WO2011060105A2 - Entretoisement de rail pour bande de roulement et procédés associés pour celui-ci - Google Patents

Entretoisement de rail pour bande de roulement et procédés associés pour celui-ci Download PDF

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Publication number
WO2011060105A2
WO2011060105A2 PCT/US2010/056279 US2010056279W WO2011060105A2 WO 2011060105 A2 WO2011060105 A2 WO 2011060105A2 US 2010056279 W US2010056279 W US 2010056279W WO 2011060105 A2 WO2011060105 A2 WO 2011060105A2
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Prior art keywords
rail
crosstie
flange
tread
reinforcing member
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PCT/US2010/056279
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English (en)
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WO2011060105A3 (fr
Inventor
James A. Pike
Calvin Nichols
Lucian Gilbert
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Individual
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Individual
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Publication of WO2011060105A2 publication Critical patent/WO2011060105A2/fr
Publication of WO2011060105A3 publication Critical patent/WO2011060105A3/fr
Anticipated expiration legal-status Critical
Ceased 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
    • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
    • E01B3/44—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from other materials only if the material is essential

Definitions

  • This invention relates to railroad crossties and to rail support systems and methods thereof and, in particular, to rail support systems that utilize previously tire treads, such as reclaimed tire treads, as components thereof.
  • Rail crossties have been made of wood and concrete.
  • Richards in U.S. Patent No. 5,609,295 discloses a composite railway tie and a method of manufacture thereof.
  • Walls in U.S. Patent No. 6,372,069 Bl, discloses a product and method for used or discarded tires.
  • One or more aspects of the present invention can involve rail support systems which can involve one or more rail crossties.
  • One or more further aspects of the invention can pertain to fabricating a rail crosstie.
  • Further aspects of the invention can pertain to providing environmentally friendly rail crossties.
  • Still further aspects of the invention can pertain to providing rail support systems comprised of a plurality of tire treads.
  • Even still further aspects of the invention pertain to replacing existing railroad crossties with crossties comprising tire treads, such as reclaimed tire treads.
  • the crosstie can comprise a reinforcing member having an H- shaped cross-section.
  • the reinforcing member comprises at least one web element, at least one first flange, and at least one second flange.
  • the web element can have a planar surface that is oriented or disposed to be substantially parallel to at least one of the rail-facing surface and the bottom surface.
  • Further configurations of the invention can involve embodiments wherein any one or both of the first flange and the second flange extends along at least a portion of a length of the rail crosstie.
  • the rail crosstie can also comprise a first tread stack comprising a plurality of tire treads secured with at least one fastener.
  • the first tread stack can be disposed between the web element, the first flange and the second flange.
  • the rail crosstie can also comprise a first cap layer comprising at least one tire tread.
  • the first cap layer can be secured to the reinforcing member and, in some configurations of the invention, can form or serve as the rail-facing surface of the rail crosstie.
  • the rail crosstie can also comprise a second cap layer comprising at least one tire tread.
  • the second cap layer can be secured to the reinforcing member and, in some configurations of the invention, can form or serve as the bottom surface of the rail crosstie.
  • the reinforcing member can further comprise at least one stiffening web that can be secured to an end of the first flange.
  • the stiffening web has an L-shaped cross-section with a first leg and a second leg. The first leg of the stiffening web can be secured to an end of the first flange.
  • the reinforcing member can comprise a plurality of stiffening webs such that each of the stiffening webs has legs arranged to have an L-shaped cross-section. In a variant of such configurations, each of the plurality of stiffening webs can be secured at respective legs thereof to corresponding ends of the first and second flanges.
  • the reinforcing member can comprise a plurality of stiffening webs, each of the stiffening webs typically has a T-shaped cross-section with a cross leg and an extending leg that is secured to an end of the first flange.
  • the rail crosstie can further comprise a second tread stack comprising a plurality of tire treads secured to the reinforcing member and disposed between the web element, the first flange, and the second flange.
  • the first cap layer can comprise at least one tire tread and at least one metallic flange plate.
  • the at least one metallic flange plate can comprise at least one aperture sized to accommodate a fastener that is configured to secure an elastic rail fastening system.
  • One or more aspects of the invention can pertain to a method of fabricating a rail crosstie with a rail-facing surface and a bottom surface.
  • the method can comprise providing a reinforcing member having an H-shaped cross-section, which typically comprises a first flange, a second flange, and a web connected to the first flange and to the second flange at ends thereof.
  • the reinforcing member can further comprise a plurality of stiffening webs, each of which can be secured to an end of any one of the first and second flanges.
  • the method of fabricating the rail crosstie can further comprise providing a first tread stack comprising tire treads; securing the first tread stack to the reinforcing member; assembling a first cap layer with at least one tire tread; assembling a second cap layer with at least one tire tread; securing the first cap layer to at least one of the reinforcing member, the first tread stack, and the second tread stack to form the rail-facing surface; and securing a second cap layer to at least one of the reinforcing member, the first tread stack, and the second tread stack, to form the bottom surface of the rail crosstie.
  • the method of fabricating the rail crosstie can further comprise providing at least one indicia, on a surface of the crosstie, that facilitates positioning a rail fastening system thereon.
  • assembling the first cap layer can comprise securing the at least one tire tread to a metallic flange plate.
  • assembling the first cap layer can comprise providing one or more apertures, each of which can be positioned and sized to accept a fastener that is configured to secure a rail fastening system to the rail-facing surface of the rail crosstie.
  • providing the first tread stack comprises washing the surfaces of each of the tire treads, applying an adhesive to the washed surface of each of the tire treads, and curing the adhesive to assemble the first tread stack.
  • the method of fabricating the rail crosstie can further comprise providing a second tread stack comprising an assembly of tire treads; and securing the second tread stack to the reinforcing member.
  • One or more further aspects of the invention can pertain to a method of replacing a rail crosstie.
  • the method can comprise removing the existing or installed rail crosstie; and installing a tire tread crosstie in place of the existing rail crosstie.
  • the tire tread crosstie can comprise a reinforcing member having an H-shaped cross- section.
  • the reinforcing member typically comprises a web element, a first flange, and a second flange.
  • the web element is disposed substantially parallel to at least one of the rail- facing surface and the bottom surface each of the web element.
  • the first flange and the second flange have a flat planer configuration and each extends along at least a portion of a length of the rail crosstie.
  • the tire tread crosstie can also have a first tread stack that comprises a plurality of tire treads secured with at least one fastener. The first tread stack is typically disposed between the web element, the first flange, and the second flange.
  • the tire tread crosstie can also further comprise a first cap layer comprising at least one tire tread.
  • the tire tread crosstie can also further comprise a second cap layer comprising at least one tire tread.
  • the second cap layer is typically secured to the reinforcing member and, in some configurations, can form at least a portion of the bottom surface of the rail crosstie.
  • FIG. 1 illustrates a rail and rail support system in accordance with one or more embodiments of the invention
  • FIG. 2 illustrates a portion of a rail support system in accordance with one or more embodiments of the invention
  • FIG. 3 illustrates a portion of a rail support system in accordance with one or more embodiments of the invention
  • FIG. 4 illustrates a portion of a rail support system in accordance with one or more embodiments of the invention
  • FIG. 5 illustrates a portion of a rail support system in accordance with one or more embodiments of the invention
  • FIGS 6A and 6B illustrate a portion of a rail support system in accordance with one or more embodiments of the invention
  • FIG. 7 shows various cross sections configurations of a rail support system in accordance with one or more embodiments of the invention.
  • FIG. 8 illustrates load testing process of a rail support system in accordance with one or more embodiments of the invention
  • FIG. 9 is a graph showing the displacement upon compression loading of a rail support system in accordance with one or more embodiments of the invention.
  • Fig. 10 is a graph showing the displacement upon compression loading of a rail support system in accordance with one or more embodiments of the invention.
  • FIG. 11 is a graph showing the displacement upon compression loading of a rail support system in accordance with one or more embodiments of the invention.
  • FIG. 12 is a copy of a photograph showing a bending test configuration of a wood tie
  • FIG. 13 is a copy of a photograph showing a bending test configuration of a tire tread crosstie in accordance with one or more embodiments of the invention.
  • FIG. 14 is a graph showing the displacements with loading for the wood tie and the tire tread crosstie in accordance with one or more embodiments of the invention.
  • FIG. 15 show copies of photographs of the apparatus for screw pull out testing of the tire tread crosstie in accordance with one or more embodiments of the invention
  • FIGS. 16-20 show copies of photographs of various screws evaluated in pull out tests from tire tread crossties in accordance with one or more embodiments of the invention, along with corresponding loading profiles
  • FIG. 21 is a graph showing a comparison of the bending deflection with load of various ties relative to the tire tread crosstie (tire tie) in accordance with one or more embodiments of the invention.
  • FIG. 22 illustrates an anti-slip pad having optional protrusions or features that can prevent or at least inhibit lateral displacement of a rail fastening system and tire tread crosstie, in accordance with one or more embodiments of the invention
  • FIG. 23 illustrates a portion of a reinforcing member that can be utilized to implement one or more embodiments of the invention.
  • FIG. 24 illustrates a cross section of a tire tread crosstie with screws or securing spikes through the reinforcing members thereof.
  • the invention can be directed to a rail support system.
  • the rail support system can comprise a railroad tie or crosstie 110 supporting a pair of parallel rails 120 of a railway or railroad. Typically each of the crossties is on a bed of ballast 130.
  • Each of rails 120 is typically secured to each crosstie 110 by at least rail fastening system or assembly 140.
  • crosstie or tie 110 is exemplarily depicted to have a rectangular cross-sectional profile.
  • the crossties of the present invention can have other geometric profiles.
  • rail fastening system or rail fastener 140 is exemplarily depicted in FIG. 1 as at least one rail spike.
  • tie 110 typically has a top surface 112, which can be a rail- facing surface, a bottom surface 114 which is typically distal from or opposite the top or rail- facing surface, at least two side faces or surfaces 116, and at least two end faces or surfaces 118.
  • the rail-facing surface of the rail crosstie is typically the surface that is proximate and planarly parallel rails 120.
  • the bottom surface of the crosstie is typically the surface that is opposite the rail-facing surface, and is typically on ballast 130 or on an underlying support structure, which can be, for example, a bridge, scaffolding or a road.
  • tie 110 can have an elongated, generally rectangular shape, with a rectangular cross section.
  • the geometric configuration of tie 110 can vary and other shapes are contemplated to be in accordance with any of the various aspects of the present invention.
  • tie 110 can have an elongated curved configuration.
  • tie 110 can have one or more curved elongated segments along with one or more linear, straight, or non-curved segments.
  • tie 110 can have a first arcuate segment or can have a shape that is substantially arcuate.
  • Tie 110 typically has substantially parallel opposing surfaces but other configurations can be utilized in accordance with one or more aspects of the present invention.
  • tie 110 can have a first flat planar surface, such as rail-facing surface 112, which is substantially parallel to and opposite a second flat planar surface, such as bottom surface 114.
  • tie 110 can have non-parallel side faces, non-parallel end faces, or both, each or any of which can be flat planar or curved.
  • parallel when used in reference to planes or surfaces, indicates that the referenced planes or surfaces are at the same spaced apart distance substantially throughout the planar area. However, because surfaces in various configurations can have differing areas, reference to parallel surfaces indicate that at least a portion of each of the surfaces are at the same spaced apart distance throughout such parallel planar areas.
  • side face refers to a surface of the crosstie that intersects the top surface and the bottom surface.
  • end face also refers to a surface that intersects the top surface and the bottom surface; however, an end face is typically the surface with lesser area relative to a side face compared to a side face.
  • Configurations of the crosstie include cubic configurations with surfaces with substantially equal surface areas.
  • a side face can refer to, for example, a surface of the crosstie that intersects the rail-facing surface and the bottom surface and is substantially parallel the longitudinal axis of one or both parallel rails 120 is typically referred to as an end face.
  • Elongated rectangular ties as exemplarily illustrated in the drawings are conventional and are discussed herein for illustrative purposes only.
  • crosstie 110 of the present invention can comprise at least one load-bearing or reinforcing member 310 and a plurality of tire treads 320 typically laminated or stacked into one or more tread or tire stacks 330.
  • Crosstie 110 can comprise one or a plurality of tire tread stacks 230.
  • Crosstie 110 can typically further comprises a first cap layer 342, which can serve or comprise at least a portion of the rail-facing surface 112.
  • Crosstie 110 can also further comprise a second cap layer 344, which can serve or comprise at least a portion of the bottom surface 114.
  • One or both cap layers 342 and 344 can comprise, consist of, or consist essentially of one or more tire treads.
  • Crosstie 110 can further comprise a third cap layer 346, which can serve as or be a part of one or more side surfaces. Further configurations can also involve a fourth cap layer, which can serve as or be a part of one or more end faces 118.
  • Any of the cap layers, such as one or both cap layers 342 and 344, can comprise, consist of, or consist essentially of one or more tire treads.
  • any of the cap layers and the tire tread layers can have one or more insulation breaks 442 with insulating materials or gaps that electrically isolates portions thereof. Insulating materials or gaps can also be disposed against or between at least a portion of any of the surfaces of the reinforcing member and the tire tread layers. Further each of the tire treads can be encapsulated with an insulating material or otherwise be noncontiguous with other proximate tire tread layers. In other cases, each stack of tire tread can be electrically isolated from adjacent or proximate stack or layer.
  • Railroad tire tread crosstie 110 can have at least one reinforcing member 310, which has at least one web element 412, and at least one flange, such as first flange 414.
  • Crosstie 110 can further comprise a second flange 416.
  • Web element 412 typically has a rectangular planar shape and is preferably disposed planar ly parallel to rail-facing surface 112 and/or bottom surface 114, or both surfaces 112 and 114.
  • First flange 414 is typically disposed at and connected to a first edge of planar web element 412 and second flange 416 is typically disposed at and connected to a second edge, preferably opposite or distal the first edge, of web element 412.
  • First flange 414 can be substantially planar shaped and, preferably has a lengthwise dimension that is about the same as a lengthwise dimension of web element 412. Second flange 416 can also be planar and be substantially coextensive in length with first flange 414.
  • Crosstie 110 can comprise at least one tread stack 230, which is exemplarily illustrated as being disposed adjacent and preferably secured to reinforcing member 310. Preferred configurations in accordance with some aspects of the invention can involve a stack 230 of tire tread in contact with and preferably secured to any one or more of member 310, flange 414, and flange 416.
  • Reinforcing member 310 can have at least one stiffening web 432 which is typically secured to an end 426, preferably at each end of or at an edge, of any one of or both flanges 414 and 416.
  • the at least one stiffening web increases the torsional and bending stiffness of the reinforcing member, and crosstie 110.
  • reinforcing member 310 can comprise two flanges 414 and 416, each of which has a first stiffening web 432 at each of a first end thereof and a second stiffening web 434 at each of the other respective ends thereof.
  • Stiffening web 432 can have an L-shaped cross section with a first leg 536 and a second leg 537.
  • First leg 536 is typically connected to, typically throughout, end 426 of flange 414.
  • Second leg 537 is typically connected to, typically throughout an end thereof of first leg 536.
  • the cap layers can provide a number of important benefits: For example, if the reinforcing member is made of a corrosion-susceptible material, the cap layers can isolate the reinforcing member from moisture and air. Further the cap layer can provide a compliant surface for attaching a rail plate and/or rail fasteners and can further provide noise and vibration isolation. In some cases, the cap layer can provide impact resistance to the crosstie from rail loading events. The bottom cap layer can provide a lower compliant pad or surface that interacts with bed ballast positioned there beneath which thus provides resistance to lateral movement or displacement that can be induced by side wheel load, such on curved railway sections.
  • the tire tread crosstie of the invention can maintain rail gauge during temperature extremes better than wood ties because the reinforcing member has a significantly lower coefficient of thermal expansion than wood and thus serves to constrain any undesirable thermally induced expansion.
  • the tire tread crosstie can have insulating barrier materials or gaps 633 against the surfaces of the reinforcing member.
  • the reinforcing member can have apertures or openings 635 as, for example, center section cut outs wherein screws or spikes can penetrate to secure the rail fastening system thereto.
  • Additional configurations can involve metallic flange plates at or as a part of the cap layer 637 with one or more cut outs 638 to facilitate securing the rail fastening system, as shown in FIG. 6B.
  • Reinforcing member preferably has an H-shaped cross section.
  • the reinforcing member can take a variety of geometrical forms as illustrated in FIG. 7.
  • the reinforcing member can have be T-shaped with the distal end of vertical portion being spaced from a lower layer to provide a compression gap and thereby reduce or at least partially eliminate any undesirable deterioration by penetration. Should additional torsional and/or bending stiffness be needed, the reinforcing member can have one or more corrugated segments.
  • Tire tread crosstie can also have one or more cavities or spaces 702 and 704 between the edges of tire stacks and the vertical portion of the reinforcing member to provide electrical isolation.
  • cavities 702 and 704 can be filled with a non- conductive, non-abrasive material such as, but not limited to, tire treads, plastic liners, and coatings.
  • a second lower corrugated flange could also be provided to further increases torsional and bending stiffness.
  • the tire treads are preferably recycled tires, most of which are belted and generally, steel belted.
  • the tire treads can be laminated or otherwise secured together by an adhesive, such as a two-part, rubber-to-rubber epoxy.
  • An upper surface and a lower surface tire tread ply can be adhered to each laterally extending face of the tire tread stacks.
  • Other embodiment of tire tread crosstie can utilize one or more stiffeners which have the lateral flanges comprised hollow box beams, each of which can be filled with one or more layers of tire treads.
  • the tire tread crosstie of the present invention has a number of advantages over conventional creosote-coated wood ties. All the materials utilized in manufacture of the tire tread crosstie are typically considered to be environmentally friendly or neutral and recyclable. Conventionally used rail plates can be integrated with the reinforcing member and utilized with the tire tread crossties of the invention. If desirable, specialty fasteners could also be integrated with the tire tread crosstie of the invention.
  • the cost of the tire tread crosstie is a linear function of the length, whereas the cost of lengthening conventional wood ties increases exponentially.
  • the stiffness of tire tread crosstie of the invention can be varied to match other ties to enable its use in replacing worn ties without materially altering the nature of the bed.
  • tire tread crosstie of the invention could be altered by utilizing protective coatings on the exterior surfaces thereof to provide weather resistance.
  • the surfaces of tire tread crosstie of the invention can be textured to enhance adhesion of the crosstie to the ballast.
  • the tire tread crosstie of the invention has considerably lighter weight compared to conventional wood ties, without any sacrifice in strength.
  • the pre-drilled holes in the flanges of the reinforcing means can be omitted and the holes drilled on site or special fasteners employed such as lag bolts or clips which have a retainer which attaches to the flange. It is intended that any such changes, alternatives and modifications as fall within the scope of the appended claims to considered part of the present invention.
  • the spine or reinforcing member can be comprised of a metallic material.
  • the H- shaped spine can have a planar central flange or web that can be oriented parallel the ballast- facing surface and, preferably, also the parallel the rail-facing surface.
  • the spine can have at least two parallel load-bearing webs or flanges that are typically oriented orthogonal to the central flange, the rail-facing surface, and the ballast-facing surface.
  • Preferred configurations of the spine contemplate one or more cap flanges.
  • an end, preferably each end, of the one or more load-bearing flanges has a cap flange with a first section that extends about orthogonal from the plane of the load-bearing flange.
  • the cap flange can also have a second section extending from the first section and is about parallel the load-bearing flange.
  • Assembly of the H-shaped spine can involve providing two C-shaped members and welding or otherwise securing, such as by bolting, the central flange to midpoints of the C members.
  • At least a portion of surfaces of the spine can be electrically isolated with an insulating material.
  • the plurality of tire treads are typically laminated together by utilizing any of an adhering agent such as an adhesive, a vulcanizing agent, a lag screws, or combinations thereof.
  • Assembly of the stack of laminated treads can involve preparing or cleaning the surfaces of each tire treads by washing, such as with a detergent or by acid washing or by an oxidizing agent such as hypochlorite, plasma etching, and abrasive scrubbing, such as by grinding and sanding.
  • the adhering agent can then be applied to at least a portion of the cleaned surfaces.
  • One or more crosstie plate fastening screws with screw flukes can be utilized to anchor around the tire tread reinforcing cords.
  • the pull out forces are expected to be 3 to 4 times that of cut spikes.
  • the screws can be torqued to large levels to lock the rail plate to the top of the crosstie, which further helps maintain rail gage.
  • a molded plastic or cast metal pad or other similar device such as shown in FIG. 22, can be used to minimize the slip of the tie plate on the tie.
  • the bottom of the anti-slip pad can have sharp protrusions or roughened surface or other similar features that embed into the crosstie surface.
  • Preferred embodiments can involve pads made dielectric or insulating materials that provide electrical impedance.
  • Pilot holes can be utilized to facilitate locating the position of rail tie plates and assist with the installation of the cut spikes or tie screws.
  • the H-section can have cap flanges as illustrated in FIGS. 23 and 24.
  • the light gage H-sections can be formed on a brake press and stitch welded together to form the full H-section, which facilitates installation of the center tire tread stack sections and can provide acceptable tolerances between the H-spine and tire tread sections, which can lower manufacturing cost.
  • FIG. 24 Also illustrated in FIG. 24 is an added feature which the apertures or holes in the flanges and mid section provide lateral restraint for the tie plate screws or cut spikes.
  • the flange lips can further serve to provide bending stiffness at the extremes of the tie section, which in turn accommodates the use of lighter gage material overall. It can also provide a protective feature for the outside tread section bonds and tread edges. These lips can be on all extreme corners of the tire tread crosstie.
  • FIG. 24 exemplarily shows the tire tread core lay-up and orientation.
  • the center tread core horizontal orientation provides a preferred screw and/or spike retention.
  • the vertical outside tread cores can provide support for the side walls.
  • the cap layers can provide water tightness and sealing for the whole tire tread crosstie. These cores can be pre-made before assembly.
  • the center tread cores can be slightly oversized in height and pre-compressed by the welded on flanges to form a strong center section for spike and/or screw retention.
  • tire tread sections, stacks, assemblies, or components can be made from any of car and truck tire sections.
  • Stiffening sections can be used throughout the tire tread crosstie.
  • Spine web stiffeners can be used in the center of the tie.
  • One or more gussets can be use to retain any of the treads, such as the top layer.
  • Tire treads with remaining aggressive tread patterns can be used for the ballast exposed surfaces, particularly the on the bottom cap layer.
  • Adhesives and various combinations for cost and functional optimization can be used including two-part epoxies, gum rubber, RTV's and others.
  • the reinforcing member or spine section typically serves to provide the primary load carrying function but other materials can be used including, for example, wood, pressed wood, old wood tie sections, plastic, and concrete.
  • wood pressed wood
  • old wood tie sections plastic, and concrete.
  • discarded creosoted wood ties that are typically discarded with virtually no secondary use, can be utilized. Such wood ties could be ground up and reformed into cores. They could also be cut into core sections.
  • This example describes the testing and evaluation of a tire tread crosstie with an H- shaped reinforcing member, as schematically depicted in FIG. 4.
  • Testing constituted the following load settings: 10001b preload, 20 KIP load, 40 KIP load, 60 KIP load, 80 KIP load, 100 KIP load, 110 KIP load, and return to 0 load.
  • Each load step was held for approximately 30 seconds before proceeding to the next load.
  • FIG. 9 shows the initial preloading deflection of the tire tread crosstie
  • FIG. 10 shows the displacement with load steps for TEST #1
  • table 1 summarizes the load testing results. Table 1.
  • FIG. 11 shows the displacement with loading steps for TEST #2, which is summarized in Table 2.
  • This example describes additional testing and evaluation of the tire tread crosstie of the invention as schematically illustrated in FIG. 4.
  • the additional tests involved bending test of tire tread crossties in comparison with wooden tie (oak); screw spikes pull out test with several types of screw spikes; fatigue testing to 2 millions cycles; and electrical resistance.
  • the bending test involved a comparison of a wooden tie (oak) with tie cross-section dimensions of 350 mm x 150 mm. The tie was placed on two supports that were two meters apart. A load was place in the middle of the tie. Bending measurements were made with increasing loading.
  • the tire tread crosstie had cross-section dimensions of 230 mm x 180 mm.
  • the crosstie was crosstie was also placed on two supports that were two meters distance and a load placed in the middle of the crosstie. Bending measurements made with increasing loading.
  • FIG. 12 is a copy of a photograph showing the bending test of the wood tie and FIG. 13 is a copy of a photograph of the bending test of the tire tread crosstie.
  • FIG. 14 is a graph showing the bending deflection, in mm, as a function of load, in KN, for the wood tie and the tire tread crosstie of the invention, which shows that tire tread crossties have a higher bending deflection resistance than conventional wood ties. The data thus show that the tire tread crosstie is stiffer than a conventional wood tie.
  • Inertia of the tire tread crosstie is about 1178 cm4 with a section of 230x180mm and the inertia of the wood tie is about 9844 cm4 with a section of 350x150mm.
  • FIG. 15 shows copies of photographs showing the screw spike pull out test.
  • Five different screw spike types were tested; 24S, 24M, SS8TSS35, and 3V, each of which had respective pull out resistances of about 53.7 KN, 55.5 KN, 44.7 KN, 51.4 KN, and 66.4 KN.
  • the wood tie had a typical pull out resistance of about 60.4 KN.
  • FIGS. 16-20 shows the loading profiles for pull out tests for the each of the various screw spikes.
  • the fatigue test involved inclining the tire tread crosstie at about 33° and 2 million cycles of a load of 10-83 KN was applied, at a rate of 5 Hz. No failure was observed after the fatigue loading test with displacements measured to be about -0.68 mm lateral displacement and about -0.7 mm vertical displacement.
  • the electrical resistance test involved measuring the resistance with an applied potential of about 750 V. Infinite resistance was observed if an insulating bushing was used between the electrical contact points on the surface of the tire tread crosstie.
  • This example describes additional testing and evaluation of the tire tread crosstie illustrated in FIG. 4.
  • the tire tread crosstie was tested to AREMA (American Railway Engineering and Maintenance-of-Way Association) and European railway standard specifications and benchmarked against other tie types.
  • AREMA American Railway Engineering and Maintenance-of-Way Association
  • Tables 3 and 4 summarize the results for the tire tread crosstie relative to the recommended AREMA specifications developed for Engineered Composite Ties.
  • FIG. 21 shows the bending deflection results for various tie types under a bending load test as substantially similarly evaluated in Example 2.
  • the term “plurality” refers to two or more items or components.
  • the terms “comprising,” “including,” “carrying,” “having,” “containing,” and “involving,” whether in the written description or the claims and the like, are open-ended terms, i.e., to mean “including but not limited to.” Thus, the use of such terms is meant to encompass the items listed thereafter, and equivalents thereof, as well as additional items. Only the transitional phrases “consisting of and “consisting essentially of,” are closed or semi-closed transitional phrases, respectively, with respect to the claims.

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Abstract

La présente invention concerne des entretoisements pour chemins de fer qui peuvent comprendre un élément de renforcement et une pluralité de bandes de roulement. Les bandes de roulement sont de préférence des pneus de récupération ou usés.
PCT/US2010/056279 2009-11-10 2010-11-10 Entretoisement de rail pour bande de roulement et procédés associés pour celui-ci Ceased WO2011060105A2 (fr)

Applications Claiming Priority (2)

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US25993709P 2009-11-10 2009-11-10
US61/259,937 2009-11-10

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WO2011060105A2 true WO2011060105A2 (fr) 2011-05-19
WO2011060105A3 WO2011060105A3 (fr) 2011-09-22

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103866653A (zh) * 2014-02-28 2014-06-18 滕州市华海新型保温材料有限公司 一种新型夹芯结构合成枕木及其连续拉挤成型工艺
US10315391B1 (en) 2018-05-02 2019-06-11 Richard G. Halverson Producing bulk fabrication material from vehicle tires

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5996901A (en) * 1998-01-20 1999-12-07 Young; Thomas W. Railroad crosstie
CA2445672C (fr) * 2001-05-02 2009-10-27 Are Technologies Of Central New York, Inc. Traverse pour ensemble rails de chemin de fer et son procede de fabrication
US20030164403A1 (en) * 2002-01-29 2003-09-04 Fitch John H. Elastomeric railroad crosstie
US20050156055A1 (en) * 2003-12-18 2005-07-21 Kenney William S. Railroad crosstie formed from recycled rubber tires

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103866653A (zh) * 2014-02-28 2014-06-18 滕州市华海新型保温材料有限公司 一种新型夹芯结构合成枕木及其连续拉挤成型工艺
US10315391B1 (en) 2018-05-02 2019-06-11 Richard G. Halverson Producing bulk fabrication material from vehicle tires

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