EP1857590B1 - Points for railway tracks for rail vehicles - Google Patents

Abstract

The switch has end and central regions extending over a section of length of three tracks of the switch. A sole (19) has a sleeper (7) for two of the tracks, which run out from the switch on one side of the switch. The sleeper follows in a direction to an end of the switch on a continuous longitudinal sleeper of the central region over a length of the sleeper (7) at different rigidities. The sleeper (7) has a truncated pre-head length, opposite to a side of the sleeper turning away from the two tracks, at one side of the sleeper facing the two tracks.

Description

The invention relates to a switch for a switchgear track system for rail vehicles, the switch rail comprising rails carrying sleepers and a ballast bed supporting the sleepers and the bottoms of the sleepers facing the ballast bed being provided with elastic fillets and a central area of the switch, in which the rails are carried by continuous sleepers, and at least on one side of the switch there are two outgoing tracks, the rails of which are carried in sections adjoining the end of the switch by sleepers separate for each track.

Turnouts are known in different embodiments. At least on one side, a switch has two outgoing tracks, wherein a rail vehicle entering from the other switch end can be guided to a desired one of these two tracks by means of a tongue device, without interrupting the journey.

Points are points of failure of the track system at which the driving speed can only be relatively low. The switches limit the performance of a rail network. In addition, maintenance work on the bedding of sleepers, which may be formed, for example in the form of a ballast bed, more expensive than in the field of a normal single track.

For free tracks (ie off course turnouts), it is known to provide the sleepers with elastic fillets which, among other things, can reduce maintenance on the bedding supporting the sleepers. In the area of switches along which different, sometimes eccentric loads of the sleepers occur, the sleepers are conventionally laid directly on the bedding.

Turnouts have already become known, in which the sleepers laid in a ballast bed have been provided with elastic soles, cf. " Investigations and Experiences with Solved Thresholds; "Günther Leykauf, Walter Stahl; El Railway Engineer (55) 6/2004, pages 8 - 16 ,

From the EP 552 788 A1 It is known to form a threshold of a switch made of two interconnected sections, which are connected to each other such that a track change between the rails is omitted, however, a relative displacement can take place in the vertical direction. It can therefore largely conditions are created for the continuous trunk track in the switch area, as they are present in the track off the switch. In this case, elastic intermediate layers are provided between the rail and the respective threshold section. These have, depending on the vertical resistance moment of the respective rails or the pair of rails different damping properties with the aim that the depression of the rail or the pair of rails, which are taken up by the respective threshold section and the intermediate layer, which corresponds to the normal track. A disadvantage of in the EP 552 788 A1 described training consists in high design effort. Furthermore, asymmetries can only be compensated for the continuous main track, but not for the branching branch track.

From the EP 1 288 370 A1 Further, as considered in the closest prior art, a monobloc sleeper of a turnout turnout having elastic bottoms results. Such a solid roadway, in which the bedding of concrete is formed, has defined conditions with respect to the substrate stiffness. Solid roadways require compared to ballast beds a much higher design effort, but such solid lanes are much less sensitive to changes in their Bettungseigenschaften, as can occur in ballast beds. To help set up the EP 1 288 370 A1 In the switches also to produce a deflection corresponding to the asymmetric load, in the area of the soles of the monobloc sleepers, it is also possible to use a plurality of differently elastic materials which are glued to form the sole surface.

The object of the invention is to provide a switch of the type mentioned by which the load peaks acting on the ballast bed can be reduced. According to the invention, this is achieved by a switch with the features of claim 1.

Due to the elastic soles of the thresholds improved load distribution can be achieved. In this case, torsional forces can be absorbed, in particular in the area adjoining the last continuous long sleeper, by the stiffnesses of the fillings that differ over the length of the respective sleepers, in order to counteract a lateral tilting of the rail vehicle. In each of the two tracks, which go out to one of the ends of the switch, after the last continuous long sleeper at least one threshold with such over the length of the threshold in their stiffness changing soles available, these are preferably each of several such thresholds.

The switch comprises at least two areas in which the stiffnesses of the fillets of the sleepers are different from one another. Conveniently, the stiffnesses of the fillings are higher in at least one end region of the switch, preferably in both end regions of the switch, than in a central region of the switch, which comprises at least one frog.

• Fig. 1 eine schematische Darstellung einer Weiche in Draufsicht;
• Fig. 2 einen schematischen Schnitt entlang der Linie A-A von Fig. 1;
• Fig. 3 einen schematischen Schnitt entlang der Linie B-B von Fig. 1 und
• Fig. 4 einen schematischen Schnitt entlang der Linie C-C von Fig. 1.

Further advantages and details of the invention are explained below with reference to the accompanying drawings. In this show:

• Fig. 1 a schematic representation of a switch in plan view;
• Fig. 2 a schematic section along the line AA of Fig. 1 ;
• Fig. 3 a schematic section along the line BB of Fig. 1 and
• Fig. 4 a schematic section along the line CC of Fig. 1 ,

In the embodiment shown schematically in the figures, the switch is in the form of a simple right turnout. The switch thus has on one side an outgoing track 1 and on the other side two outgoing tracks 2, 3. Considering the tracks 1, 2 as a single continuous track, this may also be referred to as a "trunk track" and the track 3 branching off from this as a "branch track".

The rails 4, 5 of the switch are supported by sleepers 6, 7, 8 and are in this case connected to the sleepers 6, 7, 8 via fastening means 9, which in the Fig. 2 to 4 are indicated only schematically. Between the rails 4 of the two outgoing tracks 1, 2, 3 are intermediate rails. 5

A tongue device 10, which is also indicated only schematically, serves to selectively guide a rail vehicle entering the track 1 onto one of the tracks 2, 3.

The sleepers 6, 7, 8 are supported by a ballast bed 11 formed by ballast.

The illustrated simple turnout includes the following areas:

On the side of the Weichenanfangs (= the side on which the simple switch shown has only a single track 1), then an end portion 12 of the switch is present at the end 22 of the switch over which the sleepers 6 have constant lengths l. The lengths l preferably correspond to the lengths that the sleepers have in the free track following the switch (individual track).

At the end portion 12 includes a central portion 13 of the switch. In this central area, the splitting of the track 1 takes place in the two tracks 2, 3. This central area includes the overlap 14 of the rail tracks, wherein in the region of this overlap 14, the heart 15 of the switch is located. In the case of a simple switch, only one overlap 14 or one frog 15 is present. In this central region 13, the sleepers are designed as long sleepers 8 which have a greater length than the sleepers 6 of the end region 12, the length of the long sleepers 8 changing over the extent of the central region 13. In the case of a simple switch, the length of the sleepers 8, starting from the side on which the individual track 1 lies, increases to the side on which the two tracks 2, 3 are present.

On the side of the turnout end (= the side on which the two outgoing tracks 2, 3 are present), the rails 4 of the outgoing tracks 2, 3 are in sections adjoining the end 18 of the switch for each track 2, 3 separate Sleepers 6, 7 worn. These sections of the rails 4 follow the last continuous long sill 8 of the central area 13 and over these sections extend the in Fig. 1 Plotted areas 16,17 of the switch. The last continuous long sleeper 8 of the central area 13, which in Fig. 1 is visible at the right end of the central area 13 is also referred to as "last continuous threshold" or "LDS".

In an end portion 17 of the switch, which connects for each of the two outgoing in this direction tracks 2, 3 to the end 18 of the switch, the rails 4 of each track 2, 3 are supported by separate sleepers 6, which are preferably all formed equal length and in this case, preferably, the length of the thresholds of the subsequent to the switch free tracks or individual tracks.

Between the end region 17 and the central region 13 of the switch lies a region 16 in which sleepers 7 are present, which for reasons of space are designed to be shorter than the sleepers 6 of the end region 17. Namely, the Vorkopflängen v, ie the respective over the center of the rail 4 laterally projecting length of the threshold 7 (see. Fig. 4 ) at the mutually facing sides of the thresholds smaller than at the sides facing away from each other. The tracks 2, 3 are thus arranged eccentrically to these thresholds 7. It comes thereby when crossing a rail vehicle to an asymmetrical distribution of the force acting on the threshold 7 force and thus to an asymmetric load of the ballast bed 11. Such thresholds 7 are also referred to as "short-sleeper with one-sided shortened Vorkopflänge".

The gravel bed 11 facing lower sides of all sleepers 6, 7, 8 of the switch are provided with elastic Besohlungen 19. The fillets 19 comprise an elastic material in which the elastic portions at least predominate the plastic ones and which are formed in particular by an elastomer or a thermoplastic elastomer, wherein the fillets 19 preferably consist overall of an elastomer or thermoplastic elastomer. Advantageous materials for the soles are, for example, polyurethane elastomers or rubber elastomers.

In the area 16, which connects to the last continuous sleeper 8 of the central area 13 in the direction of the end 18 of the switch to which the two tracks 2, 3, and in which the rails 4 of the two tracks 2, 3 of separate sleepers. 7 are worn, with the rails 4 are eccentric to the sleepers 7, have the soles 19 of the thresholds 7 over the length of these thresholds 7 different stiffnesses. Here, in the illustrated embodiment, two sections 20, 21 are present with different stiffnesses. In the section 21, which is closer to the other of the two tracks 2, 3, that is on the side of the threshold 7, on which the Vorkopflänge v is shortened, the stiffness is higher than in the section 20, which is farther from the other of the two tracks. 2 , 3 away. This will a tilting of the threshold 7 counteracted at an opposite to their longitudinal center asymmetrically acting on them force due to a rail vehicle crossing over the switch.

In a respective one of the sections 20, 21 of the sole 19, the rigidity in the longitudinal direction of the threshold 7 in the exemplary embodiment shown is made constant. There could also be more than two sections 20, 21 with different stiffnesses and / or the stiffnesses could change within the sections 20, 21. In any case, the average stiffness of the soles 19 on the other track 2, 3 closer half of the threshold 7 is greater than on the other of the other track 2, 3 further away half.

In the exemplary embodiment shown, all the sleepers 7 in the region 16 have such fillings 19 whose stiffnesses change in the longitudinal direction of the sleepers 7. Although this embodiment is preferred, it would also be conceivable and possible for only a portion of these sills 7 to be formed with such soles whose stiffness varies along the length of the sill 7, while the other sills are provided with solders 19, the stiffness thereof the entire length of the threshold 7 is constant. At least for each track 2, 3, the first threshold 7, which follows the last continuous long sleeper 8 of the central area 13, is provided with such a rigidity changing over the length of the threshold in its rigidity.

The switch further has also seen in the longitudinal extent of the tracks 1, 2, 3, at least two areas 12, 13, 16, 17, in which the solders 19 have different stiffnesses from each other, In the illustrated embodiment, the thresholds 6 in the at the ends 22nd , 18 of the turnout subsequent end regions 12, 17 are provided with fillets whose stiffnesses are greater than the stiffnesses of the fillets 19 in the central region 13 of the turnout. For example, the stiffnesses of the fillets in the end regions 12, 17 are the same for all sleepers 6. The stiffness value here can correspond to the rigidity of the soles of the thresholds of the free tracks (single track) respectively adjacent to the tracks 1, 2, 3 of the switch.

In the central region 13, in which the stiffnesses of the fillets 19 of the long sills 8 are less than the stiffnesses of the fillets of the sills 6 of the end regions 12, 17, two or more subregions may be formed. For example, in a subregion comprising the core 15 and an adjoining portion of the central region 13 extending, for example, at least one third of the length of the central region 13, the solders of the long sills 8 could have smaller stiffnesses than in the one of the core 15 distant subarea.

In the region 16, the stiffnesses of the portions 20 of the fillets 19, which in the region of the ends of the sleepers 7 directed away from one another may be 2, 3, for example with the same stiffness as the long sleepers 8 in the region of the frog 15. In sections 21 of the soles, which in the areas the mutually facing ends of the sleepers 7 of the two tracks 2, 3, for example, the same stiffness values as in the adjoining the ends 22, 18 of the turnout end portions 12, 17 may be present.

Between the end regions 17 located on the side of the two outgoing tracks 2, 3 and the region 16 of the shortened sleepers 7, a transition region could be present to achieve a more continuous transition of the stiffnesses of the fillets 19, the stiffness value in the transition region between that in the end region 17 and in the central area 13 or in the heart 15 comprehensive sub-area of the central area 13 could lie. This transition region would thus comprise one or more sleepers 6 adjoining the region 16 in the direction of the end 18 of the switch, and the end region 17 would accordingly be shorter. The transition region could itself be subdivided into two or more subregions to achieve an even more continuous course of rigidity.

The stiffness indicates what force is required for a particular depression in the material (or compression of the material). The degree of rigidity is thus N / mm. The stiffness of the sole 19 thus indicates how large the required force acting on the threshold 6, 7, 8 must be in order to achieve a certain lowering of the threshold.

The stiffness of the sole can be adjusted to a desired value by the hardness of the material used, from which the insole is made. The harder the material, the greater the rigidity. Preferably, in this case elastomers or thermoplastic elastomers of different hardness can be used. For example, PU elastomers are known in different degrees of hardness.

Instead or in addition to this, stiffness adjustments may also be made via the geometry of the sole, in particular by different thicknesses of the sole and / or different contact surfaces of the sole. The support surface can be more or less reduced, for example, by grid-like arranged holes.

By varying the stiffnesses of the fillets in the transverse direction of the tracks 2, 3 and preferably also in the longitudinal direction of the tracks 1, 2, 3, differences in the depressions of the rails 4, 5 can be reduced during the passage of a rail vehicle.

Due to the design, there are differences in the ballast stiffness along the track body for switches with long pauses. These differences result from the continuously changing length of the sleepers and the components that act as stiffeners in some areas, such as the frog, the struts and the wing rails. Due to the varying load transfer thereby conventionally occurs at train crossing to different rail subsidence. These sinking differences can be at least reduced by different stiffnesses of the soles.

Various modifications of the illustrated embodiment of the invention are conceivable and possible without departing from the scope of the invention. For example, soles whose stiffness changes in the longitudinal direction of the threshold can also be used in a region other than in the described region 16. Thus, for example, in the central area 13 or in a sub-area of the same sleepers 8 may be present, the soles in which located at the two ends of the respective long sleeper 8 sections has a greater stiffness than in a contrast, more towards the center of the long sleeper 8 located section.

The end portion 12 located on the side of the single track 1 could also be omitted, i. the length of the thresholds increases already starting from the end 22 of the switch on.

The invention is not limited to simple points. For example, the invention could also be used in a crossing switch (double switch), which has two outgoing tracks on both sides of the switch. In this case, the central area of the switch would extend beyond any overlap of rail tracks and comprise at least two centers. The lengths of the long sleepers are reduced in this case from the ends of the central area to the center. Subsequent to the central area, the switch could in this case be formed on both sides in the manner described in the embodiment shown for the two outgoing tracks 2, 3.

The end regions 12 and / or 17 could also be omitted.

The material of the sole 19 could also extend over the side surfaces of the sills 6, 7, 8.

Legend to the reference numbers:

1

track

2

track

3

track

4

rail

5

intermediate rail

6

threshold

7

threshold

8th

long threshold

9

fastener

10

A tongue device

11

ballast

12

end

13

central area

14

overlap

15

heart

16

Area

17

end

18

End of the switch

19

soling

20

section

21

section

22

End of the switch

I

Length of the threshold

v

Vorkopflänge

Claims (11)

1. Set of points for a track system for rail vehicles, the set of points comprising rails (4, 5), sleepers (6, 7, 8) bearing the rails (4, 5) and a ballast bed (11) bearing the sleepers (6, 7, 8), and the undersides of the sleepers (6, 7, 8) which face the ballast bed (11) being provided with elastic footings (19), and a central region (13) of the set of points in which the rails (4, 5) are borne by continuous longitudinal sleepers (8), and two diverging tracks (2, 3) being present at least on one side of the set of points, the rails (4) of which tracks are borne in sections of sleepers (6, 7) which are separate for each track (2, 3) and which adjoin the end (18) of the set of points, the set of points having at least two regions (12, 13, 16, 17) extending in each case over a section of the length of the tracks (1, 2, 3) of the set of points, with, in at least one region (12, 13, 16, 17), the footings (19) of the sleepers (6, 7, 8) of this region (12, 13, 16, 17) having a different rigidity from that in at least one other region (12, 13, 16, 17), and in that [sic], for two tracks (2, 3) which diverge from the set of points on one of the two sides thereof, the footing (19) at least of that sleeper (7) which in the direction of the end (8) [sic] of the set of points which is located on this side of the set of points follows the last continuous longitudinal sleeper (8) of the central region (13) has over the length of the sleeper (7), as known per se, at least two different rigidities, this sleeper (7) which follows the last continuous longitudinal sleeper (8) of the central region (13) having on its side facing the other track (2, 3) a shoulder length (v) which is shortened compared with the side remote from the other track (2, 3).
2. Set of points according to Claim 1, characterised in that the rigidity of the footing (19) of the at least one sleeper (7) of a respective diverging track (2, 3) which follows the last continuous longitudinal sleeper (8), in the region of the half of the sleeper (7) which lies closer to the other one of the two tracks (2, 3), has a higher average value than in the region of the other half of this sleeper (7).
3. Set of points according to Claim 2, characterised in that the footing (19) of this at least one sleeper (7) of a respective diverging track (2, 3) which follows the last continuous longitudinal sleeper (8) has at least two sections (20, 21) over which the rigidity of the footing (19) is constant in each case, the section (21) of the footing (19) which lies closer to the other one of the two tracks (2, 3) having a greater rigidity than the section (20) of the other one farther removed from the other one of the two tracks (2, 3).
4. Set of points according to one of Claims 1 to 3, characterised in that the footings (19) of two or more sleepers (7) which follow the last continuous longitudinal sleeper (8) in the direction of the closer end (18) of the set of points have a different rigidity of this type over the length of the respective sleeper (7).
5. Set of points according to one of Claims 1 to 4, characterised in that all the sleepers (7) which follow the last continuous longitudinal sleeper (8) and the footings of which have different rigidities over their length have on their sides facing the other track (2, 3) shortened shoulder lengths (v) compared with the sides remote from the other track (2, 3).
6. Set of points according to one of Claims 1 to 5, characterised in that at least two regions (12, 13, 16, 17) are present which extend in each case over a section of the length of the tracks (1, 2, 3) of the set of points and in which in each case the footings (19) of all the sleepers (6, 7, 8) of this region (12, 13, 16, 17) have the same rigidities, the rigidities of the footings (19) of the sleepers (6, 7, 8) differing from one another in at least two of these regions (12, 13, 16, 17).
7. Set of points according to one of Claims 1 to 6, characterised in that at least two regions (12, 13, 17) are present which extend in each case over a section of the length of the tracks (1, 2, 3) of the set of points and within which the sleepers (6, 8) each have footings (19) which have a rigidity which is constant over the length of the respective sleeper (6, 8), with the footings (19) of all the sleepers (6, 8) having the same rigidities within a respective one of these regions and the rigidities of the footings (19) of the sleepers (6, 8) differing from one another in at least two of these regions (12, 13, 17).
8. Set of points according to one of Claims 1 to 7, characterised in that the rigidity of the footings (19) of the longitudinal sleepers (8) in the central region (13) of the set of points, which comprises at least one frog (15) of the set of points, is lower than in at least one end region (12, 17) of the set of points, preferably lower than in both end regions (12, 17) of the set of points.
9. Set of points according to Claim 8, characterised in that at least one intermediate region is present between one of the end regions (12, 17) of the set of points or a respective end region (12, 17) of the set of points and a region of the set of points comprising the frog (15), in which intermediate region the rigidity of the footing (19) has a value which lies between the value of the rigidity of the footing (19) in the end region (12, 17) and the value of the rigidity of the footing in the region of the frog (15).
10. Set of points according to one of Claims 1 to 9, characterised in that different rigidities of the footings (19) or different rigidities of sections (20, 21) of footings (19) are formed by different rigidities of the materials of the footings (19).
11. Set of points according to one of Claims 1 to 10, characterised in that the regions (12, 13, 16, 17) each comprise a plurality of sleepers.

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