RAILWAY SLEEPER WITH ROOF

Abstract

The invention relates to a railway sleeper (T) developed for use in ballasted railway pavements, featuring a continuously ridged (toothed) geometry from end to end in the plan section. Within the scope of the invention, the continuous toothed plan geometry along the sleeper body increases the mechanical bonding with the ballast, and the protrusions extending at the same level as the rail supports create a longer support surface under the rail. The topology, which gradually widens in the middle section, aims to improve load distribution and reduce vibration concentrations that could lead to resonance. This aims to increase the resistance of the railway pavement to lateral displacement and buckling caused by earthquakes and thermal effects.

Description

1 TARIFF RAILWAY SLEEPER WITH ROOF TECHNICAL FIELD This invention addresses the problems that occur in ballasted railway pavements under earthquake and thermal effects. Developed to increase resistance to lateral displacement and buckling, sleeper rail bearing 5 in these regions, with a saddle bearing that is consistent with the peak width of the convex region in the middle of the sleeper. It refers to a railway sleeper with a toothed geometry containing localized protrusions of equal height. STATE OF THE ART Ballasted pavement is a complete system consisting of rails, sleepers, fasteners, and a ballast layer. It is a load-bearing system and it withstands vertical, lateral and longitudinal dynamics that occur during train crossings. It ensures the safe transfer of loads to the ground, especially in seismic risk areas. or in climatic conditions where extreme temperature differences occur, the pavement elements can only be static. Not under loads, but under repetitive dynamic effects, lateral forces, vibrations and resonance behaviors. It is also subject to critical performance requirements. In current technical implementations, this... 15 sleepers used in railway line sections where stylistic effects are involved Efforts to improve their performance mostly involve increasing material strength, etc. solutions such as tensioning systems, fiber reinforcements or under-slewer elastic layers (USP etc.) It focuses on this aspect. However, the plan geometry of the sleeper extends along its entire length. It will increase its interaction with the ballast through a continuous arrangement and raise the lateral resistance. Topological design approaches, as structured in this way, have been addressed to a limited extent. Especially rail 20 In order to prevent protrusions in the support area from reducing the dynamic performance of the sleeper, a convex topology is formed in the midsection, and the width of this midsection and the rail support The widths of the dental protrusions in the region in the plan section are parallel to each other and within certain tolerances. arranged evenly within, with a seat bearing for continuous support under the rails. 25 It appears that no existing design for a studded railway sleeper exists. Existing railway sleepers, commonly used in ballasted railway pavements, are essentially... designed taking into account vertical load-carrying capacity and static strength criteria. and the sleeper-ballast interaction is mostly based on limited surface contact, in traditional methods. This is provided through geometries. However, in today's railway operations, the increasing number of trains 30 speeds, heavy axle loads, increasing traffic frequency, and continuously welded rail (CWR) systems As a result of their widespread use, pavement elements are not only static but also highly repetitive dynamic, 2 It operates under lateral and thermal influences. It also occurs in areas with seismic risk. as a result of lateral seismic forces and excessive expansion of the rails at high temperatures The resulting lateral thermal forces cause S-shaped lateral displacements in the railway superstructure or This can cause buckling. This specific change in line geometry... Deformations can occur if railway pavement elements are not properly designed. This can cause trains to derail, leading to critical levels of loss of life and property. can bring it along. When current improvement approaches in the sector are examined, it is seen that solutions largely involve materials. Strength can be increased through pre-stressing techniques, fiber reinforcements, or elastic layers under the sleeper. It appears that the focus is on the use of additional elements such as (USP). However, 10 The sleeper's plan geometry is redesigned to create a continuous mechanical interlock with the ballast. design and control of dynamic load transfer using geometric / topological methods Solutions for this have been limited. Existing sleeper geometries allow loads to be distributed over a wider area along the line. sufficiently spread over an area and dampen the vibration energy in a controlled manner. It is unable to provide this. This situation leads to the concentration of dynamic loads in local areas, resonance 15 this leads to low frequency levels and the ballast-sleep transverse interaction over time. weakening and stability problems such as rail buckling, especially under seismic / thermal effects. This leads to the emergence of problems. Therefore, the fundamental need for the sector is continuous and enhanced mechanical interaction with the ballast. providing a longer and more stable support under the rail and withstanding dynamic loads of 20 rail support that allows for more efficient distribution through geometric design sleeper rail in order to prevent tooth protrusions in the region from reducing the dynamic performance of the sleeper. In the support areas, the saddle should be consistent with the peak width of the convex region in the middle of the crossbar. a new generation railway with a dentate geometry that includes local protrusions at the same height as the bed It is the development of sleeper geometry. 25 Solutions developed to improve sleeper performance under known technical conditions. Upon examination, the improvements were largely due to changes in materials or structural details. It appears that this is done through [the relevant authority]. For example, application number 2019 / 20343 from Türkiye. The document states that mechanical reinforcement is used by replacing steel reinforcement with boron fiber reinforced polymer reinforcement. The aim is to increase durability, and the innovation is based on material selection. Similar 30 In the Turkish document with application number 2021 / 017346, "Prevention of Resonance Damage" In the "Concrete Sleeper" solution, resonant behavior is achieved by placing composite material inside the sleeper structure. Attempts have been made to control it through reinforcements. In these approaches, the sleeper geometry... The overall plan topology remains unchanged. 3 Application number 2019 / 20386 “Next Generation H-Type Carbon and / or Boron Fiber Reinforced Polymer” In the Turkish document titled "Reinforced Concrete Railway Sleeper," it is stated that sleepers carry loads. by increasing the capacity and lateral / vertical stability and fatigue / impact resistance of the sleepers Geometric design extending along the rails to increase resonance and impact resistance. a railway using carbon or boron fiber reinforced reinforcements that include regulations 5 The document mentions the traverse. However, in this document, it refers to the effects of earthquakes and thermal influences. to increase the railway's resistance to lateral displacement and buckling that occurs The system is not described. Furthermore, in the design in question, the sleeper is located in the rail support area. There is no convex geometry that continuously widens towards the midpoint, in the rail area. To ensure that the extensions do not reduce the dynamic performance of the sleeper, the convex 10 in the middle of the sleeper a mass / topology engineering approach aimed at maintaining compatibility with the peak width of the region It is not included. On the contrary, the extensions in the rail area are in the plan section of the sleeper's midsection. contact with other sleepers on the railway track, provided that its width is at least 130 mm greater than its own. It includes a configuration that allows it to be long enough (550 mm). This application The length of the surface in contact with the sleeper under the rails and the surface interacting with the ballast is 15. Although it increases the area, it significantly reduces the resonance frequency of the sleepers, and the midsection of the sleeper... This causes extreme weakening, and the solution that the invention underlying the application aims to address, lateral earthquake forces and high temperatures occurring in seismically risky regions under the influence of lateral thermal forces resulting from excessive expansion of the rails The expected benefit in preventing the resulting S-shaped lateral dislocations or sprains is 20 It does not provide. In the Turkish document with application number 2021 / 001887, the invention "Smart Sleeper" refers to the sleeper. It aims to monitor the effects of load and temperature through sensors integrated into it. It is a measurement and monitoring solution. In this document, innovation refers to changing structural behavior. It is primarily focused on data acquisition. 25 In the Turkish document with application number 2025 / 020615, carbon fiber reinforced textile or grid is mentioned. Lateral rigidity against seismic effects is increased by applying materials to the sleeper head regions. The aim is to increase [strength], and this approach relies on an external reinforcement element. Plate sleeper solution requested in Türkiye document with application number 2024 / 001009. It is designed for ballastless (slab track) systems, where the rail loads continuously pass through the reinforced concrete slab for 30 seconds. It is based on the transfer of information. In an earlier Turkish document with application number 2007 / 00923, reinforced concrete sleepers were mentioned. In this solution, the cross-sectional geometry has been optimized for weight reduction and ease of production, Railways are resistant to lateral displacement and buckling caused by earthquakes and thermal effects. 4 There is no continuous plan topology approach to increase its resilience. 2000 / 01504 In the Turkish document with application number, the improvement is placed under the sleeper deformation. This is achieved through an intermediate layer with the capability of geometric energy distribution principle. It is not in use. When examining the solutions found in international patent literature, some documents generally contain 5 Although there are similarities in form, the technical purpose, dimensional approach, and working mechanism are the same. Significant differences are observed in this regard. For example, as defined in the Korean documents with application numbers KR20250032184 and KR102741972. Sleeper solutions essentially provide wheel movement in derailment situations. It includes protective or guiding protrusions for containment purposes. These documents contain 10 lateral displacement and buckling that occur under the influence of protrusions, earthquakes and thermal effects not to increase resistance to counter-rail traffic, but as part of emergency safety measures, the wheel It is designed to mechanically limit the set's movement off the track. The protrusions in question are local, discontinuous, and functional safety elements, and the sleepers... It does not form a continuous geometric / topological arrangement that extends throughout its entire body. 15 Furthermore, in these solutions, the traverse dimensions and mass distribution are based on classical geometric principles. It protects against lateral displacement and buckling that occur under earthquakes and thermal effects. Improvements aimed at increasing resistance to counter-rail traffic are not targeted. Similarly, the Chinese document with reference number CN221681514 states that it is predominantly modular. It describes a sleeper system focused on ease of assembly, production, and field interchangeability. 20 The innovation in this solution lies in the segmented production of sleeper elements, their portability, and rapid assembly. It is based on structural arrangements aimed at: sleeper geometry, ballast and continuous mechanical It is not redesigned to provide locking, but rather to distribute dynamic vibrations. to change and lateral displacement and buckling that occur under earthquakes and thermal effects There is no topological approach to increasing resistance to counter-railway resistance. 25 The "H-type sleeper" solution described in the Chinese document with application number CN208219305 is as follows: While geometrically it includes geometric arrangements that extend along the rails, The design is primarily aimed at production optimization, material savings, and assembly stability. It is oriented towards the H-shape defined in this document, which is a continuous, indented shape along the traverse. not creating a protruding plan topology, increased contact surface with ballast or mechanical 30 It operates on the principle of interlocking, and occurs under the influence of earthquakes and thermal effects. A system is described to increase the railway's resistance to lateral displacement and buckling. is not included. Furthermore, in the design in question, the rail supports (rail bearings) are at the same level. There are no continuous protrusions extending beyond the rail support area; the extensions in the sleeper's dynamic range... to avoid reducing its performance, the peak width of the convex region in the middle of the sleeper There is no mass / topology engineering approach to ensure compatibility. Consequently, in the current technical state of the sector, sleeper development efforts are predominantly focused on... material changes, reinforcement optimization, sensor integration, use of elastic interlayers or focused on safety functions; the sleeper plan geometry is continuous from end to end 5 mechanical interaction with ballast redefined with an indented-protruding (toothed) topology an approach to increasing and controlling dynamic energy distribution through geometric design It has not been addressed sufficiently. THE PURPOSE OF THE INVENTION The main purpose of the invention is to reduce the impact of earthquakes and thermal effects thanks to the newly developed dental geometry. the resistance of the railway superstructure to lateral displacements and buckling occurring underneath. to increase. The aim of the invention is to improve lateral stability by enhancing ballast-sleep crossover interaction. The aim of the invention is to provide continuity in the sleeper-ballast contact surface. Another aim of the invention is to provide lateral passive resistance not only in local areas but throughout the entire traverse. It is to increase it. Another objective of the invention is to create an extended support effect under rail supports, In this way, the force per unit area applied to both the sleeper and transferred to the ground is calculated as follows: In other words, it involves reducing compressive stresses. This practice also applies to trains on the tracks. The length of the track section supported and unsupported by sleepers during its journey is 20 The drive frequency value of the dynamic loads revealed in this direction is the line resonance frequency. It is a departure from its original values, and the distance between sleepers remains unchanged on the rails. The length of the supported surface underneath is increasing. Another objective of the invention is to determine the propagation path of vibration energy generated under dynamic train loads. It is a change. 25 Another aim of the invention is to increase resonance frequencies and vibration amplitudes. It is a reduction. Conventional H-type rails, etc., that include protrusions and extensions under the rail supports. The relationship between the cross-sectional width at the midpoint of the sleeper and the geometry of the sleeper. Because this is not taken into consideration, it causes a decrease in the traverse resonance frequency, and the traverse... The central section is extremely weakened. 30 6 BRIEF DESCRIPTION OF THE FIGURES Figure 1 shows a perspective view of the invention. Figure 2 shows a cross-sectional view of the invention. Figure 3 shows the plan section view of the invention. EXPLANATION OF REFERENCES IN THE FIGURES 5 T. Travers 1. Crossmember length 2. Height 3. Height 2 4. The radius of curvature of the shoulder blades is 10 5. Protrusion thickness 6. Shoulder width 7. Width 1 8. Width 2 9. Width 3 15 DETAILED DESCRIPTION OF THE INVENTION This section is intended solely to help to better understand the subject. Explanations are being provided. The invention described in detail below relates to the toothed railway sleeper (T) structure. Below are the functions of the elements constituting the invention. 20  Transferring vertical, lateral and repetitive dynamic loads from the rails to the ballast layer, Thanks to its toothed geometry that shows continuity from one end to the other in the plan section, the ballast by increasing mechanical interlocking and making the load distribution not only linear but also volumetric. by providing lateral stability, vibration control and protection of superstructure elements. There is a sleeper length (1) to provide 25 7 In an alternative configuration of the invention, the mentioned crossbar length is (1) 2260 mm It is ± 40 mm.  This is the vertical measurement in the middle section of the sleeper (T), in the middle region of the sleeper (T) body. ensuring structural continuity and load-bearing capacity, and the resistance of dynamic effects to the body. the controlled distribution of vibration energy within it and the concentration of vibration energy at a single point 5 There is a height (2) to ensure that the concentration is limited. In an alternative configuration of the invention, the height mentioned is (2) 255 mm ± 45 It is mm.  Higher in the rail support area where the rail load is transferred to the sleeper (T) body. To create local strength and rigidity, preventing crushing, cracking, and stress in the rail seating area. to reduce the effects of fatigue that may occur under accumulation and repeated loads There is a height of 2 (3). In an alternative configuration of the invention, the height mentioned is (3) 269 mm ± 40 It is mm.  To prevent the formation of sharp geometric transitions at the shoulder ends of the traverse (T), end 15 to reduce stress concentrations in regions under earthquake and thermal effects shoulder to increase resistance against lateral dislocations and sprains that occur. Their heads have a radius of curvature (4). The curvature of the shoulders mentioned in an alternative construction of that invention. The radius (4) is 191 mm ± 11 mm. 20  Rail support of the dental plan geometry showing continuity along the traverse (T) forming the protruding structure in the region, increasing the mechanical interlocking with the ballast, Lying at the same level as the rail support (bed level), it is further under the rail. creating a long support surface and distributing wheel loads over a wider area. By spreading it, the train drive frequency value reaches the line resonance frequency of 25. moving away from their values ​​and occurring under earthquakes and thermal effects To increase resistance to lateral displacement and buckling, the thickness of the protrusion (5) It is located. In an alternative design of the invention, the thickness of the protrusion mentioned is (5) 204 mm ± It is 24 mm. 30  The horizontal support volume surrounding the rail connection area, where the loads are only contributing to the spread of the surrounding tissue not only in the vertical direction but also in the horizontal direction, environmental resistance in the track seating area, under earthquakes and thermal effects. shoulder width to increase resistance against lateral displacement and sprains that may occur. (6) are located. 35 In an alternative configuration of the invention, the shoulder width mentioned (6) is 142 mm ± It is mm. 8  A wide area is created on the upper surface of the rail support, including the protrusions. By defining the support area and increasing the load transfer surface under the rail, the loads are distributed. local load that allows for more gradual and homogeneous transfer of traverse (T) reducing their concentrations and the train drive frequency value of the line resonance frequency by moving away from their values, the dynamic propulsion effects are limited and 5 against lateral displacement and buckling that occur under earthquakes and thermal effects There is width 1 (7) which contributes to increasing resistance. In an alternative configuration of that invention, the rail support area mentioned Width 1 (7) 384 mm ± 34 mm.  Forming the upper surface width of the midsection (T) of the traverse, stepped 10 in the middle region defining the upper part of the expanding topology, its cross-sectional area and mass distribution by increasing the distribution of dynamic energy within a larger body volume and rail resonance frequency caused by the width of the protrusions in the support regions (7) the strength and durability of the sleeper against falls and weakening effects on the midsection There are widths 2 (8) that contribute to increasing. 15 In an alternative design of that invention, the upper surface of the midsection of the mentioned sleeper The width of the 2 (8) 254 mm ± 14 mm is.  The area in contact with the ballast that forms the lower surface width of the midsection (T) of the sleeper. by increasing the contact pressures on the substrate, ensuring a more homogeneous distribution of these pressures. providing, reducing local stresses on the ballast layer and rail support 20 resonance frequency decreases caused by the width of the protrusions in the regions (7) and Contributes to increasing the strength and durability of the sleeper against weakening effects in the midsection. and consequently lateral displacement occurring under earthquake and thermal effects and strengthens lateral resistance to effectively increase resistance against sprains There are widths of 3 (9). 25 In an alternative configuration of that invention, the lower surface of the midsection of the sleeper mentioned The width of the 2 (9) 362 mm ± 22 mm is. The invention deals with vertical shock waves generated during train crossings in ballasted railway pavements. To reduce lateral and repetitive dynamic loads, vibrations, and resonance effects. as a geometric / topologically rearranged gear railway sleeper (T) 30 It is related to the length of the traverse in question (1), the classical linear and prismatic traverse (T). Unlike their geometries, the plan section shows continuity from one end to the other with recesses. It has a protruding, or in other words, toothed, body structure. This allows for mechanical interaction with the ballast. The interaction continues not only through limited contact areas but also along the traverse (T). This is achieved through a continuous interlocking mechanism. Thus, the loads 35 Instead of transmitting in only a linear direction along the traverse length (1), it is transmitted in a wider direction. 9 spreading across the volume, increasing lateral resistance, and reducing dynamic energy concentrations. The aim is to create the track gauge between the rails, the sleeper length (1) is the track gauge. It prevents the wheels of the vehicles in the series from coming off the rails (derailment), and also the sleeper (T) the resonance frequency of its body can be achieved to higher values ​​with less raw material usage. It contributes to its achievement. 5 In Figure 1, the structure subject to the invention is shown essentially as a sleeper (T) body. Sleeper (T) is the main carrier that receives static and dynamic loads from the rails and transmits them to the ballast layer. It is a component. However, in this invention, the traverse (T) is not only a passive mass carrying the load, but also Thanks to its geometry, lateral displacement occurring under earthquakes and thermal effects and It is a superstructure element that increases resistance to buckling. 10 Figure 2 shows the vertical cross-section view of the sleeper (T). The vertical section in the middle region of the sleeper... The cross-sectional dimension is defined as height (2), and sufficient in the middle part of the sleeper body This section serves to ensure structural continuity and load-bearing capacity. This creates a controlled level of rigidity in the central region, thus converting the vibration energy. Instead of concentrating at a single point, it becomes possible for the particles to spread throughout the trunk. 15 The vertical section dimension in the rail support area is defined as height 2 (3). and has higher local strength in the critical region where the rail load is transferred to the sleeper (T) body. and is designed to achieve rigidity. This prevents problems that may occur in the rail seating area. Crushing, cracking, fatigue, and local stress concentrations are reduced, and the rail load is distributed to the sleeper body. It is transferred in a safer and more controlled manner. Height (2) and height 2 (3) 20 The difference between them creates a stepped stiffness distribution along the traverse length (1) and the load It improves the transition between sleepers and trains as they move along the tracks on railways. dynamics revealed along the length of supported and unsupported rail span The drive frequency content of the loads increases and decreases. The rail support of the invention forming the basis of the application. The fact that the protrusions in the region are at the same level as the saddle bed is the fundamental innovation of the invention. 25 As one of its elements; the distance between sleepers remains unchanged while the rails are under it. It increases the length of the supported surface. In this way, the train drive frequency value is increased along the line. This ensures that the resonance frequency values ​​are kept away, thus enabling dynamic drive. limiting the effects and lateral displacement occurring under earthquake and thermal effects and helps increase resistance to sprains. 30 In the same section, the curvature transitions at the ends and shoulder blades of the traverse indicate the curvature of the shoulders. It is defined by the radius (4) and prevents sharp corners and sudden section changes by reducing stress. reducing their concentration, local fracture and crack initiation that may occur in edge regions. It reduces risk and contributes to structural continuity. Figure 3 shows the plan view of the sleeper (T). This view reveals another fundamental innovation of the invention. The dental plan geometry, which is an element of the rail support, is revealed in detail. The width of the protrusions located on the axis perpendicular to the rail direction (5) is the thickness of the protrusion. It is defined as an active part of the indented-protruding structure created along the traverse (T). It creates and ensures the continuity of mechanical interlocking with the ballast. This 5 The protrusions extend flush with the rail supports, providing a longer support under the rail. it forms a surface, thus allowing the wheel loads to be spread over a wider area and the traverse It contributes to the more gradual transfer to the (T) body. The horizontal carrier volume around the rail connection area has a shoulder width (6) It is defined. Shoulder width (6) increases the circumferential strength in the rail seating area, 10 It allows loads to be distributed not only vertically but also horizontally across the perimeter of the body, and resistance to lateral displacement and buckling caused by earthquakes and thermal effects It supports. The total size, defined on the upper surface of the rail support, including protrusions, The width is expressed as 1 (7), and the rail 15 is another fundamental novelty element of the invention. a longer and wider support area underneath compared to classic sleepers This structure ensures that the loads from the rail are distributed more homogeneously to the sleeper. loads are transferred to the ballast, local load concentrations are reduced, and dynamic propulsion effects are minimized. Its growth is being restricted. In addition, lateral movements occur in seismically risky areas. 20 Lateral thermal forces cause S-shaped lateral displacements or buckling in railway pavements. It can be prevented. The upper surface size in the middle section of the sleeper (T) is defined as width 2 (8), It forms the upper part of the topology which gradually widens in the middle region of the traverse (T). and contributes to the increase in cross-sectional area in this region. Thus, dynamic loads and 25 It is possible for the vibrational energy to spread over a larger volume in the central region, certain Energy concentration at certain points is prevented. The width of the lower surface in the middle section of the traverse (T) is defined as width 3 (9) and This constitutes another key novelty element of the invention. Width 3 (9) is greater than width 2 (8). By arranging it to be larger, the contact area of ​​the sleeper (T) with the ballast is increased. This 30 In this way, the contact pressures generated on the lower surface are spread over a wider area, the ballast layer Local stresses are reduced, and differential sitting and relaxation tendencies are achieved. This restricts and increases the lateral resistance of the sleeper. Additionally, in the rail support area... The additional modal mass resulting from the width 1 (7) of the protrusions is the dynamic of the traverse. 11 To avoid reducing performance, it continuously flows from the rail support area towards the midpoint of the sleeper. A widening convex geometry has been designed, with the peak of the convex region in the middle of the traverse. A mass / topology engineering approach has been implemented to ensure compatibility with the width. The invention presented in the application differs from conventional sleepers in that it has a rail support area. Extensions, convex in the middle of the sleeper to avoid reducing the dynamic performance of the sleeper. kept in line with the peak width of the region (to be equal to or at most the maximum available on the railway) (the difference in ballast particle size is significant), this condition is an essential requirement for the invention. It has been considered as a component. This value is a member of the Union of International Railways (UIC) of Türkiye. It is applied as 63 mm in most countries. The basic working principle of the invention is that the plan geometry of the sleeper (T) differs only in shape. 10 not in a way that creates it, but an active design parameter that directly manages dynamic behavior. It is based on its design as follows: thanks to the continuous dental plan structure, the traverse The (T)-ballast system behaves like a mechanical network working together, the interaction with the ballast load transfer is increasing and becoming more homogeneous. This situation affects earthquakes and thermals. Contribution to increasing resistance to lateral displacement and sprains occurring under impacts 15 It provides. Lateral earthquakes occurring in seismically risky areas along the railways. lateral forces and excessive expansion of the rails at high temperatures Thermal forces cause S-shaped lateral displacements or buckling in railway pavements. These specific deformations occurring in the track geometry can cause problems for the railway. Trains can derail if this is not prevented by properly designing the superstructure elements. This can lead to critical levels of loss of life and property. It can bring. The invention describes controlled slopes, curvilinear transitions, and continuous planar geometry. It presents a structure compatible with prefabricated production processes. Therefore, it is a cogwheel railway. sleeper (T) can be produced using existing concrete sleeper (T) production technologies and the existing 25 It can be implemented in ballasted track infrastructures without requiring any additional system changes. It is of a certain quality. In the production of sleepers (T), traditional cement-based concrete, geopolymer concrete, sulfur concrete and Recycled or primary polymer-based composite materials can be used. The subject is to increase the mechanical strength of materials and to control crack formation. 30 different reinforcement systems for the purpose of procurement and extending service life It is applicable. In this context, circular structures can be made with steel reinforcements (conventional or prestressed). Fiber-reinforced polymer (FRP) reinforcements in sectional (rod form) or laminated (plate) form. (Glass, basalt, or carbon-based) materials can be used. 12 Consequently, the invention relates to the design of railway sleepers (T) only in terms of material or additional elements. going beyond the improvement approach based on change, the traverse (T) performance It offers a solution that is developed directly through geometric and topological optimization. Plan The dental geometry, which shows continuity from one end to the other in the cross-section, is aligned with the rail supports. Thanks to its protruding structure and cross-sectional approach that gradually widens in the middle section, it can be combined with ballast 5 Increased mechanical locking, lateral displacement occurring under earthquakes and thermal effects. and to increase resistance to sprains, thus preventing critical loss of life and property. is the goal.

Claims

13 REQUESTS 1. The invention protects against lateral displacements and buckling caused by earthquakes and high temperatures. Toothed railway sleeper (T) developed to increase the strength of the railway superstructure Its structure and characteristics are;  Transfers the dynamic loads from the rails to the ballast layer, the 5-inch section between the rails. to create the gauge opening and the resonance frequency of the traverse (T) body to achieve higher values ​​with less raw material usage sleeper length (1);  This is the vertical measurement at the midsection of the sleeper (T), in the middle of the sleeper (T) body. creating structural continuity and load-bearing capacity in the region, dynamic 10 the controlled distribution of effects within the body and the concentration of vibration energy in a single unit height (2) to ensure that the concentration at one point is limited;  In the rail support area where the rail load is transferred to the sleeper (T) body To create high local strength and rigidity, preventing crushing in the rail seating area. Cracking, stress concentration, and fatigue that can occur under repeated loads 15 to reduce the effects height 2 (3);  To prevent the formation of sharp geometric transitions at the shoulder ends of the traverse (T), Reducing stress concentrations in the end regions, preventing fatigue crack initiation. to reduce the risk and ensure structural continuity under earthquakes and thermal effects To increase resistance to lateral displacement and sprains that may occur, the shoulder 20 radius of curvature of their heads (4);  Rail support of the dental plan geometry showing continuity along the traverse (T) forming the protruding structure in the region, at the same level as the rail support. extending to create a longer support surface under the rail and the wheel spreading the loads over a wider area and increasing the train-generated drive frequencies to 25 the thickness of the protrusion to ensure it is kept away from line resonance frequencies (5);  The horizontal load-bearing volume surrounding the rail connection area, which carries the loads. the surrounding body not only in the vertical direction but also in the horizontal direction. environmental stability in the rail seating area and 30 contributing to its spread lateral displacements and bucklings that occur under the influence of earthquakes and thermal effects shoulder width to increase counter resistance (6);  On the upper surface of the rail support, including the dental protrusions in this area The plan section of the sleeper (T) that defines the wide support area created. 35 rail support of dental plan geometry showing continuity from one end to the other the lower surface of the cross-section of the sleeper, forming the protruding structure in that region 14 In line with its width (7), the largest ballast grain available on the railway The train stretched out so that its size would not differ much from its dimensions. moving the source drive frequencies away from the line resonance frequencies to provide mechanical bonding with ballast and withstand earthquakes and thermal effects. 5 to increase resistance to lateral displacements and twists occurring underneath. Width 1 (7) with a length of 384 mm ± 34 mm;  The upper surface width of the midsection (T) of the sleeper, forming the rail. the width of the protrusions on the supports (7) determines the resonance frequencies of the sleeper and to counteract the effect of reducing the strength of the midsection, gradually in the middle region defining the upper part of the expanding convex topology, its cross-sectional area and mass 10 by increasing the dispersion, the dynamic energy is distributed within a larger body volume. width contributing to its dispersion 2 (8);  The sleeper rail support that forms the lower surface width of the midsection (T) of the sleeper. in accordance with the width of the tooth structure in the region (1), on the railway The ballast particle size will not differ by more than 15 from the largest available particle size. lateral displacement occurring under the influence of earthquakes and thermal effects, extending in this manner and while increasing resistance to buckling, the toothed geometry of the rail bearings its effect on reducing the resonance frequencies and midsection strength of the sleeper the lower part of the convex topology that gradually widens in the opposite middle region defining width 3 (9); 20 It is characterized by its inclusion.

2. According to Claim 1, it is a toothed railway sleeper (T), the characteristic of which is; conventional cement-based. concrete, geopolymer concrete, sulfur concrete or polymer-based composite materials It is a manufactured product.

3. According to Claim 1 and Claim 2, the toothed railway sleeper (T) has the characteristic of being longitudinal and / or 25 reinforced with steel or fiber-reinforced polymer (FRP) reinforcements in the transverse direction It is the fact that.

4. According to Claim 1, the toothed railway sleeper (T) structure has the characteristic of being; height 2 of (3) with a height greater than (2) and a stepped rigidity along the traverse length (1). It improves load transfer by creating a distribution. 30 5. According to claim 1, the toothed railway sleeper (T) has the following characteristic: the length of the sleeper mentioned (1) The dimensions are 2260 mm ± 40 mm.

6. According to Claim 1, the toothed railway sleeper (T) has the following characteristic: the middle of the said sleeper The height in the cross-section (2) is 255 mm ± 45 mm.

7. According to Claim 1, the toothed railway sleeper (T) has the following characteristic: the sleeper in question is a rail support. The height in the region is 2 (3) 269 mm ± 40 mm.

8. According to claim 1, the toothed railway sleeper (T) has the following characteristic: the mentioned radius of curvature (4) It is 191 mm ± 11 mm.

9. According to Claim 1, the toothed railway sleeper (T) has the following characteristic: the mentioned rail support 5 The thickness of the protrusion in the region is (5) 204 mm ± 24 mm.

10. According to Claim 1, the toothed railway sleeper (T) has the following characteristic: the mentioned shoulder width (6) It is 142 mm ± 5 mm.

11. According to Claim 1, it is a toothed railway sleeper (T), and its characteristic is; the upper part of the mentioned middle section. The width of its surface is 2 (8) 254 mm ± 14 mm. 10 12. According to Claim 1, it is a toothed railway sleeper (T), and its characteristic is; the lower part of its midsection mentioned above. The width of its surface is 3 (9) 362 mm ± 22 mm.

13. According to Claim 1, the toothed railway sleeper (T) has the following characteristic: the sleeper (T) is the rail support. The width of 1 (7), which forms the protruding structure in the region, is the base of the sleeper (T). By increasing the resonance frequency values, 15% of the effective frequency band on the railway can be utilized. extraction and lateral displacement occurring under the influence of earthquakes and thermal effects and To increase resistance to buckling; the lower surface width in its midsection forms The width must be equal to or at most + / - 32 mm different from the value 3 (9).