en ce que l'ornière de passage (15, 16) est suffisamment étroite pour que, pendant le transfert d'une roue entre un rail fixe et un second rail, une partie de la bande de roulement de la roue est positionnée simultanément au-dessus du rail fixe et au-dessus du second rail.
  2. Système de voie ferroviaire à bifurcation selon la revendication 1, comprenant en outre un contre-rail (18, 19 ; 32, 33) adjacent à un rail de la voie primaire (1) au voisinage et du même côté que l'ornière de passage (15, 16) à travers laquelle il a prévu que passent les roues d'un train qui circule dans une direction directe, le contre-rail agissant sur les dos de flasques des roues sur un côté du train pour les guider à travers l'ornière de passage et pour guider le train vers la voie ramifiée correspondante.
  3. Système de voie ferroviaire à bifurcation selon la revendication 2, dans lequel le contre-rail (32, 33) est mobile entre une première position dans laquelle il agit sur les dos de flasques des roues sur un côté d'un train qui circule dans une direction directe pour les guider à travers l'ornière de passage et guider ainsi le train vers la voie ramifiée correspondante, et une seconde position dans laquelle il est sans effet, pour permettre le passage des roues de trains qui circulent dans une direction de talonnage depuis l'autre voie ramifiée.
  4. Système de voie ferroviaire à bifurcation selon la revendication 3, dans lequel le contre-rail (32, 33) est mobile latéralement.
  5. Système de voie ferroviaire à bifurcation selon la revendication 3, dans lequel le contre-rail (32, 33) est mobile verticalement.
  6. Système de voie ferroviaire à bifurcation selon la revendication 3, dans lequel le contre-rail (32, 33) est mobile en rotation.
  7. Système de voie ferroviaire à bifurcation selon la revendication 3, dans lequel le contre-rail dans la première position guide les dos de flasques des roues sur un côté à travers l'ornière de passage au-delà du point du transfert de roues de la voie primaire vers la voie ramifiée.
  8. Système de voie ferroviaire à bifurcation selon l'une quelconque des revendications 3 à 7, dans lequel les contre-rails ont une face de contact renouvelable.
  9. Système de voie ferroviaire à bifurcation selon l'une quelconque des revendications 3 à 8, dans lequel les contre-rails comprennent une portion de résistance aux chocs.
  10. Système de voie ferroviaire à bifurcation selon l'une quelconque des revendications précédentes, dans lequel les rails fixes comprennent des rails sans rainures.
  11. Chemin de fer-jouet comprenant un système de voie ferroviaire à bifurcation selon l'une quelconque des revendications précédentes.
EP00937055A 1999-06-07 2000-06-06 Bifurcation ferroviaire Expired - Lifetime EP1183424B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
GBGB9913211.0A GB9913211D0 (en) 1999-06-07 1999-06-07 Forked railway track system
GB9913211 1999-06-07
PCT/GB2000/002190 WO2000075429A1 (fr) 1999-06-07 2000-06-06 Bifurcation ferroviaire

Publications (2)

Publication Number Publication Date
EP1183424A1 EP1183424A1 (fr) 2002-03-06
EP1183424B1 true EP1183424B1 (fr) 2006-02-15

Family

ID=10854878

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00937055A Expired - Lifetime EP1183424B1 (fr) 1999-06-07 2000-06-06 Bifurcation ferroviaire

Country Status (7)

Country Link
EP (1) EP1183424B1 (fr)
AT (1) ATE317928T1 (fr)
AU (1) AU5234900A (fr)
DE (1) DE60026024T2 (fr)
ES (1) ES2258461T3 (fr)
GB (1) GB9913211D0 (fr)
WO (1) WO2000075429A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB0224089D0 (en) 2002-10-16 2002-11-27 Balfour Beatty Plc Forked railway track system
CN112411270A (zh) * 2020-11-23 2021-02-26 齐齐哈尔哈铁装备制造有限公司 固定式转辙器砼枕单开道岔
CN113089386B (zh) * 2021-05-25 2023-01-06 肖宗旺 一种固定道岔车载式变轨系统

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE53890C (de) * J. W. NORTON in Fort Robinson, V. St. A Eisenbahnweiche
FR2180461A1 (fr) * 1972-04-18 1973-11-30 Baronnet Andre

Also Published As

Publication number Publication date
DE60026024D1 (de) 2006-04-20
WO2000075429A1 (fr) 2000-12-14
ES2258461T3 (es) 2006-09-01
DE60026024T2 (de) 2006-10-26
GB9913211D0 (en) 1999-08-04
EP1183424A1 (fr) 2002-03-06
AU5234900A (en) 2000-12-28
ATE317928T1 (de) 2006-03-15

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