EP0281880B1 - Zone de coeur de voie d'aiguillages ou de croisements - Google Patents

Zone de coeur de voie d'aiguillages ou de croisements Download PDF

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Publication number
EP0281880B1
EP0281880B1 EP88102962A EP88102962A EP0281880B1 EP 0281880 B1 EP0281880 B1 EP 0281880B1 EP 88102962 A EP88102962 A EP 88102962A EP 88102962 A EP88102962 A EP 88102962A EP 0281880 B1 EP0281880 B1 EP 0281880B1
Authority
EP
European Patent Office
Prior art keywords
frog
cross
nose
wing rails
region according
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 - Lifetime
Application number
EP88102962A
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German (de)
English (en)
Other versions
EP0281880A1 (fr
Inventor
Otto Morgenschweis
Alfred Kais
Sebastian Benenowski
Erich Dipl.-Ing. Fh Nuding
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.)
Voestalpine Turnout Technology Germany GmbH
Original Assignee
Voestalpine BWG GmbH
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
Priority claimed from DE19873709446 external-priority patent/DE3709446A1/de
Application filed by Voestalpine BWG GmbH filed Critical Voestalpine BWG GmbH
Priority to AT88102962T priority Critical patent/ATE64423T1/de
Publication of EP0281880A1 publication Critical patent/EP0281880A1/fr
Application granted granted Critical
Publication of EP0281880B1 publication Critical patent/EP0281880B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • E01B7/00—Switches; Crossings
    • E01B7/10—Frogs
    • E01B7/12—Fixed frogs made of one part or composite
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B7/00—Switches; Crossings
    • E01B7/10—Frogs
    • E01B7/14—Frogs with movable parts

Definitions

  • the invention relates to a frog area of switches or crossings with two wing rails and a frog tip arranged between them, which, with the wing rails, forms track grooves that run at an acute angle to one another for guiding a wheel flange, and with wheel links that preferably run along travel rails.
  • the heart of switches or crossings is the result of overlapping rail tracks.
  • the driving edges of the intersecting rail tracks are always interrupted.
  • the rail strands that continue from the tongues are bent in the frog area and referred to as wing rails.
  • the strands that continue from the turnout ends are brought together to the centerpiece tip.
  • wheel links are always arranged on the center piece on the two opposite rails. If the centerpiece tip area is now passed through, the back of a wheel lies against the wheel control arm, whereas the tread of the wheel is supported on the running surface of the wing rail or the centerpiece tip at the other end of the axis.
  • the track groove required for the wheel flange between the wing rail facing the wheel control arm and the frog tip must now be designed to be relatively wide in order to accommodate fluctuations with regard to the lead circle distance or the lead distance. As a result, there is a risk that the frog tip often experiences a force-causing action of the wheel to be guided in the track groove at its front narrow end.
  • the object of the present invention is to design a frog area of the type described above in such a way that the track groove can be chosen to be as narrow as possible, so that the front narrow end of the frog tip is not subjected to uncontrolled impacts from wheels, while at the same time the elasticity of the frog tip is not too undesirable and leads to uncontrolled loads on the wheel traveling on the heart. Controlled training of the transition area should also be made possible with structurally simple means.
  • the object is achieved in that the intrinsically rigid frog tip parallel to the running surface of the wheel through its own elasticity and / or the attachment of the frog tip and the wing rails themselves or this is designed to be movable such that in the area of a driving edge distance Y 1 the frog tip with 20 mm ⁇ Y1 ⁇ 30 mm both the frog tip and the previously leading wheel control arm takes over the lateral guidance of the wheels, that with a driving edge distance of less than 20 mm the wheel control arm and that with a driving edge distance greater than 30 mm the frog tip the lateral guidance of the wheels takes over.
  • the wheel control arm can be moved away from the running rail relatively quickly.
  • the track groove can be narrow, i.e. the distance between wing rail and frog tip can be chosen to be relatively small. Due to the horizontally displaceable wing rails, the forces caused by a running wheel can be reduced.
  • the horizontal mobility of the frog tip to achieve early guidance for the wheel can be made possible according to the invention in that the frog tip is connected to the wing rails via chucks that ensure the required mobility.
  • the chucks can connect the centerpiece tip with the wing rails with play or the chucks can be made of vibrating metal.
  • the frog tip can be designed as a cantilever arm known per se, that is, for the first time be fixed at a distance from its free end, so that the horizontal flexibility results from the inherent elasticity of the frog tip material.
  • the frog tip acts as a bending rod, the clamping from the free end being selected so that the frog tip is designed as a cantilever arm, i.e. acts as a bending rod that is clamped in such a way that the frog tip at a driving edge distance Y2 with 25mm ⁇ Y2 ⁇ 30mm at im Operation normally occurring maximum transverse forces experiences a deflection of 1mm.
  • the rail material - be it by the shape, be it by the material - can be chosen so that the elasticity decreases from the tip.
  • the manager of the frog tip increases, so that the wheel handlebar very quickly loses its usual task.
  • the decoupling between the wing rails and the frog tip is preferably achieved in that the abutting rail foot ends abut stops which preferably protrude from a fastening plate holding the frog tip and the wing rail.
  • the stops therefore serve as spacer elements to enable the desired decoupling, whereby of course a power transmission can take place via the mounting plate itself, but this does not prevent the wing rails from being horizontally displaceable to the frog tip and vice versa.
  • the wing rails can be arranged on an elastic base, whereby both horizontally and vertically limited displaceability results in particular if elastic material is also arranged between a stop and an edge of the rail base or the elastic base is pulled up.
  • the relative horizontal displaceability of wing rails to the frog tip can be achieved according to a further solution in that between the frog tip and the wing rails at least to the walls of the lug chamber of the frog tip lining pieces are arranged with play, which even over e.g. Bolts can be firmly connected to the webs of the wing rails.
  • a further embodiment of the invention provides that the wing rails are separated from the frog tip, but are rigidly connected to one another. There is the possibility of connecting the wing rails through the web of the frog tip connecting elements which are themselves spaced from the openings in the web.
  • the relative mobility of the centerpiece tip to the wing rails can be achieved by rigidly connecting the wing rails via a screw element which is surrounded by a sleeve which penetrates the centerpiece tip with play, to which spacer elements and lining pieces adjoining lug chambers of the wing rails are connected, the Spacer element is conical in the direction of the frog tip and is movably arranged in a correspondingly adapted recess in the flank of the frog tip.
  • the frog tip is rigidly connected to the chuck pieces which can move in the tab chambers of the wing rails.
  • the centerpiece tip can be designed not only to be movable horizontally, but also vertically relative to the wing rails relative to the wing rails. This results in the advantage that the area in which the wheel passes from the wing rail to the frog tip is expanded in a controlled manner, so that there is no point-like or sudden transmission of force from the Wing rail on the centerpiece tip. This ensures a continuous transition from the wing rail to the frog tip, which prevents increased wear and damage. It is not necessary that the centerpiece tip and the wing rails are acted upon by the same vertically directed forces in the transition area, rather a force distribution to the desired extent is possible, which can also depend, among other things, on the elastic mounting or formation of the switch parts.
  • a forced coupling is available - be it by pneumatic or hydraulic means - or by supporting the centerpiece tip and / or the wing rails on an elastic base, which ensures the desired relative displaceability.
  • the horizontal and vertical "elasticity" can, as mentioned, be made possible by the specially designed lining pieces.
  • the free end of the frog tip which is preferably designed as a pin
  • a bush which in turn is held by a chuck clamped between the wing rails.
  • the hollow cylindrical or pot-shaped bushing may have directed damping and / or support and / or spring properties.
  • Teflon is a suitable material or vibrating metal, the required properties being ensured in the case of a hollow cylindrical shape by, for example, a wave structure.
  • a corresponding receptacle is required so that the centerpiece tip can be displaced in a preferred direction relative to the wing rails, the restoring forces being dampable in such a way that undesired force inputs into the wheels passing through the transition area are avoided.
  • the preferred direction for the damping, support and spring properties can be achieved, for example, in that the structure of the sleeve causes damping only in a certain direction, whereas in other areas the sleeve serves as a rigid bearing, that is to say as a fixed receptacle.
  • FIG. 1 shows a section of a switch in the frog area and shows a frog tip (14) surrounded by wing rails (10) and (12) and two travel rails (16) and (18), to which the wheel control arm (20) and (22) assigned. Also shown is a vehicle axle (24) with wheels (26) and (28) which merge into the wing rail (12) and drive over the frog tip (14).
  • Track grooves (30) and (32) are formed between the wing rails (10) and (12) and the frog tip (14), the groove width W H of which should be 44 millimeters in the region of the federal railway. These Groove width W H is required in order to be able to accommodate deviations with regard to the flange thickness d or the guide circuit distance r of the wheels (26) and (28).
  • the wheel set guide dimension l In addition to the guide circle distance r and the flange thickness d and the groove width W H , the wheel set guide dimension l , the guide circuit distance r , the guide surface distance K and the guide distance L are also shown in FIGS. 2 to 4. It is easy to see that deviations from the standard values occur, for example, when the wheel flange or the guide surface of the wheel control arms are worn, so that the groove width W H must accordingly be relatively wide. This has the disadvantage that uncontrolled forces can be applied to the frog tip (14) in its front region (34) by the wheel (28), which lead to rapid wear or damage.
  • the frog tip (14) is now designed or mounted in such a way that it can be displaced parallel to the running surface (36) of the wheel (28) without it being possible to speak of a movable frog tip in the usual sense.
  • This property of the frog tip (14) or its front region (34), which can also be referred to as "elasticity”, now makes it possible to guide the wheel (28) from the tip to the inner flank of the wheel flange (38), which in turn leads to a Relief of the wheel control arm (20) and the wheel back (40) guided thereon takes place.
  • the centerpiece tip (14) in its front area (34) is designed with respect to the horizontal "elasticity" so that it can avoid lateral forces in the front area rather than in the rear area, so that undesired wear and damage do not occur.
  • the displaceability or mobility selected in a controlled manner parallel to the running surface (36) of the wheel (28) can be mentioned, on the one hand, by the centerpiece tip material itself or by fastening it with e.g. the attached wing rails (10) and (12) are accomplished. This is illustrated with reference to FIGS. 5 to 9, in which elements which have already been explained in FIGS. 1 to 4 are provided with the same reference symbols.
  • the latter enables the adjustment of the driving surfaces (42) or (44) of the wing rails (10) or (12) with the driving surface (46) of the frog tip such that they cover a relatively large area, for example in the area between the cuts along the Lines AA and BB are at the same level, so that a simultaneous vertical introduction of force into the wing rail (12) and the tip of the frog (14) takes place, the force distribution on the corresponding switch parts not necessarily having to be the same.
  • the running surface (46) of the frog tip (14) lies in the region of its free end below the running surface (42) of the wing rail (10) or (12).
  • an elastic connection takes place in the area of the front free end of the frog tip (14), which is indicated both in the area of the free end of the frog tip and at a distance from it by the hatched areas (provided in the rear area with the reference numerals (50) and (52)).
  • the switch parts preferably via metal lining pieces (54) and (56).
  • the frog tip (14) due to the elastic connection in the front area of the frog tip (14), it can be displaced both vertically and horizontally relative to the wing rails (10) and (12), in order to firstly adjust the level of the driving surface (42) of the wing rails (10 ) or (12) on that of the driving surface (46) the centerpiece tip (14) and on the other hand to form the centerpiece tip (14) in the flank area (58) or (60) of the driving surface (46) as a guide surface for the wheel flange of a wheel, not shown.
  • the management function begins very weakly at the free end of the frog tip (14) in order to become stronger towards the diverging end, so that the assigned wheel control arm no longer has to take over the management task.
  • the track groove (30) or (32) can be made relatively narrow.
  • the relative mobility of the rail parts to one another is made possible, on the one hand, by the feed pieces (50) and (52) made of vibrating metal in FIG. 7, or by the rigid feed piece (62) according to FIG. 9, but this to the tab chamber (66) of the frog tip (66) has a game.
  • the lining pieces (50) and (52) consist of preferably vulcanized-in rubber pieces (76) and (78) of angular cross section arranged between steel plates (68) and (70) or (72) and (74).
  • the connecting elements such as bolts which pass through the lining pieces (50) and (52) and the webs of the wing rails (10) and (12) and the frog tip (14) are guided in bores in particular in the area of the frog tip (14), the diameter of which is larger than that of the connecting elements, so as to achieve the required relative displaceability to one another.
  • the wing rails (100) and (102) shown in FIG. 10 run on both sides of a frog tip (104).
  • the wing rails (100) and (102) and the frog tip (104) are arranged on a common plate (106), but mechanical decoupling takes place by means of stops (108) and (116).
  • stops (108) and (116) On the outside, the wing rails (100) and (102) are delimited by stops (112) and (118).
  • the wing rails (100) and (102) In contrast to the prior art, there is no rigid connection between the wing rails (100) and (102) and the centerpiece tip (104) in order to achieve horizontal and / or vertical displaceability.
  • the wing rails (100) and (102) remain rigidly connected to one another.
  • the wing rails (100) and (102) are penetrated by a screw element, such as bolt (120), which is tightened against the outer plate chambers by means of chucks and spacers, which are not specified.
  • the screw element (120) In the area of the frog tip (104), the screw element (120) is surrounded by a sleeve (130), which in turn is arranged with play in a bore (132) in the frog tip (104).
  • the sleeve (130) is adjoined on both sides by spacing elements (162) and (164), which are conical towards the sleeve (130) and slidably in correspondingly designed conical recesses (166) in the web walls of the frog tip (104) ) and (168) intervene.
  • the spacer elements are then fitted into lining pieces (126) and (128) which come to rest in the tab chambers (122) and (124) of the wing rails (100) and (102).
  • This construction forms a rigid unit consisting of wing rails (100) and (102), lining pieces (126), (128), spacer elements (162) and (164) and the sleeve (130).
  • the centerpiece tip (104) of this rigid unit is arranged to be movable both horizontally and vertically. This takes place, as mentioned, in that the frog tip (104) to the chucks (126) and (128), to the spacing elements (162) and (164) as well as the sleeve (130) and the stops (108) and (116) with play is arranged.
  • the spacing elements (162) and (164) are not provided with a bevel running in the direction of the frog tip (104), but are cylindrical in shape, the recesses (166) and (168) having a corresponding cylindrical shape. engage, the outer diameter of the spacer elements being adapted to the inner diameter of the cutouts.
  • the wing rails (100) and (102) can be arranged on elastic bases (140) and (142) in order to additionally allow the rigid unit to move vertically. Due to the selected construction, a relative displaceability between the frog tip (104) and the wing rails (100) and (102) is possible, in order to be able to absorb forces caused by rail vehicles traveling through the frog area, in particular because of the inherent elasticity of the frog tip (104) a steady, and not a sudden force can take place. For this purpose, the frog tip (104) - regardless of the damping reception of its free end shown in FIGS.
  • the clamping point i.e. the rigid connection to the Wing rails (100) and (102) are selected such that the centerpiece tip deflects by 1 mm at a travel edge distance Y in a range from 25 mm to 30 mm with maximum transverse forces normally occurring during operation.
  • the maximum force normally occurring is understood to mean the force that can be absorbed by the track under normal conditions. With the track systems of the Deutsche BIObahn, a maximum lateral force of 72 x 103 N is assumed. At the normally occurring maximum vertical wheel forces increases a value of 170 x 103N (assuming a wheel load of 112.5 x 103N to which a dynamic addition of 57.5 x 103N is added).
  • FIG. 11 shows an alternative to the embodiment according to FIG. 10, in which the same reference numerals are used for the same elements.
  • the frog tip (136) forms a rigid unit with the lining pieces (158) and (160).
  • the elements are connected to one another via a screw element (170).
  • the lining pieces (158) and (160) are now arranged with play in the tab chambers (154) and (156) of the wing rails (134) and (138). In order to limit the play, i.e.
  • the spacer elements (176) and (178) partially engage in corresponding recesses (180) and (182) of larger cross-section of the chuck pieces (158) and (160). This ensures not only horizontal but also vertical mobility. If only horizontal displaceability is desired, the cross section of the recess (180) and (182) is adapted to that of the spacer elements (176) and (178), so that guided displaceability is only possible along the axis of the screw element (170).
  • the wing rails (134) and (138) are rigidly connected to one another. This is done in a plane parallel to the sectional view via the wing rails (134) and (138) penetrating screw elements, which in turn is surrounded by elements such as sleeves and linings, which form a rigid unit and against the web walls of the wing rails (134) and (138) support.
  • the screw element with the sleeve surrounding it must then pass through the frog tip (136) with play.
  • FIG. 12 shows a top view of a further embodiment of a frog area (250) according to the invention with frog tip (252) and added wing rails (254) and (256).
  • the centerpiece tip (252) is clamped at a distance from its free end (258), for example by chucks as shown in FIGS. 10 and 11, to act as a cantilever arm and thus a controlled transfer area between the wing rail (256) or (258) and the centerpiece tip (252).
  • the clamping point is selected so that in the area of a driving edge distance Y of the frog tip with Y between 20 mm and 30 mm, both the frog tip (252) and the wing rail (254) or (256) traveled form the driving surface for a wheel, not shown.
  • the free end (258) is held by a receptacle (260), which in turn is connected to the wing rails (256) and (254), for example by means of lining pieces (262) and (264), which in total are held by a bolt (266) are interspersed against the wing rails (254) and (256).
  • the preferably region-shaped front area (264) is received directly by a bush (266) which has the necessary damping and / or support and / or vibration properties for a controlled movement of the frog tip (252).
  • the sleeve (266) itself is held by a receptacle (260).
  • the receptacle (260) which is preferably made of metal, is not clamped, as the sectional representations A-A and B-B in FIGS. 12 and 13 and 14 illustrate.
  • the bushing (266) can dampen the vibrations of the frog tip (252), which are transmitted by an incoming or outgoing train, so that an uncontrolled oscillating movement of the free end (258) does not occur.
  • the bushing (266) preferably consists of a vibration-absorbing material such as Teflon or vibrating metal and is chosen in the geometry so that the desired and possibly directed damping, support and spring properties are achieved to the required extent.
  • a vibration-absorbing material such as Teflon or vibrating metal
  • the inner wall (268) thereof which rests on the peg-shaped end piece (264) of the frog tip (252)
  • the outer wall can also be structured accordingly, as the area of the sleeve (266) provided with the reference symbol (270) is intended to indicate.
  • the required geometry in particular the one which effects damping, can extend over the entire inner and outer walls.
  • structuring in areas can also be selected if a directed damping or support function is to be effected for the peg-shaped end area (264) of the frog tip (255). This is the case when the frog tip (252) should preferably only be displaceable vertically or only horizontally to the wing rails (254) and (256).
  • FIGS. 15 to 18 show further embodiments of bushes (272), (274), (276) which can be emphasized and by means of which a targeted direction of movement of the frog tip can be brought about.
  • the bushing (272) shown in FIG. 15 has a cylindrical shape with alternating elevations and depressions (both on the inner wall (278) and on the outer wall (280)) 282), (284) or (286) and (288).
  • the depressions (288) of the inner wall (278) are provided at the locations in which the elevations (282) of the outer wall (280) are present and vice versa.
  • the wall shows a wave structure running in the axial direction.
  • the bushing (274) shown in Fig. 17 enables a vertical deflection of a frog tip, not shown.
  • the inner wall (290) of the bushing (274) has, in the exemplary embodiment, alternating elevations and depressions in the area of the Y axis, the depressions (292) following an elliptical shape section with a vertically extending longitudinal axis, whereas the projections (294) have a circular section limit.
  • the outer wall (304) has areas with elevations (296), which in cross section form a circular shape, which — but not necessarily — are associated with adjacent depressions (298) corresponding to an elliptical shape section.
  • the longitudinal axis of the imaginary ellipse runs horizontally.
  • the bushing (276) is also structured by alternating elevations and depressions on both the inner and the outer wall, but with the depressions (300) of the outer wall and thus the projections (302) on the inner wall have approximately a square shape, the rounded edges on the X and Y axes lie.
  • the centerpiece tip lies firmly against the side center of the sleeve wall. In the X and Y directions, some free space and thus vibration or damping is possible.

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Claims (16)

  1. Coeur de croisement pour des aiguilles ou des croisements à deux pattes de lièvre (10, 12, 100, 102, 134, 138) et une pointe de coeur (14, 104, 136) placée entre celles-ci, pointe qui forme avec les pattes de lièvre (10, 12, 100, 102, 134, 138) des ornières faisant entre elles un angle aigu pour le guidage d'un boudin de roue (28) ainsi que des guide-roues, guidés de préférence le long des rails, caractérisé en ce que la pointe de coeur (14, 104, 136) réalisée en soie rigide, est conçue pour que parallèlement à la surface de roulement (36) de la roue (28), par sa propre élasticité et/ou la fixation de la pointe de coeur et des pattes de lièvre (10, 12, 100, 102, 134, 138) elle soit mobile elle-même ou par rapport à ces pattes, et en ce que dans la plage d'écartement des arêtes de roulement (Y₁) de la pointe de coeur avec 20 mm < Y₁ < 30 mm, à la fois la pointe de coeur et les guide-roues qui sont en amont, assurent le guidage latéral des roues (26, 28), et en ce que pour un écartement d'arête de roulement inférieur à 20 mm, le guide-roues assure le guidage latéral des roues alors que pour un écartement des arêtes de roulement supérieur à 30 mm, la pointe de coeur assure le guidage latéral des roues.
  2. Coeur de croisement selon la revendication 1, caractérisé en ce que la pointe de coeur (14) est en porte-à-faux et la pointe fonctionne comme barre de flexion encastrée, et pour un écartement Y₂ des arêtes de roulement tel que 25 mm < Y₂ < 30 mm, les efforts transversaux, maximaux qui se présentent dans des conditions normales de fonctionnement lui font subir un débattement de 1 mm.
  3. Coeur de croisement selon la revendication 1, caractérisé en ce que la pointe de coeur (14) et les pattes de lièvre (10, 12) sont reliées par des garnitures (50, 52, 62) permettant une mobilité horizontale, telles que des garnitures en métallo-caoutchouc.
  4. Coeur de croisement selon la revendication 1, caractérisé en ce que les garnitures (62) relient la pointe de coeur (14) et les pattes de lièvre (10, 12) avec du jeu.
  5. Coeur de croisement selon la revendication 1, caractérisé en ce que la patte de lièvre est reliée rigidement avec la pointe de coeur de façon que le point de flexion principal subisse sous l'effet des efforts transversaux maximaux engendrés par le fonctionnement normal, un débattement de 1 mm.
  6. Coeur de croisement selon la revendication 1, caractérisé en ce que les pattes de lièvre (100, 102, 134, 138) sont découplées principalement sur le plan mécanique par rapport à la pointe de coeur (104, 136), les talons (108, 110, 120, 154, 156) de la pointe de coeur (104, 136) et des pattes de lièvre (100, 102, 134, 138) sont prévus de préférence entre des butées (112, 114, 116, 118, 146, 148, 150, 152) fonctionnant comme éléments d'écartement en saillie de préférence d'une plaque de fixation (106, 144).
  7. Coeur de croisement au moins selon la revendication 1, caractérisé en ce que les pattes de lièvre (100, 102, 134, 138) sont placées sur un support élastique (140, 142).
  8. Coeur de croisement selon au moins la revendication 1, caractérisé en ce que les pattes de lièvre (100, 102) sont reliées rigidement par un élément de vissage (120) qui est entouré par une douille (130) qui traverse avec du jeu la pointe de coeur (104), douille suivie par des éléments d'écartement (162, 164) et des pièces de garniture (126, 128) s'appliquant contre les cavités à éclisses (122, 124) des pattes de lièvre.
  9. Coeur de croisement selon la revendication 8, caractérisé en ce que l'élément d'écartement (162, 164) est de forme conique en direction de la pointe de coeur (104) et est logé de manière mobile dans une cavité (166, 168) adaptée de manière correspondante et logée dans le flanc de la pointe de coeur.
  10. Coeur de croisement selon au moins la revendication 1, caractérisé en ce que la pointe de coeur (136) est reliée rigidement à des pièces de garniture (158, 160) mobiles dans les cavités à éclisses (154, 156) des pattes de lièvre (134, 136).
  11. Coeur de croisement selon la revendication 1, caractérisé en ce que la pointe de coeur (14) est mobile perpendiculairement à la surface de roulement (36) de la roue (28) et par rapport aux pattes de lièvre (10, 12) la pointe de coeur étant fixée à une distance de l'extrémité libre pour réaliser la fonction de flexion, de façon que pour un écartement Z des arêtes de roulement tel que 23 mm < Z < 27mm, de préférence Z = 25 mm, la force verticale maximale exercée par la roue en fonctionnement normal provoque un débattement de la pointe de coeur de 1 mm.
  12. Coeur de croisement selon la revendication 1, caractérisé en ce que l'extrémité libre (258) de la pointe de coeur (252), de préférence réalisée en forme de goujon (264), est reçue par un élément de fixation tel qu'une douille (266, 272, 274, 276) qui est lui-même maintenu de préférence par une pièce de garniture (262, 264) fixée entre les pattes de lièvre (254, 256).
  13. Coeur de croisement selon la revendication 12, caractérisé en ce que la douille (266, 272, 274, 276), présentant de préférence une forme de cylindre creux ou de pot, présente le cas échéant des caractéristiques dirigées d'amortissement et/ou d'appui et/ou d'élasticité.
  14. Coeur de croisement selon la revendication 12 et 13, caractérisé en ce que les douilles (266, 272, 274, 276) se composent par exemple de Téflon ou de métallo-caoutchouc et sont structurées ou profilées par exemple par une alternance de bossages et de cavités (268, 270, 282, 284, 286, 288, 292, 294, 296, 298) en vue d'obtenir une propriété souhaitée d'amortissement et/ou d'appui et/ou d'élasticité.
  15. Coeur de croisement selon la revendication 14, caractérisé en ce que le mouvement et l'amortissement de la pointe de coeur se fait dans la direction donnée par la structure ou le profil de la douille (272, 274,276).
  16. Coeur de croisement selon la revendication 1, caractérisé en ce que la patte de lièvre (10, 12, 100, 102, 134, 138) est conçue mobile parallèlement à la surface de roulement (36) de la roue (28).
EP88102962A 1987-03-13 1988-02-27 Zone de coeur de voie d'aiguillages ou de croisements Expired - Lifetime EP0281880B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88102962T ATE64423T1 (de) 1987-03-13 1988-02-27 Herzstueckbereich von weichen oder kreuzungen.

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE3708232 1987-03-13
DE3708232 1987-03-13
DE3709446 1987-03-23
DE19873709446 DE3709446A1 (de) 1987-03-13 1987-03-23 Herzstueckbereich von weichen oder kreuzungen
EP87117475 1987-11-26
EP87117475 1987-11-26

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EP0281880A1 EP0281880A1 (fr) 1988-09-14
EP0281880B1 true EP0281880B1 (fr) 1991-06-12

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EP88102962A Expired - Lifetime EP0281880B1 (fr) 1987-03-13 1988-02-27 Zone de coeur de voie d'aiguillages ou de croisements

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EP (1) EP0281880B1 (fr)
AT (1) ATE64423T1 (fr)
DE (1) DE3863204D1 (fr)
ES (1) ES2023447B3 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2155698T3 (es) 1996-08-21 2001-05-16 Innovatiestichting High Rail T Corazon para los cambios de aguja y cruzamientos de vias.
DE19924463A1 (de) * 1999-05-28 2000-12-07 Butzbacher Weichenbau Gmbh Herzstück
CN102251444B (zh) * 2008-07-24 2013-03-20 郭文明 由平面呈秃镞形、断面呈“凸”型活动心轨组成的辙叉
CN108103855A (zh) * 2018-01-05 2018-06-01 龙运生 一种固定型合金钢组合辙叉
CN110273331B (zh) * 2019-07-15 2024-06-11 浙江贝尔轨道装备有限公司 一种带有活动式翼轨的辙叉
CN110670426B (zh) * 2019-08-09 2024-09-20 中铁宝桥集团有限公司 十字交叉道岔
CN114318963B (zh) * 2021-12-17 2023-03-14 中铁宝桥集团有限公司 固定型组合辙叉

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2424916A (en) * 1943-08-26 1947-07-29 Firestone Tire & Rubber Co Base plate for frogs and crossings
DE1085552B (de) * 1959-05-05 1960-07-21 Kloeckner Werke Ag Herzstueck
DE1708643A1 (de) * 1968-02-07 1971-09-09 Kloeckner Werke Ag Weichenteile mit Distanzelementen

Also Published As

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EP0281880A1 (fr) 1988-09-14
ATE64423T1 (de) 1991-06-15
DE3863204D1 (de) 1991-07-18
ES2023447B3 (es) 1992-01-16

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