NO132650B

NO132650B -

Info

Publication number: NO132650B
Application number: NO3380/72A
Authority: NO
Inventors: H Linder
Original assignee: Oesterr Alpine Montan
Priority date: 1971-09-21
Filing date: 1972-09-20
Publication date: 1975-09-01
Also published as: FI57633C; AT314577B; NO132650C; BG20396A3; YU231472A; FI57633B; DE2245719A1; SE371229B; DE2245719B2; DE2245719C3; US3819935A; RO60866A; CH545883A; YU34921B

Description

Vignolesskinneveksel. Vignoles rail change.

Vignolesskinneveksler i konvensjonell utforelse omfatter en såkalt krossingspiss som i det vesentlige består av to vingeskinner, en krossingspiss, to koblingsskinner og diverse fyll-stykker. Delene er skrudd sammen med spesialskruer, hvorved fyllstykkene sorger for korrekt avstand mellom vingeskinnene og krossingspissen, slik at hjulsporkransens passasje sikres. Kjorekanten er brutt i krossingspissområdet. For at hjulsettet skal tvinges inn i den onskede kjoreretning og for at skader på krossingspissen skal unngåes, anordnes vingeskinner på de ytre kjbreskinner. Disse trekker hjulsettet bort fra krossingspissen og fremkaller derved et hopp som ved stor kjørehastighet vil nedsette kjorekomforten. Vignoles rail changer in conventional design includes a so-called crossing tip which essentially consists of two wing rails, a crossing tip, two connecting rails and various filler pieces. The parts are screwed together with special screws, whereby the filler pieces ensure the correct distance between the wing rails and the crossing tip, so that the passage of the wheel track rim is ensured. The edge of the carriageway is broken in the area at the tip of the crossing. In order for the wheelset to be forced into the desired direction of travel and for damage to the crossing tip to be avoided, wing rails are arranged on the outer bridge rails. These pull the wheelset away from the crossing point and thereby induce a jump which, at high driving speeds, will reduce driving comfort.

En av mulighetene for å oppheve bruddet på kjorekanten mellom vingeskinnen og krossingspissen består i anordning av bevegelige vingeskinner. Disse bevegelige vingeskinner ble ved de hittil kjente utforelser sikret til krossingspissen med en lås, men var ubeskyttet mot sidestot i retning av sporvekselens be-gynnelse frem til fastspenningsstedet, slik at det er nodvendig å anordne vingeskinner til opptagelse av disse stot over hele området for de bevegelige vingeskinner og krossingspissen. Ulempene ved vingeskinnene med henblikk på kjorekomfort er al-lerede nevnt. Det er blitt foreslått å avstbtte de bevegelige vingeskinnene i retning mot skinnens akse i deres endestilling, hvor de er i anlegg mot krossingspissen, ved hjelp av bevegelige stbtteledd i forbindelse med svillene. Ved dette kjente for-slag fungerer de avstbttende ledd samtidig som reguleringsinnretning for vingeskinnene. Derved er stbtteleddene utfort som kiler som er forskyvbare i skinnens lengderetning og som ved forskyvning skal bringe vingeskinnene til anlegg mot krossingspissen. En slik utformning vil kreve særdeles store reguler-ingskrefter som folge av de store glideflater som ikke er sikret smbring. Ved slitasjefenomener vil vingeskinnenes anlegg mot krossingspissen ikke lenger være sikret og vingeskinnene er utilstrekkelig sikret i anleggsstilling. Den slags utformninger har derfor ikke slått igjennom og de tilfredsstiller for bvrig heller ikke de krav som stilles i forbindelse med moderne kjb-redrift. One of the possibilities for canceling the break on the driving edge between the wing rail and the crossing tip consists in the arrangement of movable wing rails. In the previously known designs, these movable wing rails were secured to the crossing point with a lock, but were unprotected against lateral impact in the direction of the beginning of the switch until the clamping point, so that it is necessary to arrange wing rails to accommodate these impacts over the entire area of the movable wing rails and the crossing tip. The disadvantages of the wing rails in terms of driving comfort have already been mentioned. It has been proposed to support the movable wing rails in the direction towards the axis of the rail in their end position, where they are in contact with the crossing tip, by means of movable support joints in connection with the sleepers. In this known proposal, the supporting links simultaneously function as a control device for the wing rails. Thereby, the strut joints are arranged as wedges which are displaceable in the rail's longitudinal direction and which, when displaced, will bring the wing rails into contact with the crossing tip. Such a design will require particularly large regulating forces as a result of the large sliding surfaces which are not secured against friction. In the event of wear phenomena, the contact of the wing rails against the crossing tip will no longer be secured and the wing rails are insufficiently secured in the contact position. That kind of design has therefore not been successful and, moreover, they also do not satisfy the requirements set in connection with modern car operation.

Oppfinnelsen vedrbrer en vignolskiniieveksel med stivt krossingstykke og stiv krossingspiss og to vingeskinner som er lagret svingbare om et punkt beliggende i avstand fra krossingspissen, via sin reguleringsinnretning er tvangsmessig sammenkoblet, i begge stabile endestillinger avvekslende er i anlegg mot krossingspissen med sin frie ende og er avstbttet på glideplater anordnet på svillene*hvorved hver vingeskinne er tilordnet et antall via et felles reguleringsledd med hverandre forbundne, regulerbare stbtteledd, som i en ende er forbundet med fbrings-organer for glideplaten og i den annen ende er i kontakt med vingeskinnenes skinnesteg, og som for den vingeskinne som til enhver tid er i anlegg mot krossingspissen av reguleringsinnretningen er fort i den kontaktstilling som avstbtter vedkom mende vingeskinne. Oppfinnelsen går ut på å unngå ulempene ved de kjente veksler av denne type og består i det vesentlige i at det for svingning av vingeskinnene og for regulering av stotteleddene foreligger to adskilte, innbyrdes tvangskoblede drivanordninger, hvorved svingning av den vingeskinne som er i anlegg mot krossingspissen bare skjer ved lost avstotting og at det felles reguleringsledd for stotteleddene som er tilordnet en vingeskinne er anbrakt i avstand fra vingeskinnen. Ved at stotteleddene ikke selv utgjor reguleringsinnretningen for vingeskinnene, men er lagret uavhengig av disse, kan regulering av vingeskinnene skje ved hjelp av en hensiktsmessig reguleringsinnretning og bevegelsen av vingeskinnene til driftsstilling kan skje ved hjelp av denne reguleringsinnretning, uavhengig av vingeskinnenes avstotting ved hjelp av stotteleddene. Ved at drivanordningen for regulering av stotteleddene er tvangskoblet med drivanordningen for svingning av vingeskinnen, sikres dog at stotteleddene automatisk kommer i stbttestilling. Reguleringen av stotteleddene skjer imidlertid faseforskjbvet i forhold til reguleringen av til enhver tid tilhorende vingeskinne, slik at stotteleddene forst avstbtter vingeskinnen, når denne er i anlegg mot krossingspissen, dg frigir vingeskinnen, når den ved hjelp av reguleringsinnretningen skal lbftes bort fra sitt anlegg mot krossingspissen. The invention relates to a vignol rail changer with a rigid crossing piece and a rigid crossing tip and two wing rails which are stored pivotable about a point located at a distance from the crossing tip, via their regulation device are forcibly connected, in both stable end positions alternately in contact with the crossing tip with their free end and are braced on sliding plates arranged on the sleepers*whereby each wing rail is assigned a number of interconnected, adjustable stbtte joints via a common regulation link, which are connected at one end to fbrings for the sliding plate and at the other end are in contact with the rail steps of the wing rails, and which for the wing rail which is in contact with the crossing tip of the control device at all times is quickly in the contact position which supports the relevant wing rail. The invention aims to avoid the disadvantages of the known exchangers of this type and essentially consists in the fact that for swinging the wing rails and for regulating the support joints there are two separate, positively connected drive devices, whereby swinging of the wing rail which is in contact with the crossing tip only happens if the support is lost and that the joint control link for the support links assigned to a wing rail is placed at a distance from the wing rail. By the fact that the support joints do not themselves constitute the regulation device for the wing rails, but are stored independently of these, regulation of the wing rails can be done with the help of an appropriate regulation device and the movement of the wing rails to the operating position can take place with the help of this regulation device, regardless of the support of the wing rails by means of the support joints . By the fact that the drive device for regulating the support joints is forcibly connected to the drive device for swinging the wing rail, it is ensured, however, that the support joints automatically come into the support position. However, the adjustment of the support joints is phase-shifted in relation to the adjustment of the corresponding wing rail at all times, so that the support joints first cushion the wing rail, when it is in contact with the crossing tip, then release the wing rail, when it is to be lifted away from its contact with the crossing tip with the help of the regulation device .

Oppfinnelsen medfbrer således spesielle fordeler ved en vignolesskinneveksel, hvor vingeskinnene, f.eks. ved hjelp av en klemlås, betjenes faseforskjbvet på en slik måte at den vingeskinne som til enhver tid er i avstand fra krossingspissen beveges forut for den vingeskinne som er i anlegg mot krossingspissen. Ved en slik sporveksel, som oppfinnelsen spesielt vedrbrer, er anordningen ifblge oppfinnelsen slik at de stbtteledd som avstbtter den ene vingeskinne, er koblet sammen med den andre vingeskinnen. På denne måte vil stotteleddene ved svingning av vingeskinnen automatisk bringes i stbttestilling uten at det kreves noen ekstra betjening. Det er hensiktsmessig anordnet flere stbtteledd fordelt over den lengde hvor vingeskinnene er bevegelige. Den vingeskinne som det til enhver tid kjbres på vil således med sikkerhet avstbttes i sideretning, slik at den kan oppta siderettede krefter på samme måte som re-guleringsskinnen som ligger i sporet. The invention thus brings special advantages with a vignoles rail changer, where the wing rails, e.g. by means of a clamping lock, the phase shift is operated in such a way that the wing rail which is at any time at a distance from the crossing tip is moved ahead of the wing rail which is in contact with the crossing tip. In the case of such a track change, to which the invention particularly relates, the device according to the invention is such that the support links which support one wing rail are connected to the other wing rail. In this way, when swinging the wing rail, the support joints will automatically be brought into the support position without any additional operation being required. It is appropriate to arrange several strut joints distributed over the length where the wing rails are movable. The wing rail that is pressed on at all times will thus be reliably supported in the lateral direction, so that it can absorb lateral forces in the same way as the regulation rail that lies in the track.

Ved en foretrukket utforelsesform av oppfinnelsen er stotteleddene dannet av armer som er hengslet til svillene hhv. til glideplatene som er forbundet med svillene. Disse armer vil i avstottende stilling ligge i en selvsperrende stilling, hvor de f.eks. står. perpendikulært på skinnenes lengderetning. Derved oppnåes den fordel at armsystemet er fullstendig avlastet i driftsstilling. Ifblge oppfinnelsen er alle stbtteledd som er tilordnet vingeskinnene fortrinnsvis koblet sammen ved hjelp av et armsystem for likerettet bevegelse. In a preferred embodiment of the invention, the support joints are formed by arms which are hinged to the sleepers or to the sliding plates connected to the sleepers. In the repelling position, these arms will lie in a self-locking position, where they e.g. stands. perpendicular to the longitudinal direction of the rails. Thereby, the advantage is achieved that the arm system is completely relieved in the operating position. According to the invention, all strut joints which are assigned to the wing rails are preferably connected together by means of an arm system for directional movement.

Ifblge et annet trekk ved oppfinnelsen er minst ett stbtteledd, fortrinnsvis det.stbtteledd som ligger nærmest krossingspissen, ved hver vingeskinne utfort som dobbeltarmet vektarm, hvis ene arm avstbtter vingeskinnen og hvis annen arm er koblet sammen med den andre vingeskinnen via et forbindelsesledd. 1 tegningen er oppfinnelsen illustrert ved hjelp av et skjema-tisk utfbrelseseksempel. According to another feature of the invention, at least one support link, preferably the support link which is closest to the crossing tip, at each wing rail is designed as a double-arm weight arm, one arm of which supports the wing rail and whose other arm is connected to the other wing rail via a connecting link. In the drawing, the invention is illustrated by means of a schematic embodiment example.

Fig. 1 viser krossingspissen for en sporveksel i oppriss. Fig. Fig. 1 shows the crossing point for a switch in elevation. Fig.

2 er et snitt etter linjen II-II i fig. 1 og fig. 3 er et snitt etter linjen III-III i fig. 1. Fig. 4 viser anordningen av skinnene med vekselen ifblge oppfinnelsen. 2 is a section along the line II-II in fig. 1 and fig. 3 is a section along the line III-III in fig. 1. Fig. 4 shows the arrangement of the rails with the switch according to the invention.

Den fast anordnede krossingspiss er betegnet med 1 og de bevegelige vingeskinner er betegnet med 2 og 3. I den stilling som er vist i fig. 1, er vingeskinnen 2 i anlegg mot krossingspissen 1 og i driftsstilling, mens vingeskinnen 3 er loftet fra krossingspissen og er ute av driftsstilling. Pensing av sporvekselen skjer via en skyvestang 4 for en såkalt klemspisslås. Denne lås består av en skyvestang 4, sperrestykkene 5 hhv. 6 og låseklemmene 7 hhv. 8, som er hengslet til vingeskinnene 2 hhv. The fixed crossing tip is denoted by 1 and the movable wing rails are denoted by 2 and 3. In the position shown in fig. 1, the wing rail 2 is in contact with the crossing tip 1 and in the operating position, while the wing rail 3 is lifted from the crossing tip and is out of the operating position. Locking of the turnout takes place via a push rod 4 for a so-called clamp tip lock. This lock consists of a push rod 4, the locking pieces 5 or 6 and the locking clamps 7 respectively. 8, which is hinged to the wing rails 2 or

3 ved hjelp av leddbolter 9 hhv. 10. 3 using joint bolts 9 or 10.

I den stilling som er vist i fig. 1, griper låsklemmen 8 inn i en uttagning 12 i skyvestangen 4. I denne uttagning er låsklemmen 8 fastholdt av sperrestykket 6^Når nå skyvestangen 4 beveges i pilens 11 retning, vil vingeskinnen 3 beveges i pilens retning via låsklemmen 8 og leddbolten 10 inntil klemmen 8 fri-gis av sperrestykket 6 og presses ut av uttagningen 12, som vist ved klemmen 7. På denne måte fores vingeskinnen 3 til anlegg mot krossingspissen 1. Mens vingeskinnen 3 fortsatt er i bevegelse, trer det svalehaleformete hode av klemmen 7 inn i uttagningen 13 i skyvestangen 4 og kan i denne stilling trekkes inn i sperrestykket 5. Ved den videre bevegelse vil vingeskinnen 2 via leddbolten 9 loftes fra krossingspissen 1. Nå er begge vingeskinner samtidig i bevegelse i pilens 11 retning. Ved pensing betjenes vingeskinnene således faseforskjbvet på en slik måte at den vingeskinne som ikke er i anlegg mot krossingspissen (i tegningen vingeskinnen 3), beveges forut for den vingeskinne (i tegningen vingeskinnen 2) som er i anlegg mot krossingspissen. In the position shown in fig. 1, the locking clip 8 engages in a recess 12 in the push rod 4. In this recess, the locking clip 8 is retained by the locking piece 6^When the push rod 4 is moved in the direction of the arrow 11, the wing rail 3 will be moved in the direction of the arrow via the locking clip 8 and the joint bolt 10 until the clip 8 is released by the locking piece 6 and is pressed out of the recess 12, as shown by the clamp 7. In this way, the wing rail 3 is brought into contact with the crossing tip 1. While the wing rail 3 is still in motion, the dovetail-shaped head of the clamp 7 enters the recess 13 in the push rod 4 and can in this position be drawn into the locking piece 5. During the further movement, the wing rail 2 will be lifted via the joint bolt 9 from the crossing point 1. Now both wing rails are simultaneously moving in the direction of the arrow 11. When panning, the wing rails are operated phase-shifted in such a way that the wing rail which is not in contact with the crossing tip (wing rail 3 in the drawing) is moved ahead of the wing rail (wing rail 2 in the drawing) which is in contact with the crossing tip.

På svillene 14 er det festet glideplater 15 og 15', på hvilke vingeskinnene 2 og 3 glir under pensing. På glideplaten 15 er det sveiset fast sylindriske sokler hhv. svingtapper 16 og 17, om hvilke dobbeltarmete vektarmer 18,19 hhv. 20,21 er svingbare. Ved 22 er et koblingsledd 23 hengslet til vektarmen 19, og koblingsleddet 23 er også hengslet til vingeskinnens 3 skinnefot 25 ved hjelp av en leddbolt 24. Ved 26 er et koblingsledd 27 hengslet til vektarmen 21 og koblingsleddet 27 er igjen hengslet til vingeskinnens 2 skinnefot 29 ved hjelp av en leddbolt 28. De ovrige vektarmer 18 og 20 danner stbtteledd. Sliding plates 15 and 15' are attached to the sleepers 14, on which the wing rails 2 and 3 slide during panning. Cylindrical sockets are welded to the slide plate 15 or pivot pins 16 and 17, about which double-arm weight arms 18,19 respectively. 20,21 are swingable. At 22, a coupling link 23 is hinged to the weight arm 19, and the coupling link 23 is also hinged to the wing rail 3 rail foot 25 by means of a joint bolt 24. At 26, a coupling link 27 is hinged to the weight arm 21 and the coupling link 27 is again hinged to the wing rail 2 rail foot 29 by means of a joint bolt 28. The other weight arms 18 and 20 form a stbtte joint.

På glideplatene 15' er det sveiset fast svingtapper hhv. sylindriske sokler 29 hhv. 30, om hvilke enarmete armer 31 hhv. 32 er dreibare. Også disse armer utgjor stotteledd. Armene 31 er forbundet med hverandre ved en koblingsstang 33, mens armene 32 er forbundet med hverandre ved en koblingsstang 34. Til disse koblingsstenger er det ved 35 hhv. 36 hengslet forbindelses-stenger 37 hhv. 38, som i sin tur er hengslet til armene 18 hhv. On the sliding plates 15', fixed swivel pins are welded, respectively. cylindrical plinths 29 or 30, about which one-armed arms 31 respectively. 32 are rotatable. These arms also form support joints. The arms 31 are connected to each other by a connecting rod 33, while the arms 32 are connected to each other by a connecting rod 34. To these connecting rods, at 35 or 36 hinged connecting rods 37 respectively. 38, which in turn is hinged to the arms 18, respectively.

20 ved 39 hhv. 40. 20 at 39 respectively. 40.

Anordningens virkemåte er som folger: The device works as follows:

I den stilling som er vist i fig. 1, kjores det på den vingeskinne 2 som er i anlegg mot krossingspissen 1. I denne stilling står alle armer 18 og 31 omtrent perpendikulært på skinnens lengderetning og avstottejr vingeskinnen 2 i retning mot krossingspissen 1. Armene 18 og 31 står derved i selvsperrende stilling, slik at avstotningskreftene overfores til svingtappe- ne 16 og 29, mens armsystemet er praktisk talt ubelastet. Ved denne stilling er vingeskinnen 2 således sikret mot siderettede krefter. In the position shown in fig. 1, it is driven on the wing rail 2 which is in contact with the crossing tip 1. In this position, all arms 18 and 31 are approximately perpendicular to the longitudinal direction of the rail and support the wing rail 2 in the direction towards the crossing tip 1. The arms 18 and 31 are thereby in a self-locking position, so that the repulsive forces are transferred to the pivot pin ne 16 and 29, while the arm system is practically unstressed. In this position, the wing rail 2 is thus secured against lateral forces.

Når skyvestangen 4 beveges i pilens 11 retning, beveges forst vingeskinnen 3 mot krossingspissen 1, mens vingeskinnen 2 fortsatt er i ro. Derved vil den dobbeltarmete vektarm 18,19 svinges i urviserens retning via koblingsleddet 23 og frigi vingeskinnen 2. Likeledes vil armene 31 svinges i urviserens retning via forbindelsesstangen 37 og koblingsstangen 33 og frigi vingeskinnen 2. Ved den fortsatte bevegelse av skyvestangen vil vingeskinnen2, etter å være frigitt av armene 18 og 31, loftes bort fra krossingspissen 1.. Den dobbeltarmete vektarm 20,21 er nå via koblingsleddet 27 koblet med denne vingeskinne 2 og vil ved vingeskinnens 2 bevegelse dreies så langt mot urviserens retning at.armen 20 kommer i sin tilnærmet perpendikulære stilling mot skinnens lengderetning, hvor den avstotter vingeskinnen 3 i retning mot krossingspissen 1. Samtidig vil armene 32 med-bringes via forbindelsesstangen 38 og koblingsstangen 34 og likeledes dreies mot urviserens retning til den avstottende stilling perpendikulært på skinnens lengderetning. I denne stilling er vingeskinnen 3 således avstbttet mot siderettede krefter og sikret i sin anleggsstilling mot krossingspissen 1. When the push rod 4 is moved in the direction of the arrow 11, the wing rail 3 is first moved towards the crossing tip 1, while the wing rail 2 is still at rest. Thereby, the double-armed weight arm 18,19 will be swung in a clockwise direction via the connecting link 23 and release the wing rail 2. Likewise, the arms 31 will be swung in a clockwise direction via the connecting rod 37 and the connecting rod 33 and release the wing rail 2. With the continued movement of the push rod, the wing rail 2, after be released by the arms 18 and 31, is lifted away from the crossing point 1. The double-armed weight arm 20,21 is now connected via the coupling joint 27 with this wing rail 2 and will be turned by the movement of the wing rail 2 so far in the clockwise direction that the arm 20 comes into its approximately perpendicular position to the longitudinal direction of the rail, where it repels the wing rail 3 in the direction of the crossing tip 1. At the same time, the arms 32 will be brought along via the connecting rod 38 and the connecting rod 34 and likewise turned anti-clockwise to the repelling position perpendicular to the longitudinal direction of the rail. In this position, the wing rail 3 is thus braced against lateral forces and secured in its contact position against the crossing tip 1.

Når sporvekselen penses over ved forskyvning av skyvestangen 4 mot pilens 11 retning, omstilles vekselen analogt i motsatt retning, slik at stotteleddene 18,31 og 20,32 igjen kommer i den stilling som er vist i tegningen. When the track changer is brushed over by displacing the push rod 4 in the direction of the arrow 11, the changer is readjusted analogously in the opposite direction, so that the support joints 18,31 and 20,32 are again in the position shown in the drawing.

Som vist i tegningen, påvirker armene 18,31 og 20,32 skinneste-get og forbindelsesstengene 37 "hhv. 38 samt koblingsstengene 33 hhv. 34 er lagret overfor disse armene. Dette har den fordel at forbindelsesstengene bg også armene ligger hbyest mulig, slik at de ikke kan blokkeres av sne og is. Koblingsstengene 33 og 34 er hengslet til armene 31 hhv. 32 nær deres frie ender, slik at de ligger nær skinnene og ikke hindrer sporpakkmaskiner. As shown in the drawing, the arms 18,31 and 20,32 affect the rail step and the connecting rods 37 and 38 respectively and the connecting rods 33 and 34 are stored opposite these arms. This has the advantage that the connecting rods bg and the arms are located as high as possible, as that they cannot be blocked by snow and ice.The connecting rods 33 and 34 are hinged to the arms 31 and 32 respectively near their free ends so that they lie close to the rails and do not obstruct the track packers.

Leddboltene 39 og 40 (se fig. 2) er stivt forbundet med forbindelsesstengene 37 og 38 og er leddet fort i byne i armene 18 The joint bolts 39 and 40 (see fig. 2) are rigidly connected to the connecting rods 37 and 38 and are jointed fast in the cities in the arms 18

og 20. and 20.

Koblingsstengene 33 hhv. 34 er forbundet med armene 31 hhv. 32 The connecting rods 33 or 34 is connected to the arms 31 or 32

ved hjelp av leddtapper 41 hhv. 42. Hodene 43 hhv. 44 av disse leddbolter dannes av plater som er fastspent mellom skruemutte- by means of joint pins 41 or 42. The heads 43 respectively. 44 of these joint bolts are formed by plates that are clamped between screw nuts

re 45 hhv. 46 (se fig. 3). For dette formål er gjengestykker 47 re 45 or 46 (see fig. 3). For this purpose, threaded pieces 47

hhv. 48 sveiset fast i koblingsstangen 33 hhv. 34. På denne må- respectively 48 welded to the connecting rod 33 or 34. On this must-

te muliggjores en noyaktig innstilling av armene 31 hhv. 32. te enables a precise setting of the arms 31 or 32.

Såvel tappene 16 og 29 hhv. 17 og 30 som tappene 39 og 41 hhv. Both pins 16 and 29 respectively. 17 and 30 as pins 39 and 41 respectively.

40 og 42 kan være lagret i kunststoff-spennbbssinger/slik at de ikke trenger ettersyn. 40 and 42 can be stored in plastic clamping sleeves/so that they do not need inspection.

Ved hjelp av stotteleddene oppnåes en avstotting i sideretning. With the help of the support joints, a lateral support is achieved.

Til supplering av denne avstotting kan det også være anordnet anslagslister 49, som griper over de mot hverandre vendende flenser av skinnefottene 25 og 29 for vingeskinnene og er svei- To supplement this support, there can also be arranged stop strips 49, which grip over the facing flanges of the rail feet 25 and 29 for the wing rails and are welded

set fast på glideplaten 16. fixed on the sliding plate 16.

Fig. 4 illustrerer anordningsplanen for skinnene med sporvekse- Fig. 4 illustrates the arrangement plan for the rails with track changing

len ifblge oppfinnelsen og krossingspissen. Også her sees krossingspissen 1 mot hvilken vingeskinnene 2 eller 3 valgfritt kan bringes til anlegg. Likesom i fig. 1 er vingeskinnen 2 i anlegg mot krossingspissen 1. Det skal således kjores på spor A. Når vingeskinnen 2 fjernes fra krossingspissen 1 og vingeskinnen 3 bringes til anlegg mot krossingspissen, kjores det på spor B. len according to the invention and the crossing tip. Here too, the crossing point 1 is seen against which the wing rails 2 or 3 can optionally be brought into contact. As in fig. 1, the wing rail 2 is in contact with the crossing tip 1. It must therefore be driven on track A. When the wing rail 2 is removed from the crossing tip 1 and the wing rail 3 is brought into contact with the crossing tip, it is driven on track B.

Når det kjores på vingeskinnen 2 og spor A,, vil hjultrykket på- When driving on wing rail 2 and track A,, the wheel pressure will

virke vingéskirinén 2 i retning av pilen A<1>". Når det kjores på ' spor ^3 og dermed på vingeskinnen 3, vil hjultrykket virke i retning av pilen B'.Hjultrykket A' opptaes av armene 31 og hjultrykket B' av armene 32. Armene 31 og 32 og det tilhbrende armsystem er ikke vist i fig. 4 på grunn av den ringe målestokk. act on the wing rail 2 in the direction of the arrow A<1>". When driving on track ^3 and thus on the wing rail 3, the wheel pressure will act in the direction of the arrow B'. The wheel pressure A' is absorbed by the arms 31 and the wheel pressure B' by the arms 32. The arms 31 and 32 and the associated arm system are not shown in Fig. 4 due to the small scale.

Skinnetungené 50 og 51 penses på vanlig måte. Dette kan skje Rail tongues 50 and 51 are brushed in the usual way. This can happen

ved hjelp av en separat drivanbrdning; Penseinnretningen for skinnetungene 50 og 51 kan eventuelt også via et ikke vist armsystem være koblet sammen med penseanordningen for vingeskinnene 2 og 3 som er omtalt i forbindelse med fig. 1-3. using a separate drive unit; The tweezer device for the rail tongues 50 and 51 can optionally also be connected via an arm system not shown to the tweezer device for the wing rails 2 and 3 which is discussed in connection with fig. 1-3.

Claims

1. Vignoles rail switch with rigid crossing piece and rigid crossing tip and two wing rails which are stored pivotable about a point located at a distance from the crossing tip, via its regulation device is forcibly connected, in both stable end positions alternately in contact with the crossing tip with its free end and is supported on sliding plates arranged on the sleepers, whereby each wing rail is assigned a number of adjustable support joints connected to each other via a common regulation link, which are connected at one end to lining means for the sliding plates and at the other end are in contact with the rail step of the wing rail, and as for the wing rail which is in contact with the crossing tip of the control device at all times, it is quickly in contact position that supports the wing rail in question, characterized by the fact that it is available for swinging the wing rails (2,3) and for regulating the support joints (31,18 and 32,20), two separate, mutually positively connected drive devices, whereby oscillation of the wing rail (2 or 3) which is in contact with the crossing tip (1) only occurs when the support is lost and that the common control link (33 or 34) for the support links assigned to a wing rail , is. placed at a distance from the wing rail.

2. Vignoles rail exchange as stated in claim 1, where the wing rails e.g. by means of a clamping tip lock, the phase shift is moved in such a way that the wing rail which is not in contact with the crossing tip at all times is moved ahead of the wing rail which is in contact with the crossing tip, characterized in that the support joints (31,18 and 32,20) which supports one wing rail (2 or 3) is connected to the other wing rail (3 or 2).

3. Vignoles rail exchange as stated in claim 1 or 2, can be a;k-terized by the support joints (31, 18 or 32,20)^1^ being formed by weight arms which are hinged to the sleepers or to gli- : ' deplates (15,15') which are connected with the sleepers.. ; ' .v? '

4. Vignoles rail changer as specified in claim 3, characterized in that the weight arms (31.18 and 32.20) in the repelling position assume a self-locking position, preferably perpendicular to the longitudinal direction of the rail.

5. Vignoles rail exchange as specified in one of claims 1-4, characterized in that the weight arms (31.18 or

32,20) pivot pins (29,16 and 30,17) are formed by sockets that are welded together with the sliding plates (15,15').

6. Vignoles rail exchange as specified in one of claims 1-5, characterized in that at least one support link, preferably the support link (18,20) which is closest to the crossing tip, at each wing rail (2,3) is extended as a double-armed weight arm (18,19 respectively . 20,21), one arm (18,20) of which supports the wing rail and whose other arm (19,21) is connected to the other wing rail via a connecting link (23,27).

7. Vignoles rail exchange as stated in claim 6, characterized in that the coupling link (23,27) grips under the wing rails (2,3) and is hinged to the rail foot for the other wing rail.

8. Vignoles rail changer as specified in one of claims 1-7, characterized in that the double-armed weight arm (18,19 or 20,21) is articulated via a connecting rod (37 or 38) with a connecting rod (33 or 34) to which all other weight arms assigned to a wing rail are hinged.

9. Vignoles rail changer as specified in claim 8, characterized in that the connecting rod (37,38) and the connecting rod (33,34) lie above the weight arms (31,32).

10. Vignoles rail change as specified in claim 8 or 11, characterized in that the joint bolts (39,40) are rigidly connected to the connecting rod (33,34) or with the connecting rod (37,

38) and intervenes in the byne for the weight arms.

11. Vignoles rail changer as stated in claim 10, characterized in that the connecting rod (33,3/4) has a screw thread and that the joint bolts (39,40) for the weight arms are adjustable attached between nuts (45,46) on the connecting rod.

12. Vignoles rail exchange as specified in one of claims 1-11, characterized in that the connecting rod (33,34) is hinged to the weight arms which form support joints near their free ends.

13. Vignoles rail changer as specified in one of claims 1 to 12, characterized in that the facing flanges of the wing rails (2,3) rail feet are engaged by a stop strip (49) which is arranged on the sleeper or on a sliding plate (15') which is connected to the sleeper.