EP0295573B1 - Arrangement for controlled guidance of a wheel axle and a bogie of a railway vehicle passing through a switch - Google Patents

Description

The invention relates to an arrangement for the controlled guiding of a wheel set or a bogie of a rail vehicle passing through a switch, the conical 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 to be pivotable.

In the area of switches there is undesired wear on the wheel flanges and the associated wear on the flanks on the sides of the edges of the tongue. This in turn inevitably leads to intensive maintenance and frequent renewal of the corresponding parts, the costs of which are considerable in the superstructure sector.

It would therefore be desirable to create track-like conditions as far as possible in the area of a switch, which would reduce wear and, at the same time, increase driving comfort.

It is therefore an object of the present invention to design an arrangement of the type described above so that in the transition region between the stock rail and the tongue there is an essentially pure rolling and no grinding movement between the wheel and the rail, while at the same time providing optimum driving comfort. This should be done regardless of the radius of the switch.

The object is essentially achieved in 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 for the targeted alignment of the wheel or bogie axis on the longitudinal axis of the track or the bisector between the main and branch tracks is effectively influenced that a grinding movement between the wheel and rail is largely avoided. 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. Preferably, however, both stock rails deviate from the basic course, leading away to the outside, that is to say away from the respective track axis.

The alignment of the wheel set on the longitudinal axis of the track or the bisector between the main and branch tracks now depends on which direction of travel is given priority. If both the main and the branch track are to be driven equally, the course change is aligned so that the wheelset adjusts itself essentially to the bisector, i.e. should be aligned approximately perpendicular to this, in order to avoid the grinding movements to be prevented in accordance with the task . By changing the stock rail course from the usual basic course of a switch designed according to the state of the art, there is the advantage that 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 runs as little as possible on the tongue. 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. With a corresponding construction, as is known, a shoulder is formed between the cheek and tongue rail, so that not only does considerable wear occur in this area, but also problem-free driving from one direction is possible. In addition, this does not influence the wheel contact point in a controlled manner, so that the wheel flange continues to run against the tongue for an undesirably long time.

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 by the prior art and ensures that an undesired migration of the wheel contact point, i.e. a rotation of the wheel set to the track axis, is also not included to compare a drag switch, which is characterized by a movable stock rail. In addition to the fact that a corresponding construction is complex and expensive, a good support of the tongue on the movable stock rail is not possible, so that the use of appropriate tow switches is particularly unsuitable for high-speed lines. In addition, a butt joint is formed, which leads to a considerable impairment of driving comfort.

The change in the course of the stock rail is not to be compared with the widening of the track in turnouts with small radii. Sufficient space must be available to ensure the mobility of the bogie there. Therefore, with turnouts with small radii, an expansion of the tracks must take place, which also continues in the turnout, without this having a controlled influence on the Wheel contact point takes place. In other words, there is no controlled guidance of the axis, so that a grinding movement between the flange and the tongue continues to occur. The enlargement does not have a targeted impact on the wheel contact point.

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. As a result, track-like conditions are formed in the transition area from the jaw to the tongue rail, which are sought in particular for high-speed turnouts.

In particular, 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. For example, with large-arc turnouts with a radius of curvature ri> 500,000 mm, the course change of the branch track at the start of the curve and that of the main track will occur in or after the start of the curve, whereas with a small-arc turnout with a radius of curvature r ₂ <500,000 mm, the course change of the main track in and that of Branch track is made before the start of curvature.

mit y = c . F, wobei 0,5 s c s 1 sein sollte. Aus diesen Beziehungen ergibt sich z.B. für eine Weiche mit einem Krümmungsradius R = 7.000.000 mm und einer Kopfbreite F von 72 mm mit c = 1 der Endpunkt x vom Krümmungsbeginn von x = 31.749 mm.Furthermore, optimum driving properties result in the switch if 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. Thus, the end x of the change in the course is calculated according to the relationship for a switch which essentially follows an arc

with y = c. F, where 0.5 scs should be 1. For a switch with a radius of curvature R = 7,000,000 mm and a head width F of 72 mm with c = 1 the end point x from the start of the curvature of x = 31,749 mm results from these relationships.

As an alternative to changing the course 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 so effectively affected that a grinding movement between the wheel and rail is largely avoided. In particular, there is the possibility that 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.

Further details and advantages of the invention emerge from the claims and the features to be extracted from them - individually and / or in combination.

Further details, advantages and features of the invention result from the following description of exemplary embodiments to be taken from the drawing.

• Fig. 1 eine Draufsicht eines Ausschnitts einer Weiche nach dem Stand der Technik,
• Fig. 2 eine Schnittdarstellung entlang der Linie II-11 in Fig. 1 in vergrößerter Darstellung,
• Fig. 3 einen Ausschnitt einer ersten Ausführungsform einer erfindungsgemäß ausgebildeten Weiche,
• Fig. 4 eine Schnittdarstellung entlang der Linie IV-IV in Fig. 3,
• Fig. 5 bis 7 verschiedene Ausbildungen bzw. Anordnungen einer Backenschiene,
• Fig. 8 bis 13 Draufsichten von Ausschnitten weiterer Ausführungsformen von erfindungsgemäß ausgebildeten Weichen,
• Fig. 14 eine Prinzipdarstellung eines Radachsenverlaufs im Übergangsbereich von Backen- zur Zungenschiene nach dem Stand der Technik,
• Fig. 15 eine entsprechende Prinzipdarstellung nach der erfindungsgemäßen Lehre,
• Fig. 16 erfindungsgemäß ausgestaltete Backenschienen mit anliegenden Weichenzungen,
• Fig. 17 eine großbogige Weiche, ausgebildet nach dem Stand der Technik,
• Fig. 18 eine erfindungsgemäß ausgebildete großbogige Weiche,
• Fig. 19 eine kleinbogige Weiche nach dem Stand der Technik und
• Fig. 20 eine entsprechende erfindungsgemäß ausgebildete Weiche.

Show it:

• 1 is a plan view of a section of a switch according to the prior art,
• 2 is a sectional view taken along the line II-11 in FIG. 1 in an enlarged view,
• 3 shows a detail of a first embodiment of a switch designed according to the invention,
• 4 shows a sectional view along the line IV-IV in FIG. 3,
• 5 to 7 different designs or arrangements of a stock rail,
• 8 to 13 are plan views of sections of further embodiments of switches designed according to the invention,
• 14 shows a basic illustration of a wheel axis course in the transition region from cheek to tongue rail according to the prior art,
• 15 shows a corresponding basic illustration according to the teaching according to the invention,
• 16 designed according to the invention with stock rails,
• 17 is a large-arc switch, designed according to the prior art,
• 18 shows a large-arch switch designed according to the invention,
• Fig. 19 is a small-arc switch according to the prior art and
• 20 shows a corresponding switch designed according to the invention.

In Fig. 1 a section of a switch known from the prior art is shown, the stock rails (10), (12) with associated tongues (14) and (16), which optionally on one of the rigidly designed stock rails (10) and (12), depending on whether the main track (18) or the branch track (20) should be used. There is no need to go into further details of the switch in the present case, since well-known design features with regard to e.g. of the sliding chair or the centerpiece tip can be used.

In the exemplary embodiment, the main track (18) is to be driven on by a rail vehicle. A wheel set (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) at the wheel contact point (46), which makes an effective diameter of the wheel D ₁ 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. An effective diameter D _{2 is} assigned to the wheel contact point (44). Since D ₁ and D ₂ differ from one another, there is a pivoting movement of the axis (22), which inevitably leads to the wheel flange (30) coming to rest on the inner flank of the tongue rail (16), as a result of which considerable wear and tear occurs. This results in driving conditions that do not correspond to the normal track. The driving conditions also depend on whether the switch in the main or branch track (18) or (20) should be used.

According to the invention, it is now proposed to design 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 track or branch track. As a result, the wheel flange does not slide along the tongue rail. This not only improves driving comfort, but at the same time appropriately trained switches can be traversed at higher speeds. Accordingly, there are track-like conditions within the transition area between the stock rail and the tongue rail.

3 shows a first exemplary embodiment of a switch arrangement designed according to the invention. As in the following description, elements which correspond to those in FIGS. 1 and 2 are provided with the same reference symbols. The tongue rails (14) and (16) are associated with stock rails (32) and (34), which are located 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. With the same diameter D ₃ , the wheel (26) rests on the stock rail (12) (reference number 50), so that this ensures that the axis (22) runs essentially perpendicular to the longitudinal axis (52) of the track. This, in turn, causes the wheel (26) to roll exclusively on the stock rail (34) and then on the tongue rail (16) without grinding along the side thereof.

Strictly speaking, 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, ie that the angle is sometimes larger and sometimes smaller than 90 _° , but without grinding on the side flank of the tongue.

For clarification of the facts described with FIGS. 1 and 2 or 3 and 4, 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-hand 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. This has the consequence that the flange (30) grinds along the tongue rail (16) (indicated by the broken line).

In contrast, according to Fig. 15, 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. As a result, 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.

If the targeted influencing of the wheel contact point (48) or (50) in FIGS. 3 or 15 is to lead away from the normal direction specified in front of and behind the tongue end (36), (38), there are also other design options given to achieve the same effect. 5 there is the possibility that. the rail head (54) of a stock rail (56) is machined in such a way that the running surface is reduced and thus the area for the wheel contact point is narrowed. This also ensures that the wheel axis runs essentially perpendicular to the route axis to be traveled, that is to say to the longitudinal axis of the main or branch track.

According to Fig. 6, 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 set does not pivot due to the rolling wheel diameter which does not change.

In Fig. 7 it is indicated that according to FIGS. 3 and 15, a stock rail (60) in the area the beginning of the tongue is led outside.

8 to 13 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). Thus, in FIG. 8, 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).

In FIG. 9 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.

10 again shows a symmetrical configuration of bulges (82) and (84) of stock rails (86) and (88). The same applies to the embodiment of FIG. 13, the bulges (90) and (92) being advanced to the start of the switch and the associated tongue starts (94) and (96) beginning shortly after the start of the switch so that the wheel contact point can be influenced as early as possible can be done.

In FIGS. 11 and 12, 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.

Finally, it should also be mentioned that the features according to the invention described above can also be or are correspondingly implemented when passing through the branch track.

The essential features characterizing the invention are to be described again with the aid of FIGS. 16 to 20, a comparison being made in part with the known constructions which can be found in the prior art.

16 shows 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. It can be seen that 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. These differences are clearly evident from FIGS. 17 and 19 (prior art) in comparison to the representations of FIGS. 18 and 20. It should be noted here that the representations are purely in principle, without even approximate conditions corresponding to the actual embodiments being specified.

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). If a rail vehicle with wheels (178) and (180) is now to drive on the main track, the wheel axis (182) strives 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 a with a <90 _° . As a result, 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.

According to the invention, 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). This influences the wheel contact point 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).

In the large-arc switch shown, 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.

19 and 20 show a section of a small-arc switch with a radius of curvature R ₂ of preferably R ₂ <500,000 mm. Here According to the prior art (FIG. 19), a grinding movement of the wheel rim (192) takes place at the moment when the branch track is traversed, since the wheel axle (182) continues to strive. essentially take a right angle to the longitudinal axis (184) of the main track. According to 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 course change of the stock rail (170) of the main track and that of the stock rail (162) of the branch track takes place before the start of curvature, which is indicated by the arrow marked with the letter R ₂ . Appropriate changes in the course ensure that the wheel rim (192) does not perform a grinding movement with respect to the switch tongue (176), but rather an essentially pure rolling movement. This takes place through the course changes (bulges (194) and (196)) of the stock rails (170) and (172), which in turn has a controlled influence on the wheel contact points of the wheels (178) and (180) in such a way that the wheel axis (182) the aim is to describe an angle β with β = 90 _° to the longitudinal axis (198) of the branch track. Of course, the deviations from the basic profile of the stock rails can also be chosen so that the wheel axis (182) essentially adjusts to the bisector between the axes (184) and (198), depending on whether priority should be given to one of the tracks or to both .

Claims (14)

1. An arrangement for controlled guidance of a wheelset, resp. a bogie of a rail vehicle as it passes over a switch where the conic wheels (24, 26) are each supported on the stock rail in a wheel contact point (44, 46), and where the stock rail (10, 12) of the main track and branch track (13, 20) are forming an angle is designed rigid and the switch blades (14, 15) are designed movable, characterized in that, at least one of the stock rails has, in the region of the switch, a course change from the basic course in such a way that the wheel contact switch (44, 46) is effectively influenced for the selective alignment of the wheel, resp., bogie axle on the longitudinal axis of the track or the angle bisector between the main track and the branch track in such a way that an abrasive movement between wheel and track is largely prevented.

2. An arrangement according to Claim 1, characterized in that, the course change of the stock rail is achieved by leading said stock rail away from the track axis.

. 3. An arrangement according to Claim 1, characterized in that, the course change (190, 194) of a stock rail (172, 170) fakes place in the beginning of the curvature (R) of the switch.

4. An arrangement according to Claim 3, characterized in that, in case of a large-arc switch (Fig. 18) with a curvature radius r₁ with r₁ > 500,000 mm, the course change (190) of the stock rail (172) of the branch track trakes place in the beginning of the curvature and that (188) of the stock rail (170) of the main track takes place in or after the beginning of the curvature.

5. An arrangement according to Claim 3, characterized in that, in case of a small-arc switch (Fig. 20) with a curvature radius r₂ with r₂ < 500,000 mm the course change (194) of the stock rail (170) of the main track takes place in the beginning of the curvature and that (196) of the stock rail (172) of the branch track takes place before the beginning of the curvature.

6. An arrangement according to Claim 1, characterized in that, the end x of the course change of the stock rail in the main track after the beginning of the curvature depends on the radius R of the curvature and the width of the head F of the main track stock rail.

7. An arrangement according to Claim 6, characterized in that, the end x of the course change is calculated by

with y = c°F, with 0,5 ≤ c ≤ 1.

8. An arrangement for controlled guidance of a wheelset or bogie of a rail vehicle as it passes over a switch and where the conic wheels (24, 26) are each supported on the stock rails (10, 12) in a wheel contact point and where the stock rails of the main track and the branch track forming an angle are designed rigid and the switch blades (14, 16) are designed movable, characterized in that, at least one of the stock rails is, in the region of the switch, changed in regard to its cross-section in comparison to the cross-section outside the switch in such a way, that the wheel contact point is effectively influenced for selective alignment of the wheel axle, pref., the bogie axle on the longitudinal axis of the track or the angle bisector running between main track and branch track in such a way that an abrasive movement between wheel and track is prevented.

9. An arrangement according to Claim 8, characterized in that, the profile of the stock rail (56) is flattened towards the blade for the change of the wheel contact point.

10. An arrangement according to Claim 8, characterized in that, the vertical axis of the stock rail

(58) is inclined for controlled change of the wheel contact point.

11. An arrangement according to Claim 8, characterized in that, the beginnings of the blades (70, 80) interact with the stock rails (62, 64) in cross-sectional areas which are in a distance to each other.

12. An arrangement according it least to Claim 1, characterized in that, the bulges are formed by straight-line track sections describing angles to one another.

13. An arrangement according at least to Claim 1, characterized in that, the depth of the bulge varies between 5 and 30 mm.

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