KR20190115293A - Under sleeper pad array for rail turnout - Google Patents

Abstract

The present invention provides a sleeper pad array for a railroad turnout which extends the life of a roadbed. The sleeper pad array for a railroad turnout is an elastic pad array arranged underneath a sleeper of a railroad turnout, and comprises: a first pad arranged underneath a sleeper of a first section including a turnout front end and a turnout rear end; a second pad arranged underneath a sleeper of a second section including a point portion and a lead portion of the turnout; a third pad arranged underneath a sleeper of a third section including a crossing portion of the turnout; and a fourth pad arranged underneath a sleeper of a fourth section including an area between the crossing portion and the turnout rear end. The first pad has a higher rigidity than the second pad. Both ends of the third pad arranged underneath a base rail has a higher rigidity than the middle portion arranged underneath a crossing. One side of the fourth pad arranged underneath a crossing rear end has a higher rigidity than the other side arranged underneath the base rail.

Description

Sleeper pad array of railway turnout {UNDER SLEEPER PAD ARRAY FOR RAIL TURNOUT}

The present invention relates to pads and pad arrays disposed below railroad ties, and more particularly, to sleeper pad arrays for preventing the rail rail from sagging.

In general, the tracks on which the trains run are laid on the roadbed, the sleepers are laid out at regular intervals, and the rails are arranged on the sleepers.

The drawing serves to attenuate the vibration caused by the load of the train moving on the rail and to ensure that the load of the train is stably distributed to the roadbed.

The most common practice is the gravel phase, which is formed by laying gravel or crushed stone at a predetermined height, and the concrete phase formed of concrete.

The statue is a part to which the load of the train is repeatedly applied, and in the case of the gravel statue due to the repeated vibration and the load, there are problems such as irregular height or long-term settlement of the gravel due to high pressure applied to the gravel.

These problems have been in need of improvement and improvement in that the cost of maintenance and repair increases and can lead to safety accidents.

In addition, due to the characteristics of parallel railway rails, the load of the train load is generated in the curved section, which causes frequent wear of a particular rail.

To overcome these shortcomings, various devices that can reduce the impact on the lower rail have been proposed and implemented. Among them, elastic pads are placed on the rail or the bottom of the sleeper to implement shock reduction techniques. come.

However, devices for damping loads and vibrations from trains inevitably caused sagging of rails due to the loads of trains. Another problem emerged, with the difference in the degree of deflection.

Therefore, there has been a need for a method for solving such problems.

The present invention has been made in order to solve the problems of the prior art as described above to reduce the vibration or shock applied to the train when the train is running on the rail rail to extend the life of the statue, at the same time the rail generated by the operation of the train The purpose is to provide a sleeper pad array in which the sag of the sag is kept uniform.

In particular, it is applied to the sleepers laid on the gravel road to prevent the irregularity of the height of the gravel road to ultimately minimize the deviation of the rail deflection phenomenon.

The objects of the present invention are not limited to the above-mentioned objects, and other objects that are not mentioned will be clearly understood by those skilled in the art from the following description.

The sleeper pad array of the railroad turner of the present invention for achieving the above object is an elastic pad array disposed under the sleeper of the railroad turner, and is disposed below the sleeper of the first section comprising a front end and a branching climate end. A second pad disposed below the sleeper of the second section including the first pad, the point portion and the lead portion of the tap-off, and the third pad and the crossing portion disposed below the sleeper of the third section including the crossing portion of the tap-off; A fourth pad is disposed below the sleeper of the fourth section, which is an area between the branching ends, and the first pad has a higher rigidity than the second pad, and the third pad is located below the basic rail. Both ends disposed have a higher rigidity than the stop portion disposed in the lower portion of the crossing, the fourth pad is the other side that is disposed on the lower portion of the basic rail is disposed on the lower portion of the rear end of the crossing More may have a higher stiffness.

The first pad, the second pad, the third pad, and the fourth pad may be provided in contact with the bottom surface of the sleeper.

Alternatively, the second pad and the third pad may be provided with lengths corresponding to sleepers having different lengths, respectively.

In addition, the third pad and the fourth pad may be integrally formed with at least two parts having different rigidities.

Alternatively, the second section may include a fifth section in which a train for adjusting a track is disposed, and a fifth pad is coupled to the lower part of the sleeper of the fifth section, and the fifth pad may have lower rigidity than the second pad. .

In addition, as an elastic pad array disposed at the lower part of the sleeper of the railway turnout, one side disposed below the rail far from the center of curvature has a higher rigidity than the other side disposed below the rail close to the center of curvature in a section bent at a constant curvature. A pad is included, and the pad may be integrally formed with at least two parts having different stiffness.

Alternatively, the pads may be disposed in contact with the bottom of each sleeper and have a planar area smaller than the bottom area of the sleeper.

The sleeper pad array of the railway turnout of the present invention for solving the above problems has the effect that the vibration and load, impact, etc. applied from the train is effectively distributed to the phase, and the damping effect of the vibration, load, impact, etc. It has the advantage of minimizing the uneven deflection phenomenon of the rail that can be generated for each section of the railway while maintaining.

In addition, the installation process is not difficult because it is installed in contact with the bottom of the sleeper, and also has the advantage that the maintenance cost is reduced because the operation for replacement or repair is relatively simple.

The effects of the present invention are not limited to the above-mentioned effects, and other effects not mentioned will be clearly understood by those skilled in the art from the description of the claims.

1 is a schematic diagram briefly showing and crossing of a railway turnout.
Figure 2 is a schematic diagram showing the sleeper pad array of the railway turnout according to an embodiment of the present invention.
3 is a cross-sectional view showing a first section of a sleeper pad array of a railway turnout according to an embodiment of the present invention.
4 is a state diagram showing a state in which a rail sag occurs due to a train load in a crossing area of a railway turnout.
5 is a cross-sectional view showing a second section of a sleeper pad array of a railway turnout according to an embodiment of the present invention.
6 is a cross-sectional view of a third section that is a crossing area of a railroad turnout in the sleeper pad array of the railroad turnout according to an embodiment of the present invention.
7 is a cross-sectional view of the fourth section in the sleeper pad array of the railway turnout in accordance with one embodiment of the present invention.
8 is a graph illustrating a state in which a non-uniform deflection of a rail is improved in a railroad turnout through a sleeper pad array of a railroad turnout according to an embodiment of the present invention.

DETAILED DESCRIPTION Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the description of this embodiment, the same name and the same reference numerals are used for the same configuration and additional description thereof will be omitted.

The sleeper pad array of the railway turnout according to the present invention may be implemented as follows.

1 is a schematic diagram briefly showing and crossing of a railway turnout.

First, as shown in FIG. 1, a turnout for dividing a line in two directions is largely divided into a point section, a lead section, and a crossing section.

The point part is provided with a pair of basic rails, and is provided to be rotatable from side to side between the basic rails so that a thinly cut tongue rail (40, tongue rail) is closely attached to or separated from the basic rail on one side. Done.

The lead portion is arranged such that the pair of basic rails are gradually separated from the outermost part, and the lead rails 40 are disposed between the pair of basic rails so as to gradually reduce their spacing.

The crossing portion may often be implemented with manganese cradles, and is connected to the lead rail 40, the distance of which is gradually reduced, and is provided to cross the track.

In this case, the rear end of the crossing may be referred to as the rear end of the crossing, and the line may be divided into two paths based on the rear end of the crossing and separated into a reference line and a branch line.

Each of the reference line and the branch line completely branched past the crossing portion is referred to as the rear end of the branch in the sleeper pad array of the railway branch according to the embodiment of the present invention.

Figure 2 is a schematic diagram showing the sleeper pad array of the railroad turnout according to an embodiment of the present invention.

The sleeper pad array of the railway turnout according to an embodiment of the present invention may be applied to the turnout of the railway, and specifically, is an elastic pad array disposed below the sleeper 10 of the railway turnout.

Divided into its structure, the first pad 110 is disposed in the lower part of the sleeper 10 of the first section 100 having the branching front and the branching end, the first branch consisting of the branching point and the lead section. A second pad 210 disposed below the sleeper 10 of the second section 200, a third pad 310 disposed below the sleeper 10 of the third section 300 including a crossing portion of the tapper; A fourth pad 410 disposed below the sleeper 10 of the fourth section 400 including an area between the crossing portion and the branching end may be included.

In this case, the first pad 110 has a rigidity higher than that of the second pad 210, and the third pad 310 has both ends disposed under the basic rail 30 at the lower portion of the crossing 50. It is provided to have a higher rigidity than the discontinuity to be disposed.

In addition, the fourth pad 410 is provided such that one side disposed below the crossing rear end has a higher rigidity than the other side disposed below the basic rail 30.

Hereinafter, each configuration described above will be described in detail.

Figure 3 is a cross-sectional view showing a first section of the sleeper pad array of the railway turnout according to an embodiment of the present invention, Figure 4 shows a state where the rail sag caused by the train load in the crossing area of the railway turnout. Figure 5 is a cross-sectional view showing a second section of the sleeper pad array of the railway turnout according to an embodiment of the present invention, Figure 6 is a railroad split in the sleeper pad array of the railway turnout according to an embodiment of the present invention 7 is a cross sectional view of a fourth section in a sleeper pad array of a railroad turnout in accordance with one embodiment of the present invention.

As shown in FIG. 1, the sleeper pad array of the railway turnout according to the exemplary embodiment of the present invention may include the first and second sections 100, the second section 200, the third section 300, and the fourth section. It may be implemented by dividing by 400.

The first section 100 may be formed of a branch front and a branch climate end, and may be defined as a section in which a parallel pair of basic rails 30 are laid in a straight section or a gentle rotation section having a large radius of curvature.

This may be exemplified by a case in which loads and vibrations applied from a train are uniformly distributed on both basic rails 30, and may be limited to a case where deflection of both basic rails 30 is relatively uniform according to the operation of the train. have.

In this case, the first pad 110 may be disposed in contact with the bottom surface of the sleeper 10 in the section defined by the first section 100.

Alternatively, the first pad 110 may be bonded to the bottom surface of the sleeper 10, and may be formed to have an area corresponding to the bottom surface of the sleeper 10. The area can be implemented to be slightly smaller than the bottom.

 The same may be applied to the second pad 210, the third pad 310, and the fourth pad 410 to be described later.

The first pad 110 is formed to have an even stiffness along the longitudinal direction of the sleeper 10, which is relatively uniform in the amount of vibration or load applied through the two basic rails 30, the operation of the train This is to balance the deflection of the basic rail 30 on both sides.

The second section 200 corresponds to the point portion and the lead portion of the tap-off.

The point portion of the branching machine is disposed on both sides of the base rail 30 is gradually increased the gap, a pair of the tongue rail 40 is provided between the base rail 30 is a pair of tongue rail 40 The left and right between the basic rail 30 is to guide the driving route of the train.

And, the lead portion of the turner is the main rail 30 is disposed on both outer edges and the gap is gradually increased, the lead is connected to the tongue rail 40 between the base rail 30, the gap is gradually reduced The rail 40 is disposed.

Therefore, the sleepers 10 disposed in the second section 200 are longer than the sleepers 10 disposed in the first section 100, and the lengths of the sleepers 10 are longer than the sleepers 10 arranged in the first section 100. As it opens, it gradually corresponds and increases its length.

The second pad 210 is provided on the bottom of the sleepers 10 disposed in the second section 200, and the second pad 210 has a relatively lower rigidity than the first pad 110. Is formed.

This is because the lengths of the sleepers 10 disposed in the second section 200 are physically longer than the lengths of the sleepers 10 disposed in the first section 100, so that the sleepers 10 disposed in the second section 200. This is because the second pad 210 provided at the bottom of the) decreases the load or vibration received per unit area when the train runs, compared to the first pad 110.

Therefore, even when the train passing through the first section 100 enters the second section 200, the difference in the load or vibration applied per unit area of the sleeper 10 is reduced, and ultimately, the first section 100 and the first section 100 are made. The degree of deflection of the rail on which the train is supported at the boundary of the two sections 200 may be maintained at a similar level.

More precisely, according to the embodiment to which the present invention is applied, it may be implemented to have a difference in arithmetic calculated in proportion to the area between the first pad 110 and the second pad 210.

In addition, the branch point portion of the second section 200 may be arranged a train for adjusting the left and right movement of the tongue, the long sleepers are laid at the position where the train is arranged as shown in FIG. do.

The position where the train is arranged is defined as a fifth section 500, and a long long sleeper disposed in the fifth section 500 may have a fifth pad 510 coupled thereto and a fifth pad ( 510 has a lower rigidity than the second pad 210.

This is compared with the sleepers disposed in the first section 100 and the second section 200 because the long long sleeper is disposed in the fifth section 500 where the train is placed, in order to install the train. As the load applied per unit area during the operation of the train is sharply reduced, as shown in FIG. 8, the deflection of the rail is sharply changed in the fifth section 500, which is a portion in which a train is disposed, but the second pad ( Compared to 210, the fifth pad 510 having a low rigidity is coupled to the fifth section 500 in which the train is disposed, so that the roughness of the rail is constant without a sharp change.

The third section 300 may be defined as a crossing portion.

The crossing part is generally an area where the line crosses between the basic rails 30, and is composed of a cradle with wing rails intersecting in the shape of an 'X'.

The cradle is often formed of manganese having a heavy load in order to secure its rigidity, and is made of a plate-like bulky shape, where a central portion of the third section 300 is subjected to a greater load and vibration than the surroundings.

Accordingly, a third pad 310 may be provided on the bottom of the sleeper 10 disposed in the third section 300, and the third pad 310 may support both ends and the crossing of the basic rail 30. The stopping parts may be provided with different stiffnesses.

In this case, in the third section 300, the distance between the reference line and the branch line increases, and accordingly, the length of the sleeper 10 disposed in the third section 300 also becomes long.

As shown in FIG. 4, since the train is supported by two rails, the load of the train in the upper part of the long sleeper 10 acts to be pulled to one side and the outermost basic rail 30 on the side on which the train is entirely supported. The deflection becomes large, and in the case of the crossing 50 of the stop supported by the train, the deflection becomes less.

Thus, as shown in FIG. 6, the rigidity of the interruption portion of the third pad 310 in which the crossing 50 is supported to prevent the rail from sagging largely occurs when the train operates in the third section 300. The base rail 30 is formed smaller than both ends of the third pad 310 that is supported.

The fourth section 400 may be defined as an area located between the crossing portion and the branch climate end.

The fourth section 400 is a beginning of a branched railway line is divided into a reference line and a branch line to form a pair of different rails, one sleeper from the first section 100 to the third section 300 ( 10) ends of the section supporting two or four rails of different lengths, and a section in which the reference line and the branch line are supported by separate sleepers 10.

In the fourth section 400, a fourth pad 410 is provided on the bottom of each sleeper 10, and one side of the fourth pad 410 is disposed below the rear end of the fourth pad 410 and is disposed below the basic rail 30. It is formed to have a higher rigidity than the other side.

This means that the sleepers 10 supporting the separated baseline and the branch line are significantly reduced in length, unlike in the previous path, while the suspension supports the rear end with a large load, and the outermost basic rail 30 is This is due to the fact that relatively small loads are supported.

In the fourth section 400, the load of the train is fixed, but crossing between one side of the sleeper 10, which is supported by the rear end of each crossing disposed on the suspension portion, and the other side of the sleeper 10, which is supported by the basic rail 30, respectively. This is because a difference in vibration and load occurs due to the load at the rear end, which may cause unevenness in the deflection between the rails on both sides.

In the case of the third pad 310 and the fourth pad 410, each of the third pad 310 and the fourth pad 410 has areas having different stiffness, but in the embodiment of the present invention, each of the third pad 310 and the fourth pad 410 is integrally formed. Each may be coupled to the bottom of the corresponding sleeper (10).

This can provide more convenience in maintenance and repair, such as replacement work.

8 is a graph illustrating a state in which a non-uniform deflection of a rail is improved in a railroad turnout through a sleeper pad array of a railroad turnout according to an exemplary embodiment of the present invention.

As shown in FIG. 8, the sleeper pad array of the railroad turnout according to the exemplary embodiment of the present invention significantly improves the uneven rail deflection caused in the conventional railroad turnoff so that the rail deflection is relatively uniform. Can be generated.

In addition, an elastic pad may be formed such that one side disposed below the rail far from the center of curvature has a higher rigidity than the other side disposed below the rail close to the center of curvature in the track section of the railway curved with a constant curvature. Elastic pads may be provided in contact with the bottom of each sleeper (10).

Since a greater load and vibration are applied to the outer rail rotated by the centrifugal force due to the train's rotation in a certain section of rotation, a more rigid elastic pad is disposed at the bottom supported by the rail disposed outside the rotated section. This is to minimize the difference in deflection between the rails on both sides.

In this case, an elastic pad may be attached to the bottom of the sleeper, and may be implemented by dividing the elastic pad having different stiffness into regions by attaching them to one side and the other bottom of the same sleeper 10.

This has the effect of simplifying the laying process of the elastic pad and sleeper 10, thereby saving the time required for laying, and also to facilitate the task of removing or replacing the existing elastic pad in the future. There is.

In addition, the elastic pad disposed in contact with the bottom of each sleeper 10 is provided with a flat surface smaller than the bottom of the sleeper 10 so that the elastic pad is lateral to the sleeper 10 by the load and vibration applied from the sleeper 10. May be modified to prevent deviation.

As described above, a preferred embodiment according to the present invention has been described, and the fact that the present invention can be embodied in other specific forms in addition to the above-described embodiments without departing from the spirit or scope thereof has ordinary skill in the art. It is obvious to them. Therefore, the above-described embodiments should be regarded as illustrative rather than restrictive, and thus, the present invention is not limited to the above description and may be modified within the scope of the appended claims and their equivalents.

10: sleepers
20: icon
30: basic rail
40: lead rail, lead rail
50: crossing
100: first section 110: first pad
200: second section 210: second pad
300: third section 310: third pad
400: fourth section 410: fourth pad
500: fifth section 510: fifth pad

Claims (7)

An array of elastic pads disposed below the sleepers of a railway turnout,
A first pad disposed below the sleeper of the first section including a branch front and a branch rear end;
A second pad disposed below the sleeper of the second section including a point portion and a lead portion of the tap-off;
A third pad disposed below the sleeper of the third section including a crossing portion of the tap-off; And
And a fourth pad disposed below the sleeper of the fourth section including an area between the crossing portion and the branching end.
The first pad has a higher rigidity (rigidity) than the second pad,
The third pad has a rigidity higher than both ends disposed at the bottom of the basic rail than a stop disposed at the bottom of the crossing.
The fourth pad is a sleeper pad array of the railroad turnout having one side disposed in the lower portion of the rear end having a higher rigidity than the other side disposed in the lower portion of the basic rail.
The method of claim 1,
The first pad, the second pad, the third pad and the fourth pad is a sleeper pad array of the railroad turnout provided in contact with the bottom of the sleeper.
The method of claim 1,
The second pad and the third pad is a sleeper pad array of the railroad turnout is provided with a length corresponding to each of the sleepers having different lengths.
The method of claim 1,
The third pad and the fourth pad,
A sleeper pad array of railway turnouts in which at least two parts of different stiffness are formed integrally.
The method of claim 1,
The second section,
Includes a fifth section in which a train is arranged to adjust the track,
The fifth pad is coupled to the lower part of the sleeper of the fifth section,
The fifth pad is a sleeper pad array of the railway turnout having a lower rigidity than the second pad.
An array of elastic pads disposed below the sleepers of a railway turnout,
And a pad having a higher rigidity than the other side disposed at a lower portion of the rail far from the center of curvature at a lower portion of the rail in a section bent at a constant curvature.
The pad is a sleeper pad array of a railroad turnout in which at least two parts having different stiffness are integrally formed.
The method of claim 6,
The pad,
A sleeper pad array of railway turnouts disposed in contact with each sleeper bottom and having a planar area less than the bottom area of the sleeper.

Images