JPS6070201A - Shunt of railroad siding and crossing - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a switch for use on railway lines, particularly at track clearance points for directing railway traffic.

As used herein, the term "shutdown" refers to both left and right shunts, symmetrical shunts, tandem shunts.

This shall include free-loading save points, tandem save points on both the left and right sides, similar deflection save points, etc., and the term "intersection" shall include all types of junction points and crossing lines. .

According to the conventional example of a railway track structure, it is necessary to have a turning point, and the tip of the point track is such that the rail traffic moves over this tip and crosses the railway track connected to this tip.
Alternatively, it is used to move toward or away from the rail so as to move over the rail associated with its tip. However, this configuration of the tip of the point rail requires that the end of the tip be tapered, and the tip must be made of a copper phase that has the strength to withstand the load it carries. Must not be. In the case of a damaged tip or end of the point track, the possibility of derailment increases, and therefore, to prevent damage to this tip, redundancies are required in the mechanism at the withdrawal point, including the tip of the point track. The above-mentioned measures are required for railway traffic when approaching the deceleration point to avoid applying heavy loads. Similarly, regarding intersections,
In two or three directions perpendicular to the intersection where it is necessary to provide clearance between these parts of the intersection which are fixed and which do not allow the passage of flanged wheels between the assembly members,
It is known to have structures capable of moving rail traffic. As a result, each member placed in this gap must be made of a special forging of high-strength steel 1A to withstand the loads created by track traffic. Furthermore, as rail traffic approaches intersections, it is required that the rail traffic slows down to reduce the likelihood of derailment (and damage to the intersection mechanism).

Rail traffic that requires deceleration when approaching a turning point or intersection places a heavy burden on railway operators, especially when it is carrying heavy loads such as mineral trains.

The present invention provides a turning point or intersection that can negotiate with rail traffic when traffic is required to slow down.

According to one aspect of the present invention, a rail switch for a rail escape point or intersection is arranged at a joint of a set of rails. The point device consists of a main rail which is pivotally mounted such that at least one free end is movable between at least 2αji1 positions. At each end position, the main rail is in line with an opposing rail of the set of rails.

The present invention will be described by way of example with reference to the accompanying drawings.

The embodiment of the invention shown in FIGS. 1-3 is a dual main rail intersection where the V-track section commonly used at such intersections has been removed and the point IO has been removed. This is placed instead. The switch 10 is interposed at a junction between a pair of lines consisting of two pairs of lines 12 and 14, and serves as a proxy connection between these lines. The point device 10 consists of two linearly extending main rails 16 that are spaced apart and held in parallel by a pair of heels and blocks 18 arranged at regular intervals along the length of the track 18. Consists of. The main rail 16 maintains a sufficient track width and has a constant cross section throughout the track. The paired main tracks 16 are interconnected by a line +7316 and a hack pole I- passing through the heel block 18.

Further, the pair of adjacent lines 12 and 14 are connected to an insulated joint 20.
This joint 20 allows line expansion and electrically isolates the switch 10 from the rest of the line system.

The line system is composed of a main line 22 having parallel track sections corresponding to the paired lines 12 and 14, and a shunt line 24 having parallel track sections corresponding to the same pair of lines 12 and 14. Lines 10.12.14.22 and 24 are
It is attached to steel sleepers etc. 26. In addition, 10 rolls
The assembly members are attached to the chair board 28. As can be seen in FIG. 2, an electrically insulating M2O is disposed between each chair board 28 and its associated sleeper 26.

Furthermore, each chair board 28 has low friction (this kind of U,
V. Resistant Hairing Bud 32 is described and claimed in Australian Patent No. 534716. The hair ring pad 32 is wide enough to support the book 11dt strips 16 at all of these locations. Additionally, a wing bracket 34 is positioned proximate each end of the bearing bud 32. This wing bracket 34 is attached to the main rail 16 to prevent expansion of the track defined by the main rail 16 in use.
It is arranged so that it corresponds to the extreme position of. Additionally, pairs of lines 12 and 14 are connected directly to each side of point 10 by expansion stop lines 36.

Expansion stop track 36 is fixedly connected to track sets 12 and 14 and is attached to chair plate 38 by track clips 38. It should be able to withstand expansion and contraction of the lines 12 and 14 between the junction 20 so as to reduce changes in the gap between the main rail 16 and the paired lines 12, 14.

Typically, the gap number is maintained at about 51. The point device 10 is pivotally supported with the book 11i1 of the pivot mount 40 proximate to one end of the strip 16. This pivot mount 40 is comprised of a centrally recessed base plate 42 on which is mounted a correspondingly shaped pivot plate 44, as shown in FIG. The pso song 46 is formed of, for example, a flexible material with low friction or a solid material, and is interposed between the base plate 42 and the pivot plate 44, and the electrically insulating layer 48 is disposed between the base plate 42 and the sleeper 26. be done.

In addition, the track 16 is secured to the pivot plate 44, such as by a number of locking screws. A conventional switching operator 52 occupies a position adjacent to the end of the switch 10 at a distance from the pivot mount 40.The switching operator 52 is connected to the line 16 by a segmented connector 54 of known type. During use, the main rail 16 is controlled by the switching device 52 via the segment connector 54 so that one line of the main rail 16 is aligned with the main line of the track set 12.14 and parallel to the track 22. It moves between the first extreme positions shown in Figure 1.At this point;
The point device 10 is configured for main line operation. If it is desired to set up the switch 10 for branch line operation, the main rail 16 is aligned with the branch line of the set of tracks 12 and 14 on the other side of the main track 16, and the main track 16 is connected to the track 24. Connector 54 is extended and pivotally mounted to pivot mount 40 by machine 52 so that it is parallel. In this position, the switch 10 will be configured for branch line operation.

The layout diagrams shown in FIGS. 4 to 6 are the same as those shown in FIGS. 1 to 3, and the same numbers are assigned to the same parts.

The device shown in FIGS. 4 to 6 is a main rail escape point consisting of a pair of switches 10. However, the pairs of straight lines 16 are replaced in each case by pairs of lines consisting of one straight line 60 and one curved line 62. Further, the track system is comprised of a pair of parallel main lines 64 on each side of the switch 10 and a pair of parallel branch lines 66 on the sides of the switch 10. moreover,
The device consists of a switching device 66 connected to both switches 10 and consisting of a rod 70 arranged to impart a longitudinal movement that moves the rods 60 and 62 of the book 11i1 between the two extreme positions.

At the first extreme position shown in FIG. 4, the curved main rail 62 is aligned with the main line 64 and the branch line 66. At this location, the evacuation point is positioned to direct traffic from the main route to the branch route.

To remain stationary in the second extreme position, the mouth/throat 70 is retracted so that each straight main rail 60 is aligned with the two main lines 64. At this location, the evacuation point will be located to facilitate traffic movement along the main route. In the embodiment shown in FIG.
A shaped line section 70 is shown. Track 72 is another track 76
It is lined up in line with the line 7H and is parallel to the line 7H, forming the main line. The track 74 is aligned with another track 80 and the track 82
It is parallel to and forms a branch route.

A single main rail 84 is connected to the pivot plate 40 at one end, as shown in FIG.
connected to. The main rail 84 is configured to pivot as described in connection with FIGS. 1-3 between the position shown in FIG. It is arranged.

The position of the point device of the present invention is such that when it is in either of these liquid end positions, a signal is emitted from a sensor located at an appropriate position corresponding to the position adjacent to the free end of the point device. It's Nishide. Additionally, an electromagnet is positioned proximate the free end of the point at each extreme position. This electromagnet is
In order to hold the main track in place, it will be arranged to be energized when activating the sensor means.

As a result of the present invention, a turnaround point or intersection is located, which eliminates the need for the use of special forgings to carry the load of road vehicles passing through the turnaround point or intersection, which is less susceptible to damage. Therefore, the derailment is defined through a turnaround point or an intersection.

The turnaround point or intersection according to the invention avoids the discontinuation of the running surface, which is a particularly big problem with conventional turnaround points.

In addition, the use of strips along the length of the point device further reduces the speed compared to the conventional speed, allowing the route vehicle to pass through a give-way point or intersection.

Furthermore, with respect to the embodiments of FIGS. 1 to 6, the point device may use a double flange f size heavy wheel.

The point device of the present invention is suitable for use in conditions where snow is a problem, since it is impossible to reduce snow between simultaneously moving members, as is the case with conventional escape points. It can be said that there are. Further, by using the pad 32, the tendency of the main rail to freeze up to the base plate can be reduced.

Additionally, the intersection of the present invention can be operated without the guide rails required in conventional intersections, and the wing brackets 34 provide side-to-side forces that push the main rails outward, as is typically provided in conventional intersections. Helps prevent. In a dual main rail switch according to the invention, each main rail only carries loads from either the main line or the branch line so that the main rails have an equal tendency to wear.

Furthermore, in order to repair a switch according to the invention, only the main rail can be replaced and the remainder utilized rather than removing the entire switch.

Modifications and variations of this invention may occur within its scope, as will be apparent to those skilled in the art.

[Brief explanation of the drawing]

Figure 1 is a plan view of a double main rail according to one embodiment of the present invention;
Figure 2 is a vertical cross-sectional view taken from line W-W in Figure 1, Figure 3 is a vertical cross-sectional view taken from line V-V in Figure 1, and Figure 4 is a vertical cross-sectional view taken from line V-V in Figure 1.
The figure is a plan view of a double main rail according to another embodiment of the present invention;
5 is a vertical cross-sectional view taken from line A-A in FIG. 4, FIG. 6 is a vertical cross-sectional view taken from line B-B in FIG. 4, and FIG.
The figure is a plan view of the main rail according to still another embodiment of the present invention. 10... Point device, 12.14... Proximity line, 1
6... Main rail, 20... Insulated joint, 22... Main line, 24... Branch line, 26... Sleeper,
28...Chair board, 32...Bearing pad. Handwritten by fFje Ne City (self-motivated) September 7, 1980 1, Indication of the case 1982 Patent Application No. 135018 2, Name of the invention Railway turning point or intersection switch 3, Person making the amendment Relationship to the case Patent applicant name Vladimer Osresocki 4, agent 〒107 Procedure Neichi Seiten = (method) % formula % ], Case indication Patent application No. 135018 of 1982 2
, Title of the invention: Railway turning point or intersection switch 3, Relationship with the case to be amended: Name of patent applicant: Vladimer Osresozki 4, Agent: 107 (1 idiot) 5, Date of amendment order] Contents of the amendment (]) Page 3, line 10 of the specification, "3. Scope of Claims" has been corrected to "39. i' Detailed Description of the Invention." (2) Power of attorney and purified drawings dated September 7, 1982.
It has been attached to the date procedure amendment (voluntary) and submitted.

Claims (1)

[Claims] 1. The switch is arranged such that at least one free end is movable between at least two end positions, and at each end position the main rails form a pair of tracks. The book is pivoted so that it is in line with the oncoming track! A track shaft lever at a track shunting point or intersection located at a junction between the above-mentioned sets of tracks, characterized in that it is composed of an It strip. 2. The railway axle according to the above item 1, characterized in that it is composed of a base plate on which a pivot plate attached to the main rail is mounted. 3. The railway shaft according to item 1 or 2 above, wherein the main rail is mounted on a mounting part disposed close to one end thereof, and the opposite end of the main rail is the free end. vessel. 4. The railway axle as set forth in item 3, wherein the switching operation device is arranged close to the free end of the assembly member of the main rail in order to make its operation effective. 5. The track shaft according to any of the above items, characterized in that it takes the form of an intersection consisting of at least one main rail assembly member composed of a pair of straight tracks arranged laterally parallel to each other. Two vessels. G. The first track is characterized in that it takes the form of a turnaround point consisting of at least one double track assembly consisting of a straight track and a curved track arranged laterally parallel to each other.
The line shaft protector according to any one of Items 1 to 4. 7. The railway axle as set forth in item 6, wherein the shunt point is comprised of a pair of the main rail assembly members arranged so as to move simultaneously. 8. The double main rails are separated by a large number of heel blocks arranged at regular intervals between the main rails, according to any one of items 5 to 7 above. Railway shaft lever. 9. Item 3 or 4 above, characterized in that the set of tracks is composed of a single main rail and is comprised of a ■-section track located close to the pivotally attached end of the main rail. Line shaft protector as described in section. 10. The railway according to any of the special items, characterized in that the main rail assembly member is mounted on a number of chair plates equipped with wing brackets arranged at positions corresponding to the extreme ends of the main rail. Point machine. 110. The track switch according to any of the above items, wherein the rail assembly member is placed on a pad with little IW friction. 12. Each of the above-mentioned items characterized in that the expansion stop line is installed on the set of tracks perpendicular to the switch in order to minimize variations in the gap between the switch and the set of tracks. A track switch as described in any one of the above.