EP0920554B1 - Frog for point switches und crossings - Google Patents

Abstract

The rigid frog for switch points and crossings with two wing rails (1, 2) and a frog point (3, 6, 4, 5) arranged therebetween, which forms with the wing rails switch openings (11) that run at an acute angle relative to each other, is characterized in that the frog point and the wing rails are elastically joined by anchor clamps on each foot side to ribbed plates (247-253). The previous unit of a rigid frog with wing rails and HB bolted point is thus resolved to individual rails. The individual rails each have their own intrinsic elasticity so that the frog behaves like a normal rail in the track in terms of oscillation and damping behavior. The previously used filling plates are no longer required. Beneath the rails are plates with which a height adjustment, especially of the wing rails (1, 2), can be effected, so that wear of the traversed surface of the wing rails can be compensated for in terms of height by changing the thickness of the spacers. The spacers (42, 43) can be elastic. Transverse to the longitudinal axis of the rails, the rail parts are secured essentially without play by ribs (39, 39a, 39b, 40, 41). In order to rule out longitudinal shifting of the point relative to the two wing rails, a correspondingly designed rail anchor is arranged in the region of the wing rail ends (FIG. 1).

Description

The invention relates to a centerpiece for switches and crossings according to the preamble of the claim 1. Such a heart is known from EP 0 282 796. As is the case with all known frogs, the wing rails by lining pieces at a distance from the Centerpiece tip held to the width of the flange groove ensure. To be certain at this heart To ensure elasticity of the individual components, 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. Only 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. Around the two unwelded rail parts to keep the centerpiece tip in a defined position to each other, 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.

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.

Generally, simple, rigid frogs are in turnouts the places where the inside wheel flange the two driving surfaces in the intersection area to the cuts through easily. The wheel bandages are so wide that these are the groove width and the straight cover the still stable tip width of the frog tip. With this free passage of the flange, the Wheel bandage that transfers the wheel load, the overflow itself crossing driving surfaces without destroying the narrow ones Enable centerpiece tip without any problems.

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. These today as HV fittings (high-strength braced Fittings) the rigid simple frogs point next to the very high manufacturing and maintenance costs still other essential technical deficiencies, which affect in particular the Impact lifespan very disadvantageously. 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. To the welding cross section of the weld both tips consisting of solid rails To be able to, both the main tip and the sample tip cutting, in critical areas mostly up to half be milled off. Before welding these two together 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. Mostly 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.

In addition, 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. At the 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.

From DE 33 39 442 C1 it is also known the centerpiece tip in the area of greatest wear, in particular to provide a recess in the initial area, in the centerpiece insert made of manganese hard steel is firmly used. The manganese high carbon steel is made by a Press fit held by a low temperature shrink process will be produced. This procedure extends the lifespan of the frog tip is very expensive and expensive and creates a practically inelastic Centerpiece tip.

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. In the EP 0 282 796 has already recognized that these problems can be solved by greater elasticity than before can, i.e. through a relative vertical displacement between the centerpiece tip and wing rail, so only a small amount Forces in the weak area of the frog tip and high Catch forces in areas of larger rail cross-section to be able to. The fact that both wing rails still are rigidly coupled to each other via the centerpiece tip, their moment of inertia is still relatively high. Further is the centerpiece tip there to achieve a bending rod function stored like a cantilever, i.e. their free end can be deflected vertically while the rear area is rigidly fixed. This will be the front area of the frog tip bent down when driving and the Drive area in the area of the fixation on train claimed becomes what after a short period of operation to rail breaks led.

Comparing the inertia, i.e. the moment of inertia of the Transfer area of two wing rails, two lining pieces and possibly also the full rail tip, so you can easily notice that such a transfer area as a rigid block acts, which due to its stiffness crushes caused in the impact area. Considered one still knows that railway wheels are never exactly what possibly due to the high rigidity of the point of impact in the case of simple vehicles driven with a sharp or blunt traffic Frogs is caused, it is clear that a another major cause of wear. To this vertical Pinch wear on the centerpiece tip and the wing rails to be able to eliminate in operation are in the Practice in the track both the top and the wing rails welded overlay. Often this build-up welding not carried out properly, especially if not is preheated high enough so that the heart is already after a short period of time due to the formation of martensite breaks and therefore must be replaced often.

Also the horizontal stiffness due to the very high Moment of inertia of the entire core around the y-axis corresponds to a multiple of a simple rail the wheel handlebars too much. Actually, should Reduction of wear on the wheel handlebars of the wing rail especially when starting off with the back of a wheel be horizontally elastic.

In terms of tracking technology, today's core elements have it the biggest defect that the wing rails do not match the taper of the treadmill shape is excessive. Thereby the axle of the wheel set is the same when driving over a corner high wing rails lowered considerably vertically and accelerated strongly vertically. The wheel contact point moves the wheel bandage further away from the driving edge to smaller diameters of the bandage, which is essential lower circumferential speed of the wheel on the frog side As a result, the wheel inside the wheel of a wheel set by pulling towards the wheel handlebar of the wheelset on one larger diameter of the wheel contact point runs. This Phenomenon can also be described as paradoxical, since in the Bow outside wheel on a much smaller one Diameter than the wheel running on the inside of the bend runs, caused by the wheel handlebar.

Because today's centerpiece counter to the direction of travel when driving into a pointed slope is lowered, the wheelset is in transition from Wing rail on the rigid centerpiece tip next to the sudden change from the small diameter of the wheel contact point on the larger, i.e. to much higher peripheral speeds also opposite to the previous one Direction of acceleration, namely not downwards, but "catapulted" diagonally upwards. This is for both the wheelset and the point of impact the bottom of the rigid centerpiece tip plastic contusions of the top and probably the reason why the Wheel bandages.

As for the elasticity of the previous centerpiece construction It can be said that this has also been the case for over 100 years used centerpiece, mostly cast from high manganese steel, but also the screwed heart, practically like a stiff block, like a foreign body, in the switch lies. An approximately adequate elastic construction, which are based on the elasticity of the control rail shouldn't exist. Mostly screwed The heart of the transition area is still on a threshold, which further increases the rigidity. To do this in this Area also arranged the lining pieces, so that the Moment of inertia around the X axis, that for the elastic vertical deflection of the centerpiece tip is decisive, in the impact cross-section about more than five times one Control rail is. Behaves similarly or worse there is an overflow from the wing rail to the frog tip with cast heart pieces and worse this is the case with block frogs, because there the moment of inertia not just five times, but often more than is ten times a normal control rail.

• zu große vertikale und horizontale Steifigkeit, also zu geringe Vertikal- und Horizontal-Elastizität;
• sehr große Materialverschwendung;
• Verschwendung von Resourcen;
• zu geringe Verfügbarkeit von starren Herzstücken;
• zu hohe Unterhaltskosten;
• zu hohe Neupreise;
• keine einfach zu korrigierende Überhöhung;
• unsachgemäße Verbindungs- und Auftragsschweißungen

und vieles andere mehr wird durch die vorliegende Erfindung vermieden.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 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.

This object is achieved by the specified in claim 1 Features resolved. Advantageous refinements and developments the invention are the subclaims remove.

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.

According to a development of the invention, 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.

According to a development of the invention between the respective foot of the wing rails or the centerpiece tip and the contact surface on the ribbed plates is a special one elastic liner inserted. This allows everyone to three main parts for themselves with a corresponding natural frequency swing, which increases the elasticity and thereby improves driving comfort and the lifespan significantly extended.

According to a further development of the invention elastic intermediate layers additional different thickness Intermediate layers possible. This can be done by additional Paste these liners with a specific one Thickness under the respective foot area of the wing rail or the centerpiece tip easily the larger one you want Set the height of the overflow surface very precisely. Also a wear can be compensated by without a build-up welding with subsequent Re-profiling of the driving surface in the area of surfacing must be made. This will Maintenance effort significantly reduced and above all the availability of the subject of the invention becomes almost increased to 100% of the lay time in the operating track.

According to the prior art, only the Outside foot areas of the wing rails by means of tension clamps or other bracing elements in relation to the ribbed plates vertically elastic clamped, the clamping forces a maximum of 10-15 kN per tension side.

After a further development of the invention 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. With that, the three areas: centerpiece tip and two wing rails alone as tense as the whole thing used to be rigid centerpiece. Because of this advantage, the necessary hiking protection, which is a relative shift the wing rails and the frog tip in the longitudinal direction of the rail should prevent, much more economical and also be easier. Such protection is in the subclaims and the description below described in more detail.

In the event of total wear or breakage of a wing rail and / or the frog tip can each of these items be replaced easily and quickly for yourself, what the availability of the subject of the invention in Operating track significantly increased.

The previous length of stay of rigid, heavily loaded, Experience has shown that simple frogs lie depending on the load at 3 to 4 years, sometimes a little higher. In the Invention, the lay time is increased significantly since it is neither in the construction still in the welding of the two Weak spots forming the centerpiece tip there, so that the total price of a new purchase compared to the current state steps into the background.

Another great advantage of the invention is that very simple and economical disposal of the centerpiece tip or one or both wing rails.

Shunting systems, mostly for economic reasons having rigid, simple frogs often lie in the Close to housing developments. Due to the completely elastic Supported bases of the wing rails and the Centerpiece tip is achieved that the sound emission strong is reduced.

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. In the invention are 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. To the manager especially when traveling between arches the two wing rails and the two top rails but also between the centerpiece tip and the two wings to reduce the three main components in the area of the respective bases vertically elastic with light modified clamps clamped. Since both between the two wing rails, the two top rails and also between the two wing rails and the frog tip there are essentially equally high foot areas the known tension clamps are modified so that the two support areas are at the same height. This eliminates the expensive, the rigidity of the heart significantly increasing pieces of feed.

To a centerpiece according to the invention in no time Being able to install it on a construction site becomes the centerpiece fully assembled with the corresponding ribbed plates delivered to the construction site. This allows one in all Concerned optimized simple, rigid heart without problems can be installed in no time. Spare parts like that both wing rails and the frog tips can open Bearings are kept so that in no time almost 100 percent without major warehousing Availability of the object of the invention for railway operations given is.

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 a total width of 24 mm with an air gap of 1 mm on each side of the rib. Since the stability of the centerpiece tip depends solely on the width of the rail foot in the plate area, 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.

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.

For lightly used frogs (such as local transport) can the two feet according to the proportionate rib width planed or milled over their entire length what an inexpensive manufacture means.

The main aspects and advantages of the invention will be summarized again as follows:

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.

In the wheel transition area from the tip to the wing rail and vice versa, the latter is exaggerated so that the difference in height of today's conical tread pattern becomes.

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.

Because through the wing rail and the centerpiece tip Temperature and braking influence large forces in the longitudinal direction must act, a so-called hiking protection between these three main parts are provided, one of longitudinal walking with relative displacement between the centerpiece tip and Avoids wing rails. This hiking protection is as possible installed close to the wheel crossing with the special feature, that each bridge of the wing rails and the centerpiece tip is individually screwed with high-security parts.

The setting of different wing rail heights is necessary to prevent wear on the rail heads Wing rails especially in the wheel transition area balance. Between screws and the enlarged Drill holes in the rail webs for hiking protection Eccentric bushings provided. The hiking protection is then closed each side in one piece.

According to a variant, 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. You can use several contact surfaces in Longitudinal direction transmit large forces that multiple are larger than the usual hiking protection devices for switch tongues According to the state of the art. 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.

In the following, the invention is illustrated by means of exemplary embodiments more detailed in connection with the drawing explained.

Fig. 1:

eine Draufsicht auf ein Herzstück nach der Erfindung;

Fig. 2:

eine Seitenansicht der Herzstückspitze nach Fig. 1;

Fig. 3:

eine Seitenansicht der Überlauffahrflächenhöhe der beiden Flügelschienen nach der Erfindung bei dem Herzstück der Fig. 1;

Fig. 4:

einen Schnitt längs der Platte 249 der Fig. 1;

Fig. 5:

eine Draufsicht auf die Schnittdarstellung der Fig. 4 (an der Platte 249);

Fig. 6:

einen Schnitt längs der Platte 251 der Fig. 1;

Fig. 7:

eine Draufsicht auf die Schnittdarstellung der Fig. 6;

Fig. 8:

eine Draufsicht auf einen Teil des Herzstückes nach der Erfindung mit einer Wanderschutzvorrichtung nach einer ersten Variante der Erfindung;

Fig. 9:

einen Schnitt längs der Linie B-B der Fig. 8;

Fig. 10:

einen Schnitt längs der Linie C-C der Fig. 8 durch den Wanderschutz nach der ersten Variante der Erfindung;

Fig. 11:

verschiedene Ansichten und Schnittdarstellungen nach der ersten Variante des Wanderschutzes;

Fig. 12:

eine geschnittene Draufsicht auf einen Teil des Herzstückes nach einer zweiten Variante eines Wanderschutzes nach der Erfindung;

Fig. 13:

eine geschnittene Drausicht auf einen Teil des Herzstückes nach einer dritten Variante eines Wanderschutzes nach der Erfindung;

Fig. 14:

einen Schnitt längs der Linie I-I der Fig. 13;

Fig. 15a bis 15c:

Schnitte längs der Linien F-F, G-G bzw. H-H der Fig. 13;

Fig. 16:

eine Draufsicht auf eine bei der Erfindung verwendete Rippenplatte;

Fig. 17:

einen Schnitt längs der Linie E-E der Fig. 16;

Fig. 18:

eine Seitenansicht einer inneren Rippe der Rippenplatte der Fig. 16 und 17;

Fig. 19:

eine Seitenansicht einer äußeren Rippe der Rippenplatte der Fig. 16 und 17;

Fig. 20:

einen Querschnitt zweier einer Herzstückspitze bildenden Schienenteile während des Vorwärmprozesses bei einer offenen Preßschweißung;

Fig. 21:

einen Schnitt ähnlich Fig. 20 jedoch nach Beendigung der offenen Preßschweißung;

Fig. 22:

einen Schnitt ähnlich Fig. 20 zweier eine Herzstückspitze bildenden Schienenteile während des Vorwärmprozesses bei einer geschlossenen Preßschweißung;

Fig. 23:

einen Schnitt nach Fig. 22 nach Beendigung der geschlossenen Preßschweißung.

It shows:

Fig. 1:

a plan view of a centerpiece according to the invention;

Fig. 2:

a side view of the frog tip of FIG. 1;

Fig. 3:

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

Fig. 4:

a section along the plate 249 of Fig. 1;

Fig. 5:

a plan view of the sectional view of Figure 4 (on the plate 249).

Fig. 6:

a section along the plate 251 of Fig. 1;

Fig. 7:

a plan view of the sectional view of Fig. 6;

Fig. 8:

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 BB of Fig. 8;

Fig. 10:

a section along the line CC of Figure 8 by the hiking protection according to the first variant of the invention.

Fig. 11:

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

Fig. 12:

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

Fig. 13:

a cut plan 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;

15a to 15c:

Sections along the lines FF, GG and HH of Fig. 13;

Fig. 16:

a plan view of a ribbed plate used in the invention;

Fig. 17:

a section along the line EE of Fig. 16;

Fig. 18:

a side view of an inner rib of the rib plate of Figures 16 and 17.

Fig. 19:

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

Fig. 20:

a cross section of two core parts forming rail parts during the preheating process in an open pressure welding;

Fig. 21:

a section similar to Figure 20 but after completion of the open pressure welding.

Fig. 22:

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

Fig. 23:

a section of FIG. 22 after completion of the closed pressure welding.

Identify the same reference numerals in the individual figures same or functionally corresponding parts.

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. On both sides 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).

In contrast to the prior art, 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. In the area where the wing rails are directly opposite, i.e. on the ribbed plates 246 and 247 is an inner wing rail tension in Form of a tension clamp 27 provided on the after inside facing feet of the opposite Wing rails 1 and 2 presses. In the areas where the Wing rail is opposite the frog tip 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. In the unwelded area 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.

Since the main parts essentially only by friction between the rail foot and the ribbed plates of the tension clamps must be ensured that the main parts are not or only relative to each other can shift to such an extent that the track groove 11 is maintained in sufficient width. Around a relative shift between frog tip 3 and the wing rails 1 and 2 in the longitudinal direction of the rail prevent, 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. Next is the between transfer area 34 lying on plates 248 and 249 recognize in which the tread of the frog easily and is lowered relatively briefly.

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.

Finally, it can be seen in Fig. 1 that all the rib plates 246-253 and 223 via threshold screws 33 not shown thresholds are screwed.

So that the individual rails are transverse to the longitudinal direction of the rails cannot move, are on the ribbed plates vertical ribs are provided between them the rail parts essentially free of play (in narrow Tolerances). In practice, this is Play only about 0.5-1 mm maximum. In detail, these are Ribbed plates in connection with Figs. 12-15 in more detail described.

Finally, in connection with FIG. 3, it was still important noted that 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. Next is between the liner and the bottom of the foot an additional intermediate layer 43 inserted with compared to the above-mentioned canting of the wing rail 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 wears out a thicker liner will be replaced, making the previous build-up welding described above for Repair of the running surface of wing rails 1 and 2 not applicable.

The outwardly facing parts of the rail feet 16 'are via conventional tension clamps 26 vertically elastic braced against the top 38 of the rib plate. For this purpose, a hook screw is on the outer ribs 40 and 41 44 attached by means of a dovetail attachment. A stands from the screw holder Threaded bolt from which a nut 45 with washer 46 is screwed, causing the tension clamp 26 on the one hand opposite the ribbed plate 249 and on the other hand opposite the outward-pointing foot 16 'of the respective wing rail 1 or 2 is clamped. 4 is also clearly too recognize that the clamp 26 on different Heights on the ribbed plate and the foot rests. More like that 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.

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. As already mentioned, 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.

5 shows a corresponding top view of the area the ribbed plate 249. Again, 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.

It should be noted that in the area of the ribbed plate 249 the two wing rails 1 and 2 by a thick additional intermediate layer 43 are further inflated, what by the line 37 (Fig. 4), the height of the tread (SO) the wing rails 1 and 2 and the opposite downwardly displaced tread 36 of the frog tip 3 is clarified.

6 shows a section through the fin plate 251, So in an area in which the control rails 4 and 5 from the separated tip area straight into the welded Pass over the area of the frog tip, which is caused by the Weld 51 of FIG. 7 is identified. 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. Because in this area the outer feet of the top rails 4 and 5 largely the normal rail profile of the Have control 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. Here in particular is 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.

8 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. Furthermore, 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.

To also the distance between the rails and thus the width of the To ensure the track groove, 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. from the rail foot towards the rail head, while the other way around the wing rail 1 or 2 connected vertical wall sections 68 from top to bottom, i.e. from the rail head run to the rail base to allow the wing rails with their hiking protection elements from above can be used.

Although 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.

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 pick up opposite stop 64 or 65, so that the hiking protection elements intermesh like a comb. Those protruding from the respective base body 62 and 63 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. held together in the y direction thereby securing the rails against tipping becomes. Nevertheless, what needs to be emphasized here in particular no coupling is given in the vertical direction, so all Rails, i.e. the centerpiece tip and the two wing rails free vertically with respect to the other rails can move and in this respect only the moment of inertia of the single rail, which is the vertical elasticity very increased, effective.

Further details are readily available to the person skilled in the art 9 to 11 can be seen.

Fig. 12 shows a variant of hiking protection with each three screws in a cut top view. Here too 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. Here too, both have hiking protection elements 57 and 58 of a pair, one each in the link chamber of the Wing rails or the top rails protrude, extending parallel to the respective web of the rail Basic body 62 or 63, from which teeth 93-98 protrude, which serve as stop elements and mesh like a comb. 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. Because when in the longitudinal direction of the rail acting forces through the trapezoidal shape of the teeth also one that runs transversely to the longitudinal direction of the rail Force component occurs at both ends of a pair of hiking protection elements 57, 58 interlocking hooks 67, 68 are provided, which absorb these transverse forces.

The variant of 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.

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. In the illustrated Embodiment is the web 99 with the frog tip connected hiking protection element 58 above the Web 100 of the hiking protection element connected to the wing rail 57. So that the centerpiece of already Wing rail attached to the track inserted from above become.

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 and 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.

The 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.

18 and 19 show side views of the ribs 39a or 41. All ribs have an in on their top 87 the top view of FIG. 17 rectangular opening 88, the down towards plate 83 to a dovetail shape Recess 89 widened. About this dovetail-shaped Recesses 89 become the dovetail screw mounts 44 (Fig. 4) on the ribbed plate held.

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. In the exemplary embodiments in 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. These burners or warmers turn them into welding surfaces heated to welding temperature. Then the burners or warmers 54 and 54 ' removed from this area, for example swung out and the two rail areas are pressed against each other, which then results in weld seams 55 and 56. This open Pressure welding is characterized by a relatively small size Sweat bulge. It is further achieved that the two Rail webs 17 are relatively close together and her Distance 56 'is only about 3-4 mm maximum, which makes the Stability especially in the front tip area of the Centerpiece tip 3 is significantly increased.

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 heating units 54 and 54 'are above the head 15 and below the foot 49 of the top rails 4 and 5 arranged, and the surfaces to be welded together 52 and 53 are against each other with a certain form pressed. After the preheating has taken place and the Press pressure drops due to material softening the welding process is started automatically.

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.

From Fig. 23 it can be seen that the weld bead 56 at closed welding turns out slightly larger than that of the open pressure welding. On the outside of the head and this sweat bead is removed from the foot, for example by grinding what is already in the illustration of FIG. 23 is done.

Claims (17)

1. Rigid frog for switch points and crossings with two wing rails and a frog point arranged therebetween, which forms with the wing rails switch openings that run at an acute angle relative to each other for free passage of the wheel flange of a wheel, wherein the two wing rails and the frog point lie on a ribbed plate with vertically protruding ribs, between which the foot of the wing rails and the foot of the frog point are arranged, characterized in that the wing rails (1, 2) and the frog point (3, 4, 5, 6) are secured elastically and vertically by vertical elastic anchor clamps (26, 27, 28, 29) to the rib plates (247-253) and in that the relative horizontal position of the wing rails (1, 2) and the frog points (3, 4, 5, 6) and thus the width of the switch opening (11) is ensured exclusively by the ribs (39, 39a, 39b, 40, 41), between which the feet of the wing rails and the frog point are secured with almost no play.
2. Frog according to Claim 1, characterized in that the wing rails (1, 2) and the frog point (3, 4, 5, 6) are each positioned on spacers (42, 43), which are arranged between the foot of the corresponding rail and the ribbed plate (247-253).
3. Frog according to Claim 2, characterized in that the spacers (42, 43) are particularly elastic by an elastomer design.
4. Frog according to Claim 2 or 3, characterized in that the wing rails (1, 2) in the region of traversal of the wheel are cambered from the frog to the wing rail and vice versa relative to the rail surface height, i.e., the height of the rail surface of the frog point, by means of spacers (42, 43) of different thickness corresponding to the conicity of the wheel.
5. Frog according to one of Claims 1- 4, characterized in that the elastic anchor clamps for tightening between the inwardly facing foot (16) of the wing rail and the opposing foot of the frog lie only on the aforementioned rail feet and are attached to the corresponding rib (39a, 39b).
6. Frog according to one of Claims 1-4, characterized in that the anchor clamps (28) are supported in the milled front region (6) of the frog point on the top of the lowered region (6) and the adjacent feet (16) of wing rails (1 or 2) and are attached to the ribs (39a, 39b).
7. Frog according to one of Claims 1-6, characterized in that the inner anchor clamps (27, 28, 29) exert a tensile force of 10-15 kN per contact site.
8. Frog according to one of Claims 1-7, characterized in that the ribbed plates (247-253) are preshaped convexly toward the rails.
9. Frog according to one of Claims 1-8, characterized in that the ribs (39, 39a, 39b, 40, 41) of ribbed plates (247-253) have a smaller width than the outer ribs (40, 41).
10. Frog according to one of Claims 1-9, characterized in that after the region of wheel traversal from the wing rail to the frog and vice versa, a rail anchor device (30) is applied to the opposing rail parts, which prevents displacement of the rail parts relative to each other in the longitudinal direction of the rails but permits vertical bending or oscillation of the rail parts.
11. Frog according to Claim 10, characterized in that the rail anchor device (30) is formed by a pair of stop elements (64, 65), which are attached to the web of the corresponding rail (1, 4; 2, 5) and intermesh in comb-like fashion in the longitudinal direction of the rails.
12. Frog according to Claim 11, characterized in that the stop elements (64, 65) each have a vertical arm (68, 67) that protrudes from the free end of the corresponding stop element, in which the vertical wall sections (67, 68) engage alternatingly and thus form a stop in a direction across the longitudinal axis of the rails.
13. Frog according to one of Claims 1 to 12, characterized in that the rail parts forming the point (3, 6) are formed over the enrim length of the frog point from control rails welded together at the head and foot region.
14. Frog according to Claim 13, characterized in that the rail parts to be welded together are welded together by open pressure welding, wherein the rail parts to be welded together are arranged with a mutual spacing, wherein a heating unit (54) is introduced into the spacing, which is removed after the welding temperature is reached and the rail parts to be welded together are pressed against each other.
15. Frog according to Claim 13, characterized in that the rail parts to be welded together are welded together by closed pressure welding, wherein the rail parts to be welded together are pressed against each other and a heating unit (54) is introduced to the region of the welding site.
16. Frog according to one of Claims 13-15, characterized in that said pressure welding is gas pressure welding or inductive pressure welding.
17. Frog according to one of Claims 13-16, characterized in that said pressure welding is gas pressure welding or laser pressure welding with equalization film.

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