DE29719799U1 - Wheel control device for grooved rails - Google Patents

Description

PATENT ATTORNEY

DI PL.-! NG. P. HENTSGHEL

Hohenzollernstr. 21, Tel. 0261-34333 56068 KOBLENZ

Utility model application

EOS Railway Superstructure Service GmbH Nagelgasse 56564 Neuwied

Wheel guide device for grooved rails

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The invention relates to a check rail device for grooved rails, with a base plate device on which a grooved rail and an arrangement of holding webs aligned transversely to this are fastened, via which a check rail profile strip is supported in a transversely adjustable manner, according to the preamble of claim 1.

Such a wheel steering device is known from the German utility model 295 09 395-1.

This known check rail device has a box that extends along the grooved rail and includes the check rail profile strip (hereinafter referred to as the "check rail profile"), in which the fastening devices (hereinafter referred to as the "fasteners"), which must be accessible for loosening and adjusting the check rail profile, are accessible from above in the box. However, this only means that it must be possible to access the fastenings from above through the box opening in order to operate them, even if this operation should be inconvenient. The aim is not to optimize access to these fastenings, but to prevent these fastenings from becoming stuck due to corrosion. This is why they are housed in the closed box, which is intended to protect them from corrosive environmental influences.

Of course, this box must then be closed with a lid, which in turn is held in place with fastenings, but these must now be accessible from the outside when the box is closed and are therefore exposed.

If there are corrosive environmental influences that make it difficult to release an exposed fastening, and if

the box actually protects the fastenings of the wheel control profile sufficiently, then their removal or adjustment is still not made easier because then the fastenings of the box lid are stuck and must first be laboriously loosened or removed.

Furthermore, it cannot be ruled out that the box will not fill up from above or below over time, which is why the box in the known wheel guide device preferably has a water drain, through which ground water can also get into the box. In any case, there will always be a moist and therefore corrosive atmosphere in the box, which practically never dries out due to the enclosed space in the box, so that the box may actually encourage the fastenings of the wheel guide profile to rust rather than prevent it.

In any case, the box is a voluminous and costly component.

Based on this state of the art, the invention is based on the object of remedying the above disadvantages and of creating a simple and cost-effective wheel control device for all installation cases.

Here it would be obvious to remedy the disadvantages of the known wheel check device, without rejecting its obvious and quite advantageous basic idea: if the box is actually sealed, for example by a seal between the lid and the box, and if non-corrosive fastenings, for example made of plastic, are chosen for the box, since these

can be designed in such a way that they do not have to absorb any significant forces, as is the case with the steering wheel profile, then the basic idea mentioned above may only come into its own to the full.

According to the invention, however, it is proposed that the check rail profile strip has a hollow profile section that is open at the bottom and sits on a profile strip arrangement that is attached to the retaining webs. The box, which is advantageous in itself, is therefore omitted and the profiled check rail profile strip is placed on a complementary profile anchored to the retaining webs. This complementary profile is only protected from dirt and rain by the attached check rail profile, but the invention assumes that any water that penetrates can also run out unhindered and, in particular, can dry easily.

However, in the case of a curved check rail device, only existing profile bars need to be bent accordingly and attached to the suitably arranged support plates; a box "tailored" to each bend, as is required in the prior art, is not required in the invention. Thus, the absence of the box primarily leads to space and cost savings, while the effort required to release the check rail fastenings is no greater than the effort required to release the box cover in the known device.

There are fasteners that are particularly resistant to corrosion, such as rivets, which can be removed by simply prying off the head and knocking out the bolt and

for reassembly, a new head is formed on a new bolt. Such fastenings are also possible and advantageous with the wheel control device according to the invention.

According to the invention, however, it is proposed that the wheel control profile strip has through holes that start from its upper surface and open into the hollow profile section, that elongated recesses that narrow upwards and are open laterally towards the wheel control profile strip are formed under these through holes in the profile strip arrangement, and that screw nuts are accommodated in these recesses in a laterally displaceable and non-rotatable manner, into which screws are screwed that pass through the through holes from above.

Since the screw heads point upwards and are thus extremely easily accessible, such screws can still be opened even if they are so tight that they could no longer be opened if access was difficult. In addition, in the worst case, a screw can easily be heated with a torch or drilled out, since the screw head is completely exposed. If water should penetrate into the transverse groove along the screw, it can easily drain out of it, so that, in contrast to a box arrangement, moisture can never permanently accumulate in the wheel check device according to the invention.

On the other hand, it is easily possible to fill the transverse grooves and through holes with grease or similar before the screws and nuts are mounted, so that their corrosion can be effectively prevented.

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The term "nut" primarily refers to a hexagon nut, with the transverse groove having the same width as the nut. More generally, however, any non-circular element with an internal thread can be used as a "nut" as long as it can be guided in a rotationally fixed and movable manner in the transverse groove with a vertical internal thread hole.

If the check rail profile needs to be adjusted, to compensate for wear, all screws are first removed. Then the check rail profile is lifted off; if it is rusted solid, then it is sufficient to hammer a chisel between the edge of the check rail profile facing away from the grooved rail and the adjacent wall of the complementary receiving groove, which can be bordered by other components in addition to the profile strip.

If the check rail profile is removed, the nuts can be pushed out of the cross grooves using a screwdriver or pin; if they get stuck, a puller can be used from the end of the cross groove. In the most serious case, the nut must also be drilled out, but this is easy to do, just like with the screw, because after removing the check rail profile, the nut can be drilled out from above using a drill with a vertical axis and is held in the cross groove in a rotationally fixed manner.

The removed nuts are then replaced and the adjusting plates are placed against the corresponding section of the profile strip.

Now the check rail profile is put on and brought into the required groove, making sure that the

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The check rail profile is attached to the profile strip with the adjusting plates.

Before the screws can be inserted and tightened from above, the nuts must be placed in the transverse grooves using a screwdriver or pin through the through holes of the profiled wheel guide.

The transverse grooves are as wide as the wrench size of the nuts, so that they can be moved but cannot be rotated. Above the nuts, however, the transverse grooves must narrow so that they only allow the shaft of the screws to pass through, but prevent the nuts from slipping out upwards.

Such transverse grooves with a stepped cross-section can be milled into the profile strip using a form finger milling cutter.

A preferred embodiment, however, is that the profile strip arrangement is formed from a profile strip which has transverse grooves open at the top over its entire width to form the recesses, and that flat material strips are attached to this profile strip, which protrude on both sides beyond the longitudinal wheels of each transverse groove and end at a mutual distance through which the shaft of the associated screw passes.

The transverse grooves are constructed to a certain extent using the flat material strips, so that their production is cheaper. The flat material strips have other advantages: if a screw nut needs to be drilled out, the flat material strip is first cut off in this area; after the nut has been removed, new strips are welded on. Furthermore, the flat material strip does not need to be subjected to forces from the radius.

ker profile, so that its material can be selected not according to its strength, but according to its corrosion behavior. This ensures that no corrosion occurs between the flat material strips and the check rail profile.

According to a further embodiment of the invention, such flat material strips can then also extend over the entire profile strip, apart from their mutual spacing.

However, it can also be advantageous to attach the flat material strips only close to the transverse grooves, so that the check rail profile extends cantilevered over the intermediate areas where there is no flat material strip.

It is further preferred that end plates are attached to the ends of the profile strip arrangement, running transversely to the grooved rail, adjoining it and covering the ends of the check rail profile strip. These end plates, also known from the prior art mentioned at the beginning, do not serve to close off any interior spaces, as there, but simply prevent concrete, asphalt or any other "floor covering" from sticking to the ends of the check rail profile and thereby making it difficult to remove.

A single base plate can be provided, which in turn can have a complex shape in the case of a curved wheel steering device. However, it is preferred that the base plate device is formed from at least two separate, preferably rectangular base plates. These base plates have, regardless of the curvature of the wheel steering device according to the invention,

tion, always the same form. So a simplified
production and also easy storage;
The operator of a railway facility therefore only needs
keep a small number of these base plates in stock,
to be able to carry out repairs on all of its switches,
without first making special base plates or
to have to request.

The subject matter of the invention is explained in more detail in the attached,
schematic drawing, for example, explains it in more detail.
In this shows:

Fig. 1 is a plan view of a schematic wheel control arrangement,

Fig. 2 is a section through the arrangement of Fig. 1 along line A-A,

Fig. 3 a section through the arrangement of Fig. 1 along line B-B, but omitting the wheel guide profile ,

Fig. 4 a section through the arrangement of Fig. 1 along line 'C-C,

Fig. 5 is a section through the arrangement of Fig. 1 along line D-D, where the insertion of an adjusting plate is demonstrated, and

Fig. 6 is an oblique exploded view of the wheel control assembly
Fig. 1, seen from the end.

All figures are views of one and the same execution

form; the same reference symbols refer to the same component in all figures. If this is not explained in connection with a figure, the explanation given in connection with another figure is valid and should be used.

The check rail arrangement is associated with a grooved rail 6, the cross section of which can be seen in Fig. 2. In the area of the check rail, the grooved rail 6 is mounted at two points offset along its length on at least and preferably two separate base plates 1; between these base plates 1, the grooved rail 6 can have any curvature, but this need not have any influence on the design and configuration of the base plates 1 and usually does not.

The grooved rail 6 is generally embedded in the floor and its upper edge is flush with the floor (see Fig. 3 and k).

Tie rods 11, which are screwed to the vertical web of the grooved rail 6 and extend horizontally below the ground surface (Fig. 3 and k) , are anchored at suitable locations in order to divert the transverse forces acting on the grooved rail 6 and the check rail arrangement in the switch area.

Three upright support plates 5 are welded onto each of the two base plates 1, each of which extends in a vertical plane lying transversely to the grooved rail 6 and whose vertical edge facing the grooved rail 6 is recessed at the top in a right-angled step. This step has a lower, horizontal and

adjacent to the side facing away from the grooved rail 6, a vertical edge extending to the upper edge of the respective support plate 5.

A solid profile strip 4 with an overall rectangular cross-section rests with its lower broad side on the horizontal edges and with its narrow side facing away from the grooved rail 6 on the vertical edges of the steps of all support plates 5 and is welded to them in this position.

The adjacent narrow sides are cut out from above over about a third of their height, so that a gap is created between this narrow side and the respective vertical edge of the support plates 5. The lower, vertical leg of a right-angled angle profile 2 is inserted into this edge, the upper, horizontal leg of which rests on the horizontal upper edge of the support plates 5. The horizontal surface of the angle profile 2 is at the same height as the upper edge of the grooved rail 6, and the angle rail 2 forms the connection facing away from the grooved rail 6 for asphalt or another surface covering of the roadway into which the switch and grooved rail are embedded.

On the upper broad side of the profile strip 4, a flat iron 8 is welded along its length, which is narrower than this broad side.

&Lgr; u € de r el er R i 11. e &eegr;sc; h i. e &eegr; e 6 7, ugewa &eegr; d I. e &eegr; S c hin a ,1. se i. t; e :i. the profile strip k is recessed in a rectangular step from above, which has a vertical surface facing away from the grooved rail and a lower, horizontal surface

which is at the same height as the lowest point of the groove inner profile.

In the area of the profile strip 4, the free lip of the grooved rail 6 is milled down to the height of this lowest point of the grooved inner profile, so that the horizontal machining surface of the milled lip of the profile rail and the lower, horizontal surface of the step of the profile strip 4 lie in a common horizontal plane.

This horizontal surface made of grooved rail 6 and profile strip 4, its vertical step surface, the top of the flat iron 8 welded onto the upper broad side of the profile strip 4, the remaining surface of this broad side and the exposed side of the vertical leg of the angle profile 2 facing the grooved rail 6 form a groove-like profile seat for a check rail profile 3, which is formed by a standardized profile strip for which a selection of curvatures is specified in a standard and which is commercially available as a finished part in these curvatures. At both ends of the profile strip 4, it is welded to a front plate 12 that is transverse to it, which closes off the groove-like profile seat at both ends so that asphalt or the like cannot penetrate it and/or stick to the check rail profile 3. For this purpose, the front plate 12 is designed with its edge adjacent to the grooved rail 6 complementary to the outside of the latter.

This wheel guide profile 3 has an approximately L-shaped cross-section, with a short, thick, vertical web and a long, thinner, horizontal web, which has a flat groove on its underside, which is almost

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is filled in, leaving only the clearance required for adjustment.

If differently shaped check rail profiles 3 are used, it is sufficient to adapt the cross-sectional shape of the profile strip k with the flat iron 8 and, if necessary, its mounting in the support plates 5 accordingly.

This check rail profile 3 absorbs transverse forces with its free vertical surface engaging in the groove profile of the grooved rail 6 and transfers these to the vertical surface of the step of the profile strip k . Adjustment plates 13 can be inserted between this vertical surface of the step of the profile strip k and the facing surface of the check rail profile 3 for adjustment purposes (see Fig. 5)i so that the check rail profile 3 can be adjusted by up to about 6 mm, ie moved towards the grooved rail 6, if its surface facing it is correspondingly worn or reworked. The stop between the flat iron 8 and the wall of the flat groove in the check rail profile 3 limits this adjustment path.

For the detachable fastening of the check rail profile 3 in the groove-like profile set, stepped through holes are formed in the horizontal leg of the check rail profile 3, through which hexagon or hexagon socket screws 10 can be inserted in such a way that a screw head rests on a step and the top of the screw head does not protrude above the top of the check rail profile 3. Below the through holes, transversely movable nuts 9 are arranged in the profile strip, into which the screws 10 can be screwed. For this purpose, transverse grooves 7 are milled in the profile strip k .

which start from the side facing the grooved rail 6 and have a width that corresponds to the wrench size of the nuts 9. The groove bottom of the transverse grooves 7 lies in the horizontal plane formed by the horizontal machining surface of the milled lip of the profile rail and the lower, horizontal surface of the step of the profile strip 4. The groove depth of the transverse grooves 7 is slightly greater than the height of the nuts 9.

The flat iron 8 is not a continuous component, but consists of individual pieces, between each two adjacent pieces of which a distance is formed exactly in the middle above the transverse grooves 7, which corresponds to the shaft diameter of the screws 10.

During assembly, the pre-assembled base plates 1, the grooved rail 6 and, if necessary, the tie rods 11 are attached first.

Then the profile strip 4 with the flat iron 8 welded to it and the support plates 5 are pre-assembled with the check rail profile 3. The screw nuts 9 are to be pushed into the transverse grooves 7 of the profile strip 4 and placed through the through holes of the attached check rail profile 3 using a suitable tool.

Then the screws 10 must be inserted and tightened firmly, making sure that the wheel guide profile 3 is against the profile strip 4 or, if necessary, against an adjusting plate 13. A sealing washer can be placed under each screw head, which prevents the screw 10 from rusting and the ingress of water.

This pre-assembled device is placed and welded onto the pre-assembled base plates 1, observing the required groove widths. Finally, the angle profile 2 is inserted and the two end plates are placed and welded.

When loosening the screws 10, they can be completely unscrewed, the wheel guide profile 3 can then be lifted upwards, and the nuts 9 can finally be removed from the transverse grooves using a screwdriver or similar.

7. If the check rail profile 3 is stuck, it can be loosened by driving a chisel between the check rail profile 3 and the angle profile 2. -

The flat iron 8 is shown as a continuous component, interrupted only above the transverse grooves 7; this flat iron

8 can also be formed from a number of short sections which are welded onto the profile strip 4 on both sides of each transverse groove.

Finally, it is also possible to completely omit the flat iron 8, to enlarge the profile strip 4 accordingly and to mill the transverse grooves 7 using a stepped finger milling cutter in such a way that the transverse groove 7 on the top side only has a width that corresponds to the shaft of the screw 10, but is widened towards the bottom so that it has the wrench size of the nut near the bottom.

9.

During assembly, the groove-like profile seat mentioned can first be filled with grease or similar before the check rail profile 3 is mounted with the screws 10 and nuts 9, so that no interior space remains within the entire check rail arrangement that could fill up with rainwater.

All individual and combination features shown in the claims, the description and/or the drawing are considered essential to the invention.

The scope of protection of the invention extends not only to the features of the individual claims, but also to their combination.

The invention is not limited to the embodiment shown and described. Rather, this represents only an advantageous embodiment of the inventive concept.

List of reference symbols

1 Base plate 2 Angle profile 3 Handlebar profile k Profile strip 5 Support plate 6 R i 11 e &eegr; s c h :i. e &eegr;&ogr; 7 Cross groove 8th Flat iron 9. Mother 10 screw 11 Tie rod 12 Front plate 13 Adjustment plate

Claims (6)

EOS Eisenbahn Oberbau Service GmbH Nagelgasse 320 Neuwied Protection claims 1. Check rail device for grooved rails, with a base plate device (1) on which a grooved rail (6) and an arrangement of holding webs (5) aligned transversely to this is attached, via which a wheel guide profile strip (3) is supported in a transversely adjustable manner, characterized in that the wheel guide profile strip (3) has a hollow profile section which is open at the bottom and which sits on a profile strip arrangement (4, 8) which is attached to the holding webs (5). 2. Wheel check device according to claim 1, characterized in that "the wheel check profile strip (3) has through holes which start from its upper surface and open into the hollow profile section, that under these through holes in the profile strip arrangement (k) elongated recesses (7) are formed which narrow upwards and are open laterally towards the wheel check profile strip (3), and that in these recesses (7) screw nuts (9) are accommodated so as to be laterally displaceable and non-rotatable, into which screws (10) are screwed which penetrate the through holes from above. -2- 3. Wheel control device according to claim 2, characterized in that the profile strip arrangement is formed from a profile strip (4) which has upwardly open transverse grooves (7) for forming the recesses, and that flat material strips (8) are fastened to this profile strip (4), which protrude on both sides beyond the longitudinal edges of each transverse groove (7) and end at a mutual distance which is penetrated by the shaft of the associated screw (10). 4. Wheel control device according to claim 3> characterized in that the flat material strips (8), apart from their mutual spacing, extend over the entire profile strip (4). 5- Wheel guide device according to any one of claims 1 to 4, characterized in that end plates (12) are attached to the ends of the profile strip arrangement (4, 8) which run transversely to the grooved rail (6), adjoin it and cover the ends of the wheel guide profile strip (3). 6. Wheel control device according to any one of claims 1 to 5, characterized in that the base plate device is formed from at least two separate, preferably rectangular base plates (1).