KR0175645B1 - Installation of rail tracks in roadways - Google Patents

Abstract

There is provided a rail configured to drive vehicles on its upper surface, which is supported on the surface 14 by a flange 17 extending laterally from the top of the rail 11. The rail has grooves 16 in which the wheels of the vehicle are to be received. The rail is received into the surface of the road in a relatively shallow groove 12. Since the load imposed on the rail acts on the surface, the rail has a low height shape and does not sink into the substrate for that surface.

Description

[Name of invention]

How to install rails on tracks and tracks

[Field of Invention]

The present invention relates to a track provided with a rail therein. The tracks of the present invention are used in particular in areas comprising sections intersected by track vehicles and lightweight tracked vehicles.

[Background of invention]

The rail of the railway track is an I-beam supported by transverse sleepers placed on a bed of a ballast installed on a predetermined base. Where the track crosses the track, the surface of the track is equal to the height of the upper end of the rail, and a space is formed between the rails. So-called rails like this have a high height in which the width of the rail is much smaller than its depth.

Even in urban railways, such high profile rails are commonly used. Therefore, so-called phoenix rails have been used in urban tracks, which are generally I-shaped beams and have grooves in the upper flanges to fit the train wheels. If such a rail is to be installed on the track, the surface of the track must be dug to a depth of at least 50 cm to provide a concrete subgrade or sleeper under the rail placed 18 cm deep. Due to this deep excavation, underground facilities such as water and electricity supply lines have to be reset and the integrated road structures are destroyed. Methods to reduce this depth of drilling were developed in the late 50's, including Dresden, East Germany, with a depth of about 20 cm (including only the minimum length of the rail to be welded). Another method was the casting of rails in, developed by Dr. Zahumensky of Budapest, inserting the rails into a metal channel in the concrete panel, and the embedding depth was somewhat lowered to about 18 cm, The depth of the rail was lowered to about 7 cm. The problem with such a panel structure is that the panels tend to settle down or vibrate when the subsoil is not hard, which, in the structure developed in Dresden, was prevented by the robustness of the Phoenix-type track. International Patent Application Publication No. WO84 / 00391 discloses a phoenix type rail consisting of an l-shaped beam having a small foot and a wide head. The flanges forming the head accommodate all the loads placed on the track, and since the track consists of a solid stone structure formed by an asphalted surface, it significantly reduces the number of these Phoenix-like Lairne sleepers and other base structures. I can do it. However, the road surface must be excavated so that the rails can be supported on the base, and when this rail is supported, the road surface is reformed into a ballast made of broken stone bounded by bitumen surface coating. However, the cracked stone tends to sink if the strength of the rail does not withstand settlement, so the rail will have to be installed deeper. U. S. Patent No. 3089650 discloses a rail provided with a flange at the top, which flange has an appropriate area moment to be able to withstand the load by the retrofitting device. However, in a rail like this, the groove is wide enough to accommodate the width of the entire wheel as well as the flange of the wheel, and such a wide groove is very wide to accommodate not only the wheel flange but also the entire wheel width. The wheels of the vehicle can be fitted to provide a very dangerous situation.

[Summary of invention]

The present invention provides a track having a groove in which a pair of rails are to be installed, the rail including a centrally recessed bar portion and a pair of flanges integrally extending laterally from an upper end of the bar portion. The bar portion provides a groove in an upper surface supporting the wheel of the vehicle for the rail, the groove having a wheel of the wheel, the depth of the rail is much smaller than the width, and the bar portion of the rail is the bar It is installed in a shallow groove formed in the surface of the road to a depth to receive the portion, characterized in that the flange 17 effectively supports the rail (11).

In urban areas, tracks are being constructed that can carry 40 tonnes of vehicles with wheel loads of 11 tonnes in recent years, where light rails are more preferred. The cost of such construction is enormous, and the object of the present invention is to minimize the excavation for installing the rails. The flanges push the track to distribute the load in the vertical direction and withstand the load at the intersection, minimizing damage to the track due to water leaking down the sides of the bar portion. The flanges have ledges that fit into the track and sealants may be used to provide waterproofing and to absorb the load laterally.

[Brief Description of Drawings]

1 is a cross-sectional view of a rail fitted in a track.

2 is a perspective view of a pair of rails fitted in a track, and

3 is a perspective view of a rail intersection.

[Description of Preferred Embodiment]

1 shows an enlarged cross-sectional view of a rail 11 fitted into a shallow groove 12 provided in a rail 14 or other suitable surface. The groove has, for example, a depth of 4 cm and a width of 10 cm. The rail includes a central bar portion 15, which has a substantially trapezoidal cross-section in its cross-section, and has grooves for accommodating the vehicle wheels on a wide surface which is the top of the bar portion in use. 16). Both sides of the rail are provided with flanges 17 which extend integrally on both sides from the bar portion. The groove is a disk cutter which cuts the sides of the groove or removes material remaining between the sides of the groove. It is preferable to cut | disconnect with a plane cutter etc. The groove is then filled with a suitable material 18 so that when the rail is inserted into the groove, the rail is securely installed in the material so that the vertical load is effectively distributed by the rail supported from the flange. The rail may be secured by adhesive bonds or mechanical means or the like, preferably having a certain degree of elasticity such as that provided by Corkelast. In order to improve the sealability of the adhesive and to prevent the rail from displacing laterally, ribs or shallow grooves may be provided on the underside of both flanges. The rails are joined together by welding or other means to form a continuous raceway, which is placed in tension to avoid problems such as thermal expansion. As shown in FIG. 2, a pair of rails is typically used, with the grooves being cut by a ganged cutter to provide the correct spacing. Although not shown, the sleepers are provided at regular intervals to form a gauge defining device, which is received below the track surface of the groove.

In order to avoid congestion at intersections or to prevent inconvenience of pedal type motorcycles or automobiles due to slippery metallic collisions formed by the rails, track surface materials such as tarmacs 20 are provided in the spaces between the rails 11. It is made up of a thin layer of metal until its height reaches the top of the rail. It is also possible to provide flanges in the grooves for the flanges of the track surface so that the heights of the flanges lie on substantially the same plane as the tracks so as to only fill materials such as tarmacs on both sides of the flanges. Alternatively, the flange may be positioned below the top of the rail so that the top of the flange is provided with a material such as a tarmac so that the top of the rail is flush with the track, thereby minimizing metal exposure.

3 shows a junction piece formed by casting or the like, which includes two rails 21 and 22 intersecting at regular angles, each rail extending across a central intersection 23. Home is provided. Where cross-sections are formed in more complex arrangements, certain considerations must be taken, for example conventional phoenix tracks or the like may be provided, but the most preferred one is provided in FIG.

The present invention is mainly used where the track driving vehicle and the track vehicle travel together. Such a situation can be found in tramways or lightweight urban railways. Such tracks include cracked tracks or mainline tracks, and the tracks on which the rails are laid may consist of heavy concrete, stone slabs, panels, or even continuous concrete bases. In the track, grooves may be provided in the form of expansion joints, but grooves may be formed in the process of laying or manufacturing wet concrete. For example, these grooves may be formed by slip-form paving or other machines. The low-profile rail according to the present invention has a base that allows the base to be exposed by lowering the existing track bed when the track uses power or gauge conversion. Since it does not need to be lowered, it offers the advantage of reducing the height of the rail compared to conventional rail tracks.

If the rails are insulated, the rails can also be used for traffic signals or power supply. However, this method does not provide enough power and only the rails can be used as return paths, thus reducing the resistance of the rails at regular intervals so as to avoid leakage of grounding currents that interfere with each other. It would be desirable to connect to a ground cable having

The cross section of the rail depends on its use. The groove is shaped to be suitable for traffic congestion. The groove is not only coupled to the wheel to support the vehicle but also adjusts the steering wheels associated with the groove to transmit steering information to the support wheels. The depth of the central bar portion is deep enough to provide adequate grooves, typically about 7 cm deep and about 4 cm deep in the track and about 10 cm wide. The flanges are extended by a sufficient distance in consideration of the load carrying capacity sufficient to be supported from the track, so that unlike the conventional structure, a vertical load is applied to the bottom of the rail so that the rail is not settled. Vertical and horizontal loads acting on the rail act on the top surface of the track.

Even if the flanges are deflected from or below the bar portion and the bar portion as well as the flanges are accommodated in the track, the vertical load is applied near the top surface of the track. In the event that a fault is formed during the construction of the track or a rail can be installed during the construction of the track, it is desirable to insert the flange into the track so that the final surface of the track covers the flange without intentionally raising the height of the track. something to do.

Claims (10)

A rail and road vehicle track having a pair of rails 11 installed into a road surface 14, each rail 11 having a centrally recessed bar portion 15, and the bar portion 15. And a pair of flanges 17 integrally extending from both ends to an upper side of the bar portion, wherein the bar portion 15 is provided with a groove 16 in an upper surface for supporting the wheels of the rail vehicle. 16 is a track configured to receive a flange of a wheel, wherein the depth of the rail 11 is much smaller than the width, and the bar portion 15 of the rail 11 is adapted to the bar portion 15. A track, characterized in that it is installed in a shallow groove (12) formed in the surface of the road to a receiving depth, and the flange (17) effectively supports the rail (11). The track according to claim 1, wherein each of said rails (11) has a trapezoidal bar portion (15) having a depth less than the width. 3. The track according to claim 1 or 2, characterized in that each said rail (11) is fixed in place by mechanical or other means. The track according to claim 1 or 2, characterized in that the flanges (17) are sealed on the surface of the track. 3. The line according to claim 1 or 2, characterized in that the respective rails (11) are welded together in the longitudinal direction. 2. The system of claim 1, comprising rails 11 that intersect at a constant angle, an intersecting structure for the rails is provided, wherein the intersecting structure is integrally across the bar portions intersecting the constant angle. And a molded member, wherein the grooves provided in the bar portions extend across the center cross structure and coincide with the grooves provided in the rails. The track according to claim 6, wherein the crossing structure has a phoenix shape. 2. The bar portion (15) according to claim 1, wherein the bar portion (15) has a depth of 7 cm and is accommodated by a depth of 4 cm into the track with a width of 10 cm, and the flanges 17 have a sufficient distance in view of the load carrying capacity of the track. And extends as much as the rail is supported from the surface of the track without sinking. 2. The track according to claim 1, wherein the track between each of said pair of rails (11) is installed at the same height as the top of said rail. A method of constructing a rail including a pair of rails 11 received in a groove 12 formed in a road surface 14 and a track for a road vehicle, wherein the grooves 12 and the road surface 14 are formed to be shallow. And inserting said rail (11) having a centrally recessed bar portion (15), said rail (11) having a top surface for wheels for tracked vehicles and a flange of said wheel. Grooves 16 and a flange 17 extending integrally laterally from the top of the bar portion 15, and each of the rails 11 having a depth much smaller than the width. And the bar portion 15 of the rail 11 is installed in each of the shallow grooves 12 formed in the road surface to a depth for receiving the bar portion 15. The flange 17 is effective to the rail 11 Characterized in that is adapted to support the ever.