WO2015114394A1 - Cœur de croisement en acier coulé monobloc pour une traversée de voie - Google Patents

Cœur de croisement en acier coulé monobloc pour une traversée de voie Download PDF

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Publication number
WO2015114394A1
WO2015114394A1 PCT/HU2015/000002 HU2015000002W WO2015114394A1 WO 2015114394 A1 WO2015114394 A1 WO 2015114394A1 HU 2015000002 W HU2015000002 W HU 2015000002W WO 2015114394 A1 WO2015114394 A1 WO 2015114394A1
Authority
WO
WIPO (PCT)
Prior art keywords
crossing
frog
common
rails
base plate
Prior art date
Application number
PCT/HU2015/000002
Other languages
English (en)
Inventor
Ferenc Schmidt
Original Assignee
Pálya-Szintvonal Tervezö És Szolgáltató Ktf.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Pálya-Szintvonal Tervezö És Szolgáltató Ktf. filed Critical Pálya-Szintvonal Tervezö És Szolgáltató Ktf.
Priority to EP15709983.9A priority Critical patent/EP3102737B1/fr
Publication of WO2015114394A1 publication Critical patent/WO2015114394A1/fr
Priority to HRP20191537TT priority patent/HRP20191537T1/hr

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
    • 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
    • E01B7/18—Combinations of switches and crossings
    • 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
    • E01B7/10—Frogs
    • 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
    • E01B7/10—Frogs
    • E01B7/12—Fixed frogs made of one part or composite
    • 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
    • E01B7/20—Safety means for switches, e.g. switch point protectors, auxiliary or guiding rail members

Definitions

  • the subject of the invention relates to a common crossing assembly a railway switch, which has wing rails, a crossing frog, and fork rails, which structural components are fixed to one another from below with a base plate, and flangeways run between the crossing frog and the wing rails to guide the wheels of the railway vehicle.
  • switches are viewed as the most dangerous parts of railways from the point of view of the operation of the railway line, one of the main components of which is the common crossing assembly, which as a result of its structure and structural dimensions it demands regular monitoring and maintenance due to the rapid rate of wear.
  • the main components of common crossing assemblies are the wing rail, the crossing frog and the fork rail.
  • the crossing frogs of the aforementioned traditional, wooden sleeper railway switches were made as a single unit from cast iron, while the associated wing rails and fork rails, coupled with various connection elements, were assembled with horizontal bolt connections into a common crossing assembly.
  • the beginning of the crossing frog comes to an end in a vertical plane, before it there is a facing point lock bolt connection.
  • the wing rail is shaped for the given task by work-shaping the standard track rail.
  • the crossing frogs of traditional, wooden sleeper railway switches were made from three material parts and were fitted together into a unit, a crossing frog, by planing.
  • the front of the crossing frog in this case also ends in a vertical plane, with a facing point lock bolt connection in front of it, and between the front of the crossing frog and the wing rail profile there is an air gap.
  • Both the crossing frog and the wing rail are formed by work-shaping the standard track rail.
  • crossing frog itself consists of several components, and demands many horizontal bolt connections, which if loosened the individual components will separately move due to the effect of the load. Therefore, the processes of wearing and hammering accelerate.
  • the structure has a great demand for monitoring and maintenance.
  • the task to be solved with the invention is to provide a railway common crossing assembly fundamentally for the traditional, wooden sleeper switches presented above which is significantly less demanding in terms of monitoring and maintenance as compared to the known solutions with a similar function, through which the required level of operation reliability may be maintained with a smaller investment of time and money and the lifetime of which also exceeds the lifetime of the presently used, traditional, wooden sleeper railway common crossing assemblies.
  • the invention is based on the following recognitions.
  • the common crossing assembly of railway switches may be established as a single metal cast piece, in other words as a single cast switch common crossing assembly, which requires less monitoring and maintenance and is less sensitive to wear, provides greater safety with respect to track-vehicle interaction, is simpler to maintain, and has lower operation costs than the presently known and used structures with this function.
  • the wing rails have rear end portions angled outwards with respect to the travelling direction of the vehicle from the front of the switch. It is preferable if the end sections of the flangeways have an outwardly expanding cross-section in the range of these end portions.
  • the base plate has a reinforced portion - preferably thickened - in the vicinity of the end portions of the wing rails, and along the end portions transfer surfaces are formed in the end sections of the flangeways that are sloped at an angle from above downwards starting from the base plate. It is preferable if at the location where the fork rails start from the crossing frog, the base plate links the fork rails to each other and to the crossing frog, and here a transfer surface is formed that is sloped at an angle from above downwards.
  • the base plate liriking the wing rails to the crossing frog has a horizontal or substantially horizontal surface in the "unguided" section of the flangeways in the range extending to the break line of the wing rails, and starting from this surface a transfer surface is formed that is sloped at an angle from below upwards that extends to the vicinity of the point of the crossing frog.
  • That embodiment of the common crossing assembly is preferable in the case of which in the "unguided" section of the flangeways there are reinforcing members on the external sides of the wing rails delimiting this section made by thickening them. It is also preferable if gaps are formed in the base plate running longitudinally in the interest of making the common crossing assembly lighter.
  • the transfer surface extending to the vicinity of the point of the crossing frog is established from two sections of differing lengths and at different angles to the horizontal, which connect to each other with a rounded shoulder part, and the front section is at an angle of between 28°-36°, preferably between 30°-33° to the horizontal, and the second section extending to the shoulder is horizontal or essentially horizontal; and the ratio of the length of the front section as compared to the length of the rear section is approximately 1 : 6, preferably 1 : 5.2.
  • the angle of inclination of the sloped transfer surface established at the point where the fork rails start from the crossing frog with respect to the horizontal is between 115° and 125°, preferably about 120°, and it is also preferable if the sloped transfer surfaces established at the end sections of the flangeways are at an angle of between 25° and 30° to the horizontal. It is also preferable if the lightening gaps preferably getting wider in the downwards direction essentially run along the entire length of the base plate; their depth changes in a way that follows the surface of the common crossing assembly, and the volumes in the lightened cross-sections are preferably the same, their ratio preferably varies between a maximum of about 10-40%.
  • the railway switch common crossing assembly established as a steel cast piece according to the invention is especially suitable for installation in traditional, wooden sleeper switches in Hungarian railway networks with a 48. r. superstructure.
  • Figure 1 shows the top view of an embodiment of a common crossing assembly
  • Figure 2 shows a perspective view of the common crossing assembly according to figure 1;
  • Figure 3 shows a larger-scale rear view from the direction of the arrow A marked in figure 2;
  • Figure 4 shows a larger-scale front view from the direction of the arrow B marked in figure 2;
  • Figure 5 shows a larger-scale top view of a middle section of the common crossing assembly
  • Figure 6 shows a larger-scale perspective view of detail C of the common crossing assembly marked on figure 1, viewed at an angle from above;
  • Figures 7-11 show the cross-sections taken along lines D-D, E-E, F-F, G-G and
  • Figure 12 shows the front part of the common crossing assembly in bottom view
  • Figure 13 shows the middle part of the common crossing assembly in bottom view
  • Figure 14 shows the rear part of the common crossing assembly in bottom view.
  • the embodiment of the common crossing assembly cast as a single piece according to the invention in figures 1 and 2 has wing rails la, lb and fork rails 4a, 4b, and also a crossing frog 2 ending in a point 3.
  • the wing rails, the fork rails and the crossing frog are connected together into a unit from below by the base plate 5, in other words the railway common crossing assembly according to the invention is created as a single steel casting.
  • the base plate 5 may be viewed as an extended part of the rail bases marked with reference number 12 in figures 1 and 2, and runs as a kind of continuation of them, and performs the same task as their load distribution function (the base plate 5 is in a obscured position in figure 2, it is not visible). In the longitudinal direction the base plate 5 extends to the length marked in figure 1 with reference letter b of the common crossing assembly.
  • the rail web is marked with reference number 13 and the rail head with reference number 14.
  • the flangeways 6a, 6b run between the longitudinal side surfaces of the crossing frog 2 and the internal surfaces of the wing rails la, lb, which are delimited underneath by the base plate 5.
  • the wing rail la diverts the train passing over the common crossing assembly to the left direction and the wing rail lb diverts it to the right direction, the direction of travel of which is marked with arrow a in figures 1 and 2.
  • the wing rails la, lb have turned out end portions la', lb'.
  • the crossing frog 2 widens starting from the point 3 in the direction of the arrow a, therefore, viewed from above it is essentially a triangular shaped part of the common crossing assembly, and at its widened end opposite the point 3 it branches out into the left side fork rail 4a and the right side fork rail 4b, in other words the fork rails 4a, 4b start out from the crossing frog 2.
  • the reinforcing members 10a, 10b reinforce this "unguided" section 15 of the casting, namely the "side walls” delimiting this section 15 of the wing rails la, lb, which the vehicle wheels impact as a consequence of the lateral deviations / snake-like motion of the vehicle wheels. Therefore, the "unguided" section 15 of the wing rails la, lb is a reinforced section that prevents, or at least minimises, the disadvantageous consequences of the supplementary dynamic effects deriving from the snake-like motion of the vehicle wheels.
  • the base plate 5 extends from the rear end of the wing rails la, lb until that part of their front end where the wing rails go U2015/000002
  • the base plate 5 links the initial section of the fork rails 4a, 4b into a rigid unit, the significance of which is made especially obvious by the fact that in the case of solutions belonging to the state of the art in this structural junction point the two fork rails are able to each move separately due to the wear and the loose bolt connections, which naturally leads to the reduction of the lifetime of these two structural parts and results in the risk of faults occurring.
  • FIG 3 the flangeways - i.e. the left side and right side flangeway - indicated with reference numbers 6a, 6b in figures 1 and 2 are shown in larger scale, in more detail, which run between the inner surface of the wing rails la, lb and the side surfaces of the crossing frog 2, and their function is to guide the flange of the vehicle wheel (not shown).
  • the fixing takes place in front of the crossing frog with facing point lock bolt connections; there is an air gap between the front of the crossing frog and the profile of the wing rails; and for this junction point the crossing frog and the wing rail, and the wing rail outside of the crossing frog were formed by working the standard track rail.
  • an inclined, long transfer surface 8 sloping from below upwards is established (see fig. 1 also), which extends until the widening base part 3b of the point 3 with a vertical web 3a of the crossing frog 2.
  • the inclined transfer surface 8 is formed from two sections with different angles of inclination, a shorter lower section 8a and a longer upper section 8b, and where these sections 8a, 8b go into one another a rounded shoulder 8c is formed.
  • the front section 8a is at about 30°-35° to the horizontal, preferably at about 30-33°, and the rear section 8b is horizontal, or essentially horizontal up until the start of the crossing frog; and the length of the section 8a is about 1/8-1/7* of the length of section 8b, preferably about 1/6* of its length.
  • the length of section 8a is approx. 130 mm, its height 82 mm and its angle of inclination 31°; the length of the rounded shoulder 8c is approx. 50 mm; and the length of the rear section 8b may be, for example, approx. 650 m, and this section 8b extending until the shoulder 8c is horizontal or essentially horizontal.
  • the essentially three-sectioned planar transfer surface 8 leads the crossing frog 2 to the base plate 5.
  • the rail bases of the wing rails are linked to each other via horizontal bolt connections, which makes the connection fragile and shortens the expected lifetime.
  • the inclined transfer surfaces 7, 8, 11a and lib presented above prevent, or at least significantly reduce the damage that may occur when railway wagons pass over the common crossing assembly.
  • This damage may be due to that the train set wagons are linked to each other - in a known way - with screw coupling, in other words with a threaded pin, which - when the railway wagon break apart from each other - get broken and hang down to the rail top level, and even under this level.
  • the hanging screw coupling while the railway wagon is moving, gets caught in the protruding parts of the components of the railway line, and exerts an impact effect on them.
  • the switches, and within these the common crossing assemblies obviously contain such protruding parts, and the hanging and quickly moving screw couplings hitting them may damage and even destroy them.
  • the common crossing assembly is formed by a casting, it is very simple to do away with protruding parts, namely by establishing planar, inclined transfer surfaces 7, 8, 11a, lib, and rounded shoulders, over which the aforementioned broken off, hanging coupling screw slides over while the railway wagon is moving without getting caught in anything, therefore it cannot break or damage the common crossing assembly according to the invention.
  • the common coupling assembly according to the invention and cast as a single unit is a lightened structure, as the unbroken gaps 18 and 19 run in the base plate 5, along its entire length b indicated in figure 1, the longitudinal path of which may be seen in figures 12-14 and their cross-sectional shape may be studied in figures 7-10.
  • the gaps 18, 19 have a cross-section that expands from the top downwards, their greatest width s and height m along their total length varies depending on the loads exerted, and on the consideration whether the solid parts of the casting should have relatively equal volumes, due to the better casting characteristics of these. It is preferable if the ratio of solid and hollow parts under the rail head varies between a maximum of 10-40%.
  • the structural parts in the common crossing assembly according to the invention have similar characteristics, the flexibility of the entire common crossing assembly significantly exceeds the flexibility of the known such common crossing assemblies and require minimal use of materials.
  • the structural elements fitted together and planed from track rail are connected with bolt connections, there is practically no possibility for lightening, the component units bear the form and shape of the given track rail part on themselves.
  • the rail cross-section inertia value cannot be changed in the case of the previous solutions.
  • a fundamentally important advantage of the common crossing assembly according to the invention that may be used primarily for traditional wooden sleeper railway switches is that it is significantly less sensitive to maintenance than the traditional common crossing assemblies assembled from individual elements using bolt connections, its lifetime is longer than these, and, at the same time, it geometrically complies with the characteristic features of these.
  • the common crossing assembly according to the invention is compatible, it is less sensitive to wear, its maintenance is simpler, and its operation costs are lower than in the case of traditional such structures.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Ladders (AREA)
  • Joining Of Building Structures In Genera (AREA)

Abstract

L'invention se rapporte à un ensemble de traversée classique utilisé pour un aiguillage de chemin de fer à traverse (en règle générale) en bois, la vitesse maximale des véhicules de chemin de fer passant l'aiguillage en ligne droite étant de 120 km/h et la vitesse maximale dans la direction de l'aiguillage étant de 40 km/h, qui comprend des pattes de lièvre, un cœur de croisement et des rails d'embranchement, lesquelles pièces structurelles étant fixées les unes aux autres par le dessous avec une plaque de base, et des ornières s'étendant entre le cœur de croisement et les surfaces latérales des pattes de lièvre pour guider les roues du véhicule de chemin de fer. L'essence de l'invention est que l'ensemble de traversée classique est réalisé en un seul bloc sous la forme d'une pièce en acier coulé.
PCT/HU2015/000002 2014-02-03 2015-01-21 Cœur de croisement en acier coulé monobloc pour une traversée de voie WO2015114394A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP15709983.9A EP3102737B1 (fr) 2014-02-03 2015-01-21 Coeur de croisement d'une seule pièce en acier coulé
HRP20191537TT HRP20191537T1 (hr) 2014-02-03 2019-08-27 Skretničko srce od lijevanog čelika u jednom komadu za raskrižje željezničke pruge

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
HU1400048A HUP1400048A2 (en) 2014-02-03 2014-02-03 Common crossing for railroad switch
HUP1400048 2014-02-03

Publications (1)

Publication Number Publication Date
WO2015114394A1 true WO2015114394A1 (fr) 2015-08-06

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ID=89991386

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/HU2015/000002 WO2015114394A1 (fr) 2014-02-03 2015-01-21 Cœur de croisement en acier coulé monobloc pour une traversée de voie

Country Status (4)

Country Link
EP (1) EP3102737B1 (fr)
HR (1) HRP20191537T1 (fr)
HU (2) HUP1400048A2 (fr)
WO (1) WO2015114394A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018014887A1 (fr) * 2016-07-21 2018-01-25 DT - Výhybkárna a strojírna, a.s. Cœur de croisement avec pièce coulée découpée d'un mono-bloc
CN109930429A (zh) * 2019-03-20 2019-06-25 浙江贝尔轨道装备有限公司 一种使用菱形心轨组件的低噪音小号码辙叉
CN110035593A (zh) * 2019-02-25 2019-07-19 常州尼尔森电子有限公司 环形灯及其调光方法
WO2021082349A1 (fr) * 2019-10-31 2021-05-06 江苏飞梭智行设备有限公司 Système de rail anti-déraillement et de transport sur rail

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3764802A (en) * 1972-05-04 1973-10-09 Abex Corp Railroad frogs
CH607588A5 (en) * 1976-05-05 1978-09-15 Creusot Loire Railway track gear
GB2010153A (en) * 1977-12-14 1979-06-27 Creusot Loire Improvements in the manufacture of frogs for rail equipment

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3764802A (en) * 1972-05-04 1973-10-09 Abex Corp Railroad frogs
CH607588A5 (en) * 1976-05-05 1978-09-15 Creusot Loire Railway track gear
GB2010153A (en) * 1977-12-14 1979-06-27 Creusot Loire Improvements in the manufacture of frogs for rail equipment

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018014887A1 (fr) * 2016-07-21 2018-01-25 DT - Výhybkárna a strojírna, a.s. Cœur de croisement avec pièce coulée découpée d'un mono-bloc
CN110035593A (zh) * 2019-02-25 2019-07-19 常州尼尔森电子有限公司 环形灯及其调光方法
CN109930429A (zh) * 2019-03-20 2019-06-25 浙江贝尔轨道装备有限公司 一种使用菱形心轨组件的低噪音小号码辙叉
WO2021082349A1 (fr) * 2019-10-31 2021-05-06 江苏飞梭智行设备有限公司 Système de rail anti-déraillement et de transport sur rail

Also Published As

Publication number Publication date
HRP20191537T1 (hr) 2020-01-24
EP3102737B1 (fr) 2019-05-29
EP3102737A1 (fr) 2016-12-14
HUE045633T2 (hu) 2020-01-28
HUP1400048A2 (en) 2015-08-28

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