EP1825060B1 - Elastic rail connection for track systems - Google Patents

Abstract

The invention relates to a rail fastener for track systems, comprising a tensioning element (1) made of an elastic material, in particular hardened spring steel that in the assembled state is fixed in place between a retaining plate (3) provided on a sleeper (2) and a fastening anchor (4) such that the tensioning element exerts a retention force on the foot (5) of a rail (6) in order to hold the rail (6) in position, the tensioning element (1) being symmetrically aligned with respect to a vertically oriented plane of symmetry (7) that is perpendicular to the longitudinal axis (8) of the rail (6). According to the invention, the tensioning element (1) has two torsion legs (1a' and 1a''), preferably extending essentially in parallel, in order to achieve stepped overload protection. The two torsion legs (1a' and 1a'') are connected to one another on the side facing away from the rail (6) by means of a connecting section (1b), and a loop-shaped clamping section (1d' and 1d'') is provided on each end (1c' and 1c'') of the torsion leg (1a' and 1a'') facing the rail (6). In the non-tensioned state of the tensioning element (1) the torsion legs (1a' and 1a'') together with the connecting section (1b) lie essentially in a first plane (9), and at least a portion of the loop-shaped clamping sections (1d' and 1d'') lie in a second plane (10). The second plane (10) is rotated about an axis (11) in relation to the first plane (9), the axis extending parallel to the sectional axis of the plane of symmetry (7) containing the first plane (9).

Description

The invention relates to a frictional-elastic rail fastening for track systems with the features specified in the preamble of the independent claim.

A generic rail fastening is from the DE 34 00 110 C2 known. There, a clamping element is used, which is arranged in the assembled state between a holding plate and a fastening anchor. The clamping element has two legs, which are designed as torsion elements. The Torsionsschenkel have two parallel adjacent spring bar sections, which are integrally connected by a tensioning portion forming and substantially transversely outwardly bent loop. The two spring bar sections of the torsion legs are connected via the connecting crosspiece. The two outer spring bar sections of the torsion leg have at a distance behind the connecting crosspiece in each case a U-shaped turn, which is supported with its free end portion on the connecting crosspiece, while anchoring parts of the rail fastening in the connection to a central web and in each case at a distance above arranged next to the rail run-on slopes for the bracing portions of the clamping element have two projecting to opposite sides supporting flanges for the torsion legs of the clamping element.

From the DE 39 18 091 C2 a rail fastening of the aforementioned type is known in which widen portions of the outer leg of the epsilon-shaped clamping elements enlarging the distance from the inner legs against the rail foot. The mutually facing free ends of the clamping element terminate outside the inner leg. The tensioning element is further designed so that a central web comes to lie in the mounting position at a small distance above the rail and rests in the pre-assembly with its inside on the shaft of the sleeper screw.

In one of the previously known solutions, the clamping element fulfills its task, namely to ensure a good grip of the rail at the threshold. However, the clamping element is relatively large and complicated. This is accompanied by a correspondingly high production costs, which increases the manufacturing costs of the clamping elements.

Furthermore, the previously known clamping elements do not provide a sufficient solution to the following problem: With unusually high loading of the rail with forces tilting of the rail is possible. The Torsionsschenkel of the clamping element and the threshold fitting can be highly stressed in the occurrence of tilting of the rail, namely over-stressed or overloaded. It is therefore desirable to design the rail fastening in such a way that provision is made for this, and even when tilted, it is precluded that the torsion legs of the tensioning element and also the threshold screw connection are overloaded.

In one of the known solutions, the tension torque can be generated indirectly only by tightening the threshold or hook screw. The tensioning force of the clamping element acts in addition to the biasing force of the sleeper screw, whereby the screw is additionally loaded. Furthermore, the assembly of the clamping element can be realized only by means of a threshold or hook screw. It is desirable to realize a universal mounting of the clamping element, ie without or with screw, and if necessary without affecting the Schraubenvorspannkraft.

The invention is therefore the object of a rail fastening of the generic type so educate that can be achieved easier assembly.

This object is achieved by the features of the characterizing part of claim 1

In the assembled state of the clamping element, the second plane preferably agrees largely with the first plane.

Under normal loading of the rail in the mounted state preferably contact the loop-shaped clamping portions of the clamping element the rail foot. But it is also possible that the ends of the clamping portion engage in the mounted state in these provided for recesses in the holding plate. It can thus be achieved that the front-side ends of the clamping sections engage in the recesses for horizontal position stabilization in the final assembly position. In this case, if appropriate, it can also be provided that the recesses in the holding plate have latching projections or lugs, so that the ends of the clamping section can engage in the holding plate.

The loop-shaped clamping portions may preferably at least partially have an S-shaped course. With this configuration, a more compact construction of the fastening system can be achieved, as will be seen.

The loop-shaped clamping portions are preferably formed in the plan view in their rail-facing part substantially circular or oval. Connection transitions between the individual functional zones are equipped with large radii or radius transitions in order to ensure optimum voltage profiles in the material of the clamping element. The individual radii or radii transitions along the course of the clamping element can be of different sizes.

The angle between the above-mentioned planes, ie between the first plane and the second plane, preferably lies between 5 ° and 30 ° in the non-tensioned state of the clamping element.

The ends of the loop-shaped clamping portions may be formed as straight sections. These straight line sections preferably run parallel to one another.

The ends of the loop-shaped clamping sections, in particular the straight line sections, may have a groove-shaped recess which is formed as a bearing surface on the fillet radius of the rail foot. This makes a defined and safe installation on the rail foot possible.

To be prepared for the overload case, each loop-shaped clamping portion may have a first contact surface in the side region of the clamping portion to rest on the rail foot, which also contacts the rail when a tilting of the rail in case of high horizontal forces on the rail head (first overload case), but with a greatly reduced lever arm. Furthermore, each loop-shaped clamping portion may have a second contact surface for engagement with the fastening anchor, which contacts the fastening anchor in the event of a second, stronger overload case of the forces acting on the rail beyond the first overload case.

The retaining plate can be integrated in a rail underlay plate.

The retaining plate and the fastening anchor may be formed in two parts. The retaining plate and the fastening anchor can be connected by means of a hook screw or held together.

The fastening anchor may be plate-shaped and fixed by a screw.

It is also possible that the retaining plate and the fastening anchor are integrally formed.

The fastening anchor may have contact surfaces for the loop-shaped clamping sections on its underside in its rail-facing, lateral end regions. Furthermore, the fastening anchor may have on its underside in its side facing away from the rail, lateral end portions each have a first groove-shaped detent recess for engaging the clamping element in a pre-assembly. In addition, it can be provided that the fastening anchor has on its underside in its side facing away from the rail, lateral end portions each have a second groove-shaped locking recess for engaging the clamping element in a neutralization position. Finally, the fastening anchor may have on its underside two groove-shaped contact surfaces for the system of the torsion leg of the clamping element in the final assembled state.

It is also conceivable that the fastening anchor is formed by the sleeper screw or a washer connected thereto.

The retaining plate may have two arcuate recesses extending perpendicularly to the longitudinal axis of the rail for guiding the clamping element during its mounting. It can have two contact surfaces for the installation of the clamping element in its mounted state. Furthermore, the holding plate on its underside extending in the direction of the longitudinal axis of the rail projection to engage in a corresponding recess in the threshold.

With the proposed embodiment can be achieved that the clamping element can be produced in an economical manner. It has a relatively small space, so that the proposed rail fastening can be used for a variety of applications.

Furthermore, a two-stage overload protection of the rail fastening is provided for the overload case, so that an excessive tilting of the rail safely prevented and a plastic deformation of the bracket is avoided.

Fig. 1

in perspektivischer Ansicht eine kraftschlüssig-elastische Befestigung einer Schiene einer Gleisanlage,

Fig. 2

die Draufsicht auf die Anordnung gemäß Fig. 1,

Fig. 3

in perspektivischer Ansicht eine Explosionsdarstellung der Schienenbe- festigung nach Fig. 1,

Fig. 4

die Explosionsdarstellung gemäß Fig. 3 aus einer Blickrichtung von un- ten,

Fig. 5

die Draufsicht auf das nicht verspannte Spannelement der Schienenbe- festigung,

Fig. 6

die Vorderansicht (Ansicht A gemäß Fig. 5) des Spannelements,

Fig. 7

eine zu Fig. 6 entsprechende Ansicht aus einem tiefer angeordneten Blickwinkel,

Fig. 8

die Seitenansicht (Ansicht B gemäß Fig. 5) des Spannelements,

Fig. 9

eine perspektivische Ansicht des Spannelements aus einer Ansicht von oben,

Fig. 10

eine perspektivische Ansicht des Spannelements aus einer Ansicht von unten,

Fig. 11

eine perspektivische Ansicht der Halteplatte der Schienenbefestigung aus einer Ansicht von oben,

Fig. 12

eine perspektivische Ansicht der Halteplatte gemäß Fig. 11 aus einer Ansicht von unten,

Fig. 13

eine perspektivische Ansicht des Befestigungsankers der Schienenbe- festigung aus einer Ansicht von oben,

Fig. 14

eine perspektivische Ansicht des Befestigungsankers gemäß Fig. 13 aus einer Ansicht von unten,

Fig. 15

die Seitenansicht der Schienenbefestigung während eines ersten Sta- diums der Montage, nämlich in der Vormontagestellung,

Fig. 16

die Seitenansicht der Schienenbefestigung während eines zweiten Sta- diums der Montage, nämlich in der Neutralisationsstellung,

Fig. 17

die Seitenansicht der Schienenbefestigung während eines dritten Sta- diums der Montage, nämlich in der Zwischenstufenstellung,

Fig. 18

die Seitenansicht der Schienenbefestigung nach Abschluss der Monta- ge und

Fig. 19

eine zu Fig. 18 entsprechende Darstellung des Überlastschutzes zur Verhinderung des Kippens der Schiene bei überhöhten Horizontalkräf- ten am Schienenkopf,

Fig. 20

eine perspektivische Ansicht der Halteplatte der Schienenbefestigung aus einer Ansicht von oben mit Ausnehmungen für die Enden des Spannelements,

Fig. 21

eine perspektivische Ansicht der Halteplatte samt Befestigungsanker in einer einstückigen Ausbildung,

Fig. 22

eine alternative Ausführung von einstückig ausgebildeter Halteplatte samt Befestigungsanker mit einem Betonschwellenanker,

Fig. 23

eine Schienenunterlagsplatte mit integrierter Halteplatte samt Befesti- gungsanker,

Fig. 24

eine auf einer Schienenunterlagsplatte gemäß Fig. 23 mittels eines Spannelements festgelegte Schiene,

Fig. 25

eine zu Fig. 24 alternative Ausführung mit separat befestigtem Befesti- gungsanker, wobei die Befestigung durch eine Hakenschraube bewerk- stelligt wird,

Fig. 26

die Anordnung gemäß Fig. 25 von unten aus betrachtet und teilweise im Schnitt dargestellt,

Fig. 27

eine alternative Ausgestaltung der Erfindung mit einer Gleitstuhlplatte für den Weichenbereich,

Fig. 30

in der Seitenansicht,

Fig. 31

in der Draufsicht und

Fig. 32

in perspektivischer Darstellung eine Schienenbefestigung, bei der der Befestigungsanker durch eine Schwellenschraube gebildet wird, und zwar in einer Vormontagestellung,

Fig. 33

in der Seitenansicht,

Fig. 34

in der Draufsicht und

Fig. 35

in perspektivischer Darstellung die Schienenbefestigung gemäß den Figuren 30 bis 32, und zwar in der Endmontagestellung,

Fig. 36

die perspektivische Ansicht eines alternativ ausgebildeten Spannele- ments aus einer Ansicht von oben,

Fig. 37

die Vorderansicht (Ansicht A gemäß Fig. 36) des Spannelements ge- mäß Fig. 36,

Fig. 38

die Seitenansicht (Ansicht B gemäß Fig. 36) des Spannelements ge- mäß Fig. 36,

Fig. 39

in perspektivischer Darstellung die Schienenbefestigung mit dem Spannelement gemäß den Figuren 36 bis 38 in der Endmontagestel- lung,

Fig. 40

die perspektivische Ansicht eines weiteren, alternativ ausgebildeten Spannelements aus einer Ansicht von oben,

Fig. 41

die Draufsicht auf das Spannelement gemäß Fig. 40,

Fig. 42

die Seitenansicht des Spannelements gemäß Fig. 40,

Fig. 43

in der Seitenansicht die Schienenbefestigung mit dem Spannelement gemäß den Figuren 40 bis 42 in der Endmontagestellung,

Fig. 44

und

Fig. 45

in perspektivischer Darstellung die Schienenbefestigung mit dem Spannelement gemäß den Figuren 40 bis 42 aus zwei unterschiedli- chen Blickrichtungen in der Endmontagestellung,

In the drawings, embodiments of the invention are shown. Show it:

Fig. 1

in a perspective view, a frictional-elastic attachment of a rail of a track system,

Fig. 2

the top view of the arrangement according to Fig. 1 .

Fig. 3

in perspective view an exploded view of the rail fastening according to Fig. 1 .

Fig. 4

the exploded view according to Fig. 3 from a viewpoint from below,

Fig. 5

the top view of the non-tensioned tensioning element of the rail fastening,

Fig. 6

the front view (view A according to Fig. 5 ) of the clamping element,

Fig. 7

one too Fig. 6 corresponding view from a lower angle of view,

Fig. 8

the side view (view B according to Fig. 5 ) of the clamping element,

Fig. 9

a perspective view of the clamping element from a top view,

Fig. 10

a perspective view of the clamping element from a bottom view,

Fig. 11

a perspective view of the retaining plate of the rail fastening from a top view,

Fig. 12

a perspective view of the holding plate according to Fig. 11 from a bottom view,

Fig. 13

3 is a perspective view of the fastening anchor of the rail fastening from a top view,

Fig. 14

a perspective view of the attachment anchor according to Fig. 13 from a bottom view,

Fig. 15

the side view of the rail fastening during a first stage of assembly, namely in the pre-assembly position,

Fig. 16

the side view of the rail fastening during a second stage of the assembly, namely in the neutralization position,

Fig. 17

the side view of the rail fastening during a third stage of the assembly, namely in the intermediate stage position,

Fig. 18

the side view of the rail fastening after completion of assembly and

Fig. 19

one too Fig. 18 Corresponding illustration of the overload protection to prevent tilting of the rail with excessive horizontal forces on the rail head,

Fig. 20

a perspective view of the retaining plate of the rail fastening from a top view with recesses for the ends of the clamping element,

Fig. 21

a perspective view of the holding plate together with fastening anchor in a one-piece design,

Fig. 22

an alternative embodiment of integrally formed retaining plate with fastening anchor with a concrete sleepers,

Fig. 23

a rail support plate with integrated holding plate and fastening anchor,

Fig. 24

one on a rail underlay plate according to Fig. 23 rail defined by means of a tensioning element,

Fig. 25

one too Fig. 24 alternative version with separately fastened anchoring anchor, the attachment being made by a hook screw,

Fig. 26

the arrangement according to Fig. 25 viewed from below and partially shown in section,

Fig. 27

an alternative embodiment of the invention with a Gleitstuhlplatte for the points area,

Fig. 30

in the side view,

Fig. 31

in plan view and

Fig. 32

in a perspective view of a rail fastening, in which the fastening anchor is formed by a sleeper screw, in a pre-assembly,

Fig. 33

in the side view,

Fig. 34

in plan view and

Fig. 35

in a perspective view of the rail fastening according to the FIGS. 30 to 32 , in the final assembly,

Fig. 36

3 is a perspective view of an alternative clamping element from a top view;

Fig. 37

the front view (view A according to Fig. 36 ) of the clamping element according to Fig. 36 .

Fig. 38

the side view (view B according to Fig. 36 ) of the clamping element according to Fig. 36 .

Fig. 39

in a perspective view of the rail fastening with the clamping element according to the FIGS. 36 to 38 in the final assembly position,

Fig. 40

the perspective view of another, alternatively formed clamping element from a top view,

Fig. 41

the top view of the clamping element according to Fig. 40 .

Fig. 42

the side view of the clamping element according to Fig. 40 .

Fig. 43

in the side view, the rail fastening with the clamping element according to the FIGS. 40 to 42 in the final assembly position,

Fig. 44

and

Fig. 45

in a perspective view of the rail fastening with the clamping element according to the FIGS. 40 to 42 from two different viewing directions in the final assembly position,

In the FIGS. 1 to 4 is the basic structure of a frictionally elastic rail fastening for a track system to see. The rail 6 must be on a threshold 2 or a rail underlay plate (s. Fig. 23 ) are attached. For this purpose, a recess 24 is provided in the threshold 2 at the threshold 2, the shape of which corresponds to a projection of a holding plate 3, which is placed on the threshold 2. The recess 24 may correspond in the form of a known angle guide plate or be executed in a different way. By means of a sleeper screw 12, a plate-shaped fastening anchor 4 is fixed to the support plate 3 and at the threshold 2. Between fastening anchor 4 and retaining plate 3, a clamping element 1 is arranged, which exerts a compressive force on the rail 5 in its mounted state and thus holds the rail 6 in the desired position.

As in Fig. 2 can be seen, the clamping element 1 is formed symmetrically, wherein the axis of symmetry 7 is arranged vertically and is perpendicular to the longitudinal axis 8 of the rail 6.

The specific structure of the clamping element 1 goes out of the FIGS. 5 to 10 out.

How best Fig. 5 As can be seen, the tensioning element 1 consists of two torsion arms 1a 'and 1a' which are arranged symmetrically with respect to the plane of symmetry and run parallel to one another and are connected to one another via a connecting section 1b ', 1a "is a loop-shaped clamping portion 1d', 1d", that is, over a rounded portion of the torsion leg 1a ', 1a "goes into the clamping portion 1d', 1d" on. The clamping portion 1d ', 1d "is designed so that it in the plan view of the clamping element 1 (s. Fig. 5 ) is formed substantially circular or oval. The clamping section 1d ', 1d "extends - round in shape - up to its end 1e', 1 e", which comes to rest in the vicinity of the end 1 c ', 1 c "of the torsion leg 1 a', 1 a".

This end region 1e ', 1e "is designed as a straight line section 1f, 1f' and intended to press on the top of the rail foot 5 in normal operation FIGS. 7, 8 and 10 For this purpose, a groove-shaped recess 1g ', 1g "in the clamping element 1 and in particular in the straight section 1f, 1f' incorporated, so that the clamping element 1 in the region of the straight sections 1f, 1f" area (not only selectively) on the Rounding radius of the rail foot 5 rests.

As in Fig. 6 is best seen, are the two torsion legs 1a ', 1a "together with connecting portion 1 b substantially in a first plane 9. A portion of the clamping portion 1d', 1d" is, however, in a second plane 10 Level 10 is rotated relative to the plane 9 about an axis 11 by the angle α. The axis 11 is aligned parallel to the axis of intersection of the plane of symmetry 7 with the first plane 9, it stands in Fig. 6 ie perpendicular to the drawing plane. The angle α is about 5 ° to 30 ° in the not or only partially locked state.

As a result of this embodiment, it is achieved that only a defined position of the clamping element 1 occurs in the area of the straight section 1f, 1f "after the clamping element 1 has been mounted.

How out Fig. 8 can be seen, the clamping element 1 may be slightly bent overall designed to optimally cooperate with the support plate 3 and with the mounting anchor 4. It can also be clearly seen from this figure how the foremost part of the clamping section 1d ', 1d "is turned out of the plane of the torsion legs.

Thus, in the case of an excessive horizontal force to the side of the head of the rail 6, d. H. If the rail 6 is subjected to a tilting movement about its longitudinal axis 8, no damage or overstressing of the clamping element 1 can take place, the following precautions are taken.

On the clamping element, ie in the region of the loop-shaped clamping section 1 d ', 1 d ", a first contact surface 1h', 1h" is provided in the side region 1i ', 1i "of the clamping section 1d', 1d". In the case of a stronger tilting of the rail 6, the rail foot 5 additionally presses on this contact surface 1h ', 1h ", whereby the spring force of the tensioning element 1 increases to the rail foot 5. Thus, the first contact surface 1h', 1h" becomes the first Level of overload protection created.

Should the tilting movement of the rail 6 become even greater, a second contact surface 1k ', 1k "is provided on the clamping section 1d', 1d", which is lifted on further lifting of the clamping section 1d ', 1d "and against a contact surface 15', 15 "(s. Fig. 14 ) on the fastening anchor 4 presses. This results in a high resistance to the further tilting of the rail 6, without the clamping element 1 is over-twisted and thereby damaged.

In FIGS. 11 and 12 is a possible solution of a used for holding plate 3 illustrated. At the bottom 22, the holding plate 3 has a projection 23 whose shape corresponds to that of the recess 24 in the threshold 2 (s. Fig. 3 and 4 ). This ensures a precise contact of the holding plate 3 on the threshold 2. On the upper side, the holding plate 3 has two arcuate depressions 20 ', 20 ", which favors the insertion of the clamping element 1 during assembly.In the final assembled state, the clamping element 1 bears against the holding plate 3 on abutment surfaces 21', 21". The arcuate or trough-shaped recesses are helpful when the clamping element 1 is inserted from the rear by means of a mounting tool, ie it is no loosening of the mounting anchor 4 is required. The depressions serve to push through the clamping element without much effort from the rear. Without the recesses, the clamping element would have to be completely compressed when pushed through to its final tension state.

The fastening anchor 4 is in FIGS. 13 and 14 to see. The underside 13 of the plate-shaped fastening anchor 4 has various details that improve the assembly and the maintenance of the clamping element 1 in the final assembled position. In the lateral end regions 14 ', 14 "of the fastening anchor 4, which face the rail, the already mentioned abutment surfaces 15', 15" are initially arranged, in which in the second overload securing stage the clamping sections 1d ', 1d "with their second Contact surfaces 1 k ', 1 k "lie.

During assembly, the clamping element 1 is initially pushed so far in the direction of the rail until it in first groove-shaped locking recesses 17 ', 17 "is applied, which in the lateral end portions 16', 16" arranged, d. H. are formed. Upon further advancement of the clamping element 1 in the direction of the rail 6 and thus in the direction of its end position after assembly, the clamping element 1 comes to rest in a second groove-shaped detent recess 18 ', 18 " 19 ', 19 ".

• In Fig. 15 ist die erste Stufe des Einbaus, die Vormontagestellung, zu sehen. Der Befestigungsanker 4 ist samt Halteplatte 3 mittels der Schwellenschraube 12 vormontiert (am Gleis oder im Schwellenwerk), die Schwellenschraube 12 ist dabei vollständig angezogen worden. In den sich zwischen Halteplatte 3 und Befestigungsanker 4 befindlichen Raum wird das Spannelement 1 zunächst per Hand eingeschoben. Mittels eines Montagewerkzeugs kann dann das Spannelement 1 weiter in Richtung Schiene vorgeschoben werden. Dies erfolgt solange, bis die vordersten Bereiche der Klemmabschnitte 1d', 1d" in den ersten nutförmigen Rastvertiefungen 17', 17" im Befestigungsanker 4 zu liegen kommen.

The assembly process of the rail fastening goes out of the FIGS. 15 to 18 out:

• In Fig. 15 is the first stage of installation, to see the pre-assembly. The fastening anchor 4 is preassembled together with the holding plate 3 by means of the sleeper screw 12 (on the track or sleeper), the sleeper screw 12 has been fully tightened. In the space located between the holding plate 3 and fastening anchor 4 space, the clamping element 1 is first inserted by hand. By means of an assembly tool, the clamping element 1 can then be advanced further in the direction of the rail. This takes place until the foremost areas of the clamping sections 1d ', 1d "in the first groove-shaped locking recesses 17', 17" come to rest in the fastening anchor 4.

Fig. 16 shows the second stage of installation, the neutralization position. In the neutralization, the tensioning element 1 is advanced so far in the direction of the rail that the foremost areas of the clamping sections 1d ', 1d "come to rest in the fastening anchor 4 in the second groove-shaped detent recesses 18', 18". In this position, the clamping element 1 is a tipping out of the rail 6 can be prevented during assembly work. In this case, a slight clamping force is generated by the clamping element 1.

In the third stage of installation, the intermediate stage, as in Fig. 17 can be seen, the clamping element 1 has been advanced further in the direction of the rail. This stage represents a deformation of the clamping element between the neutralization and the end tension. In this position, an average clamping force is generated by the clamping element 1. In this position, the clamping element between the holding plate and fixing anchor is clamped.

Fig. 18 shows the fourth stage of installation, the final tension. The clamping element 1 now prevents tilting of the rail during operation. It is generated sufficient Endverspannkraft depending on the application. The. Clamping element 1 is now in three areas on or on: In the region of the straight sections 1f, 1f "the clamping element 1 presses on the rail foot 5. At the fastening anchor 4, the clamping element 1 is located on the groove-shaped contact surfaces 19 ', 19". The holding plate 3 contacts the clamping element on the contact surfaces 21 ', 21 ".

• In der ersten Stufe der Überlastsicherung liegen die ersten Anlageflächen 1 h', 1 h" des schlaufenförmigen Klemmabschnitts 1d', 1d" des Spannelements 1 auf dem Schienenfuß 5 auf.

The measures against overloading of the clamping element 1 result from Fig. 19 :

• In the first stage of the overload protection, the first contact surfaces are 1 h ', 1 h "of the loop-shaped clamping portion 1d', 1d" of the clamping element 1 on the rail 5 on.

In the first overload protection level, the in Fig. 19 With s ₁ designated first distance to zero, that is, there is the contact between loop-shaped clamping portion and rail foot.

In the second stage of the overload protection, the loop-shaped clamping section 1 d ', 1 d "with the second contact surfaces 1 k', 1 k" on the contact surfaces 15 ', 15 "of the fastening anchor 4 is supported.

In the second overload protection level, the in Fig. 19 With s ₂ designated second distance to zero, ie it comes to the contact between this clamping portion and the fastening anchor.

In the exemplary embodiment, the loop-shaped clamping sections 1 d ', 1 d "extend away from the plane of symmetry 7 following the torsion legs 1a', 1a". In principle, provision can also be made for the clamping sections 1 d ', 1 d "to extend onto the plane of symmetry 7.

The holding plate 4 is formed in the embodiment as a separate component. It can also be provided that the plate 4 is part of a ribbed plate or that it is inseparably connected to the fastening anchor 4.

The installation procedure shown ensures that before the insertion of the clamping element 1, the sleeper screw 12 is tightened with end torque. It is also possible that the sleeper screw 12 (fully) is tightened only after inserting the clamping element, namely z. B. in the sleeper, d. H. before mounting the rail in pre-assembly position or after mounting the rail in neutralization or end tension position.

In Fig. 20 is a perspective view of the holding plate 3 of the rail fastening seen, viewed from above. The difference to the solution according to Fig. 11 consists essentially in the fact that at the rail facing the end of the holding plate 3 recesses 25 are provided, which are provided for supporting the ends 1 e 'of the clamping portion of the clamping element 1. The Recesses 25 thus serve to fix the position of the clamping element in the mounted state.

Such recesses 25 may also be provided in a solution as in Fig. 21 is shown. Here are holding plate 3 and fastening anchor 4 made in one piece, as is well known. The assembly and disassembly of the rail is done here with a suitably shaped Aufzieh- or Abziehkralle as an assembly tool.

Fig. 22 shows the solution according to Fig. 21 , d. h retaining plate 3 and fastening anchor 4 are integrally formed, in which case a concrete sleeper anchor 27 is still provided, which serves to anchor the arrangement. The concrete sleepers 27 can be molded positively into a concrete sleeper.

In Fig. 23 a rail support plate 28 can be seen, in which the holding plate 3 is integrated; the fastening anchor 4 is again integrally formed with. As a rail 6 is fixed on the rail support plate 28 by means of the clamping element 1, goes out Fig. 24 out. The integration of the holding plate 3 in the rail support plate 28 can be done, for example, in the production of the rail underlay plate by prototyping (by casting). But it can also be welded, for example, as a separate part on the rail support plate 28.

The Figures 25 and 26 show an alternative embodiment. Here it is provided that the fastening anchor 4 is formed as a separate part, which is connected by means of a hook screw 26 with the rail support plate 28. Due to the very flat design of the clamping element 1, this can also be used as internal jaw or rail bracing in the points or frog area.

Fig. 27 shows a Gleitstuhlplatte 29 for the switch area on which the rail 6 is fixed to the clamping element 1.

The aforementioned exemplary embodiments show that with the proposal according to the invention, all the relevant fastening variants of rail tensioning elements which have been used so far can be realized by a tensioning element shape.

In the above embodiments, it has always been provided that the sleeper screw 12 defines the fastening anchor 4. However, this is not necessarily the case. It can also be provided waiving the fastening anchor 4, that the sleeper screw 12 acts directly on the clamping element and this determines. To show the FIGS. 30 to 35 a corresponding design. The sleeper screw 12 may be connected to or have a washer. In the FIGS. 30 to 32 is the clamping element 1 initially in a pre-assembly. In the FIGS. 33 to 35 is the clamping element 1 brought into its final mounting position. For mounting reference is made to the above statements.

An alternative embodiment of the clamping element 1 goes out of the FIGS. 36 to 38 forth; in Fig. 39 is the rail mounting with this clamping element 1 to see in final assembled position.

The difference between the example in Fig. 5 illustrated embodiment of the clamping element 1 and in FIGS. 36 to 38 shown solution exists in that the shape of the loop-shaped clamping sections 1d ', 1d "is different Fig. 5 extends the clamping element 1 first of the ends 1c ', 1c "of the torsion leg 1a', 1a" away from the plane of symmetry 7, but then to run away from the rail 6 to the rear. Only then does the tensioning element 1 run loop-shaped again in the direction of the rail 6 (loop-shaped clamping sections 1d ', 1d ") in order to come to rest on the rail foot 5 at the end 1e', 1e". The result for the loop-shaped clamping section 1d ', 1d "is therefore an S-shaped course from the torsion legs 1a', 1a" to the end 1e ', 1e "of the clamping sections Fig. 5 The transitions were partly straight (see sections 1k ', 1k "in Fig. 5 ).

The in the FIGS. 36 to 38 illustrated embodiment is further characterized in that the bearing surfaces (sz B. 1g ', 1g "in Fig. 10 ) was changed. In this solution, the ends are 1e ', 1e "on the rail foot top obliquely to parallel to the longitudinal direction of the rail 6, as it out Fig. 36 and 39 can be seen. In the solution discussed above according to Fig. 5 were the ends 1 e ', 1 e "essentially at right angles to the rail longitudinal axis.

The bearing surfaces 1g ', 1g "at the ends 1e', 1e" are in the solution according to FIGS. 36 to 39 simply flattened and lie on the rail foot top. As a result, the support or contact surface between the clamping element 1 and rail 5 is increased and thus prevents additional wear by the migration of the rail 6 in the longitudinal direction.

To the solution according to FIGS. 36 to 39 is to be noted that it has a much smaller installation space with respect to the distance to the rail web 30 when z. B. rail straps 31 are grown, as it Fig. 39 shows. Therefore, the solution according to the FIGS. 36 to 39 a preferred embodiment of the invention.

The in the FIGS. 40 to 45 illustrated variant of the clamping element 1 is similar to that according to the Figures 36 to 40 , In this solution, however, the ends 1e ', 1e "of the clamping portion 1d', 1d" are shaped differently. The end regions 1e ', 1e "are bent inwardly by an angle greater than or equal to 45 ° (see in particular FIG Fig. 41 ). The angled part 1e ', 1e "is complete with a possibly provided flattened underside on the rail foot top.

LIST OF REFERENCE NUMBERS

1

clamping element

1a '

torsion

1a "

torsion

1 b

connecting portion

1c '

End of the torsion leg

1c "

End of the torsion leg

1d '

loop-shaped clamping section

1d "

loop-shaped clamping section

1e '

End of the clamping section

1 e "

End of the clamping section

1f

straight section

1f '

straight section

1g '

groove-shaped depression

1g "

groove-shaped depression

1h '

first contact surface

1h "

first contact surface

1i '

page range

1i "

page range

1k '

second contact surface

1k "

second contact surface

2

threshold

3

Retaining plate

4

fastening anchor

5

rail

6

rail

7

plane of symmetry

8th

longitudinal axis

9

first floor

10

second level

11

axis

12

sleeper screw

13

Bottom of the mounting anchor

14 '

lateral end region

14 "

lateral end region

15 '

contact surface

15 "

contact surface

16 '

lateral end region

16 "

lateral end region

17 '

first groove-shaped detent recess

17 "

first groove-shaped detent recess

18 '

second groove-shaped detent recess

18 "

second groove-shaped detent recess

19 '

groove-shaped contact surface

19 "

groove-shaped contact surface

20 '

arched recess

20 "

arched recess

21 '

contact surface

21 "

contact surface

22

Bottom of the retaining plate

23

head Start

24

Recess in the threshold

25

recess

26

hook screw

27

Concrete sleeper anchor

28

Rail-bed plate

29

slide chair

30

rail web

31

track Splice

α

angle

s ₁

first distance

s ₂

second distance

Claims (28)

1. A nonpositively-elastic rail fastening for track systems having a clamping element (1), a holding plate (3) and a fastening anchor (4), the clamping element (1) of elastic material in the assembled state being fixed between the holding plate (3) arranged on a sleeper (2) and the fastening anchor (4) so that it exerts a holding force on a rail foot (5) of a rail (6) in order to hold the rail (6) in position, wherein the clamping element (1) is symmetrically designed to a vertically aligned symmetry plane (7) which stands perpendicularly on the longitudinal axis (8) of the rail (6) and comprises two torsion legs (1a', 1a"), which are interconnected through a connecting portion (1b) and in the assembled state are at least largely arranged between the holding plate (3) and the fastening anchor (4), wherein on the ends (1c' , 1c") of the torsion legs (1a' , 1a") opposing the connecting portion (1b) a loop-like clamping portion (1d', 1d") each is arranged, which following the torsion legs (1a', 1a") initially extends substantially perpendicularly to the symmetry plane (7) in order to then extend loop-like so far until the ends (1e', 1e") of the clamping portion (1d', 1d") reach the region of the ends (1c', 1c") of the torsion legs (1a', 1a"), where they form a support surface on the rail foot (5) and wherein in the non-clamped state of the clamping element (1) the torsion legs (1a', 1a") complete with connecting portion (1b) substantially lie in a first plane (9) and at least one part each of the loop-like clamping portions (1d', 1d") each lies in a second plane (10), wherein the second plane (10) in each case is twisted about an axis (11) relative to the first plane (9) which runs parallel to the section axis of the symmetry plane (7) with the first plane (9), characterized in that in the assembled state of the connecting portion (1b) interconnects the two torsion legs (1a', 1a") on their side facing away from the rail (6) and the loop-like clamping portions (1d', 1d" ) at the respective end (1c' , 1c") facing the rail (6) of the two torsion legs (1a', 1a") are arranged, wherein each loop-like clamping portion runs from the torsion legs (1a', 1a") in an arc-shaped course away from these.
2. The rail fastening according to Claim 1, characterized in that in the assembled state of the clamping element (1) the second plane (10) largely coincides with the first plane (9).
3. The rail fastening according to Claim 1 or 2, characterized in that the two torsion legs (1a' , 1a" ) of the clamping element (1) substantially run parallel to each other.
4. The rail fastening according to any one of the Claims 1 to 3, characterized in that the loop-like clamping portions (1d', 1d") in the assembled state of the clamping element (1) and under normal load on the rail (6) contact the rail foot (5) only with the ends (1e', 1e") of the clamping portion (1d', 1d").
5. The rail fastening according to any one of the Claims 1 to 3, characterized in that the ends (1e', 1e") of the clamping portion (1d', 1d") in the assembled state engage in recesses (25) in the holding plate (3) provided for these.
6. The rail fastening according to Claim 5, characterized in that the recesses (25) comprise latching protrusions in the holding plate (3).
7. The rail fastening according to any one of the Claims 1 to 6, characterized in that the loop-like clamping portions (1d', 1d") from the end (1c' 1c") of the torsion legs (1a' , 1a") initially run substantially perpendicularly to the plane (7), then run in the direction pointed from the rail (6) in order to again run in an arc-shaped course away from the rail (6).
8. The rail fastening according to Claim 7, characterized in that the loop-like clamping portions (1d' , 1d") in portions have an S-shaped course.
9. The rail fastening according to any one of the Claims 1 to 8, characterized in that the loop-like clamping portions (1d' , 1d") in the top view are substantially circular or oval in shape or have a circular or oval portion.
10. The rail fastening according to any one of the Claims 1 to 9, characterized in that the angle (α) between the first plane (9) and the second plane (10) in the non-clamped state of the clamping element (1) lies between 5° and 30°.
11. The rail fastening according to any one of the Claims 1 to 10, characterized in that the ends (1e', 1e") of the loop-like clamping portions (1d', 1d") are designed as straight portions (1f, 1f', 1f").
12. The rail fastening according to Claim 11, characterized in that the straight portions (1f', 1f") run parallel to each other.
13. The rail fastening according to any one of the Claims 1 to 12, characterized in that the ends (1e', 1e") of the loop-like clamping portions (1d', 1d"), particularly the straight portions (1f', 1f") have a slot-shaped depression (1g', 1g") which are designed as support surface on the rail foot (5).
14. The rail fastening according to any one of the Claims 1 to 13, characterized in that each loop-like clamping portion (1d', 1d") comprises a first support surface (1h', 1h") in the lateral region (1i', 1i") of the clamping portion (1d', 1d") for abutment against the rail foot (5) which upon a first overload case of the forces acting on the rail (6) contacts the rail foot (5).
15. The rail fastening according to Claim 14, characterized in that each loop-like clamping portion (1d', 1d") comprises a second support surface (1k', 1k") for abutment against the fastening anchor (4) which upon a second, more intense overload case exceeding the first overload case of the forces acting on the rail (6) contacts the fastening anchor (4).
16. The rail fastening according to any one of the Claims 1 to 15, characterized in that the holding plate (3) is integrated in a rail backing plate (28).
17. The rail fastening according to any one of the Claims 1 to 16, characterized in that the holding plate (3) and the fastening anchor (4) are designed in two parts.
18. The rail fastening according to Claim 17, characterized in that the holding plate (3) and the fastening anchor (4) are connected or held together by means of a hook screw (26).
19. The rail fastening according to any one of the Claims 1 to 18, characterized in that the fastening anchor (4) is of a plate-shaped design and fixed through a sleeper screw (12).
20. The rail fastening according to any one of the Claims 1 to 16, characterized in that the holding plate (3) and the fastening anchor (4) are designed unitarily.
21. The rail fastening according to any one of the Claims 1 to 20, characterized in that the fastening anchor (4) on its bottom side (13) in its lateral end regions (14', 14") facing the rail (6) comprises abutment surfaces (15', 15") for the loop-like clamping portions (1d', 1d").
22. The rail fastening according to any one of the Claims 1 to 21, characterized in that the fastening anchor (4) on its bottom side (13) in its end regions (16', 16") facing away from the rail (6) comprises a first slot-shaped latching depression (17', 17") each for latching the clamping element (1) in a pre-assembly position.
23. The rail fastening according to any one of the Claims 1 to 22, characterized in that the fastening anchor (4) on its bottom side (13) in its lateral end regions (16', 16") facing away from the rail (6) comprises a second slot-shaped latching depression (18', 18") each for latching the clamping element (1) in a neutralisation position.
24. The rail fastening according to any one of the Claims 1 to 23, characterized in that the fastening anchor (4) on its bottom side (13) comprises two slot-shaped abutment surfaces (19', 19") for the abutment of the torsion legs (1a', 1a") of the clamping element (1) in the finally assembled state.
25. The rail fastening according to any one of the Claims 1 to 19 or 21 to 24, characterized in that the fastening anchor (4) is formed through the sleeper screw (12) or a washer connected with said sleeper screw.
26. The rail fastening according to any one of the Claims 1 to 25, characterized in that the holding plate (3) comprises two arc-shaped depressions (20', 20") extending perpendicularly to the longitudinal axis (8) of the rail (6) for guiding the clamping element (1) during its assembly.
27. The rail fastening according to any one of the Claims 1 to 26, characterized in that the holding plate (3) comprises two abutment surfaces (21', 21" for the abutment of the clamping element (1) in its assembled state.
28. The rail fastening according to any one of the Claims 1 to 27, characterized in that the holding plate (3) on its bottom side (22) comprises a protrusion (23) extending in the direction of the longitudinal axis (8) of the rail (6) for engagement in a corresponding recess (24) in the sleeper (2).

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