EP2487293B1 - Croisement aigu à pointe mobile pour chemins de fer - Google Patents

Croisement aigu à pointe mobile pour chemins de fer Download PDF

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Publication number
EP2487293B1
EP2487293B1 EP20110382025 EP11382025A EP2487293B1 EP 2487293 B1 EP2487293 B1 EP 2487293B1 EP 20110382025 EP20110382025 EP 20110382025 EP 11382025 A EP11382025 A EP 11382025A EP 2487293 B1 EP2487293 B1 EP 2487293B1
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EP
European Patent Office
Prior art keywords
crossing
moveable
base plate
fixed element
moulded part
Prior art date
Legal status (The legal status 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 status listed.)
Active
Application number
EP20110382025
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German (de)
English (en)
Other versions
EP2487293A1 (fr
Inventor
Juan Carlos Sanchez Jorrin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
JEZ Sistemas Ferroviarios SL
Original Assignee
JEZ Sistemas Ferroviarios SL
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 JEZ Sistemas Ferroviarios SL filed Critical JEZ Sistemas Ferroviarios SL
Priority to EP20110382025 priority Critical patent/EP2487293B1/fr
Priority to ES11382025.2T priority patent/ES2488765T3/es
Publication of EP2487293A1 publication Critical patent/EP2487293A1/fr
Application granted granted Critical
Publication of EP2487293B1 publication Critical patent/EP2487293B1/fr
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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
    • E01B7/10—Frogs
    • E01B7/14—Frogs with movable parts

Definitions

  • the present invention refers to an acute swing nose crossing with an improved fixed element and is limited to the technological field of railway infrastructure.
  • the common crossing is the part of the track where rail crossing materializes, which must permit traffic on both rail lines, without any type of restriction.
  • Crossings are divided into crossings with fixed point and crossings with moveable point, the latter providing the advantage that they eliminate the gap or interruption of the rail track which crossings with fixed points must provide to allow the passage of the railway wheel flanges.
  • Acute common crossings with moveable points consist of a fixed part and a moveable part, the moveable part alternatively coupling to either side of the fixed part to allow the passage of the railway wheel through either rail to form a continuous rail track, eliminating the need for the use of checkrails to guide the wheel axles through the gap of the crossing with fixed point.
  • This has the advantages of a smoother rolling with an absence of impacts through the crossing, resulting in a more comfortable ride, without noise and vibrations, less maintenance and longer life of the crossing with moveable point with respect to the crossing with fixed point.
  • the rolling elements of the crossing both of the fixed element and of the moveable element, have been manufactured in naturally hard steels or steels hardened by heat treatment, in the latter case achieving better wear behaviour since the hardness of the rolling area is found to be above 300 HB.
  • this heat treatment is a surface treatment and has been performed on carbon steel or on low alloyed steel, so it has the following drawbacks:
  • austenitic manganese steels are also known since they provide an excellent compromise between impact and wear resistance.
  • Austenitic manganese steel experiences a marked phenomenon of surface hardening by cold plastic deformation under the passage of the wheels of the trains, forming in its surface a layer of extreme hardness suitable to withstand wear but retaining high ductility in its core that allows it to withstand wheel impacts and the propagation of cracks.
  • austenitic manganese steel is its surface work hardening capacity by plastic deformation and martensitic transformation under the passage of the wheels, there always being a hard layer in the running surface in contact with the railway wheels. This confers considerable wear resistance capacity given that the hard layer is gradually regenerated with the passage of the wheels. At the same time, it is an impact resistant material given that the core of the parts is austenite, and therefore quite ductile. It is further possible to perform a pre-hardening by analogous plastic deformation or explosion on the running surfaces of the elements made of austenitic manganese steel, which gives the material an initial hardness between 320 and 350 HB, limiting the initial plastic deformation induced by the contact of the railway wheels. Said pre-hardening increases the life of the component against wear inflicted by the railway wheels and helps to conserve the geometry of the rolling area throughout the service life of the component.
  • a drawback of this material is its low fatigue resistance, which is less than other types of carbon steel and alloy steels, for example, pearlitic steel for rails, the use of very large parts being necessary. Even so, since austenitic manganese steel lacks a fatigue limit in its stress-number of lifecycles diagram (Wohler diagram), the life of the components made of this material remains finite with respect to the fatigue phenomenon. In railway applications where either the loads per axle are high or the number of load-unload cycle is high, this is a drawback given that parts subject to a pulsating load due to the passage of the wheels will have a short life, experiencing fatigue cracking which will lead to their replacement.
  • the most critical area of the component made of austenitic Mn steel is located at the base of said element where it comes into contact with the sleepers. Due to the pulsating load of the passage of the wheels tensile stresses having a high value are produced at the base which, over time, cause the onset of cracking and breaking of the part due to fatigue.
  • Said document discloses a switch having a frog comprising a principal and a secondary moving tongue.
  • Said principal and secondary tongues are formed using thick-web standard rail sections wherein shallower asymmetric blade sections are arranged as outer wing rails opposite the thick-web standard rail sections.
  • This wing rails (5, 6) can be made of austenitic manganese steel and are mounted on the plates of sleepers (7) with interposition of base plates (11).
  • the objective of this invention is to provide a crossing with moveable point with an improved fixed element in which the beneficial characteristics of wear and impact resistance of austenitic manganese steel can be taken advantage of and the problem of its poor fatigue resistance, especially in the areas subject to pulsating tensile stresses, is resolved.
  • the invention relates to an acute common crossing with moveable point for railway turnouts, comprising a fixed element and a moveable element, as well as wing rails, heel blocks, distance blocks, slide plates and ribbed heel base plates.
  • the front part of the fixed element seen from the points of the switch, where contact with the railway wheels occurs comprises (or is made up of) a moulded part made of (wear resistant) austenitic manganese steel and a base plate located below the moulded part made of steel with a greater fatigue resistance than the austenitic manganese steel of the moulded part (2A), for example, carbon steel or low allow steel resistant to the fatigue phenomenon.
  • the base plate is continuous in the longitudinal direction of the crossing and extends at least the length of the moulded part, and the moulded part and the base plate are fixed to one another by means of fastening means, for example, by means of bolts or rivets.
  • the fixed element of the crossing with moveable frog points will have a low life cycle cost because on one hand, its life with respect to fatigue is greater and its life limit with respect to the wear that the wheels produce on the running surfaces is much greater because the area subjected to pulsating tensile stresses is made of a steel with a high fatigue threshold which provides it with a longer life with respect to the fatigue phenomenon caused by pulsating stresses to which the base is subjected.
  • the moveable element can be configured to slide in its setting on the base plate such that it alternately couples to either side of the fixed element, giving way to the main line or the branch line and forming a continuous rail track.
  • the base plate of the fixed element can be supported on the infrastructure without the interposition of metal support plates or by means of the interposition of metal support plates.
  • the crossing with moveable point (1) consists of two main elements, a fixed element (2) and another moveable element (3) or point. Said point (3) moves by manual or mechanical means, alternatively coupling inside the fixed element(2) to either side, giving way to the main line or the branch line of the turnout in which it is installed, forming a continuous rail track for the railway wheel. Additionally, the crossing with moveable point object of the invention (1) may comprise other elements, such as bearing plates, distance blocks, heel blocks, clips, etc.
  • the front part of the fixed element (2) seen from the points of the switch, where contact with the wheels of the train occurs, is made up of a monolithic moulded part (2A) divided in two halves made of austenitic manganese steel, in contact with the railway wheels, a base (2B) made of a steel with a greater fatigue resistance than the austenitic manganese steel of the moulded part (2A), for example, carbon steel or low alloy steel, preferably rolled or forged, where it supports the moulded part (2A), entry rails (2C) preferably made of rolled carbon steel, and welded to the moulded part (2A) by means of a workshop welding process, and wing rails (2D) welded to the moulded part by means of a workshop welding process.
  • a monolithic moulded part (2A) divided in two halves made of austenitic manganese steel, in contact with the railway wheels a base (2B) made of a steel with a greater fatigue resistance than the austenitic manganese steel
  • Said wing rails (2D) can be made in a rail section or in sections of another type, and their purpose consists of serving as attachment for the fixed element (2) with the moveable element (3) in the heel or rear part of the crossing through the heel blocks (4) and serving as a support for other elements forming the crossing, such as distance blocks (5), slide plates (6), and ribbed heel base plates (7).
  • the moulded part (2A) is attached to the base (2B) by means of bolted or riveted fasteners (2F), such that both (2A, 2B) are integral during their service life.
  • the number, size and design of said bolted or riveted fasteners (2F) are expected to be such that the attachment between the moulded part (2A) and the base (2B) is at all times integral and clearances or breaks due to fatigue are not generated throughout the service life of the crossing.
  • the base (2B) extends at least the entire length of the moulded part (2A) such that its manner of working under the passage of railway wheels essentially consists of pulsating tensile stresses. There are no discontinuities of the plate or base (2B) in the longitudinal direction of the moulded part (2A), given that this would create pulsating stress peaks in the front part of said moulded part (2A), which would lead to its premature fatigue failure. Said base (2B) therefore is continuous in the longitudinal direction of the crossing.
  • the pulsating tensile stresses in the lower part of the moulded part (2A) under the passage of the wheels are very small, and therefore, the life with respect to fatigue of the moulded part (2A) can be considerably increased, this being clearly greater than the life of said crossing taking into account only the wear which the railway wheels confer on their running surfaces.
  • the base (2B) is be made of a material with a high fatigue threshold, it is sized such that its life is infinite with respect to the fatigue phenomenon with respect to the level of pulsating tensile stresses caused by the passage of the wheel.
  • the upper part of the base (2B) likewise serves as a support and sliding element of the point or moveable element (3), which slides on said base in its lateral setting to alternatively couple to either side of the fixed element, and to thus give way to the main line and to the branch line.
  • the base (2B) can bear surface treatments based on solid lubricants for the purpose of preventing the periodic lubrication.
  • the base (2B) can be supported on a set of metal plates (8) which also rest on the sleepers or the concrete slab of the infrastructure under the crossing with movable point, or the base (2B) can be directly assembled on said sleepers or said concrete slab without the interposition of metal plates or only with the interposition of resilient pads.
  • the primary function of the base (2B) is to bear the pulsating tensile stresses caused under the passage of the wheels of the train units, and the secondary function is to serve as a support and slip surface for the point or moveable element (3) in its lateral setting.
  • the point or moveable element (3) can have different types of construction, being made up of rails, forged pieces and even moulded elements made of austenitic manganese steel.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Railway Tracks (AREA)

Claims (4)

  1. Coeur de croisement simple aigu à pointe mobile pour branchements ferroviaires, comprenant un élément fixe (2) et un élément mobile (3), ainsi que des pattes de lièvre (2D), des entretoises de talon (4), des espaceurs (5), des coussinets de glissement (6) et des selles de talon nervurées (7), dans lequel la partie avant de l'élément fixe (2), où le contact avec les roues ferroviaires peut se produire, comprend une partie moulée (2A) et une plaque de base (2B) situés en dessous de la partie moulée,
    la partie moulée (2A) est constituée d'acier au manganèse austénitique et la plaque de base (2B) est constituée d'un acier ayant une résistance à la fatigue plus élevée que l'acier au manganèse austénitique de la partie moulée (2A), par exemple, de l'acier au carbone ou de l'acier faiblement allié, et la partie moulée (2A) et la plaque de base (2B) sont fixées l'une à l'autre par des moyens de fixation, par exemple, au moyen de boulons ou de rivets (2F),
    caractérisé en ce que la plaque de base (2B) est continue dans la direction longitudinale du coeur et s'étend au moins sur l'ensemble de la longueur de la partie moulée (2A).
  2. Coeur de croisement simple aigu à pointe mobile pour branchements ferroviaires selon la revendication 1, caractérisé en ce que l'élément mobile (3) glisse dans sa position de réglage sur la plaque de base (2B) de telle sorte qu'il se couple en alternance à l'un et l'autre côté de l'élément fixe (2), faisant place à la ligne principale ou à la ligne déviée et formant une voie ferrée continue.
  3. Coeur de croisement simple aigu à pointe mobile pour branchements ferroviaires selon l'une quelconque des revendications 1 et 2, caractérisé en ce que la plaque de base (2B) de l'élément fixe (2) est supportée sur l'infrastructure sans l'interposition de plaques de support métalliques.
  4. Coeur de croisement simple aigu à pointe mobile pour branchements ferroviaires selon l'une quelconque des revendications 1 et 2, caractérisé en ce que la plaque de base (2B) de l'élément fixe (2) est supportée sur l'infrastructure au moyen de l'interposition de plaques de support métalliques (8).
EP20110382025 2011-02-08 2011-02-08 Croisement aigu à pointe mobile pour chemins de fer Active EP2487293B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP20110382025 EP2487293B1 (fr) 2011-02-08 2011-02-08 Croisement aigu à pointe mobile pour chemins de fer
ES11382025.2T ES2488765T3 (es) 2011-02-08 2011-02-08 Corazón agudo de punta móvil para ferrocarril

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20110382025 EP2487293B1 (fr) 2011-02-08 2011-02-08 Croisement aigu à pointe mobile pour chemins de fer

Publications (2)

Publication Number Publication Date
EP2487293A1 EP2487293A1 (fr) 2012-08-15
EP2487293B1 true EP2487293B1 (fr) 2014-05-07

Family

ID=44227765

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20110382025 Active EP2487293B1 (fr) 2011-02-08 2011-02-08 Croisement aigu à pointe mobile pour chemins de fer

Country Status (2)

Country Link
EP (1) EP2487293B1 (fr)
ES (1) ES2488765T3 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103741565B (zh) * 2014-01-21 2015-12-09 唐山金山腾宇科技有限公司 废旧合金钢辙叉的修复工艺
KR102139982B1 (ko) * 2017-10-27 2020-07-31 삼표레일웨이 주식회사 보강유닛이 구비된 쇄정장치 체결부를 지닌 철도 크로싱의 크래들
GB2581383A (en) * 2019-02-15 2020-08-19 Progress Rail Services Uk Ltd Improved steel railway crossing

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT390084B (de) * 1988-05-20 1990-03-12 Voest Alpine Maschinenbau Weiche mit einem herzstueck mit beweglicher haupt- und beispitze
FR2640294B1 (fr) 1988-12-12 1991-03-15 Cogifer Cie Gle Installat Ferr Procede de fabrication d'un coeur de croisement a pointe mobile et coeur de croisement ainsi obtenu
FR2695662B1 (fr) 1992-09-11 1994-11-18 Cogifer Encastrement de la pointe mobile dans le berceau d'un cÓoeur de croisement incorporé dans les longs rails soudés et procédé de réalisation d'un tel encastrement.
ES2137807B1 (es) 1996-04-29 2000-08-16 Jez Sistemas Ferroviarios S L Cruzamiento agudo de punta movil para ferrocarril.
DE202004010655U1 (de) * 2004-07-07 2004-09-09 Thyssenkrupp Weichenbau Gmbh Rillenschienen-Herzstück

Also Published As

Publication number Publication date
EP2487293A1 (fr) 2012-08-15
ES2488765T3 (es) 2014-08-28

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