EP1214473A1

EP1214473A1 - Track points

Info

Publication number: EP1214473A1
Application number: EP00958083A
Authority: EP
Inventors: Peter Pfenniger; Hansjörg Suter
Original assignee: Rigi Bahnen; VT Verkehrs-und Industrietechnik AG
Current assignee: Rigi Bahnen; VT Verkehrs-und Industrietechnik AG
Priority date: 1999-09-17
Filing date: 2000-09-18
Publication date: 2002-06-19
Anticipated expiration: 2020-09-18
Also published as: DE50010771D1; WO2001021895A1; AU6977000A; ATE295914T1; EP1214474A1; EP1214473B1; AU6977100A; WO2001021894A1; DE50010358D1; EP1214474B1; ATE299967T1

Abstract

The invention relates to a frog (1) for railways and other rail-bound transport and conveying means. The inventive frog (1) has a first (2) and two second track sections (3, 4) which are positioned together in a Y-shape. Said track sections can be connected alternately by means of a track section (10) which can pivot between two end positions, parallel to the substructure (20). The pivotable track section (10) is interactively connected to the substructure (20) and has several elastically bendable tracks (30) which are caused to bend by actuating means. A spacing element (15) is interactively connected to the elastically bendable tracks (30) and arranged in such a way that the bendable tracks (30) (30) are always parallel with each other in the end positions. At least one securing means (9) secures the pivoting track section (10) against unwanted displacement in relation to the substructure in the end positions.

Description

TRACK SOFT

The present invention relates to a track switch according to the preamble of the independent claims.

Today's railroad switches are based on the principle of the tongue switch. These consist of a Y-shaped track section with a switch heart and two thin, tongue-shaped track sections. The change of direction is initiated by means of the tongue-shaped track sections in that these are brought into abutment against one or the other track section by means of an external mechanism. These constructions are expensive to manufacture and represent a disruption on the track. Furthermore, they are susceptible to contamination and are dependent on the weather. Due to the unavoidable switch heart, they are unsuitable for cogwheel railways because of a conflict with the rack. Individual special solutions for cogwheel and mountain railways are therefore based on different principles. These are very complex since existing racks and additional elements must also be switched. Pitch errors in the rack that arise due to thermal expansion and many moving parts are difficult to control. Danger of pollution and dependence on the weather, especially ice and snow, are two other weak points.

Various types of switches are known from the prior art. For example. WO98 / 05820 shows a crossover connection for track-guided tracks Vehicles (magnetic levitation trains and the like). This transfer connection serves to change the lane and is therefore not a switch that is suitable for conventional railways. With this construction, the routes are only individually encompassed by a vehicle and therefore, in comparison to conventional railways, do not have to meet any requirements regarding the parallelism of several tracks.

A switch for a monorail vehicle is known from GB 899,627. This solution is not suitable for conventional, multi-track, rail-bound funding.

A switch for magnetic levitation trains is known from DE 40 38 339. This arrangement uses converter-fed motors that can be controlled and positioned with high precision. This solution is not suitable for conventional, multi-track, rail-bound funding.

A switch for magnetic levitation trains is known from DE 40 16 821. In this arrangement, regardless of the actual length of the transition, sections of the carrier are elastically bent over approximately the same adjustment paths. This solution is not suitable for conventional, multi-track, rail-bound funding.

It is the object of the invention disclosed here to show a switch for railways and other rail-bound transport and conveying means with several track strands, which avoids the known disadvantages of a switch and is particularly suitable for cogwheel and mountain railways

The invention disclosed here relates to a switch for railways and other rail-bound transport and funding, in which two or more per lane more tracks, rails, racks and similar, parallel elements, are simultaneously moved by the same distance, so that in their end positions they are at a predetermined distance from each other over their entire length and correspond to subsequent track sections. The invention is suitable, for example, for track switches on cogwheels and mountain railways in which a further element, for example a toothed rack, is arranged parallel to the tracks (track strings) between the two tracks. The invention has only an insignificant effect on the free bending length of the track sections to be moved and also guarantees that the track strands can have a continuous, predetermined curvature.

The switch disclosed here for railways and other rail-bound transport and conveying means has a first track section, which is alternatively connected to at least two further track sections via a track section pivotable by elastic material deformation. The pivotable track section advantageously consists of a plurality of parallel, elastically bendable elements, for example tracks and toothed racks, which are connected to one another by means of spacing means which are operatively connected to them and distributed over their length, preferably at discrete points. The plurality of elastically bendable elements correspond in the end positions to the track sections and are at a defined distance from one another at the required points or sections. Discrepancies are largely avoided.

One of the biggest problems with switches is to guarantee the required track spacing of the several parallel tracks in tight tolerances. A polygon formation by partially stiffening elements should therefore be avoided if possible, since it can have a negative impact on operational safety. In the invention disclosed here, the distance between the moving tracks sections guaranteed by spacers that are regularly or irregularly arranged and functionally connected to the tracks. The distance means are connected to the track sections in such a way that they do not locally lead to a relevant, disadvantageous partial stiffening of a track section. This ensures that optimal requirements with regard to continuous curvature and a constant distance are guaranteed. The operative distance means are advantageously arranged below or between the tracks. When positioned below the tracks, they can be integrated into sleeper bodies. The distance means are operatively connected to the tracks so that the required distance between the tracks is always or only maintained in the end positions. The sleeper bodies can be arranged in such a way that self-locking occurs when the switch is loaded, so that unwanted displacement is specifically avoided.

An embodiment in which the distance between the tracks is always maintained is based on sleeper-like spacing means which are designed in such a way that their extent, which determines the spatial distance between the tracks, does not change in any position of the pivoting movement of the tracks. This is achieved, for example, by spacing means arranged at a right angle to the track strands, which are operatively connected to the track strands in such a way that they do not change their relative position, in particular the angles. A corresponding operative connection between a track section and the spacing means can be achieved, for example, in that certain spacing devices have grooves at certain points which are arranged essentially parallel to the track sections. Pins engage in these grooves, which in turn are connected to the track track. It is thereby achieved that the relative distance is always maintained when the track sections to be moved are deflected, and yet pivoting is not hindered. The spacing means and the operative connection between these and the track sections are in particular designed in such a way that they do not lead to any disadvantageous partial stiffening of the track section to be pivoted, the free section Do not significantly influence the bending length and do not lead to polygon formation. Coordination of the movements between the distance means and the tracks is guaranteed by appropriate means.

Another advantageous embodiment consists in articulately connecting spacer means in the form of sleeper bodies to the track sections via hinge connections. The distance between the tracks and the other parallel elements is specifically changed during pivoting. However, the arrangement of the sleeper bodies according to the invention ensures that the distance between the track tracks and the other parallel elements is exactly maintained in at least two end positions. This can be achieved, for example, by arranging each sleeper body at a defined angle to the track strands and the other existing parallel elements. This angle is dependent on the predetermined shape of the deflection of the track sections and the distance of the sleeper bodies from the non-moving part of the track. The angle is chosen so that it is identical but complementary in the undeflected state and in the deflected state. A corresponding arrangement guarantees that, due to complementary angles, the distance between the tracks and the other parallel elements in the end positions corresponds to the required specifications. The articulated connections are highly resilient, inexpensive to manufacture and have low friction. They are particularly easy to maintain and reliable. In addition, the entire bending length is available for the swiveling track section if required. In contrast to other arrangements, this is not restricted by additional elements which hinder the free bending length. The risk of polygon formation due to varying stiffness of the cross sections is deliberately avoided, which is particularly advantageous for fast-moving transport systems. The sleeper bodies are advantageously supported on the substructure of the switch or other delimiting elements, such that the track strands and the other elements running in parallel with high loads are subjected to frictional or positive locking are secured against lateral displacement. The support provides in particular that the switch can be switched in the unloaded state without great effort, but in the loaded state (for example by means of a funding) prevents an unwanted shift. Turnouts according to the invention are distinguished by their insensitivity to weather influences. Coupling with the switch base also ensures that thermal expansions are equalized. The switches according to the invention are particularly unaffected by dirt.

The course of the curvature, or the track course of the track sections to be moved, is ensured in the straight and in the deflected position if necessary by mechanical stops or similar active elements. Basically, it is possible to implement any curve shape. If necessary, additional elements (locking mechanisms) secure the track strings in the end positions. The fixed points of the switch are chosen so that a thermal longitudinal expansion does not influence or compensate for the transitions between the fixed and the moving track sections. A corresponding structure of the switch substructure ensures that thermal changes, especially in the case of cogwheels or mountain railways, do not affect operational safety and the division of the racks. The transitions between the individual track sections are designed so that no unintentional contact occurs during pivoting.

As a result of the conceptual structure of the invention disclosed here, which is fundamentally different from tongue switches, it is possible to build switches which do not require a switch heart. This massively simplifies the construction and avoids discontinuity in the course of the track. In the case of switches for cogwheel railways, this has a particularly advantageous effect since there is no interruption or there is no discontinuity in the gear rod. Driving comfort and operational safety are increased.

Conventional servo systems, for example in the form of mechanical, electrical, hydraulic servo motors and lever systems, etc., are preferably used for the deflection of the track sections to be moved. These are operatively connected to the tracks via lever systems.

The invention is described in detail below with reference to figures. Show:

1 shows an embodiment of a switch in perspective view,

2 shows a detailed representation from FIG. 1,

3 shows the switch according to FIG. 1 in a first position,

4 shows a switch according to FIG. 1 in a second position,

5 shows a further embodiment,

6 shows the embodiment of FIG. 5 in a further illustration. Figure 1 shows schematically a preferred embodiment of a switch 1 for a gear train in a perspective view. The switch 1 includes a first track section 2 which can be connected to two further track sections 3 and 4 via a laterally deflectable, movable track section 10. The movable track section 10 has two end positions. In the first end position shown here, track section 10 connects track sections 2 and 3. In the second end position (see FIG. 3), track section 10 connects track sections 2 and 4. Track sections 2, 3, 4 and 10 each have two here parallel tracks 30.1, 30.2, 35.1, 35.2, 40.1, 40.2, 45.1, 45.2 and one central rack 31, 36, 41, 46 each. The tracks 30.1, 30.2, 35.1, 35.2, 40.1, 40.2 and the toothed rack 31, 36, 41 are rigidly connected to one another in the track sections 2, 3 and 4 via sleeper bodies 13. A substructure 20 represents a fixed connection between the track sections 2, 3 and 4. The movable track section 10 is mounted on the substructure 20 so that it can be pivoted laterally. The tracks 45.1 and 45.2, as well as the central rack 46 are operatively connected to sleeper bodies 15 (see FIG. 2) via joints 14. The sleeper bodies 15 rest here on the substructure 20 and can be moved laterally in the unloaded state. When the switch is loaded, for example by a railway carriage, the sleeper bodies 15 are pressed against the substructure 20, as a result of which the track section 10 is stabilized. Towards the track section 2, the tracks 45.1 and 45.2, as well as the toothed rack 46 of the movable track section 10, are here firmly connected to the substructure 20 via a clamping point 16 (fixed point). Due to the articulated connection between the track sections 45.1 and 45.2, as well as the rack 46 and the sleeper bodies 15, the track section 10 can be pivoted laterally, parallel to the surface of the substructure 20, so that in a first end position it connects the track section 2 with the track section 3 and in one second end position connects the track section 2 to the track section 4. These end positions are secured by stops 21 and 22 connected to the substructure 20. The course of the tracks 45.1 and 45.2 and the rack 46 is defined by the positioning of the stops 20 and 21. If necessary, additional elements are included set that prevent unwanted sideways movement. The sleeper bodies 15 coordinate and determine the parallel distance between the tracks 45.1 and 45.2 and the rack 46. They have a variable angle f (see FIGS. 3 and 4) compared to the tracks 45.1 and 45.2 and the rack 46. The arrangement is chosen so that this angle f is the same in the predetermined end positions (cf. FIG. 2). This guarantees that the distance between the tracks 45.1 and 45.2 and the rack 46 corresponds to the specifications in the end positions.

FIG. 2 shows a detailed view from FIG. 1. The viewer looks in the direction of an arrow A. The two tracks 45.1, 45.2 and the toothed rack 46 can be seen, which are operatively connected to one another via the joints 14 and a sleeper body 15. The axis of the joints 14 here runs parallel to the z-axis. The lateral end positions of the tracks 45.1, 45.2 and the toothed rack 46 are ensured here via end stops 21 and 22 acting on a sleeper body 15. The track strings (tracks 45.1 and 45.2, as well as rack 46) are firmly connected to the substructure 20 via a clamping point 16 (fixed point). The substructure and the track lines are designed in such a way that thermal changes in length are compensated for.

Figure 3 shows the switch 1 according to Figure 1 in a plan view. The stationary track sections 2, 3 and 4 and the laterally pivotable track section 10 can be seen. This is in a first end position, so that it connects the two track sections 2 and 4 in a straight line. The threshold bodies 15 are in this position with the stops 21 in the stop. It can be seen that each of the sleeper bodies 15 connected in an articulated manner to the tracks 45.1 and 45.2 and the rack 46 have a different angle fl to flO with respect to the tracks 45.1 and 45.2 and the rack 46. The angles fl to flO are dependent on the course of the predetermined deflection of the pivotable track section 10. They become chosen so that the distance between the parallel tracks 45.1 and 45.2, as well as the rack 46 is exactly maintained in the end positions. This is achieved in that the angles fl to flO of the corresponding sleeper bodies 15 in the first straight position shown here and the angles fl 'to flO' of the corresponding sleeper bodies in the deflected second position (cf. FIG. 3) are opposite (complementary) ,

Figure 4 shows the switch according to Figure 1 with deflected track section 10. The track section 10 connects the track sections 2 and 3 in this position. The course of the curved track section 10 is defined here by the stops 22, so that the predetermined course of curvature is met. Because of the arrangement according to the invention of the sleeper bodies 15 and their articulated connection to the rails 45.1 and 45.2, and also the rack 46, a free bending length L of the rails 45.1, 45.2 and the rack 46 is only influenced to an insignificant extent. As a result, the actuating forces P1, P2 acting here at two points are particularly low. The course and the radius of the curvature is defined here by a corresponding arrangement of the stops 22 constant or variable.

The track strands 45.1, 45.2 and the toothed rack 46 of the movable track section 10 are firmly connected to the substructure 20 of the switch 1 at a clamping point 16. The tracks 30.1, 30.2, 35.1, 35.2, 40.1, 40.2 and the toothed racks 31, 36, 41 are also firmly connected to the substructure 20 of the switch 1 at the clamping points 17, 18 and 19. The substructure 20 is matched to the movable track section 10 in such a way that thermal changes in length of the track sections 45.1, 45.2, 46 are equalized by a corresponding change in length of the substructure 20. This means that an extension of the track sections 45.1 and 45.2 and the rack 46 is compensated (compensated) by a corresponding change in the length of the substructure 20. This avoids relevant pitch errors in the area of the rack and problems when switching the switch. Age- natively or additionally, other points, for example a threshold body 15, can also be designed as a fixed point in one direction. For example, by rollers guided in grooves (not shown in detail), which serve as guide elements for one or more sleeper bodies 15. Equivalent solutions are conceivable. Other arrangements of the fixed points 16 to 19 and of compensation elements are of course possible.

FIG. 5 schematically shows a further embodiment of a switch according to the invention. In the area of the movable track section 10, this embodiment has frame-shaped spacing means 26 which are perpendicular to the track strands 45.1, 45.2, 46 and which are rigidly connected to the tracks 45.1 and 45.2 at several points and each between the track strings 45.1, 45.2 and the toothed rack 46 (on each side). Compared to the rack 46, the spacing means 27 are arranged to be longitudinally displaceable in the direction of the rack 46, so that the mobility required for pivoting results. The distance means are separated from one another by columns 23.1, 23.2. These columns 23.1, 23.2 are closed or opened depending on the direction of the track section 10. In the situation shown here, in which the track section 10 is “straight”, the columns 23.1 on one side of the rack 46 are open (closed) and the columns 23.2 on the other side of the rack 46 are open.

The track strands 45.1, 45.2, 46 remain approximately parallel during the entire pivoting movement. This embodiment is suitable for example for switches with a relatively small deflection and a switch heart. The bending line is defined by the gaps between the spacers, which go to the stop depending on the end position. With larger deflections, polygons may form. The movable track section 10 is fixed via a fixed point 25. The actuating forces for setting the switch are introduced via a lever system 27. FIG. 6 shows the arrangement according to FIG. 5 in a second position, in which the track section 10 is “deflected”. In this position, in contrast to the situation shown in FIG. 5, the columns 23.2 on the stop and the columns 23.1 “are open ".

Claims

PATENT CLAIMS

1. Switch (1) for railways and other rail-bound transport and funding with a first track section (2) which can optionally be connected to one of at least two second track sections (3, 4) via a third track section (10) in defined end positions, whereby This third track section (10) has a plurality of elastically bendable track sections (45.1, 45.2, 46) which are caused to bend by means of assigned adjusting means (27), and the track sections (45.1, 45.2, 46) with spacers (15 , 26) are in operative connection in such a way that the track sections (45.1, 45.2, 46) are each parallel to one another in their end positions.

2. Switch (1) according to claim 1, characterized in that the end positions of the track sections (45.1, 45.2, 46) of the third track section (10) are defined by stops (21, 22).

3. Switch (1) according to one of the claims 1 or 2, characterized in that the spacing means (15) are rotatably connected to the track sections (45.1, 45.2, 46) of the third track section (10).

4. Switch (1) according to one of claims 1 to 3, characterized in that the spacing means (15) in a first end position relative to the track lines (45.1, 45.2, 46) of the third track section (10) a first angle (fl to flO ) and in a second end position has a second angle (fl 'to f 10') to the first angle is the same.

5. Switch (1) according to one of the claims 1 to 4, characterized in that the spacing means (15) are integrated in the sleeper body.

6. Switch (1) according to claim 4, characterized in that the track strands (45.1, 45.2, 46) of the third track section (10) has a locally different curvature in at least one end position.

7. Switch (1) according to one of the claims 1 to 6, characterized in that the switch (1) has no switch heart.

8. Switch (1) according to claim 1, characterized in that the spacing means (26) in each position are perpendicular to the track strands (45.1, 45.2, 46) and opposite one of the track strands (45.1, 45.2, 46) in the direction of

Track are slidable.

9. Switch (1) according to one of the claims 1 to 8, characterized in that the track tracks (45.1, 45.2, 46) are operatively connected to a substructure (20) via at least one fixed point (16, 25) and that the substructure (20th ) essentially the same thermal changes in length as the track lines (45.1,

45.2, 46).

10. Use (1) of a switch according to one of claims 1 to 9 for a gear train, wherein one of the track strands (46) is designed as a rack.