EP4273320A1 - Rail doté d'une rainure de rail remplie - Google Patents

Rail doté d'une rainure de rail remplie Download PDF

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Publication number
EP4273320A1
EP4273320A1 EP23170772.0A EP23170772A EP4273320A1 EP 4273320 A1 EP4273320 A1 EP 4273320A1 EP 23170772 A EP23170772 A EP 23170772A EP 4273320 A1 EP4273320 A1 EP 4273320A1
Authority
EP
European Patent Office
Prior art keywords
rail
area
groove
compressible material
profile
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP23170772.0A
Other languages
German (de)
English (en)
Inventor
Joachim Süss
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voestalpine Rail Technology GmbH
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE102022110696.9A external-priority patent/DE102022110696A1/de
Priority claimed from DE102022110698.5A external-priority patent/DE102022110698A1/de
Application filed by Individual filed Critical Individual
Publication of EP4273320A1 publication Critical patent/EP4273320A1/fr
Pending legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • E01B5/04—Grooved rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B15/00—Guards for preventing a person's foot being trapped in grooved rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B21/00—Track superstructure adapted for tramways in paved streets
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • E01B5/08—Composite rails; Compound rails with dismountable or non-dismountable parts
    • E01B5/10—Composite grooved rails; Inserts for grooved rails

Definitions

  • the present invention relates to a rail with a filled rail groove according to the preamble of claim 1.
  • the tracks For all tracks with a road surface for dual use by trains and motor vehicles, the tracks must, if possible, be designed with a safe guidance area on the inside of the rails.
  • rail grooves are to be matched to the size of the wheel flanges of the railway wheels and are manufactured using add-on parts to Vignole rails typical for railways or directly as grooved rails.
  • Examples of filled rail grooves can be found in DE 198 59 708 C1 , EP 0 440 159 A1 , DE 87 07 445 U1 , DE 40 30 166 A1 and DE 10 2017 122 337 A1 .
  • the filling material should be mechanically securely attached to the rail and be easily removable and replaceable from the top.
  • the rail according to the invention with a running rail, a guide rail and a rail groove between the running rail and the guide rail, the rail groove being filled with a compressible material at least in a first area with respect to its width, is characterized in that at least in a second area there is an insertion gap between Rail and compressible material consists.
  • the rail groove does not have to be located on a grooved rail; it can also be created, for example, using appropriate attachments that are arranged, for example, on a Vignol rail or a crane rail or the like. These attachments can be designed, for example, as a groove profile on which the track groove and a guide rail are located.
  • the compressible material in the second area is designed to be smaller in relation to the width of the rail groove than in the first area. This also makes the insertion gap particularly simple and cost-effective.
  • the insertion gap becomes successively narrower, at least in some areas, in the direction of travel of the rail. This makes it particularly easy to guide the wheel flanges between the rail and the filling material and at the same time ensures that the rail groove is closed by the filling material.
  • the compressible material rests on the rail when there is no wheel flange between the rail and the compressible material.
  • the rail groove is very well sealed and remains completely filled, which makes it easier for motor vehicles and bicycles etc. to cross the tracks.
  • the compressible material in the second area has a lower level at least in sections with respect to the upper edge of the running rail than in the first area, wherein in the second area the compressible material preferably does not reach the level of the upper edge of the running rail at least in sections is guided, with the compressible material being guided at least up to the level of the upper edge of the running rail, particularly in the first area.
  • the level of the compressible material in relation to the upper edge of the rail becomes gradually higher, at least in some areas, in the direction of the first area. This means that the wheel flange can be transferred particularly well into the insertion gap. In addition, a particularly good closure of the rail groove is ensured by the filling material.
  • the compressible material in the second area, at least in some areas, is designed with a lower height than in the first area. This means that the wheel flange can be transferred particularly well into the insertion gap, with fewer or no modifications having to be made to the groove bottom.
  • the bottom of the rail groove is at a lower vertical level than in the first area. This means that the wheel flange can be transferred particularly well into the insertion gap.
  • the compressible material is present at least in some areas as a continuous element. This makes it particularly easy to arrange the filling material in the rail groove.
  • the compressible material is designed with one or more hollow areas which run in the longitudinal extent of the rail, the hollow areas preferably being designed as cavities enclosed by the compressible material. This makes the compressibility of the filling material particularly easy. These hollow areas can advantageously be designed with foam in order to increase stability.
  • the compressible material is dimensioned such that in the first area it returns to its original width, which fills the rail groove, after driving through it with a wheel flange. This ensures that the rail groove is closed by the filling material.
  • independent protection is claimed regardless of whether the rail has a rail groove between the running rail and the guide rail and whether the rail groove is at least in a first area in relation to its width is filled with a compressible material and whether there is an insertion gap between the running rail and the compressible material in at least a second area, it is provided that a profile is attached to the guide rail, which fastens the element in a positive and / or non-positive manner in the rail groove. This makes it particularly easy to attach the filling material to the rail groove.
  • the rail groove is particularly well filled and the element is fastened therein.
  • the element is particularly securely fastened in the rail groove.
  • the element is also particularly securely fastened in the rail groove.
  • the guide rail is designed to be lowered in height in relation to the upper edge of the rail for fastening the profile. This makes it easier to carry out the screw connection.
  • the profile is made of a plastic or a metal. Then the attachment of the filling material is particularly secure and durable.
  • the connecting means is guided through the element. Even then, the attachment of the filling material is particularly secure and durable. In addition, the filling material is prevented from moving along the direction of travel during operation.
  • the connecting means is non-corrosive, preferably made of plastic. Maintenance of the rail is then particularly easy if the filling material and/or profile wears out.
  • the connecting means is guided through an elongated hole in the profile. Fastening the filling material is then particularly easy because tolerances can be compensated for.
  • the connecting means can be actuated from above in relation to the rail head.
  • the compressible material can then be easily arranged and maintained in the rail even when installed.
  • the rail groove has at least one drainage opening in its base, which can preferably be connected to a drainage drain or a collecting pan.
  • the rail is then particularly low-maintenance and durable because no standing water can collect in the rail groove and attack the rail or the filling material.
  • the inlet and outlet area in the closed rail groove is advantageously designed with an approx. 500 mm long widening and lowering of the rail groove for horizontal and/or simultaneously vertical guidance from the track-leading rail flank.
  • These areas are intended in particular following switches, at level crossings outside the area of roadway being crossed and in the track flush with the road at low points in the gradient, because there the closed groove has to be drained into the road drainage.
  • the running rail has a rail chamber which is at least partially filled by a filler, with fastening means for the running rail which have a cover cap, the filler having a plate which is preferably designed in one or more parts and / or plane-parallel or wedge-shaped, is clamped between the cover cap and the filling body, the cover cap preferably being placed on a screw head, the cover cap in particular having a flattening for contact with the plate.
  • the rail chambers can be filled particularly easily and permanently and safely, and this filling can also be replaced particularly easily.
  • the plate can be connected in one piece to the cover cap, but can also be used as a loose plate in the intended space. While with conventional grooved rails the rail chambers can be closed with self-clamping chamber elements, this is not possible with the rail profiles that can be used for groove closure and these chamber elements would have to be glued in with great effort.
  • This stabilizing element stabilizes the joint between two compressible materials. This prevents any misalignment between the compressible materials and, if they have been glued together, this puts too much strain on them Joint bonding and their opening are prevented. In addition, the horizontal displacement process of the compressible material in the rail groove is continued continuously across the joint.
  • the elastomer element 18 has a recess 24 in which a profile 26 is arranged, which is screwed 28 to the guide rail 14.
  • the recess 24 and the profile 26 are designed to be interlocked, so that a positive connection is formed between them, through which the elastomer element 18 is permanently fixed in the rail groove 16.
  • the guide rail 14 has a recess 30, which was preferably produced by milling or rolling.
  • the connecting means 28 is guided through an elongated hole (not shown) in the profile 26, since the attachment of the elastomer element 18 is then particularly easy because tolerances can be compensated for.
  • the profile 26 is preferably made of a plastic or aluminum, whereby the elastomer element 18 is, on the one hand, very securely fastened in the rail groove 16 and, on the other hand, corrosion is avoided, so that easy maintenance is possible, especially when replacing the elastomer element 18.
  • the screws of the screw connection 28, not shown can be made of a non-corrosive metal, for example brass, to further simplify maintenance.
  • the elastomer element 18 is preferably produced as an extruded material by extrusion, with the individual sections of the elastomer element 18 being inserted into the rail groove 16 and glued together.
  • the profile 26 in turn is preferably designed as a long strip, more precisely a tension strip, which fixes these sections of the elastomer element 18 in the rail groove 16.
  • Fig. 2 a second preferred embodiment of the rail 50 according to the invention is shown.
  • Fig. 3 a third preferred embodiment of the rail 100 according to the invention is shown.
  • this rail 100 is essentially identical to rail 50. The difference is a slightly stronger interlocking between the elastomer element 102 and the profile 104, whereby the elastomer element 102 is secured even more securely and permanently in the rail groove 106.
  • Fig. 4 a fourth preferred embodiment of the rail 150 according to the invention is shown.
  • this rail 150 is also designed essentially identically to the rail 50. The difference is in turn a slightly stronger interlocking between the elastomer element 152 and the profile 154, whereby the elastomer element 152 is secured even more securely and permanently in the rail groove 156.
  • Fig. 5 a fifth preferred embodiment of the rail 200 according to the invention is shown.
  • this rail 200 is designed differently from the rails 10, 50, 100, 150 in that here the elastomer element 202 is clamped between the profile 204 and the guide rail 206 in that there is a projection 208 of the elastomer element 202 between profile 204 and guide rails 206 is clamped by the screw connection 210.
  • the screw connection 210 is preferably guided through this projection 208, so that the elastomer element 202 is held particularly securely in the rail groove 212 even against a positional shift parallel to the longitudinal extent of the rail 200.
  • the hollow chamber 214 is not made of foam, but is completely empty, which simplifies the production of the elastomer element 202.
  • Fig. 6 a sixth preferred embodiment of the rail 250 according to the invention is shown.
  • this rail 250 is designed differently from the rails 10, 50, 100, 150, 200 in that, on the one hand, there is strong internal toothing between the elastomer element 252 and the profile 254.
  • the guide rail 256 is lowered here, for example by milling or rolling, and the profile 254 replaces the guide rail 256 in the head 258 of the rail 250.
  • the elastomeric element 252 is held very securely in the rail groove 260 and a wheel of a motor vehicle or bicycle (not shown) crossing the rail 250 in turn comes into more contact with the elastomeric element 252 than with the profile 254, so that this crossing is more pleasant.
  • this angled design of the fastening strip 254 it is guided and fastened more securely to the guide rail 256 than with a smaller contact surface between the guide rail and the fastening strip, such as in Fig. 2 and 3 the case.
  • Fig. 7 a seventh preferred embodiment of the rail 300 according to the invention is shown.
  • this rail 300 is essentially identical to the rail 250 with regard to the rail groove 302, guide rail 304, elastomer element 306 and profile 308.
  • this rail 300 is not a grooved rail 250 with a rail web 262, but a compact rail as described in the patent application DE 10 2018 121 332 A1 the same applicant is described.
  • Such a compact rail 300 has significantly better maintainability and durability than conventional grooved rails 10, 50, 100, 150, 200, 250.
  • Fig. 8 the rail 10 is shown in a plan view from above.
  • This second track section 36 has a first area 40 in which the elastomeric element 18 lies closely against the running rail 12 and a second area 42 in which the elastomeric element 18 is arranged at a distance from the running rail 12. More precisely, the guide rail 14 is guided further away from the rail 12 in the second area 42. The guide rail 14 approaches the running rail 12 more and more in the second area 42 until it finally has a constant distance from the running rail 12 in the first area 40.
  • the bottom of the rail groove 16 is arranged lower in the second area 42 than the bottom in the first area 40.
  • the bottom of the rail groove 16 rises more and more in the second area 42 towards the first area 40 until it finally reaches the first area 40 continues at a constant level.
  • This insertion gap 44 is advantageously provided following switches, at level crossings outside the area of roadway being crossed and in the track flush with the road Low points of the gradient because there the closed groove has to be drained into the street drainage.
  • Fig. 8b an alternative embodiment of the rail 10' is shown, with identical and similar elements being provided with identical and similar reference numerals. Not in Fig. 8b Items shown are identical or similar to the corresponding items Fig. 8a executed.
  • the guide rail 14' has an identical distance from the travel rail 12' in both areas 40', 42'.
  • the elastomeric element 18' is no longer continuously formed with a constant cross-section, but rather has a special component 48 made of elastomeric material for the second region 42', which provides the insertion gap 44' by successive thinning in the horizontal direction and by successive thinning in the vertical direction Ramp (not shown) causes.
  • the special component 48 can be connected to the elastomer element 18' by vulcanization or gluing, so that a continuous transition results. Again, the contact of the elastomer element 18' on the guide rail 14' is supported by the profile 26', which extends continuously over both areas 40'42'.
  • the special component 48 of the elastomer element 14 'could be designed with improved quality in terms of wear resistance.
  • Fig. 9 For a rail 350, not shown in more detail, the course of the elastomer element 352 in the rail groove 354, which in turn has a drainage opening 356, is shown in the first area 358 and in the second area 360.
  • the guide rail 362 is guided further away from the travel rail 364 in the second area 360.
  • the guide rail 362 approaches the travel rail 364 more and more in the second area 360 until it finally has a constant distance from the travel rail 364 in the first area 358.
  • the bottom 366 'of the rail groove 354 is arranged lower in the second area 360 than the bottom 366 in the first area 358.
  • the bottom 366' of the rail groove 354 rises more and more in the second area 360 towards the first area 358 until it finally rises first area 358 continues at a constant level.
  • the elastomer element 352 is now designed with a cross section that is constant in the longitudinal extent L of the rail 350 and this elastomer element 352 is equipped with suitable fastening means, for example with those in the Fig. 1 to 7 profiles shown, which are each screwed to the guide rails, is fixed to the bottom of the rail groove, the elastomeric element 352 is arranged further away from the rail 364 in the second area 360 and has a depression compared to the section of the elastomeric element 352 which is in the first area 358 is located.
  • an insertion gap 368 is formed in the second area 360 between the rail 364 and the elastomer element 352, which gradually tapers towards the first area 358.
  • the flanges of wheels (not shown) with which the rail 350 is driven can be safely placed between the running rail 364 and the elastomeric element 352, with only lateral compression acting on the elastomeric element 352 and no vertical compression.
  • the closure of the rail groove 354 thus remains completely intact in its vertical extent, which means that crossing the rails with motor vehicles and bicycles and the like is permanently safe.
  • FIG. 10 and 11 an eighth preferred embodiment of the present rail 400 according to the invention is shown. With this rail 400 it doesn't matter whether one There is a rail groove or not, so it is not shown. It could therefore also be an ordinary Vignole rail
  • the screws 410 are long, preferably so long that they protrude upwards beyond the area of the rail web 412.
  • a cover cap 414 is placed on the screw 410, which - as is best done in Fig. 11 can be seen - has a lateral projection 416, which has a section 418 running tangentially to the screw 410.
  • the rail 400 has rail chambers 420 on both sides, in which a filler 422 is arranged.
  • This filler extends almost to the upper level of the rail head 424 and is clamped by a wedge-shaped plate 426 which is inserted between the section 418 of the cover cap 414 and the filler 422.
  • the fillers 422 can be held in the rail chambers 420 without gluing and can be easily replaced if necessary.
  • the usual bonding of a filler 422 ' is on the left side of Fig. 10 shown for comparison.
  • the plate 426 is shown in one piece, it could also be designed in several parts, for example with a first part that is plane-parallel and a second part that is wedge-shaped (not shown in each case).
  • a ninth preferred embodiment of the rail 450 according to the invention is shown in the view of a vertical section transverse to the longitudinal extent of the rail 450.
  • the rail 450 is not a grooved rail, but rather a Vignol rail 451, on which an attachment 452 is arranged.
  • the attachment 452 is a grooved profile 452, which is positively clamped against the Vignol rail 451 and secured via a screw connection 454, alternatively or additionally welded or glued to the Vignol rail 451.
  • the groove profile 452 provides a rail groove 456 with a guide rail 458, with a recess 460 with a shoulder 462 being located in the guide rail 458.
  • an elastomer element 476 can again be inserted as a closure element of the rail groove 456.
  • the elastomer element 476 is held in a form-fitting manner with a profile 478, the profile 478 itself being fastened to the shoulder 462 via a screw connection 480.
  • the elastomer element 476 In addition to the open cavities 482, the elastomer element 476 also has a cavity 486 that is at least partially closed by a rod 484. This rod 484 is intended to stabilize the joint (not shown) between two elastomer elements 476, which cannot be produced indefinitely, so that the joint bond of two elastomer elements 476 is not subjected to too much stress and opens. The horizontal displacement process of the elastomer element 476 in the rail groove 456 continues continuously over the joint.
  • the solution with the rod 484 as a stabilizing element of the joint between two elastomer elements 476 can also be used for the configurations according to Fig. 1 to 7 be used advantageously.
  • the filling material 18, 60, 102, 152, 202, 252, 306 is mechanically securely fastened as a wearing part to the rail 10, 50, 100, 150, 200, 250, 300, 350, 400, 450 and easily from the top triggerable and replaceable.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Railway Tracks (AREA)
EP23170772.0A 2022-05-02 2023-04-28 Rail doté d'une rainure de rail remplie Pending EP4273320A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022110696.9A DE102022110696A1 (de) 2022-05-02 2022-05-02 Schiene mit einer verfüllten Schienenrille
DE102022110698.5A DE102022110698A1 (de) 2022-05-02 2022-05-02 Schiene mit einer verfüllten Schienenrille

Publications (1)

Publication Number Publication Date
EP4273320A1 true EP4273320A1 (fr) 2023-11-08

Family

ID=86282310

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23170772.0A Pending EP4273320A1 (fr) 2022-05-02 2023-04-28 Rail doté d'une rainure de rail remplie

Country Status (1)

Country Link
EP (1) EP4273320A1 (fr)

Citations (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR385990A (fr) * 1908-01-07 1908-06-01 Edmond Edema Riviere Perfectionnement aux rails courbes des voies ferrées
GB112598A (en) * 1917-09-05 1918-01-17 William Henry Puttergill An Improved Tram Rail.
US1329789A (en) * 1919-10-27 1920-02-03 Mallett Julius Safety foot-guard for railway-crossings
CH209948A (de) * 1939-06-29 1940-05-31 Baspag Bauspezialitaeten A G Einrichtung an Bahnübergängen.
US2950057A (en) * 1953-09-11 1960-08-23 Speer Filler Strip Company Rail crossing
DE8707445U1 (de) 1987-05-23 1987-09-24 Phoenix Ag, 2100 Hamburg Rillenschienen-Füllprofil
EP0440159A1 (fr) 1990-01-31 1991-08-07 Phoenix Aktiengesellschaft Dispositif d'étanchéité pour ornière de voie
DE4030166A1 (de) 1990-09-24 1992-03-26 Hermann Ortwein Schiene fuer schienenfahrzeuge
DE9302349U1 (de) * 1993-02-18 1993-04-29 Weichenbau-Laeis GmbH & Co KG, 5500 Trier Radlenkervorrichtung für Weichen oder Kreuzungen bei Rillenschienen
DE19859708C1 (de) 1998-12-23 2000-05-18 Thyssen Krupp Materials & Serv Spurrillen-Dichtprofil
DE102012106138A1 (de) * 2012-07-09 2014-01-09 Dätwyler Sealing Technologies Deutschland Gmbh Schienenanordnung
DE102014010666A1 (de) * 2014-07-18 2016-01-21 OSC-RAILTEC GmbH Mit einer verschließbbaren Rile ausgestattete Schiene für Straßenbahnen
DE102017122337A1 (de) 2017-09-26 2019-03-28 Joachim Süss Gleiskonstruktion
DE102018121332A1 (de) 2018-08-31 2020-03-05 Joachim Süss Gleiskonstruktion und Fahrschiene

Patent Citations (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR385990A (fr) * 1908-01-07 1908-06-01 Edmond Edema Riviere Perfectionnement aux rails courbes des voies ferrées
GB112598A (en) * 1917-09-05 1918-01-17 William Henry Puttergill An Improved Tram Rail.
US1329789A (en) * 1919-10-27 1920-02-03 Mallett Julius Safety foot-guard for railway-crossings
CH209948A (de) * 1939-06-29 1940-05-31 Baspag Bauspezialitaeten A G Einrichtung an Bahnübergängen.
US2950057A (en) * 1953-09-11 1960-08-23 Speer Filler Strip Company Rail crossing
DE8707445U1 (de) 1987-05-23 1987-09-24 Phoenix Ag, 2100 Hamburg Rillenschienen-Füllprofil
EP0440159A1 (fr) 1990-01-31 1991-08-07 Phoenix Aktiengesellschaft Dispositif d'étanchéité pour ornière de voie
DE4030166A1 (de) 1990-09-24 1992-03-26 Hermann Ortwein Schiene fuer schienenfahrzeuge
DE9302349U1 (de) * 1993-02-18 1993-04-29 Weichenbau-Laeis GmbH & Co KG, 5500 Trier Radlenkervorrichtung für Weichen oder Kreuzungen bei Rillenschienen
DE19859708C1 (de) 1998-12-23 2000-05-18 Thyssen Krupp Materials & Serv Spurrillen-Dichtprofil
DE102012106138A1 (de) * 2012-07-09 2014-01-09 Dätwyler Sealing Technologies Deutschland Gmbh Schienenanordnung
DE102014010666A1 (de) * 2014-07-18 2016-01-21 OSC-RAILTEC GmbH Mit einer verschließbbaren Rile ausgestattete Schiene für Straßenbahnen
DE102017122337A1 (de) 2017-09-26 2019-03-28 Joachim Süss Gleiskonstruktion
DE102018121332A1 (de) 2018-08-31 2020-03-05 Joachim Süss Gleiskonstruktion und Fahrschiene

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