WO2000075429A1 - Forked railway track system - Google Patents
Forked railway track system Download PDFInfo
- Publication number
- WO2000075429A1 WO2000075429A1 PCT/GB2000/002190 GB0002190W WO0075429A1 WO 2000075429 A1 WO2000075429 A1 WO 2000075429A1 GB 0002190 W GB0002190 W GB 0002190W WO 0075429 A1 WO0075429 A1 WO 0075429A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- rail
- track
- check
- branch
- rails
- Prior art date
Links
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B7/00—Switches; Crossings
- E01B7/02—Tongues; Associated constructions
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B2202/00—Characteristics of moving parts of rail systems, e.g. switches, special frogs, tongues
- E01B2202/04—Nature of the support or bearing
- E01B2202/042—Sliding
Definitions
- This invention relates to a forked railway track system, and in particular to turnouts.
- Conventional railway turnouts often called points or switches, generally comprise a primary track and two branch tracks.
- Each rail of the primary track is continuous with a respective rail of each of the branch tracks and is known as a stock rail.
- the stock rails are thus parallel where they form the primary track and diverge from each other as the branch tracks lead away from the primary track.
- the other rails of the branch tracks each comprise a switch blade which is laterally shiftable between a first position in which one end of the switch blade contacts the inside edge of one of the stock rails for directing the wheels of a train travelling in a facing direction (that is from the primary track towards the branch tracks) away from the stock rail and onto the switch blade, so leading the train onto the corresponding branch track, and a second position in which the switch blade is displaced from the stock rail to form a flangeway gap for allowing the wheels of a train travelling in a facing direction to remain on the stock rail and travel down the other branch track.
- the two switch blades associated with each branch track move in unison such that only one switch blade may contact a stock rail at any one time to prevent simultaneous selection of both branch tracks.
- the switch blade shifting mechanism may be spring- loaded such that a train travelling in a trailing direction (that is from one of the branch tracks towards the primary track) can automatically reset the switch blades to allow it through the turnout.
- the gauge of the rails decreases due to the displacement of the switch blade on which the train is rolling.
- Switch blades are made from rails which are cut to appropriate length and machined to a taper along a large proportion of length to form a very narrow blade at its end where it contacts the stock rail, otherwise known as its toe. In this way, when seated snugly against the stock rail, the switch blade does not bring the gauge of the track out of tolerance.
- the radius of a stator for high speed railway applications, the radius of
- curvature of track ' at a turnout must be relatively large to keep lateral forces exerted by the track on the trains down to a level which is comfortable for passengers.
- a large radius of curvature requires a long switch blade to allow it to be displaced sufficiently clear of the stock rail to provide an adequate flangeway gap along its entire length.
- Current standards in UK as issued by Railtrack pic stipulate a minimum flangeway gap of 41mm to allow wheel flanges of a maximum width of 32.5mm (as used on Eurostar trains) to pass safely through.
- Railtrack pic standards stipulate a maximum allowable gap due to intrusive matter between switch blade and stock rail of 3.5mm in a facing direction. This is a tight tolerance which can be hard to ensure in view of the flexibility of long switch blades. It is therefore often necessary to employ several actuators and detectors at various positions along the length of the switch blade to shift it in the required manner without flexing and to signal oncoming trains to stop if the gap tolerance is exceeded. Additional actuators and detectors add to the expense of the system, and maintenance costs associated with keeping the turnout operational and free from debris are also very high.
- a forked railway track system comprising a primary track and two branch tracks, each branch track providing a continuous pathway with the primary track at their convergent ends, each track comprising a pair of parallel rails, a first stock rail of each branch track being continuous with a respective corresponding rail of the primary track, characterised by the second rail of each branch track being fixed and separated from its respective corresponding rail of the primary track at its convergent end to form a flangeway gap between the second rail and the stock rail of the other branch track.
- a check rail is fitted adjacent to a rail of the primary track in the vicinity of and on the same side as the flangeway gap through which the wheels of a train traveling in a facing direction are intended to pass, the check rail acting on the flange- backs of the wheels on one side of the train to guide them through the flangeway gap and to guide the train down the corresponding branch track.
- the check rail is moveable between a first position in which it acts on the flange-backs of the wheels on one side of a train traveling in a facing direction to guide them through the flangeway gap and so guide the train down the corresponding branch track, and a second position in which it is ineffective, to allow the wheels of trains traveling in a trailing direction from the other branch track to pass .
- the direction of rail traffic traveling in a facing direction may be more positively controlled. Furthermore, by providing a movable check rail adjacent to both rails of the primary track, it is possible to selectively control the path of the wheels on a respective side of a train to direct the train onto a corresponding branch track.
- the check rail is moveable, it is not subject to the problems of flexing associated with shiftable switch blades since the check rail need not be machined down to a narrow profile and in any case the check rail plays no part in supporting the weight of rail traffic.
- the check rail may be laterally rotationally or vertically movable or a combination of these.
- the stock rails comprise non-grooved rails.
- Non-grooved rails are typically used for high speed rail systems, for which the railway track system according to the invention is particularly well suited for the reasons stated above .
- a toy railway comprising the forked railway track system.
- Figure 1 is a plan view of a forked railway track system according to the invention for use in a trailing mode
- Figures 2 and 3 are plan views of a forked railway track system according to a second embodiment of the invention for use in both trailing and facing modes and set to respective branch tracks; and Figure 4 is a plan view of a forked railway track system according to another embodiment of the invention for use in both trailing and facing modes.
- Figure 1 shows a passive forked railway track system according to a first aspect of the invention comprising a railway turnout for use on a line bearing traffic in a trailing direction only as shown by the arrow, and having a primary track 1 and two branch tracks 3, 5.
- Each rail 7, 8 of the primary track is continuous with a respective corresponding rail 10, 12 of each of the branch tracks, otherwise known as a stock rail.
- the stock rails 10, 12 diverge from each other as the branch tracks 3, 5 lead away from the primary track 1.
- the non- continuous rails 11, 13 are each machined down to a narrow blade at their toes to enable a smooth transition as the wheels of a vehicle pass from one rail to another.
- the rails 11, 13 are static.
- Two check rails 18, 19 are fixed more or less parallel to the inner sides of the non-continuous rails 13, 11 and the rails 7, 8 of the primary track, forming a flangeway gap of a predetermined minimum size, for example 38mm or 41mm.
- the check rails 18, 19 extend from the vicinity of the toes of the non-continuous rails 13, 11 to a position along the primary track 1 remote from the branch tracks 3, 5.
- each branch track 3, 5 provides a continuous pathway with the primary track 1 at their convergent ends.
- check rails 18, 19 are present in the system shown in Figure 1 to help stabilise the wheels as they pass through the turnout, they are not essential to the operation of the system.
- Figures 2 and 3 show an active forked railway track system according to a second aspect of the invention comprising a railway turnout for use on a line bearing traffic in both trailing and facing directions.
- the same reference numerals are used as in Figure 1 to denote common elements, and reference is made to their description above.
- the system shown in Figures 2 and 3 differs from that shown in Figure 1 in that the fixed static check rails of Figure 1 have been replaced with check rails 28, 29, which, like the check rails 18, 19 of Figure 1, are positioned more or less parallel to the inner sides of the non-continuous rails 13, 11 and the rails 7, 8 of the primary track.
- the check rails 28, 29 each comprise a fixed length 30, 31 extending from a position remote from the branch track in a direction towards the turnout, but stopping short of the turnout, and providing a flangeway gap of a predetermined minimum size, for example 38mm, between it and its adjacent rail, and a moveable length 32, 33 extending from the end of the fixed length nearest the turnout to a position in the vicinity of the toes of the non- continuous rails 13, 11.
- the moveable length 32, 33 is provided with a pivot 35, 36 where it joins with the fixed length 30, 31 to allow lateral movement of the moveable length between a first position in which the flangeway gap between it and the stock rail 7, 8 is reduced to the minimum of 38mm and the end of the check rail contacts the inside edge of the toe of the non-continuous rail 13, 11, and a second position in which the check rail is displaced such that the flangeway gap between it and the stock rail 7, 8 is enlarged and the end of the check rail is displaced from the toe of the non-continuous rail 13, 11 to open a flangeway gap of at least 38mm therebetween.
- An actuator is provided (not shown) to move the check rails accordingly. When used in a trailing mode only, both check rails 28,
- the check rail 33 on the right side of the track is moved into contact with the toe of the non-continuous rail 11 as shown in Figure 2 to reduce the flangeway gap between it and the stock rail 8 to the minimum of 38mm or 41mm.
- the wheel flange-backs are acted on by the check rail 33 to steady and align them correctly.
- Figure 3 shows the configuration of the moveable lengths 32, 33 of the check rails required to send a train travelling in a facing direction down the left branch track
- the end of the check rails 32, 33 can contact the toes of the non-continuous rails 13, 11 to effectively close the flangeway path therebetween and prevent the wheels on the relevant side from passing onto the non-continuous rail 13, 11, the path of the wheels is actually governed by the action of the relevant check rail 32, 33 on the wheel flange-backs, and it is not necessary for the check rails to actually contact the toes in this way.
- the check rails could be modified to terminate short of the toes of the non-continuous rails 11, 13 by raising the check rails by an appropriate amount above the level of the stock rails 8, 7.
- the wheel can continue to be influenced by the action of the raised check rail on the flange-back to urge the flange towards the relevant stock rail until such time as the contact point of the corresponding wheel on the other side has passed onto the toe of the non-continuous rail 11, 13, and the wheel is safely on the branch track.
- Figure 4 shows a forked railway track system similar to that shown in Figure 1, but incorporating an active element.
- the railway turnout is for use on a line bearing traffic in both trailing and facing directions, and incorporates a moveable check rail in the form of a guide block 50 located between the static check rail 19 and the toe of the non- continuous rail 11.
- the guide block In a raised position, the guide block presents a side which acts as an extension to the check rail 19 extending parallel to the stock rail 8 and effectively closing the flangeway gap between the check rail 19 and the non-continuous rail 11. In its lowered position the guide block is completely ineffective.
- the guide block 50 When subject to traffic approaching in a trailing direction, the guide block 50 adopts its lowered position, and the turnout functions in the same way as that described with reference to Figure 1.
- the guide block 50 When traffic approaches in a facing direction, the guide block 50 is raised. As the wheels on the right side of a train pass the guide block 50, the flange-backs are acted on by the block to urge the flanges towards the stock rail 8, while the wheel flanges on the other side of the train drift away from the other stock rail 7 due to some enlargement of the flangeway gap as the check rail 18 on the other side tapers towards the inner side of the non-continuous rail 13.
- the action of the block 50 on the wheel flange-backs on the right side serves to direct the wheels on the left side away from the stock rail 7 and onto the toe of the non- continuous rail 13.
- the physical presence of the block within the flangeway gap between the check rail 19 and the non-continuous rail 11 prevents the wheels from passing through.
- the check rails of the invention may be provided with a renewable contact face, so as to reduce the maintenance costs for the system.
- the surface of the check rail which acts to urge the wheel back- flange against the fixed continuous rail is of course subject to greatest wear and may therefore be provided with this replaceable face section.
- the check rails may include a shock resistant feature which uses a resilient material, in order to absorb mechanical shock arising during wheel transfer between rails. This resilient material may also be provided as a replaceable part of the check rail which can be replaced during maintenance.
- the minimum flangeway gap between the check rail and the stock rail will be selected according the particular rail system.
- the possible minimum gaps of 38mm or 41mm given above are by way of example only.
- the minimum gap between the check rail and the stock rail may be less than the minimum gap between the convergent ends of the branch tracks .
- the railway track system according to the invention is particularly suited to high speed applications, in which the stock rails are non-grooved rails, such as UIC60 flat bottom rails .
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Moving Of Heads (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
- Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
- Railway Tracks (AREA)
- Liquid Developers In Electrophotography (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP00937055A EP1183424B1 (en) | 1999-06-07 | 2000-06-06 | Forked railway track system |
DE60026024T DE60026024T2 (en) | 1999-06-07 | 2000-06-06 | SOFT FOR RAILWAY SYSTEM |
AU52349/00A AU5234900A (en) | 1999-06-07 | 2000-06-06 | Forked railway track system |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB9913211.0 | 1999-06-07 | ||
GBGB9913211.0A GB9913211D0 (en) | 1999-06-07 | 1999-06-07 | Forked railway track system |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2000075429A1 true WO2000075429A1 (en) | 2000-12-14 |
Family
ID=10854878
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/GB2000/002190 WO2000075429A1 (en) | 1999-06-07 | 2000-06-06 | Forked railway track system |
Country Status (7)
Country | Link |
---|---|
EP (1) | EP1183424B1 (en) |
AT (1) | ATE317928T1 (en) |
AU (1) | AU5234900A (en) |
DE (1) | DE60026024T2 (en) |
ES (1) | ES2258461T3 (en) |
GB (1) | GB9913211D0 (en) |
WO (1) | WO2000075429A1 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2004035933A1 (en) | 2002-10-16 | 2004-04-29 | Balfour Beatty Plc | Forked railway track system |
CN112411270A (en) * | 2020-11-23 | 2021-02-26 | 齐齐哈尔哈铁装备制造有限公司 | Fixed point switch concrete sleeper single-opening turnout |
WO2022247758A1 (en) * | 2021-05-25 | 2022-12-01 | 肖宗旺 | Fixed turnout track and vehicle-mounted track change system |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE53890C (en) * | J. W. NORTON in Fort Robinson, V. St. A | Railway switch | ||
FR2180461A1 (en) * | 1972-04-18 | 1973-11-30 | Baronnet Andre |
-
1999
- 1999-06-07 GB GBGB9913211.0A patent/GB9913211D0/en not_active Ceased
-
2000
- 2000-06-06 DE DE60026024T patent/DE60026024T2/en not_active Expired - Fee Related
- 2000-06-06 WO PCT/GB2000/002190 patent/WO2000075429A1/en active IP Right Grant
- 2000-06-06 AT AT00937055T patent/ATE317928T1/en not_active IP Right Cessation
- 2000-06-06 EP EP00937055A patent/EP1183424B1/en not_active Expired - Lifetime
- 2000-06-06 AU AU52349/00A patent/AU5234900A/en not_active Abandoned
- 2000-06-06 ES ES00937055T patent/ES2258461T3/en not_active Expired - Lifetime
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE53890C (en) * | J. W. NORTON in Fort Robinson, V. St. A | Railway switch | ||
FR2180461A1 (en) * | 1972-04-18 | 1973-11-30 | Baronnet Andre |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2004035933A1 (en) | 2002-10-16 | 2004-04-29 | Balfour Beatty Plc | Forked railway track system |
CN112411270A (en) * | 2020-11-23 | 2021-02-26 | 齐齐哈尔哈铁装备制造有限公司 | Fixed point switch concrete sleeper single-opening turnout |
WO2022247758A1 (en) * | 2021-05-25 | 2022-12-01 | 肖宗旺 | Fixed turnout track and vehicle-mounted track change system |
Also Published As
Publication number | Publication date |
---|---|
DE60026024D1 (en) | 2006-04-20 |
ES2258461T3 (en) | 2006-09-01 |
DE60026024T2 (en) | 2006-10-26 |
GB9913211D0 (en) | 1999-08-04 |
EP1183424A1 (en) | 2002-03-06 |
AU5234900A (en) | 2000-12-28 |
ATE317928T1 (en) | 2006-03-15 |
EP1183424B1 (en) | 2006-02-15 |
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