MXPA98007061A - Intersections of vies lane systems ferr - Google Patents

Abstract

The present invention relates to an intersection of railway track systems that cooperates with a pair of rail rails of railroad track systems and having intersecting rail rail alignments, characterized in that it has in combination: a sub-assembly of rail tracks. flange support bifurcation having intersecting outwheel wheel flange ways each having a wheel flange support surface for uniform lifting flange path along the profile of the sub-assembly bias; base plate means that have a fixed position with respect to said flange support bifurcation assembly; an intersecting rail of the rail system secured to said base plate means in a fixed position and in relation to said flange support bifurcation subassembly; a relief subassembly secured to said base plate means in contiguous bifurcation sub-assembly relationship flange support rail, located parallel to said intersecting rail of the rail system, and having an inclined rail wheel flange support surface aligned parallel to said intersecting rail of the rail system, wherein sub-assembly of relief is secured to said base plate means completely independent of said rail intersecting rail system, and said rail wheel flange support surface of the hill relief sub-assembly with said flange support surface of the track wheel of the rail system. tab of the flange support bifurcation subassembly, having a pediment in the approximate scale of 2.54 cm of elevation for each 6.1 meters of travel by 2.54 of elevation for each 3.05 meters of travel, and having an elevation of approximately 2.54

Description

INTERSECTIONS FOR TRABAMQ PE RAILWAY ROUTES CAlPO OE THE INVENTION This invention relates generally to intersections for railroad work, such as crossroad intersections for railroad work and railroad intersections for railroad work "and more particularly refers to railroad and junctional crossings for work railways of the type that have rail road flange tracks for flange support.

BACKGROUND PE THE INVENTION More and more »the operators of the modern systems of transport in rails for heavy work (high speeds of train» high loads of axis of railcar and high densities of transit of motorway) »are adopting improvements of the work of railway tracks that offer especially advantages of prolonged operation v and a consequent reduction of maintenance costs of track work. Said improvement of railroad work involves replacing intersections for work of roads characterized by choreography support of rolling of highway wheel with intersections classified as flange support. For an example of a known type of rail intersection flange support, refer to the patent of E.U.A. No. 5,531,409 granted to Wi low for railways and railroad crossings with bolted rail bifurcation for flange support. The flange support branches function to prevent the road surfaces of the highway wheels passing through the intersection from impacting and damaging the corners of the flange track spaces typically provided on the intersection traffic rails for eliminate physical interferences that would otherwise occur with respect to the tabs of the highway wheel that cross the intersection in a differently angled direction. The prevention of damage is achieved by making the highways pass through the fork in a particular direction to be elevated enough to transfer the weight of the highway from the road wheel to the flange of the highway wheel in the position of each space of the flange wheel of the section of the transit rail. The conventional intersecting tab support bifurcation assembly of the U.S.A. No. 5,531,409 uses "for example" relatively short relief ramps which are integrally machined in the steel / manganese casting component of the fork assembly to achieve the desired elevation of the highway wheel and transfer targets. of weight. A flange support intersecting construction for railroad track work has been discovered which differs significantly from the prior art flange support fork assembly and which »due to significantly reduced loads resulting from the road wheel impact ( with respect to the same weights and speeds of the highway) »achieves materially increased intersection operation times. In the same way, and as a consequence of the invention, they obtain important reductions in the maintenance costs of the intersection for repair or replacement. Said cost reductions are particularly important for operators of the rail transportation system who use the improved intersection construction in relation to applications involving high-speed railroad transit conditions for heavy-duty and heavy-duty vehicles. high density. Other advantages and objects of the present invention will become apparent after careful consideration of the detailed descriptions, drawings and claims appended hereinafter.

The invention for the railway track work of this patent application is essentially formed of an intersecting subassembly having flange bearing support surfaces. for the flange track of the uniform elevation road wheel along the extension of the profile of the intersection »transit rails for railroad work cooperating with the intersecting sub-assembly in a contiguous fixed relationship» and ßubassembly for relief inclined fixedly located adjacent to and along the transit rails "and in aligned and contiguous relation to the flange bearing support surfaces for the flange track of the sub-assembly of the sub-assembly. In the case of a crossroad application for railroad work »the intersection sub-assembly is basically composed of four depth flange support bifurcation assemblies for uniform flange track along the extension of its» profile of eight transit rails for work of tracks leading to and / or from the intersection sub-assembly "and eight inclined relief sub-assemblies cooperating with the intersection subassembly and with the transit rails. Four padding sections each having a flange support support surface for the flange track of the corresponding uniform lift vehicle wheel »may be advantageously and necessarily included or optionally in the intersecting subassembly to interconnect the four assemblies of bifurcation in cooperation relationship »depending on the particular design characteristics of the intersection subassembly.

In the case of an intersecting railroad track interchange application, the intersecting sub-assembly is basically formed of a single depth flange support bifurcation assembly for the uniform flange path along the extension of ßu. profile, of four rails of transit for work of tracks leading to and / or from the intersection sub-assembly "and of four inclined relief sub-assemblies that cooperate with the intersection sub-assembly and with the transit rails. Additionally, two relief sub-assemblies and an intermediate longitudinal track filling section are preferably located along each outer main line for road work or the transit rail is changed to ensure the vertical stability of each motorway passing through the main road. intersection subassembly. The intermediate longitudinal filler sections each have a flange bearing support surface for the flange track of the reciprocating uniform highway wheel, and the relief sub-assemblies incorporated into the track work. Novel railway, as well as the filling sections for work of included tracks »advantageously perform a guard rail function.

DESCRIPTION OF THE DRAWINGS Figure 1 is an elevation view of a portion of a type of rolling support of the prior art railway track bifurcation assembly, and a superimposed rail wheel passing over the assembly. Figure 2 is a sectional view taken on line 2-2 of figure ls Figure 3 is an elevation view of a portion of a flange type of the prior art railway track bifurcation assembly "and a superimposed highway wheel passing through the assembly; Figure 4 is a sectional view taken on line 4-4 of Figure 3; Fig. 5 is a schematic plan view of a preferred intersection modality for railroad work of the present invention used in an intersection of railway intersection at right angles. Fig. 6 is a plan view schematic of another preferred embodiment of the intersection for railroad work of the present invention used in an application of the railroad switch intersection. Figure 7 is a sectional view taken on line 7-7 of Figure 6. Figure ß is a plan view of a preferred embodiment of the relief subassembly advantageously used at intersections for work of tracks of Figures 5 and 6; Figures 9 and 10 are sectional views taken on lines 9-9 and 10-10. respectively »of the figure?» Figure 11 is an elevation view of the relief bar element of the relief subassembly of Figures 8 to 10; Figure 12 is a plan view of another form of the relief subassembly that can be used at intersections for work of roads of Figures 5 and 6 »Figures 13 and 14 are views in section taken on lines 13-13 and 14-14"repectively" of Figure 12; Figures 15 and 16 are elevation views taken on lines 15-15 and 16-16"respectively" of Figure 12; Figure 17 is an enlarged sectional view of the relief bar component of the relief subassembly illustrated in Figures 12 to 16; and Figure 18 is a sectional view similar to Figure 10 »but illustrating an alternate form of guard rail configuration and also an alternative arrangement of the relief bar and guard rail support. --flKH-U-K3B-UUM - &MriM - d-M In Figures 1 and 2, they illustrate schematically the positional relationships of a railroad track wheel 10 passing through a portion of a prior art rolling bearing sub-assembly 12 typically included in a railroad track 10. intersection tersection for work on conventional railroad tracks or a switch intersection for conventional railroad work. The running surface 14 of the highway wheel 10 normally rolls on the crowned top surface 16 of the head of the track working rail 18 (or the transit rail 19 ßi ε crosses in a direction of intersection). except when the wheel 10 is crossing the space 20 that is provided in the branch assembly 12 to avoid physical interference between the rail 18 and the wheel flanges 22"that would otherwise occur when the dual carriageways cross the fork assembly 12 as along one direction i terßectante. In the applicable standards of the American Rail oad Engineering Assignment (AREA) for Conventional Rolling Support Fork Assemblies »there is a nominal clearance A of at least approximately 2.54 cm between the flange 22 of the highway wheel 10 and the upper surface del of the branch filler element 26 (see Figure 2). As previously suggested, the large impact loads imposed repeatedly on the transit rail 18 in the crowned areas of the rail head B and C (Figure 1) by the wheel running surfaces 14 of numerous motorway wheels 10 which they cross the intermittent flange track space 20 »can result in significant damage to the transit rail and even to the sliding carriage wheels. Also shown in Figure 2 is a base plate element 28 and a threaded screw fastener 29. A representative type of flange support of the prior art for the intersection bifurcation sub-assembly for railroad work offered to the industry rail transportation "to eliminate the type of damage to the transit rail head mentioned above" is illustrated schematically in the drawings (figures 3 and 4) "and is indicated by the reference number 30. The illustrated branch assembly» and the components of the highway wheel of FIGS. 3 and 4 are generally the same as the corresponding components of FIGS. 1 and 2. except with respect to the uppermost surface 32 of the bifurcation filler element 34. The upper surface of said filling element eß a bidirectionally inclined surface machined integrally in the filling element 34 »in such a way that ßu áp Relatively short elevation ice occurs in the rail space region 20 »and works to raise the overpass wheels over a distance D that is approximately equal to the clearance clearance A of the bifurcation assembly filler element 26 described in relation to figures 1 and 2 of the drawings. As a consequence »the upper surface of the bidirectionally inclined filling element 32 becomes a flange bearing support surface in the region of the flange track space 20» the transition of the wheel 10 between being supported by rolling or sustained ßer per tab »occurs basically on either side of the flange track space 20 near regions B and C of the transit rail head. The slope of the surface 32 eß determined in part by the total length of the profile of the bifurcation subassembly 30 and »in some applications» has a slope in the general scale of approximately 2.54 cm by 0.61 m in length of travel »up to approximately 2.54 cm by 1.83 m of travel length in each direction of travel of the bifurcation subassembly. Similarly it should be noted that in the event that the filler element 34 of the bifurcation subassembly 30 requires replacement, a time-consuming and maintenance-interrupting procedure is required, involving the separation of screws and the separation of the screws. transit rails 18 and the filling element 34. Figures 5 and 6 illustrate schematically a preferred embodiment of the present invention when applied to a crossover intersection application for railroad work 100 and to an intersecting intersection application for railroad work 200"respectively. Referring to Figure 5, the crossing intersection for railroad work at right angles 100 includes an internal intersection sub-assembly 102, "paired transit rails of main line work for tracks 104 and 106" and sub-assembly of paired relief. 108 and 110 which functionally cooperate with the transit rails 104 and 106 and with the sub-assembly of intersection 102. The sub-assembly 102 typically includes four different elements of the bifurcation steel / manganese strand 112"and may also include filling elements of longitudinal section for working of tracks 114 that work to interconnect the steel bifurcation elements 112 when said bifurcation elements are not dirasionalized or profiled to adjoin each other. It is important to note that the intersecting ßubenßamble 102 has intersecting flange ways of highway wheel 116 and 118 each having a flange support surface for flange support 120 (see Figure 7) which is uniformly lifting along of the extension of the profile of the intersecting subassembly 102. If provided, the flange tracks 116 and 118 are formed essentially of contiguous flange track segments included in the cooperating bifurcation elements 112 and the relice section elements 114. In relation to figure 6, the section changes to railroad work indicated by the reference number 200. It includes an individual subenamble of internal cross section bifurcation element 202 rieleß of double-sided paraffin 204 and 206 of the main line for work of tracks, paired rails 208 and 210 of change-over traffic »ßubenßambleß of relief 212 that cooperate functionally with rieleß of intersection of main line and of transit of changeways 206 and 208 and with the subassembly of the fork element 202» and outer guards for work of tracks 213 each including a pair of relief subassemblies 214 separated by »but attached to» the intermediate longitudinal sub-assembly of track filler section designated 206. It is important to note that the ßubenßamble of the intersection bifurcation element 202 has intersecting flange ways of highway wheel 218 and 220 each having a flange support surface for flange support 222 (see Fig. 7) »which is uniformly raised along the extension of the subenamble profile of the element of bifurcation by intercept 202. From the way roism »the enßambles of shelter for work of roads 213 each of them has a flange support surface in its intermediate filling section 216 for supporting a uniform lifting flange along a length of travel corresponding to »and which is situated opposite to» the extension of the flow path The lattice tracks of the highway wheel 218 and 220 are provided in the drawings. The sectional view of FIG. 7 is provided to more clearly illustrate the path extension of the flange support surface for flange support 222 which is provided in each of the intersecting flange paths 21B and 220 of the subenamble of the branch element 202. It should be noted that the support surface has a constant elevation with respect to the base of the subassembly and a constant depth with respect to the supporting surface of the sub-assembly. the running wheel of the subenamble transit rail head »both along the length of travel or the profile of the subassembly 202. The uras 8 to 11 correspond essentially to one mode of the relief subenamble 300 that may be preferred to be used as the relief subassembly included in the intersection of junction 100 or the intersection of switch 200"and figures 12 to 17 correspond to an alternative mode of the relief subassembly 400 suitable for the same applications of the invention and which also has the same inclined surface characteristics of the relief bar. In relation to figure 8 »the ßubenßamble of relief 300 »mounted on the rigid base plate elements 302 adjacent to the transit rail section 304» includes a series of separate lift plates 306 »each normally welded on its edges to a base plate 302. a series of l arms castings 308. each welded and bolted to a lifting plate 306 »a guard rail section 310 supported on the lifting plate 306» and a tapered and lifting relief bar element 312 also supported by lifting blocks 306. A series of threaded nut and screw fasteners 314 securely attach the relief bar element 312 and the guard rail section 310 to the cast arms 308 with an intermediate mesh spacer 316 that is provided between the elements 310 and 312 at each end. Bra position. The interface separators 316 are preferably molded from a thermosetting polyimide resin-reinforced glass or embedded carbon fiber systma. The separator 316 may also be made of different materials, such as iron or ductile steel. Figures 9 and 10 are sectional views taken on lines 9-9 and 10-10"respectively" of figure 8 »and illustrate the scale of elevation ratios of the flange-to-flange support surface of the wheel which typically originate as a 10-wheel wheel rolls over the relief pipe 300 between a transit rail such as 104 »106 or 206» 208 abutting at one end of the sub-span 300 and a bifurcation element of any intersecting sub-assembly 100 or 200. In order to minimize the impact load imposed on the track relief relief sub-assembly, it was necessary to limit the inclined flange support surface 318 of the tapered relief bar element 312 to a slope at the end point. at least approximately 2.4 cm of elevation change x 6.1 linear meters of travel »but not greater than 2.54 cm of elevation change x 3.05 m of travel» and preferably more than rca of the slope value of 2.54 cm x 6.1 m. Similarly »the inclined flange support surface 318 must have a total lift of at least about 2.54 cm» particularly for applications involving work of railroad tracks constructed in accordance with AREA standards. Figure 11 illustrates the elevation configuration of the tapered relief bar element 312 and more clearly but "exceeds" the included inclined surface of the flange support 318 of that element. In addition, FIG. 11 illustrates the elongated screw hole 320 which is provided in the relief bar element 312 to cooperate with screw fasteners 314 of the subassembly 300. Said elongated screw hole arrangement facilitates the placement of shims between the underside of the element 312 and the lifting blocks 306 in the different lower regions of the support when subsequent adjustments of the sub-assembly are made to compensate for the wear of the flange bearing surface. Said footwear action can be achieved without having to disassemble the cooperating transit rail. An alternative embodiment of the relief pipeline 1 indicated with the reference number 400 in the drawings is illustrated in plan view in figure 12 and in section in figures 13 and 14 taken in lines 13-13 and 14-14"respectively" of figure 12. Figures 15 and 16 are »respectively» partial views in longitudinal elevation taken on lines 15-15 and 16-16. respectively, of figure 12. Referring to figure 12, the relief sub-assembly 400 includes rigid base plate elements 402 adjacent to the transit rail section 404, a series of separate welded posts 400a to 400n each. loe eß of a different total height and is secured to a referential baße plate 402 by wedge welding "and a sustained relief bar 408 by the welded posts and secured in position by engaging fasteners 410 which can be threaded nut and screw type fasteners or elastic clip type fasteners. The heights of the individual welded posts 406 are selected and controlled so that their supporting plate portions 409 cooperating with the underside of the relief bar 408 provide a slope for the relief bar 408 which is in the The above described 2.54 cm x S. lm of travel x 2.54 cm x a slope of 3.05 m of travel for the flange support surface 318 of the relief subassembly 300. The preferred cross-sectional configuration for relief bar 408 is illustrates more clearly in Figure 17. The relief bar element 408 »which is typically machine made from appropriately dimensioned bar material. It is provided with a surface 412 that functions as an inclined flange support surface for flange support when installed on mounted welded poles 400a through 406n. Said bar element is also provided with an integral guard flange 414 which functions in the manner of a conventional guard rail. The projection of the integral flange 414 partly defines a depression in the relief bar 414 in which the heads of the fasteners 410 are biased so as not to interfere with the relieving function of the relief bar. In the above general descriptions of the intersection for railroad work 100 »ц suggests the possible need to provide longitudinal sections of filler for work of tracks 114 at the intersected intersection to ensure continuity of the flange support surfaces of the lanes flange for flange support 116 and 118. In general, and if provided, said fillings will have a construction and a cross-section similar to one of the cross sections illustrated in Figures 10 and 14. In that case, the bar The included relief will not be tapered like the relief bar 312, but instead will have a support surface con of the supporting elevation petagne which corresponds to the elevation of the víasubenßambleß uniform depth flange path of the bifurcation element 112. the fall of the cross section of figure 14 »the longitudinal section of filling for work of roads will have soldiers 406 posted that are all of the same height. With respect to the intersection for work of tracks 200 and the outer guards for work of tracks 213 »the longitudinal sections of filling for work of included roads» which are longitudinally coextensive with the sub-assembly of the bifurcation element »may have a corresponding cross-section with that of Figure 10 or Figure 14 »wherein the included relief bar is not tapered and thus different from the relief bar 312. or the welded posts of the subassembly are of uniform height. In FIG. 18, the details of an advantageous modification of the intersection arrangement for working tracks of FIGS. 8 to 10 are schematically provided. Basically. the guard rail 311. having a rectangular configuration in cross section, is replaced by the conventionally shaped guard rail element 310 »and is directly supported by the bar plate 302 without an intermediate lifting block 306. In the same way» FIG. 18 and uses a wedge element 307 installed between the bar relief 312 and base plate 302 to compensate for excessive pre-wear of the upper surface of the relief bar. The arrangement of Fig. 18 offers the additional advantage that the guard rail 311 can be removed »invert and return to its place» or it can also be removed »reverse long or return to its place» or both, to solve the problem. Excessive wear on the guard rail caused by repeated frictional contact prior to the sides of the tabs of the highway wheel crossing the intersection. Similarly, the relief bar 312 can be inverted, or sometimes rotated end-to-end, and reinstalled to correct excessive wear on the upper flange support surface of the relief bar. Several changes can be made with respect to the form »relative size and materials of the specified construction components» when implementing the invention of the intersection for railroad work described herein without departing from the meaning or spirit of The following re vindications.

Claims (11)

NOVELTY PE THE INVENTION CLAIMS

1. - An intersection for railroad work that cooperates with a pair of traffic rieleß for railroad work and that has alignments of intersectant traffic rail "characterized because it has in combination: a ßubenßamble bifurcation of flange support that has intermittent highway wheel flange tracks each having a wheel flange support surface for uniform elevation flange path along the bifurcation subassembly profile; base plate means having a fixed position with respect to said flange support bifurcation assembly; an intersecting transit rail for rail work secured to said base plate means in a fixed position and in contiguous relation to said flange support bifurcation subassembly; a subenamble of relief secured to said base plate means in contiguous relation to said sub-span of flange support bifurcation "located parallel to said intersection traffic rail for track work" and having a wheel flange support surface of inclined highway aligned parallel to said intersection traffic rail for work of roads »where said subenamble of relief is secured to said base plate means completely independent of said intersection rail for road work, and said support surface of flange wheel tab of the relief subenamble abuts said "flange support flange of the flange track wheel of the flange support bifurcation subassembly" having a slope at the approximate elevation of 2.54 cm for every 6.1 meters of traveled or by 2.54 cm of elevation for every 3.05 meters of travel "and having an elevation of 2.54 cm.

2. The invention according to claim 1, characterized in that said relief sub-assembly comprises a relief bar element directly or indirectly supported by said plate means "a guard rail element directly or indirectly supported by said elements". ba placae plate means »removable arm elementsß directly or indirectly supported by said ba placae plate means» separating elements that separate said relief bar element from said guard rail element, and half removable fastenersß rigidly joining said relief bar »Separator, guard rail and arm elements» < in a unitary structure said biasing support surface of the flange track wheel of the highway wheel of the relief sub-assembly being the top surface of said relief bar element and being located at elevation below the upper surface of said guard rail element.

3. The invention according to claim 2 »characterized in that said separating element eß complementary and conforms with said relief bar element and said guard rail element.

4. The invention according to claim 2 »characterized in that said relief bar element is tapered in elevation along its length of travel. 5.- The invention in accordance with the claim 2 »characterized in that said relief bar element is held directly on removable shims» said removable shims being located between said relief bar element and said bateau plate means. 6. The invention according to claim 1 »characterized in that said relief sub-assembly comprises a series of support post elements ße separated from different heights progressively variable and supported by y and fixedly secured to said base plate means »A relief bar element removably detached by said" support pole elements "and" removable media "fastening said element of the relief bar and said support pointer elements in a unitary structure" said relief element having a portion of the uperior surface que comprising said urface of the ooil support of the flange track of the highway wheel of the relief sub-assembly. 7.- The invention in accordance with the claim 6 »characterized in that said relief bar element of the relief sub-assembly, is provided with a guard flange element, said guard flange element being located above said first surface portion of the relief bar element and separated by a integral depression that receives a portion of said medium removable fasteners. 8.- The intersection for work of railroad tracks according to claim 1 »characterized in that it is steamed in a roadway switchgear» and also comprises a pair of exterior sub-assemblies for guarding workways that cooperate with external rails of intersection traffic and each having a pair of said ßubenßambleß relief reliefs cooperatively connected to an intermediate longitudinal section of filling for road work »said filling operations for work of roads each having a flange support surface of the track flange of the road wheel of uniform elevation along the extension of a profile "which is coextensive with the extension of the profile of said flange ways of the highway wheel of the flange support bifurcation sub-flange. 9. The invention according to claim 1 characterized in that said relief sub-assembly comprises a relief bar element directly or indirectly supported by said base plate means, a guard rail element directly or indirectly maintained by said means bar plate »removable arm elements directly or indirectly supported by said baie plate means and half removable fasteners rigidly joining said relief bar» guard rail and arm elements »in a unitary structure» said ß support surface flange of the petagne track wheel of the ßubenßamble highway relief wheel being the top ßurfacing of said relief bar element and disposing located in elevation below the upper surface of said guard rail element. 10. The intersection for railroad work according to claim 9 »characterized in that said guard rail element has a rectangular configuration in transverse section. 11. The intersection for work of railroad tracks according to claim 9 »characterized in that said relief bar element is" directly held on removable shims "said removable shims being located between said relief bar element and said plate means of baße.