EP0282796A1 - Point for switches or crossings - Google Patents

Abstract

1. A cross frog (10, 38, 250) for switch points or crossings, comprising two wing rails (42, 44, 84, 86, 150, 152, 184, 188, 254, 256) and a cross-frog nose (40, 82, 154, 186, 252) disposed between them and co-operating with the wing rails to form flange grooves which run together at an acute angle for guiding a flange of a wheel, a transfer region (50) in which the nose is movable relative to the wing rail and perpendicular to the tread, being obtainable in that the tread of the wheel (28) is supported both on the tread (54, 92) of the nose (40, 82, 154, 186, 252) and also on one of the wing rails (42, 44, 84, 86, 150, 152, 184, 188, 254, 256), characterised in that the transfer region (50) is defined in controlled manner so that when the distance (Y) between the nose (40) and the inner edge of the rail is in the region between 20 mm and 30 mm, the nose and the guard rail (42) both form the tread (52, 54) of the wheel (26), and when the distance from the inner edge is smaller the guard rail forms the wheel tread and when the distance is greater the nose forms the wheel tread.

Description

The invention relates to a centerpiece for switches or crossings with two wing rails and a centerpiece 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, a transfer area in which the centerpiece tip is relative to the wing rails and Movable perpendicular to the running surface can be achieved in that the running surface of the wheel is supported both on the running surface of the frog tip and on one of the wing rails at the same time.

From DE-A-28 07 896 a rigid centerpiece with movably designed wing rails is known in order to avoid the ruts that are normally present for the straight running wheel, as a result of which the switch or the crossing is driven at higher speed with greater driving comfort shall be. The transition between wing rail and frog tip is carried out while maintaining conventional constructions, that is to say that in principle only the wing rail or only the frog tip absorbs the vertical forces to be transmitted by the wheel and basically only one due to the surface pressure and the associated forces Deformation resulting transition area, which continues to lead to a heavy load on the wing rail and the resulting wear. In order to avoid a sudden transition between the wing rail and the tip of the Herstück, according to DE-B-10 85 552, the tip of the frog should be designed as a cantilever arm, but without proposals for a controlled transfer area.

The object of the present invention is essentially to avoid the wear of the frog tip in the transition area from the wing rail to the frog tip by avoiding abrupt transitions, the transition being to be self-regulated as a function of the acting force in such a way that the elasticity of the frog tip is not leads to undesired and uncontrolled loads on the wheel traveling on the heart. Controlled training of the transition report should also be made possible with structurally simple means.

The object is essentially achieved in that the transfer area is controlled in a controlled manner in that in the area of a driving edge distance Y of the frog tip with 20 mm <Y <30 mm, both the frog tip and the wing rail form the driving surface of the wheel. The centerpiece tip is preferably fixed in order to achieve a bending rod function at a distance from the free end such that a deflection of the centerpiece tip of 1 at a travel edge distance Z with 23 mm <Z <27 mm, preferably Z = 25 mm with a maximum vertical wheel force normally occurring during operation mm is done.

According to the invention, the area in which the wheel passes from the wing rail to the frog tip is thus expanded in a controlled manner, so that neither a quasi punctiform or very narrow range of sudden power transmission from the wing rail to the frog tip still uncontrolled power transmissions from the frog tip into the wheel. This eliminates increased signs of 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.

Thus, in an embodiment of the invention, the relative movement between the centerpiece tip and wing rails, as a result of which the transition region is defined in a controlled manner, can be made possible in that the wing rails and / or the centerpiece tip are arranged on an elastic base. The elasticity of the base can be designed differently in the areas of the individual switch parts in order to achieve a controlled evasion and in this way a targeted force distribution.

There is also the possibility of forcibly coupling the wing rails and the centerpiece tip so that they can be moved perpendicular to the running surface. This can e.g. by means of pneumatic and hydraulic means. Such a proposed solution is preferred if the relative movement between the switch parts is to be carried out in a particularly controlled manner.

The teaching according to the invention has the further advantage that the relative movement allows the wing rails and the frog tip to adapt over a longer area to the geometry of the wheel, which in particular protects the frog tip.

The elasticity, more precisely the relative displaceability between the frog tip and wing rail, can increase towards the free end of the frog tip, so only slightly To absorb forces in the "weak" area of the frog tip and high forces in the areas of the frog tip in which the rail cross-section increases, since the frog tip can "dodge" downwards in its front area.

According to a further embodiment of the invention, it is provided that the frog tip is connected to the wing rails via chucks, which in turn, however, enables the rail parts to move with respect to one another. The feed pieces can connect the centerpiece tip with the wing rails with play, the feed pieces themselves being made of metal. In one embodiment, the lining pieces can consist of vibrating metal, i.e. vulcanized rubber pieces, which allow the required elasticity, are arranged between two steel plates, the connection between the wing rails and the frog tip being made via bolts which are guided with play at least through the frog tip.

There is also the possibility that the centerpiece tip is elastically displaceable parallel to the tread. In particular, the centerpiece tip is designed as a cantilever arm in such a way that the centerpiece tip acts as a bending rod which is clamped in such a way that the centerpiece tip experiences a deflection of 1 mm at a travel edge distance Y₂ with 25 mm <Y₂ <30 mm with maximum transverse forces normally occurring during operation. The horizontal displaceability with the constraints specified in relation to the driving edge distance represents a self-inventive idea that enables the centerpiece tip - viewed from its free end - to take over the lateral guidance of a wheel at an early age, so that the track groove is chosen to be as small as possible can, that is, the wheel link required for the lane can be bent away relatively early from the travel rail to the wing rail. The elasticity in the horizontal direction of the frog tip must be designed so that it decreases from the free end of the frog tip, that is, the guiding function increases from the top. This has the advantage that the track groove can be selected to be very narrow, without having to pay particular attention to fluctuations in the lead circle spacing or the flange thickness.

Regarding the relative displaceability or deflection in the horizontal and / or vertical direction, it should also be mentioned that this construction should not be confused with a movable centerpiece tip. Rather, the invention relates to a rigid centerpiece tip in the true sense.

Another stand-out feature of the invention that is to be emphasized is characterized in that the free end of the frog tip, which is preferably designed as a pin, is received by a bush, which in turn is held by a chuck clamped between the wing rails. In this case, the sleeve, which is designed in the form of a hollow cylinder or pot, should have directional damping and / or support and / or spring properties. Suitable material is, for example, Teflon or vibrating metal, whereby the properties required are ensured in the case of a hollow cylindrical shape, for example by 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.

Further details, advantages and features of the invention result not only from the claims, the features to be extracted from them, but also from the following description of a preferred exemplary embodiment shown in the drawing.

• Fig. 1 eine Draufsicht eines Herzstückes mit starrer Herzstück­spitze nach dem Stand der Technik,
• Fig. 2 eine Schnittdarstellung entlang der Linie A-A in Fig. 1,
• Fig. 3 eine Schnittdarstellung entlang der Linie B-B in Fig. 1,
• Fig. 4 eine Schnittdarstellung entlang der Linie C-C in Fig. 1,
• Fig. 5 eine vergrößerte Darstellung eines Ausschnittes aus der Fig. 3,
• Fig. 6 eine Draufsicht eines erfindungsgemäß ausgebildeten Herzstückes,
• Fig. 7 eine Schnittdarstellung entlang der Linie A-A in Fig. 6,
• Fig. 8 eine Schnittdarstellung entlang der Linie C-C in Fig. 6,
• Fig. 9 eine weitere Ausführungsform eines Herzstückes im Schnitt,
• Fig. 10 ein weiteres Ausführungsbeispiel eines Herzstückes im Schnitt,
• Fig. 11 eine Draufsicht einer bevorzugten Ausführungsform eines erfindungsgemäß ausgebildeten Herstückes,
• Fig. 12 eine Seitenansicht des Herzstückes nach Fig. 11,
• Fig. 13 eine Schnittdarstellung entlang der Linie A-A in Fig. 11,
• Fig. 14 eine Schnittdarstellung entlang der Linie B-B in Fig. 11,
• Fig. 15 eine alternative Lösung zu Fig. 13,
• Fig. 16 eine Schnittdarstellung eines Herzstückes mit horizontaler und/oder vertikaler Beweglichkeit zwischen Flügel­schienen und Herzstückspitze,
• Fig. 17 eine weitere Ausgestaltung einer Herzstückspitze mit horizontaler und/oder vertikaler Beweglichkeit zwischen Flügelschienen und Herzstückspitze,
• Fig. 18 eine Draufsicht auf eine weitere Ausführungsform eines Herzstückbereiches,
• Fig. 19 einen Schnitt entlang der Linie A-A in Fig. 18,
• Fig. 20 einen Schnitt entlang der Linie B-B in Fig. 18 und
• Fig. 21 - 24 Aufnahmebüchsen für die freien Enden von Herzstückspitzen.

Show it:

• 1 is a plan view of a frog with a rigid frog tip according to the prior art,
• 2 shows a sectional view along the line AA in FIG. 1,
• 3 shows a sectional view along the line BB in FIG. 1,
• 4 shows a sectional illustration along the line CC in FIG. 1,
• 5 is an enlarged view of a detail from FIG. 3,
• 6 is a plan view of a heart piece designed according to the invention,
• 7 is a sectional view taken along the line AA in Fig. 6,
• 8 is a sectional view taken along the line CC in Fig. 6,
• 9 shows a further embodiment of a frog in section,
• 10 shows another embodiment of a frog in section,
• 11 is a plan view of a preferred embodiment of a manufactured piece according to the invention,
• 12 is a side view of the heart of FIG. 11,
• 13 is a sectional view taken along the line AA in Fig. 11,
• 14 is a sectional view taken along line BB in Fig. 11,
• 15 shows an alternative solution to FIG. 13,
• 16 is a sectional view of a frog with horizontal and / or vertical mobility between wing rails and frog tip,
• 17 shows a further embodiment of a frog tip with horizontal and / or vertical mobility between wing rails and frog tip,
• 18 is a plan view of a further embodiment of a frog area,
• 19 shows a section along the line AA in FIG. 18,
• Fig. 20 is a section along the line BB in Fig. 18 and
• Fig. 21 - 24 receptacles for the free ends of frog tips.

In Fig. 1 is shown in a purely schematic representation and in plan view a frog (10) of a switch or an intersection, which essentially consists of a frog tip (12) arranged between two wing rails (14) and (16), which differs from it front free end (18) extended towards their ends. The centerpiece tip (12) forms, with the wing rails (14) and (16), two track grooves (20) and (22) running at an acute angle to one another for receiving one Wheel flange (24) of a wheel (26). The wing rails (14) and (16) are the rail strands which continue from tongues (not shown) and which are bent in the frog area. The strands continuing from the switch ends merge into the centerpiece tip (12).

The sections in the wing rails (14) and (16) and in the centerpiece tip (12) which are very well marked are intended to identify the areas in which a vertical transfer of force takes place via the running surface (28) of the wheel (26). It can be seen that in section B-B (FIG. 3) there is a transfer of force both via the wing rail (14) and via the frog tip (12). Strictly speaking, this transition area is not punctiform, but is slightly flat, since the running surfaces of the wing rail (14) or frog tip (12) are deformed by surface pressure. This is indicated in FIG. 5 by the hatched areas (30) and (32), which are located both in the tread (28) of the wheel (26) and in the running surfaces (34) and (36) of the wing rail (14 ) or the centerpiece tip (12).

In the area of section A-A, on the other hand, there is an exclusive vertical transfer of force via the running surface (34) of the wing rail (14), whereas there is a distance from the driving surface (36) of the frog tip (12).

In the area of the section C-C (FIG. 4), the tread (28) has detached from the wing rail (14) and force is transferred exclusively via the running surface (36) of the frog tip (12).

Due to this construction, there is an abrupt, abruptly shiftable force shift from the wing rail (14) to the frog tip (12) or in a different direction of travel from the Wing rail (16) on the frog tip (12). This causes a heavy load on the frog tip (12), so that it is exposed to high wear and severe damage.

According to the invention, it is now proposed that the transfer area from the wing rail to the frog tip be controlled in a controlled manner, that is to say stretched, so that an area is formed in which force is transferred both to the wing rail and to the frog tip. This is illustrated purely schematically on the basis of FIGS. 6 to 8.

Fig. 6 is also a plan view of a heart (38), for example a switch. The basic structure of the frog (38) corresponds to that of FIG. 1, ie a frog tip (40) is laterally surrounded by wing rails (42) and (44), between which track grooves (46) and (48) are formed. Due to the profile of the wing rails (42) and (44) and the frog tip (40) and their bearings or fastenings to be explained in more detail below, however, the transfer area from the wing rails (42), (44) to the frog tip (40) is pronounced in a controlled manner, namely, it extends between the sectional views AA and CC and is generally provided with the reference symbol (50). In this transfer area (50) the running surface (28) of the wheel (26) lies both on the running surface (52) of the wing rail (42) and on the running surface (54) of the frog tip (40), this lying on not so understand that the force is distributed evenly on the frog tip (40) and wing rail (42). Rather, the force is preferably distributed according to the cross section of the frog tip (40), ie, in the area of the section AA, the force absorption from the frog tip (40) is low, whereas in the area of the section CC there is a maximum introduction of force. The area in which both the wing rail (42) and the frog tip (40) together forms the effective driving surface of the wheel, extends at a driving edge distance Y of the frog tip (40) preferably with 20 mm ≦ Y ≦ 40 mm.

The transfer area (50) and the force transmission increasing from the front free end of the frog tip (40) to the widening end is achieved in that a relative movement in the vertical direction between the frog tip (40) and the attached wing rails (42) and (44) is possible so that the level of the driving surfaces (52) and (54) adjusts itself to the acting vertical force. 9 and 10, in which elements corresponding to FIGS. 6 to 8 are provided with the same reference numerals, it is proposed that the frog tip (40) and the wing rails (42) and (44) are forcibly coupled, e.g. are arranged by hydraulic or pneumatic means (Fig. 9) or on elastically designed supports (Fig. 10), which enable the switch parts to move relative to each other when viewed in the vertical direction.

According to FIG. 9, hydraulic units (62), (64) and (66) (not described in more detail) can be arranged in a ribbed plate (60) and actuated in such a way that the feet (68), (70) and (72) connected to them Wing rails (42) and (44) and the frog tip (40), depending on the force acting in the vertical direction, raise and / or lower the switch parts, so as to achieve a height adjustment of the running surfaces, which ensures that over the in Fig 6, the transfer area provided with the reference number (50), force is applied both to the frog tip (40) and to the wing rail (42) or (44) being driven on.

Another construction can be seen in FIG. 10, in which the feet (68), (70) and (72) are arranged on elastic supports (56), (58) and (59) which automatically lower or raise the wing rail (42) or (44) to the frog tip (40) and vice versa. This also achieves the object according to the invention of providing a pronounced transfer area between the wing rail and the frog tip so that it is not unnecessarily exposed to high wear or damage.

As FIGS. 9 and 10 are also intended to clarify, the wing rails (42) and (44) with the frog tip (40) are supported against one another via lining pieces (74) and (76) known per se and by means of a bolt (80). , which passes through these and the webs of the wing rails (42) and (44) and the frog tip (40). If the chuck piece (74) and (76) is rigid, play is provided in relation to the walls of the tab chambers and in relation to the bores penetrated by the bolt (80) in order to ensure the relative displaceability in the vertical direction.

Alternatively, there is the possibility, through the design of the chuck pieces (74) and (76) or their arrangement and / or through the material of the frog tip (40) itself, to allow an elastic deflection in the horizontal direction, by means of which the wheel is guided laterally ( 26) can take place relatively at the front in the area of the frog tip (40). This means that, compared to the prior art, the wheel link assigned to the running edge of the frog point (40) and running parallel to the running rail can be guided away from the running rail, so that the track groove (46) or (48) between the wing rail (42) or . (44) and frog tip (40) can be chosen to be relatively narrow regardless of fluctuations in the guide surface distance or the flange thickness. This is not possible according to the prior art, since, as mentioned, the wheel guide assigned to the running rail takes over the guide function over a relatively long area, so that, taking into account the fluctuation in, for example, the guide surface spacing or the flange thickness, the track groove must be wide.

11 to 15 show preferred embodiments of a frog (38) designed according to the invention, in which there is the possibility of moving a frog tip (82) both vertically and horizontally to the associated wing rails (84) and (86) in order to on the one hand to form the transition region (50) explained in FIG. 6 and on the other hand to let the centerpiece tip (82) take over the guiding function for a guided wheel relatively early in order to be able to form the track grooves (88) and (90) relatively narrowly.

It can be seen from FIG. 12 that the running surface (92) of the frog tip (82) lies in the region of its free end below the running surface (94) of the wing rail (86) or (84). In order to achieve a relative movement between the wing rails (84) and (86) and the frog tip (82) so that the above-mentioned tasks can be solved, an elastic connection takes place in the region of the front free end of the frog tip (82) 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 (96) and (98)). In the rear, diverging area, there is a rigid connection between the switch parts, preferably via metal lining pieces (100) and (102). In this area, which is also to be clarified on the basis of the sectional representation BB in FIG. 14, a relative movement between the wing rails (84) and (86) and the picked-up frog tip (82) is not possible. In contrast, due to the elastic connection in the front area of the frog tip (82), this can be moved both vertically and horizontally relative to the wing rails (84) and (86) by the level of the driving surface (94) or (104) Wing rail (84) or (86) to match that of the driving surface (92) of the frog tip (82), and on the other hand the frog tip (82) in the flank area (106) or (108) of the driving surface (92) as a guide surface for the Form the flange of a wheel, not shown. Here the guide surface begins relatively weakly at the free end of the frog tip (82) in order to become increasingly stronger towards the diverging end, so that the assigned wheel control arm no longer has to take over the management task.

The relative mobility of the switch parts to one another is made possible on the one hand by the liner pieces (110) and (112) made of vibrating metal in FIG. 13 or by the rigid liner piece (114) according to FIG. 15, but this to the tab chambers (116) of the frog tip (120) has a game. The lining pieces (110) and (112) consist of preferably vulcanized-in rubber pieces (130) or (132) of angular cross section arranged between steel plates (122) or (124) and (126) or (128). The connecting elements, such as bolts, which pass through the lining pieces (110) and (112) and the webs of the wing rails (84) and (86) and the frog tip (82) are guided in bores in the area of the frog tip (82), the diameter of which is greater than that of the connecting elements, so as to achieve the required relative displaceability to one another.

16 and 17 show further particularly noteworthy configurations of frog areas in which a relative displaceability between wing rails and frog tip is possible - both vertically and optionally horizontally.

The wing rails (150) and (152) shown in FIG. 16 run on both sides of a frog tip (154). The wing rails (150) and (152) and the frog tip (154) are arranged on a common plate (156), but mechanical decoupling takes place through stops (158) and (166). On the outside, the wing rails (150) and (152) are delimited by stops (162) and (168).

In contrast to the prior art, there is no rigid connection between the wing rails (150) and (152) and the frog tip (154) in order to achieve horizontal and / or vertical displacement. However, the wing rails (150) and (152) remain rigidly connected to one another. For this purpose, the wing rails (150) and (152) are penetrated by a screw element, such as bolt (170), which is tightened against the outer plate chambers by means of chucks and spacers, not specified. In the area of the frog tip (154), the screw element (170) is surrounded by a sleeve (180), which in turn is arranged with play in a bore (182) in the frog tip (154). The sleeve (180) is adjoined on both sides by spacer elements (212) and (214), which are conical towards the sleeve (180) and slidably in correspondingly shaped conical recesses (216) in the web walls of the frog tip (154) ) and (218) intervene. The spacer elements are then fitted into lining pieces (176) and (178), which come to rest in the tab chambers (172) and (174) of the wing rails (150) and (152).

This construction forms a rigid unit consisting of wing rails (150) and (152), lining pieces (176), (178), spacer elements (212) and (214) and the sleeve (180). The centerpiece tip (154) of this rigid unit is arranged to be movable both horizontally and vertically. This takes place, as mentioned, in that the frog tip (154) to the chucks (176) and (178), to the spacing elements (212) and (214) as well as the sleeve (180) and the stops (158) and (166) with play is arranged.

If only horizontal displaceability is desired, the spacer elements (212) and (214) are not provided with a bevel running in the direction of the frog tip (154), but are cylindrical in shape, the recesses (216) being designed in a corresponding cylindrical manner. and (218) engage, the outer diameter of the spacer elements being matched to the inner diameter of the recesses.

In addition, the wing rails (150) and (152) can be arranged on elastic bases (190) and (192) in order to allow the rigid unit to move vertically. Due to the selected construction, a relative displaceability between the frog tip (154) and the wing rails (150) and (152) is possible, in order to be able to absorb forces caused by rail vehicles traveling through the frog area, in particular due to the inherent elasticity of the frog tip (154), that a steady, and not a sudden force can take place. For this purpose, the frog tip (154) - regardless of the damping reception of its free end shown in FIGS. 11, 12 and 18 to 20 - functions as a bending rod clamped at a distance from the free end, with the clamping point, that is the rigid connection to the Wing rails (150) and (152) are selected so 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 same applies to the vertical deflection. 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 Bundesbahn, a maximum lateral force of 72 x 10³ N is assumed. The normal maximum vertical wheel forces are assumed to be 170 x 10³N (assuming a wheel load of 112.5 x 10³N, to which a dynamic addition of 57.5 x 10³N is added).

In addition to the embodiment according to FIG. 10, it should be noted that additional connections between the chuck pieces (176) and (178) and the wing rails (152) and (150) via screw elements in order to ensure the desired stability.

FIG. 17 shows an alternative to the embodiment according to FIG. 16, in which the same reference numerals are used for the same elements. In contrast to the embodiment according to FIG. 16, in FIG. 17 the frog tip (186) forms a rigid unit with the lining pieces (208) and (210). For this purpose, the elements are connected to one another via a screw element (230). The lining pieces (208) and (210) are now arranged with play in the tab chambers (204) and (206) of the wing rails (184) and (188). In order to limit the play, i.e. the mobility of the rigid unit centerpiece tip (186) and lining pieces (208) and (210), not only the surfaces adjacent in the head and foot area serve, but also of the webs (222) and (224) outgoing spacer elements (226) and (228), which are cuboid. The spacer elements (226) and (228) partially engage in corresponding recesses (230) and (232) of larger cross-section of the chuck pieces (208) and (210). This ensures not only horizontal but also vertical mobility. If only horizontal displaceability is desired, the cross section of the recesses (230) and (232) is matched to that of the spacer elements (226) and (228), so that guided displaceability is only possible along the axis of the screw element (230).

Of course, the wing rails (184) and (188) are rigidly connected to one another. This is done in a plane parallel to the sectional view via the wing rails (184) and (188) 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 Support wing rails (184) and (188). Of course, the screw element with the sleeve surrounding it must then pass through the frog tip (186) with play.

18 shows a plan 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 at a distance from its free end (258) e.g. 16 and 17 clamped by chucks in order to act as a cantilever arm and thus to enable a controlled transfer area between the wing rail (256) or (258) and the frog 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. In order to rule out that the centerpiece tip (252) in its free end (258), which is offset in relation to the driving surface for fastening, does not lead to uncontrolled vibrations and thus to impacts on the wheel, as already shown in FIG. 11 and 12 shown - the free end (258) held by a receptacle (260), which in turn with the wing rails (256) and (254) for example is clamped against the wing rails (254) and (256) by means of chucks (262) and (264), which are penetrated by a bolt (266). This results in the sectional representation B-B according to FIG. 20.

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 in the region of the sleeve (266), which can be hollow-cylindrical or cup-shaped clamped, as the sectional views AA and BB in Fig. 18 and 19 and 20 illustrate. As a result, 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 sleeve (266) is preferably made of a vibration absorbing material such as e.g. Teflon or Schwingmetall and is chosen in the geometry so that the desired and possibly directed damping, support and spring properties are achieved to the required extent. There is a possibility that e.g. In the case of a teflon sleeve, the inner wall (268) of which lies on the peg-shaped end piece (264) of the frog tip (252) has a corrugated structure. This results in an elasticity which leads to damping. 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. Of course, the required geometry, in particular the one which effects damping, can extend over the entire inner and outer walls. However, structuring in regions can also be selected if a directed damping or support function is to be effected for the cone-shaped end region (264) of the frog tip (255) to be accommodated. 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. 21 to 24 show further embodiments of bushes (272), (274), (276) which are to be emphasized and by means of which a targeted movement direction of the frog tip can optionally be brought about.

In order to achieve a mutually aligned damping and support function for the frog tip, the bushing (272) shown in FIG. 21 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. In other words, the wall shows a wave structure running in the axial direction.

The bushing (274) shown in FIG. 23 enables a vertical deflection of a frog tip, not shown. For this purpose, the inner wall (290) of the sleeve (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, like projections (294), 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.

In FIG. 24 the bushing (276) is also structured by alternating elevations and depressions on both the inner and the outer wall, but the depressions (300) of the outer wall and thus the projections (302) on the inner wall have approximately a square shape, the rounded edges of which lie on the X and Y axes. 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.

Claims (13)

1. frog (10, 38, 250) for switches or crossings with two wing rails (42, 44, 84, 86, 150, 152, 184, 188, 254, 256) and a frog tip (40, 82, 154) arranged between them , 186, 252), which forms with the wing rails angled track grooves for guiding a flange of a wheel, a transfer area (50) in which the frog tip is movable relative to the wing rails and perpendicular to the tread can be achieved in that the Tread of the wheel (28) simultaneously both on the running surface (54, 92) of the frog tip (40, 82, 154, 186, 252) and on one of the wing rails (42, 44, 84, 86, 150, 152, 184 , 188, 254, 256) is supported,
characterized by
that the transfer area (50) is pronounced in a controlled manner, in which in the area of a driving edge distance Y of the frog tip (40) with 20 mm <Y <30 mm both the frog tip and the wing rail (42) the driving surface (52, 54) of the wheel ( 26) forms. 2. centerpiece according to claim 1,
characterized by
that the centerpiece tip (154, 186) is fixed in order to achieve a bending rod function at a distance from the free end in such a way that with a travel edge distance Z with 23mm <Z <27mm, preferably Z = 25mm with a maximum vertical wheel force normally occurring during operation, the centerpiece tip is deflected by 1mm. 3. centerpiece according to claim 1,
characterized by
that the wing rails (42, 44, 150, 152, 184, 188) and / or the frog tip (40, 154, 186) are arranged on an elastic base (56, 58, 59, 190, 192) or the wing rails (42 , 44) and the frog tip (40) are forcibly coupled, for example by pneumatic or hydraulic means. 4. centerpiece in particular according to claim 1,
characterized by
that the frog tip (40, 82, 154, 186) is elastically displaceable parallel to the tread (28), the frog tip (154, 186) being designed as a cantilever arm such that the frog tip acts as a bending rod which is clamped in such a way that the The centerpiece tip with a travel edge distance Y₂ with 25mm <Y₂ <30mm with maximum transverse forces normally occurring during operation experiences a deflection of 1mm. 5. centerpiece according to claim 1 or 4,
characterized by
that the wing rails (150, 152) are rigidly connected by means of a screw element (170) which is surrounded by a sleeve (180) penetrating the frog tip (154) with play, to which spacer elements (212, 214) and to lug chambers (172 , 178) Connect the lining pieces (176, 178) that are in contact with the wing rails. 6. centerpiece according to claim 5,
characterized by
that the spacer element (212, 214) is conical in the direction of the frog tip (154) and is arranged movably in a correspondingly adapted recess (216, 218) provided in the flank of the frog tip. 7. centerpiece according to claim 1 or 4,
characterized by
that the centerpiece tip (180) is rigidly connected to chucks (208, 210) which engage movably in tab chambers (204, 206) of the wing rails (184, 188). 8. centerpiece according to claim 6,
characterized by
that the lining pieces (110, 112) consist of vibrating metal. 9. centerpiece according to claim 1 or 4,
characterized by
that the free end (258) of the frog tip (252), which is preferably designed as a pin (264), is received by a holding element such as a bushing (266, 272, 274, 276), which in turn is preferably clamped by one between the wing rails (254, 256) Lining piece (262, 264) is held. 10. centerpiece according to claim 9,
characterized by
that the sleeve (266, 272, 274, 276), which preferably has a hollow cylinder or pot shape, has optionally directed damping and / or support and / or spring properties. 11. centerpiece according to claim 9 and 10,
characterized by
that the sleeve (266, 272, 274, 276) consists, for example, of Teflon or oscillating metal and is structured or profiled, at least in regions, on the inside or outside, for example by alternating elevations, in order to achieve a desired damping and / or support and / or spring property and depressions (268, 270, 282, 284, 286, 288, 292, 294, 296, 298). 12. centerpiece according to claim 11,
characterized by
that the depressions (288, 292) of the inner wall (290, 278) lie in the radial planes in which the elevations (282, 296) running on the outer wall (280, 304) are arranged. 13. centerpiece according to claim 11,
characterized by
that the movement and damping of the frog tip takes place in the direction in which the bushing (272, 274, 276) is structured or profiled.

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