KR101721049B1 - High elasticity rail fastening apparatus for ballast track for high speed travelling of rail vehicle - Google Patents

Abstract

The present invention relates to a high elasticity rail fastening apparatus for a ballast track in consideration of high speed driving of a railroad car, wherein by applying a high elasticity rail pad and a rail coupling clip which is improved to have relatively great amplitude, the whole track strength of a ballast track of a commercial railroad has high elasticity to be appropriate for high speed driving at the minimum costs. According to an embodiment of the present invention, the high elasticity rail fastening apparatus for a ballast track in consideration of high speed driving of a railroad car comprises a high elasticity rail pad, an insulation block, a shoulder, and a rail fixing clip.

Description

TECHNICAL FIELD [0001] The present invention relates to a high-elasticity rail fastening apparatus for a railway car,

The present disclosure relates to a rail fastening device for securely securing a railroad rail for running on a railroad car to a sleeper.

Unless otherwise indicated herein, the description set forth in this identification section is not prior art to the claims of this application and is not to be construed as prior art as described in this identification section.

In general, the bed track safely guides a railway vehicle without the risk of derailment, absorbs the force (load) applied from the railway car in the vertical and horizontal directions, and distributes it to the bedrock through the beam and the road bed.

The force (load) transmitted from a railway vehicle to an on-track orbit depends on the axial load on a rail surface of a pair of wheels of the railway vehicle, the dynamic portion of the rolling load due to the curved portion of the orbit, wheel load variation, starting or braking load, orbit error, and wheel misalignment. The orbital path is destroyed by the above-mentioned load being continuously applied for a long period of time and is maintained while repetition of repairs.

The railway track also has a plasticity characteristic that induces irregularity, while also supporting the load of the railway car and absorbing impact. The more the high elasticity orbit, that is, the lower the vertical stiffness of the orbit, the more the shock absorbing capacity increases, and the progress of the track misalignment due to plastic deformation can be suppressed.

In order to reduce the maintenance cost, it is absolutely necessary to construct a roadbed having a sufficient supporting force. In order to reduce the dynamic wheel force (load), the maintenance cost of the on- The orbit needs to be highly elastic.

In recent years, in the field of general railway, a project to speed up the speed of 150m / h to 250km / h has been pursued in accordance with the demand for continuous speed increase. In addition to the speed improvement, the weight of the sleeper and the rail, the linear improvement (straightening, the improvement of the curve, the improvement of the cant, etc.) and the improvement of the pole rail have been suggested as general measures. However, It is hard to become a fundamental countermeasure to reduce.

As a result, research on reducing damage and damage of orbital members caused by the increase of impact force on railway track and accumulation of fatigue load due to high - speed running of railway vehicle was carried out.

In addition, the rail fastening device fixes the railroad rail by attaching it to the railroad tie, and transmits the force applied from the railroad rail to the sleeper in accordance with the running of the railroad car and maintains the gage.

As an example of such a rail fastening device, Korean Patent Laid-Open Publication No. 10-2002-0092132 (Dec. 11, 2002) discloses a fixing frame fixed to a sleeper, in which a fixing portion, The shoulder is formed symmetrically at a position where the end is close to the upper support jaw in a state in which the fixing portion of the shoulder is accommodated in the inner side, And a linear front portion is formed by bending a spring to be bent to press and fix a rail foot, and a pair of brackets extending between the fastening spring and the rail foot And an insulating block which is made of an insulating material.

Korean Patent Laid-Open Publication No. 10-2007-0025013 (published on Mar. 3, 2007) discloses a rail pad inserted between a top surface of a sleeper and a bottom surface of a rail foot, an insulating block provided on an upper surface of the rail foot, A spring clip formed integrally with an end portion formed symmetrically to provide an elastic force and a curved portion extending from the end portion and connected to the front portion; And a shoulder formed with a fixed frame, which is embedded in the sleeper in contact with the spring, and in which the curved portion of the spring clip is fixed or slid.

These rail fastening devices should be able to safely deliver the vertical force, horizontal force, and longitudinal force applied from the railway rail to the sleepers so as to minimize the impact on the sleepers and roadbed, thereby minimizing the maintenance cost. In addition, the rail fastening system shall be capable of reducing the impact load so that the sleepers are not subject to scratches, vibration and abrasion, and shall have sufficient elasticity and fatigue resistance to ensure long service life.

The stiffness of the gravel trajectory, which occupies a considerable part of the orbital path, is about 230 kN / mm for general railway and 109 kN / mm for high speed railway.

The rail fastening devices used for gravel railway tracks are TPU (thermoplastic polyurethane), EVA (ethylene-vinyl acetate copolymer, ethylene-vinyl acetate copolymer) with a static rigidity of 200 to 400 kN / vinyl acetate copolymer, or HDPE (high density polyethylene) low elasticity rail pads and e clip type rail fastening clips are applied. In the case of high speed rail, 2.6 m PC sleeper, 10 mm thick static rigidity 100 kN / mm rubber material And an e-clip type rail fastening clip are applied.

In addition, since the low-elasticity rail pad applied to a gravel road track for a general railway can only be relatively small deflection of about 0.5 mm, a conventional rail fastening clip (E-clip) having a relatively small amplitude (about 0.5 mm) It is possible to sufficiently support the force applied from the railway rail.

However, in order to support the running of a high-speed railway vehicle having a gravel road orbit of 150 km / h to 350 km / h, it is necessary to reduce the impact load increased by high-speed driving, and a high-elasticity rail pad has to be applied for this purpose.

In addition, in the case of the high-elasticity rail pad, a relatively large deflection of ± 1.0 mm is generated. Therefore, in order to absorb the deflection of the high-elasticity rail pad, it is necessary to apply the rail fastening clip improved to have a relatively large amplitude (± 1.0 mm or more) .

However, the same e-clip type rail clipping clip is applied to both the gravel trajectory for ordinary railroad tracks and the gravel trajectory track for high-speed railways. However, since the shoulder of PC sleeper is different due to the difference in rigidity and thickness of rail pad, impossible.

Therefore, when a high-elasticity rail pad is applied to increase the speed of a general railroad, the PC sleepers must be replaced together, which results in long-term construction and a considerable cost.

Gravel considering high speed of railway vehicle to make the overall orbital stiffness of the gravel trajectory of ordinary railway to be high enough for high speed running at high speed through application of high elasticity rail pad and rail fastening clip improved to have relatively large amplitude And an elastic rail fastening device for an on-track rail.

Further, it is obvious that the present invention is not limited to the technical problems described above, and another technical problem may be derived from the following description.

According to an embodiment of the present disclosure, there is provided an elevator system comprising: a high-elasticity rail pad interposed between a railroad tie railway and a tie railway of a gravel road; an insulation block seated on the lower upper surface of the railway rail; And a rail fixing clip for fixing the rail rail on the railroad tie by pressing one side of the shoulder and the other side against the insulating block, Wherein the rail fixing clip has a fitting portion formed to be linearly fitted to the fastening hole of the shoulder, a first curving portion continuing to the fitting portion, a connecting portion continuing to the first curving portion, A second curved portion curved in an inclined manner, a tow continuing to the second curved portion, and an end portion of the second curved portion, Wherein a length L0 in the longitudinal direction from one end to the other end is increased from 104.0 mm to 114.0 mm 1.5 in order to increase the amplitude of the rail fixing clip, The radius L1 of the first section from the starting point of the second curve to the center of the width of the second curve is 71.4 mm +/- 1.5 and the radius of curvature R1 of the second curve is 1 / And the length L2 of the second section from the middle point of the width of the curved portion to the end point of the second curved portion is 113.0 mm 1.5.

And the length L3 from one end of the rail fixing clip to the center of the pressing support surface is reduced from 63.5 mm to 58.0 mm 1.5.

The pressing support surface is inclined upwards from one end adjacent to the fitting engagement portion to the other end, and the pressing support surface is inclined downward from the start portion to the end portion of the toe side.

The high-elasticity rail pad is made of Ethylen-Propylen-Dien-Monomer (EDPM).

According to one embodiment of the present disclosure, for example, a high-elasticity rail pad made of ethylene propylene diene monomer (EDPM) is applied, and at the same time, an increased deflection of the high-elasticity rail pad is obtained by changing the shape of the first- It is possible to replace the high-elasticity rail pads and the improved rail fastening clips without replacing the sleeper and the shoulder, so that the total orbital rigidity of the gravel railway track of the general railway can be reduced to a minimum cost Which is advantageous in that it is highly elastic for high speed traveling.

According to an embodiment of the present disclosure, since the pressing support surface is inclined downwardly from the beginning to the end of the toe side, surface contact of the pressing support surface becomes possible from the initial load, and the center of the pressing support surface It is possible to increase the folding force and to prevent breakage of the rail fastening clip as the distance from the bending point at the end of the secondary curved portion is more than that of the prior art.

The effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned can be clearly understood by those skilled in the art from the description of the claims.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a view showing a state of use of a high-elasticity rail fastening apparatus for a gravel-curved railway track in consideration of a high-speed travel of a railway vehicle according to an embodiment of the present disclosure;
FIG. 2 is a sectional view of a high-strength rail fastening apparatus for use in a gravel-curved railroad track in consideration of a high-speed travel of a railway vehicle according to an embodiment of the present disclosure; FIG.
3 is a perspective view of a rail fastening clip applied to a high-elasticity rail fastening apparatus for a gravel-curved railway track in consideration of a high-speed travel of a railway vehicle according to an embodiment of the present disclosure;
FIG. 4 and FIG. 5 are views showing a comparison between a rail fastening clip and a conventional rail fastening clip applied to a high-elasticity rail fastening apparatus for a gravel-curved railway track, taking into consideration a high-speed travel of a railway vehicle according to an embodiment of the present disclosure.
6 and 7 are views showing inclination angles of pressing surfaces of rail fastening clips applied to a high-elasticity rail fastening apparatus for a gravel-curved railway track, considering a high-speed travel of a railway car according to an embodiment of the present disclosure;
8 is a structural analysis modeling diagram showing a stress comparison between a conventional rail fastening clip and a rail fastening clip applied in the present disclosure;
9 is a graph showing the distribution of the fastening force of a conventional rail fastening clip and a rail fastening clip applied to the present disclosure.

Hereinafter, the construction, operation, and effects of a high-strength rail fastening apparatus for a gravel-curved railway track will be described with reference to the accompanying drawings, taking into consideration a high-speed travel of a railway vehicle according to a preferred embodiment. For reference, in the following drawings, each component is omitted or schematically shown for convenience and clarity, and the size of each component does not reflect actual size. Like reference numerals refer to like elements throughout the specification, and the same reference numerals will be omitted in the drawings.

FIG. 1 is a view illustrating a state of use of a high-elasticity rail fastening apparatus for a gravel-curved road track in consideration of a high-speed travel of a railway vehicle according to an embodiment of the present disclosure. FIG. Sectional view showing the state of use of a high-elasticity rail fastening apparatus for gravel-type road traveling in consideration of traveling.

A high-strength rail fastening apparatus 1 for a gravel-curved railroad track considering a high-speed travel of a railway vehicle according to an embodiment of the present disclosure fixes a railroad rail 5 to a railroad tie 3, 5 and serves to keep the gage 3 and to maintain the gage. As shown in Figs. 1 and 2, the gage 3 is provided between the railroad rail 5 and the sleepers 3 on the gravel- An insulating block 20 fixedly mounted on a lower upper surface of the railway rail 5 and embedded in the railway rail 3 so as to be positioned on both sides of the railway rail 5, A shoulder 30 on which a hole 31 is formed and one side of which is fastened to the fastening hole 31 of the shoulder 30 and the other side of which pressurizes the insulating block 20 to fasten the rail rail 5 on the sleepers 3 (Not shown).

Here, the high-elasticity rail pad 10 is a constituent member interposed between the railroad rail 5 and the sleeper 3 in the gravel-like orbit, to transmit the force applied from the railroad rail 5 to the sleeper in a buffered manner.

In the present invention, the high-elasticity rail pad 10 is made of TPU (thermoplastic polyurethane), EVA (ethylene-vinyl acetate copolymer) or HDPE (high density polyethylene, high density polyethylene having a static rigidity of 200 to 400 kN / (rigid) rail pads made of polyethylene (PE) and density polyethylene (PE), it is applied to make the overall orbital rigidity of the gravel trajectory of a general railway suitable for high-speed traveling of a railway vehicle. The ethylene propylene diene monomer -Propylen-Dien-Monomer) or a polyurethane (PU) material.

The insulating block 20 serves to prevent current from leaking from the railway rail 5 serving as a power source of the electric railway and is mounted on the lower upper surface of the railway rail 5, And corresponds to a rail gripping member for fixing the actual rail rail 5 on the sleeper 3 as it is pressed and supported by the clip 40. The insulating block 20 is made of hard synthetic resin.

The shoulder 30 is a structural member for fixing one side of the rail fixing clip 40. The lower side of the rail fixing clip 40 is fixedly embedded in the railroad tie 3 and positioned on both sides of the railway rail 5, A fastening hole 31 into which one side is inserted is formed. The configuration and function of the shoulder 30 are already known, and a detailed description thereof will be omitted for the sake of simplicity.

The rail fixing clip 40 is elastically pressed against the insulating block 20 in a state where the rail fixing clip 40 is fitted to one side of the shoulder 30 to provide an elastic force for fixing the rail rail 5 on the railroad tie 3 .

3 is a perspective view of a rail fastening clip applied to a high-elasticity rail fastening apparatus for a gravel-curved railway track in consideration of a high-speed travel of a railway vehicle according to an embodiment of the present disclosure, and FIGS. 4 and 5 are cross- There is shown a comparative view of a rail fastening clip applied to a high-elasticity rail fastening apparatus for a gravel-curved railway track, and a conventional rail fastening clip considering a high-speed traveling of a railway vehicle according to an embodiment.

3 to 5, the rail fixing clip 40 includes a fitting portion 41 formed to be linearly fitted to the fitting hole 31 of the shoulder 30, a fitting portion 41 fitted to the fitting portion 41, A connecting portion 43 extending from the first bending portion 42 and extending in parallel to the fitting portion 41, and a second connecting portion 43 extending from the connecting portion 43 A second curved portion 44 formed to be curved in a "⊃" shape so as to be inclined upwards, a toe 45 leading to the second curved portion 44, And a pressing support surface 46 formed on the bottom side of the tow 45 and pressed against the upper surface of the insulating block 20.

 The rail fixing clip 40 has a fixed length of a spring steel round bar having a diameter of 20.0 mm ± 0.25 and a fitting portion 41, a first curved portion 42, a connecting portion 43, a second curved portion 44, 45 are formed so as to be continuously formed, the end portions of the secondary curved portion 44 and the toe 45 are subjected to plastic working so that a pressing support surface 46 is formed on the bottom surface thereof.

The rail fixing clip 40 is preferably improved to have a relatively large amplitude (more than ± 1.0 mm) so as to absorb the increased deflection of the high-elasticity rail pad 10 according to the application of the high-elasticity rail pad 10.

For such improvement, it is preferable that the rail fixing clip 40 is modified such that the longitudinal length L0 from one end to the other end is increased to 114.0 mm +/- 1.5 as shown in Fig. The conventional rail fixing clip 100 has a longitudinal length L0 of 104.0 mm from one end to the other end so that the rail fixing clip 40 applied to the present disclosure is shorter in length than the conventional rail fixing clip 100 To the other end is increased by 10. < RTI ID = 0.0 > mm < / RTI >

5, it is preferable that the radius of curvature R1 of the primary curved portion 42 is increased to 11.25 mm (including an error of 0.5 mm) in the rail fixing clip 40 for the above-mentioned improvement. Since the curvature radius R1 of the primary curved portion 42 is 9.75 mm in the case of the conventional rail fixing clip 100, the rail fixing clip 40 applied to the present disclosure is smaller than the conventional rail fixing clip 100 The curvature radius R1 of the first curved portion 42 is increased by 1.5 mm so that the total length of the first curved portion 42 and the connecting portion 43 is increased from about 91.0 mm to about 95.0 mm by about 4.0 mm .

The rail fixing clip 40 has a length L1 of the first section from the starting point of the secondary curve section 44 to the middle point of the secondary curve section 44 as shown in Fig. 5 for the above- ) Is 71.4 mm ± 1.5 while the length L2 of the second section from the center of the width of the second curve to the end of the second curve is 113.0 mm ± 1.5.

The total length of the secondary curved portion 44 of the rail fixing clip 40 applied to this disclosure is increased by about 13.0 mm from the corresponding length of the conventional rail fixing clip 100. [

4, the length L3 of the rail fixing clip 40 from one end of the rail fixing clip 40 to the center of the pressing support surface 46 is 58.0 mm 1.5 . The length of the conventional rail fixing clip 100 from the one end to the center of the pressing support surface is 63.5 mm so that the rail fixing clip 40 applied to the present disclosure has a smaller diameter than the conventional rail fixing clip 100 The length L3 to the center of the pressing support surface 46 is reduced by about 5.5 mm.

The reduction of the length L3 from one end of the rail fixing clip 40 to the center of the pressing support surface 46 is such that the actual load supporting point at the time of application of the load is reduced by 5.5 mm +/- 1.5 in the extending direction of the rail fixing clip 40 It plays a long extension.

The rail fixing clip 40 is increased by about 4.0 mm as compared with the conventional rail fixing clip 100 through the increase of the radius of curvature R1 of the primary curved portion 42 on the underside, Is increased by about 13.0 mm as compared with the conventional rail fixing clip 100 through the improvement of the conventional rail fixing clip 100, the total amplitude is increased by about 17.0 mm compared to the conventional rail fixing clip 100, And the stress concentration can be relaxed.

The effect of increasing the total length by about 5.5 mm through the positional shift of the load supporting point through the reduction of the length L3 from one end of the rail fixing clip 40 to the center of the pressing support surface 46 . As the central portion of the pressing support surface 46 is further separated from the end bending point of the secondary curved portion 44 by about 5.5 mm from the conventional point of view, the folding force is increased and the rail fastening clip 40 ) Is prevented from being damaged.

6 and 7 are views showing the inclination angles of the pressing surfaces of the rail fastening clips applied to the high-elasticity rail fastening apparatus for a gravel-curved railroad track, considering the high-speed travel of a railway vehicle according to an embodiment of the present disclosure.

The pressing support surface 46 of the rail fastening clip 40 which actually presses and supports the upper surface of the insulating block 20 when the load is loaded according to the running of the railway car, It is preferable to form the tapered portion from one end adjacent to the toe 45 to the other end, that is, to be inclined upwards in the width direction. As shown in FIG. 7, .

Particularly, the pressing support surface 46 of the rail fastening clip 40 is formed so as to be inclined upwards at an inclination angle? 1 of 3.5 占 0.5 from the one end adjacent to the fitting engagement portion 41 to the other end, The inclination angle is inclined downward at a longitudinal inclination angle? 2 of -1.0 占 0.5 from the starting portion to the end portion.

Since the fitting portion 41 is fitted and fixed to the fastening hole 31 when the load is applied, the connecting portion 43 and the toe 45 function as a downward force and the connecting portion 43 and the toe The connecting portion 43 and the tow 45 are gathered inward to each other, so that the tow 45 is twisted. The pressing support surface 46 inclined in the upward direction due to the twisting phenomenon on the side of the toe 45 by providing the pressing support surface 46 in advance with the widthwise inclination angle? As shown in Fig.

It is also possible to prevent the occurrence of a phenomenon that the start of the toe 45 is heard while the toe 45 is twisted when the rail fastening clip 40 is fastened to the shoulder 30 and the insulating block 20, The pressing support surface 46 can be in surface contact with the upper surface of the insulating block 20 by providing the surface 46 with a longitudinal inclination angle? 2 inclined downward from the beginning to the end of the tow 45 side.

The horizontal center line of the tow 45 is positioned above the horizontal center line of the fitting part 41 and the pressing face 46 is positioned below the horizontal center line of the fitting part 41 desirable.

FIG. 8 is a structural analysis modeling view showing a comparative stress concentration area of a conventional rail fastening clip and a rail fastening clip applied to the present disclosure. FIG. 9 is a schematic view showing a conventional rail fastening clip and a rail fastening clip applied in the present disclosure, It is a graph showing distribution.

As shown in Fig. 8, it can be seen that a conventional rail fastening clip (left) is subjected to a stress of 2409 MPa (a portion indicated by red color) intensively at the lower portion of the first curved portion. There is a problem that the first curved portion is broken.

On the other hand, in the case of the rail fastening clips (right side) applied to the present disclosure, it can be seen that the stress concentration regions (which are seen as red) are dispersed in approximately three places and stresses reduced to 1694 MPa are applied respectively.

9, a conventional rail fastening clip (red) at 13 mm displacement at the time of 13 mm displacement, that is, the height difference of the insulating block 20, Comparing the fastening force of the applied rail fastening clip (blue), it can be seen that the rail fastening clip (blue) applied to the present disclosure is reduced to 1100 kgf while the conventional rail fastening clip (red) is about 1300 kgf.

The reduction of the fastening force of the rail fastening clips (blue) applied to this disclosure means that the stress concentration is eventually reduced and the risk of breakage is reduced accordingly.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is clearly understood that the same is by way of illustration and example only and is not to be taken in conjunction with the present invention. It is to be understood that various equivalents and modifications may be substituted for those at the time of the present application. It is to be understood, therefore, that the above description is intended to be illustrative, and not restrictive, and that the scope of the present invention will be defined by the appended claims rather than by the foregoing description, All changes or modifications that come within the scope of the equivalent concept are to be construed as being included within the scope of the present invention.

1: High-elasticity rail fastening device for gravel-type track orbit considering high-speed traveling of railway car
3: sleepers
5: railway rail
10: Highly elastic rail pad
20: Insulation block
30: Shoulder
31: fastening ball
40: Rail fastening clip
41:
42: Primary bend section
43:
44: Second bend section
45: Tow
46: Pressurizing support surface
100: Conventional rail fastening clip

Claims (5)

A highly elastic rail pad interposed between a railroad track and a sleeping rail on a gravel road;
An insulating block mounted on a lower upper surface of the railway rail;
A shoulder which is fixedly embedded in the treadmill and is located on both sides of the railway rail and on which a fastening hole is formed;
And a rail fixing clip for fixing one side of the shoulder to the fastening hole and the other side for pressing the insulating block to fix the rail rail on the sleeper,
Wherein the rail fixing clip has a fitting portion formed to be linearly fitted to the fastening hole of the shoulder, a first curving portion continuing to the fitting portion, a connecting portion continuing to the first curving portion, And a pressing support surface formed on an end side of the secondary curved portion and a bottom surface of the tow, wherein the secondary curved portion is curved,
In order to increase the amplitude of the rail fixing clip, the longitudinal length L0 from one end to the other end is increased from 104.0 mm to 114.0 mm 1.5, and the curvature radius R1 of the primary curvature is from 9.75 mm to 11.25 mm And the length L1 of the first section from the start point of the second curve section to the middle point of the width of the second curve section is 71.4 mm ± 1.5 and the length L1 of the second curve section from the center point of the width of the second curve section is The length L2 of the second section corresponding to the end point is formed to be 113.0 mm 1.5,
The length L3 from one end of the rail fixing clip to the center of the pressing support surface is reduced from 63.5 mm to 58.0 mm 1.5,
Wherein the pressing support surface is inclined upwards at an inclination angle? 1 of 3.5 占 0.5 from the one end adjacent to the fitting engagement portion to 3.5 占 0.5, and the pressing support surface is inclined upwardly from the start portion to the end portion of the toe- And is formed to be inclined downward at a longitudinal direction inclination angle (? 2) of 1.0 占 .0.5. The high-strength rail fastening device for a railway car according to claim 1, delete delete delete The method according to claim 1,
Wherein the high-elasticity rail pad is made of ethylene propylene diene-monomer (EDPM). The high-strength rail fastening apparatus for a railroad car according to claim 1, wherein the high-elasticity rail pad is made of ethylene propylene diene-monomer (EDPM).

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