EP2910681A1 - Befeuchtungsvorrichtung für eine Schiene und Schienensystem - Google Patents

Befeuchtungsvorrichtung für eine Schiene und Schienensystem Download PDF

Info

Publication number
EP2910681A1
EP2910681A1 EP14156065.6A EP14156065A EP2910681A1 EP 2910681 A1 EP2910681 A1 EP 2910681A1 EP 14156065 A EP14156065 A EP 14156065A EP 2910681 A1 EP2910681 A1 EP 2910681A1
Authority
EP
European Patent Office
Prior art keywords
rail
moistening device
fluid
hollow conduit
discharge
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Withdrawn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
EP14156065.6A
Other languages
English (en)
French (fr)
Inventor
Femke van Iterson
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.)
Rail Road Systems
Original Assignee
Rail Road Systems
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 Rail Road Systems filed Critical Rail Road Systems
Priority to EP14156065.6A priority Critical patent/EP2910681A1/de
Publication of EP2910681A1 publication Critical patent/EP2910681A1/de
Withdrawn legal-status Critical Current

Links

Images

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K3/00—Wetting or lubricating rails or wheel flanges

Definitions

  • the invention relates to a moistening device for a rail having a top rail surface comprising a contact surface for supporting railroad vehicles travelling along a travelling direction of the rail, the moistening device comprising a hollow conduit body arranged to transport a fluid along the travelling direction of the rail and comprising a plurality of discharge ducts.
  • the invention also relates to a rail system.
  • WO2013184002A1 describes a moistening device for a railroad rail.
  • the moistening device comprises a conduit comprising a plastic hollow conduit body.
  • an abutment surface at the side of the hollow conduit body abuts a side surface of the head of a rail.
  • the hollow conduit body is provided with a curved top surface.
  • the hollow conduit body comprises a plurality of discharge ducts in the curved top surface that are upwardly inclined in the direction of the top surface of the rail head.
  • the hollow conduit body is attached to the rail by metal clamps distributed along the travelling direction of the rail to clamp the abutment surface in a liquid tight manner against the side of the head.
  • the topside of the curved top surface is at the level of, or a few millimetres above the highest part of the rail, the contact area.
  • the hollow conduit body has a curved top surface, has a sidewall that in use abuts the side of the rail and the rail head itself has a convex top surface, a liquid bath is formed when fluid flows out of the discharge ducts.
  • the conduits are held up by a bottom surface that partially abuts a top surface of the clamp.
  • WO2013184002A1 further describes to flood the top surface of the rail head with the moistening system for at least one hour with an excessive supply of aqueous fluid to dissolve a layer of biological material that is already present on the top surface and to discharge it.
  • the abutment will not be liquid tight when applying hollow conduit bodies of nonflexible plastic material and too much water will leak out of the liquid bath.
  • the abutment may be more liquid tight than with a nonflexible plastic, but at the clamps, the hollow conduit body of flexible plastic is compressed and the cross section changes shape. At such a point, the top surface of the hollow conduit body extends higher above the rail because of the changed shape of the cross section and may come into contact with wheels of vehicles, such a maintenance vehicles and may be damaged.
  • the top surface When positioning the hollow conduit body lower to account for this risk, the top surface will be lower at positions where there is no clamp. At such positions the cross section is not changed and may not reach the highest level of the rail. As the wheels make contact with the rail at the contact surface, which is at the highest level of the rail, this will not provide a good solution against the rail contamination.
  • the placement of the hollow conduit body requires much care, as the discharge ducts need to be upwardly inclined.
  • the flexible material of the hollow conduit body will flex over the length of the rail in between the clamps under the influence of gravity. This leads to the top surface of the conduit having a varying height with respect to the highest level of the rail, which is undesirable.
  • the object is reached by a moistening device according to claim 1.
  • the material of which the hollow conduit body is formed does not need to abut and be pressed against the side surface to form a liquid tight abutment.
  • the material of which the hollow conduit is formed also does not need to be suitable to function as a fluid bath wall and have sufficient height to reach the highest level of the rail and at the same time no extending too high above the rail.
  • a fluid bath is formed because the member abuts the rail sideways. It may for instance abut a side surface of a head of the rail.
  • the moistening device is arranged to fill the fluid bath via the plurality of discharge channels extending from and connected to the plurality of discharge ducts.
  • the discharge ducts do not need to be upwardly inclined, which makes the placement of the moistening device easy.
  • the dimensions and shape of the hollow conduit bodies do not depend on the rail. Therefore hollow conduit bodies may be produced according to only one specification (including shape and dimensions) and still be suitable for different rail types because it does not need to abut the rail.
  • Rail types do not only vary between different types of application (for instance between rails for trains, subways and trams), but also when used for the same application. For instance, within the Netherlands for train railroads, three types of rails are used, each with a different cross-section. Also for instance, different countries may use rails for the same use with different cross sections.
  • hollow conduit bodies does not depend on the for different rail types hollow conduit bodies known from plant irrigation systems may be used, which are well available and relatively cheap which is a important factor as many kilometres of rail may profit from the moistening device. When specially produced hollow conduit bodies are necessary, this could increase the price of the moistening device.
  • the moistening device may be arranged to keep the fluid in the fluid bath and prevent that the fluid flows away in a direction along the travelling direction of the rail or at least decrease the amount of fluid that flows away in such a direction. This may be accomplished by the member comprising one or more end walls of the fluid bath perpendicular to the travelling direction of the rail.
  • gasses such as gasses with a volumetric mass density that is larger than that of air
  • liquids are used as fluid.
  • water or an aqueous solution for instance comprising antifreeze is used.
  • a moistening device according to claim 2 is provided.
  • connection ducts each have an opening in the top member surface which in use forms a fluid bath wall, in use the fluid bath can be filled via the member.
  • a moistening device according to claim 3 is provided.
  • the discharge openings can in use be above the top member surface. Being above the top member surface, the chances that the discharge channels block under the influence of contamination decrease. This is because it is expected that the contamination in most cases will sink to the bottom of the fluid bath in case a liquid is used as fluid.
  • the top member surface may in use be below the contact surface. Even while the discharge channels stick out of the top member surface, the discharge channels may still be below the maximum level.
  • the maximum level is in use determined by the height of the contact surface because beyond that level, the fluid will pass the rail. Therefore the fluid bath can be filled without the need to protrude above the contact surface. This may be important to satisfy free space profile requirements around the rail.
  • a moistening device according to claim 4 is provided.
  • the strip forms a flexible sidewall of the fluid bath
  • vehicles wheels are less likely to damage the moistening device.
  • the strip may flex away. This may cause fluid to drain from the fluid bath at such a position.
  • the strip may flex back to its original shape such that the fluid bath can be restored at such a position by supplying a fluid to it.
  • a moistening device according to claim 5 is provided.
  • a moistening device according to claim 6 is provided.
  • the sidewalls of a rail are not perfectly flat.
  • the leak tight seal may for instance be a watertight seal.
  • the seal strip may for instance be a strip of compriband.
  • a moistening device according to claim 7 is provided.
  • overpressure is the positive difference between the pressure within the conduit and within the fluid bath.
  • the overpressure on the upstream side of the conduit must be kept low and only a limited length of rail can be moistened with the moistening device of the prior art.
  • Pressure compensated trickle valves are well known from plant irrigation systems and are typically used with liquids such as water at ambient temperatures. Pressure compensated trickle valves typically open above a threshold overpressure and have a flow rate that is more or less independent of the overpressure.
  • An advantage of the pressure compensated trickle valves is that the amount of fluid flowing into the fluid bath is more or less homogeneous along the travelling direction of the rail. This means that the moistening system can be used to moisten a longer rail than the prior art system.
  • this also makes the moistening device suitable for rails of inclined railroads. Even if the height of the railroad with respect to sea level varies over the length of the moistening device, i.e. along the travelling direction of the rail, by supplying a sufficient overpressure, the overpressure in the conduit can be sufficient everywhere, even at higher locations, to open the plurality of discharge channels along the complete length of the moistening device. Separate means may be used to prevent that or to limit the amount of the fluid flows away in the fluid bath along the travelling direction of the rail. As the discharge from pressure compensated trickle valves at parts of the rail at lower locations does not (or not significantly) increase with the higher pressure, this does not lead to spill of fluid at such locations.
  • the trickle valves may be arranged at the discharge ducts.
  • a moistening device according to claim 8 is provided.
  • the conduit By forming the conduit from a plurality of hollow conduit bodies, it is possible to connect the plurality of discharge channels to the plurality of discharge ducts at a production location instead of at the rail.
  • the first plurality of hollow conduit bodies can be connected to each other and the second plurality of sections can be placed in series along the travelling direction of the rail. This way, at the rail, both the conduit and the member can be given a desired dimension parallel to the travelling direction.
  • the length of the first plurality of hollow conduit bodies corresponds to the length of the second plurality of sections.
  • a moistening device according to claim 9 is provided.
  • the first plurality of hollow conduit bodies is from flexible material, it is easy to install the moistening device at the rail even when it has a large length, i.e. a large dimension in the travelling direction. Because the hollow conduit bodies are from flexible material, a part of the moistening device may be positioned against the rail for use whereas another part may not be positioned against the rail. As a hollow conduit body may flex, a hollow conduit body from the first plurality of hollow conduit bodies in the part that is positioned against the rail may be connected to a hollow conduit body from the first plurality of hollow conduit bodies in the part that is not positioned against the rail.
  • the first plurality of hollow conduit bodies may be connected to each other using rotable connectors.
  • rotable connected are well available, for instance as hose connectors.
  • a first hollow conduit body of the first plurality of hollow conduit bodies and a second hollow conduit body of the first plurality of hollow conduit bodies may rotate with respect to each other around an axis running in the direction in which the conduit is arranged to transport fluid. This is convenient when installing the first plurality of hollow conduit bodies.
  • a moistening device according to claim 10 is provided.
  • rails such as rails of railroad switches, are sometimes heated.
  • the rails are best thermally insulated, i.e. it is advantageous to keep the heat flow from the rail to its environment as low as possible. As the complete surface of the rail may contribute to the heat flow, thermally insulating any surface of the rail may reduce the heat flow.
  • the member may for instance be from polystyrene, which is a cheap product with good thermal insulation qualities and may easily be formed into a desired shape.
  • polystyrene is very well suited for recycling.
  • the polystyrene member may be protected from damage caused by blows. The protection may be achieved by a compact, dense skin integrally formed with the polystyrene.
  • the member may also be arranged to insulate a body of the rail in use extending between the head of the rail and the foot of the rail. Alternatively or additionally the member may be used to insulate a foot of the rail.
  • a moistening device according to claim 11 is provided.
  • the conduit is partially insulated.
  • it is easy to produce and install the moistening device as the hollow conduit body can simply be placed in the recess before the member is installed at the rail. Maintenance is simple, as the hollow conduit body and discharge channels can be reached through the open side. When installing a moistening device out of different segments, the open side also provides access to connect a plurality of hollow conduit bodies to form a conduit.
  • a moistening device according to claim 12 is provided.
  • the moistening device may be used to heat the rail in cold weather conditions, or cool the rail in hot weather conditions. Cooling the rail may be advantageous as at increasing temperatures, the length of the rails, i.e. the dimension in the travelling direction, increases. This may cause the rails to buckle. To prevent this, the rails are very tightly fixed to sleepers. By cooling the rail, the tight fixing becomes less important or the buckling decreases.
  • Cooling or heating the rail is possible without large losses of the fluid, by operating the moistening device such that the hollow conduit body is supplied with a fluid at a pressure below the pressure where the pressure compensated trickle valves open. At such pressure, the pressure compensated trickle valves stay closed and the fluid does not flow to the fluid bath.
  • a rail system according to claim 13 is provided.
  • the member does not only abut, but is connected to the rail, preferably directly. Being connected to the rail is advantageous, as it will follow the shape of the rail as much as possible even when the rail deforms under the influence of heat or cold or when supporting a railroad vehicle.
  • the member may abut the rail by applied pressure.
  • the pressure may be exerted by clamps attached to the rail (in which case there is an indirect connection) or by the member itself when formed around the rail including the foot of the rail.
  • the member may be kept connected to the rail by glue or other means.
  • a rail system according to claim 14 is provided.
  • the rail and further rail form a pair of rails and may in use be part of a railroad.
  • the moistening device advantageously abuts a side of the rail that faces away from the further rail. This is because the wheels of rail road vehicles have flanges.
  • the flanges are arranged to be between the rail and the further rail. As the member abuts the rail on a side facing away from the further rail, the member and the flanges do not touch each other.
  • the positive z-direction is a vertical upward direction, i.e. the negative z-direction is the direction of the force of gravity.
  • overpressure is the positive difference between the pressure within the conduit and within the fluid bath.
  • traveling direction refers to a direction in which vehicles may travel along the rail.
  • length relates to the travelling direction or a dimension in the travelling direction (for instance when in use).
  • Figure 1 depicts a cross section of a moistening device according to the invention placed against a rail and oriented as in use, thereby forming a rail system.
  • FIG. 1 An example of a moistening device (1) according to the invention comprises a member (2) of polystyrene (see figure 1).
  • Figure 1 shows the moistening device (1) in use.
  • the member (2) is placed against a rail (3) comprising a foot (4), a body (5) and a head (6).
  • the head (6) comprises a contact surface (7) for contacting the wheels of a railroad vehicle such as a train.
  • the locations of edges of the contact surface are indicated by dotted lines.
  • the contact surface (7) is the surface in the cross section of the rail (3) with the highest z-coordinate, i.e. it is the surface in the cross section with the highest level compared to sea level.
  • the cross section is perpendicular to the y-direction, i.e. perpendicular to a direction in which rail road vehicles may travel (a travelling direction). Obviously rail road vehicles they may also travel in the opposite direction.
  • the rail (3) forms a railroad.
  • the further rail substantially runs parallel to the rail (3).
  • the rail (3) and the further rail are fixed to sleepers that are positioned at regular distances in the y-direction.
  • the rail is mirror symmetric with respect to a mirror plane perpendicular to the x-direction.
  • the contact surface (7) is part of a top surface (8) of the rail head (6).
  • the top surface (8) is curved such that the further away from the mirror plane, the smaller the z-coordinate of the top surface (8), i.e. the further away from the mirror plane, the lower the level of the top surface (8).
  • the head (6) also comprises a side surface (9) facing away from the further rail.
  • the member (2) is placed against the side surface (9), i.e. it abuts the side surface.
  • the member (2) houses a conduit (10) that extends along the travelling direction of the rail (3).
  • the conduit (10) comprises a hollow conduit body (11) of flexible material that is thermally conductive.
  • the hollow conduit body (11) comprises a plurality of discharge ducts (12). At each discharge duct (12) there is a pressure compensated trickle valve (14) and the output side of each pressure compensated trickle valve (14) is connected to a discharge channel (15).
  • the member (2) comprises a top member surface (13) that in use faces upward (i.e. in positive z-direction).
  • the discharge channels (15) each lead via a separate connection duct (16) in the member (2) to a separate opening (17) in the top member surface (13) from which it may or may not protrude.
  • the discharge channel (15) shown in figure 1 protrudes from the top member surface (13) but remains below the contact surface (7), which determines the maximum fluid level in the fluid bath (20).
  • the member (2) also comprises a strip (18) made from a flexible material, such as rubber.
  • the strip (18) runs along the travelling direction of the rail (2) at an edge (19) of the top member surface (13).
  • the top member surface (13) is positioned slightly lower than the contact surface (7).
  • the strip (18) however extends above the contact surface (7) at a distance from the rail (3) in the direction away from the further rail, i.e. in the x-direction.
  • the top surface (8) of the rail (2), the top member surface (13) and the strip (18) all form walls of a fluid bath (20).
  • a further wall of the fluid bath is formed by a side wall (21) of the member (2).
  • the strip (18) has a mounting part (24) that is pressed in a recess in the member (2) along the travelling direction of the rail (3).
  • the member (2) is pressed against the head (6) of the rail (3) with a number of clamps (not shown). It therefore abuts the side surface (9). At each sleeper one or two clamps may be placed.
  • the side wall (21) of the member (2) perfectly fits against the side surface (9) as it has an opposite shape.
  • the side wall (21) comprises a recess (22) housing a seal strip (23).
  • the seal strip (23) is made from flexible material, here compriband. When the moistening device (1) is not pressed against the rail (3), the seal strip protrudes out of the recess (22). In use the seal strip (23) is pressed against the side surface (9) of the rail (9) to provide a leak tight seal to the fluid bath (20).
  • the conduit (10) is also placed in a recess (24) of the member (2).
  • the recess (24) has an open side (25) that in use faces the body (5) of the rail (3) and the head (6) of the rail (3).
  • the moistening device (1) is build from different sections that are coupled together along the rail (3).
  • the conduit (10) comprises a first plurality of hollow conduit bodies (11) made from flexible material each forming a hose extending in transport direction.
  • the first plurality of sections is connected to each other with rotable connectors such as those known from gardening applications.
  • the rotable connectors allow two connected hoses of the first plurality of hollow conduit bodies to rotate with respect to each other around the transport direction.
  • the member (2) is formed from a second plurality of sections.
  • the second plurality of sections have flat end walls such that they may easily be placed in series along the travelling direction of the rail. Neighbouring sections of the second plurality of sections are sealed with kit or compriband.
  • the conduit (10) is connected to a pump that provides pressurized water at a desired pressure.
  • the pump may be adjusted to bring the water above the threshold pressure.
  • the moistening device (1) may be provided with cool water, where as in winter the moistening (1) may be provided with warm water.
  • the water In the period at which there is a risk for the rail (3) becoming contaminated, the water may be water of any temperature and may be warmed to prevent solidification.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
EP14156065.6A 2014-02-21 2014-02-21 Befeuchtungsvorrichtung für eine Schiene und Schienensystem Withdrawn EP2910681A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14156065.6A EP2910681A1 (de) 2014-02-21 2014-02-21 Befeuchtungsvorrichtung für eine Schiene und Schienensystem

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP14156065.6A EP2910681A1 (de) 2014-02-21 2014-02-21 Befeuchtungsvorrichtung für eine Schiene und Schienensystem

Publications (1)

Publication Number Publication Date
EP2910681A1 true EP2910681A1 (de) 2015-08-26

Family

ID=50151163

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14156065.6A Withdrawn EP2910681A1 (de) 2014-02-21 2014-02-21 Befeuchtungsvorrichtung für eine Schiene und Schienensystem

Country Status (1)

Country Link
EP (1) EP2910681A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110295837A (zh) * 2018-03-21 2019-10-01 广东袁义人防科技有限公司 一种快速转换装配式地铁轨道人防密封箱

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000061418A1 (en) * 1999-04-08 2000-10-19 Portec Rail Products, Inc. Top of rail applicator
US20100300810A1 (en) * 2009-05-29 2010-12-02 Singleton Steven D Top of Rail Foam Bar
WO2013184002A1 (en) 2012-06-07 2013-12-12 Ns Reizigers B.V. Method and device for conditioning a railroad

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000061418A1 (en) * 1999-04-08 2000-10-19 Portec Rail Products, Inc. Top of rail applicator
US20100300810A1 (en) * 2009-05-29 2010-12-02 Singleton Steven D Top of Rail Foam Bar
WO2013184002A1 (en) 2012-06-07 2013-12-12 Ns Reizigers B.V. Method and device for conditioning a railroad

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110295837A (zh) * 2018-03-21 2019-10-01 广东袁义人防科技有限公司 一种快速转换装配式地铁轨道人防密封箱

Similar Documents

Publication Publication Date Title
ES2384602T3 (es) Sistema de calentamiento de cambio de agujas
US11273853B2 (en) Top of rail resilient bar
US8955645B2 (en) Top of rail foam bar
CN105378182A (zh) 用于将液体和/或气体应用于包括铁路道岔、铁路道口、高架桥和隧道壁的铁路轨道目的的穿孔流体分配软管或管道
US10364540B2 (en) System for inductive power transfer, pavement slab assembly and method of operating a system for inductive power transfer
CA1177478A (en) Method and system for heat absorption from a sea bottom or the like
CN209469938U (zh) 一种用于管道防冻的电伴热装置
JP2015089999A (ja) 踏切内フランジウェイ部の融雪および凍結防止装置
KR101257323B1 (ko) 상수도용 부동전
CN203613432U (zh) 一种新型的道路结构
KR101328024B1 (ko) 도로 결빙 방지 장치 및 이를 포함하는 도로 포장체
JPH0635800B2 (ja) トンネルの漏水案内装置
CN107310529A (zh) 新型雨刷器
EA027643B1 (ru) Стрелочный перевод
CN105463954A (zh) Pc轨道梁加热钢管融冰雪装置和融冰雪方法
CN203979755U (zh) 电伴热排污管
ES2684844A1 (es) Dispositivo aislante extraible para carriles de garganta de vias urbanas de ferrocarril
KR20240135988A (ko) 레일 수축,팽창을 최소화시킨 고속철도 탈선 방지장치
KR20150002063U (ko) 헬리 데크
KR20180110446A (ko) 열선전류공급장치
CN221480434U (zh) 一种利用热流体除冰箱型轨道梁以及空铁系统
JP6921401B2 (ja) 融雪システム
KR101205305B1 (ko) 철도 레일 동결방지용 히터의 전기 접속부 구조
KR101413754B1 (ko) 철도노반 보온장치
CN212776286U (zh) 一种防风化防腐蚀的阀门保温包

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

17P Request for examination filed

Effective date: 20160222

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20160921

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20170202