WO2004033797A1

WO2004033797A1 - Articulated rail connection for rail joints of profiled sliding rails

Info

Publication number: WO2004033797A1
Application number: PCT/EP2003/010884
Authority: WO
Inventors: Helmut NEUHÄUSER
Original assignee: Neuhäuser Gmbh + Co Lager- Und Fördersysteme
Priority date: 2002-10-02
Filing date: 2003-10-01
Publication date: 2004-04-22
Also published as: ES2278225T3; ZA200503459B; EP1546461A1; UA83009C2; CN1325728C; DE20215155U1; WO2004033797A8; MXPA05003535A; ZA200503458B; UA83008C2; EA200500577A1; PL375577A1; EP1549801A1; CN1714204A; EP1549801B1; DE50311147D1; PL214801B1; AU2003268899A1; WO2004033796A1; CN100485126C

Abstract

The invention relates to an articulated rail connection for rail joints (1a, 1b) of profiled sliding rails. An articulation (8) comprising at least one bearing flange (15) bridging the joint region is located at least in the upper joint region (S) of adjacent rail joints (1a, lb). According to the invention, the third bearing flanges or tongues (15) co-operating with second additional bearing flanges (14, 34) in an articulated manner are used to connect the same.

Description

Articulated rail connection for rail joints from

Profile rails

Description :

The invention relates to an articulated rail connection for rail joints of profile rails, an articulated connection with at least one bearing cheek bridging the joint region being provided at least in the upper joint region of adjacent rail joints.

Such an articulated rail connection is described for example in the context of DE 198 54 937 Cl or also DE 196 16 937 Cl. In both cases, a suspension device is integrated into the upper joint connection.

For this purpose, within the scope of DE 198 54 937 Cl, the associated butting area is provided with bearing cheeks with an intermediate holding intermediate piece. In the course of the pre-assembly, the bearing cheek fastened to it can be fixed to the holding intermediate piece via a twist-lock connection in order to hold one of the bumper rails floating at the end. In the course of the final assembly, the adjacent other bumper rail is connected to the holding intermediate piece with its other bearing cheek about an axis of rotation located in the lower joint area; pivoted and connected to this. The known measures have proven themselves, but they can be improved with regard to manageability and simple assembly.

This also applies to the further prior art according to DE 196 16 937 Cl. Because here, too, bearing cheeks bridging the joint area are provided. A bearing cheek has an elongated hole which follows a pivoting movement of the two profile rails about a pivot axis arranged orthogonally to the longitudinal direction of the rails in the abutment area of the lower flanges of the two profile rails. A suspension hook with a guide pin which engages in the aforementioned elongated hole is arranged between the two bearing cheeks.

Manageability can also be improved at this point. This is because the articulated rail connections mentioned are usually used for guiding and holding monorail monorails in underground mining and tunnel construction. Suspension chains attached to individual frames of a track extension have the task of absorbing the weight of the profile tracks themselves as well as the transported materials and transferring them to the track extension.

In the course of assembly, it is therefore not only necessary to couple the individual profile rails or rail joints to one another with the aid of the articulated rail connection, but the rail track formed in this way must also be connected to the track extension via the suspension chains. This is done by means of the suspension device, which in the simplest case is a bore for receiving a shackle, a bolt or the like. This means that the bore mentioned is usually used to link a suspension element, for example a chain link or an intermediate link.

Since, in the prior art, on the one hand the articulated connection and on the other hand the suspension device are combined, intolerance can arise during assembly. The invention seeks to remedy this.

The invention is based on the technical problem of further developing a generic articulated rail connection for rail joints of profile rails so that the manageability is improved both when connecting the individual rail joints and when hanging up the rail track formed in this way on the track extension or a comparable device.

To solve this technical problem, the invention proposes in a generic articulated rail connection that, in addition to the already mentioned bearing cheek, at least one bearing cheek is realized or fastened on one rail joint and at least one bearing cheek on the other rail joint, with the connection of the two bearing cheeks hereby articulated interacting third bearing cheek or bracket serves, which - as said - bridges the joint area.

Two or even all three bearing cheeks bridging the joint region can also be realized in the upper joint region of adjacent profile rails, two of which Pocket cheeks Form a pocket to hold the third - still independent and retrofitted - third sheet cheek. It is crucial that three bearing cheeks (or more) form the upper articulated connection, of which at least two bearing cheeks are attached to the rail joints, while the third bearing cheek is (initially) freely movable and ensures the articulated connection of the other two bearing cheeks.

An optional suspension device may assume a position on the upper flange of at least one of the two adjacent rail joints that is spaced apart from the joint area and the articulated connection. That is, at least every second rail joint or every second profile running rail is equipped with the relevant suspension device.

The suspension device may be designed independently and separately from the articulation. However, it is also possible for the suspension device to form an integral component together with the articulated connection. Finally, the invention recommends that the suspension device be designed as a connection eyelet for connecting an optional extension web and / or a swing arm.

As a result, an articulated rail connection for rail joints of profile rails is created, which is first of all characterized by improved handling and ease of installation compared to the prior art. This is because, due to the position of the suspension device spaced apart from the joint area and the articulated connection, the process of suspending or unclamping the respective ones formed from the individual rail joints can be carried out Separate the profile runner temporally and locally from the actual connection process of the rail joints. This means that either the rail joints can first be coupled to one another via the respective articulated connection and then hung up, or first a rail joint can be hung up and then connected to an adjacent rail joint. Either way, the invention enables a high degree of flexibility and ease of installation.

This also contributes in particular to the fact that a rail joint can already be suspended and is then only connected to the adjacent rail joint by means of an articulated connection. This means that the weight of a rail joint and then the adjacent rail joint connected to it is taken up by the suspension device as a whole, so that the loads to be lifted are significantly reduced in comparison to the known prior art.

A total of three or more bearing cheeks can be realized, of which (each) two pocket cheeks on one

Rail pocket in pairs in front view a pocket for

Form the holder of the third sheet cheek or bearing cheek or tab. In this case, the pocket cheeks can be connected to one another on the head side and / or on the foot side by a connecting web. This connecting bridge may be at his

Pocket facing surface have a guide surface for the sheet cheek sliding along it.

In addition, the two pocket cheeks are usually each equipped with an elongated hole, which is penetrated by a guide pin which the leaf cheek carries. This guide pin protrudes on both sides of the pocket cheeks and is held in the blade cheek or the two elongated holes using standard fastening methods. It is conceivable to provide the guide pin with a head on the one hand and a nut on the other. Securing pins on one or both sides or comparable securing devices can also be used.

This variant of the invention additionally increases the ease of assembly compared to the generic state of the art according to DE 196 16 937 C1. To connect the adjacent rail joints in the upper joint area, it is only necessary to insert the sheet cheek or third bearing cheek (which bridges the joint area) into or between the pocket cheeks and to insert the guide bolt through the hole in the sheet cheek aligned with the two elongated holes in the pocket cheeks and anchor it.

The guide surface on the connecting web ensures that movements of the rail joints to each other are recorded easily and in a guided manner. The elongated holes, which have a contour following the guide surface, also contribute to this.

Such movements of the rail joints to one another must be mastered because the route expansion is not static and consequently changes in the distance and / or angle of the rail joints to one another can result from this. This is particularly easy and effective in the context of this variant, and assembly is also simplified. Basically, in this configuration, the procedure is such that at least one bearing cheek or a pair of bearing cheeks is realized on one rail joint and at least one bearing cheek or pair of bearing cheeks on the other rail joint, with the further (articulatedly engaging here) for connecting the two bearing cheeks (pairs). third) bearing cheek or tab is used. The two respective bearing cheeks or pairs of bearing cheeks can be fork-shaped. It has also proven to be advantageous if the additional third cheek or tab is equipped with an elongated hole on at least one side in order to be able to absorb the described joint movements.

This further embodiment is equipped with the advantage of a particularly inexpensive and assembly-friendly production. The additional cheek or bracket for transport can also be captively attached to one pair of bearing cheeks or rail joint, in such a way that there is no overhang over the edge of the rail joint.

If the profile rails have at least one U-shaped lower flange with a recess arranged between the U-legs, an articulated connection with swivel bearing shell and swivel bearing sheet engaging therein can also be realized at least in the lower joint area of adjacent rail joints. The swivel bearing shell is arranged in the recess in the lower flange, so that the swivel bearing shell is fixed in the recess without machining. For this purpose, the swivel bearing shell may have a recess for a swivel nose arranged on the swivel bearing sheet. The swivel bearing shell also preferably has stops which project into the recess and are engaged by the swivel nose in the installed state. These stops can define the aforementioned recess together with a limiting block, the stops and limiting block being coupled to one another by connecting webs, so that the necessary stability of the swivel bearing shell is established. In addition, the swivel bearing shell can be divided in the longitudinal direction and consist of two swivel bearing shell halves which are connected to one another, in particular welded, in the installed state, but this is not mandatory.

It is also conceivable to also design the pivot bearing blade in the longitudinal direction and to accommodate it without machining in the lower joint area of the other of the adjacent rail joints. Then two pivot bearing blade halves are realized, which are combined with one another during installation.

These measures of the invention are associated with the further advantage that, in contrast to the prior art according to DE 198 54 937 Cl and also DE 196 16 937 Cl, it is no longer necessary to process the lower flange of the rail joint to be equipped with the swivel bearing shell. Rather, the swivel bearing shell designed in accordance with the invention can be inserted directly into the recess between the U-legs of the U-shaped lower flange, which is already present in the case of I-profile rails in particular inserted and welded here. This represents an enormous ease of assembly and cost savings.

Nevertheless, the functionality of the swivel bearing shell described is in no way impaired, but is the same as that described in the generic state of the art according to DE 198 54 937 Cl or DE 196 16 937 Cl. The stops reached by the swivel nose in connection with the limiting block ensure that the articulated connection is made properly. For this purpose, it is only necessary to insert the swivel bearing sheet into the swivel bearing shell, so that the swivel nose engages in the recess and engages behind the stops.

So that movements of the rail joints against each other can be compensated, the swivel nose and stops in the area of the lower articulation have corresponding and sliding guide surfaces. As a result, movements of the rail joints relative to one another can be absorbed without any problems in connection with a conventional or an upper articulated connection configured as described above. In this context, the pivot point is always below the running surface in the lower flange.

The above-mentioned suspension device may be hinged to the upper flange in the form of a rocker arm which has at least one guy hole. This articulated rail connection, which is known for example from DE 198 54 937 Cl, is characterized in that that an assembly aid is provided in addition to the guy hole.

This assembly aid device may be an assembly aid hole for receiving an assembly aid bolt with an assembly aid located thereon, e.g. B. chain, rope or the like. In this context, the assembly aid device can be arranged on a plane of symmetry at the head end of the rocker. The rocker itself usually has two flanges that are spaced apart by one or more spacers.

In this way, a swing arm is made available, which can be attached to the track extension particularly easily with the rail joint or rail fastenings attached to it. This is essentially due to the assembly aid, which allows the respective rail joint or the rail joints that are already connected to be raised to the desired height in the line extension and only then to be braced. This can be done, for example, with cable winches, chain lifters or other lifting devices which engage or form the assembly aid device. In the simplest case, this is an assembly aid bore with an assembly aid bolt or shackle accommodated therein, to which an assembly aid is connected, which may only be an example of a chain, a rope or the like.

By arranging the assembly aid device on the

The plane of symmetry at the head of the swing arm ensures that the lifting forces are usually in or near the impact area attack the rail joints because the rocker arm is usually mounted symmetrically compared to this joint area, i.e. the plane of symmetry of the rocker arm and joint area coincide. Finally, the two-flange design of the swing arm ensures that it is particularly torsionally rigid and that changing tensile forces can be easily absorbed by changes in the route expansion.

Finally, the profile rails usually have fork-shaped upper flanges in cross-section and vice versa fork-shaped lower flanges. They can have an I-shaped cross-section. This enables high moments of resistance to be achieved with reduced manufacturing costs and simplified manipulation during rail assembly. The individual rail joints of the profile rails are made available as rolled steel profiles and have specifications as described in DE 296 04 431 Ul.

The sheet cheek or third bearing cheek or tab may be attached to a rail joint on the two pocket cheeks of a pair of pocket cheeks in the transport position of the rail joints. As a result, the sheet cheek or third bearing cheek or tab is captive with the relevant

Rail joint connected.

The two pocket cheeks or bearing cheeks can be connected to the upper flange in a substantially V-shape. It goes without saying that the upper flange and the base of the pocket cheeks are designed accordingly, so that a welded connection can be provided at this point.

The third sheet cheek or bearing cheek or bracket is usually attached to one rail joint and engages under or overlaps a stop on the other rail joint with a hook. For this purpose, the relevant third sheet cheek or bearing cheek or tab is equipped with a fastening area and an engagement area. The fastening area serves to fix the bearing cheek or bracket, while the engagement area has the hook which interacts with the stop on the other rail joint.

This is solved in detail in such a way that the arch recess delimited by the hook glides along the relevant stop, defining a maximum possible swivel angle of the two rail joints. For this purpose, a sliding surface of the arch recess is assigned to the hook.

The described articulated rail connection is always characterized in particular in that first a profile running rail or a rail joint is suspended and only then is the other rail joint assembled, with the rail connection being realized. In this case, the second rail joint can advantageously first be connected in an articulated manner to the lower rail joint via the lower articulated connection and then experiences a fixed connection with the aid of the additional third cheek or bracket. The invention is explained in more detail below on the basis of a drawing illustrating only one exemplary embodiment; show it:

La, lb the articulated rail connection according to the invention in side view (Fig. La) and front view (Fig. Lb),

2a, 2b a rail joint of the articulated rail connection according to Fig. La, lb with associated pivot bearing sheet,

3a, 3b the other rail joint with the pivot bearing sheet,

4 the pivot bearing sheet in supervision,

Fig. 5 is a schematic view of the pivot cup and

6 shows a modified embodiment of the articulated rail connection with associated rocker,

7 shows a further variant of the invention,

8 to 10 individual components of the embodiment according to FIG. 7 in respective detail views, 11 and 12 a modified embodiment of the embodiment of FIGS. 7 to 10 and

13 to 15 a further variant of the invention, and

16a, b, and c the two rail joints taking into account different pivoting angles to one another.

In the figures, a rail connection for rail joints la, lb of profile rails is shown. The rail joints 1a, 1b are designed in the context of the exemplary embodiment in an I-shaped embodiment with an upper flange 2 and a lower flange 4 forming running surfaces 3. Wheels of individual wagons of a monorail monorail are guided and moved on the running surfaces 3. However, this is not mandatory.

1b, 2b, 3b and 15, both the upper flange 2 and the lower flange 4 each have pocket-shaped recesses 5 in cross section. In this way, the I-shaped rail joints la, lb with an essentially U-shaped upper flange 2 with U-legs 6 and recess 5 arranged between them. The same applies to the lower flange 4, which has an inverted U-shaped profile with associated U-legs 6, which receive the recess 5 between them.

1, 6, 7 and 13, 14 it can be seen that on the upper flange 2 of the one profile rail la at least a suspension device 7 is provided. In addition, both the upper and the lower joint area S of the adjacent rail joints la, lb have respective articulated connections 8, 9.

The suspension device 7 occupies a position on the upper flange 2 that is spaced apart from the joint area S and the articulated connection 8, 9. The suspension device 7 is arranged on at least one of two adjacent rail joints 1a, 1b. In the context of the embodiment, the suspension device 7 is located on the one rail joint la. In principle, the suspension device 7 could additionally (or alternatively) also be fastened to the other rail joint 1b.

According to a first embodiment, as shown in FIGS. 1 and 13, 14, the suspension device 7 is designed independently and separately from the articulated connection 8, 9 - in the example shown, the upper articulated connection 8. However, it is also possible for the suspension device 7 to form an integral component together with the articulated connection 8, 9, in the present case the upper articulated connection 8. This is shown in FIGS. 6 and 7 to 10.

Specifically, the suspension device 7 is a connection eyelet 7 to which an optional extension web 10 and a rocker 11 can be connected (see FIGS. 1, 6, 7 and 13, 14). It goes without saying that the extension web 10 and the rocker 11 are each connected in an articulated manner so that movements of the

Rail joints la, lb can be added to each other. However, it is just as well conceivable, and The inventive concept includes when extension web 10 and rocker 11 are made in one piece. This means that only the suspension device 7 or the connection eyelet 7 then ensures the necessary joint mobility. Because swing arm 11 and extension web 10 then form a unit.

1b that the recess 5 in the upper flange 2 receives the connecting eye 7 between the U-legs 6. For this purpose, the connection eyelet 7 is part of a fastening web 12 which is connected to the upper flange 2 in the recess 5 or between the legs 6. This is usually done by welding.

The fastening web 12 with the connection eyelet 7 is now overlapped by two flanges 13 of the extension web 10. At this point, a hinge pin that passes through aligned bores serves for the described articulated connection. - Within the scope of the variant according to FIG. 6, the fastening web 12 there forms an integral component together with two pocket cheeks or bearing cheeks 14, as will be explained in more detail below.

In the embodiment according to FIGS. 7 to 10 and 13, 14, the two pocket cheeks or bearing cheeks 14 are connected to the rail joint 1 a, while the extension web 10 engages between the pocket cheeks 14. This also applies to a third sheet cheek 15 or tab 15, as will be explained in more detail below. As part of the variant according to FIGS. 1 to 6, a total of three bearing cheeks 14, 15 bridging the butt area S are realized in the upper butt area S of adjacent rail butts la, lb. These three bearing cheeks 14, 15 are, on the one hand, the two pocket cheeks 14 already mentioned, which, in a front view (cf. in particular FIG. 3b), form a pocket 16 for receiving the third sheet cheek 15 on the other hand. 1 to 5, the sheet cheek 15 is attached to one bumper rail la, while the other bumper rail lb carries the two pocket cheeks 14. In this case, the two cheeks 14, 15 each form a bearing cheek 15 on one rail joint la and a bearing cheek 14 or first pocket cheek 14 on the other rail joint la. For this purpose, the third bearing cheek 14 takes the form of the second pocket cheek 14, which bridges the upper joint area S.

In the variant according to FIG. 6 there is an inverted arrangement. That is, the two pocket cheeks 14 are fastened to one bumper rail la, while the other bumper rail lb is the third sheet cheek or bearing cheek

15 wears. Again there are the two bearing cheeks 14,

15 on the one hand on a rail joint la and on the other rail joint lb, on the other hand additionally the third

Bearing cheek 14 in the form of the second pocket cheek 14 is realized. Both pocket cheeks 14 form in the

6 with the one also realized there

Fastening web 12 with the connection eyelet 7 is an integral component, while the other bumper rail lb the sheet cheek

15 wears. Finally, in the design according to FIGS. 7 to 10 and 13 to 15, the third or additional sheet cheek 15 is designed as an independent component and is on the one hand between the two pocket cheeks 14 and on the other hand between two additional cheeks or pocket cheeks 34 on the other bumper rail 1b added. It can be seen that the respective bearing cheeks or bearing cheek pairs 14, 34 are fork-shaped (cf. FIGS. 8 and 10, 15). The tab or further sheet cheek 15 has an elongated hole 35 or an arch recess 38 on at least one side, which ensure the required joint mobility at this point (cf. FIGS. 9 and 12).

3a, 3b in particular that the two pocket cheeks 14 are connected to one another at the head end by a connecting web 17. This connecting web 17 forms on its surface directed towards the pocket 16 a guide surface 18 for the leaf cheek 15 sliding thereon with its head. Elongated holes 19 in both pocket cheeks 14 ensure that the two pocket cheeks 14 can be articulatedly connected to the leaf cheek 15, namely by a merely indicated guide pin 20 penetrates the two elongated holes 19 in the pocket cheeks 14 and a bore 21 in the sheet cheek 15.

3a that the guide surface 18 and the two elongated holes 19 each have a slightly curved contour that is adapted to one another. This ensures that the upper joint connection 8, which is essentially formed from the two pocket cheeks 14 and the sheet cheek 15 which intervenes between them, can compensate for relative movements of the bumper rails 1a, 1b. The lower articulated connection 9 and its detailed structure will now be described with reference to FIGS. 3a and 3b in particular. In the lower joint area S of the adjacent rail joints la, lb, a swivel bearing shell or swivel bearing pocket 22 can be seen which interacts with a swivel bearing sheet 23 which engages therein and is shown in FIGS. 2a and 2b. The swivel bearing shell 22 is placed in the recess 5 of the other profile joint 1b between the two U-legs 6 on the lower flange 4. This is done without machining, ie without the U-legs 6 having to be machined in any way before the swivel bearing shell 22 is welded on. The respective bumper rail lb with an I-shaped profile according to DE 296 04 431 Ul remains unprocessed.

The same also applies to the pivot bearing sheet 23, which is also fixed without machining in the recess 5 between the two U-legs 6, specifically - like the pivot bearing shell 22 - on the lower flange 4, but now on one bumper rail la or on the profile joint la. In this way, the respective butt rails or profile joints la, lb can be equipped with the U-shaped upper flange 2 and the inverted U-shaped lower flange 4 after rolling without reworking with the respective joint connections 8, 9, which has a particularly positive effect on the production costs.

3 and 5, the swivel bearing shell 22 has a recess 24 for one on the swivel bearing sheet

23 arranged pivot lug 25. In addition, the pivot bearing shell 22 protrudes into the recess 24 and stops 26 which are engaged by the swivel nose 25 in the installed state. These stops 26, together with a limiting block 27, define the recess 24. The stops 26 and the limiting block 27 are each coupled to one another by connecting webs 28.

It can be seen in particular from FIGS. 3b and 5 that the swivel bearing shell 22 is constructed overall mirror-symmetrically to an axis A and is composed of two swivel bearing shell halves. These two swivel bearing halves are connected on the one hand to one U-leg 6 and on the other hand to the other U-leg 6, welded to the latter in the exemplary embodiment. The same applies to the pivot bearing plate 23, which is also mirror-symmetrical to the axis A, but has a one-piece embodiment and is connected to the two U-legs 6 (cf. FIG. 2b).

Because the outer contour of the swivel bearing shell 22 is adapted to the inner contour of the recess 5 between the two U-legs 6 of the lower flange 4 (cf. FIG. 3b), the swivel bearing shell 22 can be inserted into the relevant recess 5 without machining and connected to the legs 6 become. The stops 26 on the swivel bearing shell 22 and the swivel nose 25 on the swivel bearing plate 23 have corresponding arcuate guide surfaces 29 which ensure that the lower articulated connection 9 can easily follow any movements of the impact rails or rail joints la, lb with respect to one another and is even guided here. As has already been explained in the introduction, the upper flange 2 of the articulated rail connection shown with the two articulated connections 8, 9 has at least one suspension device in the form of the rocker 11 (cf. FIGS. 6, 7 and 13, 14). In the context of the exemplary embodiment, this rocker 11 now has at least one guy hole 30, which is used to couple the rocker 11 to the track extension with the aid of a chain or a comparable connecting means. Within the scope of the exemplary embodiment, the rocker 11 is designed symmetrically overall in comparison to an axis of symmetry B, two guy holes 30 being realized, which is not, however, mandatory. In addition to this guy hole 30 there is an assembly aid device 31.

In the context of the illustration, this assembly aid device 31 is an assembly aid bore 31 for receiving a merely indicated assembly aid bolt with an assembly aid 32 located thereon. This assembly aid may be a chain, a rope or a comparable lifting device.

It can be seen from FIG. 6 that the assembly aid device 31 is arranged on the plane of symmetry B on the head side of the rocker 11. As a result, lifting forces act in a direct extension of the articulation point of the rocker 11, which is ultimately the connection eyelet 7 on the fastening web 12.

It can also be seen that the rocker 11 has two flanges 11a, 11b which are spaced apart from one another by means of one or more spacers 33. To this In this way, the rocker 11 can be designed with little torsion, and with a relatively low weight. Swing 11 can be realized and used with a very different design and with changing spacing of the respective guy bores 30, as is made clear by the solid representation of a swing arm 11 and its modified form indicated by dash-dotted lines. In both cases, the position of the assembly aid device 31 is essentially maintained.

In the variant according to FIGS. 7 to 10 and 13 to 15, as already stated, two pairs of bearing cheeks 14 and 34 are provided in a fork-shaped design, which accommodate another bearing cheek or tab 15 between them. This tab or additional cheek 15, with its elongated hole 35 or the arch recess 38, ensures that pivoting movements in the joint area S between the two rail joints la, lb can be absorbed without any problems. Because the elongated hole 35, like the associated pair of bearing cheeks 14, is penetrated by the bolt 20.

The rail connection is usually made in such a way that the bearing cheeks 14 or the pair of bearing cheeks 14 connected to the one rail joint la are first suspended by means of the suspension device 7, the extension web 10 and the rocker 11. The other rail joint 1b can then be attached to the already fastened rail joint 1a by the swivel bearing shell 22 and the swivel bearing leaf 23 interlocking. In principle, another lower articulated connection 9 can of course also be implemented at this point. Following this, the additional cheek or tab 15 is positioned between the two cheek pairs, on the one hand 14 and on the other hand 34, and is fixed with the aid of bolts penetrating corresponding bores. An optional and non-compelling nose 36 on the cheek or tab 15 may ensure that the cheek 15 assumes its desired position. This is because the nose 36 engages in an associated recess 37 in the other rail joint 1b (cf. FIGS. 7 and 9). In all of these processes, the additional cheek or tab 15 remains independent. It may be attached to a rail joint la, lb. At this point, however, a clamp or screw connection with the pair of bearing cheeks 14 or 34 is usually sufficient, as shown in FIGS. 13, 14.

A modification of the embodiment according to FIGS. 7 to 10 is shown in the context of FIGS. 11 and 12. Because there the bearing cheek or bracket 15 is not equipped with an elongated hole 35 in order to be able to accommodate swiveling movements in the joint area S between the two rail joints la, lb without problems. Rather, the arch recess 38 ensures at this point that the described pivoting movements can be mastered. In addition, the bearing cheek or bracket 15 is equipped on its side facing the two rail joints 1a, 1b with an arcuate foot 39 which is received in correspondingly shaped pockets 40 in the pair of bearing cheeks 14 and 34 respectively.

Figures 13 to 15 show a further variant of the invention. In this case, too, there are two pairs of bearing cheeks

14, 34 provided in a fork-shaped design, the further third bearing cheek or sheet cheek or between them Pick up tab 15. This means that two bearing cheeks or pocket cheeks 14, 34 form the already mentioned pair of bearing cheeks 14, 34. For the transport of the two rail joints la, lb, the further bearing cheek or bracket 15 is attached to a rail joint la, lb, in the context of the exemplary embodiment on Rail joint lb, captively attached. The bearing cheek 15 does not protrude here, and consequently cannot be torn off (cf. the dash-dotted representation in FIG. 14). As in the other exemplary embodiments, the respective pocket cheeks 14 and 34 are connected in a substantially V-shaped manner with their feet to the upper flange 2 of the rail joint 1 a, 1 b in question.

It can be seen from the illustration in FIGS. 12 and 14 that the tab or third bearing cheek 15 has a fastening area 15a and an engagement area 15b or is divided into the two areas 15a, 15b. The fastening area 15a ensures that the tab 15 is fixed to the rail joint 1b. The pin or guide pin 20 interacts with the engagement area 15b and acts as a stop in this connection. This guide pin 20 connects the two pocket cheeks 14 to one another. In contrast to the embodiment of FIG. 6, however, the sheet cheek 15 is not penetrated.

It can be seen that the arch recess 38 of the tab 15 merges into a sliding surface 41 or has this. A hook 42 interacts with the sliding surface 41 and limits it. In addition, a stop 43 is also realized, which overall limits the possible swivel angle of the two rail joints 1a, 1b by the interaction of hook 42 and stop 43 with respect to one another. That comes with one Comparison of FIGS. 13 and 14 for expression. In fact, the two rail joints la, lb can move against one another about a pivot point D below the running surface 3 of the lower flange 4, pivot angles α of up to approximately 10 ° to 15 ° being possible.

Such pivoting movements between the rail joints la, lb are expressly permitted because the guide pin 20 can move back and forth between the hook 42 and the stop 43 along the sliding surface 41. The sliding surface 41 additionally ensures that the pivoting of the two rail joints la, lb is carried out in a mutually guided manner. For this purpose, the sliding surface 41 has a curvature which is predetermined by the distance between the pivot point D. That is, the curvature of the sliding surface 41 corresponds to an arc with a radius which is equal to the distance between the pivot point D and the guide pin 20.

16a, b and c, it becomes clear how the two rail joints la, lb can be pivoted relative to one another, taking into account the pivot point D, which is arranged below the running surfaces 3 of the lower flange 2. The maximum swiveling angle that can be covered corresponds. to the fact that the swivel bearing sheet 23 or the corresponding guide surfaces 29 of the swivel nose 25 can also sweep a corresponding swivel angle β with respect to the stops 26 on the swivel bearing shell 22. As in the case of the sliding surface 41, the radii of the guide surfaces 29 and stops 26 are also adapted to the distance from the axis of rotation D by one to be able to perform tilt-free pivoting movement. The two angles c. and ß are essentially the same.

Claims

Claims:

1. Articulated rail connection for rail joints (la, lb) of profile rails, whereby at least in the upper joint area (S) of adjacent rail joints (la, lb) an articulated connection (8) with at least one bearing cheek (15) bridging the joint region is provided, thereby characterized in that in addition at least one bearing cheek (14) is realized on one rail joint (la) and at least one bearing cheek (34) on the other rail joint (lb), the third joint which cooperates with it to connect the two bearing cheeks (14, 34) Bearing cheek or tab (15) is used.

2. Articulated rail connection according to claim 1, characterized in that the two respective bearing cheeks (14, 34) are fork-shaped.

3. Articulated rail connection according to claim 1 or 2, characterized in that the third bearing cheek or

Sheet cheek (15) has an elongated hole (35) or an arch recess (38) at at least one point.

4. Articulated rail connection according to one of claims 1 to 3, characterized in that the third bearing cheek or bracket (15) is fastened to a rail joint (lb) in the transport position.

5. Articulated rail connection according to one of claims 1 to 4, that the two respective bearing cheeks (14, 34) in

Are essentially V-shaped with their feet connected to the upper flange (2).

6. Articulated rail connection according to one of claims 1 to 5, characterized in that the third sheet cheek or tab (15) has a fastening area (15a) and an engagement area (15b).

7. Articulated rail connection according to one of claims 1 to 6, characterized in that the third bearing cheek or tab (15) on a rail joint (lb) is fixed and with a hook (42) a stop (20) on the other rail joint (la ) reaches under or overlaps.

8. Articulated rail connection according to one of claims 1 to 7, characterized in that the arch recess (38) slides along the stop (20) defining a maximum possible pivot angle.

9. Articulated rail connection according to one of claims 1 to 8, characterized in that the hook (42) is assigned a sliding surface (41).

10. Articulated rail connection according to one of claims 1 to 9, characterized in that the two rail joints (la, lb) are arranged pivotably to one another with a pivot point (D) below a running surface (3) in the lower flange (2).