EP0066995B1 - Zweiteilige Schienenbefestigungseinheiten für Holzschwellen - Google Patents

Zweiteilige Schienenbefestigungseinheiten für Holzschwellen Download PDF

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Publication number
EP0066995B1
EP0066995B1 EP19820302625 EP82302625A EP0066995B1 EP 0066995 B1 EP0066995 B1 EP 0066995B1 EP 19820302625 EP19820302625 EP 19820302625 EP 82302625 A EP82302625 A EP 82302625A EP 0066995 B1 EP0066995 B1 EP 0066995B1
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EP
European Patent Office
Prior art keywords
rail
tie
fastening assembly
chair
clip
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP19820302625
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English (en)
French (fr)
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EP0066995A3 (en
EP0066995A2 (de
Inventor
Graham M. Fee
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
True Temper Railway Appliances Inc
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True Temper Railway Appliances Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by True Temper Railway Appliances Inc filed Critical True Temper Railway Appliances Inc
Publication of EP0066995A2 publication Critical patent/EP0066995A2/de
Publication of EP0066995A3 publication Critical patent/EP0066995A3/en
Application granted granted Critical
Publication of EP0066995B1 publication Critical patent/EP0066995B1/de
Expired legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/02—Fastening rails, tie-plates, or chairs directly on sleepers or foundations; Means therefor
    • E01B9/04—Fastening on wooden or concrete sleepers or on masonry without clamp members
    • E01B9/12—Retaining or locking devices for spikes or screws
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/02—Fastening rails, tie-plates, or chairs directly on sleepers or foundations; Means therefor
    • E01B9/28—Fastening on wooden or concrete sleepers or on masonry with clamp members
    • E01B9/30—Fastening on wooden or concrete sleepers or on masonry with clamp members by resilient steel clips
    • E01B9/303—Fastening on wooden or concrete sleepers or on masonry with clamp members by resilient steel clips the clip being a shaped bar
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/38—Indirect fastening of rails by using tie-plates or chairs; Fastening of rails on the tie-plates or in the chairs
    • E01B9/44—Fastening the rail on the tie-plate
    • E01B9/46—Fastening the rail on the tie-plate by clamps
    • E01B9/48—Fastening the rail on the tie-plate by clamps by resilient steel clips
    • E01B9/483—Fastening the rail on the tie-plate by clamps by resilient steel clips the clip being a shaped bar

Definitions

  • the present invention relates broadly to rail fastening assemblies incorporating a generally S-shaped rail fastening clip for securing a railway rail to a cross tie or similar rail support or sleeper.
  • the present invention relates, more particularly, to an improved two-piece rail fastening assembly of this character specifically adapted for holding railway fiails, supported on conventional tie plates, to wooden cross ties.
  • a railway rail is typically secured to a wooden cross tie by supporting the rail on a tie plate and affixing the tie plate to the cross tie by means of large spikes.
  • Rail anchors secured to the rail beneath the flange, on either side of the cross tie usually complement the foregoing arrangement to prevent longitudinal motion or creeping of the rail. It is also conventional to use other assemblies in combination with this fastening arrangement to retard or to prevent overturn motion of the rails during use. With little variation, this has been the scheme routinely employed for years to secure a railway rail to a wooden tie.
  • British Patent No. 1,154,497 discloses a rail fastening assembly making use of a generally S-shaped rail clip in combination with a specially constructed tie plate.
  • the tie plate is secured to the cross tie by means of a pair of fixture bolts or screws at the outboard sides only.
  • a rib runs laterally across the tie plate adjacent the position of the base flange of the rail when the same is in place, and is provided with a projection designed to grasp or otherwise engage the central leg of the S-shaped clip.
  • the clip is twisted, by use of a special tool designed to apply a torsional force to it, and is then positioned on the tie plate in this twisted configuration.
  • One leg of the S-shaped clip engages the base flange of the rail while the opposite free end rests on the tie plate. The rail is thus restrained by virtue of the torsional force existing in the S-shaped clip.
  • British Patent Application No. 2,034,788A discloses a generally S-shaped rail fastening clip in which two adjacent legs of the S lie in grooves on opposite vertical faces of a mounting block, the third leg of the S bearing on an adjacent rail flange.
  • the mounting block may be fixed to the track base or to a tie by means of projecting feet set into the concrete of the base or tie.
  • British Patent No. 1,305,871 - which represents the pre-characterising portion of claim 1 - discloses a resilient clip for fastening a rail which is of a loop or spiral shape. Although when viewed in one particular orientation the clip can look rather like a horizontally elongated S, viewed end- on the spiral clip is V-shaped.
  • This clip has a central leg, and a rail bearing leg and a tie bearing leg spaced on opposite sides of the central leg and joined thereto by arcuate portions extending from opposite ends thereof.
  • the clip is mounted in a chair having a hook mounted at the upper end of a vertical stalk for receiving the clip in latching engagement and, for anchoring the chair proximate the base flange of a rail, a cross-piece that engages a complementary recess formed between upstanding projections on the upper face of a base plate.
  • the chair may be modified for use in the absence of a base plate by providing a flange on the chair for the tie bearing leg of the clip, the chair then being fastened directly to a wooden tie, or by engaging the chair in a slot in a steel tie.
  • the present invention is characterised in that the clip is S-shaped, and said leg is configured to pass through the spike holes in a conventional tie plate affixed to a wooden tie.
  • the present invention overcomes the disadvantages of the systems noted above. It may be used on both new track installations and in rehabilitation of existing tracks. Its use minimises the need for a bevy of rail anchors and rail overturn prevention devices routinely employed in the complete package of hardware now used for securing rails on wooden cross ties, thus minimising installation and maintenance expenses. No special tools are required to install the fastening assemblies of the present invention, either on new track or old. Yet, these advantages are achieved without a loss of holding power, or significant reduction in longitudinal and rotational or overturn restraint of the rail.
  • Track held down by the assembly of the present invention may be replaced without pulling and redriving spikes, a practice which "spike kills" wooden ties necessitating eventual tie replacement since the spikes no longer hold properly in the wood. This is an especially important consideration for curves, where rails wear at about ten times the rate as straight track sections.
  • a two-piece rail fastener comprised of a generally S-shaped rail clip received on the head of a mating chair designed to be anchored in the inboard spike holes of a conventional tie plate. Spikes in the outboard spike holes of the tie plate secure it to a wooden cross tie in the normal manner.
  • the rail clip acts as a torsional spring clip to restrain the rail.
  • At least one of the inboard spikes in the tie plate is replaced by a chair having a downwardly depending shank.
  • the shank passes through the spike hole in the tie plate and into the tie where it is restrained or embedded.
  • the S-shaped rail clip is received on the head of the chair to restrain the rail.
  • a two-piece rail fastening assembly of the present invention is comprised of a generally S-shaped rail clip, designated generally as 30 and best viewed in Figures 1 and 2, and a chair designated generally as 50 and best viewed in Figures 3 and 4.
  • the assembly 10 is specially adapted for use in combination with a standard tie plate 12 upon which a railway rail 14 is seated.
  • the rail 14, as is conventional, includes a stem 16 which terminates at its lower end in a base flange 18.
  • the tie plate 12, supporting rail 14, is itself supported on a cross tie 20.
  • a standard tie plate is conventionally a steel plate extending beneath the entirety of the base flange 18 of rail 14 and projecting outwardly from the base area on both the field and gauge sides of the rail.
  • the tie plate includes four holes pierced through the plate on each of the field and gauge sides; a pair of outboard holes 22 and a pair of inboard holes 24.
  • one embodiment of the instant assembly 10 replaces both of the inboard bolts or spikes heretofore passing through inboard holes 24.
  • another embodiment of the instant assembly 10 replaces only one of the inboard bolts or spikes heretofore passing through an inboard hole 24.
  • a pair of conventional headed lag bolts or spikes 26 are employed in the outboard holes 22 on each of the field and guage sides of the tie plate in order to secure the same to the cross tie 20.
  • this arrangement on light-rail tracks where the tie plate has only inboard holes since the chair itself can provide a means to stabilise the tie plate.
  • the rail clip component 30, of the assembly 10 is a generally S-shaped torsional spring rail clip best viewed in Figures 1 and 2.
  • Clip 30 is comprised of a central leg 32, a rail bearing leg 34 and a tie bearing leg 36.
  • the rail bearing and tie bearing legs 34 and 36 are terminal legs of the clip 30, which are spaced on opposite sides of the central leg 32 and joined thereto by generally arcuate portions, 38 and 40 respectively, extending from opposite ends of central leg 32.
  • Loop 42 is bent slightly in an upward direction beginning at approximately the midpoint of central leg 32, as best viewed in Figure 2.
  • the angular displacement of loop 42 from the horizontal is preferably within the range of from about 15° to 20° but most preferably about 18°.
  • the distal end of rail bearing leg 34 is also bent slightly in an upward direction.
  • the angle of inclination of the distal end of leg 34 is preferably about 10° with respect to the horizontal.
  • a land 46 is formed on the underside of leg 34 between the point at which loop 42 is bent upwardly and the point at which the distal end of the leg is bent upwardly.
  • the chair 50 which cooperates with clip 30 is comprised of a body portion 52, an anchoring portion 54, and a head portion 56.
  • the anchoring portion 54 depends downwardly from the body 52 and is comprised of a pair of legs 58 which terminate in hook or latch means 60.
  • the spacing between legs 58 is substantially the same as the spacing between the inboard spike holes on a standard tie plate (e.g., approximately 89 mm (3.5 inches) on centres).
  • the cross-sectional dimensions and configurations of the legs 58 are designed to mate with the spike holes on a conventional tie plate, as is the projection of the hook or latch means 60.
  • the exact dimensions of the anchoring portion of chair 50 can be altered accordingly.
  • the lower ends of each of the legs 58 are provided with a slight inward taper 62, best viewed in Figures 4 and 8.
  • this embodiment of chair 50 is secured to tie plate 12 by inserting the legs 58 through inboard holes 24 with the chair in a somewhat downwardly angled position, and thence rotating same to latch the hook 60 of each leg beneath the tie plate as shown in Figure 8.
  • the head portion 56 of chair 50 is designed to cooperate in mating engagement with the rail clip 30.
  • a lip 63 projects outwardly from the head portion 56 for this purpose, the lip 63 extending generally across the breadth of the body portion 52 between the legs 58.
  • the lip 63 is defined by a front face 64, a top outside face 66, and a bottom inside face 68.
  • the inside face 68 is slightly inwardly concave, tapering from an outer edge 70 and merging into the body portion 52.
  • a jaw 72 is thus formed having a bight configured to receive the central leg of clip 30 as described more fully
  • the lip 63 preferably includes an upwardly flared front end 74.
  • the inside face 68 and, thus, jaw 72 follow the upward flare of lip 63 such that the bight of jaw 72 opens progressively as shown in Figures 3 and 4.
  • the angle of inclination of the flare is approximately equal to, but preferably slightly less than, the angle of inclination of the loop 42 on clip 30 for reasons explained below.
  • a slight protuberance 76 is defined at the juncture of the flared and straight portions of the edge 70. This protuberance is designed to mate with a small notch or detent formed on the central leg 32 of clip 30 corresponding generally to the point at which the loop 42 is bent upwardly, as best viewed in Figure 6.
  • An overdrive preventer 78 is provided on the front end body portion 52 by rounding the edges thereof in the area corresponding to the bight of jaw 72, as best viewed in Figures 3 and 7.
  • the assembly 10 comprised of the clip 30 and chair 50 illustrated in Figures 3 and 4 is best viewed in Figures 5-8.
  • Installation of the assembly 10 is relatively simple, whether the fastening assembly is used on a new track installation or in the rehabilitation of old track.
  • the chair 50 is secured to the inboard spike holes 24 of tie plate 12 by canting the chair slightly and inserting the legs 58 through the inboard holes.
  • the chair is then rotated upwardly so that the latch or hook member 60 projects beneath the tie plate 12, as shown in Figure 8.
  • FIG. 5 shows the clip placed with the loop 40 in the flared portion of jaw 72 prior to the driving operation.
  • the loop 42 is then struck with a hammer or equivalent tool and the clip is driven to the right into a fully seated position as shown in Fgiure 6.
  • the tie bearing leg rides across the face of the tie plate 12 while the land 46 on the rail bearing leg rides across the face of the base flange 18 of rail 14.
  • the flare of jaw 72 aids in guiding the central leg into latched, mating engagement with the head portion of the chair.
  • the slight protuberance 76 cooperates with the mating detent means on central leg 32 to ensure a positive lock between the two components.
  • Overdrive preventer 78 ensures proper relative positioning of the protuberance/detent. Positive engagement of the clip with the chair is promoted by this protuberance/detent arrangement, along with the relative angular relationship between the upwardly oriented loop on the clip and flared front end of the jaw on the chair and the relative dimensions between the spread of loop 42 and the thickness of the head portion of the chair on which this loop is received.
  • the clip 30 functions as a torsional spring rail clip where the holding power of the fastening assembly arises predominantly through torsion.
  • the magnitude of the torsional force can be suitably tailored by appropriate selection of the angle of inclination of the loop 42 relative to the flare at the front of jaw 72 and the relative dimensioning of the legs of the clip.
  • the holding forces exerted against the rail will rise as the rail attempts to move away from the tie plate since the upward force on rail bearing leg 34 will increase and be resolved in central leg 32 as an increased torsional force.
  • FIG. 9-12 An alternate embodiment of the assembly 10 is shown in Figures 9-12, wherein like reference numerals denote like parts in respect of the embodiment discussed above ( Figures 1-8).
  • the principal difference between the assembly shown in Figures 9-12 and that described above is that the chair 50 is secured directly to the wooden cross tie by means of a single leg or shank which passes through one of the inboard spike holes 24 only.
  • the alternate embodiment shown in Figures 9-12 has a single shank 80. Otherwise, the chair is identical to that described above and shown in the preceding figures of drawing.
  • the shank 80 which is preferably somewhat larger in cross section than a standard spike, terminates in a pointed tip 82 in order that the chair may be driven into a wooden cross tie member.
  • the outer surface of the shank 80 is shown in Figures 9 and 10 to include a stepped wedge or barbed configuration of elements 84 to retard pullout of the chair from the wooden tie. Any similar surface roughening could equally well be employed for this purpose.
  • Figures 11 and 12 shown in an assembly of the S-clip 30 and the alternate embodiment of the chair shown in Figures 9 and 10.
  • Figure 12 also shows a number of ways in which this chair may be restrained within the cross tie 20.
  • the chair shown at position A is illustrated, in full lines, with a smooth shank 80' terminating in a point 82, the length of the shank 80' being greater than the thickness of the tie 20.
  • Restraining means 86 are included near the distal end of this shank to prevent pullout of the chair from the tie.
  • this chair would be driven into position and, once the tip of shank 80' projected beyond the bottom surface of tie 20, the restraining means 86 would prevent upward motion of the chair.
  • FIG. 9 The embodiment illustrated in Figures 9 and 10 is shown in phantom lines at position A in Figure 12 for comparison.
  • This latter embodiment relies on the barbed or stepped surfaces at 84 to prevent pullout of the chair.
  • a bonding agent may be applied to the outer surface of the shank 80 to reduce further the tendency for pullout.
  • Such a bonding agent could be, for example, magnesium phosphate cement.
  • FIG. 12 Yet another means to secure the shank 80" in tie 20 is shown at position B in Figure 12.
  • the tie 20 is provided with an oversized channel or cavity 88 filled with a bonding material 90.
  • This bonding material could be magnesium phosphate cement, or a polymeric or resinous material compatible with the wooden tie.
  • the bonding material 90 completely encapsulates shank 80", and, when rigid, indirectly bonds the shank of the chair to the wooden tie.
  • the cross sectional area of cavity 88 is preferably larger than that of the spike hole through which shank 80" projects. This serves two advantageous functions. First, when the bonding material 90 solidifies, pullout resistance is enhanced since the block of material holding the shank is largerthan the spike hole. Thus the shank must be parted from the bonding agent if it is to be removed.
  • the larger cross section of cavity 88, and the solid bonding material improves lateral and longitudinal restraint of the chair relative to the rail.
  • the filled cavity 88 need not extend entirely through the tie 20. This approach is shown in full lines in Figure 12 at position B. If desired, the cavity can go through the tie, as shown in phantom lines in Figure 12 at position B. Either approach may also be advantageous for securing the chair in a spike-killed tie. Other conceptually similar approaches may be used to guard against pullout of the chair without departing from the scope of the present invention.
  • the clip 30 is preferably fashioned from round stock of spring steel having an appropriate diameter and length suitable to yield one clip.
  • the spring is fashioned by bending the presized rod around mandrels and the required angularity of the loops is imparted by a simple forming operation.
  • the spring clip can then be heat treated in a conventional manner to give requisite strength and ductility thereto.
  • the chair 50 may be cast from ductile iron, or formed from steel and appropriately heat treated.
  • assembly 10 of the present invention is extremely efficient.
  • pairs of assembly 10 are used, one on each of the field and gauge side, to hold a length of track in place, the holding power of the assembly in both longitudinal and rocking or overturn directions is sufficient to reduce the need for both rail anchors and conventional overturn preventers in many applications, and even to eliminate the need for such devices in other applications.
  • This allows for considerable savings in both the capital expense of installing or rehabilitating a rail and also the maintenance involved in re-application of rail anchors and overturn preventers since the same have a tendency to loosen over a period of time.
  • rails can be replaced by simply removing the spring clip. Since no spikes need be removed, tie life is prolonged considerably.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)

Claims (23)

1. Schraubenlose zweiteilige Schienenbefestigungseinheit (10) zum Befestigen einer auf einer hekömmlichen Schwellenplatte (12) aufliegenden Eisenbahnschiene (14) an einer Holzschwelle (20), wobei die Einrichtung umfaßt: eine Schienenklemme (30) mit einem mittleren Schenkel (32) und einem an der Schiene anliegenden Schenkel (34) und einen an der Schwelle anliegenden Schenkel (36), welche mit Zwischenraum auf gegenüberliegenden Seiten des mittleren Schenkels (32) angeordnet und mit diesem durch gekrümmte, sich von dessen gegenüberliegenden Enden erstreckende Teile (38,40) verbunden sind; und einem Schienenstuhl (50) mit einem Rumpf (52), welcher eine Klemmbackeneinrichtung (72) einschließt für die Aufnahme der Schienenklemmen (30) in verriegelndem Eingriff damit und eine Verankerungseinrichtung (54) zum Befestigen des Rumpfes (52) nahe dem Basisflansch (18) der Eisenbahnschiene (14), wobei die Verankerungseinrichtung (54) mindestens einen abwärts gerichteten Schenkel (58 oder 8) einschließt, dadurch gekennzeichnet, daß die Klemme (30) S-förmig ausgebildet ist und der Schenkel (58 oder 8) derart gestaltet ist, daß er durch die Nagelöffnungen (24) einer herkömmlichen, auf einer Holzschwelle (20) befestigten Schwellenplatte (12) paßt.
2. Schienenbefestigungseinheit nach Anspruch 1, dadurch gekennzeichnet, daß die Verankerungseinrichtung (54) eine Einrichtung (58, 60) zum Befestigen des Rumpfes (52) an der Schwellenplatte (12) umfaßt.
3. Schienenbefestigungseinheit nach Anspruch 2, dadurch gekennzeichnet, daß die Verankerungseinrichtung (54) ein Paar von Schienenstuhlverankerungsschenkeln (58) umfaßt, welche von dem Rumpf (52) nach unten hervorragen und voneinander mit einer Entfernung beabstandet sind, welche im wesentlichen gleich ist dem Abstand der Nagelöffnungen (24) in der an dem Basisflansch (18) der an der Holzschwelle (20) zu befestigenden Eisenbahnschiene (14) angrenzenden Schwellenplatte (12).
4. Schienenbefestigungseinheit nach Anspruch 3, dadurch gekennzeichnet, daß die Verankerungseinrichtung (54) eine Hakenverankerungseinrichtung (60) umfaßt, welche sich von jedem der Verankerungsschenkel (58) aus erstreckt, um darunter hervorzuragen und den Rumpf (52) an der Schwellenplatte (12) befestigt.
5. Schienenbefestigungseinheit nach Anspruch 4, dadurch gekennzeichnet, daß jeder der Schienenstuhlverankerungsschenkel (58) in einem nach außen auskragenden Haken (60) zum Hintergreifen der Unterseite der Schwellenplatte (12) endet, um den Rumpf (52) an der Schwellenplatte (12) zu befestigen.
6. Schienenbefestigungseinheit nach Anspruch 1, dadurch gekennzeichnet, daß die Verankerungseinrichtung (54) eine Einrichtung (80) zum Befestigen des Rumpfes (52) an der Schwelle (20) umfaßt.
7. Schienenbefestigungseinheit nach Anspruch 6, dadurch gekennzeichnet, daß die Verankerungseinrichtung (54) zumindest einen Schaft (80) für eine wirksame Verbindung mit der Schwelle (20) umfaßt.
8. Schienenbefestigungseinheit nach Anspruch 7, dadurch gekennzeichnet, daß der Schaft (80) mit einer mit Widerhaken versehenen Außenfläche (84) ausgebildet ist.
9. Schienenbefestigungseinheit nach Anspruch 7, dadurch gekennzeichnet, daß der Schaft (80) an seinem entfernt liegenden Ende eine Aufnahmeeinrichtung (85) zum Verbinden mit der Unterseite der Schwelle (20) umfaßt.
10. Schienenbefestigungseinheit nach den Ansprüchen 7, 8 oder 9, dadurch gekennzeichnet, daß die Verankerungseinrichtung (54) weiterhin ein Haftmittel (90) zur Verbindung des Schaftes (80) mit der Schwelle (20) umfaßt.
11. Schienenbefestigungseinheit nach Anspruch 10, dadurch gekennzeichnet, daß das Haftmittel in einer übergroßen Ausnehmung (88) in der Schwelle (20) angeordnet und der Schaft (80) in dem Haftmittel (90) eingebettet ist.
12. Schienenbefestigungseinheit nach irgendeinem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Klemmbackeneinrichtung (72) eine nach außen von dem Rumpf (52) abstehende Lippe (62) umfaßt, welche eine konkave Fläche (68) aufweist, um eine Krümmung derart auszubilden, daß zumindest ein Teil des mittleren Schenkels (32) der Schienenklemme (30) aufgenommen wird.
13. Schienenbefestigungseinheit nach Anspruch 12, dadurch gekennzeichnet, daß die Klemmbacke (72) von der Schiene (14) weggerichtet öffnet.
14. Schienenbefestigungseinheit nach Anspruch 12, dadurch gekennzeichnet, daß die nach außen vorspringende Lippe (62) an ihrem vorderen Ende (74) konusartig erweitert ist.
15. Schienenbefestigungseinheit nach Anspruch 14, dadurch gekennzeichnet, daß die Erweiterung in der Lippe (62) an einer leichten Ausstülpung (76) an dem oberen Ende der Krümmung endet, wobei die Ausstülpung (76) eine Verriegelungseinrichtung zum Zusammenwirken mit einer passenden einrückbaren Arretierung an der Klemme (30).
16. Schienenbefestigungseinheit nach irgendeinem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß der gekrümmte, den an der Schiene anliegenden Schenkel (34) mit dem mittleren Schenkel (32) verbindende Teil (38) der Klemme (30) von dem anderen der gekrümmten Teile (40) aus in eine Aufwärtsrichtung versetzt ausgebildet ist.
17. Schienenbefestigungseinheit nach Anspruch 16, dadurch gekennzeichnet, daß der an der Schiene anliegende Schenkel (34) an seinem entfernt liegenden Ende nach oben auseinandergehend ausgebildet ist.
18. Schienenbefestigungseinheit nach Anspruch 16 oder 17, mit einer Verriegelungseinrichtung an der Klemme (30) für einen zusammenwirkenden Eingriff mit einer entsprechenden Verriegelungseinrichtung (76) am Rumpf (52) zum Befestigen der Klemme (30) an dem Schienenstuhl (12), wenn erstere mit letzterem in Eingriff gebracht wird.
19. Schienenbefestigungseinheit nach Anspruch 18, dadurch gekennzeichnet, daß die Verriegelungseinrichtung an der Klemme (30) eine einrückbare Arretierung an dem mittleren Schenkel (32) und die Verriegelungseinrichtung an dem Rumpf eine passende Ausstülpung (76) an der Lippe (62) des Schienenstuhls (50) umfaßt.
20. Kombination einer Eisenbahnschiene (14), die auf einer Schwellenplatte (12) aufliegt, welche durch Nägel (26) auf einer Holzschwelle (20) befestigt ist, wobei die Schwellenplatte (12) sowohl auf der Feld- als auch auf der Spurseite ein Paar von außenliegenden Nagelöffnungen (22) und ein Paar von innenliegenden, an dem Basisflansch (18) der Schiene (14) angrenzenden Nagelöffnungen (24) umfaßt, mit einer zweiteiligen Schienenbefestigungseinheit (10), dadurch gekennzeichnet, daß ein Schienenstuhl (50) mit Schenkeln (58), welche durch zumindest einen Satz der innenliegenden Nagelöffnungen (24) hindurchgreifend angeordnet und mit der Schwellenplatte (12) verriegelt sind, wobei der Schienenstuhl (50) eine Klemmbacke (72) mit einer Krümmung und eine im wesentlichen S-förmige Klemme (30) mit einem mittleren Schenkel (32), einem auf der Schiene anliegenden Schenkel (34) und einem auf der Schwelle anliegenden Schenkel (36) umfaßt, welcher in der Verriegelungsstellung im Eingriff mit dem Schienenstuhl (50) sitzt, wobei der mittlere Schenkel (32) in der Krümmung aufgenommen ist und der an der Schiene anliegende Schenkel (34) unten an dem Basisflansch (18) anliegt um die Schiene (14) an der Holzschwelle (20) zu befestigen.
21. Kombination nach Anspruch 20, dadurch gekennzeichnet, daß ein Paar von zweiteiligen Schienenbefestigungseinheiten (10) vorgesehen sind, jeweils eine auf einer Seite der Schiene (14).
22. Kombination einer Eisenbahnschiene (14), die auf einer Schwellenplatte (12) aufliegt, welche durch Nägel (26) an einer Holzschwelle (20) befestigt ist, wobei die Schwellenplatte sowohl auf der Feld- als auch auf der Spurseite zumindest eine an dem Basisflansch (18) der Schienen (14) angrenzende Nagelöffnung (24) aufweist, mit einer zweiteiligen Befestigungseinheit (10), dadurch gekennzeichnet, daß diese umfaßt: einen Schienenstuhl (50), der einen Rumpf (52) aufweist mit einer Klemmbacke (72) mit einer Krümmung und mindestens einem nach unten gerichteten Schaft (80), welcher durch eine an den Basisflansch (18) der Schiene (14) angrenzenden Nagelöffnung (24) in Eingriff mit der Schwelle (20) hindurchgreift, um den an der Eisenbahnschiene (14) angrenzenden Schienenstuhl (50) zu befestigen; und eine im wesentlichen S-förmige Klemme (30) mit einem mittleren Schenkel (32), einem an der Schiene anliegenden Schenkel (34) und einem an der Schwelle anliegenden Schenkel (36), welche in der Verriegelungsstellung im Eingriff mit dem Schienenstuhl (50) sitzt, wobei der mittlere Schenkel (32) in der Krümmung aufgenommen wird und der an der Schiene anliegende Schenkel (34) unten an dem Basisflansch (18) anliegt, um die Schiene (14) an der Holzschwelle (20) zu befestigen.
23. Kombination nach Anspruch 21, dadurch gekennzeichnet, daß die Schwellenplatte (12) ein Paar von innenliegenden (24) und ein Paar von außenliegenden Nagelöffnungen (22) sowohl auf der Feld- als auch der Spurseite der Schiene (14) aufweist und ein Paar von zweiteiligen Schienenbefestigungseinheiten (10) vorgesehen sind, eine auf jeder Seite der Schienen (14), wobei jede der Einheiten (10) einen einzigen, nach unten gerichteten Schaft (80) aufweist und die Einheiten (10) in sich diametral gegenüberliegenden, inneren Nagellöchern (24) angeordnet sind.
EP19820302625 1981-05-26 1982-05-21 Zweiteilige Schienenbefestigungseinheiten für Holzschwellen Expired EP0066995B1 (de)

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US26692881A 1981-05-26 1981-05-26
US266928 1994-06-27

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EP0066995A2 EP0066995A2 (de) 1982-12-15
EP0066995A3 EP0066995A3 (en) 1983-10-05
EP0066995B1 true EP0066995B1 (de) 1986-04-02

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JP (1) JPS57209301A (de)
BR (1) BR8203022A (de)
CA (1) CA1203788A (de)
DE (1) DE3270220D1 (de)
MX (1) MX159898A (de)

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GB2170537B (en) * 1985-02-01 1988-02-03 Mckay Ralph Ltd Rail fastening systems
GB8515471D0 (en) * 1985-06-19 1985-07-24 Pandrol Ltd Holding railway down on support member
TW509742B (en) 1999-11-24 2002-11-11 Pandrol Ltd Railway baseplate assembly
DE102005048829A1 (de) * 2004-12-09 2006-06-29 SCHWIHAG GESELLSCHAFT FüR EISENBAHNOBERBAU MBH Kraftschlüssig-elastische Schienenbefestigung für Gleisanlagen
RU2530831C1 (ru) * 2013-06-27 2014-10-20 Юрий Николаевич Аксёнов Безболтовое рельсовое скрепление и подрельсовая подкладка безболтового рельсового скрепления
RU210218U1 (ru) * 2021-12-15 2022-04-01 Федеральное государственное бюджетное образовательное учреждение высшего образования "Сибирский государственный университет путей сообщения" (СГУПС) Подрельсовая подкладка

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Publication number Priority date Publication date Assignee Title
US2357499A (en) * 1942-05-04 1944-09-05 Colorado Fuel & Iron Corp Rail fastening
US2387009A (en) * 1943-05-22 1945-10-16 Ralph P Clarkson Rail fastening
FR900354A (fr) * 1943-08-10 1945-06-27 Dispositif de fixation des rails à patins aux traverses en béton armé
GB1078709A (en) * 1965-10-14 1967-08-09 Lockspike Ltd Fastening members for securing railway rails and railway rail and fastening arrangements employing the fastening members
DE1534017A1 (de) * 1966-03-18 1969-05-29 Baeseler Dr Ing Wolfgang Schraubenlose federnde Schienenbefestigung
GB1305871A (de) * 1971-01-26 1973-02-07
GB1474698A (en) * 1974-11-26 1977-05-25 Pandrol Ltd Holding down railway rails
ZA775369B (en) * 1976-09-16 1978-07-26 Tempered Spring Co Ltd An improvement in or relating to rail fastenings
GB2034788A (en) * 1978-09-05 1980-06-11 London Transport Executive Rail Fastening Members

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DE3270220D1 (en) 1986-05-07
CA1203788A (en) 1986-04-29
BR8203022A (pt) 1983-05-10
JPS57209301A (en) 1982-12-22
MX159898A (es) 1989-09-28
EP0066995A3 (en) 1983-10-05
EP0066995A2 (de) 1982-12-15

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