EP0920554B1 - Herzstück für weichen und kreuzungen - Google Patents

Herzstück für weichen und kreuzungen Download PDF

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Publication number
EP0920554B1
EP0920554B1 EP97940107A EP97940107A EP0920554B1 EP 0920554 B1 EP0920554 B1 EP 0920554B1 EP 97940107 A EP97940107 A EP 97940107A EP 97940107 A EP97940107 A EP 97940107A EP 0920554 B1 EP0920554 B1 EP 0920554B1
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EP
European Patent Office
Prior art keywords
frog
rails
rail
wing
wing rails
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP97940107A
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German (de)
English (en)
French (fr)
Other versions
EP0920554A1 (de
Inventor
Oswald Lochschmidt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
INNOVATIESTICHTING HIGH RAIL TECH
Original Assignee
Innovatiestichting High Rail Tech
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Publication date
Application filed by Innovatiestichting High Rail Tech filed Critical Innovatiestichting High Rail Tech
Publication of EP0920554A1 publication Critical patent/EP0920554A1/de
Application granted granted Critical
Publication of EP0920554B1 publication Critical patent/EP0920554B1/de
Anticipated expiration legal-status Critical
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B11/00—Rail joints
    • E01B11/44—Non-dismountable rail joints; Welded joints
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B7/00—Switches; Crossings
    • E01B7/10—Frogs
    • E01B7/12—Fixed frogs made of one part or composite
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E01B19/003—Means for reducing the development or propagation of noise

Definitions

  • the invention relates to a centerpiece for switches and crossings according to the preamble of the claim 1.
  • a heart is known from EP 0 282 796.
  • the wing rails by lining pieces at a distance from the Centerpiece tip held to the width of the flange groove ensure.
  • the core is interspersed with a sleeve with play, this sleeve on both sides by spacers Lining pieces is supported, which in turn in tabs the wing rails lie.
  • the wing rails are through a bolt, the chucks, the spacers and clamped the sleeve together and thus form together a rigid unit.
  • the centerpiece tip can be horizontal compared to the two wing rails and move vertically within the given game.
  • the two wing rails and the centerpiece tip lie on a ribbed plate, the vertical ribs has, which as stops for the feet of the wing rails or the centerpiece tip for horizontal movement serve and due to the horizontally predetermined game allow a desired horizontal mobility.
  • WO 94/02683 shows a centerpiece that consists of two unwelded Rail sections is composed and over lining pieces and one the webs of the wing rails and the bolt passing through the core is screwed together are.
  • the rail sections of the heart of a sleeve interspersed with no play or the surfaces facing each other the frog sections are profiled with a wzb. a longitudinal toothing, the tooth flanks lie against each other without play, coupled together.
  • EP 0 282 796 A centerpiece similar to EP 0 282 796 is also from the EP 0 281 880 B1 and DE 37 08 233 A1 are known.
  • the rigid, simple heart pieces composed of rails with the three main parts (i.e. the two wing rails and the simple centerpiece tip) are through Lining pieces screwed together, which also translates lengthways due to temperature fluctuations and braking should prevent.
  • HV fittings high-strength braced Fittings
  • the very high Manufacturing costs are primarily due to that instead of the standard rails normally used in the track and switches for the top solid rails of the respective rail profile be used.
  • both tips consisting of solid rails
  • both the main tip and the sample tip cutting in critical areas mostly up to half be milled off.
  • Cross sections to a simple centerpiece tip must be Area to be welded preheated to approx. 400 to 500 ° C so that no cracks when welding the high-carbon Rail steel arise. This temperature is during to keep the entire welding time. Usually it will but not kept at this level, so that it becomes Martensite formation in the welding area comes and the seams tear after a short time or the top rails break, which unfortunately is still very often the case today.
  • the transfer area of the bandage is often determined by the Wing rail to the tip or vice versa still tempered or also pearlized to reduce wear.
  • Tempering or pearlizing arise at the beginning and end area decarburization, resulting in lower strength this area lead to what in practice after a short time Commissioning for increased maintenance expenditure by the leads to so-called soft dents.
  • Both through the centerpiece blocks and through the wing rails are holes to be drilled, which is a high cost causes and on the other hand leads to rail breaks if the edges of the holes are not properly deburred.
  • the connecting the feed piece contact surfaces as free of play as possible with the tab chambers of the wing rails required high manufacturing costs.
  • the main culprit of the great Wear and the resulting relatively short lifespan is the much too great stiffness of the transfer area 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.
  • the primary object of the invention is the heart of the improve the type mentioned in that at lower manufacturing and material costs a longer service life and greater availability of the centerpiece is reached in the operating track.
  • the invention is based on the knowledge that the three Main components, namely two wing rails and one Centerpiece tip with regard to its mass or its moment of inertia be completely decoupled from each other can, if you look at the chucks and their screw eliminated.
  • This not only makes each of the three main parts (two wing rails and a centerpiece tip) completely decoupled from the other parts, but by omitting the lining pieces and screw connections becomes additional mass saved and thereby further reduces the moment of inertia.
  • the relative location of these three main parts in a horizontal Direction becomes one by vertically rising ribs Ribbed plate ensures between which the main parts kept essentially free of play (within narrow tolerances) become.
  • the vertical elastic fixation of the three Main parts are made by elastic tension clamps, which three main parts only vertically in the plate area stretch elastic.
  • the width of the groove is determined by the ribs the ribbed plate and the corresponding processing the feet and heads of the wing splints and the centerpiece tip guaranteed.
  • the ribbed panels in turn are on sleepers attached, preferably screwed. Because everyone the three main parts are completely free from the others can deform elastically vertically in the first place the previously very high impact on the transition from Wheel bandage from the wing rail to the tip or vice versa greatly reduced, so that the previous crush wear on the rigid centerpiece tip and the wing rails significantly reduced, mostly even completely eliminated becomes.
  • they are the centerpiece tip forming rail parts over the entire length the centerpiece tip in the head and foot area with each other welded control rails.
  • the inner areas of the wing rails and both outer foot sides the centerpiece tip by means of elastic clamps or similar clamped, preferably clamping forces of 10-15 kN can be reached per tension point.
  • Another great advantage of the invention is that very simple and economical disposal of the centerpiece tip or one or both wing rails.
  • Another particular advantage of the invention lies in the easy height adjustment of the driving surfaces of the two Wing rails, but also the centerpiece tip as compensation for vertical wear and also for hiking protection.
  • the adaptation of those previously used in tracks and switches Tension clamps of the usual one in Germany, for example Type "SKL" is no problem.
  • the Support points of the tension clamps are essentially the same Height in contrast to the usual SKL clamps, at where the two support points are at different heights.
  • 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 a total width of 24 mm with an air gap of 1 mm on each side of the rib.
  • the ribbed plates are widened so that they do not bulge concavely when braced, and "pump" during operation, convexly pre-formed and made from high-strength fine-grain steel.
  • the foot For heavy duty switches, the foot should only be in the inner plate area be narrowed a little for half the width of the ribs. Because the length of the rib is forged from one piece and is welded to the base plate, the corresponding Foot areas only by a maximum length of 120 mm notched.
  • the centerpiece and wing rails are clamped (SKL) elastic vertically with the ribbed plates of the sleepers connected.
  • the previous block unit made of a rigid core and wing rails are thus broken down into individual rails.
  • Each of these rails has one for itself Self-elasticity, so that the subject of the invention from the vibration and damping behavior practically how a normal track rail behaves.
  • the previously used Lining pieces are eliminated, 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, which go through the entire length of the centerpiece tip without welding butt and form the tip, are welded together in the shortest possible area on the head and foot. Welding processes such as gas pressure welding, CO 2 shielding gas welding, inductive pressure welding, electron beam welding or laser welding can be used here.
  • the centerpiece tip consists of two control rails like e.g. of the type UIC 60, which are in the area of the tips at their adjacent cutting head and foot areas adapted to the narrowing in the area of the tip geometry and on the head and foot of the tip thus formed by means of V longitudinal seams or other types of welded seams become.
  • the front area of the tip can also be made in one piece forged or cast molding and with the two frog tips welded together at the head and foot be welded.
  • each hiking protection side is divided into two parts executed with several contact surfaces in the longitudinal and Transverse direction, which is the longitudinal forces from the tip to the Transfer wing rail and vice versa. These forces are in the longitudinal direction, for example, about 600-800 kN. To bridge the height differences when the wing rail surfaces wear out be either additional or different thick liners under the wing rail feet used.
  • the two parts that belong together can be used for the purpose Height adjustment of the rails perpendicular to each other move.
  • a small The play between the contact surfaces can reduce transmittable longitudinal rail forces.
  • Also in Rail cross direction can move through contact surfaces be limited with movement play.
  • the comb-like parts of the hiking protection can also be trapezoidal.
  • Fig. 1 shows a plan view of a heart after the Invention.
  • the two control rails 4 and 5 together form the centerpiece tip 3 are up to the theoretical The focal point extended and in the front area welded to the head and foot as the centerpiece tip 3.
  • the frog tip 3 are also forming Track grooves 11 each have a wing rail 1 and 2 arranged.
  • the rail parts mentioned lie on ribbed plates 246-253 or 223 on (These numbers refer to those of nomenclature used by Deutsche Bahn AG).
  • the heart parts are like wing rails 1 and 2 and centerpiece tip 3 do not have Lining pieces and screw connections rigidly connected to each other, but are each by clamps 26, 27, 28 or 29 on the respective rib plate 246-253 and 223 vertically elastically tensioned.
  • the wing rails are in detail 1 and 2 on the outside in a conventional manner Clamps 26 clamped, these clamps for example conventional tension clamps of the type SKL 12 can.
  • each tip wing rail tension in the form of Clamps 28 are provided, which are on the one hand on the Foot of the wing rail and on the other hand on the foot of the Support the centerpiece tip.
  • the centerpiece in which the top rails in the larger Distance from each other is an internal peak tension in the form of a clamp 29 provided on the after on the inside facing feet of these two tips.
  • All rail components are therefore vertically elastic braced against the ribbed plates, but apart from each other decoupled.
  • Each of the three main parts (two Wing rails and a centerpiece tip) completely free swing from the remaining parts and move vertically and deform elastically horizontally. This is the impact hit at the transition of the wheel bandage from the wing rail to the centerpiece tip and vice versa by the existing one Individual elasticity greatly reduced, so that the previous one Pinch wear practically no longer occurs.
  • a hiking protection 30 is provided here is arranged between the rib plates 250 and 251, alternatively, however, also between the rib plates 249 and 250 can be arranged.
  • the hiking protection 30 is in In connection with FIGS. 8 to 14 explained in more detail.
  • the hiking protection works only in the longitudinal direction of the rail, so avoid one vertical coupling of the main components, so that also in the area of inertia is not increased in this area.
  • This Hiking protection 30 is on the webs of the frog tip 3 and the respective wing rail 1 or 2 screwed. Accordingly, these wing rails or the tip in this area bores 31 and 32, respectively, which are shown in FIG are recognizable.
  • Fig. 2 shows a side view of the frog tip 3 with the milled tip area 6.
  • Fig. 2 shows a side view of the frog tip 3 with the milled tip area 6.
  • Fig. 3 shows a side view of the wing rail 1, wherein 1, 2 and 3 with respect to the relative Position of the main parts in the longitudinal direction of the rail are shown aligned.
  • the wing rail 1 in the area between the two points 35 compared to the ride height of the Centerpiece tip is slightly elevated, accordingly the taper of the wheel bandages, so that the wheel at the transition from the centerpiece tip to the wing rail and vice versa is neither lowered nor raised.
  • the SO height (rail surface) the wing rail is through the thinner line 36 shown between points 35 compared to the Driving surface 37 of the wing rail is flat (horizontal).
  • Fig. 4 shows a section along the line A-A on the plate 249 of FIG. 1.
  • the frog tip points in this area 3 still largely up to their full height and still wearing part of the wheel load.
  • the two continuous tip rails 4 and 5 are welded together at the head and foot by means of CO 2 protective gas welding.
  • Rib plate 249 has two vertically raised ribs 39a and 39b and two side, lower than that Ribs 40 and 41.
  • the distance between the ribs 40 and 39a or 39b and 41 corresponds to that at this point existing width of the foot 16 of the wing rails 1 and 2, at most a very small game of maximum 0.5-1 mm is present, so that the foot 16 of the two Wing rails 1 and 2 between the respective ribs 40 and 39a or 41 and 39b in the direction transverse to the longitudinal axis of the rail is fixed.
  • the two wing rails 1 and 2 stand on intermediate layers 42 which have a thickness of, for example Have 9 mm and are preferably made of elastic material.
  • the two inner feet of the wing rails become wise 1 and 2 by an inner wing rail bracing 28 stretched against the ribbed plate 249, with the middle Ribs 39a and 39b also have a hook screw with nut 45 is attached, via which the clamping 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 centerpiece tip essentially at the same level.
  • Fig. 4 From Fig. 4 it can also be clearly seen that the two Wing rails 1 and 2 in the vertical direction completely are decoupled from each other and thus free from each other can swing or bend elastically.
  • the outer tension clamps 26 are conventional Clamping elements such as those used by Deutsche Bahn AG can be used under the name SKL 12.
  • the Tension clamps 28 for the inner bracing has in the Top view of Fig. 5 is essentially the same shape as the clamping clamp 26. In the cross section of FIG. 4 differs however, it is characterized by the fact that both sides are on essentially the same height on the inner rail feet 16 of the two wing rails and the centerpiece tip lie on.
  • FIG. 5 shows a corresponding top view of the area the ribbed plate 249.
  • the ribbed plate has four Ribs analogous to plate 248, i.e. the two outer ones lower ribs 40 and 41 and the two inner, higher ones Ribs 39a and 39b.
  • the two forming the centerpiece tip 3 Top rails, i.e. control rails 4 and 5, are welded together on the head and foot and have feet 49 pointing outwards, on which inner wing tip rail tension that are supported here are also designed as tension clamps, different from the However, clamps 28 differ in that the support is lower on the feet 49 of the centerpiece tip 3 than the support on the feet 16 of the wing rails 1 and 2.
  • 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 as well a central rib 52 that is between the tip rail 4 and the top rail 5 and these two top parts holds at a distance from each other transversely to the longitudinal direction of the rail.
  • the tension clamps for the inner Wing tip rail bracing 28 designed so that they have the same support height on both sides. It can in principle use the same clamps be, as with the inner wing rail tensioning Fig. 4 and 5. It should also be noted that the two Wing rails in the subject matter of the invention already after Plate 251 ends as is known in the art only end behind plate 253. The shortening was due to the much greater horizontal elasticity of the two wing rails only braced at the base.
  • FIG. 7 shows a top view of the section of FIG. 6.
  • the transition area from the welded Part of the centerpiece tip 3 (weld 51) to the Control rails 4 and 5 can be seen as well as the narrower rib 52.
  • the hiking protection 30 shows a first variant of the hiking protection 30 with five screws (see Fig. 1) in the plan view below Omission of the top and wing rail heads, which in the Area of the centerpiece tip between the rib plates 250 and 251 lies in an area in which the two Tip rails already welded together at the head and foot are.
  • the hiking protection 30 consists of two pairs of hiking protection elements 57 and 58, of which the exterior with the Wing rail 1 or 2 and the interior 58 on the associated Centerpiece tip 3 is clamped.
  • the attachment takes place preferably by means of HV screws 59 through the bore 32 (Fig. 3) of the wing rail go through as well Screws 60 through holes 31 of the two top rails Go through 4 and 5.
  • Both hiking protection elements 57 and 58 of a pair each have one in the tab chamber 18 the wing rails 1 and 2 or the tab chamber 61 of the Tip rails 4 and 5 protrude parallel to base 62 of the respective web of the rail or 63, by the assigned screw 59 or 60 into the tab chamber and against the web of the rail is tense.
  • each hiking protection element 57 and 58 perpendicular to the longitudinal axis of the rail horizontally from stop elements 64 projecting from the base body 62 or 63 and 65 on, in the longitudinal direction against each other are offset so that the stop elements 64 and 65 one Couple 57, 58 intermesh like a comb and thus in the longitudinal direction of the rail Stops against a relative longitudinal displacement of the adjacent rails 1.4 and 5.2 form.
  • the stop elements are accordingly shaped so that when Lay the rails in the track first the top rails 4 and 5 with screwed-on hiking protection elements 58 the ribbed plates are put on and then the wing rails with the screwed-on hiking protection elements 57 be lowered vertically from above, then the Interlocking stop elements 57 and 58 intermesh and the relative orientation of the rails in their longitudinal direction to ensure.
  • the stop elements 64 or 65 of the respective hiking protection elements 57 and 58 form how 9, one to the opposite rail open pot 73 to insert the screw 59 and the To ensure the inclusion of the screw head.
  • the stop elements As best in the left part of Fig. 8 and above all Fig. 9 can be seen, vertical wall sections G7 and 68, which mesh and therefore a stop in the direction perpendicular to the longitudinal axis of the rail in the y direction form. These vertical wall sections 67 and 68 run only about half of that perpendicular to the longitudinal axis of the rail measured length of the stop elements 64 and 65 and begin at the free end of the stop elements. The run on the vertical connected to the control rails 4 and 5 Stop elements 67 from bottom to top, i.e.
  • the adjacent rails 1 and 4 and 5 and 2 connected to one another via the hiking protection elements there is no rigid coupling such as like with the conventional feed pieces, but the Rail parts can each independently bend vertically, move or swing and are thus regarding the moment of inertia in the vertical direction completely decoupled from each other, especially the arrangement with their main mass near the neutral x-axis is provided.
  • Each hiking protection element 57 and 58 has stops 64 and 65, which have recesses 75 between them, which pick up opposite stop 64 or 65, so that the hiking protection elements intermesh like a comb.
  • Stops 64 and 65 have a cylindrical opening 73, in the bottom of a bore 74 for the passage of the Fastening screw is present.
  • the two ends Stops of each hiking protection element 57 and 58 are vertical extending legs 67 and 68, which also interlock (see section a-a), whereby the wing rail and the centerpiece tip also in the direction transverse to the longitudinal axis of the rail, i.e.
  • Fig. 12 shows a variant of hiking protection with each three screws in a cut top view.
  • the hiking protection from two pairs of hiking protection elements 57 and 58 of which the outer 57 by means of three screws to the web of the wing rail 1 or 2 and the inner 58 also by means of three screws 60 on the webs 4 and 5 of the control rails forming the frog tip braced is.
  • the webs mentioned each have holes for receiving of the screws.
  • the one attached to the wing rail 1 or 2 Hiking protection element 57 has two in the longitudinal direction of the rail offset teeth 93 and 94, while the traveling protection element attached to the control rail 4 58 two pairs of teeth 95, 96 and 97, 98 has the tooth 93 or 94 between them take up. 12 are the Teeth 93 and 94 in plan view trapezoidal with widened Root of the teeth, causing the teeth greater forces be able to record. The gap between teeth 95 and 96 or 97 and 98 is correspondingly trapezoidal, so that the hiking protection elements with little play (2-3 mm) into each other to grab.
  • Fig. 13 differs from that of Fig. 12 in that the teeth 93-98 in plan view have a rectangular profile, which is why the hooks are omitted.
  • FIGS. 15a and 15b As from the sectional views of FIGS. 15a and 15b is recognizable are the individual teeth of a hiking protection element connected by webs 99 and 100, these webs are parallel to the driving level and are arranged offset to each other.
  • Fig. 15c shows a cross section of the hooks which have the transverse forces take up.
  • Fig. 14 illustrates as a section along the line I-I in Fig. 13 again the comb-like meshing of the Teeth 93-98 and the bridges 99 and 100.
  • FIG. 16 shows a top view
  • FIG. 17 shows a cross section a ribbed plate, as used in the invention is coming.
  • the embodiment shown here with four Ribs comes for the ribbed plates 250 and 251 of FIG. 1 in question, it being pointed out that in FIGS. 12 and 15 the ribs parallel to each other and at right angles to the edge of the ribbed plate while it is in the Practice (see Fig. 1) of course at an acute angle, under which the rails run must be aligned.
  • the ribbed plate consists of an elongated, rectangular one 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 as well 39b and 41 correspond to half the width of the foot outside, inside 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 centerpiece top rails.
  • They have further Rib plates have a bore 85 on each side which fastening screws (e.g. wooden sleeper screws 33 in Fig. 1 or push-through screws for concrete sleepers) inserted with the threshold for fastening can be.
  • Ribs 40 and 41 on the one hand and 39a, 39b on the other hand have different heights and carry different ones Height of the support points of the tension clamps.
  • Ribs have a cuboid body and are on the Plate 83 fixed, be it by welding or by a hole weld, for example by short cylindrical Pins 86, forged on the ribs, in Bores of the plate 83 are used.
  • FIG. 20 shows a cross section of two the frog tip forming control rails before "open” welding.
  • the cut is approximately between the rib plates 249 and 250 of FIG. 1.
  • the ones to be welded together Tip rails 4 and 5 are on each other facing surfaces of the rail head 15, the foot 16 and of the web 17 preprocessed, the rails here only on surfaces 52 in the head area and 53 in the foot area with one another be welded.
  • FIG. 20 and 21 is a so-called open Welding, in which those to be welded together Areas 52-52 and 53-53 a horizontal distance have in which an acetylene oxygen burner or an inductive heater 54 or 54 'is arranged for heating is.
  • 21 shows the frog tip after welding at the foot through the weld seam 56 and at the head through the Weld 55.
  • 22 and 23 show a representation similar to 20 and 21, however, for a closed pressure welding.
  • 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 by means of CO 2 inert gas welding according to the prior art.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Push-Button Switches (AREA)
  • Cosmetics (AREA)
  • Orthopedics, Nursing, And Contraception (AREA)
  • Apparatus For Radiation Diagnosis (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Prostheses (AREA)
  • Toys (AREA)
  • Details Of Garments (AREA)
  • Ceramic Products (AREA)
  • Stringed Musical Instruments (AREA)
  • Scissors And Nippers (AREA)
  • Treatment And Processing Of Natural Fur Or Leather (AREA)
  • Tumbler Switches (AREA)
  • Drawers Of Furniture (AREA)
  • Professional, Industrial, Or Sporting Protective Garments (AREA)
  • Electrophonic Musical Instruments (AREA)
  • Numerical Control (AREA)
  • Switches That Are Operated By Magnetic Or Electric Fields (AREA)
  • Railway Tracks (AREA)
  • Ladders (AREA)
  • Connection Of Plates (AREA)
  • Escalators And Moving Walkways (AREA)
  • Window Of Vehicle (AREA)
  • Breeding Of Plants And Reproduction By Means Of Culturing (AREA)
EP97940107A 1996-08-21 1997-08-21 Herzstück für weichen und kreuzungen Expired - Lifetime EP0920554B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19633694 1996-08-21
DE19633694 1996-08-21
PCT/EP1997/004561 WO1998007928A1 (de) 1996-08-21 1997-08-21 Herzstück für weichen und kreuzungen

Publications (2)

Publication Number Publication Date
EP0920554A1 EP0920554A1 (de) 1999-06-09
EP0920554B1 true EP0920554B1 (de) 2000-12-13

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP97940107A Expired - Lifetime EP0920554B1 (de) 1996-08-21 1997-08-21 Herzstück für weichen und kreuzungen

Country Status (18)

Country Link
US (1) US6340140B1 (da)
EP (1) EP0920554B1 (da)
AT (1) ATE198085T1 (da)
AU (1) AU4206397A (da)
CA (1) CA2263689C (da)
CZ (1) CZ294025B6 (da)
DE (1) DE59702767D1 (da)
DK (1) DK0920554T3 (da)
ES (1) ES2155698T3 (da)
HU (1) HU222386B1 (da)
NO (1) NO312556B1 (da)
PL (1) PL187792B1 (da)
PT (1) PT920554E (da)
RO (1) RO119241B1 (da)
SI (1) SI9720055A (da)
SK (1) SK20899A3 (da)
TR (1) TR199900343T2 (da)
WO (1) WO1998007928A1 (da)

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DE102021106050A1 (de) 2021-03-12 2022-09-15 Voestalpine Railway Systems GmbH Herzstück
DE112013000862B4 (de) 2012-02-06 2023-01-26 Voestalpine Bwg Gmbh & Co. Kg Gleisabschnitt für eine Schiene sowie Verfahren zu Erhöhung der elastischen Lagerung

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DE10015522B4 (de) * 2000-03-30 2012-03-29 Bwg Gmbh & Co. Kg Rillenschienenherzstück sowie Verfahren zur Herstellung eines solchen
DE10159516C5 (de) * 2001-06-05 2010-08-05 Josch Strahlschweißtechnik GmbH Verfahren zur Herstellung einer starren Herzstückspitze
MD3969G2 (ro) * 2008-06-12 2010-06-30 ДОЛГОПОЛОВ Владимир Procedeu de confecţionare a acului macazului de cale ferată
US8424813B1 (en) 2011-01-25 2013-04-23 Cleveland Track Material, Inc. Elevated frog and rail track assembly
US8556217B1 (en) 2011-05-24 2013-10-15 Cleveland Track Material, Inc. Elevated frog and rail crossing track assembly
CN102864701B (zh) * 2012-10-26 2015-07-29 大连铁联铁路器材制造有限公司 合金钢加强辙叉
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NO990804D0 (no) 1999-02-19
RO119241B1 (ro) 2004-06-30
NO990804L (no) 1999-04-21
AU4206397A (en) 1998-03-06
ES2155698T3 (es) 2001-05-16
HUP9903105A2 (hu) 1999-12-28
CZ294025B6 (cs) 2004-09-15
SI9720055A (sl) 1999-06-30
SK20899A3 (en) 2000-03-13
WO1998007928A1 (de) 1998-02-26
PL187792B1 (pl) 2004-10-29
EP0920554A1 (de) 1999-06-09
TR199900343T2 (xx) 1999-04-21
DE59702767D1 (de) 2001-01-18
CZ52699A3 (cs) 1999-06-16
PL331650A1 (en) 1999-08-02
ATE198085T1 (de) 2000-12-15
PT920554E (pt) 2001-06-29
DK0920554T3 (da) 2001-04-17
CA2263689C (en) 2003-12-16
HUP9903105A3 (en) 2001-08-28
NO312556B1 (no) 2002-05-27
US6340140B1 (en) 2002-01-22
HU222386B1 (hu) 2003-06-28
CA2263689A1 (en) 1998-02-26

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