EP3102737B1 - Single-piece cast steel frog for a railway crossing - Google Patents
Single-piece cast steel frog for a railway crossing Download PDFInfo
- Publication number
- EP3102737B1 EP3102737B1 EP15709983.9A EP15709983A EP3102737B1 EP 3102737 B1 EP3102737 B1 EP 3102737B1 EP 15709983 A EP15709983 A EP 15709983A EP 3102737 B1 EP3102737 B1 EP 3102737B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- crossing
- frog
- rails
- base plate
- horizontal
- 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.)
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- 229910001208 Crucible steel Inorganic materials 0.000 title claims description 3
- 238000012546 transfer Methods 0.000 claims description 22
- 241001669679 Eleotris Species 0.000 claims description 9
- 230000003014 reinforcing effect Effects 0.000 claims description 8
- 230000008719 thickening Effects 0.000 claims description 4
- 230000001174 ascending effect Effects 0.000 claims 1
- 238000005266 casting Methods 0.000 description 12
- 230000000712 assembly Effects 0.000 description 10
- 238000000429 assembly Methods 0.000 description 10
- 230000000694 effects Effects 0.000 description 6
- 238000012423 maintenance Methods 0.000 description 6
- 230000008878 coupling Effects 0.000 description 5
- 238000010168 coupling process Methods 0.000 description 5
- 238000005859 coupling reaction Methods 0.000 description 5
- 238000012544 monitoring process Methods 0.000 description 4
- 229910000831 Steel Inorganic materials 0.000 description 3
- 239000000463 material Substances 0.000 description 3
- 229910052751 metal Inorganic materials 0.000 description 3
- 239000002184 metal Substances 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 239000004576 sand Substances 0.000 description 3
- 239000010959 steel Substances 0.000 description 3
- 241000269350 Anura Species 0.000 description 2
- 238000005452 bending Methods 0.000 description 2
- 238000007493 shaping process Methods 0.000 description 2
- 239000007787 solid Substances 0.000 description 2
- 229910000975 Carbon steel Inorganic materials 0.000 description 1
- 229910001018 Cast iron Inorganic materials 0.000 description 1
- 229910000617 Mangalloy Inorganic materials 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 239000010962 carbon steel Substances 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 238000005315 distribution function Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000000465 moulding Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
Images
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
-
- 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
- E01B7/18—Combinations of switches and crossings
-
- 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
- E01B7/10—Frogs
-
- 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
- E01B7/10—Frogs
- E01B7/12—Fixed frogs made of one part or composite
-
- 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
- E01B7/20—Safety means for switches, e.g. switch point protectors, auxiliary or guiding rail members
Definitions
- the subject of the invention relates to a crossing assembly according to the preamble of claim 1.
- switches are viewed as the most dangerous parts of railways from the point of view of the operation of the railway line, one of the main components of which is the common crossing assembly, which as a result of its structure and structural dimensions it demands regular monitoring and maintenance due to the rapid rate of wear.
- the main components of common crossing assemblies are the wing rail, the crossing frog and the fork rail.
- the crossing frogs of the aforementioned traditional, wooden sleeper railway switches were made as a single unit from cast iron, while the associated wing rails and fork rails, coupled with various connection elements, were assembled with horizontal bolt connections into a common crossing assembly.
- the beginning of the crossing frog comes to an end in a vertical plane, before it there is a facing point lock bolt connection.
- the wing rail is shaped for the given task by work-shaping the standard track rail.
- the crossing frogs of traditional, wooden sleeper railway switches were made from three material parts and were fitted together into a unit, a crossing frog, by planing.
- the front of the crossing frog in this case also ends in a vertical plane, with a facing point lock bolt connection in front of it, and between the front of the crossing frog and the wing rail profile there is an air gap.
- Both the crossing frog and the wing rail are formed by work-shaping the standard track rail.
- crossing frog itself consists of several components, and demands many horizontal bolt connections, which if loosened the individual components will separately move due to the effect of the load. Therefore, the processes of wearing and hammering accelerate.
- the structure has a great demand for monitoring and maintenance.
- Prior art solutions include CH607588 which is directed to track gear, particularly a frog, made of cast manganese steel and intended to be joined up to carbon steel rails by means of connector elements welded both to the gear and to the rails to be connected thereto, the free ends of the track lines of the gear, as well as each connector element, having a cross-section of the same shape as the rail.
- Patent application GB2010153 A teaches that In the casting of a rail frog having lower recesses, a mould cavity for the metal frog is formed by two impressions formed in moulding sand in bottom and top frames, the impressions defining the external shape of the frog and the internal shape of the recesses of the frog.
- the impression of the external shape of the frog is formed by a pattern in the bottom frame, a core box defining the lower recesses is then placed in this impression, the core box being in a single piece and having a wall thickness less than the wall thickness of the frog.
- the core box is filled with sand and the top frame is then placed on the bottom frame and filled with sand. Finally the frames are separated, the core box is removed, and the frames are reassembled and provide the mould cavity for receiving the metal to be cast.
- the task to be solved with the invention is to provide a crossing assembly fundamentally for the traditional, wooden sleeper switches presented above which is significantly less demanding in terms of monitoring and maintenance as compared to the known solutions with a similar function, through which the required level of operation reliability may be maintained with a smaller investment of time and money and the lifetime of which also exceeds the lifetime of the presently used, traditional, wooden sleeper railway common crossing assemblies.
- the invention is based on the following recognitions.
- the crossing assembly of railway switches may be established as a single metal cast piece, in other words as a single cast switch crossing assembly, which requires less monitoring and maintenance and is less sensitive to wear, provides greater safety with respect to track-vehicle interaction, is simpler to maintain, and has lower operation costs than the presently known and used structures with this function.
- the crossing assembly according to the present invention is used for railway switches and has wing rails, a crossing frog and fork rails, which structural parts are fixed to each other from underneath with a base plate, and flangeways run between the crossing frog and the side surfaces of the wing rails for guiding the wheels of the railway vehicle and the essence of which railway crossing assembly is that the crossing assembly is established as a single member, as a cast steel piece.
- the base plate linking the wing rails to the crossing frog has a horizontal or substantially horizontal surface in the "unguided" section of the flangeways in the range extending to the break line of the wing rails, and starting from this surface a transfer surface is formed that is sloped at an angle from below upwards that extends to the vicinity of the point of the crossing frog.
- the "unguided" section of the flangeways there are reinforcing members on the external sides of the wing rails delimiting this section made by thickening them.
- gaps are formed in the base plate running longitudinally in the interest of making the crossing assembly lighter.
- the wing rails have rear end portions angled outwards with respect to the travelling direction of the vehicle from the front of the switch. It is preferable if the end sections of the flangeways have an outwardly expanding cross-section in the range of these end portions.
- the base plate has a reinforced portion - preferably thickened - in the vicinity of the end portions of the wing rails, and along the end portions transfer surfaces are formed in the end sections of the flangeways that are sloped at an angle from above downwards starting from the base plate. It is preferable if at the location where the fork rails start from the crossing frog, the base plate links the fork rails to each other and to the crossing frog, and here a transfer surface is formed that is sloped at an angle from above downwards.
- the transfer surface extending to the vicinity of the point of the crossing frog is established from two sections of differing lengths and at different angles to the horizontal, which connect to each other with a rounded shoulder part, and the front section is at an angle of between 28°-36°, preferably between 30°-33° to the horizontal, and the second section extending to the shoulder is horizontal or essentially horizontal; and the ratio of the length of the front section as compared to the length of the rear section is approximately 1: 6, preferably 1: 5.2.
- the angle of inclination of the sloped transfer surface established at the point where the fork rails start from the crossing frog with respect to the horizontal is between 115° and 125°, preferably about 120°, and it is also preferable if the sloped transfer surfaces established at the end sections of the flangeways are at an angle of between 25° and 30° to the horizontal. It is also preferable if the lightening gaps preferably getting wider in the downwards direction essentially run along the entire length of the base plate; their depth changes in a way that follows the surface of the common crossing assembly, and the volumes in the lightened cross-sections are preferably the same, their ratio preferably varies between a maximum of about 10-40%.
- the railway switch crossing assembly established as a steel cast piece according to the invention is especially suitable for installation in traditional, wooden sleeper switches in Hungarian railway networks with a 48. r. superstructure.
- the embodiment of the crossing assembly cast as a single piece according to the invention in figures 1 and 2 has wing rails 1a, 1b and fork rails 4a, 4b, and also a crossing frog 2 ending in a point 3.
- the wing rails, the fork rails and the crossing frog are connected together into a unit from below by the base plate 5, in other words the railway crossing assembly according to the invention is created as a single steel casting.
- the base plate 5 may be viewed as an extended part of the rail bases marked with reference number 12 in figures 1 and 2 , and runs as a kind of continuation of them, and performs the same task as their load distribution function (the base plate 5 is in a obscured position in figure 2 , it is not visible). In the longitudinal direction the base plate 5 extends to the length marked in figure 1 with reference letter b of the crossing assembly.
- the rail web is marked with reference number 13 and the rail head with reference number 14.
- the flangeways 6a, 6b run between the longitudinal side surfaces of the crossing frog 2 and the internal surfaces of the wing rails 1a, 1b, which are delimited underneath by the base plate 5.
- the wing rail la diverts the train passing over the crossing assembly to the left direction and the wing rail 1b diverts it to the right direction, the direction of travel of which is marked with arrow a in figures 1 and 2 .
- the wing rails 1a, 1b have turned out end portions 1a', 1b'.
- the crossing frog 2 widens starting from the point 3 in the direction of the arrow a , therefore, viewed from above it is essentially a triangular shaped part of the crossing assembly, and at its widened end opposite the point 3 it branches out into the left side fork rail 4a and the right side fork rail 4b, in other words the fork rails 4a, 4b start out from the crossing frog 2.
- this section 15 of the crossing assembly has been marked with the reference letter c in which the wheels of the railway vehicle (not shown) are not guided - in the specialist field this is called the "unguided" section - therefore, this section 15, in the way illustrated in figures 2 , 3 and 5 is thickened with reinforcing members 10a, 10b and 10a', 10b', in other words reinforced, which obviously belong to the crossing assembly established as a casting, made with this as a single member - cast as a single piece - and are "built onto" the outer side of the wing rails 1a, 1b.
- the reinforcing members 10a, 10b reinforce this "unguided" section 15 of the casting, namely the "side walls” delimiting this section 15 of the wing rails 1a, 1b, which the vehicle wheels impact as a consequence of the lateral deviations / snake-like motion of the vehicle wheels. Therefore, the "unguided" section 15 of the wing rails 1a, 1b is a reinforced section that prevents, or at least minimises, the disadvantageous consequences of the supplementary dynamic effects deriving from the snake-like motion of the vehicle wheels.
- FIG 3 the crossing assembly according to the invention may be seen in larger scale, in perspective view viewed from the direction of the arrow A marked in figure 2 , in this figure the other presented structural elements have been indicated with the reference numbers already used.
- the base plate 5 extends from the rear end of the wing rails 1a, 1b until that part of their front end where the wing rails go over to normal rail profile.
- the base plate 5 links the initial section of the fork rails 4a, 4b into a rigid unit, the significance of which is made especially obvious by the fact that in the case of solutions belonging to the state of the art in this structural junction point the two fork rails are able to each move separately due to the wear and the loose bolt connections, which naturally leads to the reduction of the lifetime of these two structural parts and results in the risk of faults occurring.
- FIG 3 the flangeways - i.e. the left side and right side flangeway - indicated with reference numbers 6a, 6b in figures 1 and 2 are shown in larger scale, in more detail, which run between the inner surface of the wing rails 1a, 1b and the side surfaces of the crossing frog 2, and their function is to guide the flange of the vehicle wheel (not shown).
- the fixing takes place in front of the crossing frog with facing point lock bolt connections; there is an air gap between the front of the crossing frog and the profile of the wing rails; and for this junction point the crossing frog and the wing rail, and the wing rail outside of the crossing frog were formed by working the standard track rail.
- an inclined, long transfer surface 8 sloping from below upwards is established (see fig. 1 also), which extends until the widening base part 3b of the point 3 with a vertical web 3a of the crossing frog 2.
- the inclined transfer surface 8 is formed from two sections with different angles of inclination, a shorter lower section 8a and a longer upper section 8b, and where these sections 8a, 8b go into one another a rounded shoulder 8c is formed.
- the front section 8a is at about 30°-35° to the horizontal, preferably at about 30-33°, and the rear section 8b is horizontal, or essentially horizontal up until the start of the crossing frog; and the length of the section 8a is about 1/8-1/7 th of the length of section 8b, preferably about 1/6 th of its length.
- the length of section 8a is approx. 130 mm, its height 82 mm and its angle of inclination 31°; the length of the rounded shoulder 8c is approx. 50 mm; and the length of the rear section 8b may be, for example, approx. 650 m, and this section 8b extending until the shoulder 8c is horizontal or essentially horizontal.
- the essentially three-sectioned planar transfer surface 8 leads the crossing frog 2 to the base plate 5.
- the rail bases of the wing rails are linked to each other via horizontal bolt connections, which makes the connection fragile and shortens the expected lifetime.
- the inclined transfer surfaces 7, 8, 11a and 11b presented above prevent, or at least significantly reduce the damage that may occur when railway wagons pass over the common crossing assembly.
- This damage may be due to that the train set wagons are linked to each other - in a known way - with screw coupling, in other words with a threaded pin, which - when the railway wagon break apart from each other - get broken and hang down to the rail top level, and even under this level.
- the hanging screw coupling while the railway wagon is moving, gets caught in the protruding parts of the components of the railway line, and exerts an impact effect on them.
- the switches, and within these the common crossing assemblies obviously contain such protruding parts, and the hanging and quickly moving screw couplings hitting them may damage and even destroy them.
- the crossing assembly is formed by a casting, it is very simple to do away with protruding parts, namely by establishing planar, inclined transfer surfaces 7, 8, 11a, 11b, and rounded shoulders, over which the aforementioned broken off, hanging coupling screw slides over while the railway wagon is moving without getting caught in anything, therefore it cannot break or damage the crossing assembly according to the invention.
- the common coupling assembly according to the invention and cast as a single unit is a lightened structure, as the unbroken gaps 18 and 19 run in the base plate 5, along its entire length b indicated in figure 1 , the longitudinal path of which may be seen in figures 12-14 and their cross-sectional shape may be studied in figures 7-10 .
- the gaps 18, 19 have a cross-section that expands from the top downwards, their greatest width s and height m along their total length varies depending on the loads exerted, and on the consideration whether the solid parts of the casting should have relatively equal volumes, due to the better casting characteristics of these. It is preferable if the ratio of solid and hollow parts under the rail head varies between a maximum of 10-40%.
- the structural parts in the crossing assembly according to the invention have similar characteristics, the flexibility of the entire crossing assembly significantly exceeds the flexibility of the known such crossing assemblies and require minimal use of materials.
- the structural elements fitted together and planed from track rail are connected with bolt connections, there is practically no possibility for lightening, the component units bear the form and shape of the given track rail part on themselves.
- the rail cross-section inertia value cannot be changed in the case of the previous solutions.
- a fundamentally important advantage of the crossing assembly according to the invention that may be used primarily for traditional wooden sleeper railway switches is that it is significantly less sensitive to maintenance than the traditional crossing assemblies assembled from individual elements using bolt connections, its lifetime is longer than these, and, at the same time, it geometrically complies with the characteristic features of these.
- the crossing assembly according to the invention is compatible, it is less sensitive to wear, its maintenance is simpler, and its operation costs are lower than in the case of traditional such structures.
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Description
- The subject of the invention relates to a crossing assembly according to the preamble of
claim 1. - It is known that switches are viewed as the most dangerous parts of railways from the point of view of the operation of the railway line, one of the main components of which is the common crossing assembly, which as a result of its structure and structural dimensions it demands regular monitoring and maintenance due to the rapid rate of wear.
- Over the past decades significant developments and modernisations have taken place in the field of concrete sleeper, high-speed switch structures, as a consequence of the line reconstruction process of the European corridor passing through Hungary, however, the majority of the domestic and branch lines continue to use traditional, wooden-sleeper superstructure structures, even though a significant proportion of passenger traffic and a very large proportion of freight traffic takes place on these lines. In the case of these lines according to the relevant regulations the maximum speed of railway vehicles passing through a switch in the straight direction is 120 km/h and the maximum speed in the switched direction is 40 km/h.
- Ensuring and maintaining the appropriate technical condition of common crossing assemblies, although they have a classification with a decisive effect on transport safety, represents a serious task.
- The main components of common crossing assemblies are the wing rail, the crossing frog and the fork rail.
- In the 1960s in Hungary the crossing frogs of the aforementioned traditional, wooden sleeper railway switches were made as a single unit from cast iron, while the associated wing rails and fork rails, coupled with various connection elements, were assembled with horizontal bolt connections into a common crossing assembly. In the case of this solution the beginning of the crossing frog comes to an end in a vertical plane, before it there is a facing point lock bolt connection. Between the front of the crossing frog and the wing rail profile there is an air gap, and outside of the crossing frog, the wing rail is shaped for the given task by work-shaping the standard track rail. The disadvantage of this solution is that it consists of many components, certain items of which may move separately due to the - not excluded - loosening of the bolt connections on the effect of the load, therefore, the wearing and deterioration process is accelerated. It is also a disadvantage that the fork rails are only connected to the crossing frog with a "tight" fit.
- From the second half of the 1970s - mainly due to reasons of economy - instead of being cast the crossing frogs of traditional, wooden sleeper railway switches were made from three material parts and were fitted together into a unit, a crossing frog, by planing. The front of the crossing frog in this case also ends in a vertical plane, with a facing point lock bolt connection in front of it, and between the front of the crossing frog and the wing rail profile there is an air gap. Both the crossing frog and the wing rail are formed by work-shaping the standard track rail.
- In the case of this solution it is a disadvantage that the crossing frog itself consists of several components, and demands many horizontal bolt connections, which if loosened the individual components will separately move due to the effect of the load. Therefore, the processes of wearing and hammering accelerate. The structure has a great demand for monitoring and maintenance.
- Prior art solutions include
CH607588 - Another prior art solution is disclosed in
US 3,764,802 , which is directed to a railroad frog casting characterized by a heel extension having opposed sides spaced laterally from the opposed track rails at the heel end of the frog with adapters fitted in the resultant spaces; the wing rail element have extensions lapping the track rails at the toe of the frog and are also spaced laterally therefrom so that adapters may be fitted in the resultant spaces. - Patent application
GB2010153 A - The task to be solved with the invention is to provide a crossing assembly fundamentally for the traditional, wooden sleeper switches presented above which is significantly less demanding in terms of monitoring and maintenance as compared to the known solutions with a similar function, through which the required level of operation reliability may be maintained with a smaller investment of time and money and the lifetime of which also exceeds the lifetime of the presently used, traditional, wooden sleeper railway common crossing assemblies.
- The invention is based on the following recognitions.
- When setting up the second of the solutions discussed above, they started from the - incorrect from our point of view - assumption that the reason it is advantageous to establish the crossing assembly, and, within this, the crossing frog also from several components that may be disassembled is that only those components have to be replaced that suffer wear or damage. During use, however, it has been proven that wear characteristically appears jointly in the crossing frog - as well as in all of its sub-components - and in the wing rails, due to which there is no reason for it to be possible to disassemble the structural assembly and to replace its elements.
- We recognised that by applying the appropriate geometric characteristics the crossing assembly of railway switches may be established as a single metal cast piece, in other words as a single cast switch crossing assembly, which requires less monitoring and maintenance and is less sensitive to wear, provides greater safety with respect to track-vehicle interaction, is simpler to maintain, and has lower operation costs than the presently known and used structures with this function.
- On the basis of the above recognitions we solved the set task with a crossing assembly according to
claim 1. - The crossing assembly according to the present invention is used for railway switches and has wing rails, a crossing frog and fork rails, which structural parts are fixed to each other from underneath with a base plate, and flangeways run between the crossing frog and the side surfaces of the wing rails for guiding the wheels of the railway vehicle and the essence of which railway crossing assembly is that the crossing assembly is established as a single member, as a cast steel piece. According to the invention, before the crossing frog with respect to the direction of travel of the vehicle, the base plate linking the wing rails to the crossing frog has a horizontal or substantially horizontal surface in the "unguided" section of the flangeways in the range extending to the break line of the wing rails, and starting from this surface a transfer surface is formed that is sloped at an angle from below upwards that extends to the vicinity of the point of the crossing frog. In the "unguided" section of the flangeways there are reinforcing members on the external sides of the wing rails delimiting this section made by thickening them.
- Advantageously, gaps are formed in the base plate running longitudinally in the interest of making the crossing assembly lighter.
- According to an advantageous embodiment the wing rails have rear end portions angled outwards with respect to the travelling direction of the vehicle from the front of the switch. It is preferable if the end sections of the flangeways have an outwardly expanding cross-section in the range of these end portions.
- According to another invention feature the base plate has a reinforced portion - preferably thickened - in the vicinity of the end portions of the wing rails, and along the end portions transfer surfaces are formed in the end sections of the flangeways that are sloped at an angle from above downwards starting from the base plate. It is preferable if at the location where the fork rails start from the crossing frog, the base plate links the fork rails to each other and to the crossing frog, and here a transfer surface is formed that is sloped at an angle from above downwards.
- It is characteristic of another embodiment that the transfer surface extending to the vicinity of the point of the crossing frog is established from two sections of differing lengths and at different angles to the horizontal, which connect to each other with a rounded shoulder part, and the front section is at an angle of between 28°-36°, preferably between 30°-33° to the horizontal, and the second section extending to the shoulder is horizontal or essentially horizontal; and the ratio of the length of the front section as compared to the length of the rear section is approximately 1: 6, preferably 1: 5.2. Preferably the angle of inclination of the sloped transfer surface established at the point where the fork rails start from the crossing frog with respect to the horizontal is between 115° and 125°, preferably about 120°, and it is also preferable if the sloped transfer surfaces established at the end sections of the flangeways are at an angle of between 25° and 30° to the horizontal. It is also preferable if the lightening gaps preferably getting wider in the downwards direction essentially run along the entire length of the base plate; their depth changes in a way that follows the surface of the common crossing assembly, and the volumes in the lightened cross-sections are preferably the same, their ratio preferably varies between a maximum of about 10-40%.
- The railway switch crossing assembly established as a steel cast piece according to the invention is especially suitable for installation in traditional, wooden sleeper switches in Hungarian railway networks with a 48. r. superstructure.
- In the following the invention is presented in more detail on the basis of the attached drawings, which contain a preferable embodiment of the crossing assembly. In the drawings
-
Figure 1 shows the top view of an embodiment of a crossing assembly; -
Figure 2 shows a perspective view of the crossing assembly according tofigure 1 ; -
Figure 3 shows a larger-scale rear view from the direction of the arrow A marked infigure 2 ; -
Figure 4 shows a larger-scale front view from the direction of the arrow B marked infigure 2 ; -
Figure 5 shows a larger-scale top view of a middle section of the crossing assembly; -
Figure 6 shows a larger-scale perspective view of detail C of the crossing assembly marked onfigure 1 , viewed at an angle from above; -
Figures 7-11 show the cross-sections taken along lines D-D, E-E, F-F, G-G and H-H marked infigure 1 in a larger scale; -
Figure 12 shows the front part of the crossing assembly in bottom view; -
Figure 13 shows the middle part of the crossing assembly in bottom view; -
Figure 14 shows the rear part of the crossing assembly in bottom view. - The embodiment of the crossing assembly cast as a single piece according to the invention in
figures 1 and2 haswing rails fork rails 4a, 4b, and also acrossing frog 2 ending in apoint 3. The wing rails, the fork rails and the crossing frog are connected together into a unit from below by thebase plate 5, in other words the railway crossing assembly according to the invention is created as a single steel casting. It is noted that thebase plate 5 may be viewed as an extended part of the rail bases marked withreference number 12 infigures 1 and2 , and runs as a kind of continuation of them, and performs the same task as their load distribution function (thebase plate 5 is in a obscured position infigure 2 , it is not visible). In the longitudinal direction thebase plate 5 extends to the length marked infigure 1 with reference letter b of the crossing assembly. Infigures 1 and2 the rail web is marked withreference number 13 and the rail head withreference number 14. - The
flangeways 6a, 6b run between the longitudinal side surfaces of thecrossing frog 2 and the internal surfaces of thewing rails base plate 5. - In the present specification from the point of view of the
point 3 of thecrossing frog 2 the wing rail la diverts the train passing over the crossing assembly to the left direction and thewing rail 1b diverts it to the right direction, the direction of travel of which is marked with arrow a infigures 1 and2 . - The
wing rails end portions 1a', 1b'. - As it can be clearly seen in
figures 1 and2 thecrossing frog 2 widens starting from thepoint 3 in the direction of the arrow a, therefore, viewed from above it is essentially a triangular shaped part of the crossing assembly, and at its widened end opposite thepoint 3 it branches out into the left side fork rail 4a and the rightside fork rail 4b, in other words thefork rails 4a, 4b start out from thecrossing frog 2. - In
figures 1 and2 thesection 15 of the crossing assembly has been marked with the reference letter c in which the wheels of the railway vehicle (not shown) are not guided - in the specialist field this is called the "unguided" section - therefore, thissection 15, in the way illustrated infigures 2 ,3 and5 is thickened with reinforcingmembers wing rails middle parts 10c and 10d with respect to the direction of travel a of the vehicle, in other words in the incoming and outgoing sections, which is illustrated especially well infigure 2 . The cross-section of themiddle parts 10c, 10d is the same as the cross-section of a normal rail. - These reinforcing
members 10a-10b' are needed because while in motion due to the lateral deviations of the vehicle wheels a lateral, dynamic extra load is exerted on the crossing assembly also in the otherwise very short "unguided"section 15, more precisely on the inner surfaces of thewing rails - We recognised that if the common crossing assembly is made from a single steel casting, these risks may be overcome by thickening the rail section, in other words with the reinforcing
members - In the larger-scale
figures 3 and5 it is also clearly visible that the reinforcingmembers section 15 of the casting, namely the "side walls" delimiting thissection 15 of thewing rails section 15 of thewing rails - In
figure 3 the crossing assembly according to the invention may be seen in larger scale, in perspective view viewed from the direction of the arrow A marked infigure 2 , in this figure the other presented structural elements have been indicated with the reference numbers already used. - In
figure 3 it can be easily seen that at that place where thefork rails 4a, 4b protrude from the crossingfrog 2 in the direction of the arrow a indicating the direction of motion of the train, in other words at the place where the crossingfrog 2 and thefork rails 4a, 4b meet, a multiply-rounded inclined transfer surface 7 is established between the rear end of the crossingfrog 2 and thefork rails 4a, 4b, which slopes downwards from above and runs out to thebase plate 5. Infigure 3 the rounded parts are indicated with thereference number 7a. The inclined transfer surface 7 passes though theserounded parts 7a from thebase plate 5, or from therail base 12 of thefork rails 4a, 4b to the crossingfrog 2. It is to be noted that it is preferable to avoid sharp / pointed parts everywhere on the casting, this is why theshoulder 8c marked infigure 5 withreference number 8c, to be presented in detail later, is also rounded. - The
base plate 5, the length of which is indicated infigure 1 with reference letter b, and only a small part of which is visible infigure 3 , extends from the rear end of thewing rails base plate 5 links the initial section of thefork rails 4a, 4b into a rigid unit, the significance of which is made especially obvious by the fact that in the case of solutions belonging to the state of the art in this structural junction point the two fork rails are able to each move separately due to the wear and the loose bolt connections, which naturally leads to the reduction of the lifetime of these two structural parts and results in the risk of faults occurring. - In
figure 3 the flangeways - i.e. the left side and right side flangeway - indicated withreference numbers 6a, 6b infigures 1 and2 are shown in larger scale, in more detail, which run between the inner surface of thewing rails frog 2, and their function is to guide the flange of the vehicle wheel (not shown). - In
figures 3 and6 it is well illustrated that the folded out - rear -end parts 1a', 1b' of thewing rails flangeways 6a, 6b. An inclined transitional plane indicated infigure 6 with reference number 11 - otherwise called a guiding in or guiding out plane - runs in the casting structure in the length of the folded outend parts 1a', 1b', which is, accordingly, is linked to the reinforcedbase plate 5. Infigure 6 , where the structural elements already presented have been marked with the reference numbers already used, it can be easily seen that that part of thebase plate 5, from where the transfer surfaces 11a, 11b inclined in the direction from below upwards start, is thickened; this thickened or reinforced base plate part is marked with reference number 5'. - According to the above at the ends of the
fork rails 4a, 4b the parallel nature of thewing rails flangeways 6a, 6b is led to the height of thebase plate 5 with an inclined transfer surface. Therefore at the "divergence" of the fork rail and the wing rail the slopedtransfer surfaces 11a, 11b inclined from below upwards bridge over the height difference between the two levels. - It is noted that in the case of the known and currently used such crossing assemblies the wing rail folding out was established by using the standard track rail - by bending it out - and by longitudinally working the rail head, therefore at the bending out due to the structural material the structure is "airy"; the disadvantages involved with this were presented earlier. It is noted that this traditional establishment of the wing rails also determines that the "unguided" section has a disadvantageous structure, and we have overcome this disadvantage - as detailed above - according to the invention by reinforcing the cross-section dimension of the "unguided" section.
- In
figures 4 and5 we have shown the railway common crossing assembly according to the invention in a view from thepoint 3 and in top view, the reference numbers and symbols already used have been accordingly used in these figures for the marking of the same structural parts. In these figures it can be seen that in front of the crossingfrog 2, up to the vicinity of the break line of thewing rails figures 1 and2 and marked withreference numbers end parts 1a', 1b' start,surface 5a of thebase plate 5 of the casting is horizontal and here thebase plate 5 links up thewing rails frog 2 in the "unguided"section 15 of thebase plate 5 without bolt connections into a integral unit, with this increasing the frame rigidity of this junction point. In the case of the known and currently used crossing assemblies the fixing takes place in front of the crossing frog with facing point lock bolt connections; there is an air gap between the front of the crossing frog and the profile of the wing rails; and for this junction point the crossing frog and the wing rail, and the wing rail outside of the crossing frog were formed by working the standard track rail. - Starting from the inner end of the horizontal or essentially
horizontal surface 5a of thebase plate 5, from thebreak point 17, an inclined,long transfer surface 8 sloping from below upwards is established (seefig. 1 also), which extends until the wideningbase part 3b of thepoint 3 with a vertical web 3a of the crossingfrog 2. Theinclined transfer surface 8 is formed from two sections with different angles of inclination, a shorter lower section 8a and a longerupper section 8b, and where thesesections 8a, 8b go into one another arounded shoulder 8c is formed. The front section 8a is at about 30°-35° to the horizontal, preferably at about 30-33°, and therear section 8b is horizontal, or essentially horizontal up until the start of the crossing frog; and the length of the section 8a is about 1/8-1/7th of the length ofsection 8b, preferably about 1/6th of its length. In a concrete case, for example, the length of section 8a is approx. 130 mm, its height 82 mm and its angle of inclination 31°; the length of therounded shoulder 8c is approx. 50 mm; and the length of therear section 8b may be, for example, approx. 650 m, and thissection 8b extending until theshoulder 8c is horizontal or essentially horizontal. The essentially three-sectionedplanar transfer surface 8 leads the crossingfrog 2 to thebase plate 5. In the case of the currently known and used wooden sleeper switches and common crossing assemblies, the rail bases of the wing rails are linked to each other via horizontal bolt connections, which makes the connection fragile and shortens the expected lifetime. - The inclined transfer surfaces 7, 8, 11a and 11b presented above prevent, or at least significantly reduce the damage that may occur when railway wagons pass over the common crossing assembly. This damage may be due to that the train set wagons are linked to each other - in a known way - with screw coupling, in other words with a threaded pin, which - when the railway wagon break apart from each other - get broken and hang down to the rail top level, and even under this level. The hanging screw coupling, while the railway wagon is moving, gets caught in the protruding parts of the components of the railway line, and exerts an impact effect on them. The switches, and within these the common crossing assemblies, obviously contain such protruding parts, and the hanging and quickly moving screw couplings hitting them may damage and even destroy them.
- If the crossing assembly is formed by a casting, it is very simple to do away with protruding parts, namely by establishing planar, inclined transfer surfaces 7, 8, 11a, 11b, and rounded shoulders, over which the aforementioned broken off, hanging coupling screw slides over while the railway wagon is moving without getting caught in anything, therefore it cannot break or damage the crossing assembly according to the invention.
- As it can be seen in
figures 7-14 , the common coupling assembly according to the invention and cast as a single unit is a lightened structure, as theunbroken gaps base plate 5, along its entire length b indicated infigure 1 , the longitudinal path of which may be seen infigures 12-14 and their cross-sectional shape may be studied infigures 7-10 . Thegaps such gaps - The advantageous effects linked to the invention are as follows:
a fundamentally important advantage of the crossing assembly according to the invention that may be used primarily for traditional wooden sleeper railway switches is that it is significantly less sensitive to maintenance than the traditional crossing assemblies assembled from individual elements using bolt connections, its lifetime is longer than these, and, at the same time, it geometrically complies with the characteristic features of these. In the case of replacing components of switches in railway lines the crossing assembly according to the invention is compatible, it is less sensitive to wear, its maintenance is simpler, and its operation costs are lower than in the case of traditional such structures. - Naturally the invention is not limited to the embodiment detailed above, it may be realised in several different ways within the sphere of protection defined by the claims.
Claims (9)
- Crossing assembly for wooden sleeper railway switches designed to allow the passing of railway vehicles at a maximum speed of 120 km/h in the straight direction and at a maximum speed of 40 km/h in the switched direction, said crossing assembly having a base plate (5), flangeways (6a, 6b) and structural parts comprising wing rails (1a, 1b) having a break line (16a, 17a), a crossing frog (2) ending in a point (3) and fork rails (4a, 4b), whereby said structural parts are fixed to each other from underneath with the base plate (5), whereby the flangeways (6a, 6b) running between the longitudinal side surfaces of the crossing frog (2) and the internal side surfaces of the wing rails (1a, 1b) are for guiding the wheels of the railway vehicle, whereby before the crossing frog (2) with respect to the direction of travel (a) of the railway vehicle the base plate (5) linking the wing rails (1a, 1b) to the crossing frog (2) has a horizontal or substantially horizontal surface (5a) in an unguided section (15) of the flangeways (6a, 6b) in proximity to the break line (16a, 16b) of the wing rails (1a, 1b), and whereby the crossing assembly is established as a single member cast steel piece, characterized in that starting from said horizontal or substantially horizontal surface (5a) a transfer surface (8) is formed that is sloped at an ascending angle extending to the vicinity of the point (3) of the crossing frog (2), and in that in the unguided section (15) of the flangeways (6a, 6b) there are reinforcing members (10a, 10b, 10a, 10b') on the external side of the wing rails (1a, 1b) delimiting the unguided section (15) made by thickening the wing rails (1a, 1b).
- The crossing assembly according to claim 1, characterised in that the transfer surface (8) is established from two sections (8a, 8b) of differing lengths and at different angles to the horizontal, which connect to each other with a rounded shoulder part (8c), and the lower front section (8a) is at an angle of between 28°-36°, preferably between 30°-33° to the horizontal, and the upper rear section (8b) extending to the shoulder (8c) is horizontal or essentially horizontal; and the ratio of the length of the front section (8a) as compared to the length of the rear section (8b) is approximately 1 : 6, preferably 1:5.2.
- The crossing assembly according to claims 1 or 2, characterised in that the wing rails (1a, 1b) have rear end portions (1a', 1b') angled outwards with respect to the travelling direction (a) of the vehicle and in the range of these end portions (1a', 1b') the end sections of the flangeways (6a, 6b) have an outwardly expanding cross-section.
- The crossing assembly according to claim 3, characterised in that the base plate (5) has a reinforced portion - preferably thickened - in the vicinity of the end portions (1a', 1b') of the wing rails (1a, 1b), and along the end portions (1a', 1b') transfer surfaces (11a, 11b) are formed in the end sections of the flangeways (6a, 6b) that are sloped at an angle from above downwards starting from the base plate (5).
- The crossing assembly according to claim 4, characterised in that the sloped transfer surfaces (11a, 11b) established at the end sections of the flangeways (6a, 6b) are at an angle of between 25° and 30° to the horizontal.
- The crossing assembly according to any of claims 1-5, characterised in that at the location where the fork rails (4a, 4b) start from the crossing frog (2), the base plate (5) links the fork rails (4a, 4b) to each other and to the crossing frog (2), and here a transfer surface (7) is formed that is sloped at an angle from above downwards.
- The crossing assembly according to claim 6, characterised in that the angle of inclination of the sloped transfer surface (7) established at the point where the fork rails (4a, 4b) start from the crossing frog (2) with respect to the horizontal is between 115° and 125°, preferably about 120°.
- The crossing assembly according to any of claims 1-7, characterised in that gaps (18, 19) are formed in the base plate (5) running longitudinally in the interest of making the common crossing assembly lighter.
- The crossing assembly according to claim 8, characterised in that the gaps (18, 19) preferably getting wider in the downwards direction essentially run along the entire length (b) of the base plate (5); their depth (m) changes in a way that follows the surface of the crossing assembly, and the volumes in the lightened cross-sections are preferably the same, their ratio preferably varies between a maximum of about 10-40%.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
HRP20191537TT HRP20191537T1 (en) | 2014-02-03 | 2019-08-27 | Single-piece cast steel frog for a railway crossing |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
HU1400048A HUP1400048A2 (en) | 2014-02-03 | 2014-02-03 | Common crossing for railroad switch |
PCT/HU2015/000002 WO2015114394A1 (en) | 2014-02-03 | 2015-01-21 | Single-piece cast steel frog for a railway crossing |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3102737A1 EP3102737A1 (en) | 2016-12-14 |
EP3102737B1 true EP3102737B1 (en) | 2019-05-29 |
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ID=89991386
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP15709983.9A Active EP3102737B1 (en) | 2014-02-03 | 2015-01-21 | Single-piece cast steel frog for a railway crossing |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP3102737B1 (en) |
HR (1) | HRP20191537T1 (en) |
HU (2) | HUP1400048A2 (en) |
WO (1) | WO2015114394A1 (en) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CZ30786U1 (en) * | 2016-07-21 | 2017-06-27 | DT - Výhybkárna a strojírna, a.s. | A heart case with a shortened monoblock |
CN110035593B (en) * | 2019-02-25 | 2021-06-04 | 常州尼尔森电子有限公司 | Ring lamp and dimming method thereof |
CN109930429A (en) * | 2019-03-20 | 2019-06-25 | 浙江贝尔轨道装备有限公司 | A kind of small number railway frog of low noise using diamond shape heart rail assembly |
WO2021082349A1 (en) * | 2019-10-31 | 2021-05-06 | 江苏飞梭智行设备有限公司 | Anti-derailment rail and rail transport system |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3764802A (en) * | 1972-05-04 | 1973-10-09 | Abex Corp | Railroad frogs |
FR2350424A2 (en) * | 1976-05-05 | 1977-12-02 | Creusot Loire | Cast manganese steel railway points - welded to carbon steel rails via short connecting lengths of austenitic steel rails |
FR2411655A1 (en) * | 1977-12-14 | 1979-07-13 | Creusot Loire | IMPROVEMENT IN MOLDING OF CROSSING HEARTS |
-
2014
- 2014-02-03 HU HU1400048A patent/HUP1400048A2/en unknown
-
2015
- 2015-01-21 WO PCT/HU2015/000002 patent/WO2015114394A1/en active Application Filing
- 2015-01-21 EP EP15709983.9A patent/EP3102737B1/en active Active
- 2015-01-21 HU HUE15709983A patent/HUE045633T2/en unknown
-
2019
- 2019-08-27 HR HRP20191537TT patent/HRP20191537T1/en unknown
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None * |
Also Published As
Publication number | Publication date |
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EP3102737A1 (en) | 2016-12-14 |
HRP20191537T1 (en) | 2020-01-24 |
HUE045633T2 (en) | 2020-01-28 |
HUP1400048A2 (en) | 2015-08-28 |
WO2015114394A1 (en) | 2015-08-06 |
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