| JP01198906 | RAILROAD CROSSING |
| WO/2000/073588 | TRACK |
Claims
1. Rubber panel systems for level crossings have convex engravings based on a flat rhomb shape with concave lateral channels on contact engraved tread platforms-top surfaces of the gauge panel and outer panel for heavy traffic loads, as illustrated in figures (1 and 2) of the drawing, and for medium and light traffic loads an engraving based on a rhomb shape with shallow sub-engravings in the form of a convex triangle pyramid with lateral channels, as illustrated in figures (3 and 4) of the drawing, while for pedestrian crossings they have engravings based on square shape with shallow sub-engravings in the form of convex square pyramids with lateral taper concave channels, as illustrated in figures (5 and 6) of the drawing, is characterized in that, that the contact engraved tread rubber platforms- top surfaces of the gauge panel and outer panel for heavy traffic loads, have engravings in form of flat deltoids with concave lateral channels, which intersect with the shorter diagonal of the deltoid and in the centre of the intersection with the longer diagonal they are extended circularly in both directions along the longer diagonal, as illustrated in figures (22, 23 and 24), so that in the case of two-part top rubber surfaces it looks, in a view from above, as illustrated in figure (25), and in the case of single part top rubber surfaces, in a view from above, as illustrated in figure (27) of the drawing, and for medium and light traffic loads has an engraving in the shape of an deltoid that has lateral concave channels which intersect with the deltoid in the direction of both diagonals and such right-angle triangles have sub-engravings in the shape of elongated convex pyramids with "zigzag" patterns, as illustrated in figures (29, 30, 31, 32, 33, 34 and 35) of the drawing, and so in the case of single part top rubber surfaces it looks, in a view from above, as illustrated in figure (36) of the drawing, while for pedestrian crossings they have engravings that have the shape of a square with lateral concave channels, and sub-engravings that consists of three geometric shapes in the convexity of a truncated square pyramid, an elongated square pyramid and a square pyramid, that are arranged in alternating fashion, as illustrated in figures (38, 39 and 40) of the drawing, and so for single part top rubber surfaces it looks like shown in figure (41) of the drawing.
2. Rubber panel systems for level crossings, that consist of basic assemblies, of the gauge panel, as illustrated on figure (43) of the drawing, the outer panel, as illustrated in figure (44) of the drawing, the inner block, as illustrated in figure (45) of the drawing, the outer block, as illustrated in figure (46) of the drawing, are made of rubber material integrated with a supporting metal structure by vulcanization, is characterized in that, that the gauge panel, as illustrated in figures (47, 48, 49, 50, 51, 52, 53, 54, 55, 56, 57, 58, 59 and 60) of the drawing, are divisible according to standard connections and junctions and detachable by technological units, horizontally and vertically, into left rubber bottom surface (1), left rubber extension of the bottom surface (1.1), right rubber bottom surface (2), right rubber extension (2.1), the supporting metal structure of the gauge panel (3), top rubber surface half (4), left rubber grille (5), right rubber grille (6), L-shaped steel shields (7), two-part sheet metal grilles (8), unified rubber pads (9), and the outer panel, as illustrated in figures (61, 62, 63, 64, 65, 66, 67, 68, 69, 70, 71 and 72) of the drawing, into the bottom rubber surface (10), left rubber extension of the bottom surface (10.1), right rubber extension of the bottom surface (10.2), supporting metal structure of the outer panel (11), top rubber surface halves of the outer panel (12), rubber grille (13), sheet metal grille of the outer panel (14), rubber pads (15), unified rubber pads (9), while the inner block, as illustrated in figures (73, 74, 75, 76 and 77) of the drawing, consists of the rubber support abutting the rail (16), rubber support abutting the sleeper (17), supporting metal structure of the inner block (18), top rubber surface of the inner block (19), while the outer block, as illustrated in figures (78, 79, 80, 81 and 82) of the drawing, consists of the rubber support abutting the rail (16), the rubber support abutting the sleeper (20), the supporting metal structure of the outer block (21), the top rubber surface (19), so that rubber panel systems for level crossings in a two- part design,, viewed in the direction along the rails, look as illustrated in figure (26) of the drawings, or in the case of single-part design, rubber bottom surfaces, rubber grilles and top rubber surfaces look as illustrated in figures (28, 37 and 42) of the drawings.
3. The rubber panel systems for level crossings that consist of gauge panels, are not intended as a special protection against erosion and abrasion of the upper edge of the integrated rubber material, and they are, towards the inner part, separated from the vertical track planes by the widths of the grooved parts which enable the passing of the wheel rim, as illustrated in figure (83) of the drawings, characterized by, that on the critical upper edges of the upper rubber halves of the gauge panel (4), a L-shaped steel shield (7) is inserted, which, for the purpose of reinforcement, has triangular braces (22), and for the purpose of securing, also has circular lock rings (23), and by which a double rail effect, as illustrated in figures (84 and 85) of the drawings, is achieved.
Andrija Jelic
|
RUBBER PANEL SYSTEMS FORLEVFX CROSSINGS
Technical Field
Invention herewith described belongs to the field of civil engineering, and more precisely to the field of special pavings i.e. pavings for railroad level crossings.
According to the International Patent Classification (IPC), it belongs to class:E 01 C 9/04
Technical problem
The problem solved by this invention is the optimization of friction coefficients in working conditions, i.e. when there is contact with wearing tread engraved rubber contact surfaces (platforms-top surfaces), of the gauge panels and the outer panels with and without reinforced concrete foundations and curbs, and which at the same time supports the appearance, technical and technological as well as commercial distinctiveness of these systems.
The invention solves the problem of a mounting system comprising subassemblies and assemblies of crossings, hence the total detachability of connections and metal-rubber junctions, and therewith the technological self-reliance of subassemblies and assemblies of gauge panels, outer panels with and without reinforced concrete foundations and curbs, inner and outer blocks, for all the embodiments of accomplishment of the invention.
The invention solves the problem of protection from erosion and abrasion on the critical part of vulcanized rubber material that is an integrated part of the tread engraved platform half of the gauge panel and is located on the upper curbs of the panel embedding position, on the inner side of the track rails, which on both sides of the track are spaced by a grooved part used to accommodate the rim of the wheel.
Background Art
Rubber panel systems are manufactured by the company Gummiwerk Kraiburg Elastik GmbH, and their technical solution is known to the applicant through instructions for delivery, installation and maintenance, published in the "Sluzbeni glasnik ZJZ"(Official gazette) No. 4/2003, and during the working life of these panels when they were installed on three locations experimentally.
Due to the category and the classification of railway/road crossings, panel systems are intended for:
- Heavy traffic loads,
- Medium and light traffic loads, and
- Pedestrian crossings.
According to their embodiments, crossings are divided into types with concrete and wooden sleepers, with UIC 60, S49 and other types of tracks, with or without reinforced concrete manufactured foundations and curbs, and into panel systems for single-, double- and multi-track railroads and similar.
The geometry of the engravings of these three categorized and classified crossings and their arrangement on the engraved tread surfaces of the gauge panels and the outer panels with or without reinforced concrete foundations and curbs, as well as the the geometry and convexity of the sub-engravings relative to the tread plane, and the geometry of dilatory and drainage channels is not optimal regarding the longevity of the working conditions and the necessary maintenance of the friction coefficient level as a direct factor of risk management in traffic.
The basic engraving for heavy traffic loads has the shape of a rhomb of defined dimensions, with concave lateral channels. The contact surface of this rhomb is flat.
The basic engraving for medium and light traffic loads has the shape of a rhomb with defined dimensions, with concave lateral channels. The contact surface of this rhomb also has shallow engravings in the form of a triangle pyramid.
The basic engraving for pedestrian crossings has the shape of a square with defined dimensions with taper concave lateral channels. The contact surface of this rhomb also has shallow sub-engravings in the form of a square pyramid.
The basic parts and segments of the gauge and outer panels with or without reinforced concrete foundations and curbs, and the inner and outer blocks are made in the technological process of vulcanization from corporal integrated rubber material and with a support structure, where the individual masses are considerably high (up to 286 kg), which makes paletting, manipulation and transport difficult, as well as mounting, installation, maintenance.
Recycling panels is very complex and costly, and the environmental aspects are being changed.
The manufacturer is not obliged to take back or recycle any segment due to the end of its working life or due to damage.
Under the best possible conditions, the installation of panels requires a minimum of 6 workers.
For installation or dissassembling of a panel system, a number of special devices, equipment and tools is necessary, the procedures themselves are very complicated, some operations are even hazardous.
During storage, the panels may be placed in vertical position only, and it is not allowed to put them one onto another, because the panels become distorted easily, which is their weak point.
The replacement of worn and damaged panel segments is impossible without disassembling a part of the crossing or the whole of it.
When the tracks on the crossing are ideally straight or approximately straight, with this system of panel assemblies-segments it is not possible to produce a more stable and economical crossing without interrupting the supporting structure.
This system of panels does not provide the possibility of installation on only a part or half of the road, without stopping the traffic, or letting the vehicles through on one side of the road and then the other, and it would otherwise be too difficult and hazardous.
The critical upper edge of the rubber material on the gauge panel pointing to the inner part does not have any protection against erosion and abrasion.
Under working conditions, on a crossing, in 30 days there are already signs of erosion and abrasion of rubber on the upper curbs of the gauge panels, and increases quickly, whereby the "road obstacle" is growing bigger, and therefore unsafe crossing and hazard of the traffic participants.
For panel systems having this kind of concept, the technical equipment is very expensive and the period of warranty is inacceptably short (three years).
Disclosure of the invention
In a global sense, rubber panel systems for level crossings can be divided into gauge panels, outer panels with or without reinforced concrete foundations and curbs, inner and outer blocks, binding elements, supporting and fastening elements and reinforced concrete foundations and curbs.
According to the invention, basic engravings for heavy traffic loads have the shape of a deltoid which has lateral dilatory and drainage channels of defined geometry and concavity.
The same channel intersects with the deltoid on its shorter diagonal and in the centre of the intersection with the longer diagonal and it is circulary extended in both directions along the longer diagonal.
The vehicle movement is directed along the longer diagonal of the deltoid or along the approximate direction of the longer diagonal, which defines the angle of intersection of the rails with the road at grade.
According to the invention, the basic engraving for medium and light traffic loads comprises two identical segments-units, and has the shape of a deltoid which has lateral dilatory and outlet channels of a defined concavity and geometry, and these intersect the deltoid in the respective directions of both diagonals which produces four identical right triangles inside the deltoid and four right triangles outside the deltoid. The upper surfaces of these triangles show an extended square pyramid sub-engraving with a "zigzag" pattern of defined convexity.
The vehicles move along the longer diagonal of the deltoid or along the approximate direction of the longer diagonal, defining the angle of the intersection of rails and road at grade.
According to the invention, the basic engraving for pedestrian crossings has the shape of a square of defined dimensions, with lateral dilatory and outlet channels, with a defined concave geometry. The contact surface on the engraved tread rubber platforms has sub-engravings that are a precise combination of three geometrical shapes of defined convexity, a truncated square pyramid, an extended square pyramid and a regular square pyramid, which are alternatingly arranged in 6 columns and 6 rows.
Advantages of this invention include the optimization of the engraved rubber contact surfaces in regard to the category and classification of level crossings, the increase of skid resistance and durability.
According to this invention, gauge panels and outer panels with and without reinforced concrete foundations and curbs, the inner and outer blocks practically consist of three-layer detachable units, that include bottom supporting parts that are based on vulcanized recycled rubber-called bottom surfaces (above-sleeper surfaces and unified part lying under the rail), a central metal support structure which is closed on the front-called honeycomb, and top support platforms which are visible contact tread engraved rubber platforms-called top surfaces.
The front faces of the metal support structures which belong to the gauge panels with and without reinforced concrete foundations and curbs are closed with sheet metal grilles on both sides, "tongue" and "groove". The descriptive term "front" was chosen regarding the direction along the railway tracks.
The above front faces are closed with rubber grilles on both sides - "tongue" and "groove".
On gauge and outer panels, the aforementioned positions (bottom surfaces-honeycomb- top surfaces) are fixed using classic detachable connection methods (bolts, gluing, "locking" using a "tongue-groove" system), while in a known solution this was achieved by using vulcanization for integrating rubber and the supporting structure.
On the inner and outer blocks, bottom supporting rubber surfaces consist of two independent units, one abuts the track and the other abuts the sleeper. The top rubber surfaces of the inner and outer block, which are identical, besides abutting the metal structure, in working position also touch the metal structures of gauge panels (inner blocks), metal structures of outer panels (outer blocks), top and bottom rubber surfaces of the panels as well as the tracks.
According to the invention, the solution including a L-shaped steel shield enables protection against erosion and abrasion of the critical part of the vulcanized rubber material on the top surface edges of the gauge panel, separated from the inner vertical tangent planes of the tracks by a grooved part, which is necessary to accomodate the rim of the wheel.
The vertical planes that are at a distance from the above defined plane that is equal to the widths of the groove, towards the inner part of the track, and the plane of the generating line of the rail, the intersection of which define the critical edges and their critical surroundings that are entirely protected by the L-shaped steel shield, and this at the same time helps to achieve the effect of a double rail.
Short description of the figures of the drawingss
- figure 1 Shows a part of an existing solution of the contact engraved tread rubber platform, (top surface), for heavy traffic loads, in a view from above.
- figure 2 Shows view "A" in the direction of the dilatory channel of the rubber top surface from figure 1.
- figure 3 Shows a part of an existing solution of the contact engraved tread rubber platform, (top surface), for medium and light traffic loads, in a view from the bottom.
- figure 4 Shows view "A" in the direction of the dilatory channel of the rubber top surface from figure 3. (generating line of engraving and sub-engraving).
- figure 5 Shows a part of an existing solution of the contact engraved tread rubber platform, (top surfaces), for pedestrian crossings, viewed from the top.
- figure 6 Shows view "A" in the direction of the dilatory channel of the rubber top surface from figure 5. (generating line of engraving and sub-engraving).
- figure 7 Shows the micro cast steel negative of the basic engraving for heavy traffic loads, according to the invention, where the summary shrinkage is already included (wax, steel cast, rubber), viewed from the bottom.
- figure 8 Shows the micro cast steel negative of the basic engraving for heavy traffic loads, in view "A" from figure 7.
- figure 9 Shows the micro cast steel negative of the basic engraving for heavy traffic loads, through section "B-B" from figure 7.
- figure 10 Shows the micro cast steel negative of the basic engraving for heavy traffic loads, in the view "C" from figure 7.
- figure 11 Shows the enlarged partial cross section of the micro cast steel negative of the basic engraving for heavy traffic loads, made through section "D-D" from figure 7.
- figure 12 Shows the enlarged partial cross section of the micro cast steel negative of the basic engraving for heavy traffic loads, made through section "E-E" from figure 7.
- figure 13 Shows the micro cast steel negative of the basic engraving for medium and light traffic loads, according to the invention, where the summary shrinkage is already included (wax, steel cast, rubber material), viewed from the bottom.
- figure 14 Shows the generating line of the dilatory channel with a part of the generating line having a sub-engraving of the micro cast steel negative of the basic engraving for medium and light traffic loads, in view "D" from figure 13.
- figure 15 Shows the micro cast steel negative of the basic engraving for medium and light traffic loads in view "A" from figure 13.
- figure 16 Shows the micro cast steel negative of the basic engraving for medium and light traffic loads, through section "B-B" from figure 13
- figure 17 Shows the micro cast steel negative of the basic engraving for medium and light traffic loads, in view "C" from figure 13.
- figure 18 Shows the micro cast steel negative of the basic engraving for pedestrian crossings, according to the invention, where the summary shrinkage is already included (wax, steel cast, rubber material), viewed from the bottom.
- figure 19 Shows the micro cast steel negative of the basic engraving for pedestrian crossings, view "A" from figure 18.
- figure 20 Shows the micro cast steel negative of the basic engraving for pedestrian crossings, through section "B-B" from figure 18.
- figure 21 Shows the micro cast steel negative of the basic engraving for pedestrian crossings, in view "C'from figure 18.
- figure 22 Shows a partial view, (positive) of the contact engraved tread rubber platform, (top surface), according to the invention, for heavy traffic loads, viewed from the bottom
- figure 23 Shows the partial cross section of the top rubber surfaces, made through section "A-A" from figure 22.
- figure 24 Shows the partial cross section of the top rubber surfaces, made through section "B-B" from figure 22.
- figure 25 Shows mounted level rubber panel systems of 1,2 meters, (track length=road width), for heavy traffic loads, according to the invention, designed as identical two-part contact engraved tread rubber gauge platforms (gauge top surfaces) and identical two-part contact engraved tread rubber gauge platforms of outer panels with reinforced concrete foundations and curbs not shown in the picture, viewed from the bottom
- figure 26 Shows mounted level rubber panel systems, for heavy traffic loads, according to the invention, designed as a two-part gauge surface lying on the sleepers (bottom surfaces), a two-part gauge rubber grill and a two-part top rubber surface viewed in the direction along the railway tracks, intended for the installation on reinforced concrete foundations and curbs, not shown in the figure
- figure 27 Shows mounted level rubber panel systems of 1,2 meters, (track length=road width), for heavy traffic loads, according to the invention, designed as single part top rubber surfaces of gauge and outer panels with reinforced concrete foundations and curbs, not shown in the figure, viewed from above
- figure 28 Shows mounted level crossing rubber panel systems, for heavy traffic loads, according to the invention, designed as a single-part positions including rubber bottom surfaces, rubber grill and rubber top surfaces, for installation on reinforced concrete foundations and curbs, not shown in the figure, viewed in the direction along the tracks
- figure 29 Shows the section, (positive), shaped by two paired identical segments, micro cast, for medium and light traffic loads which represents the section of a contact engraved tread rubber platform (top surfaces), according to the invention, viewed from above
- figure 30 Shows the cross section of the top rubber surfaces, through section "C-C" from figure 29.
- figure 31 Shows the cross section of the top rubber surfaces, through section "D-D" from figure 29.
- figure 32 Shows the generating line of the top rubber surface sub-engraving in view "E" from figure 29.
- figure 33 Shows the generating line of the top rubber surface sub-engraving in view "F" from figure 29.
- figure 34 Shows the partial cross section of the top rubber surfaces, through section "B- B" from figure 29.
- figure 35 Shows the partial cross section of the top rubber surfaces, through section "A-A" from figure 29.
- figure 36 Shows mounted level crossing rubber panel systems of 1 ,2 meters, (track length=road width), for medium and light traffic loads, according to the invention, designed as single part top rubber surfaces of gauge and outer panels with reinforced concrete foundations and curbs, not shown in the figure, viewed from above
- figure 37 Shows mounted level crossing rubber panel systems, for medium and light traffic loads, according to the invention, designed as single part bottom rubber surfaces, rubber grilles and top rubber surfaces, intended for the installation on reinforced concrete foundations and curbs, not shown in the figure, viewed in the direction along the railway tracks
- figure 38 Shows a partial view (positive) of a contact tread rubber platform (top surfaces), according to the invention, for pedestrian crossings, viewed from above.
- figure 39 Shows the generating line of an sub-engraved top rubber surface in view "A" from figure 38.
- figure 40 Shows the generating line of an sub-engraved top rubber surface in view "B" from figure 38.
- figure 41 Shows mounted level crossing rubber panel systems of 1,2 meters, (track length=road width), for pedestrian crossings, according to the invention, designed as single part top rubber surface of gauge and outer panels with reinforced concrete foundations and curbs not shown in the figure, viewed from above.
- figure 42 Shows mounted level crossing rubber panel systems for pedestrian crossings, according to the invention, designed as single part rubber bottom surfaces, rubber side grilles and top rubber surfaces, for installation on reinforced concrete foundations and curbs, not shown in the figure, viewed in the direction along the railway tracks.
- figure 43 Shows a gauge panel of an existing solution, for heavy traffic loads viewed in the direction along the railway tracks.
- figure 44 Shows an outer panel with reinforced concrete foundations and curbs of an existing solution, for heavy traffic loads viewed in the direction along the railway tracks.
- figure 45 Shows an inner block of an existing solution viewed in the direction along the railway tracks.
- figure 46 Shows an outer block of an existing solution viewed in the direction along the railway tracks.
- figure 47 Shows a gauge panel in mounted condition, according to the invention, for heavy traffic loads designed as a two-part gauge above-sleeper part with extensions (bottom surfaces), a two-part gauge rubber grill and a two-part top surface with mounted L-shaped steel shields viewed in the direction along the railway tracks.
- figure 48 Shows a lower left rubber surface, according to the invention, in pre-assembly condition viewed in the direction along the railway tracks.
- figure 49 Shows a left rubber extension of the bottom surface viewed in the direction along the railway tracks.
- figure 50 Shows a right rubber extension of the bottom surface, according to the invention, in pre-assembly condition viewed in the direction along the railway tracks.
- figure 51 Shows a right rubber extension of the bottom surface, according to the invention, in pre-assembly condition viewed in the direction along the railway tracks.
- figure 52 Shows a supporting metal structure of a gauge panel (honeycomb), two- part sheet metal grille closed on the front, according to the invention, viewed in the direction along the railway tracks.
- figure 53 Shows a half of a top rubber surface of a gauge panel in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 54 Shows a half of a top rubber surface of a gauge panel in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 55 Shows a left rubber surface of a gauge panel in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 56 Shows a right rubber surface of a gauge panel in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 57 Shows the left L-shaped steel shield in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 58 Shows the right L-shaped steel shield in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks
- figure 59 Shows unified rubber pad in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 60 Shows unified rubber pad in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 61 Shows bottom rubber surfaces of the outer panel with reinforced concrete foundations and curbs in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 62 Shows bottom surface left rubber extension from figure 61 in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 63 Shows bottom surface right rubber extension from figure 61 in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 64 Shows supporting metal structure (honeycomb) of the outer panel with reinforced concrete foundation and curb, according to the invention, in pre-assembly condition, closed with a sheet metal grille, viewed in the direction along the railway tracks.
- figure 65 Shows first half of the outer panel top rubber surface with reinforced concrete foundation and curb in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 66 Shows second half of the outer panel top rubber surface with reinforced concrete foundation and curb in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 67 Shows rubber pad in pre-assembly condition, viewed in the direction along the railway tracks.
- figure 68 Shows rubber pad in pre-assembly condition, viewed in the direction along the railway tracks.
- figure 69 Shows rubber grille of the outer panel with reinforced concrete foundation and curb, in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 70 Shows an unified rubber pad in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 71 Shows unified rubber pad in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 72 Shows unified rubber pad in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 73 Shows inner block in mounted condition, according to the invention, viewed in the direction along the railway tracks.
- figure 74 Shows rubber support abutting a rail, in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 75 Shows rubber support abutting a sleeper in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 76 Shows the metal support structure of the inner block, in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 77 Shows the top rubber surface of the inner block in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 78 Shows an outer block in mounted condition, according to the invention, viewed in the direction along the railway tracks.
- figure 79 Shows a rubber support abutting a rail in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 80 Shows a rubber support abutting a sleeper in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks.
- figure 81 Shows metal support structure of the outer block in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks
- figure 82 Shows top rubber surface of the outer block in pre-assembly condition, according to the invention, viewed in the direction along the railway tracks
- figure 83 Shows a partial section of a rubber panel system near the left rail on the existing solution, viewed in the direction along the railway tracks
- figure 84 Shows a partial section of a rubber panel system near the left rail on the existing solution, according to the invention, viewed in the direction along the railway tracks
- figure 85 Shows the appearance and geometry of a L-shaped steel shield, according to the invention, viewed in the direction along the railway tracks
Detailed description of invention
In the solution according to the invention, the contact surface on engraved tread rubber platform halfs-top surfaces of gauge panel 4 and the platform halfs-top surfaces of outer panel with reinforced concrete foundations and curbs 12, for heavy traffic loads, is produced by pressing the upper plate of the tool-model used for vulcanization of these top surfaces, on which the micro cast steel negatives of the basic engraving for heavy traffic loads are fixed in a defined arrangement, as shown in figure 7 to figure 12, hence with the same print we get a positive shown in figures 22 to 24.
According to the aforesaid, the positive shown in figures 29 to 35, is produced using the same procedure with fixed micro cast steel negatives for medium and light traffic loads, figure 13 to figure 17, and for the positive shown in figures 38 to 40 with fixed micro cast steel negatives for pedestrian crossings, figure 18 to 21.
The advantages of this invention lie in the optimization of engravings on contact surfaces in the sense of fulfilling the requirements for categorized and classified level crossings, including the increase of skid resistance as well as durability.
According to the invention, assemblies and subassemblies of rubber panel systems for level crossings are technologically entirely independent, and this solution includes total detachability of connections and metal-rubber junctions, whereby a mounting system is established, which in a structural and technological sense, includes vertically and horizontally arrangeable segmenting according to the type of material, with maximum unifications.
According to the invention, figure 47 shows the appearance of the gauge panel in mounted condition viewed in the direction of the track, which, as can be seen, consists of left bottom rubber surface 1 shown in figure 48 in pre-assembly condition, an extension of the left bottom rubber surface 1.1 shown in figure 49 in pre-assembly condition, a right bottom rubber surface 2 shown in figure 50 in pre-assembly condition, an extension of the right bottom rubber surface 2.1 shown in figure 51 in pre-assembly condition, a metal support structure of the gauge panel 3 shown in figure 52 in pre-assembly condition, identical halves of the bottom rubber surface 4 shown in figures 53 and 54 in pre-assembly condition, a left rubber grille of the gauge panel 5 shown in figure 55 in pre-assembly condition, a right rubber grille of the gauge panel 6 shown in figure 56 in pre-assembly condition, identical L- shaped steel shields 7 shown in figures 57 and 58 in pre-assembly condition, two-part identical grilles of sheet metal 8 which close the metal support structure of the gauge panel- honeycomb at the front, and which are shown in figure 52, unified rubber pads 9 shown in figures 59 and 60 in pre-assembly condition.
According to the invention, the outer panel with a reinforced concrete foundation and curb is shown in figure 61 in pre-assembly condition, viewed in the direction along the railway tracks, which, as can be seen, comprise bottom rubber surface 10, left rubber extension of the bottom surface
10.1 shown in figure 62, right rubber extension 10.2 shown in figure 63, metal support structure (honeycomb) of the outer panel with reinforced concrete foundation and curb 11 shown in figure 64, a first half of the top rubber surface of the outer panel with reinforced concrete foundation and curb 12 shown in figure 65, a second identical half 12 shown in figure 66, a rubber grille of the outer panel with reinforced concrete foundation and curb 13 shown in figure 69, a sheet metal grille 14 that closes on the front side of a supporting metal structure of the outer panel with reinforced concrete foundation and curb-honeycomb, shown in figure 64, identical rubber pads 15 shown in figures 67 and 68 and unified rubber pads 9 shown in figures 70, 71 and 72.
According to the invention, the inner block in mounted condition is shown in figure 73 viewed in the direction along the railway tracks, and which, as can be seen, comprises a rubber support abutting the rail 16 shown in pre-assembly condition in figure 74, rubber support abutting the sleeper 17 shown in pre-assembly condition in figure 75, supporting metal structure of the inner block 18 shown in figure 76, rubber top surface of the inner block 19 shown in pre-assembly condition in figure 76, rubber top surface of the inner block 19 shown in pre-assembly condition in figure 77.
According to the invention, the outer block in mounted condition is shown in figure 78 viewed in the direction along the railway tracks and which, as can be seen, comprises rubber support abutting the rail 16 shown in pre-assembly condition in figure 79, rubber support abutting the sleeper 20 shown in pre-assembly condition in figure 80, supporting metal structure of the outer block 21 shown in pre-assembly condition in figure 81, and rubber top surface of the outer block 19 which is identical to the top rubber surface of the inner block 19, shown in pre-assembly condition in figure 82.
Advantages of this invention include the reduced mass of the assemblies, easier palletting, manipulation and transport to the place of installation, the possibility to mount the assemblies at the place of installation, easier replacement of worn out or damaged positions or assemblies, easier storage, fewer workers for mounting and far fewer special tools, devices and equipment for mounting, recycling is entirely feasible, possible production of a level crossing without interrupting the supporting metal structure, more efficient mounting at the destination of the crossing and, above all, up to a few times smaller amount to invest in production technology, and finally, a more durable and less expensive product.
According to the invention, the total protection of the critical edge of the vulcanized rubber material that is an integrated part of the engraved tread rubber platform halves-top surfaces of the gauge panel, is solved by introducing a L-shaped steel shield 7, shown in figure 84 and in pre-assembly condition in figure 85, which also shows the triangular brace part 22 and the circular lock ring 23. Figure 84, shows a part of the rubber panel system for level crossings in the surrounding of the left rail, viewed in the direction along the railway tracks, and besides the L-shaped steel shield 7, we see the positions which belong to the gauge panel, i.e. the left bottom rubber surface 1, the extension of the left bottom rubber surface 1.1, the half of the top rubber surface 4, the left rubber grille of the gauge panel 5, positions which belong to the inner block, including the rubber support abutting the rail 16, the rubber support abutting the sleeper 17, the supporting metal structure of the inner block 18, the rubber top surface of the inter block 19, positions which belong to the outer panel with reinforced concrete foundation and curb, that include the bottom rubber surface 10, the right rubber extension 10.2, the first half of the top rubber surface of the outer panel with a reinforced concrete foundation and curb 12, the rubber grille of the outer panel with reinforced concrete foundation and curb 13, the rubber pad 15, positions which belong to the outer block, that include the rubber support abutting the rail 16, the top rubber surface of the outer block 19, the rubber support abutting the sleeper 20 and the supporting metal structure of the outer block 21. The part of the rubber panel system for level crossings
in figure 84 has the shape of railway track type UIC 60 and concrete sleeper type B70-W60.
The advantages of this invention lie in the significant increase of quality, safety and durability of rubber panel systems for level crossings.
Method of industrial and other application of invention
Rubber panel systems for level crossings are best and technically most economically manufactured in form of two-part bottom rubber surfaces with extensions, rubber grilles and top rubber surfaces, which are normally positions that belong to a gauge panel, and in form of two-part top rubber surfaces of the outer panels. By applying the two-part principle, all aforementioned positions can be manufactured, from rubber, on the biggest needed press for vulcanization, that has a light opening of 800mm x 800mm x 500mm. The micro cast steel negative with basic engravings for heavy traffic loads should have the dimensions 86mm x 33,9mm x 10,7mm. On the top rubber surface half of the gauge panel, 7 micro cast steel negatives are arranged in the direction perpendicular to the rails, and 18 in the direction along the rails. A micro cast steel negative with basic engravings for medium and light traffic loads should have the dimensions 100,3mm x 38,2mm x 10,2mm. On the top rubber surface half of the gauge panel, 6 micro cast steel negatives are arranged in the direction perpendicular to the rails, and 16 in the direction along the rails. A micro cast steel negative with basic engravings for pedestrian crossings should have the dimensions 80,3mm x 38,2mm x 7,5mm. On the top rubber surface half of the gauge panel, 8 micro cast steel negatives are arranged in a direction perpendicular to the rails, and 16 in the direction along the rails. The top rubber surface halves of the gauge panel, depending on traffic loads, are identical and it is best when their dimension in the direction perpendicular to the rails is 737,5mm, and in the direction along the rails 598,4mm, with a height of 75/49/29mm. These halves are entirely symmetrical in mounted condition, and by rotating one half planar by 180° in regard to the other, we get a complete top rubber surface of the gauge panel.
The halves of the top rubber surface of the outer panel, depending on the level of traffic loads are entirely identical and it is best that their dimension in the direction perpendicular to the rails is 715,2mm, and in the direction along the rails 598mm, with a height of 70,4/5 l/49/44/29mm. When mounted, by moving them for 598mm, from two identical halves we get a complete top rubber surface of the outer panel. The bottom rubber surfaces 1, 2 and 10, and their rubber extensions 1.1; 2.1; 10.1 and 10.2 have geometric shapes as in figures 48, 50 and 61 and in figures 49, 51, 62 and 63, and in the direction along the rails they have a length of 82mm. The rubber grilles 5, 6 and 13 from figures 55, 56 and 69 have a constant geometric shape with a thickness of 2,5mm, unified rubber pads 9 from figures 59, 60, 70, 71 and 72 have characteristic dimensions 36mm x 16mm x 66mm. Rubber pads 15 from figures 67 and 68 have the geometry shown there and a length of 596mm in the direction along the rails. The supporting metal structure of the gauge panel 3 has the dimensions 1309,8mm x 620,2/593,4mm x 138/133,5/120mm. The supporting metal structure of the outer panel 11 from figure 64 has the dimensions 614,6mm x 1217,8/1191mm x 133,5/120mm. The sheet metal grilles of the gauge panel 8 from figure 52 and the sheet metal grille 14 from figure 64 have the geometric shape shown there, with a thickness of 1,5mm. The same sheet metal grilles are entirely manufactured by cutting with NC-plasma. The rubber support abutting the rail 16 from figures 73, 74, 78 and 79 is identical for the inner and the outer block, and has the shown geometric shape with a length of 594mm in the direction along the rails. The rubber support abutting the sleeper 17 from figures 73 and 75, on the inner block, as well as the rubber support abutting the sleeper 20, on the outer block, from figures 78 and 80, both have the shown geometric shape with a length of 86mm in the direction along the rails.
The supporting metal structure 18 of the inner block, figure 76, and the supporting metal structure 21 of the outer block, figure 81, have geometry shown with a length of 585mm
in the direction along the rails. The top rubber surface of the inner block 19 from figures 73 and 77 is identical with the top rubber surface of the outer block from figures 78 and 82, and has a characteristic dimension of 204mm in the direction perpendicular to the rails, with a length of 594mm in the direction along the rails and a height of 50mm. The L-shaped steel shield 7 from figures 47, 57, 58, 84 and 85, has branches, 58,3mm long, which create an angle of 93°. The L- shaped steel shield is basically reinforced with two triangular braces 22, and 6 circular lock rings 23, in order to secure the assembly. The L-shaped steel shield itself is mounted at the end on the gauge panel, and can also be mounted on the location where the entire rubber panel system for level crossings will be installed. The length of the L-shaped steel shield 7 is 593,4mm in the direction along the rails. All detachable rubber-metal connections are of standard construction.
Andrija Jelic