EP3102737B1 - Coeur de croisement d'une seule pièce en acier coulé - Google Patents

Coeur de croisement d'une seule pièce en acier coulé Download PDF

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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
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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.)
Active
Application number
EP15709983.9A
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German (de)
English (en)
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EP3102737A1 (fr
Inventor
Ferenc Schmidt
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.)
Palya-Szintvonal Tervezo Es Szolgaltato Ktf
Original Assignee
Palya-Szintvonal Tervezo Es Szolgaltato Ktf
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Application filed by Palya-Szintvonal Tervezo Es Szolgaltato Ktf filed Critical Palya-Szintvonal Tervezo Es Szolgaltato Ktf
Publication of EP3102737A1 publication Critical patent/EP3102737A1/fr
Application granted granted Critical
Publication of EP3102737B1 publication Critical patent/EP3102737B1/fr
Priority to HRP20191537TT priority Critical patent/HRP20191537T1/hr
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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
    • 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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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Ladders (AREA)
  • Joining Of Building Structures In Genera (AREA)

Claims (9)

  1. Ensemble de croisement pour aiguillages ferroviaires à traverse en bois conçu pour permettre le passage de véhicules ferroviaires à une vitesse maximum de 120 km/h dans la direction droite et à une vitesse maximum de 40 km/h dans la direction aiguillée, ledit ensemble de croisement ayant une plaque de base (5), des ornières (6a, 6b) et des parties structurelles comprenant des pattes de lièvre (1a, 1b) ayant une ligne de rupture (16a, 17a), un coeur de croisement (2) se terminant par une pointe (3) et des rails de fourche (4a, 4b), moyennant quoi lesdites parties structurelles sont fixées entre elles de dessous avec la plaque de base (5), moyennant quoi les ornières (6a, 6b) s'étendant entre les surfaces latérales longitudinales du coeur de croisement (2) et les surfaces latérales internes des pattes de lièvre (1a, 1b) sont prévues pour guider les roues du véhicule ferroviaire, moyennant quoi avant le coeur de croisement (2) par rapport à la direction de déplacement (a) du véhicule ferroviaire, la plaque de base (5) reliant les pattes de lièvre (1a, 1b) au coeur de croisement (2a) a une surface horizontale ou sensiblement horizontale (5a) dans une section non guidée (15) des ornières (6a, 6b) à proximité de la ligne de rupture (16a, 16b) des pattes de lièvre (1a, 1b), et moyennant quoi l'ensemble de croisement est établi comme une seule pièce en acier coulé, caractérisé en ce que :
    à partir de ladite surface horizontale ou sensiblement horizontale (5a), on forme une surface de transfert (8) qui est inclinée à un angle ascendant s'étendant à proximité de la pointe (3) du coeur de croisement (2) et en ce que, dans la section non guidée (15) des ornières (6a, 6b), il y a des éléments de renforcement (10a, 10b, 10a', 10b') sur le côté externe des pattes de lièvre (1a, 1b) délimitant la section non guidée (15) réalisée en épaississant les pattes de lièvre (1a, 1b).
  2. Ensemble de croisement selon la revendication 1, caractérisé en ce que la surface de transfert (8) est établie à partir de deux sections (8a, 8b) de longueurs différentes et à des angles différents par rapport à l'horizontale, qui se raccordent entre eux avec une partie d'épaulement arrondie (8c) et la section avant inférieure (8a) est à un angle compris entre 28° et 36°, de préférence entre 30° et 33° par rapport à l'horizontale, et la section arrière supérieure (8b) s'étendant vers l'épaulement (8c) est horizontale ou essentiellement horizontale ; et le rapport de la longueur de la section avant (8a) par rapport à la longueur de la section arrière (8b) est d'approximativement 1 : 6, de préférence 1 : 5,2.
  3. Ensemble de croisement selon les revendications 1 ou 2, caractérisé en ce que les pattes de lièvre (1a, 1b) ont des parties d'extrémité arrière (1a', 1b') coudées vers l'extérieur par rapport à la direction de déplacement (a) du véhicule et dans la plage de ces parties d'extrémité (1a', 1b'), les sections d'extrémité des ornières (6a, 6b) ont une section transversale subissant une expansion vers l'extérieur.
  4. Ensemble de croisement selon la revendication 3, caractérisé en ce que la plaque de base (5) a une partie renforcée - de préférence épaissie - à proximité des parties d'extrémité (1a', 1b') des pattes de lièvre (1a, 1b) et le long des parties d'extrémité (1a', 1b'), des surfaces de transfert (11a, 11b) sont formées dans les sections d'extrémité des ornières (6a, 6b) qui sont inclinées à un angle depuis le dessus en descendant à partir de la plaque de base (5).
  5. Ensemble de croisement selon la revendication 4, caractérisé en ce que les surfaces de transfert inclinées (11a, 11b) établies au niveau des sections d'extrémité des ornières (6a, 6b) sont à un angle compris entre 25° et 30° par rapport à l'horizontale.
  6. Ensemble de croisement selon l'une quelconque des revendications 1 à 5, caractérisé en ce qu'à l'emplacement où les rails de fourche (4a, 4b) commencent à partir du coeur de croisement (2), la plaque de base (5) relie les rails de fourche (4a, 4b) entre eux et au coeur de croisement (2), et ici on forme une surface de transfert (7) qui est inclinée à un angle de dessus vers le bas.
  7. Ensemble de croisement selon la revendication 6, caractérisé en ce que l'angle d'inclinaison de la surface de transfert inclinée (7) établie au niveau de la pointe où les rails de fourche (4a, 4b) commencent à partir du coeur de croisement (2) par rapport à l'horizontale est compris entre 115° et 125°, de préférence environ 120°.
  8. Ensemble de croisement selon l'une quelconque des revendications 1 à 7, caractérisé en ce que des espaces (18, 19) sont formés dans la plaque de base (5) s'étendant longitudinalement dans l'intérêt de rendre l'ensemble de croisement commun plus léger.
  9. Ensemble de croisement selon la revendication 8, caractérisé en ce que les espaces (18, 19) de préférence plus larges dans la direction descendante s'étendent essentiellement le long de toute la longueur (b) de la plaque de base (5) ; leur profondeur (m) change de sorte qu'elle suit la surface de l'ensemble de croisement, et les volumes dans les sections transversales allégées sont de préférence les mêmes, leur rapport varie de préférence entre un maximum d'environ 10 à 40 %.
EP15709983.9A 2014-02-03 2015-01-21 Coeur de croisement d'une seule pièce en acier coulé Active EP3102737B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
HRP20191537TT HRP20191537T1 (hr) 2014-02-03 2019-08-27 Skretničko srce od lijevanog čelika u jednom komadu za raskrižje željezničke pruge

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 (fr) 2014-02-03 2015-01-21 Cœur de croisement en acier coulé monobloc pour une traversée de voie

Publications (2)

Publication Number Publication Date
EP3102737A1 EP3102737A1 (fr) 2016-12-14
EP3102737B1 true EP3102737B1 (fr) 2019-05-29

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EP15709983.9A Active EP3102737B1 (fr) 2014-02-03 2015-01-21 Coeur de croisement d'une seule pièce en acier coulé

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EP (1) EP3102737B1 (fr)
HR (1) HRP20191537T1 (fr)
HU (2) HUP1400048A2 (fr)
WO (1) WO2015114394A1 (fr)

Families Citing this family (4)

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Publication number Priority date Publication date Assignee Title
CZ30786U1 (cs) * 2016-07-21 2017-06-27 DT - Výhybkárna a strojírna, a.s. Srdcovka se zkráceným monoblokem
CN110035593B (zh) * 2019-02-25 2021-06-04 常州尼尔森电子有限公司 环形灯及其调光方法
CN109930429A (zh) * 2019-03-20 2019-06-25 浙江贝尔轨道装备有限公司 一种使用菱形心轨组件的低噪音小号码辙叉
WO2021082349A1 (fr) * 2019-10-31 2021-05-06 江苏飞梭智行设备有限公司 Système de rail anti-déraillement et de transport sur rail

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3764802A (en) * 1972-05-04 1973-10-09 Abex Corp Railroad frogs
FR2350424A2 (fr) * 1976-05-05 1977-12-02 Creusot Loire Perfectionnement aux appareils de voies
FR2411655A1 (fr) * 1977-12-14 1979-07-13 Creusot Loire Perfectionnement au moulage des coeurs de croisement

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Also Published As

Publication number Publication date
EP3102737A1 (fr) 2016-12-14
WO2015114394A1 (fr) 2015-08-06
HRP20191537T1 (hr) 2020-01-24
HUE045633T2 (hu) 2020-01-28
HUP1400048A2 (en) 2015-08-28

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