EP3743559B1 - Contre-aiguille - Google Patents

Contre-aiguille Download PDF

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Publication number
EP3743559B1
EP3743559B1 EP19732531.9A EP19732531A EP3743559B1 EP 3743559 B1 EP3743559 B1 EP 3743559B1 EP 19732531 A EP19732531 A EP 19732531A EP 3743559 B1 EP3743559 B1 EP 3743559B1
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EP
European Patent Office
Prior art keywords
rail
point
tongue
stock rail
stock
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
EP19732531.9A
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German (de)
English (en)
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EP3743559A1 (fr
Inventor
Erich WIPFLER
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.)
Voestalpine Turnout Technology Zeltweg GmbH
Voestalpine Railway Systems GmbH
Original Assignee
Voestalpine Turnout Technology Zeltweg GmbH
Voestalpine Railway Systems GmbH
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Application filed by Voestalpine Turnout Technology Zeltweg GmbH, Voestalpine Railway Systems GmbH filed Critical Voestalpine Turnout Technology Zeltweg GmbH
Priority to SI201930254T priority Critical patent/SI3743559T1/sl
Priority to HRP20220654TT priority patent/HRP20220654T1/hr
Priority to PL19732531T priority patent/PL3743559T3/pl
Publication of EP3743559A1 publication Critical patent/EP3743559A1/fr
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Publication of EP3743559B1 publication Critical patent/EP3743559B1/fr
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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
    • E01B7/00—Switches; Crossings
    • E01B7/02—Tongues; Associated constructions

Definitions

  • the invention relates to a stock rail for use in a rail switch, comprising a rail head, a rail web and a rail foot, the stock rail having a first longitudinal section forming a contact area for a tongue rail and a second longitudinal section lying outside the contact area, the stock rail in second longitudinal section has a basic cross-sectional profile which has a central axis running through the middle of the rail head cross-section, the rail head being machined in the first longitudinal section starting from the basic cross-sectional profile, comprising a chamfer which runs inclined from a running edge in the direction of the rail web, the running edge is formed at the point of the rail head cross-section with the greatest normal distance to the central axis, and comprising a continuous width reduction of the rail head, so that the running edge compared to the basic profile closer to the central a Axis of the stock rail, wherein the rail head has at least a first location within the first longitudinal section substantially no reduction in width and at least a second location within the first longitudinal section a maximum reduction in width.
  • the invention also relates to a rail switch, comprising a stock rail and a tongue rail.
  • tongue rails have been proposed several times which are designed to be thicker in order to be able to reliably absorb lateral forces.
  • Switch rails have become known whose tongue ends have reinforcements in the direction of the stock rails, which correspond to recesses on the running edge of the stock rail.
  • the tongue rail engages in the recesses in the stock rail so that there is a continuous running edge in the transition area from stock rail to tongue.
  • the cutouts formed in the stock rail result in a significant weakening of the stock rail and the cutouts in the stock rails must therefore be filled with adjusting wedges when the tongue is in the open state.
  • the rail head profile of the stock rail is often milled downwards in the switch contact area, as can be seen, for example, in DE PS 487877 is known.
  • this design has the disadvantage that there is a risk of burrs forming in the contact area due to the reduction in the width of the stock rail head due to a chamfer in the upper area of the stock rail head, because the angle between the chamfer and the adjoining surface of the stock rail head increases with increasing material removal, i.e. with decreasing width of the stock rail head, becomes more pointed.
  • a running wheel comes into lateral contact with the stock rail in the area of the burr, because the stock rail has its greatest head width here. Due to this burden the risk of breakouts in the area of the burr, which significantly increases wear on the stock rails compared to an unmachined stock rail head.
  • the contact geometry is also changed when the tongue rail is off, which causes uneven running in this area.
  • the running edge at the first point and the running edge at the second point lie essentially in a common running edge plane, which is arranged at right angles to the central axis.
  • the running edge is preferably not only in the same running edge plane at the first and at the second point, but over a continuous longitudinal section between the first and the second point, in particular over the entire first longitudinal section, ie over the entire contact area of the tongue rail. This keeps the altitude of the running edge from the . Width reduction unaffected, so that the angle between the chamfering going away diagonally downwards from the running edge and the adjoining surface of the stock rail head can be formed in such a way that burr formation can be avoided.
  • the said angles are also formed in the area of the maximum reduction in width essentially as at the first point formed without reduction in width, at which the chamfer runs downwards away from the running edge of the basic profile.
  • the invention enables a design in which the width of the stock rail head is reduced essentially by horizontal displacement of the chamfered stock rail basic profile.
  • the intersection of the chamfer with the adjacent curved surface area of the rail head with increasing width reduction does not cause the running edge to rise associated with an increasingly acute angle of intersection, but the geometric relationships can be designed to remain constant over the length.
  • the basic cross-sectional profile preferably corresponds to a Vignol rail.
  • the choice of said angle ensures on the one hand that the running edge of the widest point of the head of the stock rail and, on the other hand, that the kink or bend formed by the running edge on the surface is not too pronounced.
  • the rail head has a region in the first longitudinal section in the transverse section arranged vertically above the running edge plane, the shape of which essentially corresponds to the corresponding shape of the basic profile.
  • the tried-and-tested shape of the basic profile is retained as far as possible in order to enable the running wheel to run smoothly on the stock rail. Provision is particularly preferably made for this area to be adjacent to the running edge. A curvature with a smaller radius, for example, can be provided above this area in order to provide a transition to the basic cross-sectional profile.
  • the running edge at the second point within the first longitudinal section is 5-15 mm, preferably 6-10 mm closer to the center axis than the first point, so that the tongue rail can be correspondingly reinforced. This achieves a sufficient increase in the width of the switch rail without the running edge of the stock rail being offset too far when the switch rails are off.
  • the running edge of the rail is at the rail head at the widest point, which is measured at a predefined or standardized vertical distance from the running top edge. Provision is preferably made for the running edge plane to be arranged in the first longitudinal section at a vertical distance of 10-20 mm, in particular 14 mm, from the running top edge of the rail head.
  • the normal distance of the running edge from the central axis decreases continuously, starting from the first point to the second point, and increases again, preferably continuously, in the area adjoining the second point. In particular, this creates the possibility of adapting the degree of reinforcement of the tongue rail to the transverse force profile along the rail.
  • the normal distance of the running edge from the central axis decreases linearly, starting from the first point to the second point, i.e. along a straight line, and increases again linearly in the area adjoining the second point.
  • a rail switch comprising a stock rail according to the invention and a tongue rail, the tongue rail being arranged such that it can be placed against the stock rail.
  • the tongue rail is reinforced towards the stock rail in accordance with the reduction in the width of the stock rail head in cross section.
  • the width of the stock rail head decreases, starting from the tip of the tongue rail when the tongue rail is in contact, to a point within the first longitudinal section that forms the contact area, at which point a running wheel traveling on the track comes into lateral contact with the tongue rail and increases in the subsequent first longitudinal section and that the tongue rail is designed to be reinforced towards the stock rail in accordance with the reduction in the width of the stock rail head in cross section.
  • the greatest reinforcement of the tongue rail is therefore in the sensitive transition area of the load from the stock rail to the tongue rail, and this results in an increase in cross-section and thus an increase in the moment of inertia of the tongue rail, so that the tongue rail can better withstand the increased lateral forces.
  • a particularly resilient and wear-resistant switch results when the greatest reinforcement of the tongue rail is formed in that area in which the running wheel comes into lateral contact with the tongue rail and the switch according to the invention is therefore further developed according to a preferred embodiment in such a way that the point with the greatest reinforcement of the tongue rail or with the smallest width of the stock rail head at a distance of 1/6 to 1/3, preferably 1/4, of the length of the system of the tongue rails on the stock rail from the point of the tongue.
  • the point of the greatest reinforcement of the tongue rail is near the tip of the tongue and in this context the design is such that the point with the greatest reinforcement of the tongue rail or with the smallest width of the stock rail head is at a distance of 1 /20 to 1/10 of the length of contact between the tongue rail and the stock rail from the point of the tongue.
  • the switch is advantageously further developed in such a way that the vertical height of the switch rail in the area of contact with the stock rail increases, starting from the tip of the switch towards the end of the system. This results in a continuous transfer of the rolling load from the stock rail to the switch rail.
  • the tongue rail is arranged at the point of the tongue below the running edge of the stock rail, so that there is no contact between a wheel and the tongue rail at the point of the tongue, and that the tongue rail extends into the plane of the running edge at the point of the maximum width reduction of the stock rail. Because the tongue rail extends into the running edge plane at the point of maximum width reduction of the stock rail, the running wheel can come into lateral contact with the tongue rail in the area of this point.
  • FIG. 1 a plan view of a first embodiment of a rail switch according to the invention
  • 2 a plan view of a second embodiment of a rail switch according to the invention
  • 3 a plan view of a third embodiment of a rail switch according to the invention
  • 4 a cross section of the rail switch according to the invention along the line AA Figures 1-3
  • figure 5 a cross section of the rail switch according to the invention along the line BB Figures 1-3
  • 6 a cross section of the rail switch according to the invention along the line CC of Figures 1-3
  • 7 a detailed view of the cross section of a stock rail according to the invention
  • 8 a detailed view of the stock rail according to the invention with an adjacent tongue rail.
  • a rail switch according to the invention is shown in a first embodiment, comprising a stock rail 1 and a tongue rail 2.
  • the tongue rail 2 bears against the stock rail 1 in a first longitudinal section 3 forming a contact area.
  • a second longitudinal section 4 is arranged in the longitudinal direction before and after the first longitudinal section 3, in each of which the stock rail 1 has a basic cross-sectional profile.
  • the first longitudinal section 3 the basic cross-sectional profile is machined, so that the head of the stock rail 1 is chamfered and has a width reduction compared to the longitudinal sections 4 .
  • the tongue rail 2 is reinforced in accordance with the reduction in the width of the stock rail head in order to be able to interact with the stock rail 1 in the first longitudinal section.
  • the area of section BB in which the impeller comes into lateral contact with the switch rail, the greatest reinforcement of the switch rail is provided because in this area the wear due to the sudden introduction of lateral forces is greatest.
  • the width of the head of the stock rail 1 decreases continuously from the beginning of the first longitudinal section 3 (section A-A), i.e. from the tip of the tongue rail 2, to a point at section B-B with a minimum width. Then the head of the stock rail 3 becomes wider again until the basic cross-sectional profile in the longitudinal section 4 is reached again.
  • a second rail switch according to the invention is shown, in contrast to the embodiment according to FIG 1 the course of the stock rail width, starting from the point of the tongue rail, first decreases in an arc and then increases again in an arc.
  • a third rail switch according to the invention is shown, in contrast to the embodiment according to FIG 1 the progression of the stock rail width, starting from the point of the tongue rail, decreases within a short longitudinal section near the point of the tongue and then increases again.
  • the section A-A is at the beginning of the first longitudinal section 3 at the tip of the tongue rail 2.
  • the rail head 5 of the stock rail 1 has a chamfer 6 which interacts with a corresponding chamfer on the tongue rail 2 when the tongue rail 2 is in contact.
  • the running edge of the stock rail 1 is denoted by 7, which lies in a running edge plane 8, which is arranged at right angles to a central axis 9 running through the center of the rail head 5.
  • the running edge 7 is formed at an intersection of the chamfer 6 with an adjacent curved surface section, the greatest normal distance between the stock rail head edge and the central axis 9 being in the running edge plane 8 in which the running edge 7 is arranged.
  • the running edge 7 is not shifted towards the central axis 9 in comparison to the basic cross-sectional profile.
  • the tongue rail 2 has a reduced height at the tip of the tongue, so that it lies well below the running edge plane 8, so that contact with a running wheel is not possible.
  • the cut BB is at the second position, namely the point of greatest reduction in width of the stock rail head 5.
  • the stock rail 1 in section AA which is shown in broken lines, more material has been removed by the chamfer 10, so that the chamfer 10 is arranged closer to the central axis 9.
  • the running edge 7 is also closer by the distance x to the central axis 9 and in the same running edge plane 8 as the running edge 7 in section AA.
  • the tongue rail 2 is widened by the same amount x.
  • the tongue rail 2 is designed with a height that increases away from the tip of the tongue, so that the tongue rail 2 at the in figure 5 shown point already extends into the running edge level 8.
  • Section C-C is at the end of the first longitudinal section 3 and the stock rail 1 has essentially the same profile as section A-A, the tongue rail 2 having reached the same height as the stock rail.
  • the cross-sectional profile in section BB is according to Figures 1-3 shown, with broken line 11, the cross-sectional profile in section AA or CC according to Figures 1-3 and with broken line 12 the cross-sectional basic profile in the second longitudinal section 4.
  • a chamfer 6 is made in order to arrive at the profile according to line 11, with the running edge 7 not being processed.
  • the chamfer 10 is arranged vertically below the running edge plane 8 and a curvature originating from the running edge 7 is arranged vertically above the running edge plane 8 .
  • the curvature is characterized by a tangent running through the running edge 7, where the Angle of this tangent to the central axis 9 in cross section AA is the same as in cross section BB.
  • the running edge 7 is not shifted in the vertical direction and is still located in the running edge plane 8 .
  • the stock rail 1 according to the invention is shown according to section BB together with an adjacent tongue rail 2 and a running wheel 13 and it can be seen that at the point of the greatest reduction in width of the stock rail or at the point of the greatest widening of the tongue rail, there is lateral contact of the running wheel with the tongue rail takes place.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Escalators And Moving Walkways (AREA)
  • Seats For Vehicles (AREA)
  • Paper (AREA)
  • Vending Machines For Individual Products (AREA)
  • Chutes (AREA)

Claims (14)

  1. Contre-aiguille, destinée à être utilisée dans une aiguille ferroviaire, comprenant un champignon de rail (5), une âme de rail et un patin de rail, dans laquelle la contre-aiguille (1) présente une première section longitudinale (3) formant une région d'appui destinée à une lame d'aiguille (2) et une seconde section longitudinale (4) située en dehors de la région d'appui, dans laquelle la contre-aiguille (1) présente au sein de la seconde section longitudinale (4) un profil de base de coupe transversale qui présente un axe central (9) s'étendant au milieu de la coupe transversale de champignon de rail, dans laquelle le champignon de rail (5), dans la première section longitudinale (3), est usiné à partir du profil de base de coupe transversale, avec un chanfrein qui s'étend de manière inclinée à partir de l'arête de roulement (7) en direction de l'âme de rail, dans laquelle l'arête de roulement (7) est formée de manière à présenter la plus grande distance normale par rapport à l'axe central (9) à l'emplacement de la coupe transversale de champignon de rail, avec une diminution de largeur étendue du champignon de rail (5), de sorte que, par comparaison avec le profil de base, l'arête de roulement (7) est plus proche de l'axe central (9) de la contre-aiguille (1), dans laquelle le champignon de rail (5) ne présente essentiellement aucune diminution de largeur au niveau d'au moins un premier emplacement au sein de la première section longitudinale (3) et présente une diminution maximale de largeur au niveau d'au moins un second emplacement au sein de la première section longitudinale (3), caractérisée en ce que l'arête de roulement (7) au niveau du premier emplacement et l'arête de roulement (7) au niveau du second emplacement se situent essentiellement dans un plan d'arête de roulement (8) commun agencé perpendiculairement à l'axe central (9).
  2. Contre-aiguille selon la revendication 1, caractérisée en ce que le champignon de rail (5) présente, en coupe transversale, une section de surface courbe s'étendant vers le haut à partir de l'arête de roulement (7), et en ce qu'un angle qui, au moins au niveau des premier et second emplacements, de manière préférée le long de la totalité de la première section longitudinale (3), est 0-20° supérieur à l'angle formé entre le chanfrein et l'axe central (9), est formé entre le chanfrein et la tangente, passant par l'arête de roulement (7), de la section de surface courbe, dans laquelle ledit angle est de manière préférée le même au niveau des premier et second emplacements, de manière préférée le long de la totalité de la première section longitudinale (3).
  3. Contre-aiguille selon la revendication 1 ou 2, caractérisée en ce que le champignon de rail (5) présente dans la première section longitudinale (3), dans la coupe transversale agencée verticalement au-dessus du plan d'arête de roulement (8), une région dont la forme correspond essentiellement à la forme correspondante du profil de base.
  4. Contre-aiguille selon la revendication 1, 2 ou 3, caractérisée en ce que la distance normale entre l'axe central (9) et le bord de champignon de rail diminue de manière continue au-dessus du plan d'arête de roulement (8).
  5. Contre-aiguille selon l'une quelconque des revendications 1 à 4, caractérisée en ce que le chanfrein présente de manière préférée un gradient compris entre 1:2,5 et 1:3,5, en particulier égal à 1:3.
  6. Contre-aiguille selon l'une quelconque des revendications 1 à 5, caractérisée en ce que l'arête de roulement (7), au niveau du second emplacement au sein de la première section longitudinale (3), se trouve entre 5 et 15 mm, de manière préférée entre 6 et 10 mm, plus près de l'axe central (9) par comparaison avec le premier emplacement.
  7. Contre-aiguille selon l'une quelconque des revendications 1 à 6, caractérisée en ce que le plan d'arête de roulement (8) dans la première section longitudinale (3) est agencé à une distance verticale comprise entre 10 et 20 mm, en particulier de 14 mm, de l'arête supérieure de roulement du champignon de rail (5).
  8. Contre-aiguille selon l'une quelconque des revendications 1 à 7, caractérisée en ce que la distance normale entre l'arête de roulement (7) et l'axe central (9) diminue régulièrement entre le premier emplacement et le second emplacement et augmente à nouveau, de manière préférée régulièrement, dans la région attenant au second emplacement.
  9. Contre-aiguille selon l'une quelconque des revendications 1 à 8, caractérisée en ce que la distance normale entre l'arête de roulement (7) et l'axe central (9) diminue de manière progressive entre le premier emplacement et le second emplacement et augmente à nouveau, de manière préférée de manière progressive, dans la région attenant au second emplacement.
  10. Aiguille ferroviaire, comprenant une contre-aiguille (1) selon l'une quelconque des revendications 1 à 9 et une lame d'aiguille (2), dans laquelle la lame d'aiguille (2) est agencée de manière à pouvoir être appliquée contre la contre-aiguille (1).
  11. Aiguille ferroviaire selon la revendication 10, caractérisée en ce que la coupe transversale de la lame d'aiguille (2) est renforcée vers la contre-aiguille (1) en fonction de la diminution de la largeur du champignon de rail (5).
  12. Aiguille ferroviaire selon la revendication 11, caractérisée en ce que la largeur du champignon de rail (5) diminue à partir de la pointe de lame d'aiguille, lorsque la lame d'aiguille (2) est adjacente, jusqu'à un point situé à l'intérieur de la première section longitudinale (3) formant la région d'appui et au niveau duquel une roue (13) circulant sur la voie entre latéralement en contact avec la lame d'aiguille (2), et augmente dans la première section longitudinale (3) qui s'y raccorde, et en ce que la coupe transversale de la lame d'aiguille (2) est renforcée vers la contre-aiguille (1) en fonction de la diminution de la largeur du champignon de rail (5).
  13. Aiguille ferroviaire selon l'une quelconque des revendications 10 à 12, caractérisée en ce que la hauteur verticale de la lame d'aiguille (2) dans la région de l'appui au niveau de la contre-aiguille (1) augmente à partir de la pointe de lame en direction de la fin de l'appui.
  14. Aiguille ferroviaire selon la revendication 13, caractérisée en ce que la lame d'aiguille (2) est agencée au niveau de la pointe de lame en dessous de l'arête de roulement (7) de la contre-aiguille (1) et en ce que la lame d'aiguille (2) vient jusqu'à l'emplacement de diminution maximale de largeur de la contre-aiguille (1) dans le plan d'arête de roulement (8).
EP19732531.9A 2018-06-12 2019-06-11 Contre-aiguille Active EP3743559B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
SI201930254T SI3743559T1 (sl) 2018-06-12 2019-06-11 Zunanja tirnica
HRP20220654TT HRP20220654T1 (hr) 2018-06-12 2019-06-11 Glavna naležna tračnica
PL19732531T PL3743559T3 (pl) 2018-06-12 2019-06-11 Opornica

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA170/2018A AT521322B1 (de) 2018-06-12 2018-06-12 Backenschiene
PCT/AT2019/000016 WO2019237136A1 (fr) 2018-06-12 2019-06-11 Contre-aiguille

Publications (2)

Publication Number Publication Date
EP3743559A1 EP3743559A1 (fr) 2020-12-02
EP3743559B1 true EP3743559B1 (fr) 2022-03-16

Family

ID=67001500

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19732531.9A Active EP3743559B1 (fr) 2018-06-12 2019-06-11 Contre-aiguille

Country Status (14)

Country Link
US (1) US11821148B2 (fr)
EP (1) EP3743559B1 (fr)
CN (1) CN112567095B (fr)
AT (1) AT521322B1 (fr)
AU (1) AU2019285366A1 (fr)
CA (1) CA3104039C (fr)
ES (1) ES2914995T3 (fr)
HR (1) HRP20220654T1 (fr)
LT (1) LT3743559T (fr)
PL (1) PL3743559T3 (fr)
PT (1) PT3743559T (fr)
SI (1) SI3743559T1 (fr)
WO (1) WO2019237136A1 (fr)
ZA (1) ZA202006064B (fr)

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JP2013245537A (ja) 2012-05-29 2013-12-09 Central Japan Railway Co 鉄道分岐器、鉄道分岐器用トングレール
WO2014187437A1 (fr) 2013-05-23 2014-11-27 DT - Výhybkárna a strojírna, a.s. Aiguillage avec ligne droite et ligne de virage
US9453307B2 (en) 2012-03-09 2016-09-27 Voestalpine Weichensysteme Gmbh Rail switch having a main track and a branch track
CN106029980A (zh) 2013-12-20 2016-10-12 拉夫堡大学 铁路道岔、铁路道岔操作装置以及铁路道口
EP3141448A1 (fr) 2015-09-09 2017-03-15 Vossloh Cogifer Appareil de voie comportant une aiguille et un contre-aiguille

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KONVOLUT ZUM NACHWEIS DER OFFENKUNDIGEN VORBENUTZUNG

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EP3743559A1 (fr) 2020-12-02
US20210269985A1 (en) 2021-09-02
PT3743559T (pt) 2022-06-15
CA3104039C (fr) 2023-08-29
WO2019237136A1 (fr) 2019-12-19
ES2914995T3 (es) 2022-06-20
AU2019285366A1 (en) 2020-11-05
SI3743559T1 (sl) 2022-07-29
PL3743559T3 (pl) 2022-07-04
BR112020022890A2 (pt) 2021-02-23
AT521322A1 (de) 2019-12-15
CN112567095A (zh) 2021-03-26
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