EP2984231B1 - Winkelführungsplatte für ein schienenprofil - Google Patents

Winkelführungsplatte für ein schienenprofil Download PDF

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Publication number
EP2984231B1
EP2984231B1 EP14789201.2A EP14789201A EP2984231B1 EP 2984231 B1 EP2984231 B1 EP 2984231B1 EP 14789201 A EP14789201 A EP 14789201A EP 2984231 B1 EP2984231 B1 EP 2984231B1
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EP
European Patent Office
Prior art keywords
region
guide plate
angled guide
angled
underside
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP14789201.2A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2984231A1 (de
Inventor
Herwig Miessbacher
Stephan REINTHALER
Mario SCHÖNGRUNDNER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Semperit AG Holding
Original Assignee
Semperit AG Holding
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Semperit AG Holding filed Critical Semperit AG Holding
Priority to PL14789201T priority Critical patent/PL2984231T3/pl
Priority to SI201430232A priority patent/SI2984231T1/sl
Publication of EP2984231A1 publication Critical patent/EP2984231A1/de
Application granted granted Critical
Publication of EP2984231B1 publication Critical patent/EP2984231B1/de
Priority to HRP20170853TT priority patent/HRP20170853T1/hr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/68—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair
    • E01B9/685—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/02—Fastening rails, tie-plates, or chairs directly on sleepers or foundations; Means therefor
    • E01B9/28—Fastening on wooden or concrete sleepers or on masonry with clamp members
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/38—Indirect fastening of rails by using tie-plates or chairs; Fastening of rails on the tie-plates or in the chairs
    • E01B9/40—Tie-plates for flat-bottom rails
    • E01B9/42—Tie-plates for flat-bottom rails of two or more parts
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/60—Rail fastenings making use of clamps or braces supporting the side of the rail

Definitions

  • the present invention relates to an angled guide plate and a track assembly, in particular for rail fastening systems.
  • Angled guide plates are known from the prior art. They are used in fastening systems for railway superstructures. In particular, the rails are fixed and guided with angled guide plates of the type in question. For this purpose, the angle guide plates on (railway) thresholds, usually made of concrete, arranged and screwed with these already cast dowels with screws, together with corresponding clamps, which press from the top of a rail of the corresponding rail. As a result, the highest forces act on the angled guide plate. While the angled guide plates were formerly made of cast iron, it is now known to manufacture them from plastic. The current made of plastic angle guide plates, however, have no material-appropriate design and in particular are not designed plastic. A particular disadvantage is that the sometimes unnecessarily high use of material causes high costs and leads to long cycle times in their production.
  • the DE 10 2012 100440 A1 describes a plate member for securing a rail in a rail attachment point.
  • the plate element can be produced according to the invention with optimum performance characteristics in a particularly simple, cost-effective manner, that the plate element from at least two spatially separated parts is composed, which are firmly connected.
  • the parts of the plate element in a first step produced in spatially separate tools and then joined together in a second step to the plate element.
  • an angle guide plate in particular for rail fastening systems, comprises a base body which has an upper side and a lower side, the lower side being designed to be arranged on a further element, in particular a (railway) threshold, while the upper side is substantially transverse to one (FIG.
  • the angle guide plate consists of a guide portion and a support portion, wherein the guide portion and the support portion extend substantially parallel and adjacent to each other across a track direction, and wherein the top and the bottom are so spaced from each other, a thickness of the support region, which measures substantially perpendicular to the underside, is greater than a thickness of the guide region, wherein the base body, seen from the support region to the guide region along the track direction, is substantially wedge-shaped is continuously formed, and that a minimum thickness of the guide region is smaller than 10 mm.
  • the main tasks of the angled guide plate are the mechanical decoupling of the horizontal wheel force between rail and (railway) threshold, the electrical insulation between rail and (railway) threshold and the fixation and guidance of the rail in the track direction via frictional engagement.
  • the track direction describes the direction along which the track extends.
  • the angled guide plate is for arresting and supporting others Rail fasteners, such as (tension) clamps designed.
  • Angled guide plates of the type in question are particularly preferably used in so-called elastic direct fastenings, in particular the "W fastening".
  • the W-mount mainly consists of the following components: Angled guide plate, intermediate layer, (clamp) clamp, (sleeper) screw and dowel.
  • Angled guide plates of the type in question advantageously replace the known angle guide plates made of cast iron.
  • the known from the prior art angle guide plates made of plastic no plastic-friendly design and are not cost-optimized.
  • the result is a high use of materials and resulting high component costs, long cycle times in the production, which result in low production capacity and a lot of effort to ensure the geometry and mechanical properties of the non-plastic construction.
  • the angle guide plate has a base body, which has both a guide region and a support region, wherein the thickness of the support region is at least partially larger than the thickness of the guide region. It should be noted that the "thickness" can always relate only to a specific area or cross section, since the thickness is advantageously reduced steadily from the support area to the guide area.
  • the thickness of the support region is greater than the thickness of the guide region.
  • the support region and the guide region preferably merge into each other in a flowing or transitionless manner, so that as a rule no visible transition or a parting line can be recognized. It is crucial that the thickness of the main body decreases approximately steadily from the support area in the direction of the guide area.
  • the basic body does not comprise any protrusions, recesses, drainage and / or support surfaces, etc., but that the basic body is in the literal sense the basic form of the angled guide plate.
  • the thickness no local projections or recesses are to be understood, which of course can also influence the thickness of the angled guide plate, at least locally.
  • the steady decrease in the thickness of the body from the support area in the direction of the guide area does not have to be along a line, but can also be stepped (like a staircase).
  • Decisive is only the "main body" of the angled guide plate, which is characterized in that its thickness in the guide area is smaller (at least partially) than in the support area.
  • the support region of the angled guide plate is in particular the region which rests directly or indirectly on the rail, that is, supports it transversely to the track direction. The thickness of the support region is made larger than the thickness of the guide region.
  • the guide area serves to align and guide the angle guide plate on the (railway) threshold.
  • the thickness of the guide region is accordingly made smaller than the thickness of the support region.
  • a minimum thickness of the guide region is less than 10 mm.
  • the underside may advantageously be smooth, but it may also have a structure which is not smooth at least in some areas, for example knobs, grooves or corrugation.
  • the underside may comprise a wear protection layer, which is characterized in particular by the fact that its hardness and / or friction coefficient is higher (or lower, depending on the further element on which the angle guide plate is arranged) than a hardness or a coefficient of friction of remaining material of the angled guide plate. It is understood that advantageously also a wear protection layer can be provided oriented toward the rail, that is, on a stop surface of the angled guide plate, which will be described in more detail later. It should be noted that the angle guide plate is preferably made of a plastic, more preferably of a composite material consisting of a plastic and a filler material such. B. glass fiber.
  • the angle guide plate is made of a polyamide 6 with 30% glass fiber content (PA6GF30).
  • PA6GF30 polyamide 6 with 30% glass fiber content
  • the mentioned wear protection layer can be achieved by a surface treatment, but it can also consist of a filler material which can be attached or molded on the underside.
  • the support area and the guide area divide the angle guide plate transversely to the track direction approximately in a ratio of 1: 1. It is understood that but also any other conditions are possible, such as 2: 1 or 1: 2 or also intervening conditions.
  • the load-optimized angled guide plate allows for about 10 to 30% reduced material use, depending on the design. This contributes to a significant reduction in production costs.
  • the cycle times in the production in particular by the reduced wall thicknesses and the plastic-friendly design, massively reduced and the adherence to the geometry data facilitates and thus increases the product quality.
  • the angle guide plate has no sharp edges or radii smaller than approximately R1 to R2.
  • the base body is designed to taper substantially wedge-shaped from the support area to the guide area.
  • the upper side and the lower side are designed to taper substantially wedge-shaped.
  • the base body has a wedge shape, which is continuously tapering from the support area in the direction of the guide area.
  • the angled guide plate or the base tapers towards the guide area. The thinner compared to the support area guide area thus advantageously allows a flexibility of the angled guide plate seen in a track plane.
  • the track plane corresponds to a level of the carriageway, so to speak, and represents a substantially horizontal plane.
  • the torsional rigidity of the angled guide plate can be advantageously influenced by the thickness of the guide area, whereby positional tolerances between the rail to be supported and the (railway) threshold or the area of (Railway) threshold on which the angle guide plate is arranged, can be compensated.
  • the angle guide plates are arranged in corresponding engagement areas / recesses. If such depressions do not exactly align with the rail, that is, if they are not exactly parallel, tension can occur in the arrangement of the angled guide plate.
  • an optimal arrangement in particular a substantially stress-free arrangement, can be made possible by the thin guide region, which allows a slight torsion or compliance in the track plane. It is understood that the mentioned wedge shape is not continuous got to.
  • the wedge shape or also by one or more interruptions of the wedge shape can advantageously influence the lateral stiffness of the angle guide plate. What is meant is the stiffness in the track level.
  • a "soft" angle guide plate can be generated, which activates a lateral rail clamping action or a rail fastening effect in the floor area.
  • a wheel load is distributed to several threshold bases.
  • the wedge shape is tuned to an actual rail contact height to ensure optimum power transmission.
  • the wedge shape is optimally adapted to a height of the rail or the corresponding rail foot.
  • the angled guide plate leads the shape of the rail foot with advantage, so to speak, and thus enables an optimal derivation of the forces occurring when crossing a train.
  • the imaginary extension of the wedge shape of the angled guide plate is expediently transitional into the rail foot, in that a maximum thickness of the support region is adapted to the height of the rail foot.
  • the angled guide plate Transverse to the track direction, acts like a pressure wedge.
  • Crucial here again is the overall view of the Grundköpers or the top and the bottom to each other. The same applies to different cross sections of the angled guide plate transverse to the track direction and viewed along it. Thus, there may well be a local cross-sectional area which does not have said wedge shape.
  • Decisive is the shape of the body in its entirety.
  • the underside is formed substantially flat, wherein the top is arcuate and / or obliquely or inclined to the bottom is formed.
  • the upper side preferably has a curvature or curvature, wherein the curvature or curvature of the upper side is expediently formed in the direction of the underside.
  • a curved surface merges into an upper side sloping / inclined towards the lower side. The upper side is then advantageously substantially curved or arc-shaped in the support region, while it is substantially inclined in the guide region or obliquely to the underside.
  • the angle guide plate is formed in the plan view substantially trapezoidal in that a length of the support portion is longer than a length of the guide portion. This can be achieved with advantage wear reduction. This is made possible by the high flexibility and mobility of the guide plate, which is advantageously achieved in that the guide area is not only thinner but also narrower than the support area.
  • the underside in the guide region has at least one preferably bead-like engagement region, which extends away from the underside and along the track direction.
  • the lower side preferably has at least one engagement region in the guide region, wherein the underside merges into the engagement region in a first radius.
  • the engagement region is intended to be arranged within or on a corresponding engagement region of the further element, for example the (railway) threshold. The arrangement is preferably carried out positively. It is understood that the engagement portion advantageously extends along a length of the angled guide plate which is oriented along the track direction.
  • two, three, four, five or more engagement regions may also be provided on the underside.
  • the engagement region is formed bead-like, thus has in a side view (seen along the track direction) at least partially arcuate or circular cross-section.
  • the engagement region in cross-section has the shape of a triangle whose tip is rounded.
  • the shape of a semicircle or a quarter circle is also preferred.
  • a particularly preferred embodiment of the engagement portion begins at one end of the angled guide plate and occupies about 20 to 50% of the total length of the angled guide plate in this region, in a particularly preferred embodiment about 30 to 45%, most preferably about 35 to 40%. Since, as already mentioned, two engagement regions are advantageously provided, a free space or a distance is advantageously provided between the two engagement regions, which contributes to the cost reduction through reduced use of material. Preferably, the distance is about 0.5 to 6, more preferably about 1 to 5 cm, and most preferably about 1.5 to 4 cm.
  • the engagement region forms projections and / or recesses on its surface, which expediently run essentially transversely to the track direction.
  • a local flexibility of the engagement region is thereby achieved, which optimizes the arrangement and the support of the engagement region of the angled guide plate in the corresponding engagement regions of the further element.
  • the adhesion of the angle guide plate with the other element, so the (rail) threshold increased because the form and / or recesses allow flexibility, which optimize the above-mentioned positive fit that a allows very uniform concern of the engagement areas along and seen transversely to the track direction.
  • the projections and / or recesses for example, locally slightly bend and thus optimally adapt to the corresponding surface.
  • the design of the projections and / or recesses and the resulting flexibility of the engagement region, the accuracy of fit of the engagement portion of the angle guide plate to the underlying / corresponding background, usually the threshold or a channel of the threshold is increased. Further preferably, this can be achieved further material savings.
  • the increased use of material by the formation of the engagement areas can be reduced again by deliberately arranged recesses.
  • the recesses are formed as grooves, which take transversely to the track direction substantially the shape of a half or four-circle.
  • an elliptical or angular shape for example in the manner of a quadrangle or triangle.
  • three grooves are provided per engagement region, which extend completely or only in sections over the surface of the engagement region along an outer contour of the engagement region.
  • the Grooves expediently do not have to extend over the entire outer contour.
  • the grooves extend only from a highest point of the engagement area in the direction of the support area.
  • the portion of the engagement region, which is turned away from the rail so to speak, is preferably substantially smooth or at least formed without a special surface structure. Due to the larger contact surface, the surface pressure in this area or in this direction can be selectively reduced.
  • the three grooves are arranged at an equal distance from each other, but the respective outer grooves have an unequal distance to the respective edges of the engagement region.
  • the distance of the groove, which is the outermost with respect to the angled guide plate, from the nearest edge of the engagement region is greater than the distance of the groove, which is the innermost with respect to the angular guide plate, from the nearest edge of the engagement region.
  • one or more recesses of the engagement region or in the engagement region are formed in that the underside merges into the engagement region in a second radius, wherein the second radius is greater than the aforementioned first radius.
  • a rib-like engagement region with maximum flexibility, especially in the track direction, and maximum strength, especially transversely to the track direction, can thereby be produced.
  • the engagement region ends as seen along the track direction in front of an end of the angled guide plate at a distance.
  • the engagement area is not only intended to ensure or optimize the guidance or arrangement of the angled guide plate in the underlying element.
  • Another important function of the engagement region lies in particular in the fact that forces of further rail fastening means, in particular those already mentioned, are present (Clamping) clamp, which are introduced via the top in the angled guide plate, are passed in an optimal manner by the or the engagement portions in the underlying element.
  • clamping clamp
  • the engaging portion are advantageously not formed up to the ends of the angled guide plate, which in addition material can be saved. Also preferably, this can increase the surface pressure because the actual area of the engagement area is reduced. Incidentally, this is also achieved by the configuration of the engagement region by projections and / or recesses.
  • the upper side in the support region has a shoulder which increases the thickness of the support region in sections at least in regions such that a stop surface for a rail is enlarged.
  • the support area expediently forms a shoulder which increases the thickness of the angle guide plate at least in sections so that the stop surface for the rail is increased.
  • the top of the angled guide plate is formed in the region of the shoulder substantially parallel to the bottom. Further preferably, the paragraph is formed by the fact that the top has the already mentioned curvature or curvature, whereby the shoulder is formed,
  • the stop surface extends substantially transversely to the underside of the angled guide plate, thereby forming the surface which the rail indirectly and / or directly supports.
  • the heel can also extend beyond the bottom.
  • the paragraph allows a further thickening of the support area in some areas to build an optimal form and in particular adhesion with the rail to be supported. It is understood that the paragraph along the length of the angled guide plate must not be formed continuously. Conveniently, the angle guide plate but at least at their ends corresponding paragraphs to support the rail.
  • the upper side has at least one force introduction region, wherein the at least one force introduction region is designed as a material thickening and / or material thinning with respect to the main body.
  • the force introduction areas essentially serve to absorb and forward the forces which can occur in the arrangement of further rail fastening elements, such as (tension) clamps.
  • the force introduction regions serve to absorb forces which essentially act approximately transversely to the underside of the angled guide plate.
  • the base body is essentially flat at its level and has only at the points a thickening of the material or optionally a thinning of the material, which serve to introduce force, for example by rail fastening means such as (tension) clamps or the like. The use of materials is thus very targeted and only where it is absolutely necessary.
  • At least one force introduction region is formed as a depression in the guide region, which extends substantially along the track direction, and which reduces the thickness of the angled guide plate in this area.
  • the depression along the track direction seen in cross-section is substantially circular segment-shaped or round.
  • the recess for the arrangement of a rail fastening means for example a (tension) clamp formed.
  • two such depressions are arranged one behind the other along the length of the angle guide plate at a distance.
  • the distance is about 0.5 to 7 cm, more preferably about 1 to 5 cm, and most preferably about 1.5 to 4 cm.
  • the depression along the track direction is bounded completely or at least in sections by a transition section towards the support region.
  • the transitional portion viewed in the direction of the track, has approximately the shape of a triangle in cross section, which extends away from the upper side of the base body and thus continues the contour or surface of the depression beyond the upper side.
  • the force introduction region in the guide region and the at least one engagement region are arranged opposite one another on the underside.
  • the angle guide plate as a whole in the guide area extremely thin, in particular thinner than in the support area, are formed.
  • the angle guide plate is only locally thickened or reinforced by the use of at least one engagement region where forces must be introduced.
  • This power flow-compatible design allows optimal material utilization and thus cost-effective production. So it must not be forgotten that for the attachment of the rails a very large number of such angled guide plates is needed, so that even the smallest material savings in total lead to a large cost advantage.
  • a depression and an opposing engagement region extend along the track direction over an identical or a substantially identical length.
  • two recesses are provided, which are arranged opposite two engagement regions of equal length.
  • a material dilution and / or a material recess is arranged between two depressions or engagement regions arranged along the track direction. This allows a targeted introduction of force. It has already been mentioned that, in a preferred embodiment, two engagement regions on the underside or two depressions on the upper side are arranged behind one another at corresponding intervals.
  • the material dilution and / or the material recess is formed at these distances or in the region of these distances. In other words, the distance can also be formed straight through the material dilution or through the material recess.
  • the thinning of the material should be interpreted as meaning that the thickness of the guide area in this area, which is already very thin anyway, is even further reduced.
  • the two recesses and the correspondingly opposite engagement areas on the underside of the angled guide plate absorb the forces of the rail fastening element, for example the (tension) clamp, in an ideal manner and to the further element, for example the (railway) Threshold, hand off.
  • the rail fastening element for example the (tension) clamp
  • the further element for example the (railway) Threshold
  • the angle guide plate preferably forms a bead outside the guide region along the track direction, which bead preferably adjoins the at least one depression.
  • the depression and the bulge merge into one another in an arc or curvature.
  • a local thickening of the guide region is achieved by the bead.
  • This is advantageously used to support a rail fastening means to be arranged, for example a (tension) clamp, seen transversely to the track direction.
  • a rail fastening means to be arranged, for example a (tension) clamp, seen transversely to the track direction.
  • the arrangement or the positive connection of the angled guide plate can be optimized to the other element, such as the (rail) threshold.
  • the guide region of the angled guide plate is basically already formed very thin at the here referred to the outer end of the angled guide plate, so that it may be advantageous to increase the strength of the guide portion outside at least partially by a projection such as a bead or the like.
  • the contour of the depression passes directly into the bead, so that the bead and the recess in cross-section form a continuous contour.
  • At least one force introduction region is formed in the support region, which extends substantially away from the upper side and serves to support a fastening means, in particular a (tension) clamp.
  • the force application area in the support area represents an additional thickening in order to optimally support fasteners to be arranged and to optimize the introduction of force.
  • the force introduction region in the support region is formed by two projections which are arranged offset along the track direction and which each have a bearing surface for the arrangement of the fastening means, which extend substantially transversely to the track direction.
  • the bearing surfaces seen along the track direction substantially on a circle segment shape.
  • the shape or the design of the bearing surfaces is advantageously adapted to the shape of the fastener used accordingly.
  • the angled guide plate has a recess, for example in the form of a hole, for passing through a fastening means, in particular a (sleeper) screw.
  • the recess is advantageously arranged in the support region, but may also extend into the guide region or else be arranged only in the guide region.
  • a length of the support region is greater than a length of the guide region.
  • the angle guide plate is advantageously formed trapezoidal in shape.
  • the length of the guide region is about 1 to 20% shorter than the length of the support region, more preferably about 2 to 15%, most preferably about 3 to 10%.
  • the angle guide plate on its underside with advantage one or more pockets which are designed to reduce the thickness of the body in sections or regions even further.
  • the pocket extends perpendicularly away from the abutment surface over the entire length of the support region in the direction of the guide region in a shape in which in the region of the edges of the base body, in particular in the support region (apart from the Section in the region of the stopper) and in the area around the recess around the thickness of the body is not further reduced.
  • the pockets end before the intervention areas.
  • the areas whose thickness is not reduced form force-transmitting areas.
  • the force transmission areas are thus the areas at the bottom of the angle guide plate, which are in contact with the (railway) threshold.
  • the force-transmitting regions are just as large or only so far formed that the forces introduced from the upper side into the angled guide plate, in particular the clamping forces, are adequately supported.
  • a track arrangement has an angle guide plate according to the invention. It is understood that all features and advantages of the angled guide plate also apply to the track layout.
  • Fig. 1 shows a preferred embodiment of a top 20 of an angled guide plate 10 in a perspective view.
  • the angle guide plate 10 has a base body 12 and extends along a track direction G. Dashed along the track direction G is a (imaginary) parting line between a guide portion 40 and a support portion 50 is shown. It can clearly be seen that a thickness d 50 of the support region 50 (taken as an example) is greater than a thickness d 40 of the guide region 40 (taken as an example).
  • the support region 50 has a force introduction region 22 formed by two projections 26. The projections 26 are connected to each other along the track direction G via a web 27.
  • the guide region 40 has two force introduction regions 22 formed as depressions 24, which are arranged one behind the other along the track direction G at a distance. Between the two recesses 24, a material dilution or material recess 70 is formed in the form of a hole.
  • the depressions 24 are arranged along the track direction G at a distance a24.
  • the recesses are bounded on the upper side 20 towards the support region 50 by a transition section 25, which in turn is designed as a survey with an approximately triangular cross-section.
  • Fig. 2 shows a preferred embodiment of a bottom 30 of the FIG. 1 known angle guide plate 10 with the main body 12 in a perspective view.
  • the guide region 40 has two bead-shaped engagement regions 32, which have projections and / or recesses or grooves 34 on their surface. Opposite the engagement portions 32 is at the front of the angled guide plate 10 hinted a recess 24 can be seen. Externally adjacent to the recess 24, the angle guide plate 10 has corresponding beads 42. The beads opposite the transition portion 25 is formed.
  • the two engagement regions 32 are arranged along the track direction G at a distance a32. To the edge of the angle guide plate 10, the engagement portions 32 are arranged offset by a distance a.
  • the bottom 30 is not completely flat but has pockets 31, which allow additional material savings. Corresponding to the pockets 31, force-transmitting regions 33 are formed, which serve as contact surfaces to a (railway) threshold (not shown).
  • Fig. 3a shows a schematic diagram of an angle guide plate 10 in a side view.
  • the wedge-shaped shape of the base body 12 which includes a top 20 and a bottom 30.
  • the dashed lines indicate that when determining the thicknesses d 40 and d 50 of the angle guide plate, the base body 12 arrives and local elevations or recesses or the like are not to be taken into account in the calculation or determination of the thicknesses.
  • the wedge shape is optimally adapted to the rail 90 or its rail foot.
  • the angled guide plate continues the shape of the rail foot, so to speak, and thus allows an optimal derivation of the forces occurring when crossing a train.
  • Angled guide plate 10 has on its upper side 20 a projection 26 and a trained as a recess 24 force introduction region 22.
  • a bead 42 adjoins the recess 24.
  • Below the recess 24, an engagement region 32 is formed, which extends away from the upper side 30.
  • a support region 50 has a stop surface 54 on its end oriented toward a rail (not shown here).
  • the vertical dashed line indicates a support portion 50 and a guide portion 40.
  • Fig. 3b shows the off Fig. 3a Known schematic diagram in a mounting situation.
  • a (threshold) screw 82 (clamp) terminal 80 is arranged at the angled guide plate 10 at the angled guide plate 10 at the angled guide plate 10 is in a recess 60 via a (threshold) screw 82 (clamp) terminal 80 is arranged.
  • the (clamp) clamp 80 is supported on the projections 26 and the recess 24 from.
  • a rail 90 in particular a rail, is arranged, which is locked by the tension clamp 80 from above.
  • Fig. 4 shows a schematic diagram of a preferred form of a track assembly. Shown is an angle guide plate 10 in a section, so that a recess 60 for arranging, for example, a corresponding fastening means (not shown here) is possible.
  • the angled guide plate 10 is arranged with a bottom 30 at a (railway) threshold 92 shown here hatched.
  • An engagement region 32 of a guide region 40 of the angled guide plate 10 engages in a corresponding shape of the (railway) threshold 92.
  • the angle guide plate 10 Via an abutment surface 54, the angle guide plate 10 on a rail 90, which extends along a track direction G, arranged.
  • the rail 90 stands on an intermediate layer 93.
  • Fig. 5 shows a view of a preferred embodiment of an angle guide plate 10 transversely to a track direction G as viewed from a guide portion to a support area (here without reference numerals).
  • two engaging portions 32 each having three grooves 34.
  • the grooves 34 are arranged at an equal distance from each other, but they are offset in relation to the respective engaging portion 32 inwardly.
  • two projections 26 formed force introduction region 22, which comprises two bearing surfaces 26 '.
  • the engagement regions 32 pass directly into adjoining beads 42.
  • Fig. 6 shows a side view of another preferred embodiment of an angle guide plate 10.
  • Recognizable is again the wedge-shaped shape of a base body 12 which has a top 20 and a bottom 30 and which tapers from the support portion 50 to the guide portion 40.
  • a force introduction region 22 designed as a projection 26 extends from the upper side 20.
  • the support region 50 is limited to a rail (not illustrated here) by a shoulder 52 having a stop surface 54.
  • a pocket 31 is arranged on the bottom 31.
  • an engagement portion 32 is formed.
  • the guide portion 40 terminates in a bead 42, which in turn seamlessly merges into the recess 24.
  • the recess 24 is delimited by an approximately triangular transition section 25.
  • Fig. 7 shows a plan view of an upper side 20 of a trapezoidal angled guide plate 10 in a schematic representation. Significantly, the different lengths of the support area L50 and the guide area L40 can be seen, which contribute to the wear reduction of the angle guide plate.
  • a base body 12 comprises a recess 60 and a material recess 70 in the form of a hole. On the presentation of further features was omitted in this presentation.
  • Fig. 8 essentially shows the FIG. 7 known embodiment, wherein an engagement portion 32 is formed by that a bottom 30 merges into a first radius in this.
  • One or more recesses are formed in that the underside merges into the engagement region in a second radius R2, wherein the second radius is greater than the first radius.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Connection Of Plates (AREA)
  • Railway Tracks (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Fishing Rods (AREA)
  • Bearings For Parts Moving Linearly (AREA)
  • Pressure Welding/Diffusion-Bonding (AREA)
  • Compositions Of Oxide Ceramics (AREA)
  • Steering Controls (AREA)
EP14789201.2A 2013-10-18 2014-10-10 Winkelführungsplatte für ein schienenprofil Active EP2984231B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
PL14789201T PL2984231T3 (pl) 2013-10-18 2014-10-10 Kątowa płyta prowadząca dla profilu szynowego
SI201430232A SI2984231T1 (sl) 2013-10-18 2014-10-10 Kotna vodilna plošča za profil tirnice
HRP20170853TT HRP20170853T1 (hr) 2013-10-18 2017-06-05 Kutna ploča vodilice za profil tračnice

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013221175.9A DE102013221175B4 (de) 2013-10-18 2013-10-18 Winkelführungsplatte
PCT/EP2014/071790 WO2015055540A1 (de) 2013-10-18 2014-10-10 Winkelführungsplatte für ein schienenprofil

Publications (2)

Publication Number Publication Date
EP2984231A1 EP2984231A1 (de) 2016-02-17
EP2984231B1 true EP2984231B1 (de) 2017-03-22

Family

ID=51794853

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14789201.2A Active EP2984231B1 (de) 2013-10-18 2014-10-10 Winkelführungsplatte für ein schienenprofil

Country Status (19)

Country Link
US (1) US10174459B2 (pt)
EP (1) EP2984231B1 (pt)
JP (1) JP6741577B2 (pt)
KR (1) KR102267653B1 (pt)
CN (1) CN106062277B (pt)
AT (1) AT14709U1 (pt)
AU (1) AU2014336365B2 (pt)
BR (1) BR112016008252B1 (pt)
DE (2) DE102013221175B4 (pt)
ES (1) ES2627273T3 (pt)
HR (1) HRP20170853T1 (pt)
HU (1) HUE034383T2 (pt)
LT (1) LT2984231T (pt)
MY (1) MY175363A (pt)
PL (1) PL2984231T3 (pt)
PT (1) PT2984231T (pt)
RU (1) RU2673929C2 (pt)
SI (1) SI2984231T1 (pt)
WO (1) WO2015055540A1 (pt)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3293308B1 (de) * 2016-09-10 2019-05-01 SSL Stahlbeton-Schwellenwerk Linz GmbH System zur befestigung einer eisenbahnschiene auf betongleisschwellen
DE102018122426B9 (de) * 2018-09-13 2022-04-07 Vossloh Fastening Systems Gmbh Führungsplatte und Schienenbefestigungspunkt

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2661697B1 (fr) * 1990-05-02 1992-08-21 Vape Sa Ets Dispositif de fixation d'un rail de chemin de fer sur une traverse.
FR2699943B1 (fr) * 1992-12-29 1997-08-29 Allevard Sa Butée isolante pour attache de rail de chemin de fer.
FR2701276B1 (fr) * 1993-02-05 1995-04-28 Allevard Ind Sa Insert de fixation pour une attache de rail.
ES2119656B1 (es) * 1995-09-22 1999-05-16 Red Nac Ferrocarriles Espan Perfeccionamientos introducidos en las placas acodadas para sujeciones elasticas de carriles sobre traviesas de hormigon.
DE10262248B4 (de) * 2002-11-22 2012-11-08 Vossloh-Werke Gmbh Befestigung für eine Schiene für Schienenfahrzeuge
DE10254679B4 (de) * 2002-11-22 2007-10-25 Vossloh-Werke Gmbh Winkelführungsplatte für die Befestigung von Schienen für Schienenfahrzeuge
DE102004033724B3 (de) * 2004-07-13 2005-10-27 Vossloh-Werke Gmbh System zum Befestigen einer Schiene für Schienenfahrzeuge
ES2533994T3 (es) * 2010-07-19 2015-04-16 Schwihag Ag Sistema de fijación de carriles
DE102010060745A1 (de) * 2010-11-23 2012-05-24 Vossloh-Werke Gmbh Führungsplatte zum seitlichen Führen einer Schiene und System zum Befestigen einer Schiene
JP6095650B2 (ja) 2011-06-10 2017-03-15 シュヴィハーク・アクチエンゲゼルシャフト レール固定システム
AT12657U1 (de) * 2011-07-18 2012-09-15 Vossloh Werke Gmbh System zum befestigen einer schiene auf einem untergrund
DE102012100440A1 (de) * 2012-01-19 2013-07-25 Vossloh-Werke Gmbh Plattenelement zum Führen einer Schiene und Verfahren zu seiner Herstellung
RU117156U1 (ru) * 2012-02-14 2012-06-20 Юрий Николаевич Аксёнов Безболтовое рельсовое скрепление и подрельсовая подкладка безболтового рельсового скрепления

Also Published As

Publication number Publication date
PT2984231T (pt) 2017-06-12
AU2014336365B2 (en) 2017-11-30
DE102013221175A1 (de) 2015-04-23
ES2627273T3 (es) 2017-07-27
AT14709U1 (de) 2016-04-15
LT2984231T (lt) 2017-09-11
BR112016008252A2 (pt) 2017-09-12
CN106062277B (zh) 2018-12-21
RU2673929C2 (ru) 2018-12-03
KR102267653B1 (ko) 2021-06-22
DE202014105818U1 (de) 2015-01-22
US10174459B2 (en) 2019-01-08
DE102013221175B4 (de) 2020-10-01
JP6741577B2 (ja) 2020-08-19
KR20160102393A (ko) 2016-08-30
CN106062277A (zh) 2016-10-26
AU2014336365A1 (en) 2016-04-28
BR112016008252B1 (pt) 2022-01-04
HUE034383T2 (en) 2018-02-28
RU2016118679A3 (pt) 2018-08-17
SI2984231T1 (sl) 2017-07-31
HRP20170853T1 (hr) 2017-08-25
JP2016537531A (ja) 2016-12-01
MY175363A (en) 2020-06-22
EP2984231A1 (de) 2016-02-17
WO2015055540A1 (de) 2015-04-23
US20160237627A1 (en) 2016-08-18
PL2984231T3 (pl) 2017-08-31
RU2016118679A (ru) 2017-11-23

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