WO1984000986A1

WO1984000986A1 - Level crossing

Info

Publication number: WO1984000986A1
Application number: PCT/DK1983/000082
Authority: WO
Inventors: Aage Kirkeby Andersen
Original assignee: Nygaard Kaj Skytte
Priority date: 1982-09-06
Filing date: 1983-09-06
Publication date: 1984-03-15
Also published as: EP0119221A1; DK396982A

Abstract

In a level crossing for rails with driving lane plates (2, 4) placed on each side of the rails (10) said plates (2, 4) at their projections (36, 38) are abutting the rail foot (18) and the rail head (22) via inserted form pieces (20, 24 and 26). In the space between a rail (10) and each projection (36) a form piece (20) is arranged, said piece (20) extending only between the underside of the projection (36) and the foot portion (18) of the rail (10) and an L-formed form piece (24) only abutting the underside of the rail head (22) and the body (34) of the rail (10). The L-formed form piece (24) comprises a concave angular cavity for cooperation with the upper horizontal corner of the plate projection (36). Thereby inner plates (2) occupy a larger part of the distance between the two rail bodies (34) for simultaneous increasing of the supporting area of the inner plate against the rail foot portions (18).

Description

Level Crossing.

The present invention relates to a level crossing of the kind stated in the introductory clause of claim 1.

Such level crossing is known from Swiss patent No. 490,571, in which a form piece is arranged between each rail and the inner lane level plate of the level crossing being positioned therebetween. Said form piece comprises a vertical portion having a thickness corresponding to the corbel width of the rail head from the rail body. Otherwise the inner plate may not - as stated in the specification - be lowered so deeply between the rails that it can have the form pieces inserted from the side between the inner plate and the actual rail when the inner plate is positioned a short distance above its final position. The inner plate thus rests only at the outermost edge of the rail foot via the attached form pieces, where the width of the outermost edge corresponds to half the difference between the width of the rail foot and the rail head.

It is the object of the present invention to provide a level crossing in which the inner plate between the rails may have a larger distance between the end surfaces of opposite projections, so that the projections after the mounting of the inner plate between the rails may rest on the foot portions of the rails with a larger contact area. This object is obtained by a level crossing according to the invention, which is characterized by the items stated in the characterizing clause of claim 1. Said object is achieved because there is no form piece at the body of respective rails to prevent the projection of the inner plate from contacting the rail body during mounting of the inner plate, whereby said distance between the end surfaces of opposite projections and thus the inner plate may be larger than by the prior inner plates. The distance increase which may thus be obtained, corresponds to the thickness of the form piece portion omitted according to the present invention between the rail body and the side surface of the projection facing the rail body. The measures of the inner plate perpendicular to the rails may thus be up to 5 cm larger, and a dimensional increase of this size will cause an essential increase of the strength of the inner plate at the projections, where the traffic lane loading of the inner plate is transferred to the rails. Thus, a profile iron secured in the inner plate may be omitted at said heavily loaded contact surface. As said distance between opposite projections corresponds to the distance between the body of one rail and the head of the other rail, the inner plate according to the invention should be put in an oblique position in order to be edged into its position between the rails which, however, do not substantially impede prompt mounting of the inner plate. After this mounting of the inner plate the L-formed form pieces will be inserted between each projection and the respective concave corner of the adjacent rail on top of the rail body below the rail head.

In claim 2 an embodiment of the L-formed form piece is defined so that said form piece when arranged between inner plate and rail head partly provides a sufficient clearance to the wheel flanges of the waggons running along the rails, and partly fills out the space between rail body and inner plate, at least at the upper part of the rail body, for locking the inner plate between the rails.

By the measures of claim 3 the durability of the inner plate is further increased, as the dimension thereof perpendicularly to the rails can be increased when the thickness of material of the form piece at the rail foot parts is relatively small.

By the measures of claim 4 an advantageous embodiment of the L-formed form piece is achieved, so that said piece may served both to lock the inner plate between the rails and to place correctly the outer plates at the outer side of the rails during a simultaneous total or partly filling out of the space between rail head and outer plate for decreasing the impact load influence on the rail caused by the crossing traffic. Thus, L-formed form pie ces of similar cross section may be used at both sides of the rails. By the measures of claim 5 an embodiment of the form piece for the rail foot is defined, so that said form pieces are safely kept in place at the rail foot during the mounting operation of the inner plate, and simultaneously the use of other securing means than the squeezing effect of the form piece itself is avoided.

The invention will now be described in more detail in connection with an embodiment and with reference to the drawing in which

Fig. 1 shows a cross section of a level crossing at a rail between an inner plate and an outer plate. Fig. 2 a form piece for arrangement by squeezing effect on the foot part of a rail between a pair of sleepers, and Fig. 3 an L-formed form piece for being arranged between a driving lane plate and a rail as shown in Fig. 1. Fig. 1 shows a part of a level crossing comprising an inner plate 2, an outer plate 4 , a rail 10 and a sleeper 16.

Form pieces are arranged between the plates 2, 4 and the rail 10. The figure shows the rail 10 secured to the sleeper 16 via a wedge-formed supporting plate (not shown), and on the foot portions 18 of the rail 10 form pieces 20 in the shape of a preferably electrically isolating abutment of a resilient material is arranged between the sleepers 16. Furthermore, a resilient, L-formed form piece 24 serving as a locking profile is arranged between the inner plate 2 and the head 22 of the rail 10, and another resilient, L-formed form piece 26 is arranged between the rail head 22 and the outer plate 4. In the embodiment shown the two packings or form pieces 24, 26 are similar, and the one flange 28 of the form piece has a larger thickness of material than the second flange 30.

The plates 2 and 4 do not directly contact the rail 10 anywhere, seeing that both plates rest on a form piece 20 and are locked in place to the rail 10 by the form pieces 24 or 26. Thus, for the construction of a level crossing for a railway passage two types of plates are used: the inner plate 2 resting on the rail foot between the rails, and the outer plate 4 resting on the outer side of the rail foot. The form pieces 20 act as abutments on the rail foot portion 18, and the form pieces 24, 26 act as locking profiles in the rail groove 32 at the body portion 34 of the rail 10 between the rail head 22 and the foot portion 18. The plates 2, 4, each of which rests on a rail foot portion 18, are isolated from the rail 10 by the form pieces 20, which e.g. may be of neoprene rubber. The plate 2 rests on the rail foot portion 18 with its end projection 36, the outermost ends of which are positioned near the body portion 34 of their respective rail and between the rail head 22 and the rail foct portion 18, when the plate is in its position on the rails 10.

The projections 36 are as shown positioned at a larger distance from the rail head 22 than from the rail body 34, and the form piece 24 is squeezed in between the projection 36 and the rail body 34 right below the rail head 22. Preferably, the form pieces 24, 26 are made from a resilient material which at a predetermined compression stress may totally fill out the upper part of the space between the projection 36 and the body 34 and head portion 22 of the rail right below this. The plates 2 and 4 are preferably made of concrete. The plate 4 on the other side of the rail 10 is arranged corresponding to the arrangement of the plate 2 so that the end projections 38 at the outer plate 4 when correctly arranged are situated near the body portion 34 of the rail 10 and in between the head 22 and foot portion 18 of said rail.

The form pieces 20 are made from a shock absorbing and preferably also water-repellent material and may be adhered or otherwise secured to the upper side of the rail foot 18, but preferably it is fixed to the rail foot 18 by a firm surrounding of the edge portion of the rail foot on three sides.

The mounting locations and the performance of the form pieces between the rail and the plate secures an efficient locking effect against influences of forces in essentially all directions in planes perpendicular to the rail body; in particular vertical influences of force for the plates and sideward influences of force for the rail 10; when a train passes the level crossing, the sleepers 16 will be bent a little whereby the rails 10 are twisted sidewardly outwardly to a vertical position.

The same or another L-formed form piece 26 is provided between the outer plate 4 and the rail 10 for squeezing in between the outer plate 4 and the rail head 22 just above the projection 38 at the long side and the underside of the rail head 22.

Fig. 2 shows a section of the form piece of Fig. 1. Said form piece may be channelled for increasing its securing to the rail foot portion 18 as shown at 40. Fig. 3 shows a section of the form piece 24 of Fig. 1, which as stated above may be similar to the form piece 26. The edges 42 and 44 of the form pieces may as shown be sharp to prevent penetration of water at these locations when the form piece is mounted.

Claims

C l a i m s :

1. Level crossing for rails with driving lane plates (2, 4) placed on each side of the rails (10), said plates by means of projections (36, 38) and preferably resilient form pieces (20, 24, 26) are butting the rail foot portion (18) and the rail head portion (22), c h a r a c t e r i z e d in that in the space between a rail (10) and the projection (36) of a driving lane inner plate (2) are arranged a form piece (20) which essentially extends only between the underside of the projection (36) and the foot portion (18) of the rail (10), and an L-formed form piece (24) only abutting the underside of the rail head (22) and the body (34) of the rail (10), and which form piece is provided with a concave angular cavity for cooperating with the upper horizontal edge of the plate projection (36).

2. Level crossing according to claim 1, c h a r a c t e ri z e d in that the one leg or flange (28) of the L-formed form piece (24) has a larger cross sectional width than the other flange (30).

3. Level crossing according to claim 2, c h a r a c t e ri z e d in that the thickest leg or flange (28) of the L-formed form piece (24) is essentially thicker than the thickness of material of the form piece (20) at the rail foot portion (18).

4. Level crossing according to any of the preceding claims, c h a r a c t e r i z e d in that the form piece (24, 26) partly comprises an angular cavity for cooperation with the lowermost convex corner of the rail head (22), and partly comprises an angular projection opposite the angular cavity for cooperating with the lowermost concave corner of the rail head (22) at the rail body (34).

5. Level crossing according to any of the preceding claims, c h a r a c t e r i z e d in that the form pieces (20) of the rail foot portions (18) are performed so as firmly to surround the edge portion of the rail foot portion (18) on all three sides thereof (Figs. 1 and 2).