Patent Application
20090308943
The invention relates to a rail fastening on a tie having fastening screws and loop-shaped tension clamps in which the track width can be adjusted horizontally in a stepless manner using wedge elements.
In addition, a few variants are known in the prior art that correspond approximately to the aforesaid genre.
It is possible to compensate rail tolerances or track width tolerances in a stepless manner to approximately +/−10 mm using angle guide plates that are for instance from the system in accordance with publication DE 33 24 225 A1. Such angular guide plates are used with concrete ties or a ballastless track. The adjustable part to the side of the rail is secured by a tension clamp after the two wedge-shaped parts are adjusted to the correct track width relative to one another in a stepless manner. It is disadvantageous that this system can only be used for rigid rail support points and no dynamic load is permitted for the adjusting part. There is no displacement on the rail foot.
Publication GB 2214545 A describes a similar arrangement with an alternative spring. The problems are the same as those described in the foregoing.
In accordance with EP 962592 B1, angular guide plates are used in combination with separate spacers in concrete ties or a ballastless track to regulate track width. This is impractical because up to 3000 spacers that have a different width matched to each support point would be needed per km of track length.
The Gantry fastening, primarily for crane rail fastening, was available on the Internet at http://www.krug-weichenbau.de/seiten/gantrail/3224—20.pdf on 13 Jun. 2008 at 3:03 p.m. Publication DE 40 07 937 A1 provided similar subject matter. Displacement is made possible by angled slits about a fixed, concrete-set, or welded screw in the fastening part, of a displaceable clamping plate. A resilient rail fastening is only possible indirectly by arranging a resilient mat under the rail; otherwise only the rail is clamped. Reliable transmission of the horizontal forces is not possible because the fastening elements are displaced. Use is only for rigid rail support points.
Moving the ribbed plate or base plate with the rail has been suggested with DE 37 08 752 A1 for steel ties that have longitudinal slots or grooves in addition to a ribbed plate and with DE 29 52 0973 U1 for a concrete sole plate as well; this does not enable correcting rail foot tolerances. Variants in which the screws, including suitable clamping plates, can be moved horizontally on the rail foot have been disclosed in U.S. Pat. No. 1,833,375 A1, U.S. Pat. No. 1,069,484 A1, DE 521 209 C1, and DE 45 741 A1 .
DE 295 07 974 U1 discloses the so-called MX fastening. The issue is displaceability by means of eccentric disks as clamping plates, arranged about a fixed screw. Although the track can be corrected with the clamp for the rail foot, it is not possible to reliably apply horizontal force and no resilient rail fastening is possible; rather it is only possible to clamp the rail at rigid rail support points. This type of eccentric fastening and modifications thereof have been suggested frequently, for instance in EP 149 513 B1, EP 223 897 B1, DE 297 02 708 U1, and FR 1 064 956 A.
One alternative to this was introduced as the SKL15MX20 fastening in DE 196 42 971 A1. This is a combination of MX fastening with tension clamp and is thus also suitable for elastic support points, but only with indirect support point fastening on the support structure. Displaceability is not improved by this, however, but rather this secures the adjusting parts using the clamp SKL 15, which is known per se.
Finally, DE 27 17 394 A1 suggested using, on a concrete sole plate, a support plate having lifted flanges lateral to the rails as a rail support, with an elastic intermediate plate interposed. The rail foot is held down from above by means of a loop spring using lateral retention blocks and screws that pass through longitudinal slots in the latter for anchoring the rail to the concrete sole plate. Support screws with a counterbearing in the flanges can displace the retention blocks, and thus the rail foot relatively, horizontally to the track correction. The support screws must be secured in their position.
The unavoidable tolerances in the production of materials for fastening rails to a support structure and the increasing opposing need for tracks that are extremely geometrically precise require elements in the rail support points, which elements can be adjusted horizontally and with which the rails can be corrected in terms of their position relative to one another, but which also satisfy all safety requirements, even for dynamic loads. Under practical conditions it was found that there is a need for a technically simple, steplessly adjustable solution that can be used both for rigid support points, e.g. on ties, but also for elastic rail support points for ballastless track and that enables resiliently elastic fastening of the rails for dynamic loads.
Proceeding from the first aforesaid prior art, the underlying problem of the invention is to find an improved variant with which there is direct fastening for rigid and elastic rail support points and a simultaneous horizontal adjusting element and a clamp that assures fastening.
The problem is attained using the features of claim 1. Refinements of the invention can be found in the dependent claims.
The solution includes a rail fastening on a tie having fastening screws and loop-shaped clamps in which the track width can be adjusted horizontally in a stepless manner via wedge elements, the rail being arranged on a ribbed plate, the ribs of which run at an angle to the rail, and a wedge that can be moved in the longitudinal direction of the rail being arranged between rail foot and ribs.
Preferably the wedge can be guided on the support, effectively in that the support for the wedge has a lower and an upper guide. In the design of one variant, the upper guide is embodied as a projection of the rib that extends across the wedge. The lower guide can for instance project from the support as a projection, but can also itself be a part of the rib.
The wedge can comprise plastic, for instance a very strong polyamide, and the support can, as well.
Among the advantages of the invention:
The invention shall be explained to one skilled in the art using exemplary embodiments in figures.
a is a perspective top view of a wedge that is used in the invention;
b depicts the bottom of the wedge in accordance with
In the following, identical parts or parts with the same function are labeled with the same reference number.
The very elastic support point depicted in
In the left-hand portion of both figures, the rail fastening, which also includes a loop spring 2, held to the bolt 3 by means of washer 31 and nut 32, is depicted in the pre-assembly position, while the right-hand portion of the image depicts the spring 2 nearly in its final position. Fastening of the spring 2 has been concluded when the loop 22 is located against the wedge 24 and holds the latter in a non-positive fit from above (usage position). The pre-assembly position depicts the spring 2 hardly clamped with the rear loop 21 on counterbearing 13 of the plate 1 and the front loop ends 23 on the rib 17. In the right-hand drawing, the rear loop 21 rests in the counterbearing 14 and the loop ends 23 press the rail foot SF downward. In the top view it is evident that the ribs 17,16 run at an angle to the edge of the rail foot SF. The tip 240 of the wedge 24 can be threaded through the hole in the rib 16 and then fixed, inserted further until it assumes the position depicted in
The wedge 24 has two guide grooves, shaped on top as a recess 241 and on the bottom as a groove 242. The upper recess 241 is guided under the catch 18 of the rib 17 or of the rib 16. The groove 241 is guided using a projection 19 on the plate 1; the wedge 24 is thus guided precisely between the ribs 17, 16 and the rail foot SF. Laterally the wedge 24 is in contact with the rail foot SF and with the ribs 17, 16 and thus can exert a horizontal pressing force against the rail foot SF. The wedge 24 on the left and/or on the right is inserted until the desired rail foot position is achieved.
When needed, the wedge 24 can have another notch 243 in order to admit air for the intermediate layer ZW.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2008 028 092.5 | Jun 2008 | DE | national |
