EP0282796B1 - Coeur de voie pour aiguillages ou croisements - Google Patents

Coeur de voie pour aiguillages ou croisements Download PDF

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Publication number
EP0282796B1
EP0282796B1 EP88102963A EP88102963A EP0282796B1 EP 0282796 B1 EP0282796 B1 EP 0282796B1 EP 88102963 A EP88102963 A EP 88102963A EP 88102963 A EP88102963 A EP 88102963A EP 0282796 B1 EP0282796 B1 EP 0282796B1
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EP
European Patent Office
Prior art keywords
nose
wheel
wing
tread
tip
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
EP88102963A
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German (de)
English (en)
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EP0282796A1 (fr
Inventor
Otto Dipl.-Ing. Morgenschweis
Alfred Kais
Sebastian Benenowski
Erich Dipl.-Ing.(Fh) Nuding
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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 DE19873708233 external-priority patent/DE3708233A1/de
Application filed by Voestalpine BWG GmbH filed Critical Voestalpine BWG GmbH
Priority to AT88102963T priority Critical patent/ATE56231T1/de
Publication of EP0282796A1 publication Critical patent/EP0282796A1/fr
Application granted granted Critical
Publication of EP0282796B1 publication Critical patent/EP0282796B1/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

Definitions

  • 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.
  • a rigid centerpiece with moveable 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 can be driven at higher speed with greater driving comfort should.
  • 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 a transition area resulting solely from the surface pressure and the associated deformations is formed , which continues to put a heavy load on the wing rail and the resulting wear.
  • the frog tip is to be designed as a cantilever arm according to DE-B 1 085 552, 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 area should also be made possible with structurally simple means.
  • the object is essentially achieved in that the transfer area is controlled in such a way 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 and that with a smaller driving edge distance the wing rail forms the driving surface and, at a larger edge distance, the centerpiece forms the driving surface of the wheel.
  • the area in which the wheel passes from the wing rail to the frog tip is therefore expanded in a controlled manner, so that neither a quasi punctiform or very narrow range of sudden force transmission from the wing rail to the frog tip nor uncontrolled power transmissions from the frog tip into the Wheel.
  • the relative movement between the centerpiece tip and wing rails 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.
  • 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 in the direction of the free end of the frog tip, so as to absorb only small 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 , because the centerpiece tip can "dodge” downwards in its front area.
  • the frog tip is connected to the wing rails via chucks, which, however, in turn enable 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.
  • the chucks can be made of vibrating metal, that is, between two steel plates are single cannulated rubber pieces, which allow the required elasticity, arranged, 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.
  • the centerpiece tip is elastically displaceable parallel to the tread.
  • 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 with a travel edge distance Y 2 with 25 mm ⁇ Y 2 ⁇ 30 mm with a maximum transverse forces normally occurring during operation, a deflection of 1 mm experiences.
  • the horizontal displaceability with the constraints specified with respect to the driving edge distance represents an advantageous embodiment which enables the centerpiece tip, viewed from its free end, to take over the lateral guidance of a wheel early, 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 such that it decreases from the free end of the frog tip, ie that the guiding function increases from the tip. 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.
  • 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 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, with a hollow cylindrical shape e.g. a wave structure the required properties are ensured.
  • 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 e.g. can be achieved 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, as a fixed receptacle.
  • 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) which run at an acute angle to one another for receiving a wheel flange (24) of a wheel (26).
  • the wing rails (14) and (16) are the rail strands continuing from tongues (not shown) which are bent in the frog area. The strands continuing from the switch ends merge into the centerpiece tip (12).
  • 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).
  • 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).
  • 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 top view of a frog (38) e.g. represented a switch.
  • the basic structure of the frog (38) corresponds to that of Fig. 1, i.e. a frog tip (40) is laterally surrounded by wing rails (42) and (44), between which track grooves (46) and (48) are formed.
  • 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).
  • 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 distribution is even on the frog tip (40) and wing rail (42).
  • the force is preferably distributed according to the cross section of the frog tip (40), i.e. in the area of the section A-A the force absorption from the frog tip (40) is low, whereas in the area of the section C-C there is a maximum force introduction.
  • the area in which both the wing rail (42) and the frog tip (40) together form the effective running surface of the wheel preferably extends with a driving edge distance Y of the frog tip (40) with 20 mm 9 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.
  • hydraulic units (62), (64) and (66) can be arranged in a ribbed plate (60) and actuated in such a way that in the feet (68), (70) and (72) connected to them the wing rails (42) and (44) and the frog tip (40) depending on the force acting in the vertical direction, a raising and / or lowering of the switch parts takes place, so as to achieve a height adjustment of the running surfaces, which ensures that over the in Fig. 6 with the reference numeral (50) transfer force is both on the frog tip (40) and on the wing rail (42) or (44).
  • FIG. 10 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.
  • 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). , this and the Ste ge of the wing rails (42) and (44) and the frog tip (40) passes through, connected. 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.
  • 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.
  • 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.
  • 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).
  • 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)).
  • 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.
  • the guide surface begins relatively weakly at the free end of the frog tip (82) in order to become stronger towards the diverging end, so that the associated 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).
  • the wing rails (150) and (152) are delimited by stops (162) and (168).
  • the wing rails (150) and (152) 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).
  • a screw element such as bolt (170
  • the sleeve (180) is adjoined on both sides by spacer elements (212) and (214) which are conical towards the sleeve (180) det and engage slidably in correspondingly formed conical recesses (216) and (218) in the web walls of the frog tip (154).
  • 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.
  • the spacing 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) and (218) 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 (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 because of the inherent elasticity of the frog tip (154) 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.
  • the 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 maximum force normally occurring is understood to mean the force that can be absorbed by the track under normal conditions.
  • a maximum lateral force of 72 x 103 N is assumed for the track systems of the Deutsche BIObahn.
  • the normal maximum vertical wheel forces are assumed to be 170 x 10 3 N (assuming a wheel load of 112.5 x 10 3 N, to which a dynamic addition of 57.5 x 103N is added).
  • FIG. 17 shows an alternative to the embodiment according to FIG. 16, in which the same reference numerals are used for the same elements.
  • the frog tip (186) forms a rigid unit with the lining pieces (208) and (210).
  • 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 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 recess (230) and (232) is adapted to that of the spacer elements (226) and (228), so that guided displaceability is only possible along the axis of the screw element (230).
  • 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 wing rails (184) and (188) support.
  • the screw element with the sleeve surrounding it must then pass through the frog tip (186) with play.
  • FIGS. 16 and 17 show 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 clamped at a distance from its free end (258), for example by chucks according to FIGS. 16 and 17, 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 via chuck pieces (262) and ( 264), which are penetrated overall by a bolt (266), is clamped against the wing rails (254) and (256).
  • the front region (264), which is preferably conical, 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 in the area of the bushing (266), which can be hollow-cylindrical or pot-shaped, as the sectional representations A-A and B-B in FIGS. 18 and 19 and 20 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 swinging movement of the free end (258) is avoided.
  • 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.
  • a vibration absorbing material such as e.g. Teflon or Schwingmetall
  • 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.
  • 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. 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.
  • 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.
  • 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.
  • the inner wall (290) of the bushing (274) has, in the embodiment in the exemplary embodiment in the region of the Y axis, alternating elevations and depressions, the depressions (292) following an elliptical shape section with a vertically running 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.
  • 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.

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  • Engineering & Computer Science (AREA)
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Claims (13)

10. Coeur de croisement (10, 38, 250) pour aiguilles ou croisements à deux pattes de lièvre (42, 44, 84, 86,150 152,184,188,254, 256) et une pointe réelle du coeur de croisement (40, 82, 154, 186, 252) disposée entre celles-ci, qui forme avec les pattes de lièvre des ornières s'étendant en faisant entre elles un angle aigu pour le guidage d'un boudin de roue, une zone de transfert (50), dans laquelle la pointe réelle du coeur de croisement est déplaçable par rapport aux pattes de lièvre et perpendiculairement à la face de roulement, pouvant être obtenue par le fait que la face de roulement de la roue (28) est appuyée simultanément tant sur la face de roulage (54, 92) de la pointe réelle du coeur de croisement (40, 82, 154, 186, 252) qu'également sur l'une des pattes de lièvre (42, 44, 84, 86, 150, 152, 184, 188, 254, 256), caractérisé en ce que la zone de transfert (50) est pourvue d'une empreinte de relief contrôlé, de telle façon que, dans la plage d'un écartement des bords de roulage Y de la pointe réelle de croisement (40) telle que 20 mm < Y < 30 mm, tant la pointe réelle du coeur de croisement qu'également la patte de lièvre (42) forment la face de roulage (52, 54) de la roue (26) et en ce que, dans le cas d'un écartement moindre des bords de roulage, la patte de lièvre forme la face de roulage et que dans le cas d'un écartement supérieur des bords de roulage, la pointe réelle du coeur de croisement forme la face de roulage de la roue.
2. Coeur de croisement selon la revendication 1, caractérisé en ce qu'en vue d'obtenir un fonctionnement en poutre de flexion, la pointe réelle de coeur de croisement (154, 156) est fixée à une certaine distance de l'extrémité libre, de telle façon que, dans le cas d'un écartement des bords de roulage Z, avec 23 < Z < 27 mm, de préférence Z = 25 mm, dans le cas d'un effort de roue maximal survenant normalement en fonctionnement, il s'ensuive une déformation de 1 mm de la pointe réelle du coeur de croisement.
3. Coeur de croisement selon la revendication 1, caractérisé en ce que les pattes de lièvre (42, 44, 150, 152, 184, 188) et/ou la pointe réelle de coeur de croisement (40, 154, 186) sont disposées sur un support (56, 58, 59, 190, 192) élastique ou bien les pattes de lièvre (42, 44) et la pointe réelle de coeur de croisement (40) sont couplées à force, par exemple par des moyens pneumatiques ou hydrauliques.
4. Coeur de croisement selon la revendication 1, caractérisé en ce que la pointe réelle de coeur de croisement (40, 82, 154, 186) est déplaçable élastiquement parallèlement à la face de roulement (28), la pointe réelle de coeur de croisement (154, 186) étant réalisée sous la forme d'un bras en porte à faux, de façon que la pointe réelle de coeur de croisement agisse comme une poutre de flexion qui est enserrée de telle sorte que la pointe réelle de coeur de croisement subisse une déformation de 1 mm dans le cas d'un écartement Y2 des bords de roulage tel que 25 mm < Y2 < mm, pour des efforts transversaux maximaux survenant normalement en fonctionnement.
5. Coeur de croisement selon la revendication 1 ou 4, caractérisé en ce que les pattes de lièvre (150, 152) sont reliées rigidement par l'intermédiaire d'un élément à vis (170) qui est entouré par une douille (180) traversant avec un certain jeu la pointe réelle du coeur de croisement (154), douille sur laquelle accostent des éléments d'écartement (212, 214) et des pièces de fourrure (176, 178) appuyant sur des portées d'éclisse (172, 178).
6. Coeur de croisement selon la revendication 5, caractérisé en ce que l'élément d'écartement (212, 214) est en forme de cône en direction de la pointe réelle du coeur de croisement (154) et est disposé déplaçable dans un évidement existant (216, 218) adapté en correspondance dans les flancs de la pointe réelle de coeur de croisement.
7. Coeur de croisement selon la revendication 1 ou 4, caractérisé en ce que la pointe réelle de coeur de croisement (180) est reliée rigidement à des pièces de fourrures (208, 210) s'engageant de manière déplaçable dans des portées d'éclisse (204, 206) des pattes de lièvre (184, 188).
8. Coeur de croisement selon la revendication 6, caractérisé en ce que les pièces de fourrure (110, 112) sont constituées en joint métallo-caoutchouc.
9. Coeur de croisement selon la revendication 1 ou 4, caractérisé en ce que l'extrémité libre (258), réalisée de préférence sous forme de tourillon (264) de la pointe réelle du coeur de croisement (252), est logée dans un élément de maintien tel qu'une douille (266, 272, 274, 276), qui est, de préférence maintenue de son côté par une pièce de fourrure (262, 264) enserrée entre les pattes de lièvre (254, 256).
10. Coeur de croisement selon la revendication 9, caractérisé en ce que la douille (266, 272, 274, 276), de préférence en forme de cylindre creux ou une forme de pot, présente le cas échéant des propriétés orientées d'amortissement, et/ou d'appui et/ou d'élasticité.
11. Coeur de croisement selon la revendication 9 et 10, caractérisé en ce que la douille (266, 272, 274, 276) se compose par exemple de téflon ou de métallo-caoutchouc et est structurée, respectivement profilée, au moins par zone, côté intérieur ou extérieur, en vue d'obtenir une propriété souhaitée d'amortissement, et/ou d'appui et/ou d'élasticité, par exemple par une alternance de bosses et de creux (268, 270, 282, 284, 286, 288, 292, 294, 296, 298).
12. Coeur de croisement selon la revendication 11, caractérisé en ce que les creux (288, 292) de la paroi intérieure (290, 278) sont situés dans les plans radiaux dans lesquels sont disposées les bosses (282, 296) s'étendant sur la paroi extérieure (280, 304).
13. Coeur de croisement selon la revendication 11, caractérisé en ce que le déplacement et l'amortissement la pointe réelle de coeur de croisement s'effectue dans la direction dans laquelle est réalisée la structuration, respectivement le profilage de la douille (272, 274, 276).
EP88102963A 1987-03-13 1988-02-27 Coeur de voie pour aiguillages ou croisements Expired - Lifetime EP0282796B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88102963T ATE56231T1 (de) 1987-03-13 1988-02-27 Herzstueck fuer weichen oder kreuzungen.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3708233 1987-03-13
DE19873708233 DE3708233A1 (de) 1987-03-13 1987-03-13 Herzstueck fuer weichen oder kreuzungen
EP87117474 1987-11-26
EP87117474 1987-11-26

Publications (2)

Publication Number Publication Date
EP0282796A1 EP0282796A1 (fr) 1988-09-21
EP0282796B1 true EP0282796B1 (fr) 1990-09-05

Family

ID=25853471

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88102963A Expired - Lifetime EP0282796B1 (fr) 1987-03-13 1988-02-27 Coeur de voie pour aiguillages ou croisements

Country Status (5)

Country Link
EP (1) EP0282796B1 (fr)
AT (1) ATE56231T1 (fr)
DE (1) DE3860538D1 (fr)
ES (1) ES2018057B3 (fr)
SG (1) SG29192G (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0548734A1 (fr) * 1991-12-20 1993-06-30 BWG Butzbacher Weichenbau GmbH Support pour la part mobile des appareils de voie ferrée
FR2695662A1 (fr) * 1992-09-11 1994-03-18 Cogifer Encastrement de la pointe mobile dans le berceau d'un cÓoeur de croisement incorporé dans les longs rails soudés et procédé de réalisation d'un tel encastrement.
WO2000073586A1 (fr) 1999-05-28 2000-12-07 Bwg Gmbh & Co.Kg. Coeur de croisement ferroviaire
US6340140B1 (en) 1996-08-21 2002-01-22 Oswald Lochschmidt Railroad frog for switch points and crossings

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013117325A1 (fr) * 2012-02-06 2013-08-15 Voestalpine Bwg Gmbh & Co. Kg Tronçon de voie pour un rail ainsi que procédé pour améliorer le montage élastique
CN107503249B (zh) * 2017-08-30 2024-03-01 中国铁建重工集团股份有限公司 铁路道岔及其心轨加强型撤叉
CN110273331A (zh) * 2019-07-15 2019-09-24 浙江贝尔轨道装备有限公司 一种带有活动式翼轨的辙叉
CN113308949A (zh) * 2021-05-14 2021-08-27 中国铁道科学研究院集团有限公司铁道建筑研究所 一种高稳定性单开道岔
CN114000381B (zh) * 2021-11-08 2024-01-26 中国铁道科学研究院集团有限公司铁道建筑研究所 一种单开道岔镶嵌翼轨式合金钢组合辙叉
CN113981751B (zh) * 2021-11-11 2023-10-20 中国铁建高新装备股份有限公司 一种辙叉空隙区域处的填充工装及其使用方法

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE613266C (de) * 1932-11-04 1935-05-15 Ver Stahlwerke Akt Ges Einfaches oder doppeltes Herzstueck
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
FR1288226A (fr) * 1961-02-10 1962-03-24 Gennevilliers Acieries Entretoise perfectionnée élastique pour pièces de voie ferrée
FR1350712A (fr) * 1962-11-20 1964-01-31 Gennevilliers Acieries Dispositif d'assemblage perfectionné, notamment pour coeurs assemblés
DE1708643A1 (de) * 1968-02-07 1971-09-09 Kloeckner Werke Ag Weichenteile mit Distanzelementen

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0548734A1 (fr) * 1991-12-20 1993-06-30 BWG Butzbacher Weichenbau GmbH Support pour la part mobile des appareils de voie ferrée
FR2695662A1 (fr) * 1992-09-11 1994-03-18 Cogifer Encastrement de la pointe mobile dans le berceau d'un cÓoeur de croisement incorporé dans les longs rails soudés et procédé de réalisation d'un tel encastrement.
US5366184A (en) * 1992-09-11 1994-11-22 Cogifer-Compagnie Generale D'installations Ferroviaires Seat for the movable point in a cradle of a crossing frog incorporated in long welded rails and process for the production of such a seat
US6340140B1 (en) 1996-08-21 2002-01-22 Oswald Lochschmidt Railroad frog for switch points and crossings
WO2000073586A1 (fr) 1999-05-28 2000-12-07 Bwg Gmbh & Co.Kg. Coeur de croisement ferroviaire

Also Published As

Publication number Publication date
EP0282796A1 (fr) 1988-09-21
ATE56231T1 (de) 1990-09-15
ES2018057B3 (es) 1991-03-16
DE3860538D1 (de) 1990-10-11
SG29192G (en) 1992-09-04

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