EP0920554A1

EP0920554A1 - Crossing assembly for point switches and processing

Info

Publication number: EP0920554A1
Application number: EP97940107A
Authority: EP
Inventors: Oswald Lochschmidt
Original assignee: Hubmann Hans-Peter
Current assignee: INNOVATIESTICHTING HIGH RAIL TECH
Priority date: 1996-08-21
Filing date: 1997-08-21
Publication date: 1999-06-09
Anticipated expiration: 2017-08-21
Also published as: SK20899A3; HUP9903105A3; EP0920554B1; CZ52699A3; US6340140B1; NO990804L; SI9720055A; WO1998007928A1; DK0920554T3; DE59702767D1; PL331650A1; NO312556B1; TR199900343T2; ATE198085T1; CA2263689A1; HUP9903105A2; AU4206397A; PL187792B1; CZ294025B6; PT920554E

Abstract

This invention concerns a rigid crossing assembly for point switches and crossings consisting of two wing rails (1, 3) and one crossing with point (3, 6, 4, 5) situated in between, which together the wing rails form flangeways (11) which run at an acute angle to one another. This invention is characterized in that the crossing with points and the wing rails are elastically connected by rail anchors at both sides of the foot to ribbed base plates (247-253). Thus, the unit of a rigid crossing assembly with wing rails and points fixed with a HS bolt is thus replaced by individual rails. The individual rails each have their own elasticity, so that the crossing assembly behaves like a normal rail in the track with regard to oscillation and dampening. The fish-plate blocks used up until now are no longer necessary. There are plates under the rails with which an elevation adjustment, in particular of the wing rails (1, 2), can be made, so that wear of the rail surface of the wing rails can be compensated for by changing the thickness of the rail pads. The rail pads (42, 43) can be elastic. The rail segments are held essentially free of play transverse to the longitudinal rail axis by ribs (39, 39a, 39b, 40, 41). To exclude longitudinal displacement of the tip to the two wing rails, a correspondingly constructed anticreep device is located in the area of the wing rail ends.

Description

Centerpiece for switches and crossings

description

The invention relates to a centerpiece for switches and crossings according to the preamble of claim 1. Such a centerpiece is known from EP 0 282 796. There, as is also the case with all known frogs, the wing rails are held at a distance from the frog tip by chucks to ensure the width of the flange groove. In order to ensure a certain elasticity of the individual components in this centerpiece, the centerpiece is penetrated by a sleeve with play, this sleeve being supported on both sides by spacer elements on lining pieces, which in turn lie in lug chambers of the wing rails. The wing rails are clamped together by a bolt, the chucks, the spacer elements and the sleeve and thus together form a rigid unit. Only the centerpiece tip can move horizontally and vertically in relation to the two wing rails within the specified play. The two wing rails and the centerpiece tip lie on a ribbed plate, which has vertically upstanding ribs, which serve as stops for the feet of the wing rails or the frog tip for horizontal movement and, because of the horizontally predetermined play, allow a desired horizontal mobility.

WO 94/02683 shows a centerpiece which is composed of two non-welded rail sections and is screwed together by means of lining pieces and a bolt which penetrates the webs of the wing rails and the centerpiece. In order to keep the two unwelded rail parts of the frog tip in a defined position relative to one another, the rail sections of the frog are penetrated by a sleeve without play or the surfaces of the frog sections facing one another are profiled by a wzb. a toothing extending in the longitudinal direction, the tooth flanks of which lie against one another without play, is coupled to one another.

A centerpiece similar to EP 0 282 796 is also known from EP 0 281 880 B1 and DE 37 08 233 AI.

In general, simple, rigid frogs are arranged in points at the points where the inner wheel flange of the wheels cuts through the two driving surfaces in the intersection area for easy passage. The wheel bandages are so wide that they cover the width of the groove and the width of the tip of the frog, which is just stable. With this free passage of the wheel flange, the wheel drum, which transmits the wheel load, must allow the crossing of overlapping driving surfaces without destroying the narrow centerpiece without problems.

The rigid, simple heart pieces composed of rails with the three main parts (ie the two wing rails and the simple heart tip) are screwed together by chucks, which should also prevent longitudinal displacement due to temperature fluctuations and braking. These today as HV fittings (high fix-tightened screw connections) made screw connections of the rigid, simple frogs have, in addition to the very high manufacturing and maintenance costs, other essential technical defects, which have a particularly disadvantageous effect on the service life. The very high manufacturing costs are primarily due to the fact that solid rails of the respective rail profile are used instead of the standard rails normally used in the track and switches. In order to be able to weld the welding cross-section of the two tips consisting of solid rails, both the main tip and the tip must be machined, in most cases up to half in the critical area. Before welding these two cross sections to a simple centerpiece tip, the area to be welded must be approx. 400 to 500 ° C preheated so that there are no cracks when welding the carbonized rail steel. This temperature must be maintained during the entire welding period. Most of the time, however, it is not held at this height, so that Martens formation occurs in the welding area and the seams tear or swell after a short time. t he top rails break, which unfortunately is still very often the case today.

In addition, the transfer area of the bandage from the wing rail to the tip or vice versa is often tempered or pearlized in order to reduce wear. When tempering or pearlizing, however, decarburization occurs at the start and end area, which leads to lower strength of this area, which in practice leads to increased maintenance expenditure due to the so-called soft dents after a short start-up.

From DE 33 39 442 Cl it is also known to provide the frog tip in the area of greatest wear, in particular in the beginning area with a recess into which a frog insert made of high manganese steel is firmly inserted. The manganese high-carbon steel is held by a press fit, which is shrunk by a low temperature driving is made. Although this procedure extends the life of the frog tip, it is very complex and expensive and creates a practically inelastic frog tip.

Holes have to be drilled through both the centerpiece blocks and the wing rails, which on the one hand causes high costs and on the other hand leads to rail breaks if the edges of the holes are not properly deburred. The play-free connection of the lining piece contact surfaces with the tab chambers of the wing rails requires high manufacturing costs. The main cause of the great wear and tear and the resulting relatively short lifespan is the much too great stiffness of the transfer area of the wheel bandage from the wing rail to the tip and vice versa due to the too compact cross-section, i.e. the total moment of inertia around the X axis, the combination of wing rail , Centerpiece tip and the lining pieces. It has already been recognized in EP 0 282 796 that these problems can be solved by greater elasticity than hitherto, i.e. due to a relative vertical displacement between the frog tip and wing rail so that only small forces in the weak area of the frog tip and high forces in areas of larger rail cross-section can be absorbed. Because both wing rails are still rigidly coupled to one another via the frog tip, their moment of inertia is still relatively high. The centerpiece tip is also mounted there like a cantilever arm to achieve a bending rod function, i.e. its free end can be deflected vertically, while the rear area is rigidly fixed. As a result, the front area of the frog tip is bent downwards when the vehicle is driven over and the driving surface in the area of the fixation on the train is stressed, which led to rail breaks after a short period of operation.

Comparing the inertia, i.e. the moment of inertia of the transfer area of two wing rails, two chucks

t- and possibly also the full rail tip, it can easily be ascertained that such a transfer area acts like a rigid block, which due to its rigidity causes pinching in the impact area. If one also takes into account that railway wheels are never exactly round, which may be caused by the high stiffness of the point of impact in the case of simple frogs that are driven over or blunted, it becomes clear that this is another major cause of wear. In order to be able to eliminate this vertical crushing wear on the centerpiece tip and the wing rails during operation, both the tip and the wing rails are welded onto the track in practice in practice. Often, this build-up welding is not carried out properly, especially if the preheating is not high enough so that the heart breaks after a short period of time due to the formation of martensite and must therefore often be replaced.

The horizontal stiffness, which corresponds to a multiple of a simple rail due to the very high moment of inertia of the entire centerpiece around the y-axis, places excessive demands on the wheel control arm. Actually, to reduce wear on the wheel control arm, the wing rail should be horizontally elastic, particularly when starting off with the wheel back of a wheel.

In terms of tracking technology, today's focal points have the greatest deficiency in that the wing rails are not inflated in accordance with the taper of the treadmill shape. As a result, the axle of the wheel set is lowered considerably vertically when the wing rails are of the same height and accelerated strongly vertically. The wheel contact point of the wheel drum moves further away from the driving edge to smaller diameters of the drum, which results in a significantly lower peripheral speed of the wheel on the frog side, while the wheel on the inside of a wheel set by pulling towards the wheel control arm of the wheel set on a larger diameter of the wheel contact point running. This The phenomenon can also be described as paradoxical, since the wheel running on the outside of the curve runs on a much smaller diameter than the wheel running on the inside of the curve, caused by the wheel handlebar.

Since today's centerpiece tip is lowered against the direction of travel when driving into a pointed slope, the wheelset is changed in the transition from the wing rail to the rigid centerpiece tip in addition to the sudden change from the small diameter of the wheel contact point to the larger, i.e. at much higher peripheral speeds also "catapulted" opposite to the previous direction of acceleration, namely not downwards, but diagonally upwards. For both the wheelset and the point of impact on the rigid centerpiece tip, this is the reason for plastic squeezing of the driving surface of the tip and probably also the reason why the wheel bandages become out of round.

As far as the elasticity of the previous centerpiece construction is concerned, it can be said that the centerpiece, which has been used for over 100 years and is mostly cast from high-quality manganese steel, but also the bolted centerpiece, is practically like a stiff block, i.e. like a foreign body, in the switch. There is no approximately adequate elastic construction, which should be based on the elasticity of the control rail. In most cases, the transition area is still on a threshold for screwed-on frogs, which further increases the rigidity. For this purpose, the chucks are also arranged in this area, so that the moment of inertia about the X axis, which is decisive for the elastic vertical deflection of the frog tip, is approximately more than five times the control cross-section in the impact cross-section. The overflow from the wing rail to the frog tip is similar or even worse with cast frogs, and worse is the case with block frogs, because there the support moment is not only five times, but often more than ten times that of a normal control rail.

All the aforementioned shortcomings and disadvantages of the simple rigid heart pieces known to date are mainly:

too high vertical and horizontal stiffness, ie too low vertical and horizontal elasticity; very large waste of material;

Waste of resources; insufficient availability of rigid frogs; maintenance costs too high; new prices too high; no easy to correct cant; improper connection and build-up welding

and much more is avoided by the present invention.

The primary object of the invention is to improve the core of the type mentioned in such a way that a longer service life and greater availability of the core in the operating track is achieved with less manufacturing and material expenditure.

This object is achieved by the features specified in the patent claim. Advantageous refinements and developments of the invention can be found in the subclaims.

The invention is based on the knowledge that the three main components, namely two wing rails and a frog tip can be completely decoupled from one another with regard to their mass or their moment of inertia if the chucks and their screwing are eliminated. This means that not only each of the three main parts (two wing rails and a frog tip) is completely decoupled from the other parts, but by omitting additional mass is saved for the chucks and screw connections, thereby further reducing the moment of inertia. The relative position of these three main parts in the horizontal direction is ensured by vertically upstanding ribs of a ribbed plate, between which the main parts are kept essentially free of play (within narrow tolerances). The three main parts are fixed vertically and elastically by means of elastic tension clamps, which clamp the three main parts vertically and elastically only in the plate area. The groove width is ensured by the ribs on the ribbed plate and by the corresponding machining of the feet and heads of the wing rails and the centerpiece tip. The ribbed plates in turn are attached to sleepers, preferably screwed. The fact that each of the three main parts can be completely vertically deformed completely freely from the others, the previously very high impact impact during the transition of the wheel bandage from the wing rail to the tip or vice versa is greatly reduced, so that the previous crushing wear on the rigid Centerpiece tip and the wing rails significantly reduced, mostly even completely eliminated.

Another important aspect of the invention is that the frog tip consists of control rails which are welded together over the length of the frog tip at the head and foot.

According to a development of the invention, a particularly elastic intermediate layer is inserted between the respective foot of the wing rails or the frog tip and the bearing surface on the rib plates. This allows each of the three main parts to vibrate at a corresponding natural frequency, which increases the elasticity and thus improves driving comfort and significantly extends the service life.

According to a further development of the invention elastic intermediate layers possible additional different thickness intermediate layers. As a result, by inserting these intermediate layers with a certain thickness under the respective foot area of the wing rail or the frog tip, the desired greater height of the overflow surface can be set very precisely without any problems. Wear that has occurred can also be compensated for without having to carry out a build-up weld with subsequent reprofiling of the driving surface in the area of the build-up weld. This considerably reduces the maintenance effort and, above all, increases the availability of the subject matter of the invention to almost 100% of the time spent in the operating track.

According to the prior art, only the outer base areas of the wing rails were clamped vertically by means of tension clamps or other bracing elements in relation to the ribbed plates, the tensioning forces per bracing side being a maximum of 10-15 kN.

According to a further development of the invention, the inner areas of the wing rails and both outer foot sides of the frog tip are now also tightened by means of elastic tension clamps. clamped, preferably clamping forces of 10-15 kN per clamping point can be achieved. This means that the three areas: centerpiece tip and two wing rails are tensioned on their own as high as the entire rigid centerpiece used to be. Because of this advantage, the necessary hiking protection, which is intended to prevent a relative displacement of the wing rails and the centerpiece tip in the longitudinal direction of the rail, can be considerably more economical and also easier. Such hiking protection is described in more detail in the subclaims and the description below.

In the event of total wear or breakage of a wing rail and / or the frog tip, each of these individual parts can be replaced easily and quickly on its own, which significantly increases the availability of the subject of the invention on the operating track.

Experience has shown that the previous length of time for rigid, heavily loaded, simple frogs is 3 to 4 years, depending on the load, and sometimes a little longer. In the invention, the lay time is significantly increased, since there are no weak points in the construction or in the welding of the two top rails forming the frog tip, so that, in contrast, the total price of a new purchase is completely in the background compared to the current state.

Another great advantage of the invention lies in the very simple and economical disposal of the frog tip or one or both wing rails.

Shunting systems, which mostly have rigid, simple frogs for economic reasons, are often located near residential areas. Due to the completely elastic support points of the wing rails and the frog tip, the noise emission is greatly reduced.

Another particular advantage of the invention lies in the easy height adjustability of the running surfaces of the two wing rails, but also the centerpiece tip as compensation for vertical wear and also for hiking protection. It is easy to adapt the tension clamps of the "SKL" type commonly used in Germany, for example, to rails and switches. In the invention, the support points of the tension clamps are essentially at the same height in contrast to the usual SKL tension clamps, in which the two support points are at different heights. The three main components in the area are to reduce the number of executives, particularly when traveling between the two wing rails and the two top rails, but also between the centerpiece tip and the two wings of the respective support points braced vertically elastically with slightly modified tension clamps. Since there are essentially the same high foot areas between the two wing rails, the two tip rails and also between the two wing rails and the frog tip, the known tension clamps are modified so that the two contact areas are at the same height. This eliminates the expensive feed pieces which significantly increase the rigidity of the heart.

In order to be able to install a centerpiece according to the invention in a very short time on a construction site, the centerpiece is delivered fully assembled with the associated ribbed plates to the construction site. As a result, a simple, rigid centerpiece, optimized in all respects, can be installed in the shortest possible time without any problems. Spare parts such as the two wing rails and the centerpiece tips can be kept in stock, so that the subject of the invention is almost 100% available for railway operation within a very short time without extensive storage.

Regarding the vertical-elastic tension of the individual base areas it should be noted:

In order to keep the foot width of the two wing rails (inside) but also the frog tip (outside) as wide as possible, the inner bracing ribs are made narrower and higher - with the same load-bearing capacity - than the outer ribs in order to keep the rail foot widths as large as possible and the To be able to replace hook bolts if necessary without dismantling the rails. This width is based on the standard width of the hook screws commonly used for SKL bracing, which is 24 mm, which results in an overall width of 24 mm on each side of the rib with an air gap of 1 mm. Since the stability of the centerpiece tip depends solely on the width of the rail foot in the panel area, the ribbed panels are widened so that they do not become loose when braced

w concave, and in operation "pump", convex preformed and made of fine-grain steel of higher strength.

For heavy duty switches, the foot should only be slightly narrowed in the inner plate area for half the width of the ribs. Since the length of the rib is forged from a single piece and welded to the base plate, the corresponding foot areas are only released by a maximum length of 120 mm.

For low-stressed frogs (such as local transport), the two feet can be planed or milled over their entire length according to the proportion of rib width, which means inexpensive production.

The most important aspects and advantages of the invention are summarized again as follows:

The centerpiece and wing rails are connected vertically to the ribbed plates of the sleepers using tension clamps (SKL). The previous block unit consisting of a rigid centerpiece and wing rails has thus been broken down into individual rails. These individual rails each have their own elasticity, so that the subject matter of the invention behaves practically like a normal track rail in terms of vibration and damping behavior. The chucks used up to now are no longer necessary, as are the previous screw connections.

The individual rails are easier to replace. Additional plastic intermediate layers can be retrofitted under the rails, with which the stepless height adjustment of the running surfaces is effected. The previous repair of the wing pieces by cladding is no longer necessary. The bracing takes place vertically by means of tension clamps. The individual rail feet have approx. 1 mm air to one side in the narrow area. The ends of the two control rails that run the entire length of the frog tip Go through without welding and form the tip are welded together on the head and foot in the shortest possible area. Welding processes such as gas pressure welding, CO, shielding gas welding, inductive pressure welding, electron beam welding or laser welding can be used here.

In the wheel transition area from the tip to the wing rail and vice versa, the latter is raised so that the height difference of today's conical wheel tire profi le is balanced.

The centerpiece consists of two control rails such as. B. of the type UIC 60, which are machined in the area of the tips on their adjacent head and foot areas according to the narrowing in the area of the tip geometry and are welded to the head and foot of the tip formed in this way by means of V longitudinal seams or other types of seams.

The front area of the tip can also be made in one piece as a forged or cast molding and welded to the two heart tips welded together at the head and foot.

Since large forces act in the longitudinal direction on the wing rail and the frog tip due to temperature and braking action, a so-called hiking protection must be provided between these three main parts, which avoids longitudinal walking with relative displacement between the frog tip and wing rails. This hiking protection is installed as close as possible to the wheel transition with the special feature that each web of the wing rails and the centerpiece tip is individually screwed together with hiking protection parts.

The setting of different wing rail heights is necessary to prevent wear on the rail heads of the wing rails, especially in the wheel transition area

1Z balance. Eccentric bushings are provided between the screws and the enlarged holes in the rail webs for hiking protection. The hiking protection is then in one part on each side.

According to a variant, each hiking protection side is designed in two parts with several contact surfaces in the longitudinal and transverse directions, which transmit the longitudinal forces from the tip to the wing rail and vice versa. These forces are approx. 600-800 kN. To bridge the height differences when the wing rail surfaces are worn, either additional or differently thick intermediate layers are used under the wing rail feet.

The two parts belonging together can move vertically against each other in order to adjust the height of the rails. Over several contact surfaces, they can transmit large forces in the longitudinal direction of the rail, which are several times greater than the hiking protection devices according to the prior art, which are common with switch tongues. A small amount of play between the contact surfaces can reduce the transmittable longitudinal rail forces. The movement can also be limited in the transverse direction of the rail by contact surfaces with play.

The comb-like parts of the hiking protection can also be trapezoidal.

In the following, the invention is explained in more detail on the basis of exemplary embodiments in connection with the drawing.

It shows :

Fig. 1: a top view of a centerpiece according to the invention;

'<- Fig. 2: a side view of the frog tip according to FIG. I;

3 shows a side view of the overflow running surface height of the two wing rails according to the invention in the heart of FIG. 1;

4 shows a section along the plate 249 of FIG. 1;

FIG. 5: a top view of the sectional illustration of FIG. 4 (on the plate 249);

6: a section along the plate 251 of FIG. 1;

FIG. 7: a top view of the sectional view of FIG. 6;

8 shows a plan view of a part of the centerpiece according to the invention with a hiking protection device according to a first variant of the invention;

Fig. 9: a section along the line B-B of Fig. 8;

10 shows a section along the line C-C of FIG. 8 through the hiking protection according to the first variant of the invention;

11: different views and sectional representations according to the first variant of hiking protection;

12: a sectional plan view of a part of the centerpiece according to a second variant of a hiking protection according to the invention;

13: a sectional top view of a part of the centerpiece according to a third variant of a hiking protection according to the invention;

FIG. 14: a section along the line II of FIG. 13; Fig. 15 a to 15 c: sections along the lines FF, GG and HH of FIG. 13;

16 is a plan view of a fin plate used in the invention;

Fig. 17: a section along the line E-E of Fig. 16;

18 is a side view of an inner rib of the fin plate of FIGS. 16 and 17;

19 is a side view of an outer rib of the fin plate of FIGS. 16 and 17;

20 shows a cross section of two rail parts forming a frog tip during the preheating process with an open pressure weld;

FIG. 21: a section similar to FIG. 20, however, after the open pressure welding has ended;

22 shows a section similar to FIG. 20 of two rail parts forming a frog tip during the preheating process with a closed pressure welding;

23: a section according to FIG. 22 after completion of the closed pressure welding.

The same reference symbols in the individual figures designate the same or functionally corresponding parts.

Fig. 1 shows a plan view of a centerpiece according to the invention. The two control rails 4 and 5, which together form the frog tip 3, are extended beyond the theoretical focal point and are welded to the head and foot as the frog tip 3 in the front area. On both sides

1o the centerpiece tip 3 are also each a wing rail 1 and 2 arranged to form track grooves 11. The rail parts mentioned lie on ribbed plates 246-253 or 223 (these numbers refer to the nomenclature used by Deutsche Bahn AG).

In contrast to the prior art, the frog parts such as wing rails 1 and 2 and frog tip 3 are not rigidly connected to one another via chucks and screw connections, but are respectively vertically elastic by means of clamping clamps 26, 27, 28 and 29 on the respective ribbed plate 246-253 and 223 tense. Specifically, the wing rails 1 and 2 are clamped on their outside in a conventional manner by means of tension clamps 26, these tension clamps being, for example, conventional SKL 12 tension clamps. In the area where the wing rails are directly opposite, i.e. on the rib plates 246 and 247 there is an inner wing rail bracing in the form of a tension clamp 27 which presses on the inwardly facing feet of the opposing wing rails 1 and 2. In the areas where the wing rail lies opposite the frog tip, tip wing rail braces are provided in the form of tension clamps 28, which are supported on the one hand on the foot of the wing rail and on the other hand on the foot of the frog tip. In the unwelded area of the centerpiece, in which the tip rails are at a greater distance from one another, an internal tip bracing in the form of a tension clamp 29 is provided, which rests on the inwardly facing feet of these two tips.

All rail components are thus braced vertically against the ribbed plates, but are otherwise decoupled from one another. This means that each of the three main parts (two wing rails and a frog tip) can swing freely from the other parts and deform elastically vertically and horizontally. This means that the impact impact at the transition of the wheel bandage from the wing rail to

1 the centerpiece tip and vice versa greatly reduced by the existing individual elasticity, so that the previous crushing wear practically no longer occurs.

Since the main parts are held essentially only by frictional engagement between the rail foot and the rib plates due to the tension clamps, it must be ensured that the main parts cannot move relative to one another or only to such an extent that the track groove 11 is maintained in sufficient width. In order to prevent a relative displacement between the frog tip 3 and the wing rails 1 and 2 in the longitudinal direction of the rail, a hiking protection 30 is provided, which is arranged here between the rib plates 250 and 251, but alternatively can also be arranged between the rib plates 249 and 250. The hiking protection 30 is explained in more detail in connection with FIGS. 6 to 11.

In a preferred variant of the hiking protection, it acts only in the longitudinal direction of the rail, thus avoiding vertical coupling of the main components, so that the moment of inertia is not increased in this area either. This hiking protection 30 is screwed onto the webs of the frog tip 3 and the respective wing rail 1 or 2. Accordingly, these wing rails or the tip have bores 31 and 32 in this area, which can be seen in FIGS. 7 and 8.

2 shows a side view of the frog tip 3 with the milled tip area 6. Furthermore, the transfer area 34 lying between the plates 248 and 249 can be seen, in which the running surface of the frog is lowered slightly and relatively briefly.

FIG. 3 shows a side view of the wing rail 1, the illustrations of FIGS. 1, 2 and 3 being shown aligned with respect to the relative position of the main parts in the longitudinal direction of the rail.

n Finally, in Fig. 1 it can still be seen that all rib plates 246-253 and 223 are screwed over sleeper screws 33 to sleeves (not shown).

So that the individual rails cannot move transversely to the longitudinal direction of the rails, vertical ribs are provided on the rib plates, between which the rail parts are kept essentially free of play (within narrow tolerances). In practice this game is only approx. maximum 0.5-1 mm. In detail, these ribbed plates are used in connection with Fig. 12-15 described in more detail.

Finally, in connection with Fig. 3 still pointed out that the wing rail 1 in the area between the two points 35 is slightly elevated compared to the driving surface height of the frog tip, corresponding to the taper of the wheel bandages, so that the wheel is neither lowered nor raised when changing from the frog tip to the wing rail and vice versa becomes . The SO height (rail surface) of the wing rail is shown by the thinner line 36, which runs flat (horizontal) between the points 35 with respect to the running surface 37 of the wing rail.

FIG. 4 shows a section along line A-A on plate 249 of FIG. 1. In this area, the centerpiece tip 3 still largely has its full height and still carries a part of the wheel load.

The two continuous tip rails 4 and 5 are welded together at the head and foot by C0 ₂ protective gas welding.

The rib plate 249 has two vertically upstanding ribs 39a and 39b and two lateral ribs 40 and 41 which are lower than the ribs. The distance between the ribs 40 and 39a and. 39b and 41 corresponds to the width of the foot 16 of the wing rails 1 and

11 2, with at most a very small play of at most 0.5-1 mm, so that the foot 16 of the two wing rails 1 and 2 is fixed between the respective ribs 40 and 39a or 41 and 39b in the direction transverse to the longitudinal axis of the rail. The two wing rails 1 and 2 stand on intermediate layers 42, which have a thickness of, for example, 9 mm and are preferably made of elastic material. Furthermore, an additional intermediate layer 43 is inserted between the intermediate layer and the underside of the foot, with which the above-mentioned elevation of the wing rail relative to the SO height of the frog tip can be adjusted. These intermediate layers 43 can be easily replaced and, if the running surface of the wing rails wear, can be replaced by a thicker intermediate layer, as a result of which the previously described build-up welding to repair the running surface of the wing rails 1 and 2 is eliminated.

The outwardly facing parts of the rail feet 16 'are braced vertically and elastically with respect to the upper side 38 of the ribbed plate by means of conventional tensioning clamps 26. For this purpose, a hook screw 44 is fastened to the outer ribs 40 and 41, specifically by means of a dovetail fastening. A threaded bolt protrudes from the screw holder, onto which a nut 45 with washer 46 is screwed, as a result of which the tensioning clamp 26 is braced on the one hand with respect to the ribbed plate 249 and on the other hand with respect to the outwardly pointing foot 16 'of the respective wing rail 1 or 2. From Fig. 4 it can also be clearly seen that the tension clamp 26 rests on the ribbed plate and the foot at different heights. Similarly, the two inner feet of the wing rails 1 and 2 are tensioned against the rib plate 249 by an inner wing rail tension 28, wherein a hook screw with nut 45 is also attached to the middle ribs 39a and 39b, via which the tensioning clamps 28 by means of the nut 45 and a washer 46 is clamped. The tension clamp 27 lies on the two feet 16 and 49 the respective wing rail and the tip of the frog at substantially the same height.

From Fig. 4 it can also be clearly seen that the two wing rails 1 and 2 are completely decoupled from each other in the vertical direction and thus can freely swing from one another or can bend elastically. As already mentioned, the outer tensioning clamps 26 are conventional tensioning elements, such as those used by Deutsche Bahn AG under the name SKL 12. 5, the tension clamps 28 for the inner bracing have essentially the same shape as the tension clamp 26. In the cross section of FIG. 4, however, they differ in that both sides are at substantially the same height on the inner rail feet 16 of the two wing rails and the centerpiece tip.

Fig. 5 shows a corresponding top view of the area of the rib plate 249. Here too, the rib plate has four ribs analogous to plate 248, i.e. the two outer, lower ribs 40 and 41 and the two inner, higher ribs 39a and 39b. The two tip rails forming the frog tip 3, i.e. the control rails 4 and 5 are welded together at the head and foot and each have outward-pointing feet 49, on which inner wing-top rail braces are supported, which are also designed here as tension clamps, but differ from the tension clamps 28 that the support on the feet 49 of the frog tip 3 is lower than the support on the feet 16 of the wing rails 1 and 2.

It should be noted that in the area of the rib plate 249, the two wing rails 1 and 2 are further exaggerated by a thick additional intermediate layer 43, which is indicated by the line 37 (FIG. 4), which represents the height of the tread (SO) of the wing rails 1 and 2 and the opposite

31 downwardly displaced tread 36 of the frog tip

3 is clarified.

FIG. 6 shows a section through the fin plate 251, that is to say in an area in which the control rails 4 and 5 merge straight from the separate tip area into the welded area of the frog tip, which is indicated by the weld seam 51 in FIG. 7. The rib plate here has a total of five ribs, namely the two outer ribs 40 and 41, the two ribs for the wing tip rail bracing 39a and 39b, and a middle rib 52 which is between the tip rail

4 and the tip rail 5 and these two tip parts perpendicular to the longitudinal direction of the rail at a distance from each other. Since in this area the outer feet of the tip rails 4 and 5 still largely have the normal rail profile of the control rail, the tensioning clamps for the inner wing-tip rail bracing 28 are designed such that they have the same contact height on both sides. In principle, the same tension clamps can be used as in the inner wing rail bracing of FIGS. 4 and 5. It should also be noted that the two wing rails in the subject matter of the invention end after the plate 251, whereas according to the prior art this only behind the Plate 253 ends. The shortening was made possible by the much greater horizontal elasticity of the two wing rails, which were only clamped at the foot.

FIG. 7 shows a top view of the section of FIG. 6. Here, in particular, the transition area from the welded part of the frog tip 3 (weld seam 51) to the control rails 4 and 5 can be seen, as well as the narrower rib 52.

FIG. 8 shows a first variant of the hiking protection 30, each with five screws (cf. FIG. 1), in a top view, leaving out the tip and wing rail heads, that in the area of the frog tip between the rib plates 250

32 and 251 lies in an area in which the two tip rails are already welded together at the head and foot. The hiking protection 30 consists of two pairs of hiking protection elements 57 and 58, of which the exterior is braced with the wing rail 1 or 2 and the interior 58 at the associated frog tip 3. The attachment is preferably carried out by means of HV screws 59 which pass through the bore 32 (FIG. 3) of the wing rail and by screws 60 which pass through bores 31 of the two tip rails 4 and 5. Both hiking protection elements 57 and 58 of a pair each have a base body 62 or 63, which extends into the plate chamber 18 of the wing rails 1 or 2 or the plate chamber 61 of the tip rails 4 and 5 and extends parallel to the respective web of the rail, which is assigned by the Screw 59 or 60 into the tab chamber and is braced against the web of the rail. Furthermore, each wall protection element 57 and 58 perpendicular to the longitudinal axis of the rail horizontally projecting from the base body 62 and 63 stop elements 64 and 65, which are offset in the longitudinal direction of the rail, so that the stop elements 64 and 65 of a pair 57, 58 intermesh like a comb and so in Rail longitudinal direction form stops against a relative longitudinal displacement of the adjacent rails 1.4 or 5.2. The stop elements are accordingly shaped so that when laying the rails in the track, the top rails 4 and 5 with screwed-on hiking protection elements 58 are first placed on the ribbed plates and then the wing rails with the screwed-on hiking protection elements 57 are lowered vertically from above, the stop elements then 57 and 58 intermesh like a comb and ensure the relative alignment of the rails in their longitudinal direction. The stop elements 64 or 65 of the respective hiking protection elements 57 and 58 form, as can be seen from FIG. 9, a pot 73 which is open to the opposite rail in order to ensure the insertion of the screw 59 and the reception of the screw head. In order to also ensure the spacing of the rails and thus the width of the track groove, the stop elements have, as can best be seen in the left part of FIG. 8 and especially from FIG. 9, vertical wall sections 67 and 68 which engage and thus form a stop in the direction perpendicular to the longitudinal axis of the rail in the y direction. These vertical wall sections 67 and 68 run only over approximately half the length of the stop elements 64 and 65 measured perpendicular to the longitudinal axis of the rail and begin at the free end of the stop elements. The vertical stop elements 67 connected to the control rails 4 and 5 run from bottom to top, ie from the rail foot in the direction of the rail head, while conversely the vertical wall sections 68 connected to the wing rail 1 and 2 run from top to bottom, i.e. from Run the rail head to the rail base to enable the wing rails with their hiking protection elements to be used from above.

Although the respective adjacent rails 1 and 4 or 5 and 2 are connected to one another via the hiking protection elements, no rigid coupling such as e.g. as with the conventional chucks, but the rail parts can bend, move or vibrate independently of each other and are therefore completely decoupled from each other with regard to the moment of inertia in the vertical direction, especially since the arrangement with its main mass is provided in the vicinity of the neutral X-axis .

The hiking protection can be seen even better from FIG. 11. Each hiking protection element 57 and 58 has stops 64 and 65, which have recesses 75 between them, which receive the respectively opposite stop 64 and 65, so that the hiking protection elements engage in a comb-like manner. The stops 64 and 65 projecting from the respective base body 62 and 63 have a cylindrical opening 73, in the bottom of which a bore 74 for the passage of the

a if. Fastening screw is present. The two end stops of each Wanderschutzele entes 57 and 58 have vertically extending legs 67 and 68, which also engage (see section aa), whereby the wing rail and the frog tip are also held together in the direction transverse to the longitudinal axis of the rail, ie in the y direction, thereby securing the rails against tipping. Nevertheless, what needs to be emphasized here in particular, there is no coupling in the vertical direction, so that all rails, ie the frog tip and the two wing rails, can move freely freely in relation to the other rails and in this respect only the moment of inertia of the individual rail, which increases the vertical elasticity, is effective.

Further details are readily apparent to those skilled in the art from FIGS. 9 to 11.

Fig. 12 shows a variant of a hiking protection with three screws in a sectional plan view. Again, the hiking protection consists of two pairs of hiking protection elements 57 and 58, of which the outer 57 by means of three screws on the web of the wing rail 1 and 2 and the inner 58 also by means of three screws 60 on the webs 4 and 5 of the frog tip Control rails is clamped. The webs mentioned each have holes for receiving the screws. Here, too, both hiking protection elements 57 and 58 of a pair each have a base body 62 or 63, which protrudes into the lug chamber of the wing rails or the top rails and extends parallel to the respective web of the rail, from which teeth 93-98 protrude, which serve as stop elements and intermesh like a comb. The traveling protection element 57 fastened to the wing rail 1 or 2 has two teeth 93 and 94 arranged offset in relation to one another in the longitudinal direction of the flight, while the traveling protection element 58 attached to the standard rail 4 has two pairs of teeth 95, 96 and 97, 98, each between them tooth 93 or 94

d take up. In the embodiment of FIG. 12, the teeth 93 and 94 are trapezoidal in plan view with a widened root of the teeth, as a result of which the teeth can absorb greater forces. The gap between the teeth 95 and 96 or 97 and 98 is correspondingly trapezoidal, so that the hiking protection elements engage with one another with little play (2-3 mm). Since forces acting in the longitudinal direction of the rail also result in a force component running transversely to the longitudinal direction of the rail due to the trapezoidal shape of the teeth, interlocking hooks 67, 68 are provided at both ends of a pair of traveling protection elements 57, 58, which absorb these transverse forces.

The variant of Fig. 13 differs from that of Fig. 12 in that the teeth 93-98 have a rectangular profile in plan view, which is why the hooks are omitted.

As can be seen from the sectional representations of FIGS. 15a and 15b, the individual teeth of a hiking protection element are connected to one another by webs 99 and 100, these webs lying parallel to the driving plane and being arranged offset from one another. In the exemplary embodiment shown, the web 99 of the traveling protection element 58 connected to the frog tip lies above the web 100 of the traveling protection element 57 connected to the wing rail. The frog can thus be used from above when the wing rail is already attached to the track.

15c shows a cross section of the hooks which absorb the transverse forces.

FIG. 14 illustrates again as a section along the line I-I in FIG. 13 the comb-like intermeshing of the teeth 93-98 and the webs 99 and 100 bridging the teeth.

a ^ FIG. 16 shows a top view and FIG. 17 shows a cross section of a ribbed plate as used in the invention. The embodiment shown here with four ribs is suitable for the rib plates 250 and 251 of FIG. 1, it being pointed out that in FIGS. 12 and 15 the ribs run parallel to one another and at right angles to the edge of the rib plate while they are in the Practice (cf. Fig. 1) must of course be aligned at the acute angle at which the rails run. The rib plate consists of an elongated, rectangular flat plate 83, from the top of which the ribs 40, 39a, 39b and 41 protrude vertically. The distance between the opposite surfaces of the ribs 40 and 39a and 39b and 41 corresponds to the outside of half the foot width, the inside of the shortened foot of the wing rails and the distance between the opposite sides of the ribs 39a and 39b corresponds to the adjusted width of the foot of the two welded tip rails. Furthermore, the ribbed plates have a bore 85 on both sides, through which fastening screws (for example wooden sleeper screws 33 in FIG. 1 or also push-through screws for concrete sleepers) can be pushed through for fastening with the sleeper.

The ribs 40 and 41 on the one hand and 39a, 39b on the other hand have different heights and take into account the different heights of the support points of the tension clamps. The ribs have a cuboid base and are fixed to the plate 83, be it by welding or by hole welding, for example by inserting short cylindrical pins 86, which are forged onto the ribs, into holes in the plate 83.

18 and 19 show side views of the ribs 39a and 41, respectively. All the ribs have on their upper side 87 an opening 88 which is rectangular in the plan view of FIG. 17 and which extends downwards towards the plate 83 to form a dovetail-shaped recess 89 broadened. About this Dovetail-shaped recesses 89 hold the dovetail screw holders 44 (FIG. 4) on the ribbed plate.

20 shows a cross section of two control rails forming the frog tip before an "open" weld. The section is taken approximately between the rib plates 249 and 250 of FIG. 1. The tip rails 4 and 5 to be welded to one another are pre-machined on the mutually facing surfaces of the rail head 15, the foot 16 and the web 17, the rails being welded to one another only on surfaces 52 in the head region and 53 in the foot region. 20 and 21 is a so-called open welding, in which the surfaces 52-52 and 53-53 to be welded to one another have a horizontal distance into which an acetylene oxygen burner or an inductive heater 54 and 54, respectively 'is arranged to warm up. These burners or warmers heat the surfaces to be welded to the welding temperature. The burners or warmers 54 and 54 'are then removed from this area, for example swung out, and the two rail areas are pressed against one another, which then results in weld seams 55 and 56. This open pressure weld is characterized by a relatively small weld bead. It is also achieved that the two rail webs 17 are relatively close together and their distance 56 'is only about 3-4 mm maximum, whereby the stability, in particular in the front tip area of the frog tip 3, is significantly increased.

21 shows the frog tip after welding on the foot by the weld seam 56 and on the head by the weld seam 55.

22 and 23 show a representation similar to that of FIGS. 20 and 21, however, for a closed pressure welding. The heating units 54 and 54 'are above the head

Λ 15 and arranged below the foot 49 of the tip rails 4 and 5, and the surfaces 52 and 53 to be welded together are pressed against one another with a certain form. After the preheating has taken place and the pressure drops due to the material softening, the welding process is automatically initiated.

The seams to be welded can have a considerable length of 1-2 m or even longer. Despite this length, press-welded seams show an excellent material quality, since no additional welding material is used and the critical additional preheating is practically eliminated, as is otherwise the case with welding using CO, inert gas welding according to the prior art.

From Fig. 23 it can be seen that the welding bead 56 turns out to be somewhat larger when the welding is closed than in the case of the open pressure welding. On the outside of the head and foot, this sweat bead is removed, for example by grinding, which has already been done in the illustration in FIG. 23.

9 ° i

Claims

claims

1. Rigid centerpiece for switches and crossings with two wing rails and a centerpiece tip arranged therebetween, which, with the wing rails, forms track grooves that run at an acute angle to one another for free passage of the wheel flange, the two wing rails and the centerpiece tip resting on a ribbed plate with vertically projecting ribs, between which the foot of the wing rails and the foot of the frog tip is arranged, characterized in that the wing rails (1, 2) and the frog tip (3, 4, 5, 6) by means of vertically elastic tension clamps (26, 27, 28, 29 ) on the ribbed plate (247-253) are held vertically elastic and that the relative horizontal position of the wing rails (1, 2) and the frog tip (3, 4, 5, 6) and thus the width of the track groove (11) are determined exclusively by the Ribs (39, 39a, 39b, 40, 41) is ensured, between which the feet of the wing rails or the frog tip almost playf are kept clean.

2. centerpiece according to claim 1, characterized in that the wing rails (1, 2) and the centerpiece tip (3, 4, 5, 6) are each on intermediate layers (42, 43) which are between the foot of the respective rail and the ribbed plate (247-253) are arranged.

3. centerpiece according to claim 2, characterized in that the intermediate layers (42, 43) are particularly elastic due to an elastomer design.

ZD

4. Centerpiece according to claims 2 or 3, characterized in that the wing rails (1, 2) in the region of the overflow of the wheel from the centerpiece to the wing rail and vice versa with respect to the SO height, i.e. the height of the rail surface of the frog tip, are increased by intermediate layers (42, 43) of different thickness according to the taper of the wheel bandage.

5. centerpiece according to one of claims 1 to 4, characterized in that the elastic clamps for tension between the inwardly facing foot (16) of the wing rail and the opposite foot of the centerpiece each rest only on the said rail feet and on the respective rib (39a, 39b) are attached.

6. centerpiece according to one of claims 1 to 4, characterized in that the tension clamps (28) in the milled front region (6) of the centerpiece tip on the top of the lowered region (6) and the adjacent feet (16) of the wing rails (1 or 2) are supported and fastened to the ribs (39a, 39b).

7. centerpiece according to one of claims 1 to 6, characterized in that the internal clamping clamps (27, 28, 29) exert a clamping force of 10-15 kN per support point.

8. centerpiece according to one of claims 1 to 7, characterized in that the rib plates (247-253) are convexly shaped towards the rails.

9. centerpiece according to one of claims 1 to 8, characterized in that the ribs (39, 39a, 39b, 40, 41) of the rib plate

ZA ten (247-253) have a smaller width than the outer ribs (40, 41).

10. centerpiece according to one of claims 1 to 9, characterized in that after the area of the wheel overflow from the wing rail to the centerpiece and vice versa, a traveling protection device (30) is attached to the respectively opposite rail parts, which prevents a relative displacement of the rail parts relative to one another in the longitudinal direction of the rail, vertical bending or swinging of the rail parts, however, allows.

11. centerpiece according to claim 10, characterized in that the traveling protection device (30) is formed by a pair of stop elements (64, 65) which are attached to the web of the associated rail (1, 4; 2, 5) and in the longitudinal direction of the rail intermesh like a comb.

12. Centerpiece according to claim 11, characterized in that the stop elements (64, 65) each have a vertical leg (68, 67) which projects from the free end of the respective stop element, the vertical wall sections (67, 68) engaging behind each other and thus form a stop in the direction transverse to the longitudinal axis of the rail.

13. A simple, rigid centerpiece for switches and crossings with two wing rails and a centerpiece tip arranged therebetween, which, with the wing rails, forms track grooves that run at an acute angle to one another for free passage of the wheel flange of a wheel, characterized in that that the rail parts forming the tip (3, 6) are formed over the entire length of the centerpiece tip from control rails welded to one another in the head and foot region.

14. Centerpiece according to claim 13, characterized in that the rail parts to be welded to one another are welded to one another by an open pressure weld, in which the rail parts to be welded to one another are arranged at a distance from one another, with a heating unit (54) being introduced into this distance, the is removed after reaching the welding temperature and the rail parts to be welded together are pressed against each other.

15. Centerpiece according to claim 13, characterized in that the rail parts to be welded together are welded together in a closed pressure weld, in which the rail parts to be welded together are pressed against one another and a heating unit (54) is attached in the region of the weld.

16. Centerpiece according to one of claims 13 to 15, characterized in that the pressure welding is a gas pressure welding or an inductive pressure welding.

17. Centerpiece according to one of claims 13 to 16, characterized in that the pressure welding is a gas pressure welding or a laser pressure welding with compensating foil.

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