EP0377765B1 - Concrete sleeper adaptable to two track gauges - Google Patents

Description

The invention relates to a concrete track sleeper that can be used for two track gauges, as described in the preamble of claim 1 known from DD-A-262 460.

There are countries whose trains run on a rail network that has a track width that differs from that of neighboring countries. In the course of an improvement in cross-border traffic, individual countries plan to align their different track tracks with those of the other countries. Such a changeover runs over a longer period of time, over which two lane systems then exist side by side. As long as a changeover has been decided, but the exact time for the changeover has not yet been determined, routes in need of renovation may need U. still be renewed with the old track. For such routes, a second renewal due to the lane change would be required in the changeover within a short time, unless a superstructure and sleeper system that can be used for two lanes is provided from the outset.

For lane changes in which the difference in track widths is so large that the areas required for mounting the rails on the threshold can be found independently of one another on the surface of the threshold for the different track widths, an obvious solution results from the fact that for the Rail fastening of the tracks for both tracks or means and areas required on the threshold are to be provided separately from one another in the usual way from the outset. Then the rails and the rail fastening means only need to be moved into the changed position when changing lanes.

Even in the event that there is no space on the sleeper for an unimpeded separate installation of the rails for the two track tracks, solution proposals for the sleeper construction are already known, which theoretically solve the task of being suitable for two track gauges, however cannot be used in practical rail operations, especially on high-performance lines:

From GB-A-20249 a sleeper construction can be seen, in which the rail fastening means are held in the sleeper with hammer head screws in anchor rails and the track width is changed by shifting the hammer head screw in the anchor rail. However, the screw and / or dowel elements are not anchored positively in the threshold. The lack of security of this connection against lateral displacement under permanent load precludes its practical application.

A prerequisite for secure rail fastening in continuous operation is that the rail is connected to the threshold at least by form-fitting screw or dowel elements. Such a sleeper construction which can be used for two track gauges and which has form-fitting connecting means between the rail foot and sleeper is known from DD 262 460. Here hook-shaped bracing screws, which engage in lateral recesses in the sleeper, hold the rail foot firmly on the sleeper. The hook-shaped bracing screw could be regarded as positively anchored in the recess of the sleeper with the inclusion of the semi-lining, but in fact it can be rotated about its axis in this recess and thus this construction, with the displaceability of the bracing screw in different recesses, is no safer than to prevent lateral displacements of the rail foot a sliding hammer head screw in a longitudinal slot, apart from the fact that it should not be practically usable in continuous operation.

Finally, from GB 154,846 a type of rail fastening on a threshold is known, in which the track widths of the rails can be varied by differently shaped clamping plates which hold the rail foot in different positions between the two ends of a U-shaped anchor. However, these track changes can only be a small amount (approx. 30 mm), for example for track corrections or when using different track profiles, but cannot be used for changes in the track width of the order of 25 cm.

All of the known solutions described above for concrete track sleepers which can be used for two track gauges are unsuitable for use with sleeper types which have abutments integrated in the sleeper, such as concrete bumps or shoulders cast into the concrete, and differences between the track tracks of neighboring states, i. H. To compensate for track differences on the order of 25 cm. The invention is therefore based on the object of developing a threshold type on the basis of known threshold types with humps or shoulders - for example thresholds of the type B 70 of the Deutsche Bundesbahn or sleepers equipped with a Pandrol system - with which a threshold inserted for a primary track at the transition to the secondary track can also remain in the cases in which the rail contact surfaces required for the rail assembly of the two track tracks overlap on the surface of the threshold.

The object is achieved by a threshold as described in the characterizing part of claim 1. To solve the task, the assigned contact surfaces of the rails of the two track tracks provided on the threshold are placed in a continuous plane and the threshold is used with the means required for the rail fastening of the rails of both track tracks on the threshold - and so far in the final state, these protrude from the contact area and sliding plane of the rails, only with the parts that are installed below the sliding plane in the concrete of the sleeper - equipped from the start during manufacture and before the first installation.

Then the rails can be shifted on the sleeper when changing the gauge without changing and without picking up the sleeper simply by moving the two rails of the track.

Refinements of the invention contain subclaims 2-6. These refinements relate to advantageous configurations of the rail fastening on the threshold.

According to claim 2, the displacement plane outside and inside delimiting abutments are designed as attached bumps.

Claim 5 specifies a solution for a threshold construction that uses steel shoulders known per se as a lateral abutment against displacements of the rail foot. The inner steel shoulders must then be designed in two parts for the special purpose, the lower anchor part being flush with the flat sliding area and the upper head part being screwable into the anchor part if necessary. A development of the threshold construction according to claim 2 discloses the solution variant according to claim 6. The abutment shoulders which are also present in the variant according to claim 2 at both edges of the displacement area, but are used only on one side, are reinforced here by cusps by using different angle guide plates on both sides of the Rail foot brought to bear on both sides. Since no contact pressure has to be generated from this for the frictional force absorbing the horizontal forces, the more economical standard rail screw connections can be used in dowels.

In the case of the track sleeper that can usually be used for two track gauges, a standard angle guide plate can be used for both track gauges on one side, while a special design is required for the plate on the opposite side. However, the same plates can be used for both track gauges in a mirror-image arrangement.

Claims 3 and 4 contain suggestions to achieve full-surface mounting of the rail foot even in the presence of a groove under the rail in the sliding surface.

Dowel screw connections or push-through screw connections can be used equally for all of the illustrated design variants of a track sleeper according to claim 1. Dowel screw connections are the more economical version. You can absorb lower tensile forces compared to the push-through fittings. The entry of a certain desired preload with the usual means of the torque wrench is not possible or only inaccurate with dowel screw connections. Which type of screw is most appropriate to use depends on the special conditions of the individual application.

The invention is equally applicable to track extensions and track narrowing.

• Fig. 1 das Prinzip einer Schwelle für zwei unterschiedliche Spurweiten,
• Fign. 2 - 4 Ausschnitte aus erfindungsgemäßen Schwellenausbildungen mit Schienen-befestigung und Verschiebebereich senkrecht zur Gleisachse;
  • Fig. 2 mitAusbildung des Verschiebebereichs für eine Schwelle mit Höcker aus Beton nach den Ansprüchen 1 und 2,
  • Fig. 3 mit Ausbildung des Verschiebebereichs für eine Schwelle mit in den Beton eingegossener Schulter nach den Ansprüchen 1 und 5,
  • Fig. 4 mit Ausbildung des Verschiebebereichs nach den Ansprüchen 2 und 6.

The invention is explained with reference to FIGS. 1 to 4. Show it:

• 1 shows the principle of a threshold for two different track gauges,
• Fig. 2 - 4 sections of sleeper designs according to the invention with rail fastening and displacement area perpendicular to the track axis;
  • 2 with formation of the displacement area for a threshold with a bump made of concrete according to claims 1 and 2,
  • 3 with formation of the displacement area for a threshold with a shoulder cast into the concrete according to claims 1 and 5,
  • 4 with formation of the displacement area according to claims 2 and 6.

Rails with the different track gauges 1 and 2 should be able to be laid on the threshold 35. In the examples, the track is laid with a gauge 1, the change to a smaller gauge 2 is provided. The track of track gauge 1 consists of the two rail tracks 3 and 4 with the associated contact surfaces 5 and 6. The track of track gauge 2 consists of the two rail tracks 7 and 8 with the associated contact patches 9 and 10. The contact patches 5 and 9 assigned to one another or 6 and 10 lie in the same planes with the overlapping displacement areas 11 and 12 on the surface of the threshold 35.

2 and claim 2 35 grooves 13/1, 13/2, 14/1, 14/2 are formed in the flat surface of the threshold. Correspondingly shaped beads of the angle guide plates 15 of the rail fastening of the rail 3 of the track 1 engage in the grooves 13/1, 14/1, whereby the foot of the rail 3 is supported against the threshold 35. The angle guide plates 15 are held down by springs 44 by fastening screws 39 or 43. The fastenings can be plug screw connections 38, 39 or push-through screw connections 42, 43. The grooves 13 / 2,14 / 2 as well as within the displacement area 11 Dowels 38 for dowel screw connections or tube sleeves 42 for push-through screw connections for fastening the rail 7 have already been installed in the sleeper 35 during manufacture and can come into operation when changing to gauge 2. The groove 13/2 which is not required for track gauge 1 is closed in the example by a flush filling 18 according to claim 3, which is covered by a conventional intermediate layer 19 under the rail 3. The intermediate layer 19 can also be made in one piece with a filler according to claim 4. When changing lanes, such an intermediate layer 19 can be used again rotated by 180 °. Attached bumps 16 and 17 are assigned to the abutments 13/1 and 14/2.

3 and claim 5 provides steel shoulders 28, 29 for fastening the rail on the threshold 35. It can be used for the steel shoulders 28/1, 28/2, which are seated on the edges of the displacement area 36, and which are common and which protrude beyond the plane of the displacement area.

The steel shoulders 29 arranged between them in the displacement area 36 are formed in two parts. The lower anchor parts 31/1, 31/2 concreted in the threshold 35 are flush with the plane of the displacement region 36. They have means - in the example an internal thread - which are engaged by the corresponding means - in the example the threaded bolts of the head part 30 - which connect the head part 30 to the anchor part 31 in a tensile and shear-proof manner. The head part 30 absorbs the horizontal forces as an abutment (shoulder) and, via the spring clip 27, which is held in the head part 30 in a sleeve 37, the vertical forces from the rail foot and forwards them into the anchor part 31 and the threshold 35.

The threshold formation according to FIG. 4 and claim 6 has abutment shoulders 13/1, 16 and 14/2, 17 reinforced by cusps 16, 17 on the two edges of the displacement region 11. The horizontal forces from the base of the rail 3 are removed by a standard angle guide plate 15 on the outer abutment shoulder 13/1, 16 and by a specially made extended angle guide plate 34 on the inner abutment shoulder 14/2, 17. When changing from lane 1 to lane 2, the same disks are reused in the mirror-inverted position. With the exception of the plate 34 and the spacer 41 which can optionally be produced in one piece with it, all parts used for this rail fastening are standard elements. As shown in the example, standard fastening screws and standard dowels 38 can be used for the screw connections 39, 40.

Claims (6)

1. For concrete sleeper adaptable to two track gauges (1,2) whose rail attachments enclosing and securing the rail flange on the sleeper (35) against lateral displacement and canting are anchored in the sleeper by screwed and/or dowel elements to make a keyed joint and which exhibits the following features: The sleeper (35) is provided with integrated abutment elements such as humps (16, 17) or shoulders (28) protruding over the contact surface levels (5, 6, 9, 10) ofthe rail flanges outside realized as the outer abutment for the rail flanges of the wider track (1) and inside as the inner abutment for the rail flanges of the narrower track (2) as well as even displacement ranges (11, 12) for each rail (3, 4) which extend from the outer abutment (13/1, 28/1) of the rail flange of the wider track (1) to the inner abutment (14/2, 28/2) of the rail flange of the narrower track. Furthermore, additional abutment constructions already provided during sleeper production, which do not extend over the contact surface levels (5, 6, 9, 10) of the rail flanges of both tracks when displacing the rail (3, 4), are supplied as the inner abutment (14/1, 31/1) of the rail flange of the wider track (1) and as the outer abutment (13/2, 31/2) of the rail flange of the narrower track (2).

2. Sleeper according to claim 1 characterized by the facts that a concrete hump each (16, 17) is provided only outside at the outer groove (13/1) of the wider track gauge (1) and inside at the inner groove (14/2) of the narrower track gauge (2) in a way that the groove surfaces (13/1, 14/2) averted from the displacement range (11) continuously verge into the hump surfaces (16, 17) facing the displacement range (11) and that a reinforced abutment shoulder for the angle guide plates (15) is provided there.

3. Sleeper according to claims 1 and 2 characterized by the fact that the grooves (13/2, 14/1) within the displacement range (11) are made flush with the sleeper surface by means of a snug-fit filling (18).

4. Sleeper according to claim 3 characterized by the fact that the groove filling may be produced in one piece together with the elastic intermediate lining (19).

5. Sleeper according to claim 1 characterized by the fact that generally known attachments by means of spring buckles (27) and steel shoulders (28, 29) are used provided that at least the inner steel shoulders (29) may be separated into an anchor part (31) terminating flush with the displacement surface level (36) and an upper top part (30) connectable to the anchor part by means of screws.

6. Sleeper according to claims 1 and 2 characterized by the facts that

the outer groove (13/1) of the wider track gauge (1) and the inner groove (14/2) of the narrowest track gauge (2) only are realized within the displacement range (11);

both an outer (13/1, 16) and an inner abutment (14/2, 17) are provided within the displacement range (11) for any track gauges and rail positions;

the angle guide plates (15, 34) fill the unequally large spaces between the rail flange (3) and the two inner (13/1, 16) and outer abutment shoulders (14/2, 17) respectively almost dimensionally correct and non- positively and that they exhibit different dimensions accordingly, and

that extended angle guide plates (34) differing from the standard design are held down onto the sleeper surface by both a standard screw connection (39) and at least one additional screw connection (40).

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