EP1866481B1 - Rail bearing - Google Patents

Abstract

A rail seat for rails having a lower patten provided on both sides with upper support surfaces, with a ribbed plate which is connected to a support by fastenings and with push-down elements for retaining the rail. The rail seat including an elastic intermediate plate arranged between the ribbed plate and the support, wherein the intermediate plate presses the ribbed plate, in a load-free condition, against an upper abutment. The ribbed plate is pressed down in a direction of the support with compression of the elastic intermediate plate. The rail seat further includes a spring element arranged between the support and the ribbed plate, wherein the spring element is connected in parallel to produce a spring action of the elastic intermediate plate.

Description

The invention relates to a rail bearing for rails, which have provided on both sides with upper bearing surfaces, lower rail foot, wherein the rail bearing connected via attachments with a support pad ribbed plate, pressing elements for holding the rail and at least one, arranged between the ribbed plate and the support pad, elastic Intermediate plate has, which presses the ribbed plate in the load-free state against at least one upper abutment, wherein the ribbed plate in the direction of the support pad is depressible under compression of the elastic intermediate plate and between the support pad and the rib plate at least one additional spring element is arranged.

The generic rails are rails of all kinds, especially rails or points of a railway or tram track system. But also rails of another logistics or transport system, such as in the field of warehousing or mining can be kept with the storage according to the invention. For this reason, rail in the sense of this application is to be understood as any rail of a rail-bound transport system. The rails used here have on both sides provided with upper bearing surfaces lower rail foot. The rail bearing is provided with a so-called ribbed plate, which is connected via attachments with a support pad and resilient, held on the ribbed plate depressing elements, which are supported on the support surfaces for holding the rails.

From the EP 1 111 131 A1 as well as from the EP 1 118 711 A2 Such rail bearings are known which can be used both in the field of ballast track as well as in the so-called "solid-track systems". In both cases, vibrations due to unavoidable wheel and road bumps must be compensated, on the one hand to increase ride comfort and on the other hand minimize rolling noise.

For this purpose, the rail bearings have intermediate plates below the rail bearings. These consist of an elastic material and cushion the load from the passing train. Below the intermediate plate, a support pad is provided, which may be formed either of an iron plate on which the rest Parts of the rail bearing can be screwed or can be formed by a cast-in bearing element. This bearing element may for example be part of the "slab track system" or a threshold.

Furthermore, to avoid vibrations under the rails, between rail and ribbed plate an elastic intermediate layer, usually made of a synthetic rubber, arranged.

The known rail bearings are connected via two or more depressing elements with the rails. Usually, the rails have the shape of a "double-T" carrier, with the upper tread thicker and the lower rail foot rather thinner, but wider. The upper side of the laterally projecting rail feet serve to support surface for the pressing-down elements, which are usually screwed in the form of a wire bracket on one side with the ribbed plate and are pressed by the screw force with a laterally projecting area on the support surface. As a result, the rail is held. A lateral support on each side of the rail foot can additionally fix the rail, which is particularly useful at high speeds or in curves.

Although the known rail bearings are able to hold the rail safely, they nevertheless have two disadvantages. For one, the elasticity of the intermediate layer and the intermediate plate is often insufficient, especially in the tram area. For example, tramway construction in modern low-floor vehicles often requires a rail deflection of up to 4 mm, which should also be available in the area of rail bearings in order to avoid a restless ride through non-yielding bearings.

Furthermore, the assembly and in particular the disassembly of the known rail bearings are quite expensive. About large square wrench, the fittings of the pressing elements must be tightened or loosened, in particular, the release after mostly years of exposure to road salt, rain or metallic Schienenabrieben can be difficult. As a result of the force effect associated with the forcible release, the rail bearing is often damaged so severely that it has to be completely replaced. For this purpose, again a large area of the rail must be loosened in order to be able to remove the entire rail bearing.

From the DE 195 17 112 A1 and from the DE 295 07 130 U1 Furthermore, two further rail bearings are known, which also have a ribbed plate and an elastic intermediate layer arranged underneath, wherein the elastic intermediate layer rests on a supporting support. These rail bearings differ in terms of spring action basically not from the above-mentioned known rail bearings, as well as the additional spring loaded together with the load of the vehicle and the rail load the elastic intermediate layer. The additional springs are here, as already stored in the two rails mentioned above, essentially only intended to prevent discharge of the screw during the passage of a train, so as to avoid loosening the screw.

Therefore, these rail bearings also have the limitation that they are not adaptable to the desired flexibility with respect to the spring characteristic of the elastic intermediate layer during the passage of a train. On the contrary, due to the additional pressure force by the additional spring, the elastic intermediate layer is already biased in addition, so that an elasticity with the desired in the tram area, relatively large spring travel of up to 4mm is hardly feasible. Also, the disadvantages in terms of mountability of the rail are not overcome here.

A first object of the invention is therefore to provide an elastic rail bearing that allows a defined deflection of the rail while secure attachment. Another object of the invention is to provide an easily mountable, inexpensive rail bearing.

This first object is achieved according to the invention in that the additional spring element is connected in parallel to the spring action of the elastic intermediate plate to form a Gesamtfederkonstante the connection between the ribbed plate and support pad.

The further object is achieved in that the ribbed plate Unterschiebdurchlässe having a lower pressure surface and the pressing elements are pushed transversely to the longitudinal direction of the rails through the Unterschiebdurchlässe so that they are resiliently supported on the upper bearing surfaces.

The inventive design of the rail bearing essential feature of the invention is the fact that now two different elastic means are connected in parallel. First, this is the elastic intermediate plate, which is arranged between the ribbed plate and the support pad. This causes a basic elasticity of the bearing, but must also absorb the entire bearing load in the known systems. Therefore, it can not be formed arbitrarily elastic.

According to the invention, at least one additional, parallel to the intermediate plate spring element is now provided in addition to the elastic intermediate plate. This can be arranged next to the elastic intermediate plate or enforce the elastic intermediate plate. Preferably, the latter solution will be chosen, since so a particularly compact construction of the bearing can be achieved, which allows a largely arbitrary realization of the spring characteristic.

According to the invention, to solve the further object, either in combination with the solution of the first object or independently thereof, now the depressing element can be easily pushed through the Unterschiebdurchlässe. On the rail side, its end runs on the support surface, which is usually inclined to the insertion direction of the pressing-down, for example, slightly rising. As a result, the depressing element is slightly bent and thereby stuck in the Unterschiebdurchlass. The frictional force prevents the depressing element from slipping back.

The lower slide passages of through openings are preferably formed in a part of the ribbed plate, wherein at present usually a substantially flat ribbed plate is used. However, this may change in the future, so the invention is not limited thereto. In the case of a flat ribbed plate, the through-hole is particularly easily realized by a bearing block-like welded construction, which is essentially formed by a welded to the top of the ribbed plate bridge. The remaining between the bridge and the rib plate clearance then forms the through hole.

As an alternative to the above-mentioned embodiment, a casting mold or a more complex welded construction for the ribbed plate may be used, which may for example have a U-shaped area, wherein the rail in the after open top "U" is used and in the two legs have the through holes.

In particular, by the use of an elastic intermediate layer between the rail and the ribbed plate, the rail can be pressed during assembly in the rail bearing and so the resilient intermediate layer can be biased. An essential feature of this invention part is thus that the depressing element is inserted under the Unterschiebdurchlass to produce a resilient bias and is supported on the display surface.

Further features and advantages of the invention will become apparent from the subclaims and from the following description of preferred embodiments with reference to the drawings.

Figur 1:

ein erfindungsgemäßes Schienenlager in einer perspektivischen Ansicht,

Figur 2:

das Lager aus Figur 1 in einer Seitenansicht, teilweise im Schnitt,

Figur 3:

die Schraubverbindung des in Figur 1 und 2 dargestellten Lagers in einer Explosionsdarstellung,

Figur 4:

eine alternative Ausgestaltung des oberen Teils der Schraubverbindung und

Figur 5:

eine weitere alternative Ausgestaltung des oberen Teils der Schraubver- bindung.

In the drawings shows:

FIG. 1:

an inventive rail bearing in a perspective view,

FIG. 2:

the camp out FIG. 1 in a side view, partly in section,

FIG. 3:

the screw connection of in FIGS. 1 and 2 shown bearing in an exploded view,

FIG. 4:

an alternative embodiment of the upper part of the screw and

FIG. 5:

a further alternative embodiment of the upper part of the screw connection.

In the Figures 1 and 2 (in FIG. 2 without depiction of the depressing elements 4), a rail bearing with a ribbed plate 1 and a supporting support 2 is shown. The bearing serves to hold and support a rail 3, which has a rail foot 3 'and on both sides an upper bearing surface 3 ", which is formed here by the upper side of the rail foot 3'.

The ribbed plate 1 is provided on both sides of the rail foot 3 ', each with a bearing block-like attachment 8, which is designed here as a welded bridge. Of course, the geometry can also be produced in other ways, only the fact that there is a slide-down passage 5 which is able to hold an inserted depressing element 4 down is essential.

The depressing element 4 is inserted into a rectangular recess of the bearing block-like attachments 8 and is supported by a bending stress with a front rail-near bending spring section 4 'on the rail foot. The opposite side of the depressing element 4 is formed as a pressure region 4 ", which is supported on the ribbed plate 1 as an abutment.

Between the rail 3 and the ribbed plate 1, an intermediate layer 9 is arranged. This rebounds part of the bending loads when passing a train and facilitates the elastic insertion of the pressing elements 4. Below the rib plate 1, an elastic intermediate plate 7 is provided, which is formed here in several layers with two superimposed layers of a rubber material.

The ribbed plate 1, which extends from the right to the left edge of the rail bearing, is connected by screws to the support surface 2, here designed as a screw-on plate. The screws pass through the intermediate plate 7, to optimize the elastic properties of the intermediate plate 7, the rubber used is softer than usual chosen, between the rib plate 1 and the support surface 2 of the threaded bolts of the screw 12 guided coil springs 11 are arranged. These two spring systems connected in parallel then give the total spring constant of the connection between the ribbed plate 1 and the support surface 2. In this way, a deflection of, for example, 4 mm can be realized.

To remove the rail bearing, the depressing elements 4 Ansetzkanten 6, to which a trigger tool 10 can be applied in the form of a special lever to pull the depressing element 4 laterally from Unterschiebdurchlass 5.

The ribbed plate 1 is here, as usual in the rule, via four screw 12, which are respectively arranged at the corners of the often rectangular ribbed plates 1, connected to the support pad 2. The heads of the screws form the abutment for the movement of the ribbed plate 1 relative to the support surface 2, that is, the ribbed plate 2 is movable between the bottom of the screw heads and the surface of the elastic intermediate plate 7 with maximum possible compression. Of course, other travel restrictions can be used.

As additional spring elements 11 now disc springs or disc spring assemblies or elastic spring blocks can be used, the latter may have a solid block or with openings, either open on one side or as closed chambers, be provided. In this case, the spring block may be made of a rubber or a synthetic rubber and have metallic reinforcements or guides. Such a spring element 11 can then be provided at any position and in any desired number, wherein preferably the elastic intermediate plate 7 has recesses into which the spring blocks are then inserted.

However, the preferred embodiment shown here has additional spring elements 11 in the form of a helical spring. These are available inexpensively and represent a useful combination to the rubber layers, which usually form the elastic intermediate layer 7. All or only some of the coil springs can be arranged concentrically to the screws of the screw 12, that is, they are wound around the screws and thus guided kink-proof, without additional fuses would have to be provided for this purpose.

The thread of the screw 12 can, as best of FIG. 3 it can be seen protected by one, the elastic intermediate layer 7 passing through sleeve 13, which is of course only so long that it does not restrict the required mobility. This sleeve 13 may, for example, an upper, flange-like outwardly extending collar 13 ', which rests on the top of the rib plate 1. With a downwardly adjoining this collar 13 'lower tube portion 13 ", the sleeve 13 then projects through the ribbed plate 1 into the elastic intermediate layer 7. The uppermost turn of the helical spring is supported, the ribbed plate 1 between itself and the upper, flange-like collar 13 'clamping, on the underside of the ribbed plate 1 from.

Between the upper abutment, so the screw head and the rib plate 1, a further compression spring 14, in particular a wound around the screw coil spring may be arranged, as for example in FIG. 4 is shown.

Basically, by impressing the elastic intermediate layer 7 as a result of a train, in particular during braking of the train and as a result of the associated center of gravity displacement, the screw head can lift off the ribbed plate 1, where a gap opens next to the screw that could potentially penetrate dirt or water. In particular, in the case of emergency braking, a rail vehicle will automatically scatter sand to increase friction. Just then but could penetrate the sand in the gap and so in the long run to fill the space within the elastic liner 7, which then the spring action could initially be limited and then even canceled.

Of course, to avoid this, a maintenance and flushing option could be provided. However, this requires a considerable effort, so that penetration of foreign bodies is preferably avoided from the outset. For this purpose, the rail bearing, as in FIG. 4 By way of example, in the region of the screw connection 12, a further elastic layer, in particular a rubber layer for draining off liquids, foreign bodies and / or brake sand, which has a convex surface 15 from the point of view of the abutment, so that particles and liquids can slide off and thus from the Bore be carried away. At the bottom, the further elastic layer can be glued sealingly with the ribbed plate. Of course, this rejector for foreign substances can also be made of a non-elastic material, in which case a rubber plate as an intermediate disc can take over the seal.

Another way to protect against pollution is in FIG. 5 shown. Here, the screw 12 is formed by a sleeve-like enclosure 16, in which the spring 11 is arranged, so that there is a closed spring system, in which no dirt can penetrate. In order not to cancel the spring effect through the wall of the sleeve-like sheath 16, this wall is formed accordion-like in the central region, which is to be construed as an example only. Other types of length compensation can of course be used, a piston-like superimposing would be possible.

The sleeve-like sheath 16 has at the lower end an external thread, with which it is screwed into the support surface 2. At the opposite end a conventional screw head is arranged, which is welded here to the ribbed plate. By the - here only stylized illustrated - length compensation in the central region, the sleeve-like enclosure 16, the mobility despite the connection maintained with the ribbed plate 1 and at the same time the lower support pad 2.

In all embodiments, automatically counter-rotating shaft screws are used to avoid loosening the screws. In addition to the spring elements in the region of the screw connection 12, it is also possible to provide further spring elements which can be arranged approximately at a greater distance from the screw connection 12. Due to the distance and the cover by the ribbed plate 1, these would then be largely protected from contamination.

At the in FIG. 1 illustrated embodiment of the invention, a Unterschiebdurchlass 5 is provided, via which a depressing element 4 can be pressed onto the rail foot 3 'of the rail 3. The lower sliding passage 5 here is a passage opening, ie an opening in a vertical wall of the ribbed plate 1, which may be part of the plate itself, or as shown here, part of a bearing block-like attachment 8 arranged on the ribbed plate 1.

The passage openings preferably have a rectangular, oval or round cross-section. The easiest way is the at least sections of the design of the depressing elements 4 as a curved or flat steel, so that then the rectangular shape of the through holes shown here can be selected, which is particularly easy to produce and at the same time offers the largest possible contact surface of the pressing elements 4.

The depressing elements 4 are arranged on both sides of the rail 3, although it would theoretically also be possible for the rail 3 to be held on one side under a holding edge arranged on the ribbed plate 1, under which the rail 3 is then pushed in during the laying. Then only a one-sided countering would have to be done by the depressing elements 4. Also in this case, the retaining edge should be able to transmit a mechanical tension to the rail foot 3 ', which would be possible, for example, by a shape of the profile that tapers in the direction of a rear stop, so that the rail foot 3' slides down below the retaining edge is pressed.

If depressing elements 4 are provided on one side, then in each case several depressing elements 4 or only one depressing element 4 can be arranged there become. Thus, the depressing elements 4 do not relieve each other and thus the holding voltage is canceled in one of the depressing elements 4, however, preferably only one depressing element 4 is provided on each side.

The pressing-down element 4 can, for example, have on the side facing away from the rail 3 a pressure region 4 "directly or indirectly supporting the ribbed plate 1, which effects the required tension of the pressing-down element 4 and at the same time can form an attachment for a hammer Also have a Ansetzkante 6 for applying a trigger tool 10 so as to be able to apply the leverage.

The retaining force of the depressing elements 4 for avoiding accidental slipping and vandalism is preferably caused by the clamping force and the friction associated therewith. Alternatively or additionally, a fuse may be provided, which may be formed either by a latching possibility or a positive lock, for example a split pin or a screw.

The rail bearing can be designed as a freely mountable bearing, in which case the support support can be formed by a connectable with a cross sleeper support plate. This bearing is then mounted on a threshold or on a solid surface. Alternatively, the support pad can already be embedded in the concrete, as it will often be the case with a "slab track system".

LIST OF REFERENCE NUMBERS

1

rib plate

2

support pad

3

rail

3 '

rail

3 '

Upper bearing surface of the rail

4

Depressor

4 '

Biegefederabschnitt the depressing element

4 '

Pressure range of the depressing element

5

Under sliding passage

6

Ansetzkante

7

intermediate plate

8th

Bearing-like attachments of the rail foot

9

liner

10

deduction tool

11

Additional spring element

12

screw

13

shell

13 '

Flange-type collar of the sleeve

13 "

Lower tube section of the sleeve

14

Further pressure spring

15

Convex surface for particle removal

16

Sleeve-like cladding of the screw

Claims (18)

1. A rail bearing for rails (3) having a lower rail foot (3') provided with upper support surfaces (3") on both sides, wherein the rail bearing comprises a rib plate (1) connected with a support rest (2) press-down elements (4) for holding the rail (3) and at least one elastic intermediate plate (7) arranged between the rib plate (1) and the support rest (2), which in the load-free state presses the rib plate (1) against at least one upper abutment, wherein the rib plate (1) in the direction of the support rest (2) can be pressed down subject to the compression of the elastic intermediate plate (7) and between the support rest (2) and the rib plate (1) at least one additional spring element (11) is arranged, characterized in that the additional spring element for the spring action of the elastic intermediate plate 7 is connected in parallel for forming a total spring constant of the connection between rib plate (1) and support rest (2).
2. The rail bearing according to Claim 1, characterized in that the additional spring element (11) passes through the elastic intermediate plate (7).
3. The rail bearing according to any one of the two preceding claims, characterized in that the rib plate (1) is connected with the support rest (2) via at least two screw connections (12) which are formed by screws screwed into the rib plate (1) whose heads form the abutment.
4. The rail bearing according to any one of the preceding claims, characterized in that the additional spring element (11) is formed by a disc spring, a disc spring set or an elastic spring block, more preferably a solid rubber or artificial rubber block or such provided with open or closed chambers on one side.
5. The rail bearing according to any one of the Claims 1 or 3, characterized in that the additional spring element (11) is formed by a coil spring.
6. The rail bearing according to Claim 2 and 4, characterized in that the coil spring is arranged concentrically to the screws of the screw connection (12).
7. The rail bearing according to Claim 5, characterized in that the screw connection (12) is formed by a sleeve (13) passing through the elastic intermediate layer (7) and the screw passed through the sleeve (13), wherein the sleeve with a lower tube section (13") is inserted in the coil spring and comprises an upper, flange-like collar (13') which supports itself on the uppermost coil of the coil spring.
8. The rail bearing according to any one of the preceding claims, characterized in that between the upper abutment and the rib plate (1) a further compression spring (14), more preferably a coil spring wound about the screw is arranged.
9. The rail bearing according to the preceding claim, characterized in that it comprises an additional more preferably elastic layer for discharging liquids, foreign bodies and/or brake sand having a convex surface (15) viewed from the abutment which is arranged about the screw connection (12) so that its surface slopes in radial direction.
10. The rail bearing according to any one of the preceding claims, characterized in that the screw connection (12) is at least partially arranged within a sleeve-like casing (16).
11. The rail bearing according to the preceding claim, characterized in that the screw is formed by the sleeve-like casing (16), wherein the sleeve is a closed sleeve which via an external thread is screwed to the support rest (2) and connected with the rib plate (1), wherein the sleeve-like casing (16) between the rib plate (1) and the support rest (2) comprises a wall region that can be compressed in length and the spring element (11) is arranged in the sleeve-like casing (16).
12. The rail bearing according to any one of the preceding claims, characterized in that the screws of the rail connection (12) are self-locking headless screws.
13. The rail bearing according to any one of the preceding claims, characterized in that at least some of the additional spring elements (11) are formed by springs which are arranged next to the screw connection (12) and spaced from the latter.
14. The rail bearings with resilient press-down elements (4) held on the rib plate (1), which support themselves on the support surfaces (3") for holding the rails according to any one of the preceding claims, characterized in that the rib plate (1) comprises slide-under passages (5) with a lower thrust surface and the press-down elements (4) can be slid through the slide-under passages (5) transversely to the longitudinal direction of the rails (3) in such a manner that they resiliently support themselves on the upper support surfaces (3"), wherein the slide-under passages (5) are formed by through-openings in a region of the rib plate (1).
15. The rail bearing according to the preceding claim, characterized in that the rib plate (1) is substantially formed as a flat plate, wherein the region of the rib plate (1) comprising the through-openings is formed by bearing pedestal-like attachments (8) and the through-openings have a rectangular, oval or round cross section.
16. The rail bearing according to the preceding claim, characterized in that the rib plate comprises lateral supports for supporting the rail foot in transverse direction, wherein the lateral supports are formed by the bearing pedestal-like attachments (8).
17. The rail bearing according to any one of the claims 14 to 16, characterized in that the press-down elements (4) are formed by a resilient profile section comprises a bending spring section (4') supporting itself on the support surface (3") with substantially rectangular cross section and on the opposite side comprises a pressure region (4") supporting itself on the rib plate, wherein the bending spring section (4') is formed by a rectangular profile that is linear or curved in transverse direction to the rail, wherein the pressure region (4") comprises a starting edge (6) for starting a prising tool.
18. The rail bearing according to any one of the Claims 14 to 17, characterized in that the press-down elements (4) and the rib plate (1) are embodied in such a manner that press-down elements (4) can be slid through the slide-under passages (5) against a retaining force, wherein in the mounted state the press-down elements (4) and the rib plate (1) are connected with one another via an engagement connection, wherein an engagement lug when sliding the press-down element (4) into the slide-under passage (5) resiliently engages in an engagement recess.

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