EP1181412B1 - Coeur de croisement ferroviaire - Google Patents

Coeur de croisement ferroviaire Download PDF

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Publication number
EP1181412B1
EP1181412B1 EP00935125A EP00935125A EP1181412B1 EP 1181412 B1 EP1181412 B1 EP 1181412B1 EP 00935125 A EP00935125 A EP 00935125A EP 00935125 A EP00935125 A EP 00935125A EP 1181412 B1 EP1181412 B1 EP 1181412B1
Authority
EP
European Patent Office
Prior art keywords
cross frog
tip
running
change
cross
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
EP00935125A
Other languages
German (de)
English (en)
Other versions
EP1181412A1 (fr
Inventor
Sebastian Benenowski
Alfred Kais
Stefan Schmedders
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.)
Voestalpine Railway Systems GmbH
Voestalpine Turnout Technology Germany GmbH
Original Assignee
Voestalpine VAE GmbH
Voestalpine BWG GmbH
Butzbacher Weichenbau GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Voestalpine VAE GmbH, Voestalpine BWG GmbH, Butzbacher Weichenbau GmbH filed Critical Voestalpine VAE GmbH
Publication of EP1181412A1 publication Critical patent/EP1181412A1/fr
Application granted granted Critical
Publication of EP1181412B1 publication Critical patent/EP1181412B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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

Definitions

  • the invention relates to a frog area passing rail vehicle with wheel or bogie axle, which is a normal plane comprising, as well as on a frog area for switches and crossings a frog point and on both sides of this running wing rails and Rails whose respective basic course is aligned to a trunk or siding are, with the heart area of a a wheel or Bogie axle with rigid wheels connected to each other is traversable rail vehicle and an area between Frog tip and turnout in front of the frog point and area between the frog point and turnout end behind the frog point lie.
  • frog tips are extremely narrow in their front area trained so that they, if they are hit by a wheel, a are exposed to increased wear. This applies to a greater extent when the Wheel flange of a wheel in the front area of the frog point along this schleips.
  • EP 0 281 880 A1 is used for gentle passing through a frog tip proposed that existing between the frog point and associated rail Trains as narrow as possible. For this purpose, a wheel between the frog point and an associated with this Radlenker.
  • movable frog tips are known, which also tries should, an abrupt start of the frog point or a long loops Spur Kranz along the frog tip to prevent.
  • the present invention is based on the problem, a Core area of the type mentioned in such a way that a reduction in wear of the frog tip area is carried out without rebuilding the The frog itself or the associated Radlenker or their orientation needs each other.
  • the problem is solved by a frog area of the type mentioned above in that at least one of the rails in the area of the frog tip has a course change deviating from its basic course such that a wheel passing through the travel rail is supported on a running circle of a radius r 1 which is smaller as a running circle of a radius r 2 of the rolling on the frog point wheel is in its support, the change in course of the rail at a distance X begins with 20,000 mm>x> 5000 mm in front of the frog point and the course change of the running rail at a distance Y behind the frog point with 23000 mm>y> 8000 mm ends.
  • the course change of the running rail is designed such that a running rail driving through the wheel is supported on a running circle of a radius r 1 , which is smaller than a running circle r 2 of rolling on the frog point in its support.
  • the radii r 1 to r 2 behave roughly like r 1 : r 2 ⁇ 0.91: 1 to r 1 : r 2 ⁇ 0.98: 1.
  • the running rail in the region of the frog point in Relative to their formed by the respective Radaufstands, the wheel contact line away from the frog point is curved, so in terms of the frog point shows a concave course.
  • the deviating from the basic course of contact between the wheel and the rail head can be achieved by the fact that the rail head or its running surface in Area of the frog point in comparison to the rail in the basic course to the Frog tip is more inclined.
  • the running rail or its running surface in the area of the frog tip more inclined by an angle ⁇ to the frog point be as the rail in the basic course, with 1.5 ° ⁇ ⁇ 5 °, in particular ⁇ ⁇ 3 °.
  • An optimal protection of the frog tip arises when the course change the running rail at a distance x of 15000 - 20000 mm> x> 5000 mm before the Heart tip begins. Furthermore, the course change should be at a distance y 18000 - 23000 mm> y> 8000 mm beyond the beginning of the frog tip. Beginning and end of trunk and branch track can be spaced from each other differ, but also be the same. This essentially depends on the radius of a Turn off.
  • the invention is characterized in that the maximum change in ground course the rail to the trunk or siding 5 mm to 30 mm is.
  • FIGS. 1 and 2 schematically show a frog area 10 and 12, respectively 1 a rigid frog tip 14 and on both sides of this running Wing rails 16, 18 and rails 20, 22 includes. Accordingly, in Fig. 2 a movable frog tip 24 also wing rails 16, 18 and rails 20, 22 assigned. In that regard, it is based on well-known constructions directed. Furthermore, in FIGS. 1 and 2, the main track with the reference numeral 26th and the siding is indicated by the reference numeral 28.
  • the running rail 20 of the trunk track 26th or the running rail 22 of the siding 28 learns a change in course such that the respective rolling on the rail 20, 22 rolling the rail vehicle in its wheel contact point is influenced such that the corresponding axis of Wheel is aligned with its normal on the trunk or siding 26, 28, that this runs substantially parallel to its longitudinal axis, so that thereby does not cause the rolling on the frog point 14, 24 wheel with its rim along its flank grinds.
  • Figs. 1 and 2 the respective change in the course of the rails 20, 22 with the Reference numerals 34, 36 drawn in principle, whereas the basic course in dashed line, the reference numerals 38, 40 has.
  • the course change 34, 36 can be realized in various ways, whereby it is crucial that in the region of the course change, the wheel contact point of the frog point 14, 24 shifts away.
  • the solid line 34, 36 represents in actual meaning the course of contact lines between wheel and rail head, d. H. their driving surface.
  • the course change 34, 36 preferably brought about by the fact that the rail 20, 22 in the region of At the heart 14, 24 of this away curved, so in relation to their Driving surface on which the respective wheel is supported, one to the frog tip 14, 24th concave course shows.
  • a wheel 42 is shown in Fig. 3 purely in principle, the on the running rail 20 rolls.
  • the solid representation is a cross section of Rail 20 in the change of course, so shown in the area 34.
  • dashed line and the reference numeral 44 is the Rail 20 is characterized with her head 44 outside the course change, ie drawn in the course 38.
  • the course change caused by the embodiment 3 is achieved in that the running rail 20 to the frog point 14, 24 a greater distance compared to a usual basic course has, the Radaufstandsrios of the wheel 42 is selectively changed such that the wheel axle and thus the wheel rolling on the heart 14, 24 quasi in the direction the rail 20 is "pulled", thereby ensuring that the flange of the on the core 14, 24 rolling wheel not along the frog point 14, 24 grinds.
  • a course change can also be achieved according to FIG. 4 in that the running rail 20, 22 in the region of the course change 34, 36 in their running surface 46th by machining the head 44 to the frog tip 14, 24 is more inclined than in the basic course (reference numeral 48), which in turn a Radaufstandsyak selectedung of the wheel 42 so far that the wheel contact point to the outside, ie from the frog tip 14, 24 wanders away-
  • the running surface of the head 44 in the area the course change 34, 36 describes to the running surface in the basic course 38, 40th an angle ⁇ with 1.5 ° ⁇ ⁇ 5 °.
  • the running rail 20, 22 in the area of the course change as a whole be inclined, as illustrated with reference to FIG. 5.
  • the Head 44 of the rail not changed.
  • the foot 50 z. B. not on one shown wedge plate arranged to the required inclination of the running surface of the Adjust the rail head 44 to influence the wheel contact point.
  • the course change 34 of the running rail 20 of the trunk track 26 should before the frog point 30, 32 at a distance X H , with 5000 mm ⁇ X H ⁇ 15000 mm and behind the frog point 30, 32 at a distance Y H with 8000 mm ⁇ Y H ⁇ 18000 mm be.
  • the distance X N before the frog point 30, 32 should be 5000 mm ⁇ X N ⁇ 20000 mm or behind the frog point 30, 32 at a distance Y N with 8000 mm ⁇ Y N ⁇ 23000 mm end ,
  • the maximum deviation Z H or Z N of the wheel contact point in the region of the course change 34 or 36 compared to the base curve 38, 40 should be: 5 mm ⁇ Z H ⁇ 30 mm or 5 mm ⁇ Z N ⁇ 35 mm the maximum course change 34 or 36 at a distance A N and A H behind the frog point 30, 32 run, wherein 300 mm ⁇ A N ⁇ 2000 mm and 300 mm ⁇ A H ⁇ 2000 mm.
  • the running rail 20, 22 has a bulge of corresponding size Z N or Z H.
  • Fig. 6 is again purely in principle a section of the rail 20 in plan view shown in dashed line one from the points of contact between running surface of the rail head 44 and the Radaufstandsmens of the wheel 42nd resulting contact line 52 which is in the region of the frog tip 30, 32 outwardly curved, that is concave with respect to the frog tip 14, 24.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Surgical Instruments (AREA)
  • Road Paving Structures (AREA)
  • Braking Arrangements (AREA)
  • Liquid Crystal (AREA)
  • Prostheses (AREA)
  • Crystals, And After-Treatments Of Crystals (AREA)
  • Railway Tracks (AREA)
  • Nonwoven Fabrics (AREA)
  • Thin Film Transistor (AREA)
  • Magnetic Heads (AREA)
  • Bearings For Parts Moving Linearly (AREA)
  • Mechanical Light Control Or Optical Switches (AREA)
  • Toys (AREA)
  • Rehabilitation Tools (AREA)
  • Body Structure For Vehicles (AREA)
  • External Artificial Organs (AREA)
  • Catalysts (AREA)
  • Common Detailed Techniques For Electron Tubes Or Discharge Tubes (AREA)
  • Pressure Sensors (AREA)

Claims (11)

  1. Coeur de croisement ferroviaire (10, 12) pour aiguillages et croisements comprenant une pointe de coeur (14, 24) ainsi que, s'étendant des deux côtés de celle-ci, des pattes de lièvres (16, 18) et des rails de roulement (20, 22) dont la trajectoire de base (38, 40) respective est alignée sur une voie principale ou une voie secondaire (26, 28), le coeur de croisement ferroviaire pouvant être parcouru par un véhicule sur rail présentant un axe de roue ou de bogie comportant des roues reliées ensemble de manière rigide et une zone figurant derrière la pièce de pointe de coeur et le début de l'aiguillage, avant la pièce de pointe de coeur, et une autre zone entre la pièce de pointe de coeur et la fin de l'aiguillage, derrière la pièce de pointe de coeur,
    caractérisé en ce qu'
    au moins l'un des rails de roulement (20, 22) dans la zone de pointe de coeur (14, 24) présente une modification de trajectoire (34, 36) de sa trajectoire de base (38, 40) de manière à ce qu'une roue roulant sur le rail de roulement s'appuie sur un cercle de roulement de rayon r1 qui est plus petit qu'un cercle de roulement de rayon r2 de la roue roulant sur la pointe de coeur dans son appui, la modification de trajectoire (34) du rail de roulement (20) débutant avant la pointe de coeur (14, 24) à une distance (X), avec 20 000 mm > X > 5 000 mm, et la modification de trajectoire du rail de roulement se terminant à une distance (Y) derrière la pièce de pointe de coeur, avec 23 000 mm > Y > 8 000 mm.
  2. Coeur de croisement ferroviaire selon la revendication 1,
    caractérisé en ce que
    la modification de trajectoire (34) du rail de roulement (20) de la voie principale (26) débute à une distance XH avant la pointe de coeur (14, 24), dans lequel 15 000 mm > XH > 5 000 mm.
  3. Coeur de croisement ferroviaire selon la revendication 1,
    caractérisé en ce que
    la modification de trajectoire (36) du rail de roulement (22) de la voie secondaire (28) débute à une distance XN avant la pointe de coeur (14, 24), dans lequel 20 000 mm > XN > 5 000 mm.
  4. Coeur de croisement ferroviaire selon la revendication 1,
    caractérisé en ce que
    la modification de trajectoire (34) du rail de roulement (20) de la voie principale (26) se termine à une distance YH après la pointe de coeur (14, 24), dans lequel 18 000 mm > YH > 8 000 mm.
  5. Coeur de croisement ferroviaire selon la revendication 1,
    caractérisé en ce que
    la modification de trajectoire (36) du rail de roulement (22) de la voie secondaire (28) se termine à une distance YN après la pointe de coeur (14, 24), dans lequel 23 000 mm > YN > 8 000 mm.
  6. Coeur de croisement ferroviaire selon au moins la revendication 1,
    caractérisé en ce que
    la modification de trajectoire de base maximale du rail de roulement (20) de la voie principale (26) transversalement par rapport à la voie principale est ZN, dans lequel 5 mm < ZN < 30 mm.
  7. Coeur de croisement ferroviaire selon au moins la revendication 1,
    caractérisé en ce que
    la modification de trajectoire de base maximale du rail de roulement (22) de la voie secondaire (28) transversalement par rapport à la voie secondaire est ZH, dans lequel 5 mm < ZH < 30 mm.
  8. Coeur de croisement ferroviaire selon au moins la revendication 1,
    caractérisé en ce que
    les rayons r1 par rapport à r2 se comportent comme, environ, r1/r2 ≈ 0,91/1 jusqu'à r1/r2 ≈ 0,98/1.
  9. Coeur de croisement ferroviaire selon au moins la revendication 1,
    caractérisé en ce que
    le rail de roulement (20, 22) présente une trajectoire recourbée s'éloignant de la pointe de coeur dans la zone de la pointe de coeur (14, 24) en se référant à sa ligne de contact (52) formée par les points de contact respectifs de la roue.
  10. Coeur de croisement ferroviaire selon au moins la revendication 1,
    caractérisé en ce que
    le rail de roulement (20, 22), en se référant à sa surface de roulement dans la zone de la pointe de coeur (14, 24), en comparaison avec le rail de roulement dans la trajectoire de base (38, 40), est plus incliné vers la pointe de coeur (14, 24).
  11. Coeur de croisement ferroviaire selon au moins la revendication 1,
    caractérisé en ce que
    le rail de roulement (20, 22), avec sa surface de roulement dans la zone de modification de trajectoire (34, 36), s'étend de manière inclinée par rapport au rail de roulement dans la zone de sa trajectoire de base selon un angle α vers la pointe de coeur (14, 24), dans lequel, en particulier, 1,5 ° < α < 5 °, de préférence α ≈ 3 °.
EP00935125A 1999-05-28 2000-05-26 Coeur de croisement ferroviaire Expired - Lifetime EP1181412B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19924463A DE19924463A1 (de) 1999-05-28 1999-05-28 Herzstück
DE19924463 1999-05-28
PCT/EP2000/004820 WO2000073586A1 (fr) 1999-05-28 2000-05-26 Coeur de croisement ferroviaire

Publications (2)

Publication Number Publication Date
EP1181412A1 EP1181412A1 (fr) 2002-02-27
EP1181412B1 true EP1181412B1 (fr) 2004-02-25

Family

ID=7909457

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00935125A Expired - Lifetime EP1181412B1 (fr) 1999-05-28 2000-05-26 Coeur de croisement ferroviaire

Country Status (19)

Country Link
US (1) US6543728B1 (fr)
EP (1) EP1181412B1 (fr)
JP (1) JP3838913B2 (fr)
KR (1) KR100566689B1 (fr)
CN (1) CN1246529C (fr)
AT (1) ATE260368T1 (fr)
AU (1) AU775150B2 (fr)
BR (1) BR0011043B1 (fr)
CA (1) CA2375046C (fr)
CZ (1) CZ297866B6 (fr)
DE (2) DE19924463A1 (fr)
DK (1) DK1181412T3 (fr)
ES (1) ES2216896T3 (fr)
HU (1) HU227391B1 (fr)
NO (1) NO320934B1 (fr)
PL (1) PL204229B1 (fr)
PT (1) PT1181412E (fr)
WO (1) WO2000073586A1 (fr)
ZA (1) ZA200109723B (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101104220B (zh) * 2006-07-14 2012-10-10 Bwg股份有限两合公司 用于制造轨道上部件的方法以及轨道上部件
ES1072245Y (es) * 2010-04-09 2010-09-09 Amurrio Ferrocarril Y Equipos Dispositivo de encerrojamiento para corazon de punta movil
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
AT512626B1 (de) * 2012-03-09 2014-05-15 Voestalpine Weichensysteme Gmbh Schienenweiche mit einem Stammgleis und einem Zweiggleis
CN108301258A (zh) * 2017-12-25 2018-07-20 太原重工股份有限公司 直线曲线组合轨道运行系统

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US26933A (en) * 1860-01-24 Ballkoad-switch
US90803A (en) * 1869-06-01 William l
US30940A (en) * 1860-12-18 For street-railroads
US1660694A (en) * 1927-06-27 1928-02-28 Francis M Volk Railway frog
DE638307C (de) * 1932-10-27 1936-11-13 Oberbauforschung Ges Verbindung fuer benachbarte parallele Gleise von bestimmtem Abstand unter Benutzung einer oder zweier Kreuzungsweichen mit ausserhalb des Herzstueckvierecks liegenden Zungenvorrichtungen
US2611077A (en) * 1949-05-03 1952-09-16 Bethlehem Steel Corp Steel frog tie with special clips
DE3860538D1 (de) 1987-03-13 1990-10-11 Butzbacher Weichenbau Gmbh Herzstueck fuer weichen oder kreuzungen.
ATE64423T1 (de) * 1987-03-13 1991-06-15 Butzbacher Weichenbau Gmbh Herzstueckbereich von weichen oder kreuzungen.
DE3736217A1 (de) * 1987-06-15 1988-12-29 Butzbacher Weichenbau Gmbh Anordnung zum kontrollierten fuehren einer radachse bzw. eines drehgestells eines eine weiche durchfahrenden schienenfahrzeuges
DE4224159A1 (de) * 1992-07-22 1994-01-27 Butzbacher Weichenbau Gmbh Herzstückbereich

Also Published As

Publication number Publication date
AU5072300A (en) 2000-12-18
EP1181412A1 (fr) 2002-02-27
BR0011043A (pt) 2002-04-16
HU227391B1 (en) 2011-05-30
CZ297866B6 (cs) 2007-04-18
CZ20014242A3 (cs) 2002-04-17
NO20015776D0 (no) 2001-11-27
NO20015776L (no) 2002-01-25
KR100566689B1 (ko) 2006-04-03
DE19924463A1 (de) 2000-12-07
JP2003500576A (ja) 2003-01-07
US6543728B1 (en) 2003-04-08
KR20020019039A (ko) 2002-03-09
NO320934B1 (no) 2006-02-13
CA2375046C (fr) 2005-07-12
ES2216896T3 (es) 2004-11-01
JP3838913B2 (ja) 2006-10-25
DE50005421D1 (de) 2004-04-01
PL352120A1 (en) 2003-07-28
ZA200109723B (en) 2003-02-26
CN1367854A (zh) 2002-09-04
WO2000073586A1 (fr) 2000-12-07
ATE260368T1 (de) 2004-03-15
BR0011043B1 (pt) 2010-10-19
DK1181412T3 (da) 2004-06-28
CA2375046A1 (fr) 2000-12-07
PT1181412E (pt) 2004-07-30
CN1246529C (zh) 2006-03-22
AU775150B2 (en) 2004-07-22
PL204229B1 (pl) 2009-12-31
HUP0201375A2 (en) 2002-08-28

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