DK2520711T3

DK2520711T3 - The cross-midbody

Info

Publication number: DK2520711T3
Application number: DK12003231.3T
Authority: DK
Inventors: Albert Gelz
Original assignee: Vossloh Laeis Gmbh
Priority date: 2011-05-04
Filing date: 2012-05-03
Publication date: 2017-12-04
Also published as: NO2520711T3; HRP20171841T1; EP2520711B1; EP2520711A3; ES2650466T3; PT2520711T; RS56860B1; PL2520711T3; EP2520711A2; DE102011100488A1; SI2520711T1

Description

Description [0001] The invention refers to a crossing centrepiece, in particular for tramway tracks, as at least in parts known from EP 0 533 528 A1 or EP 1 138 830 A2. Known crossing centrepieces show no interruption of the run-off edge in a main driving direction, following the main track. The corresponding core rails are designed following the main track as a deep groove. This embodiment offers wheels of a train following the main track best guidance, with the wheels each comprising a flange that sinks into the respective deep groove. In the less travelled direction, called the branch track, the known crossing centrepieces have a ramp that lifts the wheel, running on its flange, over a rail head of the rail of the main track. Following the branch track, the known crossing centrepiece therefore is formed as a flat groove.

[0002] When installing the known crossing centrepiece as level as possible, it turns out that there is space for improvement regarding the safety of traffic participants in individual traffic, for example of bicycles or motorcycles.

[0003] The invention therefore has the task to provide a crossing centrepiece that is suitable for the most level installation possible in an otherwise flat drivable covering, e.g. a street. In particular, problem zones for participants in individual traffic should be avoided.

[0004] The task is solved according to the invention by a crossing centrepiece with the characterising features of claim 1. Other beneficial designs of the invention form the objects of the subclaims.

[0005] According to the invention, core rails following the main track comprise elongated ramps, so that a driving surface on the core rails is lowered in a middle portion of the core. The ramp is a ramp rising in the driving direction that lifts a wheel running on its flange over a rail head of the first core rail. The core rail with this ramp is made at least in sections as a flat groove.

[0006] In this case, it is particularly advantageous that the second core rails that follow a branch track do not or barely need to be lifted. Such raisings have made it difficult in the past to make the street surface level. According to an advantageous embodiment of the crossing centrepiece, at least one bevel is arranged to the side of the first core rail at the height of one driving surface level.

[0007] This produces a connection to the street surface to the side of the lowered main route. All in all, a level surface would be easy to pass for individual traffic.

[0008] According to another beneficial embodiment, the bevel is made of a single piece with the first core rail. It is particularly advantageous if all parts of the crossing centrepiece are made of one part, with particularly preferentially a crossing centrepiece milled from a block with no welds.

[0009] According to an embodiment of the crossing centrepiece according to the invention, the second core rail has at least one rising ramp viewed in one driving direction, lifting a wheel, running on its flange over a rail head of the first core rail and the second core rail therefore is designed for at least a portion as a flat groove.

[0010] The Figures are presented exemplarily in the drawings. The following are shown:

Fig. 1: a top view of a branch of tracks with crossing centrepieces according to the invention,

Fig. 2 a section X-Y as drawn in Fig. 1 through the rails of a main track,

Fig. 3 a section V-W as drawn in Fig. 1 through the rails of a branch track,

Fig. 4 a cross-section A-B as drawn in Fig. 1 through a rail of the branch track, Fig. 5 a cross-section C-D as drawn in Fig. 1 through a rail of the branch track, Fig. 6 a cross-section E-F in Fig. 1 through a rail of the branch track,

Fig. 7 a cross-section S-T in Fig. 1 through a rail of the branch track,

Fig. 8 a cross-section G-FI in Fig. 1 through a rail of the branch track,

Fig. 9 a top view in a detail Z according to Fig. 1 of one of the crossing centrepieces,

Fig. 10 a cross-section K-L through the crossing centrepiece from Fig. 9,

Fig. 11 a cross-section M-N through the crossing centrepiece from Fig. 9,

Fig. 12 a cross-section O-P through the crossing centrepiece from Fig. 9 and Fig. 13 a cross-section Q-R through the crossing centrepiece from Fig. 9.

[0011] Figures 1 and 9 show top views of an embodiment of a crossing centrepiece 10 according to the invention. Fig. 1 shows the installation situation of the crossing centrepiece in a branch of a branch track with branch rails 12 in a main track with standard rails 11. Usually, trains pass such a branch on the main track. E.g. in case of an accident, the train is routed in a driving direction 20 onto the branch track.

[0012] Towards the crossing centrepiece 10, the standard rails are designed as a core welded rail 13. A driving surface is inserted between all rails. Towards the crossing centrepiece 10, fill wedges 5 close narrow angles in order to facilitate connection of the driving surface 1.

[0013] According to a detail "Z" entered in Fig 1, Fig. 9 shows an enlargement of the crossing centrepiece 10 in a top view. Following the main track, the crossing centrepiece 10 has a first core rail 14. Following the branch track, a second core rail 15 is arranged at an angle to this.

[0014] The first core rail 14 has a deep groove portion 9, while the second core rail 15 has a flat groove portion 19. A train driving in the driving direction 20 on the branch track will have its wheels 21 lifted over a rail head of the first core rail 14 in the flat groove portion 19.

[0015] To illustrate the height situation in an area outside of the crossing centrepiece according to the invention, sections A-B, C-D, E-F through the branch rail 12 and a cross-section S-T through the core welded rail 13, which transfers into the standard rail 11, are entered in Fig. 1 and illustrated in Figures 4 to 7. A connection of the crossing centrepiece 10 according to the invention to core welded rails 6, 13 is illustrated, clarified, by a cross-section G-FI in Fig. 8.

[0016] Cross-sections through the crossing centrepiece K-L, M-N, O-P, Q-R are drawn in Fig. 9 and illustrated in Figures 10 to 13.

[0017] Figures 2 and 3 show longitudinal sections X-Y and V-W, as drawn in Fig. 1, that reach across the crossing centrepiece 10 into the standard rail 11 or the branch rail 12 viewed in the respective driving direction 20. It becomes clear that the first core rail 14 is formed as a deep groove, with the wheel 21 remaining laterally guided across a height 17. In the presented embodiment, it is particularly advantageous that the deep groove portion 9 of the main track reaches #far beyond the crossing centrepiece 10 into the standard rails 11, so that any trains crossing it will barely notice the lowering of the main track.

[0018] Fig. 3 shows a sectional arrangement of ramps 18 of the second core rail 15, so that the second core rail 15 is at least in sections designed as a flat groove.

In the area where the second core rail 15 is formed as a flat groove, a gap 16 is provided, through which a flange 22 of the wheel 21 can roll off when a train follows the main track. The cross-sections of Figures 4 to 6 show that a known groove of common groove rails transfers into a narrowed groove 23 (Figures 5 and 6) in the branch rail 12, following the driving direction 20 towards the area designed as a flat groove, in order to securely guide the train laterally. Fig. 6 shows the narrowed groove 23 slightly raised already, in order to gradually transfer the train to the flat groove portion 19. In Fig. 4, the section is placed precisely where there is a crossing seam 2 in the branch track. In Fig. 5, the section is placed where a wheel steering area is arranged in the branch rail 12.

[0019] The cross-section S-T according to Fig. 7 through the core welded rail 13 of the main track is also chosen in the location where the crossing seam 8 of the main track to the crossing centrepiece 10 is located. Fig. 8 permits an overview of the lateral arrangement in the crossing centrepiece 10 in an area of the filling wedge 5. On both driving routes (main track, branch track), wheels 21 are suggested that, of course, never run over the position of the cross-section G-FI at the same time. The illustration only serves to understand how the wheels 21 follow in the core welded rail 4 of the branch track or the core welded rail 6 of the main track. In an outer area (right), a bevel 7 of the first core rail 14 is evident, with generally not limiting claims from the invention by where crossing seams 8, 2 are arranged and in how far the core welded rails 4, 6 already take over the tasks of transferring the train into a lowered or raised portion.

[0020] Figures 10 and 13 also have two wheels 21 suggested that, of course, never pass the corresponding locations at the same time. Again, these illustrations of the wheels 21 serve only understanding of how the flat groove portion 19 in the branch track and the deep groove portion 9 in the main track are run over.

Claims

1. Cross-center piece (10), especially for tram rails, with a first core rail (14) crossing into a standard rail (11) on a main track, and a second core rail (15) leading to a branch rail (12). ) on a branch groove and wherein the first core rail (14) is designed such that it has at least section (9) a lowered driving surface in a deep groove, and wherein the second core rail (15) - viewed in a driving direction - at least has a rising ramp (18) which is designed to raise a wheel (21) running on its running surface so much that the first core rail (14) can be passed without abruptly raising the second core rail (15).

Cross-center piece (10) according to claim 1, characterized in that there is at least one chamfer (7) next to the first core rail (7), which chamfer has a height (17) corresponding to the level of the driving surface (1).

Cross-center piece (10) according to claim 2, characterized in that the chamfer (7) is formed "integrally" with the first core rail (14).

Cross-center piece (10) according to one of claims 2 or 3, characterized in that the first core rail (14) leading to the main track and the second core rail (15) leading to the branching track, and the at least one chamfer , is designed as a single workpiece, especially as a part machined from a steel block without any welding seams between the aforementioned components.

Cross-center piece (10) according to one of the preceding claims, characterized in that the second core rail (15) is at least sectionally formed as a flat groove (19).