EP1873309B1 - Protective ramp of a wing rail in points - Google Patents

Abstract

The rail (1) has a ramp (3) formed from a point of wheel contact of the rail by a small hollow-running wheel (6) approximately upto a point of a theoretical wheel overflow. The hollow running wheel is transferred to the rail by a core (2). The ramp runs on a surface of the rail. The depth of the ramp at the point corresponds to the hollow-shape measurement of hollow-running wheel profiles. The ramp is sloped in a direction of the core.

Description

The invention relates to the wing rail of a switch for traffic routes of rail vehicles.

In the so-called blunt driving of a switch, the wheel of a rail vehicle driving the switch is transferred from a frog to a wing rail.

For a rigid core, i. In the area of the wheel transfer between the wing rail and the center piece there is a groove with a width of about 44 mm.

This groove is overcome almost undisturbed in the blunt driving with a wheel with a new profile.

With increasing wear railway wheels run hollow, i. Material is removed from the contact area of the tread of the wheel with the rail. The tread of the wheel is curved by several millimeters to the wheel center point and thus assumes a slightly hollow shape. For slightly hollowed wheels, the outer surface of the tread has a maximum difference of approximately 3 mm from the new profile, and approximately 5 mm for the more heavily hollowed wheels.

If such a hollow-cast wheel drives over the groove between the wing rail and the center piece, the outer, unworn rim of the wheel first hits the wing rail and raises the wheel. At the complete transition to the wing rail, the hollow running surface of the wheel must thus overcome a height difference. The blunt driving a turnout with a hollowed wheel thus leads to force peaks at the heart and wing rail and damage to components of the switch.

Force peaks, heavy wear, frequent repair work (grinding / welding) on the wing rails during a blunt crossing (transfer of the wheel from the frog block to the wing rail) as a result of hollowed-out wheel profiles are therefore particularly disadvantageous.

A switch is known for the transfer of rail vehicles from a main track to a siding or crossing of a siding with a main track, with a core in which the rail of the main track without interruption runs continuously, the tread of the track interior Part of the rail of the siding at its highest point by a level higher than the running surface of the rail of the main track, which corresponds to at least half the difference between the diameter of the flange and the diameter of the maximum permitted worn wheel tread and in the direction of the connection point to the rail of the main track ramps down to a height which is at most, preferably approximately, to half the difference between the diameter of the wheel flange and the diameter of the tread of a new rim greater than the height of the tread of the track of the main track, see. eg the document US-A-4,015,805 A1 comprising the features of the preamble of claim 1.

From the US-A-5,312,075 A1 is a special centerpiece with a ramp described that can be performed differently.

Likewise in the US 4,469,299 A1 another centerpiece with ramp shown.

One way of minimizing the wear of a turnout with hollowed wheels is nowhere described.

It is therefore an object of the invention to provide a switch in which the driving with slightly and more hollow wheels leads to lower material stresses.

This object is achieved in connection with the preamble of claim 1 according to the invention by the features specified in claim 1.

The subclaims contain advantageous embodiments of the solution according to the invention from claim 1.

According to a profiling of a protection ramp from the point of a possible wheel touch the wing rail by a low hollowed wheel (point of line A) at least until the theoretical wheel overflow of a wheel with new profile (point C-C) or something behind it (point B). The depth of the ramp at the point of line A is determined by the hollowed wheel profiles to be covered. At point B, the ramp runs out on the surface of the wing rail.

In this way, it is achieved particularly advantageously that, at the moment of the wheel transfer from the frog to the wing rail, the force peaks are reduced by an almost undisturbed transfer of the wheel to the wing rail and a reduction of the vertical force peaks due to a flat ramp inclination.

In this ramp, another ramp for more hollowed wheels is integrated. This second ramp also runs from the point of the line A to a point D, which lies in the direction of travel before the point B and is more inclined than the first ramp.

The first, elongated ramp is designed for slightly hollow wheels, the second, short ramp for heavily hollowed wheels.

Transitions between individual ramps do not have to take the form of a kink but can also be designed to be continuously differentiable. In this case, the transition between individual ramps takes place in a sliding and rounded manner. Likewise, individual areas must not be designed to increase in a linear manner, so that the protection ramp overall advantageously has a curved profile.

Fig. 1

schematisch das stumpfe Befahren eines Herzstückes und einer Flügelschiene mit Schutzrampe durch ein hohlgelaufenes Rad im vertikalen Schnitt in Fahrtrichtung,

Fig. 2

schematisch ein Herzstück und eine Flügelschiene mit Schutzram- pe in Draufsicht,

Fig. 3

schematisch den Kopf einer Flügelschiene mit Schutzrampe im Schnitt C-C (links) und im Schnitt A-A (rechts).

The invention will be explained in more detail below with reference to an embodiment and a drawing with three figures. The figures show in

Fig. 1

schematically the blunt driving of a heart and a wing rail with protection ramp by a hollowed-out wheel in vertical section in the direction of travel,

Fig. 2

schematically a centerpiece and a wing rail with Schutzram- pe in plan view,

Fig. 3

schematically the head of a wing rail with protection ramp in section CC (left) and in section AA (right).

According to Fig. 1 drives a hollowed wheel 6 in the blunt driving a turnout over the groove between the wing rail 1 and the center piece 2. The wheel flange 7 of the wheel is located at the left outer edge of the heart piece. 2

At the top of the wing rail 1, a ramp 3 is milled in the form of a protective ramp. This ramp 3 is sloping sloping towards the heart 2, so that the hollowed wheel 6 is continuously taken over by the ramp 3.

The outer unworn edge of the wheel 6 thus smoothly runs on the wing rail 1 and slowly raises the wheel 6.

According to Fig. 2 and Fig. 3 the protection ramp consists of two ramps 3 and 4, which are milled into the head of the wing rail 1. The dimensions given refer to a heart of the type EH 60 - 500 - 1:12.

• PunktB liegt etwa 150 mm vor der praktischen Herzstückspitze N,
• Punkt der Linie A liegt etwa 500 mm vor der praktischen Herzstückspitze N,
• die Breite der Rampe 3 am Punkt der Linie A beträgt etwa 49 mm,
• die Tiefe der Rampe 3 am Punkt der Linie A beträgt etwa 8 mm beträgt,
• die Rampe 3 weist eine Neigung von etwa 4° gegenüber der Verbindungslinie der Schienenoberkanten von Flügelschiene und gegenüberliegender Fahrschiene auf.

Ramp 3 has the following dimensions immediately after profiling:

• PunktB is about 150 mm in front of the practical frog point N,
• Point of line A is about 500 mm in front of the practical frog point N,
• the width of the ramp 3 at the point of the line A is about 49 mm,
• the depth of the ramp 3 at the point of the line A is about 8 mm,
• the ramp 3 has an inclination of about 4 ° with respect to the line connecting the upper edges rail of wing rail and opposite rail.

• Punkt D liegt etwa 350 mm vor der praktischen Herzstückspitze N,
• Punkt der Linie A liegt etwa 500 mm vor der praktischen Herzstückspitze N,
• die Breite der Rampe 4 am Punkt der Linie A beträgt etwa 39 mm,
• die Tiefe der Rampe 4 am Punkt der Linie A beträgt etwa 4,5 mm,
• die Rampe 4 weist eine Neigung von etwa 9° gegenüber der Verbindungslinie der Schienenoberkanten von Flügelschiene und gegenüberliegender Fahrschiene auf.

The second ramp 4 has the following dimensions immediately after profiling:

• Point D lies about 350 mm in front of the practical frog point N,
• Point of line A is about 500 mm in front of the practical frog point N,
• the width of the ramp 4 at the point of the line A is about 39 mm,
• the depth of the ramp 4 at the point of the line A is about 4.5 mm,
• the ramp 4 has an inclination of about 9 ° with respect to the line connecting the upper edges rail of wing rail and opposite rail.

LIST OF REFERENCE NUMBERS

1

wing rail

2

heart

3

ramp

4

ramp

5

direction of travel

6

hollowed wheel

7

Wheel flange of 6

A

Line of possible wheel contact of the wing rail 1 by a slightly hollowed wheel 6

B

Point at which the ramp 3 runs out

C-C

Point of theoretical transfer of a wheel in new condition

D

Point in direction of travel before point B

N

practical centerpiece tip

Claims (4)

1. A wing rail of a point for trafficways of rail vehicles, wherein a hollowed-out wheel 6 of a rail vehicle travelling over the point is transferred from a frog (12) to a wing rail (1) and guided over a ramp surface, characterized in that

   - the wing rail (1) comprises a profiling in form of at least two ramps (3, 4),

   - wherein a first ramp at least from a point of the line A of a possible wheel contact of the wing rail is formed through a less hollowed-out wheel approximately as far as to point C-C of a theoretical wheel overrun of a wheel with new profile or a point D slightly behind that for more severely worn-out wheels, where it terminates on the surface of the wing rail (1),

   - a second ramp (4) for more severely hollowed-out wheels from a point of the line A to a point D, which in travelling direction is located in front of Point B, is formed and more severely inclined than the first ramp (3),

   - the depth of the second ramp (4) at a point of the line A at least corresponds to a hollowed-out dimension of the hollowed-out wheel profile to be covered,

   - in the installed state of the wing rail the ramps (3, 4) are inclined falling in the direction of the frog (2).
2. The wing rail of a point according to Claim 1, characterized in that the transition between individual ramps (3, 4) is designed kinked.
3. The wing rail of a point according to any one of the preceding claims, characterized in that the course of the transition between individual ramps (3, 4) is designed distinctly in a gradual manner.
4. A point with a wing rail according to any one of the preceding claims, characterized in that the frog (2) is rigid or moveable.

Images