TWI836365B - Frog and method of manufacturing wing rail for frog - Google Patents
Frog and method of manufacturing wing rail for frog Download PDFInfo
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- TWI836365B TWI836365B TW111107852A TW111107852A TWI836365B TW I836365 B TWI836365 B TW I836365B TW 111107852 A TW111107852 A TW 111107852A TW 111107852 A TW111107852 A TW 111107852A TW I836365 B TWI836365 B TW I836365B
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- 238000004519 manufacturing process Methods 0.000 title claims abstract description 6
- 238000000034 method Methods 0.000 claims abstract description 13
- 210000001015 abdomen Anatomy 0.000 claims abstract description 11
- 239000000463 material Substances 0.000 claims description 44
- 125000006850 spacer group Chemical group 0.000 claims description 28
- 238000003801 milling Methods 0.000 claims description 17
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- 239000010959 steel Substances 0.000 claims description 15
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Classifications
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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
- E01B7/00—Switches; Crossings
- E01B7/10—Frogs
- E01B7/14—Frogs with movable parts
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- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
- Escalators And Moving Walkways (AREA)
- Heat Treatment Of Articles (AREA)
- Forklifts And Lifting Vehicles (AREA)
- Bearings For Parts Moving Linearly (AREA)
Abstract
本發明係有關於一種轍叉(10)及一種製造此種轍叉的方法，此轍叉至少包括具有軌頭部(62、64)及軌腹部(66、68)的翼軌(16、18)，連同可動地佈置在翼軌之間的轍叉心(12)，其中，位於轍叉心與翼軌之間的車輪轉換區域係在轍叉心之區域中延伸，轍叉心則係貼靠在翼軌上。每個翼軌(16、18)皆獨立於轍叉心(12)地具有至少在車輪轉換區域之長度內延伸而由鍛造塊製成的翼軌區段(20、22)。 The present invention relates to a fork (10) and a method for manufacturing the fork, the fork comprising at least a wing rail (16, 18) having a rail head (62, 64) and a rail belly (66, 68), together with a fork core (12) movably arranged between the wing rails, wherein a wheel conversion area between the fork core and the wing rails extends in the area of the fork core, and the fork core is attached to the wing rails. Each wing rail (16, 18) has a wing rail section (20, 22) independently of the fork core (12) and extending at least within the length of the wheel conversion area and made of a forged block.
Description
本發明係有關於一種轍叉，其包括可動地佈置在翼軌之間的轍叉心，其中，車輪轉換區域係在該轍叉心之區域中延伸。 The invention relates to a frog comprising a frog core movably arranged between the wing rails, wherein the wheel switching area extends in the area of the frog core.
作為道岔之一部分的轍叉能夠在交叉的軌道之間實現銜接。可動的轍叉心之一個基本特性在於：閉合行車邊緣，以便始終在相關區域中導引及承載車輪。在此情況下，透過封閉元件以動力耦合及形狀配合的方式將轍叉心安放至相應的翼軌上。為此，與轍叉心連接之調節桿係自道岔驅動器出發，以便移動調節桿並將其安放至諸翼軌中之一者上。 Frogs, part of a switch, provide a connection between intersecting tracks. An essential feature of movable frog cores is that they close the running edge so that the wheels are always guided and carried in the relevant area. In this case, the frog core is placed on the corresponding wing rail through the closing element in a dynamic coupling and form-fitting manner. For this purpose, an adjusting rod connected to the frog core is driven from the switch drive in order to move the adjusting rod and place it on one of the wing rails.
翼軌通常為由諸如60E1之類的標準型材軋製而成的標準軌。因此，基於標準橫截面及與軌道材料之相關性，在翼軌設計方面的結構方案是有限的。 Rails are usually standard rails rolled from standard profiles such as 60E1. Therefore, the structural options for rail design are limited based on the standard cross-section and the correlation with the rail material.
EP 1 455 016 A2或EP 1 455 017 A2中例如揭露過具有可動的轍叉心的轍叉。 For example, EP 1 455 016 A2 or EP 1 455 017 A2 discloses a pawl with a movable pawl core.
除了可動的轍叉心之外，還存在具有剛性的轍叉心(即，無法相對於翼軌進行調節的轍叉心)的轍叉。 In addition to movable frog cores, there are also frogs with rigid frog cores (ie frog cores that cannot be adjusted relative to the wing rails).
本發明之目的在於改良具有可動的轍叉心的轍叉，以便能夠在翼軌與轍叉心之間的轉換區域中實現幾乎最佳的幾何設計。 The object of the invention is to improve a fork with a movable fork core so that an almost optimal geometry can be achieved in the transition area between the rail and the fork core.
亦應提高在通過轍叉心時的舒適度，特別是應避免或減少衝擊。 The comfort level when passing through the frog core should also be improved, especially the impact should be avoided or reduced.
與先前技術相比，應減少轍叉中使用的構件之磨損和負載。 Compared to the prior art, wear and load on components used in the fork should be reduced.
為了解決諸多態樣中的一個或多個，本發明實質上提出：每個翼軌皆獨立於轍叉心而具有至少在車輪轉換區域之長度內延伸的區段，而該區段係由鍛造塊製成。 In order to solve one or more of the many aspects, the present invention essentially proposes that each wing rail is independent of the frog center and has a section extending at least the length of the wheel transfer area, and this section is formed by forging Made of blocks.
根據本發明，提供一種轍叉，其中，在車輪轉換區域中，用預鍛造的鋼塊來代替翼軌之一區段。根據先前技術，可動的轍叉之翼軌在其整個長度範圍內基本上係由軋製的標準型材構成，因而就幾何特性而言有所限制。 According to the invention, a frog is provided in which a section of the wing rail is replaced by a pre-forged steel block in the wheel switching area. According to the prior art, the wing rails of the movable frogs are essentially made of rolled standard profiles over their entire length and are therefore limited in terms of their geometric properties.
特別是，以閃光對焊法將由鍛造塊製成的區段與標準軌之區段連接，而諸標準軌係在由鍛造鋼塊構成的區段之前面及後面延伸。 In particular, the sections made from the forged steel blocks are connected by flash butt welding to sections of standard rails which extend in front of and behind the sections made from the forged steel blocks.
各個翼軌中的塊狀區段的主要優點在於：與先前技術相比，此一區域在幾何設計及所使用的材料方面可以更加自由；因為，根據先前技術使用的標準型材由於其標準橫截面及其對有限軌道材料的依賴性，而在其設計方案上有所限制。 The main advantage of the block section in each rail is that this area allows greater freedom in terms of geometry and the materials used compared to the prior art, since the standard profiles used according to the prior art are limited in their design options due to their standard cross-section and their dependence on the limited rail material.
與標準軌型材相比，可以實現較大的慣性矩及阻力矩，從而產生較小的彎曲應力。 Compared with standard rail profiles, larger inertia moments and resistance moments can be achieved, resulting in smaller bending stresses.
單獨製造的區段特別是具有1.2m至12m之間的長度，但不會由此限制本發明之技術原理。 The individually produced sections have in particular a length of between 1.2 m and 12 m, without thereby limiting the technical principle of the invention.
抗拉強度Rm為1175MPa
因為，使用也可被稱為板坯的鍛造塊並且透過切削加工來製造生翼軌區段，所以，在幾何要求方面實現了較高的精度。同時，避免在使用標準軌時因彎曲或彎折而產生的臨界內應力。 Since the green rail sections are manufactured by machining from forged blocks, also known as slabs, a high degree of accuracy is achieved with regard to the geometric requirements. At the same time, critical internal stresses due to bending or curvature when using standard rails are avoided.
轍叉心自身亦可由具有前述材料參數的材料所構成，特別是亦可為鍛造構件，因此，轉換區域具有高大的阻力，使得磨損較少。 The fork core itself can also be made of a material having the aforementioned material parameters, in particular it can also be a forged component, so that the transition area has a high resistance and less wear.
因為，可透過對塊體進行切削加工來實現所期望的結構設計，所以，可針對性地使區段、即翼軌塊之質量與例如因特性的車輛行為或車速而產生的動態負荷相匹配。與標準軌相比，可選擇橫截面，從而在例如設有諸如鑽孔之類的開孔以便導引封閉桿及試驗桿等元件穿過諸開孔以調節轍叉心時，不會發生相當程度程度之弱化，以至於如在先前技術中那樣，必須採取額外的措施來達到所需的強度，在採用標準軌的情況下就是如此，用於調節桿的鑽孔引入該等標準軌之腹部。如此便例如加固開口之邊緣。 Since the desired structural design can be achieved by machining the blocks, the mass of the sections, ie, wing rail blocks, can be specifically adapted to the dynamic loads resulting, for example, from specific vehicle behavior or speed. . Compared with standard rails, the cross-section can be selected so that no considerable differences occur when, for example, openings such as drilled holes are provided to guide elements such as closing rods and test rods through the openings to adjust the frog center. Weakened to such an extent that, as in the prior art, additional measures had to be taken to achieve the required strength, as was the case with standard rails into whose belly the drilled holes for the adjustment rods were introduced . This for example reinforces the edges of the opening.
因此，本發明之特徵還在於：具有軌頭部、軌底及在其間延伸的腹部的區段具有用於桿元件(如，封閉桿或試驗桿)之通孔，其中，其翼軌區段之腹部至少在該通孔之區域中具有厚度D，該厚度為D
尤其要強調的是，轍叉心之尖端區域與翼軌區段的貼靠面即是該翼軌區段之側面中凹入地延伸至該翼軌區段之行車邊緣的區域，如，銑槽。 It should be particularly emphasized that the abutting surface between the tip area of the frog core and the wing rail section is the area in the side of the wing rail section that extends concavely to the running edge of the wing rail section, such as milling groove.
下沉且側向被駛近的實際的轍叉心係始於該凹入的區域中。車輪不會在頂側上滾動。 The actual fork center that sinks and is driven sideways begins in this concave area. The wheel does not roll on the top side.
實際的轍叉心是轍叉心之始端，而自該實際的轍叉心起將該轍叉心用作為側向導引裝置或者可將其用作為側向的導引裝置。 The actual frog core is the beginning of the frog core from which this frog core is or can be used as a lateral guide.
自實際的轍叉心開始，轍叉心就具有軌跡技術功能。可吸收側向作用力。在實際的轍叉心前方，此功能並非由轍叉心之仍然存在而延伸至轍叉心之自由端的區域所執行。 Starting from the actual frog heart, the frog heart has a trajectory technology function. Absorbs lateral forces. In front of the actual frog heart, this function is not performed by the area of the frog heart that still exists and extends to the free end of the frog heart.
根據本發明，可針對性地透過對塊體銑削來設計翼軌區段與可動的轍叉心之間的貼靠面，從而產生儘可能短的行車邊緣中斷，而無需考慮對軌道型材的依賴性。 According to the invention, the contact surface between the wing rail section and the movable fork center can be designed specifically by milling the block, thereby producing the shortest possible running edge interruption without considering the dependence on the rail profile.
在此情況下，特別是根據為了形成凹入區域而特別是在翼軌區段之背離轍叉心的一側上所去除的材料之質量，將較多的材料保留在其翼軌區段上。 In this case, more material remains on the rail section, in particular depending on the mass of material removed to form the recessed area, in particular on the side of the rail section facing away from the fork.
在此情況下，「較多的材料」之質量相當於為形成凹入區域而去除的材料之質量。因此，由於由塊體加工而成的形成階梯的區段，慣性矩不會或實質上不會發生變化。 In this case, the mass of the "more material" is equal to the mass of material removed to form the recessed area. Therefore, the moment of inertia will not change or will not be substantially changed due to the step-forming segment being machined from the block.
實質上是指截面慣性矩的變化不超過±20%，較佳不超過±10%。這既適用於從側面施力(截面慣性矩Iy)，亦適用於朝頂面的方向施力(截面慣性矩Ix)。 Essentially, it means that the change in the moment of inertia of the section does not exceed ±20%, preferably not more than ±10%. This applies both to the force applied from the side (moment of inertia of the section Iy) and to the force applied toward the top (moment of inertia of the section Ix).
根據本發明的一個突出顯示的特徵，原則上，在位於實際的轍叉心與轍叉心之與區段分離、即與該區段間隔一定距離的部位之間的區域中，基於本發明之原理而產生的相同或實質上相同的慣性矩係與翼軌之區段中的幾何形狀變化無關。慣性矩相同或實質上相同的區域之長度LT較佳為250mm
換言之，翼軌區段係由塊體特別是透過銑削加工而成，使得，與基本幾何形狀有所偏差的區域，諸如在超高部或在與翼軌區段以動力耦合的方式連接的情況下嵌入轍叉心之尖端的凹入的區域處，在與該翼軌區段相鄰的區域中保留或去除額外的質量，其質量則相當於因幾何曲線變化而產生的的質量。 In other words, the wing rail sections are produced from blocks, in particular by milling, so that areas that deviate from the basic geometry, such as at superelevations or in the case of dynamically coupled connections to the wing rail sections In the recessed area embedded in the tip of the frog core, additional mass is retained or removed in the area adjacent to the wing rail section, the mass of which is equivalent to the mass caused by the change in the geometric curve.
透過相對於基於本發明之原理而建構的行車邊緣而凹入地延伸的區域，實現本發明之原理就轍叉心在其始端區域中的尖端而言之另一突出的優點。因此，在實際的轍叉心之始端處，轍叉心在其頂面中的寬度可為8mm至12mm，而在先前技術中，通常實現小於5mm的寬度，而在該始端處，轍叉心係側向地被駛近，並且該始端會下沉，使得，在該區域中，車輪不會在頂側上滾動。 Another outstanding advantage of the invention in terms of the tip of the fork in the region of its beginning is achieved by means of an area that extends concavely relative to the running edge constructed on the basis of the invention. Thus, at the beginning of the actual fork, the fork width in its top surface can be 8 mm to 12 mm, whereas in the prior art a width of less than 5 mm is usually achieved, and at the beginning the fork is approached laterally and the beginning sinks so that, in this area, the wheel does not roll on the top side.
頂面是在轍叉心之行車面中所形成的面，而該行車面係受其側面限制。通過左側面及右側面到達行車邊緣之高度的延長部係定義頂面之寬度。行車邊緣為沿轍叉心之縱向的線，其係平行於共用的行車 面切線，並在其下方間隔一距離而延伸。共用的行車面切線是與軌道之兩條鋼軌之行車面相切的直線。 The top surface is the surface formed in the running surface of the fork, which is limited by its side surfaces. The extension of the height through the left and right side surfaces to the running edge defines the width of the top surface. The running edge is a line along the longitudinal direction of the fork, which is parallel to the common running surface tangent and extends a distance below it. The common running surface tangent is a straight line tangent to the running surface of the two rails of the track.
其距離通常為14mm，但也可以假定採用10mm至16mm之值(取決於鐵路運營商或調控機構)。 The distance is usually 14mm, but values of 10mm to 16mm can also be assumed (depending on the railway operator or regulator).
就前述8mm至12mm之寬度而言，採用14mm的距離。 For the aforementioned width of 8mm to 12mm, a distance of 14mm is used.
在該區域中，頂面具有平台狀的曲線，即，水平地延伸或相對於水平線略微彎曲。 In this region, the top surface has a plateau-like curve, i.e., it extends horizontally or is slightly curved relative to the horizontal.
特別是亦提出：在轍叉心與翼軌區段之間的銜接區域中，可透過對塊體切削加工而加工出一超高部。 In particular, it is also proposed that in the connection area between the frog core and the wing rail section, a super-elevation part can be processed by cutting the block.
特別應強調的是：在第一間隔元件(也被稱為墊隔件)中由塊體整體式地加工出用於轍叉心之防脫軌保護裝置。 It should be emphasized in particular that the anti-derailment protection device for the fork center is integrally processed from the block in the first spacer element (also called the spacer).
為此，特別是提出：第一墊隔件係與翼軌區段整體式地由塊體加工而成，諸塊體各具有一個凹部，其中，在組成翼軌區段時，該等凹部係彼此銜接以形成開放的腔室，而轍叉心之前部自由端，即，最前面的區域，係可調節地佈置在該腔室中。該區域不會被駛過，並且在下文中被稱為凸緣。 For this purpose, it is proposed in particular that the first spacer is integrally machined from a block with the wing rail section, each of the blocks having a recess, wherein, when the wing rail section is assembled, the recesses are connected to each other to form an open chamber, and the front free end of the fork core, i.e. the frontmost area, is adjustably arranged in the chamber. This area is not driven over and is referred to as the flange in the following text.
在進一步的技術方案中，本發明提出：轍叉心具有特別是長方體的基體，該基體具有自其出發而剖面呈三角形的尖端體，該基體之寬度B為B
該基體與該尖端體銜接，其中，該尖端體在與基體銜接的銜接區域中的寬度BS為40mm
在實際的尖端之區域中，轍叉心係由基體與尖端體組成，而該尖端體係側向地受諸多側面所限制，該等側面係可被駛近並且限制實際的轍叉心之前端之平台狀頂側(頂面)。 In the area of the actual tip, the fork core is composed of a base body and a tip body, and the tip body is laterally limited by a plurality of side surfaces, which are platform-like top sides (top surfaces) that can be approached and limit the front end of the actual fork core.
透過作為起始材料的塊體可加工出期望的結構設計及區段之幾何形狀，因此，與標準軌型材相比，行車邊緣與腹部之行車邊緣側的表面之間的距離可能較大，從而提供較多空間，因此，在撞擊轍叉心時，工件尖端便藉由其基體在軌頭部下方之區域中在較大的周長內延伸，即，與使用標準軌型材時相比，基體之寬度可以較為大。 The desired structural design and the geometry of the sections can be machined from the block as starting material, so that the distance between the running edge and the surface on the running edge side of the belly can be greater than with standard rail profiles, thereby providing more space, so that when striking the fork, the workpiece tip extends over a greater circumference through its base in the area below the rail head, i.e. the width of the base can be greater than when using standard rail profiles.
無論如何，因為能以相應較厚的方式建構翼軌區段之腹部區域，所以實現了所需的強度。因此，本發明特別是提出：翼軌區段之腹部在轉換區域中具有厚度D，該厚度為D
就車輪轉換而言，可精確地以緊密的公差將包括車輪踏面之超高部在內的最佳幾何形狀銑削至塊體中，而無需使用先前技術所需之附加的複雜彎曲及磨削工藝。與先前技術相比，製造過程與用於標準軌之軋製型材的較大公差無關。 For wheel conversion, the optimum geometry including the superelevation of the wheel tread can be milled into the block precisely and to close tolerances without the additional complex bending and grinding processes required by the previous technology. Compared to the previous technology, the manufacturing process is independent of the larger tolerances of the rolled profiles used for standard rails.
眾所周知，若翼軌之軌道上緣與轍叉心區域在銜接區域中處於同一水平，確切而言是基於車輪之錐形輪廓及翼軌之幾何曲線而朝 軌道外部延伸，則其超高部自身可避免車輪在轍叉塊與翼軌的銜接處下沉，反之亦然。 As we all know, if the track upper edge of the wing rail and the frog center area are at the same level in the connection area, to be precise, based on the tapered profile of the wheel and the geometric curve of the wing rail, the If the track is extended externally, its superelevation itself can prevent the wheels from sinking at the junction of the frog block and the wing rail, and vice versa.
根據先前技術，該超高部係透過在翼軌下方加墊或加襯並彎曲翼軌而製成。根據本發明，此方案並不是必需的，因為超高部係由塊體加工而成，因此，翼軌區段之底側在其整個長度內在二維平面中延伸。 According to the prior art, this super-elevation part is produced by adding pads or linings below the wing rails and bending the wing rails. According to the invention, this solution is not necessary since the superelevation is machined from a block, so that the underside of the wing rail section extends in a two-dimensional plane over its entire length.
在轍叉心之外部，諸區段可透過由塊體整體加工而成的墊隔件相對彼此支撐，而諸墊隔件可透過高強度的螺旋連接件相互連接。 Outside the fork core, the segments can be supported relative to each other by spacers machined from the block, and the spacers can be connected to each other by high-strength screw connections.
本發明之用於具有可動的轍叉心的轍叉之翼軌的製造方法之特徵在於：諸翼軌區段在轍叉心外部係透過與該等翼軌整體式地由塊體加工而成的第二墊隔件相對彼此支撐。 The method of manufacturing a wing rail for a frog with a movable frog core according to the invention is characterized in that the wing rail sections are processed from a block integrally with the wing rails outside the frog core. The second pad spacers are supported relative to each other.
在此情況下特別是提出：每個翼軌之至少一個區段係由鍛造鋼塊透過切削加工而製成，其中，可在轍叉心貼靠在翼軌區段上的區域中整體式地加工出軌道上緣之超高部。 In this case, it is provided in particular that at least one section of each wing rail is produced by machining from a forged steel block, wherein the frog core can be integrally formed in the area where the frog core rests on the wing rail section. Process the super-high part of the upper edge of the track.
較佳地，本發明提出：在第一墊隔件中整體式地建構一防脫軌保護裝置，透過該防脫軌保護裝置以相互彼此支撐諸翼軌。 Preferably, the present invention proposes that an anti-derailment protection device is integrally constructed in the first spacer, through which the wing rails are mutually supported.
亦在塊體中加工出用於形成轍叉心之貼靠面的凹部。 A recess is also machined in the block to form the contact surface of the fork center.
此外，在翼軌區段之在轍叉心側延伸的側面中，由塊體加工出相對於行車邊緣之基本曲線呈凹入的區域，該區域具有用於轍叉心之貼靠面。 Furthermore, in the side of the wing rail section extending towards the frog core, a region is machined from the block that is concave relative to the basic curve of the running edge and has a contact surface for the frog core.
本發明亦提出：翼軌區段係由塊體加工而成，使得，在翼軌區段之幾何形狀與其基本幾何形狀有所偏差的區域中，例如，在超高 部或相對於行車邊緣呈凹入的區域中，根據由幾何曲線變化而產生的材料質量，自塊體去除翼軌區段中之相鄰區域中的材料質量，或者保留除基本幾何形狀之外的材料質量，以使該翼軌區段之截面慣性矩保持不變或實質上保持不變。 The invention also proposes that the wing rail sections are machined from blocks, so that in areas where the geometry of the wing rail sections deviates from its basic geometry, for example at superelevation Depending on the material mass resulting from the change in geometric curves, the material mass in adjacent areas of the wing rail section is removed from the block, or in areas that are concave relative to the running edge, or other than the basic geometry is retained The material mass is such that the cross-sectional moment of inertia of the wing rail section remains constant or substantially constant.
如EP 3 312 341 B1中揭露的那樣，已知翼軌區段由鍛造塊製成。但是，相應的翼軌區段適用於具有剛性轍叉心的轍叉。就建構供調節元件穿過的開孔或為了特別是在動態力較大的情況下實現足夠的強度而確定轍叉心之尺寸而言，不存在任何問題。 As disclosed in EP 3 312 341 B1, it is known that wing rail sections are made of forged blocks. However, corresponding wing track sections are suitable for frogs with rigid frog cores. There are no problems with regard to the construction of the openings through which the adjusting elements pass or the dimensioning of the frog core in order to achieve sufficient strength, especially in the case of high dynamic forces.
根據本發明，具有設於相應的翼軌中之區段的轍叉結構特別是安裝在必須吸收較高的動態軸荷的軌道上，即，安裝在設計用於250km/h及以上之車速的軌道上，該區段係由鍛造塊構成並且佈置在翼軌與轍叉心之間的轉換區域內，其中，每個塊體係單獨製成，即，相對於轍叉心而言為獨立的構件。典型的動態軸荷在30t至40t之間。動態軸荷之值係由靜態軸荷乘以速度相關的因子而得出。在速度為250km/h的情況下，該因子為1.675，在速度為350km/h的情況下，該因子為1.79。 According to the invention, a fork structure with a section arranged in the corresponding wing rail is particularly installed on tracks that have to absorb relatively high dynamic axle loads, i.e., on tracks designed for vehicle speeds of 250 km/h and above, the section being composed of forged blocks and arranged in the transition region between the wing rail and the fork core, wherein each block is made separately, i.e., is an independent component with respect to the fork core. Typical dynamic axle loads are between 30 t and 40 t. The value of the dynamic axle load is obtained by multiplying the static axle load by a speed-dependent factor. At a speed of 250 km/h, the factor is 1.675, and at a speed of 350 km/h, the factor is 1.79.
10:轍叉 10: frog
12:轍叉心 12: Frog heart
14:滑床板 14: Sliding bed plate
16:翼軌 16: Wing Rail
18:翼軌 18: Wing Rail
20:翼軌區段 20: Wing track section
22:翼軌區段 22: Wing rail section
32:第二墊隔件 32:Second pad spacer
34:第二墊隔件 34:Second pad spacer
36:螺旋連接件；螺釘 36: Spiral connector; screw
37:形狀配合元件 37:Form fitting components
38:凹部 38: concave part
40:凹部 40: Concave part
42:底部(區段) 42: Bottom (section)
44:底部(區段) 44: Bottom (section)
46:肋板 46: Ribs
48:軌夾 48: Rail clip
50:軌夾 50: Rail clip
52:中間層 52: Middle layer
54:基體 54:Matrix
56:(轍叉)尖端體 56: (fork) tip
57:頂面；平台狀區域 57: Top surface; platform-like area
58:(頭部)側面 58: (head) side
60:(頭部)側面 60: (head) side
61:(頭部)側面 61: (head) side
62:軌頭部 62:Rail head
63:(豎直)線 63: (vertical) line
64:軌頭部 64:Rail head
65:輪廓 65: Outline
66:軌腹部 66: Orbital abdomen
67:輪廓 67:Contour
68:軌腹部 68: rail belly
69:輪廓 69:Contour
70:型材 70: Profile
71:虛線；相交線/分界線 71: Dashed line; intersection line/dividing line
72:型材 72:Profiles
73:(基體)斜面 73: (base) inclined surface
74:(翼軌區段)內表面 74: (wing rail section) inner surface
75:(基體)斜面 75: (base) inclined surface
76:(翼軌區段)內表面 76: (wing rail section) inner surface
77:(尖端體)凹形區域 77: (Tip body) concave area
79:(尖端體)凹形區域 79: (Tip body) concave area
80:銑槽；(凹入)區域 80: Milling slot; (recessed) area
82:行車邊緣 82: Driving edge
84:區域 84: Region
85:行車邊緣 85: Driving edge
86:空隙 86:gap
88:(實)線；軌道上緣 88: (solid) line; upper edge of track
90:線；轍叉心上緣 90: Line; the edge of the heart
92:線；軌道上緣走向 92: line; direction of the upper edge of the track
96:鑽孔；通孔 96: drilling hole; through hole
98:鑽孔；通孔 98: Drilling; through hole
100:封閉桿 100: Closed Rod
102:封閉桿 102: closed rod
104:(轍叉心)凸緣；(最前面)區域 104: (fork center) flange; (front) area
106:凹部；腔室 106: recess; chamber
108:第一墊隔件 108:First pad spacer
110:(限制)區段 110: (Restricted) Section
112:(轍叉心)尖端；(實際)轍叉心 112: (frog center) tip; (actual) frog center
113:焊縫 113: Welding
114:套筒 114: Sleeve
115:焊縫 115:Weld seam
117:焊縫 117:Weld seam
119:焊縫 119:Weld seam
121:(分離)區域 121: (Separation) Area
122:凸出部 122:Protrusion
123:車輪轉換區域 123: Wheel conversion area
124:凸出部 124: protrusion
126:塊體 126: Block
128:塊體 128:Block
136:螺紋元件 136: Threaded element
157:行車邊緣 157: Driving edge
B:(基體)寬度 B: (matrix) width
BS:(尖端體)寬度 BS: (tip body) width
D:(腹部)厚度 D: (Abdominal) thickness
E:長度；(間隔)距離 E: length; (interval) distance
H:(轍叉心)寬度 H: (frog center) width
L:(區段)長度 L: (segment) length
LA:(區段)長度 LA: (section) length
LN:長度 LN: Length
LS:(延伸)長度 LS: (extended) length
LT:(延伸)長度 LT: (extension) length
LU:距離 LU: Distance
LV:(延伸)長度 LV: (extension) length
X':細節 X': Details
α:角度 α: angle
圖1為具有可動的轍叉心的道岔之平面圖之局部視圖。 Figure 1 is a partial view of a plan view of a turnout with a movable fork center.
圖2為轍叉心區域之區域中的超高過程之示意圖。 Figure 2 is a schematic diagram of the superelevation process in the fork center area.
圖3為沿圖1中之A-A線所截取的剖面圖。 FIG. 3 is a cross-sectional view taken along line A-A in FIG. 1 .
圖4為沿圖1中之B-B線所截取的剖面圖。 Figure 4 is a cross-sectional view taken along the B-B line in Figure 1.
圖5為沿圖1中之C-C線所截取的剖面圖。 Figure 5 is a cross-sectional view taken along line C-C in Figure 1.
圖6為沿圖1中之S-S線所截取的剖面圖。 Figure 6 is a cross-sectional view taken along the S-S line in Figure 1.
圖7為圖1所示細節X’之示意圖。 Figure 7 is a schematic diagram of detail X' shown in Figure 1.
圖8為沿圖7中之Y-Y線所截取的剖面圖。 FIG. 8 is a cross-sectional view taken along line Y-Y in FIG. 7 .
圖9為與圖8相應而在基本軌背側設有附加的材料之示意圖。 Figure 9 is a schematic diagram corresponding to Figure 8 with additional material provided on the back side of the basic rail.
圖10為轍叉心之自緊鄰的叉心至叉心的行車邊緣遵循基本曲線的點之發展之示意圖。 Figure 10 is a schematic diagram of the development of a frog center from the immediately adjacent fork center to the point where the running edge of the fork center follows a basic curve.
圖11為顯示轍叉區域之原理的俯視圖。 Figure 11 is a top view showing the principle of the frog area.
圖12為顯示用於加工出翼軌區段的塊體之原理的示意圖。 FIG12 is a schematic diagram showing the principle of machining a block for a wing rail section.
本發明之其他細節、優點及特徵不僅可從申請專利範圍及其所包含之特徵(單項特徵及/或特徵組合)中獲得，亦可從下文有關附圖所示較佳實施例之說明中獲得。下面結合附圖以闡述本發明之具有可動的轍叉心的轍叉之技術原理，其中，相同的元件原則上採用相同的元件符號。 Other details, advantages and features of the present invention can be obtained not only from the patent scope and the included features (single features and/or feature combinations), but also from the following description of the preferred embodiments shown in the drawings. . The technical principles of the frog with a movable frog core according to the present invention will be described below with reference to the accompanying drawings, where in principle, the same component symbols are used for the same components.
轍叉10是指此種具有可動的轍叉心12的轍叉，該轍叉心係安裝在滑床板14上，並且可在翼軌16、18之間調節。根據本發明之技術原理，翼軌16、18在轍叉心12與翼軌16、18之間的轉換區域中具有長度為L的翼軌區段20、22，其分別透過切削加工鍛造鋼塊而製成。翼軌區段20、22之長度例如可在1500mm至12000mm之間，但不會由此限制本發明之技術原理。在圖1中，由單獨的塊體加工而成的各翼軌區段20、22之長度用L標示。 The frog 10 refers to such a frog with a movable frog core 12, which is installed on the sliding bed plate 14 and can be adjusted between the wing rails 16 and 18. According to the technical principle of the present invention, the wing rails 16 and 18 have wing rail sections 20 and 22 of length L in the transition area between the frog core 12 and the wing rails 16 and 18, which are respectively processed by cutting forged steel blocks. And made. The length of the wing rail sections 20 and 22 can be, for example, between 1500 mm and 12000 mm, but this does not limit the technical principle of the present invention. In Figure 1, the length of each wing rail section 20, 22, which is machined from a separate block, is designated L.
在翼軌區段20、22之前方及後方，該區段特別是透過閃光對焊以與標準軌連接。 In front of and behind the wing rail sections 20, 22, this section is connected to the standard rail, in particular by flash butt welding.
鍛造塊係由鋼製成，其鋼之抗拉強度Rm為1175MPa
轍叉心12可由同一材料製成，可透過道岔驅動器將該轍叉心安放至翼軌區段20、22中之一者上，以便可在道岔中行駛於所期望的軌道上。翼軌區段20、22與轍叉心12一般透過切削加工由鍛造塊(亦被稱為板坯)加工而成。在此特別是述及銑削。 The frog core 12 can be made of the same material and can be placed by means of a switch drive on one of the wing rail sections 20, 22 so that it can be driven on the desired track in the switch. Wing rail sections 20, 22 and frog core 12 are typically machined from a forged block (also referred to as a slab) by machining. This is in particular milling.
圖12僅在原理上示出塊體126、128。翼軌區段20、22係由該等塊體製成。 Figure 12 shows the blocks 126, 128 only in principle. Wing rail sections 20, 22 are made from these blocks.
如圖3中的剖面A-A所示，第二墊隔件32、34與翼軌區段20、22一同由塊體整體式地加工而成，諸墊隔件與翼軌區段係透過高強度的螺旋連接件36以相互連接。第二墊隔件32、34具有彼此銜接且剖面呈矩形的凹部38、40，被螺釘36所貫穿的形狀配合元件37係插入該等凹部中。 As shown in the cross-section A-A in Figure 3, the second spacers 32, 34 and the wing rail sections 20, 22 are integrally processed from the block. The spacers and the wing rail sections are made of high strength. The spiral connectors 36 are connected to each other. The second spacers 32 and 34 have recesses 38 and 40 that are connected to each other and have a rectangular cross-section. The form-fitting elements 37 penetrated by the screws 36 are inserted into these recesses.
形狀配合元件37係用作為定位裝置、螺釘卸載裝置，並且用於吸收軌道縱向力。 The shape-fitting element 37 is used as a positioning device, a screw unloading device, and is used to absorb the longitudinal forces of the track.
翼軌區段20、22分別具有一個底部區段42、44，其係透過軌夾48、50以固定在肋板46或其他適用的底座上。在底部42、44與肋板 46之間可佈置有彈性的中間層52。就此而言，參考了充分已知的結構。此外，該等圖示就此而言是不待說明的。 Wing rail sections 20, 22 respectively have a bottom section 42, 44 which is secured to a floor 46 or other suitable base via rail clips 48, 50. At the bottom 42, 44 and the ribs An elastic intermediate layer 52 may be arranged between 46 . In this regard, reference is made to well-known structures. Furthermore, the illustrations are self-explanatory in this regard.
剖面A-A與轍叉心12間隔一距離，確切而言是位於該轍叉心前方。圖5示出轍叉心12之區域中的剖面C-C。可識別出翼軌區段20、22，其具有可在其間調節的轍叉心12，該轍叉心係由基體54及自該基體出發的尖端體56構成，該尖端體則係朝其自由端呈漸尖，並且在應通過道岔時，該尖端體之一側係以動力耦合的方式貼靠在由鍛造塊加工而成的翼軌區段20、22之軌頭部62或64之側面58或60上。眾所周知，基體54係以可滑動的方式支撐(滑床板14)。 Section A-A is spaced apart from the frog center 12, specifically in front of the frog center. FIG. 5 shows section C-C in the region of the frog core 12 . The wing rail sections 20 , 22 can be identified, which have a frog core 12 adjustable therebetween, which consists of a base body 54 and a tip body 56 starting from the base body and free towards it. The end is tapered, and when passing through the switch, one side of the tip body is in dynamic coupling with the side of the rail head 62 or 64 of the wing rail section 20, 22 processed by the forged block. 58 or 60 on. As is known, the base body 54 is slidably supported (slide deck 14).
與常規結構之情形一致，軌頭部62、64係透過軌腹部66、68以與底部42、44銜接。 Consistent with conventional structures, the rail heads 62 and 64 are connected to the bottoms 42 and 44 through the rail webs 66 and 68.
在剖面C-C中以點劃線示出標準軌之型材70、72，例如60E1型材(先前的UEC 60)，轍叉區域中之翼軌通常係由該型材透過彎折及彎曲而製成。 In section C-C, standard rail profiles 70, 72 are shown with dotted lines, for example the 60E1 profile (previously UEC 60), from which wing rails in the frog area are usually made by bending and bending.
如圖所示，翼軌區段20、22之軌腹部66、68之朝向彼此的內表面74、76之間的距離係大於標準軌之間的距離，故而可為轍叉心12提供較多空間，使得，與翼軌完全由標準軌製成的轍叉相比，基體54之寬度B較大。 As shown in the figure, the distance between the inner surfaces 74, 76 of the rail belly 66, 68 of the wing rail sections 20, 22 facing each other is greater than the distance between the standard rails, so that more space can be provided for the fork core 12, so that the width B of the base 54 is larger than that of the fork whose wing rail is made entirely of standard rails.
基體54之寬度B可較之在由標準軌製成的翼軌之間延伸的轍叉心之基體之寬度增大50%。基體54之在前部叉心區域中(即，在轍叉心12與側面58或60發生第一次接觸之區域中)的寬度B可大於60mm，較佳為大於70mm，尤佳為在75mm至85mm之間的範圍內。 The width B of the base 54 may be increased by 50% compared to the width of the base of the fork extending between the wing rails made of standard rails. The width B of the base 54 in the front fork region (i.e., in the region where the fork 12 makes first contact with the side 58 or 60) may be greater than 60 mm, preferably greater than 70 mm, and particularly preferably in the range of 75 mm to 85 mm.
翼軌區段20、22係由鋼塊加工而成，因此，如圖5所示，橫截面積大於標準軌的橫截面積。如此便能實現較大的慣性矩，從而產生較小的彎曲應力。可以較好地適應動態負載。 The wing rail sections 20, 22 are machined from steel blocks and therefore, as shown in Figure 5, have a larger cross-sectional area than that of a standard rail. This results in a larger moment of inertia and thus lower bending stresses. Can better adapt to dynamic loads.
儘管翼軌區段20、22之內表面74、76之間的距離有所增大，但，該等翼軌區段具有足夠的質量來承受由於行駛於道岔上的列車而產生之動態負荷；因為，根據本發明，係將塊體用作為翼軌區段20、22之起始材料，而該塊體具有相應大的尺寸，以便透過切削加工而加工出諸翼軌區段20、22。 Although the distance between the inner surfaces 74 and 76 of the wing rail sections 20 and 22 is increased, these wing rail sections have sufficient mass to withstand the dynamic loads caused by trains traveling on the switches; Because, according to the invention, a block is used as starting material for the wing rail sections 20 , 22 , the block has correspondingly large dimensions in order to produce the wing rail sections 20 , 22 by machining.
相應的塊體之橫截面積可為16000mm2至40000mm2，其中，特別是述及高度H在160mm至200mm之間且寬度B在100mm至200mm之間的長方體形狀。其長度係與待建構的翼軌區段20、22之長度相關，即，特別是在1.2m至15m之間。 The cross-sectional area of a corresponding block may be between 16000 mm 2 and 40000 mm 2 , wherein in particular a cuboid shape with a height H between 160 mm and 200 mm and a width B between 100 mm and 200 mm is mentioned. Its length is related to the length of the wing rail sections 20 , 22 to be constructed, ie in particular between 1.2 m and 15 m.
將抗拉強度Rm為1175MPa
在此情況下，可進行加工，使得，垂直於翼軌區段20、22之縱軸的截面慣性矩在整個長度的範圍內，至少在轍叉心12貼靠在翼軌區段20、22上(即，貼靠在側面58、60上)的區域中，是相同的或實質上是相同的，或者彼此相差至多20%，較佳地至多10%。 In this case, processing can be carried out such that the cross-sectional moment of inertia perpendicular to the longitudinal axis of the wing rail sections 20 , 22 is over the entire length, at least when the frog center 12 is in contact with the wing rail sections 20 , 22 are identical or substantially identical, or differ from each other by at most 20%, preferably at most 10%.
在橫截面積在6500mm2至15000mm2之範圍內的情況下，截面慣性矩Iy例如在200cm4至1130cm4之間，Ix例如在1700cm4 至5300cm4之間。在計算截面慣性矩Iy時，作用力自一側、即自其側面作用於翼軌區段20、22上，在計算截面慣性矩Ix時，作用力朝頂面57之方向作用於翼軌區段20、22上。藉由軟體以進行計算。 In the case of a cross-sectional area in the range of 6500 mm 2 to 15000 mm 2 , the section inertia moment Iy is, for example, between 200 cm 4 and 1130 cm 4 , and Ix is, for example, between 1700 cm 4 and 5300 cm 4. When calculating the section inertia moment Iy, the force acts on the rail segments 20, 22 from one side, that is, from the side surface thereof, and when calculating the section inertia moment Ix, the force acts on the rail segments 20, 22 in the direction of the top surface 57. The calculation is performed by software.
如下文所述，根據本發明，在與結構相關(超高部、凹入區域或用於連桿的通孔)而進行材料堆積或去除的區域中，相應的材料質量在其他區域已被去除或保留。 As will be described below, according to the invention, in areas where material accumulation or removal is carried out in relation to the structure (superelevations, recessed areas or through-holes for connecting rods), a corresponding material mass has been removed in other areas or reserved.
翼軌區段20、22係由一個塊體加工而成，因此，可特別是透過銑削以在車輪轉換區域中精確地以緊密公差實現最佳的幾何形狀，例如，特別是透過銑削加工以實現車輪踏面或轍叉心之支座之超高部，以便特別是在翼軌區段20、22之行車邊緣與轍叉心12之後續的行車邊緣之基本曲線之間實現基本曲線之較小的偏差，如結合圖7所闡述的那樣。 The rail sections 20, 22 are machined from a block so that the optimum geometry can be realized precisely with close tolerances in the wheel transition region, in particular by milling, for example, in particular by milling to realize the superelevation of the wheel tread or the support of the fork axle, in order to achieve in particular small deviations of the basic curve between the running edge of the rail sections 20, 22 and the basic curve of the subsequent running edge of the fork axle 12, as explained in conjunction with FIG. 7.
因此，圖7示出圖1所示細節X'，其係與轍叉心12之在其尖端112中的的區域相關，在該區域處，轍叉心12係貼靠在翼軌區段22之側面60上。 Thus, FIG. 7 shows the detail X' of FIG. 1 , which relates to the region of the fork core 12 in its tip 112 where the fork core 12 rests on the side 60 of the rail section 22.
在轍叉心12位於其頂側的區域中，即，在其頂點係在其中延伸的區域中，轍叉心12係呈平台狀並且具有寬度H，在其叉心之始端處，即，在實際的轍叉心處，該寬度在8mm至12mm之間的範圍內。該寬度能夠實現，因為，銑槽80係在側面60中延伸，使得行車邊緣82在其前部的區域84中以相對於翼軌區段22之預設基本曲線的行車邊緣85向內偏移的方式延伸。轍叉心12之尖端112係位於透過銑槽80加工出的凹入區域中，並且由此受到保護。在長度E之後，行車邊緣82在翼軌區段22之行車邊緣85之延長部中延伸，例如，在基本曲線中延伸。長度E可在80 mm至150mm之間，特別是在100mm的範圍內。行車邊緣在其與基本曲線銜接的位置處幾乎呈彎折。 In the region where the fork 12 is located at its top, i.e. in the region in which its apex extends, the fork 12 is platform-shaped and has a width H which, at the beginning of its fork, i.e. at the actual fork, is in the range between 8 mm and 12 mm. This width is possible because the milling groove 80 extends in the side surface 60 so that the running edge 82 in the region 84 of its front extends in an inwardly offset manner relative to the running edge 85 of the preset basic curve of the wing rail section 22. The tip 112 of the fork 12 is located in the recessed region machined by the milling groove 80 and is thereby protected. After a length E, the running edge 82 extends in the extension of the running edge 85 of the wing rail section 22, for example in a base curve. The length E can be between 80 mm and 150 mm, in particular in the range of 100 mm. The running edge is almost bent at the point where it joins the base curve.
可以看出，在銑槽80中，在轍叉心12之尖端112前方設有空隙86。該空隙86是必要的，以便轍叉心112在熱膨脹的過程中保持在銑槽中。 It can be seen that in the milling groove 80, a gap 86 is provided in front of the tip 112 of the pawl core 12. The gap 86 is necessary so that the pawl core 112 remains in the milling groove during thermal expansion.
如圖10所示，轍叉心12係於頭部側在其可駛近的前部區域中平台狀地延伸，其中示出轍叉尖端體56自緊鄰其叉心開始直至某個點的發展，在該點中，轍叉心12之行車邊緣之走向係相當於行車邊緣之基本曲線，即，翼軌區段22之在銑槽外部的行車邊緣之走向。 As shown in Figure 10, the frog core 12 extends platform-like on the head side in its accessible front area, which shows the development of the frog tip body 56 from immediately adjacent to its fork core until a certain point. , in which the course of the running edge of the frog core 12 corresponds to the basic curve of the running edge, ie the course of the running edge of the wing rail section 22 outside the milled groove.
尖端始端處的平台狀區域在圖10中用元件符號57標示。側面58與61之間的寬度，即，尖端體56之頂側處之平台狀區域之寬度，在8mm至12mm之間。 The plateau-shaped area at the beginning of the tip is indicated by element symbol 57 in FIG. 10 . The width between the sides 58 and 61 , i.e., the width of the plateau-shaped area at the top side of the tip body 56 , is between 8 mm and 12 mm.
側面58或61與豎直線(線63)所成的角度α在10°至20°之間。 The angle α between the side surface 58 or 61 and the vertical line (line 63) is between 10° and 20°.
轍叉心12之寬度H即為其頂面之寬度，並且係由左側面及右側面58、61至形成邊緣157之高度的延長部所定義。行車邊緣即是沿轍叉心12之縱向方向的線，其根據德國鐵路公司的標準，其例如係在頂面之頂點以下14mm處延伸。 The width H of the fork 12 is the width of its top surface and is defined by the extension of the left and right side surfaces 58, 61 to the height forming the edge 157. The running edge is a line along the longitudinal direction of the fork 12, which, according to the German Railways standard, extends, for example, 14 mm below the top point of the top surface.
自圖示中可以看出，尖端體56之寬度係自其尖端之始端開始逐漸增大，如輪廓65、67、69之比較所示。輪廓69相當於轍叉心12在一區域中的橫截面，在該區域中，轍叉心12或其尖端體56之行車邊緣 係相當於行車邊緣之基本曲線，即，翼軌區段22之基本曲線。相應地適用於翼軌區段20。 As can be seen from the illustration, the width of the tip body 56 gradually increases from the beginning of its tip, as shown by a comparison of profiles 65, 67, 69. The contour 69 corresponds to the cross section of the frog core 12 in a region in which the running edge of the frog core 12 or its tip body 56 It is equivalent to the basic curve of the running edge, that is, the basic curve of the wing rail section 22. The same applies to the wing rail section 20 .
圖10亦示出翼軌以及翼軌區段20之走向變化。 Figure 10 also shows the change in direction of the wing rail and wing rail section 20.
然後，將透過銑削加工出的材料質量保留在翼軌區段20的相對立側上，使得翼軌區段20之幾何形狀與其基本曲線相比略有變化，因此，不論銑槽80為如何，基本上存在相同的截面慣性矩。 The mass of material removed by milling is then retained on the opposite side of the rail segment 20, so that the geometry of the rail segment 20 varies slightly from its basic curve, so that essentially the same moment of inertia of the section exists regardless of the milling groove 80.
就通常存在的超高部而言，採取相同的處理方式，根據先前技術，係透過加襯以及彎曲翼軌以建構該超高部。 As for the commonly existing superelevation, the same treatment is adopted, and according to the prior art, the superelevation is constructed by lining and bending the wing rails.
與此相對，根據本發明，翼軌區段22以及翼軌區段22之超高部係由塊體透過銑削以製成，以便在通過銜接處時避免車輪下沉。與此相關的超高部係在圖2中示出。實線88為翼軌區段22之軌道上緣，即，其頂側距翼軌區段22之底面的距離最大的線。轍叉心12之上緣係透過線90示出。軌道上緣之在超高部外部的走向係透過線92表示。 In contrast, according to the invention, the wing rail section 22 and the super-high part of the wing rail section 22 are produced from blocks by milling, in order to prevent the wheels from sinking when passing the joint. The superelevation system related to this is shown in Figure 2. The solid line 88 is the upper track edge of the wing rail section 22 , ie the line whose top side is the greatest distance from the bottom surface of the wing rail section 22 . The upper edge of the frog core 12 is shown through line 90 . The direction of the upper edge of the track outside the superelevation is represented by line 92.
根據超高部區域中存在的附加材料，即，該附加材料之質量，在位於翼軌區段22中的相鄰區域中去除材料，使得橫截面區域中的質量與鄰接區域中的質量相同，進而產生相同的截面慣性矩。 Based on the additional material present in the superelevation region, i.e. the mass of the additional material, material is removed in the adjacent region in the rail section 22 so that the mass in the cross-sectional region is the same as the mass in the adjacent region, thereby generating the same moment of inertia of the section.
剖面SS(圖6)係處於翼軌區段20、22之具有開孔或鑽孔96、98的區域中，該等開孔或鑽孔係被封閉桿100、102所貫穿，而該等封閉桿則係與道岔驅動器連接，以便能夠將轍叉心12以動力耦合的方式貼靠在翼軌區段20或翼軌區段22上。 Section SS (Fig. 6) is in the region of the wing rail sections 20, 22 with openings or bores 96, 98 penetrated by closing rods 100, 102 which close The rod is connected to the switch drive in order to be able to dynamically couple the frog core 12 against the wing rail section 20 or 22 .
翼軌區段20、22之軌腹部66、68與標準軌之腹部相比為相對較厚，因此，不需要對鑽孔96、98再加工(例如在其邊緣區域)，以 達到所需的強度。此外，透過鑽孔96、98去除的質量基本上亦透過翼軌區段20、22中的材料凸出以得到補償，從而基本上產生相同的截面慣性矩，即使鑽孔96、98之緊鄰切割面中的截面慣性矩可能小於鄰接區域中的截面慣性矩，但由此亦不會背離本發明之技術原理。 The webs 66, 68 of the rail sections 20, 22 are relatively thick compared to the webs of standard rails, so that the bores 96, 98 do not need to be reworked (e.g. in their edge regions) to achieve the required strength. In addition, the mass removed by the bores 96, 98 is substantially compensated by the protrusion of material in the rail sections 20, 22, thereby substantially producing the same moment of inertia of the cross section, even though the moment of inertia of the cross section in the cutting surface immediately adjacent to the bores 96, 98 may be smaller than the moment of inertia of the cross section in the adjacent region, but this does not deviate from the technical principle of the invention.
相應的凸出部係在圖9中示出，其相當於圖6之剖面，但，其特徵原則上清楚地表明，與常規的輪廓曲線相比，翼軌區段20、22之背側處係透過建構出通孔96、98而被去除的材料量在銑削過程中得到保留。該凸出部在圖9中用元件符號122、124標示。 The corresponding protrusion is shown in FIG. 9 , which corresponds to the section in FIG. 6 , but whose character clearly shows in principle that the dorsal side of the wing rail sections 20 , 22 is significantly different from conventional contour curves. The amount of material removed by creating the through holes 96, 98 is retained during the milling process. The protrusions are designated by reference numerals 122 and 124 in FIG. 9 .
此外，圖10亦示出轍叉心12係由基體54與尖端體56所構成。其分界係以虛線71表示。在實施例中，基體54在至尖端體56的銜接區域中具有斜面73、75。尖端體56之凹形區域77、79係與該等斜面73、75相連接。尖端體56在與基體54相交的相交線(71)中的寬度BS為40mm
圖4中的剖面B-B是轍叉心12之凸緣104之區域中的縱向剖面，該凸緣在尖端112前方延伸，並且延伸至由第一墊隔件108加工而成的腔室106中，該墊隔件則是與翼軌區段20由塊體整體切削製成。 Section B-B in Figure 4 is a longitudinal section in the area of the flange 104 of the frog core 12, which flange extends in front of the tip 112 and into the cavity 106 formed by the first spacer 108, The spacer is integrally cut from a block with the wing rail section 20 .
相應的墊隔件係自翼軌區段22出發，該區段亦具有與凹部106相應的齊平地與凹部106銜接的凹部。在如此形成的空隙中，凸緣104可在調節轍叉心12時移動，從而確保轍叉心12不會在不允許的情況下被抬起，因為，凸緣106之運動在其豎直運動方面受到在頭部側限制凹部106的區段110的限制。 The corresponding spacer originates from the wing rail section 22, which also has a corresponding recess that adjoins the recess 106 flush with the recess 106. In the gap thus formed, the flange 104 can move when the fork 12 is adjusted, thereby ensuring that the fork 12 cannot be lifted in an unauthorized manner, because the movement of the flange 106 is limited in its vertical movement by the section 110 that limits the recess 106 on the head side.
在此情況下，凸緣104及凹部106之尺寸係相互協調，以便能夠實質上無摩擦地調節轍叉心12。 In this case, the dimensions of the flange 104 and the recess 106 are coordinated to allow substantially frictionless adjustment of the frog core 12 .
透過第一墊隔件108以將翼軌區段20、22透過高強度螺釘連接在一起。圖4示出螺紋元件136，如結合圖3所產生的那樣，該螺紋元件係被套筒114包圍並且穿過第一墊隔件108中相應的鑽孔。 The wing rail sections 20 and 22 are connected together through high-strength screws through the first spacer 108 . FIG. 4 shows a threaded element 136 which, as produced in conjunction with FIG. 3 , is surrounded by the sleeve 114 and passes through a corresponding bore in the first spacer 108 .
圖11再次示出本發明之翼軌區段20、22的特徵值。因此，翼軌區段20、22的長度LA可在1450mm至12000mm之間的範圍內。在此情況下，翼軌區段20、22在實際的轍叉心112前方朝轍叉心112之自由端(焊縫113、115)之方向在長度LV內延伸，而該長度可在600mm至1800mm之間。在實際的轍叉心112後方，即，朝尖軌根部的方向，翼軌區段20、22在大約850mm至10200mm的長度LT+LS內延伸，直至到達焊縫117、119。 FIG. 11 again shows the characteristic values of the rail segments 20, 22 of the invention. Therefore, the length LA of the rail segments 20, 22 can be in the range between 1450 mm and 12000 mm. In this case, the rail segments 20, 22 extend in the direction of the free end of the fork 112 (welds 113, 115) in front of the actual fork 112 over a length LV, which can be between 600 mm and 1800 mm. Behind the actual fork 112, i.e. in the direction of the root of the pointed rail, the rail segments 20, 22 extend in a length LT+LS of about 850 mm to 10200 mm until they reach the welds 117, 119.
車輪轉換區域距實際的轍叉心112之距離LU較佳為200mm
亦示出了翼軌區段20、22之長度LT，其中存在相同或實質上相同的截面慣性矩。長度LT在250mm至9000mm之間的範圍內，並且在實際的轍叉心112與轍叉心12之與翼軌區段20或22分離的區域之間延伸，即，與該區段間隔一定距離。在圖11中，該區域用元件符號121標示，並且顯示為線。 Also shown are the lengths LT of the wing rail sections 20, 22 in which the same or substantially the same cross-sectional moment of inertia exists. The length LT is in the range between 250 mm and 9000 mm and extends between the actual frog core 112 and the area of the frog core 12 that is separated from the wing rail section 20 or 22, ie is spaced a certain distance from this section . In Figure 11, this area is designated by symbol 121 and shown as a line.
翼軌區段20、22延伸至越過該點(長度LS)，較佳地越過另外兩個閾場。長度LS較佳在600mm至1200mm之間。 The wing rail sections 20, 22 extend beyond this point (length LS), preferably beyond the other two threshold fields. The length LS is preferably between 600mm and 1200mm.
此外，實際的轍叉心112與轍叉心12之前部自由端之間的距離如圖11所示，該距離以長度LN表示。長度LN較佳為100mm至500mm。轍叉心12之前部自由端為結合圖4所描述的凸緣104之自由端。 In addition, the distance between the actual paddle core 112 and the front free end of the paddle core 12 is shown in FIG. 11 , and the distance is represented by a length LN. The length LN is preferably 100 mm to 500 mm. The front free end of the paddle core 12 is the free end of the flange 104 described in conjunction with FIG. 4 .
本發明之特徵在於：一種轍叉10，其至少包括具有軌頭部62、64及軌腹部66、68的翼軌16、18，連同可動地佈置在諸翼軌之間的轍叉心12，其中，位於轍叉心與翼軌之間的車輪轉換區域係在該轍叉心之區域中延伸，其中，該等翼軌係可解除地相互連接，並且每個翼軌皆獨立於轍叉心而具有至少在車輪轉換區域之長度內延伸的翼軌區段，或者由此一由鍛造塊製成的翼軌區段所構成。 The invention is characterized in that: a fork 10 comprises at least rails 16, 18 having rail heads 62, 64 and rail webs 66, 68, together with a fork core 12 movably arranged between the rails, wherein the wheel conversion area between the fork core and the rails extends in the area of the fork core, wherein the rails are releasably connected to each other, and each rail is independent of the fork core and has a rail section extending at least within the length of the wheel conversion area, or is composed of such a rail section made of a forged block.
此轍叉之特徵亦在於：垂直於翼軌區段之縱軸的橫截面中的截面慣性矩Ix、Iy至少在轍叉心與翼軌區段之貼靠面的區域中是相同或實質上相同的，彼此相差至多±20%，特別是至多±10%。 This frog is also characterized in that the cross-sectional moments of inertia Ix, Iy in a cross section perpendicular to the longitudinal axis of the wing rail section are the same or substantially the same at least in the area of the frog center and the abutment surface of the wing rail section. Identical, differing from each other by at most ±20%, in particular at most ±10%.
此外，本發明之特徵在於：根據翼軌區段20、22之區域中之在該區域中因翼軌區段之基本幾何形狀之幾何形狀變化而產生的材料質量，係在幾何形狀變化之區域中去除或保留相應的材料質量，以實現相同或實質上相同的截面慣性矩。 Furthermore, the invention is characterized in that the material mass in the region of the wing rail sections 20 , 22 resulting from the geometric change in the basic geometry of the wing rail section is in the region of the geometric change. Removal or retention of corresponding material mass in order to achieve the same or substantially the same cross-sectional moment of inertia.
本發明之特徵亦在於：轍叉心12之尖端區域與翼軌區段20、22的貼靠面是該翼軌區段之側面60中凹入地延伸至該翼軌區段的行車邊緣之區域80(如銑槽)之一部分，其中，較佳地根據為了形成凹入的 區域80而特別是在翼軌區段20、22之背離轍叉心的一側上去除的材料之質量，將較多的材料保留在該翼軌區段上。 The invention is also characterized in that the contact surface between the tip region of the fork 12 and the rail segments 20, 22 is a portion of a region 80 (such as a milling groove) in the side surface 60 of the rail segment that extends concavely to the running edge of the rail segment, wherein preferably more material is retained on the rail segment according to the mass of material removed to form the concave region 80, especially on the side of the rail segments 20, 22 facing away from the fork.
本發明之轍叉之特徵在於：轍叉心12之行車邊緣曲線係間隔一距離E以自實際的轍叉心112出發，而與通過翼軌區段20、22之行車邊緣以預設的基本曲線銜接，其距離為80mm
一種具有自翼軌16、18出發的防脫軌保護裝置的轍叉，其轍叉心12之最前面的區域104係可調節地佈置在該防脫軌保護裝置中，其特徵在於：該防脫軌保護裝置係由塊體整體加工而成。 A frog with an anti-derailment protection device starting from the wing rails 16, 18, the frontmost area 104 of the frog core 12 is adjustably arranged in the anti-derailment protection device, and is characterized in that: the anti-derailment protection device The device is processed entirely from blocks.
此外，此轍叉之特徵還在於：防脫軌保護裝置係整體式地建構在第一墊隔件108中，翼軌區段20、22則係透過該第一墊隔件以相對於彼此支撐及連接。 Furthermore, this frog is characterized in that the anti-derailment protection device is integrally constructed in a first spacer 108 through which the wing rail sections 20, 22 are supported relative to each other. connection.
本發明之特徵還在於：第一墊隔件108係與翼軌區段20、22整體式地由諸多塊體加工而成，而該等塊體則各具有一個凹部106，其中，在組成諸翼軌區段時，該等凹部係彼此銜接以形成開放的腔室，而轍叉心12之最前面的區域104係可調節地佈置在該腔室中。 The present invention is also characterized in that the first spacer 108 is integrally processed with the wing rail sections 20, 22 from a plurality of blocks, and each of the blocks has a recess 106, wherein, when the wing rail sections are assembled, the recesses are connected to each other to form an open chamber, and the frontmost area 104 of the fork core 12 is adjustably arranged in the chamber.
本發明之轍叉之特徵亦在於：轍叉心12具有特別是長方體的基體(54)，該基體則具有自其出發而剖面呈三角形的尖端體56，該基體之寬度B為B
具有至少一個設於翼軌16、18之軌腹部66、68中而用於桿元件100、102(如封閉桿或試驗桿)的通孔的轍叉，其特徵在於：翼軌區段20、22之軌腹部66、68至少在通孔96、98之區域中具有厚度D，該
厚度為D
此外，此轍叉之特徵在於：在轍叉心12與翼軌區段20、22之間的銜接區域中，透過對塊體切削加工而加工出一超高部。 In addition, the characteristic of this fork is that in the joint area between the fork center 12 and the wing rail sections 20, 22, a super-high portion is machined by cutting the block.
此轍叉之特徵亦在於：翼軌區段20、22係在轍叉心12之外部透過第二墊隔件32、34以相互支撐，而該等第二墊隔件係與該等翼軌整體式地由塊體加工而成。 The characteristic of this fork is that the rail sections 20 and 22 are supported by each other through second spacers 32 and 34 outside the fork core 12, and the second spacers are integrally machined from a block with the rails.
此外，本發明之特徵還在於：翼軌區段20、22係由塊體加工而成，使得，在翼軌區段之幾何形狀與其基本幾何形狀有所偏差的區域中，諸如在超高部或相對於行車邊緣85為凹入的區域80中，根據由幾何曲線變化而產生的材料質量，去除翼軌區段中之相鄰區域中之材料質量，或者保留除基本幾何形狀之外的材料質量。 In addition, the present invention is characterized in that the rail sections 20, 22 are machined from blocks so that, in areas where the geometry of the rail section deviates from its basic geometry, such as in the superelevation portion or in the area 80 that is concave relative to the vehicle edge 85, the material mass in the adjacent area of the rail section is removed or the material mass other than the basic geometry is retained according to the material mass generated by the change in the geometric curve.
此外，本發明之特徵亦在於提出一種製造用於具有可動的轍叉心12的轍叉10之翼軌16、18的方法，其特徵在於：每個翼軌16、18之至少一個翼軌區段20、22係由鍛造鋼塊透過切削加工以製成，其中，在轍叉心12貼靠在翼軌區段20、22上的區域中，整體式地加工出其車輪踏面之一超高部。 In addition, the present invention is also characterized in that a method for manufacturing rails 16, 18 for a paddle 10 having a movable paddle center 12 is proposed, wherein at least one rail section 20, 22 of each rail 16, 18 is made from a forged steel block by cutting, wherein an overhang portion of the wheel tread is integrally machined in the area where the paddle center 12 abuts against the rail section 20, 22.
本發明之方法之特徵在於：用於轍叉心12之防脫軌保護裝置係與翼軌區段20、22整體式地由塊體加工而成。 The method according to the invention is characterized in that the derailment protection device for the frog core 12 is produced integrally with the wing rail sections 20 , 22 from a block.
本發明之方法之特徵亦在於：在翼軌區段20、22之在轍叉心側延伸的側面58、60中，由塊體加工出具有用於轍叉心12、112之貼靠面而相對於行車邊緣85之基本曲線呈凹入的區域80。 The method according to the invention is also characterized in that the sides 58, 60 of the wing rail sections 20, 22 extending towards the frog cores are machined out of blocks with contact surfaces for the frog cores 12, 112. An area 80 is concave relative to the basic curve of the running edge 85 .
此外，本發明之方法之特徵還在於：翼軌區段20、22係由塊體加工而成，使得，在翼軌區段之幾何形狀與其基本幾何形狀有所偏差的區域中，諸如在超高部或相對於行車邊緣85為凹入的區域80中，根據由幾何曲線變化而產生的材料質量，去除翼軌區段中之相鄰區域中之材料質量，或者保留除基本幾何形狀之外的材料質量，以使該翼軌區段之截面慣性矩保持不變或實質上保持不變。 In addition, the method of the present invention is characterized in that the rail segments 20, 22 are machined from blocks so that, in areas where the geometry of the rail segments deviates from their basic geometry, such as in the superelevation portion or in the area 80 that is concave relative to the vehicle edge 85, the material mass in the adjacent area of the rail segment is removed according to the material mass generated by the change in the geometric curve, or the material mass other than the basic geometry is retained, so that the cross-sectional inertia moment of the rail segment remains unchanged or substantially unchanged.
本發明之方法之特徵亦在於：翼軌區段20、22係由塊體加工而成，使得，垂直於翼軌區段之縱軸的橫截面中的截面慣性矩至少在轍叉心12與翼軌區段之貼靠面的區域中是相同或實質上相同的，彼此相差至多±20%，特別是至多±10%。 The method of the present invention is also characterized in that the rail segments 20, 22 are machined from blocks so that the section inertia moments in the cross section perpendicular to the longitudinal axis of the rail segment are the same or substantially the same at least in the region of the fork center 12 and the contact surface of the rail segment, and differ from each other by at most ±20%, in particular at most ±10%.
10:轍叉 10: Fork
12:轍叉心 12: Heart of the fork
16:翼軌 16: Wing Rail
18:翼軌 18:Wing rail
20:翼軌區段 20: Wing track section
22:翼軌區段 22: Wing rail section
Claims (18)
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102021106050.8 | 2021-03-12 | ||
| DE102021106050.8A DE102021106050A1 (en) | 2021-03-12 | 2021-03-12 | heart |
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| Publication Number | Publication Date |
|---|---|
| TW202237942A TW202237942A (en) | 2022-10-01 |
| TWI836365B true TWI836365B (en) | 2024-03-21 |
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ID=80449149
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| TW111107852A TWI836365B (en) | 2021-03-12 | 2022-03-04 | Frog and method of manufacturing wing rail for frog |
Country Status (7)
| Country | Link |
|---|---|
| US (1) | US20240110339A1 (en) |
| EP (1) | EP4278041A1 (en) |
| CN (1) | CN116981807A (en) |
| CA (1) | CA3206574A1 (en) |
| DE (1) | DE102021106050A1 (en) |
| TW (1) | TWI836365B (en) |
| WO (1) | WO2022189107A1 (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1455016A2 (en) * | 2003-03-06 | 2004-09-08 | Schreck-Mieves GmbH | Railroad frog |
| CN1891906A (en) * | 2005-07-04 | 2007-01-10 | 福斯洛-科吉费尔公司 | Movable point crossing frog for a rail track |
| US20130032675A1 (en) * | 2010-04-09 | 2013-02-07 | Amurrio Ferrocarril Y Equipos, S.A | Locking device for crossings with movable frog point |
| TW201344010A (en) * | 2012-02-06 | 2013-11-01 | Voestalpine Bwg Gmbh | Track section for a rail and method for increasing the elastic bedding |
| EP3312341A1 (en) * | 2016-10-24 | 2018-04-25 | voestalpine BWG GmbH | Wing rails of a fog and method for producing a frog |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DK0920554T3 (en) | 1996-08-21 | 2001-04-17 | Innovatiestichting High Rail T | Heart piece for track changes and crossings |
| DE10310040A1 (en) | 2003-03-06 | 2004-09-16 | Schreck-Mieves Gmbh | heart |
| DE102006030813B4 (en) | 2006-06-30 | 2011-01-20 | Db Netz Ag | Protection ramp of a wing rail of a switch |
-
2021
- 2021-03-12 DE DE102021106050.8A patent/DE102021106050A1/en active Pending
-
2022
- 2022-02-16 CA CA3206574A patent/CA3206574A1/en active Pending
- 2022-02-16 WO PCT/EP2022/053769 patent/WO2022189107A1/en active Application Filing
- 2022-02-16 EP EP22706044.9A patent/EP4278041A1/en active Pending
- 2022-02-16 US US18/263,237 patent/US20240110339A1/en active Pending
- 2022-02-16 CN CN202280020886.9A patent/CN116981807A/en active Pending
- 2022-03-04 TW TW111107852A patent/TWI836365B/en active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1455016A2 (en) * | 2003-03-06 | 2004-09-08 | Schreck-Mieves GmbH | Railroad frog |
| CN1891906A (en) * | 2005-07-04 | 2007-01-10 | 福斯洛-科吉费尔公司 | Movable point crossing frog for a rail track |
| US20130032675A1 (en) * | 2010-04-09 | 2013-02-07 | Amurrio Ferrocarril Y Equipos, S.A | Locking device for crossings with movable frog point |
| TW201344010A (en) * | 2012-02-06 | 2013-11-01 | Voestalpine Bwg Gmbh | Track section for a rail and method for increasing the elastic bedding |
| EP3312341A1 (en) * | 2016-10-24 | 2018-04-25 | voestalpine BWG GmbH | Wing rails of a fog and method for producing a frog |
Also Published As
| Publication number | Publication date |
|---|---|
| CN116981807A (en) | 2023-10-31 |
| US20240110339A1 (en) | 2024-04-04 |
| DE102021106050A1 (en) | 2022-09-15 |
| TW202237942A (en) | 2022-10-01 |
| WO2022189107A1 (en) | 2022-09-15 |
| EP4278041A1 (en) | 2023-11-22 |
| CA3206574A1 (en) | 2022-09-15 |
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