EP2998438B1 - Gerät für eisenbahngleis - Google Patents

Gerät für eisenbahngleis Download PDF

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Publication number
EP2998438B1
EP2998438B1 EP15183935.4A EP15183935A EP2998438B1 EP 2998438 B1 EP2998438 B1 EP 2998438B1 EP 15183935 A EP15183935 A EP 15183935A EP 2998438 B1 EP2998438 B1 EP 2998438B1
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EP
European Patent Office
Prior art keywords
rail
distal
width
central
proximal portion
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EP15183935.4A
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English (en)
French (fr)
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EP2998438A1 (de
Inventor
Francesco Barresi
Luc BADER
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Vossloh COGIFER SA
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Vossloh COGIFER SA
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Priority to MA39630A priority Critical patent/MA39630B1/fr
Publication of EP2998438A1 publication Critical patent/EP2998438A1/de
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B11/00—Rail joints
    • E01B11/02—Dismountable rail joints
    • E01B11/20—Dismountable rail joints with gap-bridging
    • E01B11/32—Dismountable rail joints with gap-bridging by separate parts, Inserts bridging both rail heads
    • E01B11/34—Auxiliary rail beside gap

Definitions

  • the invention also relates to a corresponding method.
  • the apparatus is for example a dilation apparatus.
  • the space is then intended to allow longitudinal expansion of at least one of the first rail and the second rail, or more generally a relative movement of the first rail relative to the second rail.
  • An expansion device is a device allowing the free expansion of the rails of a railroad subjected to temperature variations.
  • the railway type expansion devices are described in particular in the EN13232-8 standard.
  • the railway vehicles concerned are of all types: urban and suburban, and in particular trams, trains for long-distance traffic ... etc.
  • the purpose of the apparatus is to allow the wheel of the railway vehicle to move from the first rail to the second rail with a continuity of support, despite the discontinuity of the rails.
  • the first rail and the second rail have transversely thinned transverse portions.
  • the central device is a simple device extending longitudinally from the proximal portion of the first rail to the proximal portion of the second rail. The central device ensures continuity of the support of the wheel from a first point of the proximal portion of the first rail to a second point of the proximal portion of the second rail.
  • FR-A-1077771 discloses an apparatus according to the preamble of claim 1 and a method according to the preamble of claim 14.
  • An object of the invention is therefore to overcome all or part of the above disadvantages, by providing an apparatus which prevents the occurrence of such a phenomenon of wear, or reduce its magnitude, while remaining simple to install and to maintain, and that is a competitive cost.
  • the invention relates to an apparatus as described above, further comprising a first distal device and a second distal device, each extending longitudinally from the distal portion to the proximal portion respectively of the first rail and the second rail, the first distal device and the second distal device respectively forming two additional running surfaces in the running surface, the additional running surfaces being continuous respectively from a third point of the distal portion of the first rail to the first point, and the second point at a fourth point of the distal portion of the second rail projecting on the longitudinal direction.
  • the subject of the invention is also a method according to claim 14.
  • an apparatus 1 for a railway (not shown) intended to be traversed in a longitudinal direction L by a railway vehicle (not completely shown) comprising at least one wheel 5 visible on the Figures 2 to 8 .
  • Such a railway generally comprises two rails substantially parallel to each other. If these rails were represented on the figure 1 , one of them would extend longitudinally on both sides of the apparatus 1.
  • the railway vehicle is a tramway.
  • the railway vehicle is of any other known type, including suburban, regional or TGV (high-speed trains, for national or international routes).
  • the wheel 5 is for example a conventional tram wheel.
  • the wheel 5 comprises a tread 10 and a flange 15 ( figure 2 ).
  • the tread 10 is for example conical.
  • the tread 10 is adapted to roll on the apparatus according to a rolling plane P defined by the longitudinal direction L and by a transverse direction T substantially perpendicular to the longitudinal direction.
  • the transverse direction T is a generatrix of the conical surface defined by the tread 10.
  • the apparatus 1 comprises a first rail 20 and a second rail 25 extending longitudinally one in the extension of the other, and separated by a space 30.
  • the apparatus 1 also comprises a central device 35, a first distal device 40, and a second distal device 45.
  • the rail vehicle being in the example a tram, the apparatus 1 finally optionally comprises a housing 50 which is flush with the surface of the ground 55.
  • the apparatus 1 is for example a dilation apparatus.
  • the space 30 is intended to allow longitudinal expansion of the first rail (20) and / or the second rail (25).
  • the casing 50 forms a form around the other parts of the apparatus 1.
  • the casing 50 comprises a cover 57 ( figure 2 ), advantageously removable, extending substantially in continuity with the ground 55.
  • the cover 57 defines an opening 59 extending longitudinally to allow the wheel 5 to roll over the other parts of the apparatus 1.
  • the cover 57 is in two parts located transversely on either side of the other parts of the apparatus 1.
  • the apparatus 1 is substantially symmetrical with respect to a plane P 'perpendicular to the longitudinal direction L and situated longitudinally at the level of the space 30.
  • proximal and distal refer to the space 30.
  • the first rail 20 comprises a proximal portion 61, a distal portion 63, and a transition portion 65 located longitudinally between the proximal portion and the distal portion.
  • the first rail 20 defines a groove 67 designed to receive the flange 15 ( figure 2 ).
  • the flange 15 is located on the inner side of the wheel 5.
  • the proximal portion 61 defines a running surface 69 in the rolling surface P.
  • the proximal portion 61 optionally has an upper surface 71 inclined relative to the rolling surface P and adapted to form a ramp for access to the running surface 69 for the wheel 5 when the latter rolls from right to left on the figure 1 .
  • the running surface 69 has a transverse width L1 ( figure 5 ) advantageously substantially constant in the longitudinal direction L.
  • the distal portion 63 has a first portion advantageously corresponding to the rail "current" of the railway, a second portion having a first transverse thinning, and a transition portion located longitudinally between the first portion and the second portion.
  • the second part is advantageously thinned only at the level of the mushroom (upper part adapted to contact with the wheel 10).
  • the distal portion 63 defines a rolling surface 73 in the plane P having transversely a width L2 ( Figures 2 to 4 ) advantageously substantially constant in the longitudinal direction L.
  • the running surface 73 is, for example, not affected by the first thinning, that is to say that the part of the missing mushroom due to the first thinning is not intended to be in contact with the wheel 10 .
  • the width L2 is greater than the width L1 and measures for example about twice that of the latter.
  • the structure of the second rail 25 is deduced from that of the first rail 20 by symmetry with respect to the plane P '.
  • the rail 25 comprises a proximal portion 75, a distal portion 77, and a transition portion 79 ( figure 1 ).
  • the proximal portion 75 defines a running surface 81 in the rolling plane P and has an upper surface 83 forming an access ramp.
  • the distal portion 77 includes a first portion a second portion having a first transverse thinning, and a transition portion.
  • the distal portion 77 defines a running surface 82.
  • the central device 35, the first distal device 40, and the second distal device 45 form for example a single piece, preferably metal.
  • These three elements advantageously form a portion of rail comprising figure 3 ) a shoe 85 secured to the ground, a mushroom 87, and a core 89 connecting the mushroom to the shoe.
  • the central device 35 extends longitudinally from the proximal portion 61 of the first rail 20 to the proximal portion 75 of the second rail 25.
  • the central device 35 forms, in the rolling plane P, a surface central bearing 91 ( figures 1 , and 6 to 8 ).
  • the central device 35 is substantially symmetrical with respect to the plane P '.
  • the central tread surface 91 has transversely a width L3 advantageously substantially constant in the longitudinal direction L.
  • the central tread surface 91 is continuous from a first point A of the proximal portion 61 of the first rail 20 to a second point B of the proximal portion 75 of the second rail 25 in projection on the longitudinal direction L.
  • the width L3 is greater than or equal to the width L2, preferably substantially equal to the width L2.
  • the central device 35 is located transversely substantially against the proximal portions 61, 75 of the first rail 20 and the second rail 25.
  • the first distal device 40 and the second distal device 45 are substantially symmetrical to one another with respect to the plane P '.
  • the first distal device 40 extends longitudinally from the distal portion 63 to the proximal portion 61 of the first rail 20 ( figure 1 ).
  • the first distal device 40 is located transversely against the second portion of the distal portion 63.
  • the first distal device comprises a main portion 93, and a transition portion 95 located longitudinally between the main portion 93 and the central device 35.
  • the first distal device 40 extends longitudinally from the second portion of the distal portion 63 to the proximal portion 61 of the first rail 20.
  • the first distal device 40 defines an additional running surface 97 in the running surface P, and advantageously comprises an access ramp 99 adapted to facilitate access of the wheel 5 to the additional running surface 97.
  • the additional running surface 97 has transversely, in the main portion 93, a width L4 substantially constant in the longitudinal direction L.
  • the width L4 is for example greater than or equal to the width L1, preferably substantially equal to the width L1.
  • the additional running surface 97 is continuous from a third point C of the proximal portion 63 of the first rail 20 to the first point A in projection on the longitudinal direction L.
  • the first thinning of the distal portion 63 of the first rail 20 maximizes the width L4. Indeed, in the absence of the first transverse thinning, the first distal device 40 would be transversely further away from the running surface 73.
  • the second distal device 45 being substantially symmetrical with the first distal device 40 with respect to the plane P ', the second distal device will not be described in detail.
  • the second distal device 45 comprises a main portion 101 and a transition portion 103.
  • the second distal device 45 defines an additional running surface 105 and advantageously comprises an access ramp 107.
  • the first distal device 40, the central device 35 and the second distal device 45 define for example an outer edge 109 substantially rectilinear and parallel to the longitudinal direction L.
  • the additional running surface 105 is continuous from the second point B to a fourth point D of the distal portion 77 of the second rail 25 in projection on the longitudinal direction L.
  • first rail 20 and the second rail 25 are likely to expand or contract longitudinally under the effect of temperature change. This has the effect of increasing or decreasing the length of the space 30.
  • the role of the apparatus 1 is to allow the railway vehicle (not shown) to cross the space 30.
  • the railway vehicle arrives for example longitudinally from the left side. If it came from the right side, the following steps would simply be reversed temporally.
  • the wheel 5 rolls on a rail (not shown), located in the extension of the first rail 20. Then the wheel 5 arrives on the first rail 20.
  • the tread 10 of the wheel 5 then rolls on the running surface 73 defined by the distal portion 63 of the first rail 20.
  • the strand 15 is then in the groove 67, which ensures a transverse guidance of the wheel 5 .
  • the wheel 5 continues to advance on the distal portion 63. As visible on the figure 3 , the wheel 5 is above the access ramp 99 of the first distal device 40, but is not yet in contact with the latter. The wheel 5 continues to press on the running surface 73.
  • the width of the support is always the width L2 of the tread 73.
  • the first transverse thinning of the rail 20 makes it possible to maximize the width of the access ramp 99 on the side of the distal portion 63 of the first rail 20.
  • the wheel 5 comes into contact with the access ramp 99 and arrives ( figure 4 ) on the additional tread 97 defined by the first distal device 40.
  • the width of the support is then the sum of the widths L2 and L4. Roughly at the cutting plane of the figure 4 , the wheel 5 passes longitudinally at the third point C ( figure 1 ).
  • the wheel 5 passes from the distal portion 63 to the proximal portion 61 ( figure 5 ).
  • the wheel 5 rolls on the running surface 69 of the proximal portion 61 having the width L1 smaller than the width L2.
  • the support is completed by the additional rolling surface 97.
  • the width of the support corresponds to the width L1. Creep wear phenomena of the upper surface of the first rail 20 may occur at this point in the devices of the prior art.
  • the wheel continues to advance ( figure 6 ), it passes continuously from the first distal device 40 to the central device 35.
  • the wheel 5 is then resting on the rolling surface 69 of the first rail 20 and on the central bearing surface 91 of the central device 35.
  • the width of the 'support is the sum of the widths L1 and L3.
  • the wheel 5 advances and arrives above the access ramp 71 of the first rail 20.
  • the wheel 5 is then supported only on the central device 35.
  • the width of the support is equal to the width L3.
  • the wheel 5 still advances to be above the space 30.
  • the wheel 5 is then always resting on the central device 35, with a bearing width L3.
  • the wheel 5 continues its progression to the right on the figure 1 and, because of the symmetry with respect to the plane P ', the same steps occur in the reverse order.
  • the wheel 5 passes longitudinally from the second point B to the fourth point D in a continuous manner thanks to the additional running surface 105 of the second distal device 45.
  • the additional tread surface 105 provides a bearing width L4 at a time when, in the prior art devices, the bearing width is only equal to L1.
  • the risk of creep wear near the transition portion 79 of the second rail 25 is greatly reduced in the device according to the invention.
  • the support of the wheel 5 is continuous not only from the first point A to the second point B, but also from the third point C to the first point A, and from the second point B to the fourth point D. which provides additional support for the wheel 5.
  • the risks of wear are necessarily reduced or canceled.
  • the apparatus 1 is simple to implement and at a competitive cost.
  • first distal device 40, the central device 35 and the second distal device 45 offer a physically continuous tread from the third point C to the fourth point D.
  • the continuity is not physical, but only in projection on the longitudinal direction L. Indeed, it is possible to achieve one or the other of the first distal device 40, the central device 35 and the second distal device 45 in such a way that these devices did not come from material, nor each in one piece. In these particular embodiments, there is no physical continuity of the tread, but only continuity in projection on the longitudinal direction L, which is sufficient to ensure a continuous support for the wheel 5.
  • first distal device 35, the second distal device 45 and the central device 35 are made of material and / or constituted by a rail makes it possible to simplify the device 1.
  • width L4 is at least equal to the width L1 allows at least to double the rolling width between the third point C and the first point A and, in the example shown, to obtain a rolling width L1 + L4 greater than or equal to the width L2 of the running surface of the distal portion 63 of the first rail 20.
  • the first thinning of the first rail 20 makes it possible to maximize the width L4.
  • width L3 of the central running surface 91 is at least equal to the width L2 makes it possible to obtain a rolling width at least equal to L2 when the wheel 5 bears only on the central device 35.
  • the rolling width is equal to the sum L1 + L3, which is strictly greater than the width L2 of the running surface of the distal portion 63 of the first rail 20 .
  • the rolling width is exactly equal to the width L3, that is to say that it is substantially equal to the width L2 of the distal portion 63 .
  • access ramps makes it easier for the wheel 5 to come into contact with the running surfaces, or facilitates the end of these contacts when the wheel 5 leaves the treads.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Bearings For Parts Moving Linearly (AREA)
  • Railway Tracks (AREA)

Claims (14)

  1. Vorrichtung (1) für ein Eisenbahngleis, das dazu bestimmt ist, entlang einer Längsrichtung (L) von einem Schienenfahrzeug durchfahren zu werden, das wenigstens Rad (5) aufweist, wobei die Vorrichtung (1) aufweist:
    - eine erste Schiene (20) und eine zweite Schiene (25), die sich längs in Fortsetzung voneinander erstrecken und die um einen Zwischenraum (30) voneinander getrennt sind, wobei jede von der ersten und der zweiten Schiene (25) einen proximalen Abschnitt (61, 75) und einen distalen Abschnitt (63, 77) bezüglich des besagten Zwischenraums (30) aufweist, wobei die proximalen Abschnitte (61, 75) und die distalen Abschnitte (63, 77) respektive Laufflächen (69, 73, 81, 82) für das besagte Rad (5) definieren, die im Wesentlichen in einer gleichen Laufebene (P) angeordnet sind, die von der Längsrichtung (L) und einer Querrichtung (T) definiert wird, die im Wesentlichen senkrecht zu der Längsrichtung (L) ist, wobei die Lauffläche (69, 81) des proximalen Abschnitts (61, 75) für jede von der ersten Schiene (20) und der zweiten Schiene (25) in Querrichtung eine Breite (L1) hat, die kleiner ist als eine Breite (L2) der Lauffläche (73, 82) des distalen Abschnitts (63, 77), und
    - eine zentrale Vorrichtung (35), die sich längs von dem proximalen Abschnitt (61) der ersten Schiene (20) aus bis zu dem proximalen Abschnitt (75) der zweiten Schiene (25) erstreckt, wobei die zentrale Vorrichtung (35) in der Laufebene (P) eine zentrale Lauffläche (91) bildet, die sich in Projektion auf die Längsrichtung (L) von einem ersten Punkt (A) des proximalen Abschnitts (61) der ersten Schiene (20) bis zu einem zweiten Punkt (B) des proximalen Abschnitts (75) der zweiten Schiene (25) fortsetzt, und
    - eine erste distale Vorrichtung (40) und eine zweite distale Vorrichtung (45), von denen sich jede längs von einem distalen Abschnitt (63, 77) aus bis zu einem proximalen Abschnitt (61, 75) respektive der ersten Schiene (20) und der zweiten Schiene (25) erstreckt, wobei die erste distale Vorrichtung (40) und die zweite distale Vorrichtung (45) respektive zwei Zusatzlaufflächen (97, 105) in der Laufebene (P) bilden,
    dadurch gekennzeichnet, dass
    - jeder der distalen Abschnitte (63, 77) aufweist einen ersten Abschnitt (63A, 77A), der bevorzugt der Laufschiene des besagten Schienengleises entspricht, einen zweiten Abschnitt, der eine erste Querverjüngung hat, und einen Übergangsabschnitt (63C, 77C), der längs zwischen dem ersten Abschnitt (63A, 77A) und dem zweiten Abschnitt (63B, 77B) angeordnet ist, und
    - die erste distale Vorrichtung (40) und die zweite distale Vorrichtung (45) in Querrichtung respektive gegen die zweiten Abschnitte (63B, 77B) der distalen Abschnitte (63, 77) angeordnet sind,
    wobei die Zusatzlaufflächen (97, 105) in Projektion auf die Längsrichtung (L) fortgesetzt sind respektive von einem dritten Punkt (C) des distalen Abschnitts (63) der ersten Schiene (20) bis zu einem ersten Punkt (A) und von einem zweiten Punkt (B) zu einem vierten Punkt (D) des distalen Abschnitts (77) der zweiten Schiene (25).
  2. Vorrichtung (1) gemäß Anspruch 1, dadurch gekennzeichnet, dass eine oder mehrere von der ersten distalen Vorrichtung (40), der zweiten distalen Vorrichtung (45) und der zentralen Vorrichtung (35) gebildet ist oder sind von einem einzigen Metallteil.
  3. Vorrichtung (1) gemäß Anspruch 1 oder 2, dadurch gekennzeichnet, dass eine oder mehrere von der ersten distalen Vorrichtung (40), der zweiten distalen Vorrichtung (45) und der zentralen Vorrichtung (35) gebildet ist oder sind von einem längs orientierten Schienenabschnitt.
  4. Vorrichtung (1) gemäß irgendeinem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass wenigstens zwei von der ersten distalen Vorrichtung (40), der zweiten distalen Vorrichtung (45) und der zentralen Vorrichtung (35) aus einem Stück sind.
  5. Vorrichtung (1) gemäß irgendeinem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass die zentrale Vorrichtung (35) in Querrichtung im Wesentlichen gegen die proximalen Abschnitte (61, 75) der ersten Schiene (20) und der zweiten Schiene (25) angeordnet sind.
  6. Vorrichtung (1) gemäß irgendeinem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die zentrale Lauffläche (91) in Querrichtung eine Breite (L3) hat, die entlang der Längsrichtung (L) im Wesentlichen konstant ist.
  7. Vorrichtung (1) gemäß Anspruch 6, dadurch gekennzeichnet, dass die Breite (L3) der zentralen Lauffläche (91) größer oder gleich der Breite (L2) der Lauffläche (73) des distalen Abschnitts (63) der ersten Schiene (20) ist, bevorzugt im Wesentlichen gleich der Breite (L2) der Lauffläche (73) des distalen Abschnitts (63) der ersten Schiene (20).
  8. Vorrichtung (1) gemäß irgendeinem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass die erste distale Vorrichtung (40) und/oder die zweite distale Vorrichtung (45) in Längs-Fortsetzung der zentralen Vorrichtung (35) angeordnet sind, wobei die Zusatzlaufflächen (97, 105) von der einen und/oder der anderen von der ersten distalen Vorrichtung (40) und der zweiten distalen Vorrichtung (45) bevorzugt einen Rand (109) haben, der dazu bestimmt ist, in Querrichtung extern bezüglich des Eisenbahngleises zu sein, wobei der besagte Rand in Längs-Fortsetzung eines Rands der zentralen Vorrichtung (35) angeordnet ist, der dazu bestimmt ist, in Querrichtung extern bezüglich des Eisenbahngleises zu sein.
  9. Vorrichtung (1) gemäß irgendeinem der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass die erste distale Vorrichtung (40) und/oder die zweite distale Vorrichtung (45) respektive eine obere Fläche haben, die eine Zugangsrampe (99, 107) an ihren Laufflächen (97, 105) für das besagte Rad (5) bilden.
  10. Vorrichtung (1) gemäß irgendeinem der Ansprüche 1 bis 9, dadurch gekennzeichnet, dass die Zusatzlaufflächen (97, 105) der ersten distalen Vorrichtung (40) und/oder der zweiten distalen Vorrichtung (45) in Querrichtung eine Breite (L4) haben, die entlang der Längsrichtung (L) in den Hauptabschnitten (93, 101) im Wesentlichen konstant ist.
  11. Vorrichtung (1) gemäß Anspruch 10, dadurch gekennzeichnet, dass:
    - die Breite (L4) der Zusatzlauffläche (97) der ersten distalen Vorrichtung (40) größer oder gleich der Breite (L1) der Lauffläche (69) des proximalen Abschnitts (61) der ersten Schiene (20) ist, bevorzugt im Wesentlichen gleich der Breite (L1) der Lauffläche (69) des proximalen Abschnitts (61) der ersten Schiene (20) ist, und/oder
    - die Breite (L4) der Zusatzlauffläche (105) der zweiten distalen Vorrichtung (45) größer oder gleich der Breite (L1) der Lauffläche (81) des proximalen Abschnitts (75) der zweiten Schiene (25) ist, bevorzugt im Wesentlichen gleich der Breite (L1) der Lauffläche (81) des proximalen Abschnitts (75) der zweiten Schiene (25) ist.
  12. Vorrichtung (1) gemäß irgendeinem der Ansprüche 1 bis 11, dadurch gekennzeichnet, dass das Schienenfahrzeug eine Tram ist, wobei die erste Schiene (20) und die zweite Schiene (25) einen Hals (67) definieren, der dazu bestimmt ist, mit dem Rad (5) zusammenzuwirken.
  13. Vorrichtung (1) gemäß irgendeinem der Ansprüche 1 bis 12, dadurch gekennzeichnet, dass die Vorrichtung (1) eine Ausdehnungs-Vorrichtung ist, wobei der Zwischenraum (30) dazu bestimmt ist, eine Relativbewegung der ersten Schiene (20) bezüglich der zweiten Schiene (25) zu erlauben, insbesondere eine Längsausdehnung von wenigstens einer von der ersten Schiene (20) und der zweiten Schiene (25).
  14. Verfahren, aufweisend die folgenden Schritte:
    - Durchfahren eines Eisenbahngleises entlang einer Längsrichtung (L) mittels eines Schienenfahrzeugs, das wenigstens ein Rad (5) aufweist,
    - Bereitstellen einer ersten Schiene (20) und einer zweiten Schiene (25), die sich in Fortsetzung voneinander erstrecken und die um einen Zwischenraum (30) voneinander getrennt sind, wobei jede von der ersten Schiene (20) und der zweiten Schiene (25) aufweist einen proximalen Abschnitt (61, 75) und einen distalen Abschnitt (63, 77) bezüglich des besagten Zwischenraums (30), wobei die proximalen Abschnitte (61, 75) und die distalen Abschnitte (63, 77) respektive Laufflächen (69, 73, 81, 82) für das besagte Rad (5) im Wesentlichen in einer Laufebene (P) definieren, die von der Längsrichtung (L) und einer Querrichtung (T) definiert wird, die im Wesentlichen senkrecht zu der Längsrichtung (L) ist, wobei die Lauffläche (69, 81) des proximalen Abschnitts (61, 75) für jede von der ersten Schiene (20) und der zweiten Schiene (25) in Querrichtung eine Breite (L1) hat, die kleiner ist als eine Breite (L2) der Lauffläche (73, 82) des distalen Abschnitts (63, 77),
    - Bereitstellen einer zentralen Vorrichtung (35), die sich längs von dem proximalen Abschnitt (61) der ersten Schiene (20) aus bis zu dem proximalen Abschnitt (75) der zweiten Schiene (25) erstreckt, wobei die zentrale Vorrichtung (35) in der Laufebene (P) eine zentrale Lauffläche (91) bildet, die sich in Projektion auf die Längsrichtung (L) von einem ersten Punkt (A) des proximalen Abschnitts (61) der ersten Schiene (20) bis zu einem zweiten Punkt des proximalen Abschnitts (75) der zweiten Schiene (25) fortsetzt, und
    - Bereitstellen einer ersten distalen Vorrichtung (40) und einer zweiten distalen Vorrichtung (45), von denen sich jede längs von dem distalen Abschnitt (63, 77) aus bis zu dem proximalen Abschnitt (61, 75) respektive der ersten Schiene (20) und der zweiten Schiene (25) erstreckt, wobei die erste distale Vorrichtung (40) und die zweite distale Vorrichtung (45) respektive zwei Zusatzlaufflächen (97, 105) in der Laufebene (P) bilden, wobei jeder der distalen Abschnitte (63, 77) aufweist einen ersten Abschnitt (63A, 77A), der bevorzugt der Laufschiene des besagten Eisenbahngleises entspricht, einen zweiten Abschnitt, der eine erste Querverjüngung hat, und einen Übergangsabschnitt (63C, 77C), der längs zwischen dem ersten Abschnitt (63A, 77A) und dem zweiten Abschnitt (63B, 77B) angeordnet ist, wobei die erste distale Vorrichtung (40) und die zweite distale Vorrichtung (45) in Querrichtung respektive gegen die zweiten Abschnitte (63B, 77B) der distalen Abschnitte (63, 77) angeordnet sind, wobei die Zusatzlaufflächen (97, 105) in Projektion auf die Längsrichtung (L) fortgesetzt sind respektive von einem dritten Punkt (C) des distalen Abschnitts (63) der ersten Schiene (20) bis zu einem ersten Punkt (A) und von einem zweiten Punkt (B) zu einem vierten Punkt (D) des distalen Abschnitts (77) der zweiten Schiene (25).
EP15183935.4A 2014-09-19 2015-09-04 Gerät für eisenbahngleis Active EP2998438B1 (de)

Priority Applications (1)

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MA39630A MA39630B1 (fr) 2014-09-19 2015-09-04 Appareil pour voie ferrée

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Application Number Priority Date Filing Date Title
FR1458883A FR3026114B1 (fr) 2014-09-19 2014-09-19 Appareil pour voie ferree

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EP2998438B1 true EP2998438B1 (de) 2019-05-15

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EP (1) EP2998438B1 (de)
KR (1) KR102426227B1 (de)
AU (1) AU2015227501B2 (de)
FR (1) FR3026114B1 (de)
IL (1) IL241481A0 (de)
MA (1) MA39630B1 (de)
TN (1) TN2015000399A1 (de)

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Publication number Priority date Publication date Assignee Title
DE270492C (de) *
US276900A (en) * 1883-05-01 Joseph s
GB191016396A (en) * 1909-07-09 1910-09-29 Powell Orgain Adams Improvements in or relating to Railway Rail Joints.
GB191516396A (en) * 1915-11-20 1916-10-26 Joseph Higginson Improvements in the Liquid Fuel Supply Arrangements of Internal Combustion Engines.
FR1077771A (fr) * 1953-05-22 1954-11-10 Haine Saint Pierre Lesquin Joint de dilatation pour rails
FR2698110B1 (fr) * 1992-11-16 1995-02-03 Cogifer Rail-aiguille perfectionné pour appareil de voie.
JP5713725B2 (ja) 2011-02-23 2015-05-07 三菱重工業株式会社 分岐装置及び軌道系交通システム

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EP2998438A1 (de) 2016-03-23
KR102426227B1 (ko) 2022-07-29
IL241481A0 (en) 2015-11-30
TN2015000399A1 (fr) 2017-01-03
MA39630A (fr) 2019-05-15
MA39630B1 (fr) 2019-12-31
AU2015227501A1 (en) 2016-04-07
FR3026114A1 (fr) 2016-03-25
KR20160034203A (ko) 2016-03-29
FR3026114B1 (fr) 2016-12-09
AU2015227501B2 (en) 2019-10-10

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