EP3608473B1 - Railway sleeper - Google Patents

Description

The invention relates to a railroad tie according to the preamble of claim 1.

Railway sleepers form part of the so-called track superstructure of a railway line. These transfer the loads of the train from the tracks or rails via the rail fastenings to the ballast bed below. The railway sleepers extend laterally over the rails. With a standard gauge of 1435 mm and a usual total length of a railroad tie of 2300 mm to 2700 mm, the railroad tie is about 500 mm to 600 mm above the track on both sides. This protruding surface helps to transfer the load evenly to the ballast bed with low surface pressure.

Areas of a railway line where a switch is arranged and a track branches off are problematic compared to a conventional line. In the areas in which the branching track is still very close to the continuing track, so-called long sleepers are arranged, with all rails being arranged on a single railway sleeper. Such railway sleepers are also referred to as turnout sleepers.

the US 828 837 A shows a reinforced concrete railway sleeper comprising a first and a second sleeper body, each with an upper side and a lower side, the sleeper bodies being connected to one another by means of a spring-loaded coupling.

the U.S. 2,678,166 A shows a railroad tie made of reinforced concrete comprising a first and a second sleeper body, each with an upper side and a lower side and each with an edge region, the edge regions being connected to a coupling arrangement.

the U.S. 1,242,184 A shows a railway sleeper made of reinforced concrete comprising a first and a second sleeper body, each with an upper side and a lower side, the sleeper bodies being connected to one another with a coupling arrangement in the form of tie rods.

the US 848 155 A shows a reinforced concrete railway sleeper comprehensively a first and a second sleeper body, the sleeper bodies being connected by means of a coupling arrangement, the coupling arrangement having at least one coupling, with a damping being arranged between the sleeper bodies.

the EP 0 552 788 A1 shows a long sleeper for receiving sections of at least three rails, the sleeper being divided into subsections, which subsections are connected to one another, in particular in an articulated manner, and can be moved relative to one another.

the U.S. 1,223,695 A shows a railway sleeper made of reinforced plastic or concrete comprising two sleeper bodies which are connected to one another via a U-shaped plate and fastening means.

From a certain distance between the two tracks, it is necessary to use two shorter sleepers instead of a single, very long sleeper. Due to the small distance between the two tracks, however, it is not possible for these so-called short sleepers to be symmetrical. The side "overhang" of these sleepers is significantly shorter on one side, the so-called inside, than on the other side, the so-called outside. When a train passes over these points, the sleeper on the inside gives way more, due to the higher surface loading, and the train tilts inwards. Since there is a long sleeper in front of the short sleepers that extends over both tracks and is correspondingly stable, this inward tilting is clearly pronounced and represents a massive discontinuity. The areas concerned are subject to increased material loads and are accordingly maintenance-intensive.

It is known to couple such short sleepers to one another. However, so far no such threshold coupling has been satisfactory. In particular, with the known coupled short sleepers, it is not possible at all or only with great effort to create a smooth transition between long sleepers and standard sleepers.

The object of the invention is therefore a railway sleeper of the type mentioned at the beginning Specify the way with which the disadvantages mentioned can be avoided and with which the loads on the rails and the ballast bed in the switch area can be reduced.

According to the invention, this is achieved by the features of claim 1.

As a result, forces and moments can be transferred from one of the two sleeper bodies to the other. This enables a smooth transition from the last long sleeper of a turnout area to the first standard sleeper. In this way, the loads on the rails and the ballast bed in the switch area can be reduced. In an actual railway sleeper, the two sleeper bodies still have relative degrees of freedom to one another, which also allow a certain offset of the two sleeper bodies to one another, but with the spring and / or the damper a damped or delayed load transfer also possible via the "neighboring sleeper body" is. This results in a significantly improved durability compared to completely rigid connections.

The subclaims relate to further advantageous embodiments of the invention.

Express reference is hereby made to the wording of the patent claims, whereby the claims are inserted into the description at this point by reference and are considered to be reproduced verbatim.

• Fig. 1 eine Anordnung aus Eisenbahnschwellen in einem Weichenbereich für einen Gleiskörper;
  [weiter auf Seite 3 der ursprünglichen Beschreibung]
• Fig. 2 die Kupplungsanordnung einer gegenständlichen Eisenbahnschwelle mit jeweils den Verbindungen zum ersten und zweiten Schwellenkörper im Aufriss; und
• Fig. 3 die Eisenbahnschwelle gemäß Fig. 2 im Grundriss.

The invention is described in more detail with reference to the accompanying drawings, in which only preferred embodiments are shown by way of example. It shows:

• Fig. 1 an arrangement of railway sleepers in a switch area for a track body;
  [continue on page 3 of the original description]
• Fig. 2 the coupling arrangement of an actual railway sleeper with the connections to the first and second sleeper body in elevation; and
• Fig. 3 the railway sleeper according to Fig. 2 in plan.

the Figs. 1 and 2 each show a detail of a railway sleeper 1 comprising a first sleeper body 2 and a second sleeper body 3, the first sleeper body 2 having a first underside 4 and a first top side 5 as well as a first edge area 6 in the longitudinal direction, the second sleeper body 3 having a second underside 7 and a second upper side 8 as well as a second edge region 9 in the longitudinal direction, the first edge region 6 being connected with a coupling arrangement 10 essentially in the longitudinal direction of the first and second sleeper body 2, 3 with the second edge region 9, the coupling arrangement 10 at least one first Has partial coupling 11 and a second partial coupling 12, the first partial coupling 11 connecting the first edge area 6 in the area of the first top side 5 to the second edge area 9 in the area of the second top side 8, the second partial coupling 12 connecting the first edge area 6 in the area of the first Bottom 4 with the zw Eiten edge area 9 connects in the area of the second underside 7, and wherein the first partial coupling 11 and / or the second partial coupling 12 has at least one spring 13 and / or a damper.

As a result, forces and moments can be transferred from one of the two sleeper bodies 2, 3 to the other. As a result, a smooth transition from the last long sleeper 30 of a switch area 29 to the first standard sleeper of the switch area 29 or the track body can be created. As a result, the loads on the rails and the ballast bed in the switch area 29 can be reduced. In an actual railway sleeper 1, the two sleeper bodies 2, 3 still have relative degrees of freedom to one another, which also allow a certain offset of the two sleeper bodies 2, 3 to one another, although a damped or delayed one by the spring 13 and / or the damper Load transfer is also possible via the "neighboring sleeper block". This results in a significantly improved durability compared to completely rigid connections.

The present railway sleepers 1 are intended for laying in the area of switches on railway lines or a track body. Fig. 1 shows a corresponding arrangement of different railway sleepers 1, 30, 31, whereby no rails are shown, but only the rail supports 32 on the railway sleepers 1, 30, 31 Long sleepers 30 are used, which have four rail supports 32 on only one sleeper body. So-called short sleepers 31 are laid following the long sleepers 30. It can clearly be seen here that the end protruding inwardly beyond the rail support 32 is shorter than the end protruding outward.

A railway sleeper 1 in question is, in particular, designed to be encompassing or made of concrete, provision being made in particular that it is so-called prestressed concrete including tensioning wires 36.

A railway sleeper 1 in question consists of at least two sleeper bodies 2, 3, with three, four or more sleeper bodies 2, 3 also being able to be provided. A railway sleeper 1 with a first and a second sleeper body 2, 3 is described below.

The first sleeper body 2 has a first underside 4 and a first top side 5 as well as a first edge region 6 in the longitudinal extension of the first sleeper body 2 or the railway sleeper 1. A first connection plate 33 or end plate, which is preferably designed as a metal plate, in particular as a steel plate, is preferably arranged on the first edge region 6. The second sleeper body 3 has a second underside 7 and a second top side 8 as well as a second edge region 9 in the longitudinal extension of the second sleeper body 3 or the railway sleeper 1. A second connection plate 34 or end plate, which is preferably designed as a metal plate, in particular as a steel plate, is preferably arranged on the second edge region 9. Preferably, the first and second connection plates 33, 34 are each connected directly to the tensioning wires 36 of the respective sleeper body 2, 3, whereby a particularly good load transfer can be achieved through the entire railway sleeper.

The edge regions 6, 9 described are the mutually facing edges or ends of the two sleeper bodies 2, 3.

The first edge area 6 is connected to the second edge area 9 with a coupling arrangement 10 essentially in the longitudinal extension of the first and second sleeper body 2, 3. It is provided that the clutch arrangement 10 has at least a first partial clutch 11 and a second partial clutch 12, a third partial clutch 24 preferably also being provided.

It is provided that the first partial coupling 11 connects the first edge area 6 in the area of the first top side 5 to the second edge area 9 in the area of the second top side 8. When the railroad tie 1 is loaded with a train, compressive stresses primarily occur in the railroad tie 1 in the area of the upper sides 5, 8 in the horizontal or parallel to the upper sides 5, 8. Furthermore, compressive stresses occur in the vertical or normal to the upper sides 5, 8.

It is further provided that the second partial coupling 12 connects the first edge area 6 in the area of the first underside 4 to the second edge area 9 in the area of the second underside 7. When the railroad tie 1 is loaded with a train, tensile stresses primarily occur in the railroad tie 1 in the area of the undersides 4, 7 in the horizontal or parallel to the undersides 4, 7. Furthermore, compressive stresses occur in the vertical or normal to the upper sides 5, 8 and lower sides 4, 7.

The first partial clutch 11 and / or the second partial clutch 12 has at least one spring 13 and / or a damper. It is provided in particular that this spring 13 or the damper is a connecting element of the relevant partial coupling 11, 12. The line of action of the relevant spring 13 or of the damper is arranged essentially along or parallel to the longitudinal extension of the railway sleeper 1.

It is particularly preferably provided that the spring 13 or the damper adjustable and / or exchangeable or releasably attached. As a result, different railway sleepers 1 with differently strongly coupled sleeper bodies 2, 3 can be created. As a result, it is easily possible to create a smooth transition from the long sleepers 30 to the so-called standard sleepers at a switch or following a switch, whereby a hard discontinuity can be avoided.

The spring 13 can be designed as any type of spring, for example as a metal spring, helical spring, plate spring or elastomer spring 14.

It is preferably provided that the spring 13 and the damper are designed as a spring / damper combination.

It is particularly preferably provided that the first partial coupling 11 has an elastomer spring 14. Such elastomer springs 14 have good durability as a compression spring. In addition, they have a high level of internal damping, which means that vibrations are quickly reduced. In this sense, an elastomer spring 14 can be viewed as a spring 13, but also as a spring / damper combination.

As already stated, it is provided in particular that the spring 13 or the damper is adjustable or exchangeable. Particularly preferred and as in the Figs. 2 and 3 As shown, it is provided that the spring 13 can be adjusted by means of a pretensioning device 15 of the first partial coupling 11. This enables universal use of the railway sleeper 1, which can be adjusted particularly easily on site. This can be done using a torque wrench, for example.

The adjustment options and thus the usability of the railway sleeper 1 in question can be further improved in that the first partial coupling 11 has at least one length adjustment unit for adapting a distance between the first edge area 6 and the second edge area 9. It can further be provided that the length adjustment unit and the pretensioning device 15 are formed in one piece. This can be done for example by means of a screw thread.

According to the preferred embodiment, the second partial coupling 12 is designed to include at least one first, essentially rigid metal tension element 16. The term “essentially rigid” denotes that the metal tension element 16 in question has no further spring elements apart from the elastic properties inherent in the material. However, since a metal exhibits elastic deformation behavior, it is not rigid in the literal sense.

As shown, the first metal tension element 16 is preferably designed as a metal strip or flat metal element. It can also be provided that the first metal pulling element 16 is designed as a wire rope or a chain.

In particular, steel is provided as the metal, and bronze can also be provided in areas with a particularly high tendency to corrosion.

Although metal has shown to be clearly superior to other materials for practical implementation, it can alternatively be provided that instead of one or more metal tension elements 16, one or more tension elements made of a non-metallic material are used. In particular, such a tensile element can be formed comprising carbon fibers and / or aramid fibers and / or Dyneema fibers.

It is preferably provided that the at least one first metal tension element 16 has at least one distance adjustment means 17 for adapting a distance between the first edge area 6 and the second edge area 9, whereby such a railway sleeper 1 can be adapted to different operational environments, and with only one type of railway sleepers 1 the smooth transition already described can be implemented at the switch.

A particularly simple adaptability as well as a particularly simple implementation of a distance adjustment means 17 is given if the distance adjustment means 17 comprises at least one elongated hole 18 on the first metal tension element 16.

Particularly preferred, and as in Fig. 3 shown, it is provided that the second partial coupling 12 further has a second metal pulling element 19 that the first Metal tension element 16 connects a first side surface 20 of the first sleeper body 2 with a first side surface 21 of the second sleeper body 3, and that the second metal tension element 19 connects a second side surface 22 of the first sleeper body 2 with a second side surface 23 of the second sleeper body 3. The two metal tension elements 16, 19 are preferably each fastened laterally to the connection plates 33, 34, in particular screwed on.

With regard to the preferred design or implementation variants of the second metal tension element 19, reference is made to the statements relating to the first metal tension element 16, all of which can be used or used.

As already suggested in the introduction, it is preferably provided that the clutch arrangement 10 has at least one third partial clutch 24. The third partial coupling 24 is preferably spatially arranged between the first partial coupling 11 and the second partial coupling 12, or in the area of a center between the upper sides 5, 8 and the lower sides 4, 7 of the two sleeper bodies 2, 3. The third partial coupling 24 is for this purpose designed to transfer vertical transverse forces 25 from the first sleeper body 2 to the second sleeper body 3 or from the second sleeper body 3 to the first sleeper body 2. In Fig. 2 a vector of a corresponding vertical transverse force 25 is shown symbolically. In particular, the third partial coupling 24 is also designed in such a way that it cannot transmit any horizontal transverse forces between the two sleeper bodies 2, 3.

The third partial coupling 24 can be designed as any type of coupling which can transmit said transverse forces. In particular, the third partial clutch 24 can be embodied as comprising a friction connection, a form-fitting connection, for example a toothing, or a screw connection.

It is particularly preferably provided that the third partial coupling 24 is designed to include a joint 26, and that an axis of rotation 27 of the joint 26 is arranged essentially vertically. As a result, a robust third partial coupling 24 can be implemented which, moreover, does not have any transverse forces in the horizontal Level transfers. As a result, both good power transmission and high flexibility can be achieved within the railroad tie 1.

The flexibility or resilience can be further increased in that a hinge axis 35 of the hinge 26 is mounted in the hinge 26 in a resiliently resilient manner. For this purpose, it is provided in particular that spring washers 28 are arranged on the hinge axis 35, which spring washers are designed in particular to include an elastomer.

In the preferred embodiment, the third partial coupling 24 has two parallel bearing extensions which are fastened, in particular welded, to the first connection plate 33. The hinge axis 35 is mounted in these two bearing extensions. A further bearing extension, which engages the hinge axis 35, is arranged on the second connection plate 34.

Claims (15)

1. Railroad sleeper (1) for laying in the region of switches on railroad lines, comprising a first sleeper body (2) and a second sleeper body (3), wherein the first sleeper body (2) comprises a first underside (4) and a first upper side (5) and, in longitudinal extension, a first edge region (6), wherein the second sleeper body (3) comprises a second underside (7) and a second upper side (8) and, in longitudinal extension, a second edge region (9), wherein the first edge region (6) is connected to the second edge region (9) by a coupling arrangement (10) essentially in longitudinal extension of the first and second sleeper body (2, 3), characterized in that the coupling arrangement (10) comprises at least a first partial coupling (11) and a second partial coupling (12), wherein the first partial coupling (11) connects the first edge region (6) in the region of the first upper side (5) to the second edge region (9) in the region of the second upper side (8), in that the second partial coupling (12) connects the first edge region (6) in the region of the first underside (4) to the second edge region (9) in the region of the second underside (7), in that the first partial coupling (11) and/or the second partial coupling (12) comprises at least one spring (13) and/or a damper, in that the first sleeper body (2) and the second sleeper body (3) each have two rail supports (32).
2. Railroad sleeper (1) according to claim 1, characterized in that the spring (13) and/or the damper is/are adjustable and/or replaceable.
3. Railroad sleeper (1) according to claim 1 or 2, characterized in that the first partial coupling (11) has an elastomer spring (14).
4. Railroad sleeper (1) according to one of claims 1 to 3, characterized in that the spring (13) is adjustable by means of a pretensioning device (15) of the first partial coupling (11).
5. Railroad sleeper (1) according to one of claims 1 to 4, characterized in that the first partial coupling (11) comprises at least one length adjustment unit for adjusting a distance between the first edge region (6) and the second edge region (9).
6. Railroad sleeper (1) according to one of claims 1 to 5, characterized in that the second partial coupling (12) is formed comprising at least one first, essentially rigid metal pulling element (16), in particular a metal strip.
7. Railroad sleeper (1) according to claim 6, characterized in that the at least one first metal pulling element (16) comprises at least one distance adjusting means (17) for adjusting a distance between the first edge region (6) and the second edge region (9).
8. Railroad sleeper (1) according to claim 7, characterized in that said distance adjusting means (17) comprises at least one elongated hole (18) on said first metal pulling element (16).
9. Railroad sleeper (1) according to one of claims 6 to 8, characterized in that the second partial coupling (12) further comprises a second metal pulling element (19), in that the first metal pulling element (16) connects a first side face (20) of the first sleeper body (2) to a first side face (21) of the second sleeper body (3), and in that the second metal pulling element (19) connects a second side face (22) of the first sleeper body (2) to a second side face (23) of the second sleeper body (3).
10. Railroad sleeper (1) according to one of claims 1 to 9, characterized in that the coupling arrangement (10) comprises at least a third partial coupling (24), which third partial coupling (24) is designed for transmitting vertical transverse forces (25) between the first sleeper body (2) and the second sleeper body (3).
11. Railroad sleeper (1) according to claim 10, characterized in that the third partial coupling (24) is arranged in the region of a center between the upper sides (5, 8) and the lower sides (4, 7) of the two sleeper bodies (2, 3).
12. Railroad sleeper (1) according to claim 10 or 11, characterized in that the third partial coupling (24) is formed comprising a joint (26), and in that an axis of rotation (27) of the joint (26) is arranged essentially vertically.
13. Railroad sleeper (1) according to claim 12, characterized in that a joint axis (35) of the joint (26) is resiliently flexibly supported in the joint (26).
14. Railroad sleeper (1) according to one of claims 1 to 13, characterized in that the spring (13) and the damper are designed as spring/damper combination.
15. Track body, in particular switch section (29) of the track body, having at least one railroad sleeper (1) according to one of claims 1 to 14.

Images