EP2206830A1 - Elektrisch isolierende Schienenverbindung und Verfahren zur Herstellung einer solchen Schienenverbindung - Google Patents

Elektrisch isolierende Schienenverbindung und Verfahren zur Herstellung einer solchen Schienenverbindung Download PDF

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Publication number
EP2206830A1
EP2206830A1 EP09000342A EP09000342A EP2206830A1 EP 2206830 A1 EP2206830 A1 EP 2206830A1 EP 09000342 A EP09000342 A EP 09000342A EP 09000342 A EP09000342 A EP 09000342A EP 2206830 A1 EP2206830 A1 EP 2206830A1
Authority
EP
European Patent Office
Prior art keywords
rail
portions
rails
slot
insulating element
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.)
Withdrawn
Application number
EP09000342A
Other languages
English (en)
French (fr)
Inventor
Sido Sinnema
Jelte Annee Bos
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.)
Movares Nederland BV
Original Assignee
Corus Technology BV
Movares Nederland BV
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 Corus Technology BV, Movares Nederland BV filed Critical Corus Technology BV
Priority to EP09000342A priority Critical patent/EP2206830A1/de
Priority to PCT/EP2009/009064 priority patent/WO2010081520A1/en
Publication of EP2206830A1 publication Critical patent/EP2206830A1/de
Withdrawn legal-status Critical Current

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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
    • E01B11/00—Rail joints
    • E01B11/54—Electrically-insulating rail joints

Definitions

  • Electrically insulating rail joint for electrically insulating two successive rails or rail portions from each other wherein the successive rails or rail portions are connected by connecting means and wherein an electrically insulating element is clamped between the end faces of the rails or rail portions.
  • These rail joints are used to subdivide railways in consecutive sections electrically insulated from one another to be able to use these sections in signalling, security and controlling systems, such as for instance automatically controlled guarded level crossings and automatic train control.
  • the insulating element is clamped between the end faces of the rails or rail portions to prevent that the insulating element can be moved from the original position under the load of passing trains. If the insulating element gets out of line with the top of the railhead the rail is bound to wear out faster at that location which sooner or later will result in a shortage between the successive rails or rail portions.
  • the clamping of the insulating element is also necessary to meet tensional forces that may occur in the rail because of lower temperatures during the night or in winter time. This is especially important if the insulating comprises or consists of a ceramic plate since this material is not suitable at all to receive tensional forces. Preferably a ceramic material is used in an insulating element because of its hardness and abrasion resistance.
  • the insulating element is clamped between the end faces of successive rails or rail portions by first connecting the successive rails or rail portions by means of connecting means such as fishplates, creating a large enough gap between the end faces by exerting sufficiently large opposite forces on the rail and connecting means, after which the insulating element is inserted between the end faces of the rails or rail portions and the opposite forces acting on the rails are removed.
  • connecting means such as fishplates
  • the rail and connecting means have to be pre-tensioned to a larger extent than only needed for the clamping of the insulating element.
  • one or more of the above objects is realized by providing an electrically insulating rail joint for electrically insulating two successive rails or rail portions from each other wherein the successive rails or rail portions are connected by connecting means and wherein an electrically insulating element is clamped between the end faces of the rails or rail portions, and wherein the connecting means connect to successive end portions of the rails or rail portions wherein for at least one end portion the connecting means connect to the rail or rail portion at a distance from the end face therewith providing a free part of the end portion adjacent the corresponding end face, and in that means are provided to exert a compressive force on the insulating element which means act on the insulating element through a free part of at least one end portion of a rail or rail portion adjacent to an end face.
  • the means to exert a compressive force on the insulating element comprise a slot in the free part of an end portion at a distance from the corresponding end face of a rail or rail portion and a wedge fitting at least partly in the slot.
  • the slot in the end portion of the rails or rail portions is preferably positioned transverse to the length direction of the rail.
  • the slot cuts through the rail in at least one direction which means that the slot cuts in at least one direction completely through a rail and could therewith leave at one or more locations a connection between the rail parts at both sides of the slot.
  • the slot could stop just above the foot of the rail or the slot could cut through the head portion and the feet leaving a connection at the outer sides of the foot.
  • This embodiment would help to hold the part of the rail between the slot and the end face of the rail or rail portion in place during the assembly of the rail joint but would easily deform when driving the wedge in the slot to its final position.
  • the slot is realized by cutting through the total cross-section of the rail.
  • this slot results in a separate piece of rail which needs positioning and support during the manufacturing of the rail joint and especially when driving the wedge in the slot till the right pretension of the insulating member is realized, it is the easiest way to make a slot. By positioning the rails or rail portions and the separate piece it can easily be achieved that the slot gets a predetermined width.
  • the wedge used in the slot has a width smaller than the distance between the connecting means provided at both sides of the rail or rail portion at least at the location of the connecting means.
  • the distance between the connecting means is at its smallest in the intermediate section of the rail, the neck of the rail, between the head part and foot part of the rail and the portion of the wedge that will finally be positioned in between the connecting means has to have a width smaller than that distance.
  • the width has also to be smaller to avoid electrical contact between the connecting means and the wedge and therewith with the rail.
  • the portion of the wedge that will not come between the connecting means can have a larger width.
  • the upper section may have a width and shape that at least partly corresponds to the shape of the rail head.
  • the material of the wedge is the same as that of the rail or is chosen such that the characteristics thereof are similar to or corresponds as much as possible to those of the rail head to avoid uneven wear of the rail head and wedge.
  • the sides of the wedge that will be in contact with the opposite sides of the slot are at an angle with respect to each other with a ratio between 1:300 to 1:700.
  • the ratio is in the range of 1:400 to 1:600 and even more preferably 1:500.
  • the open part of at least the head part of the rail is according to a further aspect of the invention filled up. This can be done for example by welding or by welding material in the open part of the slot and if necessary rework the weld so that it is in line with the profile of the rail.
  • the stiffness of the rail joint may further be improved by gluing a steel plate at the bottom of the rail at the location of the joint.
  • the electrically insulating element in the rail joint can be any known electrically insulating rail joint.
  • an electrically insulating element comprising a ceramic plate is preferred and an electrically insulating element in the form of only a ceramic plate is even more preferred.
  • a ceramic plate as an electrically insulating element it is possible to exert a compressive force on the insulating element that is sufficiently large to take up contraction forces in the rails due to temperature changes. Since the compression strength of ceramic material is better than 300MPa and for most ceramic material even far better than that, the insulating clement according to this embodiment has a compression strength that is more than sufficient to withstand the compressive force exerted on it.
  • the compression strength is also more than sufficient to take up any additional compressive load due to expansion of the rails.
  • ceramic material has a low linear extension coefficient, which is typically lower than 13*10 -6 /°C and for a number of commercially available ceramic materials will be in the range of 7*10 -6 and 13*10 -6 / °C. Because of this low linear extension coefficient changes in temperature will have minimal effect on the compressive force exerted on the insulating sheet.
  • Ceramic materials that are suitable to be used as insulating element in the rail joint according to the invention are for instance Zirconia or Alumina and also glass ceramic material, such as Macor (registered trademark of Corning Inc.). These glass ceramics and more in particular Macor have a hardness of about 400 Wickers corresponding to the hardness of rails which will ensure equal abrasion of rail and rail joint.
  • the hardness of Zirconia is about 1100 Vickers and that of Alumina 1500 Vickers.
  • the electrically insulating element has a thickness between 1 and 20 mm, preferably a thickness of at least 3 mm, and preferably a thickness of at most 10 mm. With such a thickness of the electrically insulating element the rail ends are kept at sufficient distance to prevent short circuiting of the rail joint by for instance accumulation of abrasion powder or the like.
  • the specific electrical resistance of the above ceramic materials lies in a range of 10 6 - 10 15 ⁇ m, which values are far higher then the required minimum value for the specific electrical resistance of the insulating sheet for the rail joint.
  • the electrical resistance for a rail joint in for instance the well known UIC60 rail with one insulating sheet of for instance Zirconia with a thickness of 1 mm would be about 1 x 10 6 ⁇ .
  • With a glass ceramic material as for instance Macor with a thickness of 3 mm the electrical resistance of the rail joint in the same rail would be about 50 x 10 12 ⁇ .
  • the resulting resistance of the rail joint is such that the rail joint will still function properly.
  • the resistance of the rail joint is preferably considerable higher to prevent that due to contamination the rail joint would need to be serviced more often or that the rail joint has to be replaced after a relatively short time.
  • the form of the electrically insulating sheet follows the profile of at least the head part of the rails, the head part of the rail being the part that comes into direct contact with the wheels of the train.
  • the remaining part of the profile of the rails does not have to be followed exactly, as long as the insulating sheet completely coverts the end faces of the rails or rail portions. This gives optimal insulation while allowing an outer shape of the insulating sheet that can be manufactured easily.
  • the electrically insulating element has a tapered shape in order to get an elevated or peaked vertical alignment, which is preferred under dynamic load conditions.
  • This configuration has the advantage that the rail does not have to be supported at the location of the insulating element during use.
  • the invention also provides a method for manufacturing an electrically insulating rail joint in which a compressive force is exerted on an electrically insulating element placed between end faces of two successive rails or rail portions, the method comprising the steps of:
  • the connecting means connect the successive rail portions such that the end faces, between which the gap for the insulating element is located, are at an angle.
  • This angle corresponds to the tapered shape of the insulating element wherein the opposite sides of the insulating element are at an angle with a ratio between 1:300 to 1:700.
  • the ratio is in the range of 1:400 to 1:600 and even more preferably about 1:500. With this angle the gap with the insulating element will have an elevated vertical alignment or peaked alignment which is preferred under dynamic load conditions.
  • the connecting means comprise fish plates at both sides of the end portions of the rails or rail portions which are at least bolted to each other to establish a connection such that the fish plates are electrically insulated from at least one end portion.
  • connection means glue is applied between part of the fish plates and the end portions of the rails or rail portions.
  • the glue is applied between outer portions of the fish plates and the rails or rail portions leaving an intermediate portion of the fish plates clear.
  • the slot for the wedge is located at this intermediate portion.
  • the bolts of the connection means are tightened and subsequently while the rail joint is sufficiently supported the wedge is put in the slot and driven into the slot till the right compressive force on the insulating element is attained.
  • the wedge has at least along part of the length thereof a width smaller than the distance between the connecting means at the neck portion of the rail. Since the angle between the sides of the wedge is relatively small the wedge has a length greater than the largest distance between the head and foot of the rail and for that reason the width of the wedge over the total length thereof is preferably taken smaller than the distance between the connecting means at the neck portion of the rail. With this feature the length of the wedge will be taken such that it will always be long enough to be able to get the wanted compressive force acting on the insulating element. At the same time this will also mean that the wedge in its final position will extend from the rail at least one side and consequently that the rail has to be reworked at that location to get at least the right profile for the rail. For the head part of the rail this will in most cases mean that a protruding part of the wedge has to be cut off. Any remaining gap or open space is at least partly filled up so that at least the head part forms a continuous transition at the location of the wedge.
  • a railway part comprising two rail portions with a rail joint according to the invention between the rail portions.
  • Such a railway part is mounted as a prefabricated unit in an existing railway by removing a corresponding part from the railway and replacing it by the railway part according to the invention.
  • the railway part is connected to the existing railway by means of for instance welding techniques as commonly used in railway construction and maintenance.
  • the advantage of using a prefabricated railway part is that the rail joint can be mounted between rail portions under the best possible conditions in a workshop ensuring an optimal fit of the rail joint between the rail portions.
  • a further advantage of prefabricating the railway part is that it is possible to manufacture the railway part in serial or batch production therewith lowering the costs per unit.
  • the railway parts according to the invention may be inserted in an existing railway by taking out a corresponding length of the original railway and replacing it by the railway part.
  • the railway part is preferably connected to the existing rail such as to form a continuous welded rails.
  • railway parts are placed in the railway such that the rail joint in the railway parts is positioned between two sleepers of the railway. Since the space required for the fastening and/or positioning means with which a rail is mounted on the sleepers will leave only very little space for the connecting means for the rail joint, it is preferred to have the rail joint between sleepers.
  • the figure shows a side view of two rail portions 1,2 with a foot, neck and head portion 3,4,5 respectively.
  • the rail portions 1,2 are connected by means of fish plates 6 on both sides of the rail portions 1,2 and bolts 7. Between the end faces of the rail portions 1,2 a gap 8 is provided for the insulating element 17, the gap having a width of 3-10 mm, for instance 6 mm.
  • glue will preferably be applied to the end faces of the rail portions 1,2.
  • the glue used to this end has the same mechanical properties as the glue used to glue the outer portions 9,10 to the rail portions 1,2.
  • the fish plates 6 and rail portions 1,2 are first provided with corresponding boreholes after which the bolts 7 are put through fishplates 6 and rail portions 1,2. Before tightening bolts 7 the fish plates 6 are glued to the rail portions 1,2.
  • the glue layer has a thickness of for instance 3 mm, for which plastic shims of the same thickness are used between the rail portions 1,2 and the fish plates 6. Glue is applied at the outer portions 9,10 of the fish plates 6, which are the portions provided with bolts 7. The intermediate area 11 between the outer portions 9,10 is not glued at this stage of the manufacturing of the rail joint. After hardening of the glue, the bolts are pre-stressed by tightening the bolts.
  • these portions are roughened by for instance grid blasting. Immediately afterwards these portions are preferably coated with a thin layer of glue in order to prevent oxidation.
  • a slot 13 is provided in rail portion 1 in which a wedge 14 is inserted.
  • the slot is preferably formed by cutting the rail to get a resulting slot with a width in the range of 10-30 mm and preferably of about 20 mm.
  • the wedge has a tapered shape with an inclination of 1:500 to 1:700 and a width corresponding to that of the slot as seen in the length direction of the rails.
  • the compressive load on the insulating element is brought to a value in the range of 500-2000kN, more preferably in the range of 800-1400kN and even more preferably in the range of 900-1100 kN.
  • the wedge 14 After driving the wedge 14 in the slot 13 to get a compressive load on the insulating element 17 the wedge 14 as far as it is protruding from the rail is cut off.
  • the gap remaining in the head of the rail is filled for instance by welding or by welding a filler element in the gap, after which the head is grinded to a smooth surface.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Connection Of Plates (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP09000342A 2009-01-13 2009-01-13 Elektrisch isolierende Schienenverbindung und Verfahren zur Herstellung einer solchen Schienenverbindung Withdrawn EP2206830A1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP09000342A EP2206830A1 (de) 2009-01-13 2009-01-13 Elektrisch isolierende Schienenverbindung und Verfahren zur Herstellung einer solchen Schienenverbindung
PCT/EP2009/009064 WO2010081520A1 (en) 2009-01-13 2009-12-17 Electrically insulating rail joint and method to manufacture such a rail joint

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP09000342A EP2206830A1 (de) 2009-01-13 2009-01-13 Elektrisch isolierende Schienenverbindung und Verfahren zur Herstellung einer solchen Schienenverbindung

Publications (1)

Publication Number Publication Date
EP2206830A1 true EP2206830A1 (de) 2010-07-14

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ID=40809805

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09000342A Withdrawn EP2206830A1 (de) 2009-01-13 2009-01-13 Elektrisch isolierende Schienenverbindung und Verfahren zur Herstellung einer solchen Schienenverbindung

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EP (1) EP2206830A1 (de)
WO (1) WO2010081520A1 (de)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09143904A (ja) * 1995-11-29 1997-06-03 Sekisui Chem Co Ltd レール形絶縁板
WO2008077617A1 (en) 2006-12-22 2008-07-03 Corus Technology Bv Electrically insulating rail joint and method to produce such a rail joint

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09143904A (ja) * 1995-11-29 1997-06-03 Sekisui Chem Co Ltd レール形絶縁板
WO2008077617A1 (en) 2006-12-22 2008-07-03 Corus Technology Bv Electrically insulating rail joint and method to produce such a rail joint

Also Published As

Publication number Publication date
WO2010081520A1 (en) 2010-07-22

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