EP2337896A2 - Appareil de renforcement de traverses de chemin de fer - Google Patents

Appareil de renforcement de traverses de chemin de fer

Info

Publication number
EP2337896A2
EP2337896A2 EP09816351A EP09816351A EP2337896A2 EP 2337896 A2 EP2337896 A2 EP 2337896A2 EP 09816351 A EP09816351 A EP 09816351A EP 09816351 A EP09816351 A EP 09816351A EP 2337896 A2 EP2337896 A2 EP 2337896A2
Authority
EP
European Patent Office
Prior art keywords
railroad
reinforcing plate
reinforcing
railroad ties
ties
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.)
Withdrawn
Application number
EP09816351A
Other languages
German (de)
English (en)
Inventor
Bong Su Ryu
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.)
Individual
Original Assignee
Individual
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP2337896A2 publication Critical patent/EP2337896A2/fr
Withdrawn legal-status Critical Current

Links

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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E01B1/007—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with interlocking means to withstand horizontal forces
    • 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
    • E01B3/28—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from concrete or from natural or artificial stone
    • 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
    • E01B3/48—Distance keepers or tie-rods for sleepers

Definitions

  • the present invention relates to an apparatus for reinforcing railroad ties and particularly an apparatus for reinforcing railroad ties which disperses a force applied to the side of a railroad tie, thereby preventing railroad ties and/or rails from being deformed or broken and holding rails to the correct gauge, and facilitates installation and repair of railroad ties.
  • FIG. 1 is a cross-sectional view of a conventional railroad track including track ballast
  • FIG. 2 is a perspective view of a conventional railroad track.
  • the railroad ties 30 are members generally laid transverse to the rails 20 and spaced apart from each other, on which the rails 20 are supported and fixed, to transfer the loads from rails 20 to the track ballast 10 and subgrade, and to hold the rails 20 to the correct gauge.
  • Rail ties 30 have traditionally been made of wood, but concrete is now widely used.
  • the railroad ties 30 are normally laid on top of the track ballast 10, which supports and holds them in place, and provides drainage and flexibility.
  • the track ballast 10 is packed between, below and around the railroad ties 30.
  • travelling-directional force and a force in the direction B transverse to the rails 20 (hereinafter, “side-directional force”).
  • the side-directional force generally results from centrifugal force which is generated by the train turning on a curved railroad track. These forces are transferred to the track ballast 10 through the railroad ties 30.
  • the track ballast 10 which is placed between the railroad ties 30 supports the railroad ties 30 through the front surfaces 30a of the railroad ties 30 against the travel-directional force, thereby preventing the railroad ties 30 from being deformed and moved.
  • FIG. 3 is a schematic view of the supporting force distribution of a conventional railroad track.
  • the rails 20 may be deformed due to deformation or movement of the railroad ties 30 by the side-directional force F.
  • the expanded rails 20 When the rails 20 expand during the summer heat, the expanded rails 20 also apply side-directional force to the railroad ties 30 to which the rails 20 are fixed. If the track ballast 10 cannot support the railroad tie 30 sufficiently against the side-directional force, derailment may occur.
  • the purpose of the present invention is to provide an apparatus for reinforcing railroad ties which can prevent rails from being deformed by a side-directional force which results from the centrifugal force of a train and/or a side-directional force which results from heat-expanded rails.
  • Another purpose of the present invention is to facilitate precise installation of railroad ties at a designated position at constant intervals and swift replacement of damaged railroad ties.
  • Another purpose of the present invention is to prevent a reinforcing plate from being separated upward due to vibration of a train by installing a rotary latch on top of railroad ties.
  • an embodiment of the present invention is an apparatus for reinforcing railroad ties comprising: a railroad tie disposed below rails to support the rails and comprising a protrusion on a sloped surface of the railroad tie; and a reinforcing plate comprising a groove on a sloped surface of the reinforcing plate, the sloped surface of the reinforcing plate corresponding to the sloped surface of the railroad tie, wherein the reinforcing plate is coupled with the railroad ties by inserting the protrusion into the groove and opposing the sloped surface of the reinforcing plate to the sloped surface of the railroad tie.
  • the railroad tie and the reinforcing plate may be made of ferroconcrete.
  • the side of the railroad tie has a trapezoidal shape, and the sloped surface of the railroad tie corresponds to an unparallel side of the trapezoidal shape.
  • the side of the reinforcing plate has an inverted-trapezoidal shape, and the sloped surface of the reinforcing plate corresponds to an unparallel side of the inverted-trapezoidal shape.
  • the end surface of the protrusion becomes larger as the protrusion extends toward the end surface of the protrusion, and the bottom surface of the groove becomes larger as the groove extends toward the bottom surface of the groove to correspond to the protrusion.
  • the protrusion is engaged with the groove by moving the reinforcing plate down to the railroad tie arranged under the reinforcing plate.
  • the end surface of the protrusion is vertical to the top surface of the railroad tie, and the bottom surface of the groove is vertical to the top surface of the reinforcing plate.
  • a rotary latch may be disposed on the top surface of the railroad tie, wherein the rotary latch rotates to prevent the reinforcing plate from moving upward.
  • the apparatus for reinforcing railroad ties couples the reinforcing plate with the railroad ties such that the area which the track ballast contacts is increased. Therefore, the present invention can prevent the rails from being deformed due to the deformation or movement of the railroad ties because the supporting force which is applied to the railroad ties against the side-directional force is reduced by the amount of the supporting force applied to the reinforcing plate. Since the present invention can remove the probability of rail deformation, the speed of a train can be increased and the chance of derailment can be reduced.
  • the reinforcing plate can be easily installed and removed due to the coupling system of the present invention, which can reduce maintenance costs for railroad tracks.
  • the rotary latch can prevent the reinforcing plate from being separated upward due to vibration of a train.
  • FIG. 1 is a cross-sectional view of a conventional railroad track.
  • FIG. 2 is a perspective view of a conventional railroad track.
  • FIG. 3 is a schematic view of the supporting force distribution of a conventional railroad track.
  • Fig. 4 is an exploded view of an apparatus for reinforcing railroad ties according to an embodiment of the present invention.
  • FIG. 5 is a perspective view of the apparatus for reinforcing railroad ties according to an embodiment of the present invention.
  • Fig. 6 is a side view of the apparatus for reinforcing railroad ties according to an embodiment of the present invention.
  • Fig. 7 is a perspective view of the apparatus for reinforcing railroad ties according to an embodiment of the present invention, which is installed in a curved railroad track.
  • Fig. 8 is a schematic view of the supporting force distribution of the apparatus for reinforcing railroad ties according to an embodiment of the present invention.
  • FIG. 4 is an exploded view of the apparatus for reinforcing railroad ties according to an embodiment of the present invention.
  • Fig. 5 is a perspective view of the apparatus for reinforcing railroad ties according to an embodiment of the present invention.
  • Fig. 6 is a side view of the apparatus for reinforcing railroad ties according to an embodiment of the present invention.
  • Fig. 7 is a perspective view of the apparatus for reinforcing railroad ties according to an embodiment of the present invention, which is installed in a curved railroad track.
  • Fig. 8 is a schematic view of the supporting force distribution of the apparatus for reinforcing railroad ties according to an embodiment of the present invention.
  • the apparatus for reinforcing railroad ties 500 comprises railroad ties 110 having protrusions 111 and 112, and a reinforcing plate 210.
  • the railroad ties 110 and the reinforcing plate 210 may be made of concrete or ferroconcrete.
  • the railroad ties 110 are arranged parallel with each other on track ballast 10.
  • the track ballast 10 is packed between, below and around the railroad ties 110 like conventional railroad tracks.
  • Rails 300 are fixed on top of the railroad tie 110.
  • the railroad ties 110 which are laid transverse to the rails 300, transfer the loads from the rails 300 to the track ballast 10 and hold the rails 300 in their original positions.
  • the railroad tie 110 is a hexahedron, and the side 110c of the railroad tie 110 has a trapezoidal shape as shown in Fig. 6.
  • the railroad tie 110 has the protrusions 111 and 112 which protrude on the opposed sloped surfaces 110a and 110b, which correspond to unparallel sides of the trapezoidal shape.
  • the railroad tie 110 is coupled with the reinforcing plate 210 through the protrusions 111 and 112 as explained below.
  • the reinforcing plate 210 is placed between the railroad ties 110.
  • the side 210c of the reinforcing plate 210 has an inverted-trapezoidal shape as shown in Fig. 6.
  • the reinforcing plate 210 has grooves 211 and 212, into which the protrusions 111 and 112 are inserted, on the opposed sloped surfaces 210a and 210b, which correspond to unparallel sides of the inverted-trapezoidal shape.
  • Fig. 5 shows the reinforcing plates 210 coupled with the railroad ties 110.
  • the side shape of the railroad tie 110 is trapezoidal and the side shape of the reinforcing plates 210 is in verted- trapezoidal, the area of the starting point of inserting the reinforcing plate 210 between the railroad ties 110 is larger than that of the ending point, which facilitates inserting the reinforcing plate 210 between the railroad ties 110.
  • the end surfaces I l ia and 112a of the protrusions 111 and 112 become larger as the protrusions 111 and 112 extend from the railroad tie 110 to the end surfaces I l ia and 112a of the protrusions 111 and 112.
  • the bottom surfaces 211a and 212a of the grooves 211 and 212 become larger as the grooves 211 and 212 extend from the sloped surfaces 210a and 210b to the center of the reinforcing plate 210 to correspond to the protrusions 111 and 112.
  • the end surfaces I l ia and 112a, and the bottom surfaces 21 Ia and 212a do not decline like the sloped surfaces 110a, 110b, 210a and 210b, but are vertical to the top surface of the railroad tie 110 or reinforcing plate 210.
  • the railroad ties 110 can be arranged at constant intervals by the reinforcing plates 210 which are inserted between the railroad ties 110, the reinforcing plate 210 facilitates swift and precise placement of the railroad ties 110 to their designated positions during the installation or repair of the railroad ties 110.
  • a rotary latch 130 may be installed on the top surface of the railroad tie 110 as shown in Fig. 5. After the reinforcing plate 210 is coupled with the railroad tie 110, the rotary latch 130 rotates in the direction illustrated by arrows in Fig. 5 to be placed on the top surface of the reinforcing plate 210, thereby blocking the upward movement of the reinforcing plate 210. In order to remove the reinforcing plate 210 from the railroad ties 110, the rotary latch 130 rotates in the opposite direction.
  • a handle 215 may be installed on the top surface of the reinforcing plate 210 and be folded or unfolded on the reinforcing plate 210.
  • the supporting force against the side-directional force F is distributed to the reinforcing plate 210 as well as the railroad ties 110. Therefore, the supporting force on the railroad ties 110 is reduced by the amount of the supporting force applied to the reinforcing plate 210, thereby preventing the rails 300 from being deformed due to the deformation or movement of the railroad ties 110. Also, the railroad ties of the present invention can bear larger side-directional force than those of conventional railroad tracks and are deformed less than those of conventional railroad tracks.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Holders For Apparel And Elements Relating To Apparel (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Abstract

La présente invention comprend une traverse de chemin de fer disposée en dessous des rails afin de supporter les rails et comprenant une protubérance sur une surface inclinée de la traverse de chemin de fer ; ainsi qu'une plaque de renforcement comprenant une rainure sur une surface inclinée de la plaque de renforcement, qui correspond à la surface inclinée de la traverse de chemin de fer, la plaque de renforcement étant accouplée aux traverses de chemin de fer par insertion de la protubérance dans la rainure et en mettant en opposition la surface inclinée de la plaque de renforcement avec la surface inclinée de la traverse de chemin de fer.
EP09816351A 2008-09-24 2009-08-24 Appareil de renforcement de traverses de chemin de fer Withdrawn EP2337896A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR1020080093473A KR100968219B1 (ko) 2008-09-24 2008-09-24 철도 레일용 침목
PCT/KR2009/004699 WO2010035958A2 (fr) 2008-09-24 2009-08-24 Appareil de renforcement de traverses de chemin de fer

Publications (1)

Publication Number Publication Date
EP2337896A2 true EP2337896A2 (fr) 2011-06-29

Family

ID=42060223

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09816351A Withdrawn EP2337896A2 (fr) 2008-09-24 2009-08-24 Appareil de renforcement de traverses de chemin de fer

Country Status (5)

Country Link
US (1) US20110155819A1 (fr)
EP (1) EP2337896A2 (fr)
KR (1) KR100968219B1 (fr)
CN (1) CN102131984A (fr)
WO (1) WO2010035958A2 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101059540B1 (ko) 2009-08-27 2011-08-26 유봉수 철도 레일용 침목
FR2965571B1 (fr) * 2010-09-30 2014-03-07 Alexandre Ligot Dispositif de consolidation de traverse bibloc de voie ferree endommages
DE102012000028A1 (de) * 2012-01-03 2013-07-04 Rail.One Gmbh Feste Fahrbahn
FR2990702B1 (fr) * 2012-05-21 2014-06-13 Ferroviaire De France F D F Procede pour consolider une traverse bibloc de chemin de fer
US9556565B2 (en) * 2013-04-15 2017-01-31 Keith A. Langenbeck Train rail track structure systems
US9644323B2 (en) * 2014-04-15 2017-05-09 Keith A. Langenbeck Train rail track structure systems
KR101654892B1 (ko) * 2014-07-02 2016-09-08 한국철도기술연구원 산악 철도용 침목 구조
JP6576121B2 (ja) * 2015-06-26 2019-09-18 東日本旅客鉄道株式会社 枕木移動防止装置
US10392758B2 (en) 2016-06-21 2019-08-27 Lewis Bolt & Nut Company Bridge tie fastener system
CN110055832B (zh) * 2019-04-29 2020-09-15 安徽中志轨道交通装备制造有限公司 一种纵横组合式且便于拆卸组装的轨枕

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Publication number Priority date Publication date Assignee Title
US1138510A (en) * 1914-11-06 1915-05-04 Mary E Simpson Antispreading attachment for rails.
US3630153A (en) * 1969-05-05 1971-12-28 Whoosh Inc Vehicle-enclosed railway transportation system
US3687366A (en) * 1970-07-20 1972-08-29 British Railways Board Railway track
DE8814624U1 (de) * 1988-11-24 1989-02-23 Hoffmann GmbH, 7520 Bruchsal Rahmen mit wenigstens zwei Rahmenteilen
JPH1143901A (ja) * 1997-07-30 1999-02-16 Kowa Kasei Kk 横抵抗増大形ｐｃまくらぎ
FR2831898B1 (fr) * 2001-11-07 2004-10-01 Alstom Procede de construction d'une voie ferree sur une dalle de beton et selle provisoire pour la mise en oeuvre de ce procede
KR100744166B1 (ko) * 2005-12-21 2007-08-01 한국철도공사 철도용 합성수지침목
CN2915914Y (zh) * 2006-05-25 2007-06-27 周福荣 轨枕板
CN200985478Y (zh) * 2006-08-07 2007-12-05 柏飞 一种钢轨与轨枕结构
KR100818757B1 (ko) * 2007-12-10 2008-04-02 주식회사 삼안 철도 레일 충격 흡수 체결 장치

Non-Patent Citations (1)

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Title
See references of WO2010035958A2 *

Also Published As

Publication number Publication date
KR20100034368A (ko) 2010-04-01
WO2010035958A3 (fr) 2010-06-24
WO2010035958A2 (fr) 2010-04-01
US20110155819A1 (en) 2011-06-30
CN102131984A (zh) 2011-07-20
KR100968219B1 (ko) 2010-07-06

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