EP0295573A1 - Agencement pour le guidage contrôlé d'un essieu respectivement d'un bogie d'un véhicule ferroviaire passant par un aiguillage - Google Patents

Agencement pour le guidage contrôlé d'un essieu respectivement d'un bogie d'un véhicule ferroviaire passant par un aiguillage Download PDF

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Publication number
EP0295573A1
EP0295573A1 EP88109205A EP88109205A EP0295573A1 EP 0295573 A1 EP0295573 A1 EP 0295573A1 EP 88109205 A EP88109205 A EP 88109205A EP 88109205 A EP88109205 A EP 88109205A EP 0295573 A1 EP0295573 A1 EP 0295573A1
Authority
EP
European Patent Office
Prior art keywords
switch
track
wheel
stock rail
stock
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.)
Granted
Application number
EP88109205A
Other languages
German (de)
English (en)
Other versions
EP0295573B1 (fr
Inventor
Rüdiger Ziethen
Sebastian Benenowski
Alfred Kais
Erich Dipl.-Ing. Nuding (Fh)
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.)
Butzbacher Weichenbau GmbH
Voestalpine Turnout Technology Germany GmbH
Original Assignee
Voestalpine BWG GmbH
Butzbacher Weichenbau 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
Application filed by Voestalpine BWG GmbH, Butzbacher Weichenbau GmbH filed Critical Voestalpine BWG GmbH
Priority to AT88109205T priority Critical patent/ATE58341T1/de
Publication of EP0295573A1 publication Critical patent/EP0295573A1/fr
Application granted granted Critical
Publication of EP0295573B1 publication Critical patent/EP0295573B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels
    • 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

Definitions

  • the invention relates to an arrangement for the controlled guidance of a wheel axle or a bogie of a rail vehicle passing through a switch, the wheels being supported in each case at a wheel contact point on the stock rails and the stock rail of the main and branch track including an angle rigid and the switch tongues are designed pivotable.
  • the object is achieved essentially by the fact that at least the course of a stock rail in the area of the switch deviates from the basic course in such a way that the wheel contact point is effective for the targeted alignment of the wheel or bogie axis with the longitudinal axis of the track or the bisector between the main and branch track is influenced.
  • the basic course is understood to mean the course of the stock rail, which is given in the case of customary switch geometries and designs.
  • At least the stock rail deviates from the main direction of travel - be it in the main or branch track.
  • both stock rails deviate from the basic course, leading away to the outside, that is to say away from the respective track axis.
  • the wheel contact point is influenced so effectively that there are track-like conditions for the Rädar, so that the wheel contact points normally changing when passing through a switch and the resulting change in angular velocity is avoided.
  • the bulges themselves can be composed of straight sections which describe angles to one another and which merge continuously into one another.
  • the arrangement according to the invention results in the advantage that switches can be traversed at high speeds without an accelerated wear leading to destruction occurring. In particular, it is ensured that the flange will not touch the tongue as much as possible. As a result, track-like conditions develop very early in the transition area between the stock rail and the tongue rail.
  • the driving comfort is not influenced in any way by the arrangement according to the invention; rather, driving properties are opened which correspond to those in a normal track. It does not matter which direction a switch is traversed from, since there is a constant transition between the tongue and the cheek. Therefore, the arrangement according to the invention and the associated formation of the switch cannot be compared with an inserted tongue known from the prior art.
  • the proposed solution according to the invention which is characterized by the removal of the stock rail from the direction (basic course) of the rail track that is usually prescribed according to the prior art and ensures that an undesired migration of the wheel contact point, that is to say a rotation of the wheel axis toward the track axis, is also not included to compare a drag switch, which is characterized by a movable stock rail.
  • a drag switch which is characterized by a movable stock rail.
  • the teaching according to the invention accordingly provides an arrangement in which the wheel contact point is influenced in such a way that, on average, there is a right angle between the wheel axis and the desired track axis - be it the main or branch track axis - or the bisector between these, regardless of the turnout diameter.
  • This ensures, regardless of whether the rail vehicle travels on the main or branch track, ensures that the switch can be traversed at high speeds without there being any noticeable wear on the wheel flange and tongue.
  • track-like conditions are formed in the transition area from the stock rail to the tongue rail, which are sought in particular for high-speed turnouts.
  • the invention is characterized in that the course change of one of the stock rails always takes place essentially at the beginning of the curve of the switch. So with large-arch switches with a radius of curvature r1> 500,000 mm, the course change of the branch track at the beginning of the curve and that of the main track will take place in or after the start of the curve, whereas with a small-arch switch with a radius of curvature r2 ⁇ 500,000 mm, the course change of the main track in and that of the branch track before the start of the curvature.
  • the end x of the change in course in the main track after the start of curvature is made dependent on the radius of curvature R and the head width F of the stock rail.
  • the controlled and targeted influence of the wheel contact point can be achieved by changing the cross-section of at least one stock rail in the area of the switch compared to that outside the switch so that the wheel contact point for the targeted alignment of the wheel axis or bogie axis with the Longitudinal axis or bisector is effectively affected.
  • the profile of the stock rail is flattened towards the tongue in order to change the possible wheel contact point, or that the vertical axis of the stock rail is inclined for the controlled change of the wheel contact point.
  • Fig. 1 a section of a switch known from the prior art is shown, which includes stock rails (10), (12) with associated tongues (14) and (16), which optionally on one of the rigidly designed stock rails (10) and (12) are in contact, depending on whether the main track (18) or the branch track (20) is to be used.
  • stock rails (10), (12) with associated tongues (14) and (16) which optionally on one of the rigidly designed stock rails (10) and (12) are in contact, depending on whether the main track (18) or the branch track (20) is to be used.
  • the main track (18) is to be driven on by a rail vehicle.
  • a wheel axle (22) with wheels (24) and (26) is shown, which in turn each have a wheel flange (28) and (30). It can also be seen that the wheels (24) and (26) are conical, that is to say decrease in diameter towards their ends.
  • the wheel (24) touches the stock rail (10) in the wheel contact point (46), which makes an effective diameter of the wheel D1 noticeable.
  • the wheel (26) located in the transition area from the stock rail (12) to the tongue rail (16) touches the stock rail (12) at a wheel contact point (44) in order to move on the tongue rail (16 ) to be supported.
  • the wheel contact point (44) is assigned an effective diameter D2.
  • the stock rails (10) and (12) in such a way that a change in the wheel contact point is carried out in such a way that the wheel axis is largely perpendicular to the axis of the main or branch track.
  • the wheel flange does not slide along the tongue rail. This not only improves driving comfort, but at the same time enables suitably trained switches with higher speeds be driven through. Accordingly, there are track-like conditions within the transition area between the stock rail and the tongue rail.
  • FIG. 3 shows a first exemplary embodiment of a switch arrangement designed according to the invention.
  • the tongue rails (14) and (16) are associated with stock rails (32) and (34), which in the area of the tongue starts (38) and (36) of the tongue rails (14) and (16), i.e. in the area of the tongue starts original direction are led outwards.
  • the stock rails (32) and (34) consequently have bulges in the areas (40) and (42) in which the tongue beginnings (36) and (38) abut against and into the stock rails (32) and (34) pass over continuously.
  • the bulges (40) and (42) ensure that the wheel contact point (48) on the stock rail (32) is influenced in a controlled manner while driving through the area (40) in such a way that an effective rolling diameter D 3 results.
  • the wheel (26) on the stock rail (12) on (reference numeral 50) so that this ensures that the axis (22) is substantially perpendicular to the longitudinal axis (52). This in turn causes the wheel (26) to roll exclusively on the stock rail (34) and then on the tongue rail (16) without dragging along the side thereof.
  • the axis (22) does not continuously remain at a right angle to the longitudinal axis of the main track (52) as it passes through the areas (40) and (42). Rather, it gives a kind of sinusoidal movement, i.e. that the angle is sometimes larger and sometimes less than 90 °, but without grinding on the side of the tongue.
  • FIGS. 14 and 15 show in simplified form how the wheel (24) or (26) with the wheel flange (28) or (30) with respect to the stock rails (10) and (12) or (32) and (34) and the right tongue rail (16) to be subsequently driven runs.
  • Fig. 14 corresponds to the representation of Fig. 1. It can be seen that due to the normally running stock rail (12), the wheel contact point (46) of the wheel (26) on the stock rail (10) is changed, so that this causes a pivoting the axis (22) to the longitudinal axis (52) of the main track. The consequence of this is that the wheel flange (30) grinds along the tongue rail (16) (indicated by the broken line).
  • the stock rail (32) or (34) in the transition area to the tongue rails (14) and (16) is led away to the outside, so that by a controlled influence of the wheel contact point (48) or (50) Axis (22) remains on average perpendicular to the longitudinal axis (52) of the main track (18), so that there is an almost linear movement of the flange (28) or (30) to the normal direction of the stock rail (32) and thus also to the Tongue rail (16) results.
  • the wheel flange (30) does not rub or only to a negligible extent on the side flank of the tongue rail (16), so that there are no signs of wear and almost exclusively track-like conditions appear in the transition area.
  • the driving surface is limited in that a stock rail (58) is arranged inclined. This can be achieved either by special training of the rail foot or the base. In this case too, it is achieved that the wheel contact point remains largely unchanged on the stock rail (58), so that the wheel axle does not pivot due to the rolling wheel diameter which does not change.
  • a stock rail (60) is led outwards in the region of the beginning of the tongue.
  • FIG. 8 show further embodiments of switch regions designed according to the invention, whereby track-like conditions are formed in the transition region from the stock rail to the tongue rail, which ensure that the wheels (24) and (26) essentially perform a pure rolling movement and not with them grind their flanges (28) or (30) on the flanks of the associated tongue rails (14) or (16).
  • stock rails (62) and (64) are led outward from the normal direction indicated by the dash-dotted lines (66) and (68) in the region of tongue starts (70) and (72), i.e. in front of and behind the tongue beginnings (70) and (72), the stock rail (62) and (64) has the usual direction indicated by the lines (66) and (68).
  • the bulges (74) and (76) are symmetrical with respect to the center line running between the stock rails (62) and (64).
  • the bulge (74) of the stock rail (62) corresponds to that of FIG. 8, whereas the stock rail (64) has a bulge (78), the length of which is greater than the bulge (74).
  • the associated tongue rail (80) is also adapted accordingly.
  • bulges (102) and (104) or (106) and (108) arranged asymmetrically with respect to the center line arranged between stock rails (98) and (100) are designed asymmetrically in order to e.g. with regard to the turnout radius, the route or the speed at which the turnout is to be traversed.
  • FIGS. 17 and 19 show stock rails (150) and (152) designed according to the invention, on which tongue tips (154) and (156) rest.
  • the branch track is to be driven in the upper part of the illustration and the main track in the lower part.
  • the front end (158) or (160) of the switch tongue (154) to (156) lies in a bulge (162) or (164) of the stock rail (150) or (152).
  • the bulge that is, the deviation from the basic course of the stock rail (150) or (162) indicated by the straight line (166) or (168) ensures that the wheels in the switch area essentially perform a pure rolling and not a grinding movement , which would result in an undesirable and costly wear on the track material and the wheels.
  • FIG. 17 shows a section of a large-arch switch (R preferably larger than 500,000 mm) according to the prior art.
  • the main track which is predetermined by the stock rail (170) and the switch tongues (174) resting on the opposite stock rail (172), is to be traveled on.
  • the opposite switch tongue (176) is thus spaced apart from the stock rail (170).
  • the wheel axis (182) endeavors to deviate from the position describing a right angle in front of the switch to the main axis (184) of the main track, ie an angle To take ⁇ with ⁇ ⁇ 90 °.
  • the wheel rim (182) of the wheel (180) grinds along the switch tongue (174).
  • This grinding is initially reinforced because the wheel contact points of the wheels (178), (180) on the running surfaces of the stock rail (170) or the stock rail (172) and the tip of the tongue (174) are changed in such a way that the effective rolling diameter of the wheel ( 178) increases compared to that of the wheel (180) and thus travels a larger distance.
  • the stock rail (170) is preferably guided outward from the basic course in or after the start of the turnout of the turnout in order to form a bulge (188) which ensures that the axis (182) is strived for in front of and in the area of the turnout, to describe a right angle to the longitudinal axis (184).
  • the wheel contact point is influenced in such a way that the wheel rim (186) does not perform any grinding movement along the switch tongue (174). Rather, there is essentially a pure rolling movement in the area of the switch designed according to the invention.
  • the stock rail (172) of the branch track also has a corresponding bulge (190) to ensure that when the branch track is driven on there is also an essentially pure rolling movement and no grinding movement of the wheel rim (192) along the switch tongue (176).
  • the course change of the stock rail (170) of the main track preferably begins in or after the start of the curve, whereas the course change of the stock rail (172) of the branch track should take place at the start of the curve.
  • FIG. 19 and 20 a section of a small-arc switch with a radius of curvature R2 of preferably R2 ⁇ 500,000 mm is shown.
  • the branch track is to be driven on.
  • FIG. 19 a recognizable grinding movement of the wheel rim (192) takes place at the moment when the branch track is traveled on, since the wheel axis (182) continues to strive, essentially a right angle to the longitudinal axis (184) of the main track.
  • the invention there is now a change in the course from the basic course shown by the course of the stock rails (170) and (172) according to FIG. 19 in such a way that the stock rails (170) and (172) are led away to the outside in some areas.
  • the deviations from the basic course of the stock rails can also be chosen so that the wheel axis (182) adjusts itself essentially to the bisector between the axes (184) and (198), depending on whether priority should be given to one of the tracks or to both.
EP88109205A 1987-06-15 1988-06-09 Agencement pour le guidage contrôlé d'un essieu respectivement d'un bogie d'un véhicule ferroviaire passant par un aiguillage Expired - Lifetime EP0295573B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88109205T ATE58341T1 (de) 1987-06-15 1988-06-09 Anordnung zum kontrollierten fuehren einer radachse bzw. eines drehgestells eines eine weiche durchfahrenden schienenfahrzeuges.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3719925 1987-06-15
DE3719925 1987-06-15
DE19873736217 DE3736217A1 (de) 1987-06-15 1987-10-26 Anordnung zum kontrollierten fuehren einer radachse bzw. eines drehgestells eines eine weiche durchfahrenden schienenfahrzeuges
DE3736217 1987-10-26

Publications (2)

Publication Number Publication Date
EP0295573A1 true EP0295573A1 (fr) 1988-12-21
EP0295573B1 EP0295573B1 (fr) 1990-11-14

Family

ID=25856673

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88109205A Expired - Lifetime EP0295573B1 (fr) 1987-06-15 1988-06-09 Agencement pour le guidage contrôlé d'un essieu respectivement d'un bogie d'un véhicule ferroviaire passant par un aiguillage

Country Status (8)

Country Link
US (1) US4925135A (fr)
EP (1) EP0295573B1 (fr)
DE (2) DE3736217A1 (fr)
DK (1) DK164955C (fr)
ES (1) ES2018865B3 (fr)
FI (1) FI90893C (fr)
NO (1) NO172656C (fr)
SG (1) SG28992G (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999001616A1 (fr) 1997-07-01 1999-01-14 Bwg Butzbacher Weichenbau Gesellschaft Mbh & Co. Kg Voie et procede d'alignement d'une section de rail d'une voie
DE19924463A1 (de) * 1999-05-28 2000-12-07 Butzbacher Weichenbau Gmbh Herzstück
WO2013131112A1 (fr) 2012-03-09 2013-09-12 Voestalpine Weichensysteme Gmbh Aiguillage comprenant une voie directe et une voie déviée
EP2999821B1 (fr) 2013-05-23 2018-05-09 DT- Vyhybkárna A Strojirna, A.S. Aiguillage avec ligne droite et ligne de virage

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5477850A (en) * 1992-10-06 1995-12-26 Rockwell International Corp. Integrated buoyancy suit crew protection system with +/-GZ protection
CH694968A5 (de) * 2002-06-27 2005-10-14 Vae Gmbh Weiche.
JP2007169997A (ja) * 2005-12-21 2007-07-05 Yamato Trackwork System Co Ltd トングレール
CN103359340B (zh) * 2013-07-30 2015-08-05 洛阳中冶重工机械有限公司 一种砖垛包装机械用蒸养车防侧翻装置

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE487877C (de) * 1929-06-09 1929-12-13 Ver Stahlwerke Akt Ges Weiche
DE2438756A1 (de) * 1974-08-13 1976-02-26 Butzbacher Weichenbau Gmbh Gleisweiche, insbesondere schnellfahrweiche

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US193206A (en) * 1877-07-17 Improvement in railroad-switches
US137050A (en) * 1873-03-25 Improvement in railroad switches
US391168A (en) * 1888-10-16 mansfield
GB189622082A (en) * 1896-10-06 1896-12-10 Moses Samuel Pittman Improvements in Railway and Tramway Switches.
US3496882A (en) * 1968-11-25 1970-02-24 Jackson E Campbell Method for reducing shells in outer-curve rails

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE487877C (de) * 1929-06-09 1929-12-13 Ver Stahlwerke Akt Ges Weiche
DE2438756A1 (de) * 1974-08-13 1976-02-26 Butzbacher Weichenbau Gmbh Gleisweiche, insbesondere schnellfahrweiche

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999001616A1 (fr) 1997-07-01 1999-01-14 Bwg Butzbacher Weichenbau Gesellschaft Mbh & Co. Kg Voie et procede d'alignement d'une section de rail d'une voie
DE19924463A1 (de) * 1999-05-28 2000-12-07 Butzbacher Weichenbau Gmbh Herzstück
WO2013131112A1 (fr) 2012-03-09 2013-09-12 Voestalpine Weichensysteme Gmbh Aiguillage comprenant une voie directe et une voie déviée
AT512626A1 (de) * 2012-03-09 2013-09-15 Voestalpine Weichensysteme Gmbh Schienenweiche mit einem Stammgleis und einem Zweiggleis
AT512626B1 (de) * 2012-03-09 2014-05-15 Voestalpine Weichensysteme Gmbh Schienenweiche mit einem Stammgleis und einem Zweiggleis
CN104302837A (zh) * 2012-03-09 2015-01-21 奥钢联软件系统有限责任公司 具有主轨道和支路轨道的导轨道岔
US9453307B2 (en) 2012-03-09 2016-09-27 Voestalpine Weichensysteme Gmbh Rail switch having a main track and a branch track
CN104302837B (zh) * 2012-03-09 2017-04-05 奥钢联软件系统有限责任公司 具有主轨道和支路轨道的导轨道岔
AU2013230678B2 (en) * 2012-03-09 2017-05-11 Voestalpine Vae Gmbh Rail switch having a main track and a branch track
EP2999821B1 (fr) 2013-05-23 2018-05-09 DT- Vyhybkárna A Strojirna, A.S. Aiguillage avec ligne droite et ligne de virage

Also Published As

Publication number Publication date
DK323588A (da) 1988-12-16
DK164955C (da) 1993-02-15
US4925135A (en) 1990-05-15
NO882617L (no) 1988-12-16
DK164955B (da) 1992-09-21
NO172656C (no) 1993-08-18
DK323588D0 (da) 1988-06-14
FI882759A0 (fi) 1988-06-10
DE3861064D1 (de) 1990-12-20
EP0295573B1 (fr) 1990-11-14
NO882617D0 (no) 1988-06-14
SG28992G (en) 1992-07-24
FI90893B (fi) 1993-12-31
ES2018865B3 (es) 1991-05-16
NO172656B (no) 1993-05-10
FI882759A (fi) 1988-12-16
FI90893C (fi) 1994-04-11
DE3736217A1 (de) 1988-12-29

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