• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:BE1020879A4
    申请号:E201100359
    申请日:2011-06-15
    公开日:2014-07-01
    发明作者:Jorrin Juan Carlos Sanchez
    申请人:Jez Sist S Ferroviarios S L；
    IPC主号:
    专利说明:

    HEART WITH MOBILE POINT FOR RAIL ORNIERS TECHNICAL FIELD OF THE INVENTION
    The present invention relates to the technical field of railway infrastructure, more particularly railways, and more particularly to the movable point cores for rutted rails.
    BACKGROUND OF THE INVENTION
    On the railroad tracks, the "part" of the tracks at which the crossing of two rails crosses, and which allows the traffic to take place alternately in a straight line or deviated without any restriction, is called "heart". Hearts are divided into fixed-tip hearts and moving-tip hearts. These avoid the main disadvantage of fixed-point cores, which have an area called "gap", in which the running surface is interrupted, eliminating the latter, and providing a continuous rolling surface.
    In the railway field, the movable-point cores for rutters are well known. They consist of a fixed part and a moving part, the latter coupling alternately with one side or the other of the fixed part, thus allowing the wheels of the trains to pass through one section or another of the device , constituting a continuous raceway, and eliminating the need for counter rails, essential for guiding railway axes through the gap of the fixed-point core.
    Mobile tip cores are known in the field of railroad facilities, as they are used on high speed lines, freight lines, and urban transport lines. In all cases, the mobile tip cores are used on rail-type Vignol rails, or are compatible with this type of rail.
    However, the moveable tip core is not as common on installations that use railed rails, that is, on installations in which the rails are embedded in the ground. This is why there is not much experience with mobile hearts in the field of rutters. With this type of rail infrastructure, the rail has a special shape, in that its head is provided with a wing so as to create a rut that allows the rim of the wheel of the train to pass without any restriction, but also contain the coating that surrounds the rail, since the upper part of the head is located at the surface of the street facing.
    Rails are also characterized by a decrease in deviated track radius compared to Vignol rails. This is because, as a general rule, rutter tracks are intended for recessed installations in the roadway, which allow vehicles to take sharp turns in the streets, and the rails are installed in smaller spaces, so to reduce the radii of curvature, and to limit the total length of the tracks. In addition, the reduced average speed characteristic of tramway installations does not require any high beam in deviated course. Other common applications of railed rails include ports and industrial tracks, where the train must share a platform with road traffic consisting of trucks and passenger vehicles. In general, in this type of situation, the space available for railway vehicles is limited, and they must therefore have a relatively small deflected track radius, in order to limit their size. The speed of passage is also reduced. Railed track vehicles generally have radii of 25, 30, 50, 100 or 190 meters, with the upper radii being very rare. The decrease in deflected radii results in higher crossing angles at the cores than those generally used on the corresponding Vignol rail cores.
    In the railway field, it is known that, when the angle of a fixed-point core is high, the shock that occurs when the wheel of the train passes at the level of the gap (or the area of the raceway in which the wheel of the train is partially supported) is also. This is because the transition zone between the hare's feet and the tip is reduced. Thus, the passage of the wheel of the train is more abrupt, and generates a shock. This effect results in greater noise and impact in ribbed-track cores than Vignol-track cores, and results in shorter service life, more frequent maintenance, and increased lead time. embarrassment for the residents.
    The current state of the art offers some solutions to avoid gaps in fixed-point cores on rutted rails.
    One of these solutions corresponds to the patent application EP-1512791-A1, which describes a movable core, acute or not, in which the gap or the zone in which the runway of the fixed point core is interrupted is removed by means of a movable panel which slides in the lateral direction at the level of the running surface, and which is driven by mechanical means or hydraulic means. Thanks to this movable panel, it is possible to create a continuous raceway, in direct track or deviated way. Any rail infrastructure specialist will note that junctions take place between the fixed part and said movable panel, within the sides of said sliding panel, and take angles equal to 90 °. Note also that two very close junctions occur at the passage of the wheels of the trains, and correspond to those formed between the fixed part and said movable panel. This proves problematic from the point of view of the shock generated and the necessary maintenance, since these junctions, although their width is reduced, because of their high angle, tend to become disconnected at the passage of the wheels of the trains, and to produce noise and plastic deformation of the running surface. The proximity of the two junctions tends to amplify this effect.
    In addition, the patent ES-2264056-T3, based on the European patent EP-1455017-B1, discloses a movable tip core whose fixed element shaped gutter integrates it to the floor covering. The movable element consists of two symmetrical sections interconnected at the free end of the tip, which is formed by two equal halves and coupled together, thus allow to slide one half relative to the other during of the movement of maneuver. This arrangement of the tip has a serious drawback: its fragility in its narrowest part.
    Said zone, subject to the constraints of the wheels of the train, or possibly to heelings and wear, or to the damage caused by the foreign bodies which interpose between the wheel of the train and the tip, tends to undergo a plastic deformation, to wear, and eventually break, which reduces its useful life.
    It would therefore be desirable to find a technical solution which avoids the problems of the moving-head cores used on rutted rails of the present art.
    DESCRIPTION OF THE INVENTION
    It is an object of the present invention to eliminate the disadvantages of the present art described below with the aid of a reamer-moving reamed-head core which includes a fixed gutter-shaped element provided with a central portion which comprises an intermediate cavity of substantially trapezoidal longitudinal horizontal section, in which first and second sections of inlet ruts converge respectively, and first and second sections of intersecting raceway exit ruts; at an acute angle; a movable element which comprises a first elastic branch and a second elastic branch, which converge in the cavity of the fixed element, which are connected at their converging front ends and with the rear parts housed in the exit rut sections respective, and which have a width greater than said sections. Said core is characterized in that said first branch is a main point with triangular horizontal section head placed on a horizontal plane relative to its rear portion; said second leg is a lateral secondary tip which is slidably attached at the main point near said head using at least one elastic linkage system; the main tip alternately abuts, by driving with it the secondary tip, against the inner side walls of the opposite sides of the intermediate chamber of the fixed element, to selectively constitute a first continuous raceway formed by the rail section which corresponds at the first entrance ridge, the main point and the section of rail that corresponds to the first exit rut, and a second continuous raceway formed by the section of rail corresponding to the second entrance ridge, the point secondary and at least a portion of the head of the main tip and the rail section that corresponds to the second exit rut.
    According to the invention, the first and second raceways may be respectively a direct track and a deflected track.
    According to the invention, it is possible to provide first and second fixing means for fixing the respective rear portions of the respective tips (near their free ends) to the respective inner side walls of said rear rut sections. The rear rutting sections may comprise longitudinal grooves in which the respective lower parts of the rear parts of the tips are housed, in which case the fixing means each comprise a wedge and a fastening key disposed between the base of the rear part of the tip and the bottom of the corresponding groove, and a shim disposed laterally in the longitudinal groove, for pressing said portion against the inner side wall of the corresponding output rut section.
    In one embodiment of the invention, the stationary member comprises four free ends at which ribbed rails, which may be carbon steel or light alloy, are welded.
    Preferably, the fixed element and the movable element are made of manganese fused austenitic steel, resistant to wear. In the same way, the contact surface with the wheels of the stationary element and the movable element is preferably prepared for explosions or similar plastic deformations up to a hardness of 320 to 350 HBN, so that to increase its life.
    The present invention makes it possible to advantageously apply the moveable tip cores to installations using rutted rails, such as trams, light rail, freight lanes and ports. These advantages can be summarized as follows: - Decrease of the noise level and shock, thanks to the absence of gap or interruption of the raceway, this one being continuous.
    - Reduced costs related to the life cycle of railway systems, thanks to the reduction of the shock and the wear of the gap - Increased comfort levels on lines dedicated to passenger traffic. Possibility to make rail traffic compatible with different levels of rigging or wheel profiles, since the running surface is continuous, and it is unnecessary to use counter rails.
    The present patent relates to a movable tip core for rutted rails which makes it possible to solve problems such as those described above.
    In the same way, and starting from the fact that the railed rails are intended to be integrated in the flooring, the problem related to their maintenance is also solved in an advantageous way: - Quick replacement of the elements likely to deteriorate or to wear prematurely, that is to say of those which constitute the moving point.
    - Possibility of repairing the worn parts by reloading by electric arc welding on the rail itself, without the need to dismantle the core, since this operation is heavy and expensive due to the integration with the coating of soil, and involves a prolonged downtime of the installation.
    - Integration with the continuous welded rail, without screw junctions.
    The junctions in the flush mounting of the main point and the secondary point with the fixed element can adopt a 90 ° angle, but in order to reduce the noise and shocks during the passage of the wheels of the trains, It is advantageous for said junctions to adopt angles of 45 ° or 60 °. Thus, the life cycle costs of the moving tip core of the present invention are also reduced, the service life of its components is increased, and its maintenance costs are decreased.
    This configuration makes it possible to eliminate the gap or discontinuity of the raceway that exists on conventional fixed-tip cores, thus providing a continuous raceway for the wheels of the trains. The configuration of the present invention offers great advantages over the existing state of the art described above: The junctions formed between the fixed element and the main point, and between the main point and the secondary point, are angles substantially oblique with respect to the trajectories of the wheels of the trains, and thus the passage of the wheel of the train between the aforementioned elements is homogeneous, and the rolling is carried out almost without shocks and without plastic deformation or wear premature, this which reduces the cost of the life cycle of the heart.
    - The distance between the consecutive junctions of the same mobile component, whether the main tip or the secondary tip, is greater than that of EP-1512791-AI. The components are thus more stable and stronger, and the moving elements do not tend to oscillate at the passage of the wheels of the trains; - The main tip forms in its lower part a single monolithic element, which allows it to be more solid, more particularly in case of traffic in direct way.
    - Possibility of using, for the elements subjected to the constraints of the wheel of the train, austenitic steel fused with manganese and resistant to the impacts and to the wear thanks to its tendency to harden in contact with the wheels, which allows reduce the cost of the life cycle.
    The use of cast or molten steel for the fixed member or the movable member is advantageous for the following reasons: - The design of the fixed member and the movable member is more flexible, since the process Steel molding makes it possible to obtain simple shapes or more complex shapes.
    - There is a wide variety of molten steels resistant to wear and plastic deformation, and new steels can be developed without depending on commercial steels and rolled products.
    It is possible to use carbon or low alloy alloy steels, both for the fixed member and for the moving member of the movable reamer tip core of the present invention.
    In all cases, the parts of the fixed element and the movable element subjected to contact with the wheels of the trains, or the coupling or sliding parts of the aforementioned elements, as well as the base of support of the element fixed on the infrastructure, are preferably mechanized using milled or brushed means, to ensure their proper operation throughout their lifetime.
    The rolling elements of the movable-tip cores in the most well-known embodiments in the railway field (both in the fixed element and in the moving element) are generally composed of steels of natural hardness or steels hardened by heat treatment. In the first case, the wear resistance is not as good in the second case, which increases the hardness of the bearing area up to 300 HBN in the case of superficially hardened materials by heat treatment. Said heat treatment is superficial, and this, combined with the characteristics of the base material (which is generally carbon steel or low alloyed), has various disadvantages: - The hardened surface layer does not regenerate automatically, and decreases as the wear progresses in the contact area with the wheel of the train.
    - The base material of the rolling elements is not easily repairable directly on the rail by electric charging, since the carbon and / or the alloying elements require (s) to carry out a preheating of the material, which does not is not easy to perform on the rail.
    The properties and advantages of using manganese austenitic steel are well known in the railway industry because of its excellent compromise between impact and wear resistance. Said material undergoes a marked phenomenon of superficial hardening due to cold plastic deformation at the passage of the wheels of the trains. It forms at its surface a layer of extreme hardness capable of withstanding wear, and maintain a high flexibility in its core, which allows it to withstand shocks and crack propagation.
    The use of manganese austenitic steel in the elements in contact with the wheel of the train has the following advantages over carbon steels or low alloyed natural hardness, or superficially hardened by heat treatment: - At the time of its implementation in use, it has a moderate natural hardness close to 200 HBN. In the first moments of its commissioning, the material undergoes plastic deformations which induce a surface hardening of up to 500 HBN in the contact zone with the wheels of the trains.
    - The hardened surface layer regenerates as the wheels of the train pass, so as not to be eliminated by the wear produced by them, but to remain present throughout the life of the heart.
    - Easy repair by welding, since no preheating is necessary. By using electrodes of identical material, the repaired area acquires its working hardness again - 500 HBN - as the train wheels pass. This advantage is particularly important for maintenance operations and for repairs caused by wear, derailments, damage caused by foreign objects, etc.
    - Possibility of preparing the rolling surfaces of austenitic manganese steel elements for explosions or similar plastic deformations, by giving the material an initial hardness of 320 to 350 HBN, and by limiting the plastic deformation caused by contact with the wheels of the train. Said preparation increases the life of the component and helps to preserve the geometry of the rolling area throughout the life of the component.
    The use of austenitic manganese austenitic steel within the fixed element -1- or the movable element -2- of the movable tip core for rutting rails according to the invention has real advantages, such as a reduction core life cycle costs, increased availability and ease of maintenance.
    According to the foregoing, the present invention effectively solves the problems of the present art, and thus achieves its purpose.
    BRIEF DESCRIPTION OF THE FIGURES
    The part below describes the aspects and embodiments of the invention, on the basis of diagrams, in which FIG. 1 is a top view of an embodiment of the reamed rail tip core according to the present invention, in a position of passage to traffic in direct track, considering that said heart is integrated in a simple branch deviating to the right; Figure 2 is a top view of the movable tip core for railed rails illustrated in the previous figure, in a deviated way of crossing position; Figure 3 is a top view of the movable ridge core for railed rails according to the present invention, in a position of passage to traffic in direct track, considering that said heart is integrated in a simple branch deviating to the left; Figure 4 is a top view of the movable ridge-shaped heart for railed rails according to the present invention, in a position of passage to traffic in deviated way, considering that said heart is integrated in a simple branch deviating to the left; Figures 5, 6 and 7 illustrate the sectional sections respectively AB, CD, EF of Figure 1; FIG. 8 illustrates a view K along the section EF of FIG. 7, on which the through hole of the secondary point can be seen, which makes it possible to couple it slidably with the main point; FIGS. 9 and 10 respectively show section sections GH and IJ of FIG.
    These figures contain reference numbers which identify the following elements: 1 fixed element 1A intermediate cavity of the fixed element 1B free ends of the fixed element 2 movable element 2A main point 2B secondary tip 3A, 3B, 3C, 3D rails to ruts 4A, 4B shims AC, 4D lower keys 5 system of elastic connection 5A group of springs 5B screwdriver 5C bushing spacer 6 coating 7 through hole 8 through hole split 9 direct lane 10 deflected
    PREFERRED EMBODIMENTS OF THE INVENTION
    In the embodiments of the invention illustrated in the figures, the movable point core for rutted rails is formed from the following elements:
    A fixed part 1 monolithic molten steel, shaped gutter, which allows to integrate it to the flooring 6.
    A movable portion 2, formed of two elements, namely a main tip 2A and a secondary tip 2B, also made of molten steel.
    Four rutted rails 3A, 3B, 3C and 3D in carbon-laminated or low alloy steel, connected by special electrical welding to the fixed part 1 of the core.
    Two wedges 4A and 4B, and two keys 4C and 4D which serve as fixing elements of the main tip 2A and the secondary tip 2B, at the fixed element 1 of the movable tip core, in a zone of embedding of the main point 2A and the secondary point 2B.
    An elastic connection system 5 between the main tip 2A and the secondary tip 2B to keep them coupled during the maneuver of the heart, while allowing their relative sliding, so that the movable member 2 is not a dimensionally stable triangle.
    Due to the necessity of integrating the movable reamer tip core according to the present invention into the floor covering 6, the monolithic fixed member 1 adopts a gutter shape, the main point 2A and the secondary tip 2B of the movable element 2 being located in a cavity 1a of longitudinal substantially trapezoidal horizontal section within the fixed element 1, so as to be able to move alternately on one side and the other of each of them, while remaining coupled at one side then the other of the interior of said element 1, thus allowing the rail traffic to pass in direct way 9 or deviated way 10, respectively. The movable element 2 formed of the main tip 2A and the secondary tip 2B is embedded in the flattened zone or output of the core, with fixing shims 4A and 4B, and lower keys 4C and 4D prevent sliding in the longitudinal direction. The movable element 2 moves elastically, without joints, on one side and then on the other inside the intermediate cavity 1A, as shown in FIGS. 1 to 4, of the fixed element 1 in which he is lodged.
    The movable member 2 is designed such that the main tip 2A is located to form a continuous direct track raceway. It consists of a monolithic element in its narrowest part, and not of two symmetrical halves, as described in the patent ES-2264056-T3. This embodiment assures its robustness, especially for direct channel traffic, which generally involves faster and more frequent traffic than the deflected route. The tendency to plastic deformation, wear and tear is also eliminated in case of tailgating or damage caused by foreign bodies interposed between the system and the wheel of the train.
    The secondary tip 2B is located on the side of the deflected track and is coupled to the main point 2A. The moving tip 2, seen from above, thus has a substantially V-shaped shape.
    Thanks to the connection system 5, the main elements of which are a group of springs 5A, a through screw 5B with its corresponding nut, and a spacer sleeve 5C which passes through said holes 7 and 8 in the main tip 2A and the secondary tip 2B, the permanent coupling between the elements of the tip 2A and 2B is guaranteed, while allowing their relative sliding, since the through hole of the secondary tip 2B is split. Thus, thanks to the elastic connection system 5, the main tip 2A and the secondary tip 2B form an integral connection in that the two points 2A and 2B are permanently coupled, while allowing relative sliding in the longitudinal direction so that the movable element 2 does not constitute a non-deformable triangle during the movement or maneuver when the mobile element 2 mates with the fixed element 1 on one side or the other of its lower part, in order to allow the passage to the direct track or the deflected track.
    The fixed part 1 has four free ends 1B, as illustrated in FIGS. 1 to 4, preferably in the form of a ribbed rail section, at which the sections of the rutted rails 3A, 3B, 3C and 3D are welded together. thanks to a special electric welding process, which allows a strong and strong connection between the carbon steel or low-alloy steel ruts and the fixed element 1. Thus, the movable ridge core for rutted rails of the present invention. The invention can be welded to the continuous rail without junctions, thanks to an aluminothermic welding process, during which the free ends of the rails 3A, 3B, 3C and 3D are welded to the adjacent rail.
    In order to facilitate the replacement of the movable element 2 or the tip, the latter is not welded at the level of the fixed element 1 in its embedding zone, but is connected ( e) mechanically using embedding elements formed of two wedges 4A and 4B which mechanically fix the main tip 2A and the secondary tip 2B on the fixed element 1, and two keys 4C and 4D which prevent sliding of the main point 2A and the secondary point 2B. Thanks to this mode, it is possible to replace the main tip 2A and the secondary tip 2B in case of repairs or maintenance operations using simple mechanical means, while maintaining the adequate mechanical adjustment of the element mobile 2 and the fixed element 1 under the traffic conditions.
    权利要求:
    Claims (9)
    [1]
    1. A movable tip core for rutted rails, which comprises a fixed element (1) in the form of a channel, to which are connected, with the aid of a special electric weld, four ribbed rails (3A, 3B, 3C, 3D), and a movable element (2) provided with a first tip (2A) and a second tip (2B), the respective front and converging rear parts of which are located in an intermediate cavity of longitudinal horizontal section substantially trapezoidal to the interior of the fixed element (1), and respective divergent rear parts, characterized in that the first tip (2A) is a main point which abuts alternately against a first or a second side of the interior of the element fixed (1) so as to form therewith a first continuous raceway (9) when it abuts against the first side, the second tip (2B) is a secondary point which is integrally connected to the main point (2A) using at least one sliding link (5) in the longitudinal direction, so that the secondary tip (2B) follows the lateral movement of the main point (2A) when sliding on one side of the interior of the fixed element (1) to the other, in the intermediate cavity (1A) in which it is located, and forms, when the main point (2A) abuts against the second side of the interior of the fixed element (1), a second raceway (10) together with at least a portion of the main point (2A), the main point (2A) and the secondary point (2B) are fixed by means of their divergent rear portions respectively to the fixed member (1) by respective fixing shims (4A, 4B) and respective keys (4C, 4D) forming a perfect recess.
    [2]
    The movable-tipped core according to claim 1, characterized in that the fixed element (1) comprises sections of exit ruts which open into the intermediate cavity and which comprise respective longitudinal grooves in which the lower parts are housed. respective rear portions of the spikes (2A, 2B); each fixing key (4C, 4D) is disposed between the base of the rear part of the tip (2A, 2B) and the bottom of the corresponding groove; and each shim (4A, 4B) is disposed laterally in the corresponding longitudinal groove to press the corresponding rear portion of the tip (2A, 2B) against the inner side wall of the corresponding exit ridge section.
    [3]
    3. Heart with movable tip according to claims 1 and 2, characterized in that the main tip (2A) comprises a triangular horizontal section head placed on a horizontal plane relative to its rear portion; the secondary tip (2B) is slidably attached to the main point (2A) near said head by means of the sliding connection system (5).
    [4]
    A movable tip core according to any one of claims 1 to 3, characterized in that the sliding connection system comprises a spacer sleeve (5C) disposed in through-holes (7, 8) which pass through the main point (2A). ) and the secondary tip (2B), the through hole (8) being slit in the longitudinal direction in the secondary tip (2B); a pass-through screw (5B) disposed in the bushing, with a head and a threaded portion in which a nut is located, said head and said spacer bushing nut (5C) projecting into the respective side inlets of the opposite sides of the bushing; main tip (2A) and secondary tip (2B); and a group of springs (5B) disposed between the head of the through screw (5B) and the corresponding end of the spacer sleeve (5C).
    [5]
    5. Heart with moving tip according to any one of claims 1 to 4, characterized in that the first raceway is a direct path (9) and the second raceway is a deflected path (10).
    [6]
    A movable tip core according to any one of claims 1 to 5, characterized in that the fixed element (1) comprises four free ends at which the ribbed rails (3A, 3B, 3C, 3D) are welded. .
    [7]
    7. Heart with moving tip according to any one of claims 1 to 6, characterized in that the railed rails (3A, 3B, 3C, 3D) are carbon steel or low alloy.
    [8]
    8. Heart with moving tip according to any one of claims 1 to 7, characterized in that the fixed element (1) and the movable element (2) are made of manganese fused austenitic steel, resistant to wear .
    [9]
    Mobile-tipped heart according to one of Claims 1 to 8, characterized in that the contact surface with the wheels of the fixed element (1) and the movable element (2) is prepared for explosions or similar plastic deformations up to a hardness of about 320 to 350 HBN, in order to increase its life.
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    同族专利:
    公开号 | 公开日
    ES2399735R1|2013-05-20|
    ES2399735B1|2013-11-13|
    ES2399735A2|2013-04-03|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    DE7322596U|1973-06-16|1976-07-01|Fried. Krupp Huettenwerke Ag, 4630 Bochum|HEART PIECE FOR GROOVED RAIL SWITCHES|
    EP0343150A2|1988-05-20|1989-11-23|VOEST-ALPINE Eisenbahnsysteme Gesellschaft m.b.H.|Switch including a frog comprising a principal and a secondary movable tongue|
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    EP1555347A1|2004-01-16|2005-07-20|Jez Sistemas Ferroviarios, S.l.|Railway point with flexible tongue|EP3696285A1|2019-02-15|2020-08-19|Progress Rail Services UK Limited|Improved steel railway crossing|AT288463B|1967-02-17|1971-03-10|Oeesterreichisch Alpine Montan|Turnout centerpiece|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ES201030922|2010-06-15|
    ES201030922A|ES2399735B1|2010-06-15|2010-06-15|ACUTE HEART OF MOBILE POINT FOR DEVICES OF VIA DE CARRIL GARGANTA|
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