AU675603B2 - Grade separation of two railway lines at rail level - Google Patents

Description

AUSTRALIA

Patents Act 1990 COMPLETE SPECIFICATION FOR A STANDARD PATENT Name of Applicant: Actual Inventor: Address for Service: QUEENSLAND RAILWAYS JAMES PAULL CULLEN CO., Patent Trade Mark Attorneys, 240 Queen Street, Brisbane, Qld. 4000, Australia.

GRADE SEPARATION OF TWO RAILWAY LINES AT RAIL LEVEL Invention Title: Details of Associated Provisional Application: No. PM3179 The following statement is a full description of this invention, including the best method of performing it known to us: THIS INVENTION relates to railway crossings and is particularly concerned with crossings in which one railway line traverses another railway line.

Railway crossings of the type where two railway lines cross each other at the same level are generally known as diamond crossings. Diamond crossings where the tracks cross at an angle of 25' or less are provided with rails that ensure rollingstock wheels track through the vees of crossings that make up the diamond crossing structure. The rails are known as "guard rails" and the crossings as "frogs". In the case of diamond crossings where the angle between tracks is between 250 and 900, blocks known as "filler blocks" may be provided under the gaps in the heads of the rail necessary for wheel flanges. The blocks extend through the diamond crossing and are secured between two rails and provide additional wheel support at the crossing using the wheel flanges.

A disadvantage of diamond crossings, particularly ones with filler blocks, is that severe 20 impact forces are induced because there is a variation in the wheel wear of rollingstock. Either a wheel flange may strike the filler block heavily or a wheel tyre may .impact on the rail surface at the flange gap. This results in potential damage to rollingstock and the 25 diamond crossing. Furthermore, deterioration of the vertical and horizontal alignment at the crossing exacerbates the transmission of shock to rollingstock.

Consequently, the speed of traffic must be kept low to minimise impact forces.

Attempts have been made to overcome the foregoing disadvantage of diamond crossings. Australian patent application No. 14023/28 is an example of this type of crossing where a turntable is provided at a rail intersection. The turntable has a diametric groove and when aligned with a rail on one line provides a continuous rail surface for passage of a vehicle through the crossing except for minimal gaps between the turntable rails and the rails at the abutment of the 3 turntable. Linkages are provided so that the turntable can be rotated when the other line in the crossing is to be used. A shortcoming of the crossing described in 14023/28 is that a turntable can be extremely difficult to maintain.

There is therefore a need for a railway crossing which overcomes the disadvantages of known crossings and it is an object of this invention to provide such a crossing.

According to a broad format, this invention provides a railway crossing comprising a first railway line of continuous rails in the region of the crossing, and a second railway line which can overlie said first railway line, each rail of said second railway line comprising one or more sections in the region of the crossing, wherein said sections are pivotable between a first position which provides essentially continuous rails for passage of vehicles through said crossing on .said second railway line only, and a second position o0o 20 which allows passage of vehicles through said crossing on said first railway line only.

From the foregoing broad description of the invention it can be appreciated that the second railway line, with the sections in the first position, lies 25 across the first railway line. With the sections of the second railway line in the second position, the first railway line provides a line which can be used for high speed, high tonnage traffic without the track deformation which occurs with diamond crossings.

The sections of the second railway line are of sufficient length to span the first railway line but of o. not too great a length to prevent easy pivoting of the section. Advantageously two sections are provided in each rail, a section when in the first position spanning one rail of the first railway line.

The sections can pivot either in a plane perpendicular to the rail or in generally the same horizontal plane as the second railway. The section pivot points are positioned distal the centre line of the first railway line so that the first railway line is unobstructed when the sections are in the second position. The adjacent ends of a section and a rail can be angled to facilitate pivoting of the section away from the first position.

In embodiments of the invention where the sections of the second railway line pivot in a plane perpendicular to the rail, the sections of each rail can pivot about a member spanning the second railway line.

Advantageously, the sections are cross-braced to maintain the parallelism of the sections and the second railway line as a whole when the sections are in the first position.

Typically, in embodiments of the invention where the sections of the second railway pivot in a plane perpendicular to the rail, a counterweight is interposed between the end distal the second railway spanning end of a section and the pivot point. The counter weight aids 20 movement of the section between first and second positions.

In embodiments of the invention where the sections of the second railway pivot in generally the same horizontal plane as the second railway, support 25 members can be provided to support sections clear of the *,.*;first railway as sections pivot between the first and second positions. Each support member typically forms an arc of a circle having a centre at the section pivot point. Rollers can be fitted to the underneath of sections to engage support members and thus aid movement of sections between first and second positions.

Where two sections are provided in each rail of the second railway, the sections when in the first position typically meet at the centre line of the first railway. A bearing plate can be included in the crossing to support the end of a section distal the pivot point when the section is in the first position. Typically, the bearing plate lies on the centre line of the first railway and supports the ends of two sections of each rail of the second railway when in the first position.

Locking means are advantageously included in the crossing to secure the sections of the second railway in the first position. The locking means can be included in the bearing plate.

Conventional railway sleepers can be used to support the fixed elements of the crossing. Preferably, the fixed elements of the crossing are supported by a single foundation or a plurality of members which are interconnected so as to form a single foundation. The foundation is typically reinforced concrete or is fabricated from prestressed concrete beams. Frictionless pads can be used to mount fixed rails within the crossing to the foundation and to support pivotable sections.

The pivotable sections of the second railway can be moved between the first and second positions manually or mechanically. Mechanical movement is typically provided by electric or hydraulic means.

20 Mechanical movement can be automated and is advantageously interlinked with a signal system which controls traffic on the first and second railway lines.

The first railway line is typically the main railway line and is used for high tonnage traffic which 25 may pass through the crossing without speed reduction.

S"The second railway line is principally intended for lighter traffic but can be engineered to allow passage of the same tonnage as the first railway line. Because of S: the minimal gaps in the rails of the second railway when sections are in the first position, traffic can pass through the crossing on the second railway line at higher speeds than with a diamond crossing and without damage to the crossing and rolling stock.

The second railway line typically crosses the first railway line at 900 thereto. However, the second railway line may cross the first railway line at any angle within the range of about 450 to Particular embodiments of the invention will now be described with reference to the accompanying drawings in which:- Figure 1 is a plan view of a crossing in which sections of the second railway line pivot in a plane perpendicular to the railway; Figure 2 is a cross-sectional view of the crossing shown in Figure 1 along centre line AA with a rail section shown in the second position; Figure 3 is a plan view of a crossing in which sections of the second railway line pivot in the same plane as the railway and two sections are shown in the second position; and Figure 4 is a cross-sectional view of the crossing shown in Figure 3 along centre line BB.

Referring now to Figure 1, there is shown a crossing 1 comprised of a first railway 2 and a second railway 3. Each rail 4 and 5 of second railway 3 contains two pivotable sections 6 and 7, and 8 and 9, respectively. Pivotable sections 6 and 9 pivot about 20 member 10 which spans second railway 3 and extends to a crank lever at 11. Counterweight 12 is attached between ends 13 and 14 of sections 6 and 9.

Pivotable sections 7 and 8 similarly pivot about member 15 which extends to crank lever 16 and have 25 counterweight 17 between ends 18 and 19.

Section 6 to 9 are about 2 m in length and the pivot point is about 0.4 m from ends 13, 14, 18 and 19.

In Figure i, the pivotable sections are shown in the first position where ends 20 and 21 of sections 6 and 7 respectively, and ends 22 and 23 of sections 8 and respectively, meet to form continuous rails traversing the first railway. Sections 6 and 9 are supported by member 24 and sections 7 and 8 by member 25. Ends 20 to 23 of the pivotable sections are supported by bearing plate 26.

The fixed elements of the crossing are supported by prestressed concrete beams 27 and 28 and reinforced concrete tie supports 29 and Figure 2 presents a cross-sectional view along centre line AA of the crossing shown in Figure 1. Rail 4, of railway 3 can be seen with section 6 in the first position and section 7 in the second position. Rails 31 and 32 of the first railway can be seen in cross section together with counterweights 12 and 17, pivot members and 15, support members 24 and 25, bearing plate 26 and tie supports 29 and 30. Also shown is beam 27.

Another embodiment of the invention is shown in Figure 3 where the crossing comprises first railway 42 and second railway 43.

Each rail 44 and 45 of second railway 43 contains two pivotable sections 46 and 47, and 48 and 49, respectively. Pivots 50 to 53 are provided for each of sections 46 to 49 respectively. Ends 54 and 55 of sections 46 and 49 respectively shown in the first position, rest on frictionless pads 56 and 57.

Sections 47 and 48 are shown in the second position but when in the first position, ends 58 and 59 20 similarly rest on frictionless pads 60 and 61.

Sections 46 to 49 are supported by members 62 and 63 when in the first and second positions and during movement between these two positions. Rollers 64 to 67 are fitted beneath sections 46 to 49 respectively to aid movement along support members 62 and 63. When all sections are in the first positions, ends 68 to 71 are supported by bearing plate 72.

As with the embodiment shown in Figures 1 and 2, the fixed elements of the embodiment shown in Figure 3 are supported by prestressed concrete beams 73 and 74 and reinforced concrete tie supports 75 and 76.

Referring now to Figure 4, there is shown a cross sectional view along centre line BB of the crossing shown in Figure 3. Rail 44 of second railway 43 can be seen together with pivotable section 46, which is in the first position, pivots 50 and 51, and frictionless pads 56 and 60. Rails 77 and 78 of the first railway can be seen in cross section as well as support members 62 and 8 63 brace members 62a and 63a, bearing plate 72, and the supports 75 and 76. End 58 of section 47 can also be seen and beam 73.

It can be seen from Figures 1 to 4 that movement of the pivotable sections into the second position allows traffic to pass through the crossing on the first railway on a line that is no different to a standard railway line. The small gaps between the pivotable sections and the normal rails of the second railway provide a crossing which can be negotiated at higher speeds and with greater tonnages than possible with diamond crossings without damage to the crossing or rolling stock. The beams and the ends used as a foundation for the crossing elements contribute to the structural integrity of the crossing and ensure that the pivotable sections remain movable between the first and second positions after prolonged use of the crossing.

The foregoing detailed descriptions of the invention are mere exemplifications and it will be 20 appreciated that many variations and modifications can be made thereto without departing from the spirit and scope of the invention.

Claims (19)

1. A railway crossing comprising a first railway line of continuous rails in the region of the crossing, and a second railway line which can overlie said first railway line, each rail of said second railway line comprising one or more sections in the region of the crossing, wherein said sections are pivotable between a first position which provides essentially continuous rails for passage of vehicles through said crossing on said second railway line only, and a second position which allows passage of vehicles through said crossing on said first railway line only.

2. The railway crossing of claim 1, wherein each said rail of said second railway line comprises two sections in the region of the crossing, wherein a section when in the first position spans one rail of said first railway line.

3. The railway crossing of claim 2, wherein the end of a section distal said pivot point when in said 20 first position is supported by a bearing plate included in said crossing.

4. The railway crossing of claim 3, wherein said bearing plate supports the ends of two sections of a rail of said second railway when in said first position. 25

5. The railway crossing of any one of claims 2 to 4, wherein said sections of each rail of said second railway line meet on the centre line of said first railway line when in said first position.

6. The railway crossing of any one of the preceding claims, wherein locking means are provided to e secure said sections of said second railway in said first S" position.

7. The railway crossing of claim 6 when dependent on claim 3 or claim 4, or claim 5 when dependent on claim 3 or claim 4, wherein said locking means is included in said bearing plate.

8. The railway crossing of any one of the preceding claims, wherein said sections pivot in a plane I perpendicular to the rail.

9. The railway crossing of claim 8, wherein said sections pivot about a member spanning said second railway line.

10. The railway crossing of claim 8 or claim 9, wherein adjacent sections are cross-braced to maintain the parallelism of said sections and said second railway as a whole.

11. The railway crossing of any one of claims 8 to 10, wherein a counterweight is interposed between the end distal the second railway spanning end of a section and the pivot point.

12. The railway crossing of any one of claims 1 to 7, wherein said sections pivot in generally the same horizontal plane as said second railway.

13. The railway crossing of claim 12, wherein support members are provided to support sections clear of said first railway line as sections pivot between said first and second positions. o o 20

14. The railway crossing of claim 13, wherein at least one roller is provided underneath each section to engage said support member.

15. The railway crossing of any one of the preceding claims, wherein fixed elements of said crossing 25 are supported by a single foundation or a plurality of members which are interconnected so as to form a single foundation.

16. The railway crossing of claim 15, wherein said foundation is reinforced concrete.

17. The railway crossing of any one of the preceding claims, wherein frictionless pads are used to mount fixed rails within said crossing and/or to support pivotable sections.

18. The railway crossing of any one of the preceding claims, wherein said sections are moved between said first and second positions by mechanical means.

19. The railway crossing of claim 18, wherein said mechanical means are electric or hydraulic means. 11 A railway crossing substantially as hereinbefore described with particular reference to Figures 1 and 2, or Figures 3 and 4. DATED this 22nd day of December, 1994 QUEENSLAND RAILWAYS By their Patent Attorneys CULLEN CO .0*0 ee g* S oS 1~ ABSTRACT This invention relates a railway crossing comprising a first railway line of continuous rails in the region of the crossing, and a second railway line whic:l can overlie said first railway line, each rail of said second railway line comprising one or more sections in the region of the crossing, wherein said sections are pivotable between a first position which provides essentially continuous rails for passage of vehicles through said crossing on said second railway line only, and a second position which allows passage of vehicles through said crossing on said first railway line only. S S. g** oo* oooo t