EP1549801B1 - Articulated rail connection for rail joints of profiled sliding rails - Google Patents

Abstract

The invention relates to an articulated rail connection for rail joints (1a, 1b) of profiled sliding rails. An articulation (8) comprising at least one bearing flange (15) bridging the joint region is located at least in the upper joint region (S) of adjacent rail joints (1a, lb). According to the invention, the third bearing flanges or tongues (15) co-operating with second additional bearing flanges (14, 34) in an articulated manner are used to connect the same.

Description

The invention relates to a hinged rail connection for rail joints of profile rails, wherein at least in the upper joint area adjacent rail joints a hinge connection is provided with at least one thrust area bridging bearing cheek, and wherein additionally at least one bearing cheek is realized on the one rail joint and at least one bearing cheek on the other rail joint and for the connection of the two bearing cheeks hereby serves hingedly cooperating third bearing cheek.

Such an articulated rail connection is used for example in the DE 196 33 220 A1 described. Also the FR 90 048 E is relevant at this point. In both prior art teachings, the handling and suspension of the rail joints may be difficult, but can be improved anyway. Also, a variety of items are required, which can be lost.

In addition, articulated rail joints, for example, in the context of DE 198 54 937 C1 or even the DE 1-96 16 937 C1 described. In both cases, a suspension device is integrated as it were in the upper joint.

For this purpose are at the DE 198 54 937 C1 the associated thrust area bridging bearing cheeks provided with intermediate holding intermediate piece. To the end-floating support of one of the shock bars can be in the course of pre-assembly attached thereto a bearing cheek to the holding spacer set via a rotary latch connection. In the course of final assembly, the adjacent other shock bar will be one at the bottom Shock region located pivot axis created with its other bearing cheek to the holding intermediate piece pivoting and connected thereto.

The known measures have been proven, however, as regards the handling and ease of installation, can be improved.

This also applies to the further prior art according to the DE 196 16 937 C1 , For here, too, the jaw area bridging bearing cheeks are provided. A bearing cheek has a slot which follows a pivoting movement of the two profile rails about an orthogonal to the rail longitudinal direction arranged pivot axis in the joint area of the lower flanges of the two profile rails. Between the two bearing cheeks a suspension hook is arranged with an engaging in the aforementioned slot guide pin.

At this point, the handling can be improved. Because the aforementioned articulated rail connections are commonly used for guiding and holding monorail overhead monorail in underground mining and tunneling. Suspension chains attached to individual frames of a track extension have the task of picking up the weight of the profile rails themselves as well as the transported materials and transferring them to the track extension.

In the course of assembly, it is therefore not only necessary to couple the individual profile rails or rail joints with the help of the articulated rail connection to each other, but the thus formed rail track must be additionally connected via the suspension chains with the track extension. This is done by means of the suspension device, which in the simplest case is a bore for receiving a shackle, a bolt or the like. That is, said hole is usually used for the articulation of a suspension element, such as a chain link or an intermediate rocker.

Since in the prior art, on the one hand, the articulated connection and on the other hand, the suspension are combined, can result in the assembly inconvenience. The invention aims to remedy this situation.

The invention is based on the technical problem of further developing a generic articulated rail connection for rail joints of profile rails in such a way that the handling is improved both in the connection of the individual rail joints and in suspension of the rail track thus formed on the track construction or a comparable device.

To solve this technical problem, the invention proposes in a generic articulated rail connection, that in the transport position, the third bearing cheek or tab is attached to a rail joint without supernatant. It bridges - as I said - the third bearing cheek or tab the impact area between the two rail joints.

It can be realized in the upper joint region of adjacent profile rails also two or even all three of the joint area bridging bearing cheeks, wherein two

Pocket cheeks a pocket for receiving the third - still independent and subsequently to be attached - form third leaf cheek. It is crucial that three bearing cheeks (or more) form the upper hinge joint, of which at least two bearing cheeks are attached to the rail joints, while the third bearing cheek (initially) is free to move and provides the articulated connection of the other two bearing cheeks.

An optional suspension device may occupy a position spaced from the butt region and the articulated connection at the upper flange of at least one of the two adjacent rail joints. That is, at least every other rail joint or every second profile rail is equipped with the relevant suspension device.

In this case, the suspension device may be independent and separate from the articulated connection. But it is also possible that the suspension device forms an integral component together with the hinge connection. Finally, the invention recommends to form the suspension device as a connection eye for connection of an optional extension web and / or a rocker.

As a result, an articulated rail connection for rail joints of profile rails is created, which is initially characterized by an improved compared to the prior art handling and ease of installation. Because due to the distance from the joint area and the articulated joint position of the suspension can be the process of suspending or unclamping formed from the individual rail joints each Separate profile rail temporally and locally from the actual connection process of the rail joints with each other. This means that either the rail joints can first be coupled to one another via the respective joint connection and then suspended or only one rail joint can be suspended and then connected to an adjacent rail joint. Either way, the invention allows a high degree of flexibility and ease of installation.

In particular, this also contributes to the fact that a rail joint can already be suspended and then connected to the adjacent rail joint by articulated connection. That is, the weight of a rail joint and then the associated adjacent rail joint is taken in total by the suspension device, so that the loads to be lifted are significantly reduced compared to the prior art.

It can be implemented a total of three or more bearing cheeks, of which (each) two bag cheeks on a rail joint pairs in front view form a bag for receiving the third leaf cheek or bearing cheek or tab. In this case, the bag cheeks can be connected to each other on the head side and / or foot side by a connecting web. This connecting web may have on its surface directed towards the pocket via a guide surface for the leaf cheek sliding along thereon. Usually, the two bag cheeks are also equipped with one slot each, which is penetrated by a guide pin, which carries the leaf cheek.

This guide pin protrudes on both sides of the pocket cheeks and is held with common attachment methods in the leaf cheek or the two slots. It is conceivable to provide the guide pin on the one hand with a head and on the other hand with a nut. Likewise, single or double-sided safety pins or comparable safety devices can be used.

By this variant of the invention is in addition the ease of installation compared to the generic state of the art according to the DE 196 16 937 C1 elevated. Because to connect the adjacent rail joints in the upper joint area, it is only necessary, the leaf cheek or third bearing cheek (which bridges the joint area) in or between the pocket cheek hindurchzustecken and the guide pin through the aligned with the two slots in the pocket cheeks hole in the leaf cheek and anchor.

The guide surface on the connecting web ensures that movements of the rail joints are taken up without problems and guided. In addition contribute to the slots, which have one of the guide surface following contour.

Such movements of the rail joints to each other must be mastered, because the route construction is not static and therefore distance and / or angle changes of the rail joints each other may result. This is possible in the context of this variant is particularly simple and effective, in addition, the assembly is simplified.

Basically, in this embodiment, the procedure is that at least one bearing cheek or a pair of bearing cheeks are realized on the one rail joint and at least one bearing cheek or a pair of bearing cheeks on the other rail joint, wherein for the connection of the two bearing cheeks (pairs), the further intervening herein further ( third) bearing cheek or tab serves. The two respective bearing cheeks or Lagerwangenpaare can be forked. Also, it has proved to be advantageous if the additional third cheek or tab is equipped on at least one side with a slot to accommodate the articulation movements described can.

This further embodiment is equipped with the advantage of a particularly inexpensive and easy to install production. Also, the additional cheek or tab for transport can be captively attached to the one pair of bearing cheeks or rail joint, in such a way that no protrusion over the edge of the rail joint is given.

If the profiled rails have at least one U-shaped lower flange with a recess arranged between the U-legs, a hinge connection with a pivot bearing shell and a pivot bearing blade engaging therein can be realized beyond this at least in the lower joint region of adjacent rail joints. In this case, the pivot bearing shell is arranged in the recess in the lower flange, so that the pivot bearing shell is fixed without machining in the recess.

For this purpose, the pivot bearing shell may have a recess for a arranged on the pivot bearing blade pivoting nose. In addition, the pivot bearing shell preferably has projections which protrude into the recess and are engaged behind by the pivoting nose in the installed state. These stops can define together with a limiting block the aforementioned recess, wherein stops and limiting block are coupled together by connecting webs, so that sets the necessary stability of the pivot bearing shell. In addition, the pivot bearing shell can be executed divided in the longitudinal direction and consist of two in the installed state interconnected, in particular welded, pivot bearing shell halves, but this is not mandatory.

It is also conceivable to design the pivot bearing sheet divided in the longitudinal direction and to receive without machining in the lower joint region of the other of the adjacent rail joints. Then two pivot leaf halves are realized, which are combined during installation with each other.

These inventive measures are associated with the further advantage that, in contrast to the prior art according to the DE 198 54 937 C1 and also the DE 196 16 937 C1 compulsory machining operations on the lower flange of each rail joint to be equipped with the pivot bearing shell are no longer required. Rather, the invention formed according to the pivot bearing shell directly into the in particular I-profile rails already existing recess between the U-legs of the U-shaped lower flange inserted and welded here. This represents an enormous ease of assembly and cost savings.

Nevertheless, the functionality of the described pivot bearing shell is in no way impaired, but is the same as that in the generic state of the art according to DE 198 54 937 C1 or DE 196 16 937 C1 is described. In this case, behind the attacks of the pivoting lugs attacks in conjunction with the limiting block for proper production of the hinge connection. For this purpose, it is only necessary to introduce the pivot bearing sheet in the pivot bearing shell, so that the pivoting lug engages in the recess and engages behind the attacks.

So that movements of the rail joints can be compensated against each other, pivoting lugs and stops in the region of the lower joint connection have corresponding and mutually sliding guide surfaces. As a result, movements of the rail joints with each other can be easily absorbed in connection with a conventional or an upper joint connection formed as described above. The pivot point is in this context always below the tread in the lower flange.

On the upper flange, the already mentioned suspension device may be articulated in the form of a rocker, which has at least one guy hole. This articulated and for example by the DE 198 54 937 C1 previously known rail connection is characterized by a mounting aid device is provided in addition to the guy bore.

This mounting aid device may be a mounting auxiliary hole for receiving a mounting aid bolt with mounting aid located thereon, for. As chain, rope or the like act. In this context, the mounting aid device can be arranged on a symmetry plane on the head side of the rocker. The rocker itself usually has two flanges, which are spaced apart by means of one or more spacers.

In this way, a rocker is provided, which can be easily attached to the track or the attached rail joint (rail joints) on the track extension. For this ensures in the core of the mounting aid device, which allows to raise the respective rail joint or the already connected rail joints to the desired height in the route extension and only then make the bracing. This can for example be done with winches, chain lifters or other lifting equipment that attack on the mounting aid device or form them. In the simplest case, this is an assembly auxiliary bore with a mounting aid bolt or a shackle received therein, to which a mounting aid is connected, which may be, for example only, a chain, a cable or the like.

By arranging the mounting aid device on the plane of symmetry on the head side of the rocker is achieved that the lifting forces usually in or near the joint area attack the rail joints, because the rocker is mounted mostly symmetrical compared to this joint area, so coincide symmetry plane of the rocker and joint area. Finally, the two-wing design of the rocker ensures that a special torsional stiffness is given and also changing tensile forces can be easily absorbed by changes in the route construction.

Finally, the profiled rails usually have cross-sectionally fork-shaped upper flanges and, conversely, bifurcated lower flanges. They can have an I-shaped cross-section. As a result, high resistance torques can be achieved with reduced production costs and simplified manipulation during rail mounting. The individual rail joints of the profile rails are provided as a rolled steel profile and have specifications as used in the frame DE 296 04 431 U1 to be discribed.

The leaf cheek or third bearing cheek or tab may be attached in the transport position of the rail joints on the two pocket cheeks of a pair of pocket cheeks on a rail joint. As a result, the leaf cheek or third bearing cheek or tab is captively connected to the relevant rail joint.

The two bag cheeks or bearing cheeks can be connected substantially V-shaped with their foot to the upper flange. It is understood that the top flange and the foot of the pocket cheeks are designed accordingly, so that at this point a welded joint can be provided.

The third leaf cheek or bearing cheek or tab is usually set to a rail joint and engages or engages with a hook a stop on the other rail joint. For this purpose, the respective third blade cheek or lug is equipped with a mounting area and an engagement area. The attachment area serves to define the bearing cheek or tab, while the engagement area has the hook, which cooperates with the stop at the other rail joint.

This is solved in detail so that the limited by the hook arc recess slides along the relevant stop defining a maximum possible pivot angle of the two rail joints to each other. For this purpose, the hook is associated with a sliding surface of the Bogenausnehmung.

Always the described articulated rail connection is characterized in particular by the fact that first a profiled rail or a rail joint is suspended and only after this, the assembly of the other rail joint is made to realize the rail connection. In this case, the second rail joint can be advantageously connected via the lower joint initially articulated to the lower rail joint and then undergoes a solid connection using the additional third cheek or tab.

Fig. 1a, 1b

die erfindungsgemäße gelenkige Schie- nenverbindung in Seitenansicht (Fig. la) und Frontansicht (Fig. 1b),

Fig. 2a, 2b

einen Schienenstoß der gelenkigen Schienenverbindung nach Fig. 1a, 1b mit zugehörigem Schwenklagerblatt,

Fig. 3a, 3b

den anderen Schienenstoß mit dem Schwenklagerblatt,

Fig. 4

das Schwenklagerblatt in Aufsicht,

Fig. 5

eine schematische Ansicht der Schwenk- lagerschale und

Fig. 6

eine abgewandelte Ausführungsform der gelenkigen Schienenverbindung mit zuge- höriger Schwinge,

Fig. 7

eine weitere Variante der Erfindung,

Fig. 8 bis 10

einzelne Bestandteile der Ausführungs- form nach Fig. 7 in jeweiligen Detail- ansichten,

Fig. 11 und 12

eine nochmals abgewandelte Ausgestal- tung der Ausführungsform nach den Fig. 7 bis 10 und

Fig. 13 bis 15

eine weitere Variante der Erfindung, und

Fig. 16a, b, und c

die beiden Schienenstöße unter Berück- sichtigung verschiedener Schwenkwinkel zueinander.

In the following the invention will be explained in more detail with reference to a drawing showing only one exemplary embodiment; show it:

Fig. 1a, 1b

The articulated rail connection according to the invention in side view (FIG. 1a) and front view (FIG. Fig. 1b )

Fig. 2a, 2b

a rail joint of the articulated rail connection after Fig. 1a, 1b with associated pivot bearing sheet,

Fig. 3a, 3b

the other rail joint with the pivot bearing sheet,

Fig. 4

the pivot bearing sheet in supervision,

Fig. 5

a schematic view of the pivot bearing shell and

Fig. 6

a modified embodiment of the articulated rail connection with associated rocker,

Fig. 7

another variant of the invention,

Fig. 8 to 10

individual components of the embodiment according to Fig. 7 in respective detail views,

FIGS. 11 and 12

a further modified embodiment of the embodiment according to the Fig. 7 to 10 and

Fig. 13 to 15

a further variant of the invention, and

Fig. 16a, b, and c

the two rail joints taking into account different tilt angles to each other.

In the figures, a rail connection for rail joints 1a, 1b is shown by profile rails. The rail joints 1a, 1b are in the context of the embodiment in I-shaped embodiment with a top flange 2 and a running surfaces 3 forming bottom flange 4 executed. On the treads 3 wheels of individual wagons a monorail overhead track are guided and moved. This is not mandatory.

Evidently the Fig. 1b . 2 B . 3b and 15 Both the upper flange 2 and the lower flange 4 have pocket-shaped recesses 5 in cross section. In this way, the I-shaped rail joints 1a, 1b are designed with a substantially U-shaped upper flange 2 with U-legs 6 and a recess 5 arranged therebetween , The same applies to the lower flange 4, which has an inverted U-shaped profile with associated U-legs 6, which receive the recess 5 between them.

Based on Fig. 1 . 6 . 7 and 13, 14 it can be seen that at the top flange 2 of a profile rail 1a at least a suspension device 7 is provided. In addition, both the upper and the lower joint region S of the adjacent rail joints 1a, 1b have respective joint connections 8, 9.

The suspension device 7 takes a spaced from the joint area S and the hinge connection 8, 9 positions on the upper flange 2 a. In this case, the suspension device 7 is arranged on at least one of two adjacent rail joints 1a, 1b. In the context of the embodiment, the suspension device 7 is located on the one rail joint 1a. In principle, the suspension device 7 could additionally (or alternatively) also be fastened to the other rail joint 1b.

After a first embodiment, as in the Fig. 1 and 13, 14 is shown, the suspension device 7 is independent and separated from the hinge connection 8, 9 - in the illustrated example, the upper hinge connection 8 - executed. But it is also possible that the suspension device 7 forms an integral component together with the articulated connection 8, 9, in this case the upper articulated connection 8. That's what they show Fig. 6 and 7 to 10 ,

In detail, the suspension device 7 is a connection eye 7, to which an optional extension web 10 and a rocker 11 can be connected (cf. Fig. 1 . 6 . 7 and 13, 14 ). It is understood that the extension web 10 and the rocker 11 are each hingedly connected to each other, so that movements of the rail joints 1a, 1b can be added to each other. But it is just as well conceivable and is from the Invention concept includes when extension web 10 and rocker 11 are made in one piece. That is, only the suspension device 7 or the connection eye 7 then provides the necessary joint mobility. Because rocker 11 and extension web 10 then form a unit.

Based on Fig. 1b it can be seen that the recess 5 in the upper flange 2 receives the connection eye 7 between the U-legs 6. For this purpose, the connection eye 7 is part of a fastening web 12, which is connected in the recess 5 and between the legs 6 to the upper flange 2. This usually happens by welding.

The fastening web 12 with the connection eye 7 is now overlapped by two flanges 13 of the extension web 10. A cross-aligned by means of aligned holes hinge pin is used at this point for the described articulated connection. - Within the scope of the variant Fig. 6 forms the local fastening web 12 together with two bag cheeks or bearing cheeks 14 an integral component, as will be explained in more detail below.

In the embodiment of the Fig. 7 to 10 and 13, 14 the two pocket cheeks or bearing cheeks 14 are connected to the rail joint 1a, while the extension web 10 engages between the pocket cheeks 14. This also applies to a third leaf cheek 15 or tab 15, as will be explained in more detail below.

As part of the variant after the Fig. 1 to 6 are in the upper joint area S adjacent rail joints 1a, 1b a total of three the impact area S bridging bearing cheeks 14, 15 realized. These three bearing cheeks 14, 15 on the one hand are the two already mentioned pocket cheeks 14, which in front view (see in particular Fig. 3b ) form a pocket 16 for receiving the third leaf cheek 15 on the other hand. It is in the context of the variant according to the Fig. 1 to 5 the blade cheek 15 attached to the one bumper rail 1a, while the other bumper 1b carries the two bag cheeks 14. In this case, therefore, the two cheeks 14, 15 each form a bearing cheek 15 on the one rail joint 1a and a bearing cheek 14 or first pocket cheek 14 on the other rail joint 1b. For this purpose, the third bearing cheek 14 in the form of the second pocket cheek 14, which bridges the upper joint area S.

In the variant of the Fig. 6 there is a reverse arrangement. That is, the two bag cheeks 14 are attached to the one bumper rail 1a, while the other bumper rail 1b carries the third blade cheek or bearing cheek 15. Again, the two bearing cheeks 14, 15 are on the one hand on a rail joint 1a and the other rail joint 1b, on the other hand additionally the third bearing cheek 14 is realized in the form of the second pocket cheek 14. Both pocket cheeks 14 shape in the presentation Fig. 6 with the there also realized fastening web 12 with the connection eye 7 an integral component, while the other rail 1b, the blade cheek 15 carries.

Finally, in the design after the Fig. 7 to 10 and 13 to 15 the third or additional blade cheek 15 is designed as an independent component and is accommodated on the one hand between the two pocket cheeks 14 and on the other hand between two additional cheeks or pocket cheeks 34 on the other rail 1b. It can be seen that the respective bearing cheeks or bearing cheek pairs 14, 34 are fork-shaped (see. FIGS. 8 and 10 . 15 ). The tab or further leaf cheek 15 has at least one side over a slot 35 or a Bogenausnehmung 38, which provide at this point for the required joint mobility (see. Fig. 9 and 12 ).

In particular, based on the Fig. 3a, 3b it can be seen that the two bag cheeks 14 are connected to each other at the head end by a connecting web 17. This connecting web 17 forms on its surface facing the pocket 16 a guide surface 18 for the thereto along with her head sliding leaf cheek 15. slots 19 in two pocket cheeks 14 ensure that the two pocket cheeks 14 can be hingedly connected to the blade cheek 15, namely by a merely indicated guide pin 20 penetrates the two slots 19 in the pocket cheeks 14 and a bore 21 in the blade cheek 15.

In the Fig. 3a It is best seen that the guide surface 18 and the two slots 19 each have a slightly curved contour adapted to each other. This ensures that the upper hinge connection formed essentially from the two pocket cheeks 14 and the leaf cheek 15 engaging between them can compensate for relative movements of the push brackets 1a, 1b relative to one another.

The lower hinge 9 and its detailed structure will now be with reference to in particular the Fig. 3a and 3b described. It can be seen in the lower joint area S of the adjacent rail joints 1a, 1b, first of all a pivot bearing shell or Schwenklagerasche 22, which intervenes with an engaging therein and in the FIGS. 2a and 2b shown pivot bearing blade 23 cooperates. In this case, the pivot bearing shell 22 is placed in the recess 5 of the other profile joint 1 b between the two U-legs 6 on the lower flange 4. This happens without processing, ie, without the U-leg 6 must be processed in any way before welding the pivot bearing shell 22. The respective rail 1b with I-shaped profile according to the DE 296 04 431 U1 remains unprocessed.

The same applies to the pivot bearing blade 23, which is also defined without machining in the recess 5 between the two U-legs 6, and indeed - as the pivot bearing shell 22 - on the lower flange 4, but now on the one bumper 1a and the profile joint 1a. In this way, the respective bumpers or profile joints 1a, 1b can be equipped with the U-shaped upper flange 2 and the inverted U-shaped lower flange 4 after rolling without reworking with the respective joint connections 8, 9, which affects the production costs particularly positive.

The pivot bearing shell 22 has evidently the Fig. 3 and 5 via a recess 24 for a swivel bearing blade 23 arranged on the pivoting nose 25. In addition, the pivot bearing shell 22 has projecting into the recess 24 and These stops 26 define together with a limiting block 27, the recess 24. The stops 26 and the limiting block 27 are coupled by connecting webs 28 each with each other.

It can be seen in particular on the basis of Fig. 3b and 5 in that the pivot bearing shell 22 is constructed as a whole in mirror symmetry with respect to an axis A and is composed of two pivot bearing shell halves. These two pivot bearing shell halves are connected on the one hand to the one U-leg 6 and on the other hand to the other U-leg 6, welded in the context of the embodiment with this. The same applies to the pivot bearing blade 23, which is also constructed mirror-symmetrical to the axis A, however, has a one-piece embodiment and is connected to the two U-legs 6 (see. Fig. 2b ).

Because the outer contour of the pivot bearing shell 22 is adapted to the inner contour of the recess 5 between the two U-legs 6 of the lower flange 4 (see. Fig. 3b ), the pivot bearing shell 22 can be used without machining in the respective recess 5 and connected to the legs 6. The stops 26 on the pivot bearing shell 22 and the pivoting lug 25 on the pivot bearing blade 23 have corresponding arcuate guide surfaces 29, which ensure that the lower hinge connection 9 any movements of the shock bars or rail joints 1a, 1b can easily follow each other and this is even performed.

As has already been stated in the introduction, the upper flange 2 of the illustrated articulated rail connection with the two articulated connections 8, 9 has at least one suspension device in the form of the rocker 11 (cf. Fig. 6 . 7 and 13, 14 ). This rocker 11 now has in the context of the embodiment at least one guy hole 30, which serves to couple the rocker 11 by means of a chain or a comparable connecting means with the track extension. In the context of the embodiment, the rocker 11 is executed symmetrically in total compared to a symmetry axis B, wherein two guy holes 30 are realized, but this is not mandatory. In addition to this guy bore 30, there is also an assembly aid device 31.

In the context of the illustration, this assembly aid device 31 is an assembly aid bore 31 for receiving a merely indicated installation aid bolt with mounting aid 32 located thereon. This installation aid may be a chain, a cable or a comparable hoist.

Based on Fig. 6 it can be seen that the mounting aid device 31 is arranged on the symmetry plane B on the head side of the rocker 11. As a result, lifting forces act in direct extension of the articulation point of the rocker 11, which is ultimately the connection eye 7 on the attachment web 12.

It can also be seen that the rocker 11 has two flanges 11a, 11b, which are spaced apart from one another by means of one or more spacers 33. To this Way, the rocker 11 can be made torsionally, and that at a relatively low weight. In this case, it is possible to realize and use rockers 11 of very different design and with varying spacing of the respective guy holes 30, as can be seen clearly in the solid representation of a rocker 11 and its dash-dotted lines indicated modification. In both cases, the position of the mounting aid device 31 is substantially maintained.

In the variant of the Fig. 7 to 10 and 13 to 15 are - as already stated - two pairs of bearing cheeks 14 and 34 respectively provided in fork-shaped design, which receive a further bearing cheek or tab 15 between them. This tab or additional cheek 15 ensures with its slot 35 and the Bogenausnehmung 38 that pivotal movements in the joint area S between the two rail joints 1a, 1b can be easily absorbed. Because the slot 35 is penetrated as the associated pair of bearing cheeks 14 of the bolt 20.

The production of the rail connection is usually made so that the associated with the one rail joint 1a bearing cheeks 14 or the pair of bearing cheeks 14 is first suspended by means of the suspension device 7, the extension web 10 and the rocker 11. Subsequently, the other rail joint 1b can be attached to the already mounted rail joint 1a by pivot bearing shell 22 and pivot bearing sheet 23 engage with each other. In principle, at this point, of course, another lower hinge connection 9 can be realized.

Following this, the additional cheek or tab 15 is positioned between the pair of cheeks, on the one hand 14 and on the other hand 34 and fixed with the aid of corresponding holes by cross-bolt. In this case, an optional and non-compelling nose 36 on the cheek or tab 15 may ensure that the cheek 15 assumes its desired position. Because the nose 36 engages in an associated recess 37 in the other rail joint 1b (see. Fig. 7 and 9 ). In all these operations, the additional cheek or tab 15 retains its independence. It may be attached to a rail joint 1a, 1b. Regularly sufficient at this point, however, a clamping or screw connection with the pair of bearing cheeks 14 or 34, as shown in the Fig. 13, 14th is shown.

As part of the FIGS. 11 and 12 is a modification of the embodiment according to the Fig. 7 to 10 shown. Because there, the bearing cheek or tab 15 is not equipped with a slot 35 to accommodate pivotal movements in the joint area S between the two rail joints 1a, 1b can easily. Rather, at this point, the arch recess 38 ensures that the described pivoting movements can be handled. In addition, the bearing cheek or tab 15 is equipped on its side facing the two rail joints 1a, 1b side with an arcuate foot 39 which is received in correspondingly shaped pockets 40 in the pair of bearing cheeks 14 and 34 respectively.

The FIGS. 13 to 15 show a further variant of the invention. Also in this case, two pairs of bearing cheeks 14, 34 are provided in fork-shaped design, which between them the other third bearing cheek or leaf cheek or Record tab 15. That is, in each case two bearing cheeks or bag cheeks 14, 34 form the already mentioned bearing pair of cheeks 14, 34. For the transport of the two rail joints 1a, 1b, the further bearing cheek or tab 15 on a rail joint 1a, 1b, in the context of the embodiment on Rail joint 1b, captive fastened. In this case, the bearing cheek 15 is not over, therefore can not be demolished (see the dash-dotted line in FIG Fig. 14 ). As in the other embodiments, the respective pocket cheeks 14 and 34 are connected substantially V-shaped with their foot to the upper flange 2 of the respective rail joint 1a, 1b.

Based on the representation in the Fig. 12 and 14 it can be seen that the tab or third bearing cheek 15 has a fastening region 15a and an engagement region 15b or is divided into the two regions 15a, 15b. The attachment portion 15a ensures that the tab 15 is fixed to the rail joint 1b. With the engagement portion 15b of the bolt or guide pin 20 cooperates, which acts as a stop in this context. This guide pin 20 connects the two pocket cheeks 14 with each other. In contrast to the embodiment according to Fig. 6 However, the leaf cheek 15 is not penetrated.

It can be seen that the arcuate recess 38 of the tab 15 merges into or has a sliding surface 41. With the sliding surface 41, a hook 42 cooperates, which limits it. In addition, a stop 43 is still realized, which limits the total possible pivot angle of the two rail joints 1a, 1b by the interaction of hook 42 and stop 43 to each other. That comes at a comparison of FIGS. 13 and 14 to expression. In fact, the two rail joints 1a, 1b can move about a pivot point D below the running surface 3 of the lower flange 4 against each other, with pivoting angles α of a total of up to about 10 ° to 15 ° are possible.

Such pivoting movements between the rail joints 1a, 1b are expressly permitted because the guide pin 20 between the hook 42 and the stop 43 along the sliding surface 41 can reciprocate. In this case, the sliding surface 41 additionally ensures that the pivoting of the two rail joints 1a, 1b is performed against each other. For this purpose, the sliding surface 41 has a curvature which is predetermined by the distance between the pivot point D. That is, the curvature of the sliding surface 41 corresponds to a circular arc having a radius which is equal to the distance between the pivot point D and the guide pin 20.

Based on the supplementary representations in the Fig. 16a, b and c It is clear how the two rail joints 1a, 1b can be pivoted against each other, taking into account the pivot point D, which is arranged below the running surfaces 3 of the lower flange 2. In this case, the paintable maximum pivot angle α corresponds to the fact that the pivot bearing blade 23 and the corresponding guide surfaces 29 of the pivoting lug 25 can also sweep a corresponding pivot angle β relative to the stops 26 on the pivot bearing shell 22. As in the case of the sliding surface 41, so here are the radii of the guide surfaces 29 and stops 26 adapted to the distance from the rotation axis D to a to perform tilt-free pivoting movement. The two angles α and β are substantially the same.

Claims (9)

1. Jointed rail connection for rail joints (1a, 1b) of profile running rails, wherein at least in the upper joint region(S) of adjacent rail joints (1a, 1b) a jointed connection (8) with at least one bearing cheek (15) bridging the joint region(S) is provided, and wherein additionally at least one bearing cheek (14) is realized on the one rail joint (1a) and at least one bearing cheek (34) is realized on the other rail joint (1 b) and the third bearing cheek (15) interacting in a jointed manner therewith serves to connect the two bearing cheeks (14, 34),
   characterized in that
   in transport position the third bearing cheek (15) is fastened to the one rail joint (1 b) without overhang.
2. The jointed rail connection according to Claim 1, characterized in that the two respective bearing cheeks (14, 34) are embodied fork-shaped.
3. The jointed rail connection according to Claim 1 or 2, characterized in that the third bearing cheek or blade cheek (15) in at least one position comprises an elongated hole (35) or an arc clearance (38).
4. The jointed rail connection according to any one of the Claims 1 to 3, characterized in that the two respective bearing cheeks (14, 34) are connected to the upper flange (2) with their foot substantially V-shaped.
5. The jointed rail connection according to any one of the Claims 1 to 4, characterized in that the third blade cheek or fishplate (15) comprises a fastening region (15a) and an engagement region (15b).
6. The jointed rail connection according to any one of the Claims 1 to 5, characterized in that the third bearing cheek or fishplate (15) is secured to a rail joint (1b) and with a hook (42) engages under or engages over a stock (20) on another rail joint (1a).
7. The jointed rail connection according to any one of the Claims 1 to 6, characterized in that the arc clearance (38) slides along on the stop (20) defining a maximum possible swivelling angle α.
8. The jointed rail connection according to any one of the Claims 1 to 7, characterized in that the hook (42) is assigned a sliding face (41).
9. The jointed rail connection according to any one of the Claims 1 to 8 characterized in that the two rail joints (1a, 1b) are arranged swivelmoveably relative to each other with a fulcrum (D) below a running surface (3) in the lower flange (2).

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