Frog and method for manufacturing a wing rail for a frog

Abstract

The present invention relates to a switch (10) and a method for manufacturing such a switch, the switch comprising: wing rails (16, 18) having at least rail heads (62, 64) and rail bridge portions (66, 68); and a switch tip (12) movably arranged between the wing rails, wherein a wheel transfer region between the switch tip and the wing rail extends in the region of the switch tip, the switch tip abutting against the wing rail. Each wing rail (16, 18) has, separately from the switch tip (12), a segment (20, 22) extending at least along the length of the wheel transfer region, said segment being manufactured from a forged block.

Description

Technical Field

[0001] The present invention relates to a switch core, the switch core including a switch core tip movably arranged between wing rails, wherein a wheel transfer region extends in the region of the switch core tip. Background Technology

[0002] The turnout tip, as part of the turnout system, enables the transition between crossing tracks. A key characteristic of the elastically movable turnout tip is that its running edge is closed, thus ensuring that the wheels are always guided and supported within the relevant area. Here, the turnout tip is placed against the corresponding wing rail by a locking element in a force-fit and form-fit manner. For this purpose, an adjusting rod extends from the turnout drive unit and connects to the turnout tip to move it and place it against one of the wing rails.

[0003] Wing rails are typically rolled conventional rails made from standard profiles, such as 60E1. Consequently, due to the standard cross-section and the dependence on the rail material, the structural possibilities for wing rail design are limited.

[0004] For example, a fork with a flexible moving tip can be obtained from EP1455016A2 or EP1455017A2. Summary of the Invention

[0005] In addition to the flexible switch tip, there is also a switch with a rigid switch tip, that is, a switch tip that is not adjustable relative to the wing rail.

[0006] This invention is based on the objective of improving the switch with a movable switch tip to achieve a near-optimal geometry in the transition area between the wing rail and the switch tip. Comfort when passing over the switch should also be improved, especially by avoiding or reducing impacts.

[0007] Compared to existing technologies, the wear and load on components used in the turnout should be reduced.

[0008] To address one or more of these aspects, the present invention is essentially configured such that each wing rail and the turnout tip have a section extending at least along the length of the wheel transfer area, said section being accordingly manufactured from a forged block.

[0009] According to the present invention, a switch is provided in which, in the wheel transfer region, a section of the wing rail is replaced by a pre-forged steel block that is machined. According to the prior art, the wing rail of a movable switch is substantially composed of rolled conventional profiles along its entire length, thereby leading to limitations regarding geometric characteristics.

[0010] Sections made of forged blocks are connected to sections of conventional rail, particularly by flash butt welding, which extend in front of and behind sections made of forged steel blocks.

[0011] The main advantage of the block section in the corresponding wing rail should be that, compared with the prior art, this area can be designed with greater freedom in terms of geometric design and the materials used; because the conventional profiles used according to the prior art are limited in terms of their structural possibilities due to their standard cross-section and their correlation with the limited rail materials.

[0012] Compared with conventional rail profiles, it can achieve higher moments of inertia and resistance moments, resulting in lower bending stress.

[0013] In particular, the separately manufactured sections are configured to have lengths between 1.2m and 12m, and therefore should not be limited by the teachings of the present invention.

[0014] The material used for this section is steel with a tensile strength Rm of 1175 MPa ≤ Rm ≤ 1500 MPa, an elongation at break A of 9% ≤ A ≤ 12%, and a Brinell hardness HBW of 350 HB ≤ HBW ≤ 500 HB. Chromium bainitic steel is given as an example. Brinell hardness is measured with a ball diameter d = 2.5 mm, a test force F = 1.839 kN, and an application time of 10-15 seconds.

[0015] By using forged blocks (also known as slabs) and machining the wing rail sections, high precision regarding geometric requirements is achieved. Simultaneously, critical inherent stresses caused by bending or folding, which occur when using conventional rails, are avoided.

[0016] Since the tip of the fork itself can also be made of materials with the aforementioned material properties, especially forged components, the transfer area has high resistance capacity, resulting in low wear.

[0017] Because the desired structural design can be achieved through machining the blocks, the mass of the section, i.e., the wing rail block, can be specifically adapted to dynamic loads, such as those generated by characteristic vehicle behavior or speed. Compared to conventional rails, the cross-section can be selected such that, for example, when a through-hole (e.g., a hole) is to be provided to guide elements that need to be guided through the through-hole for adjusting the tip of the turnout, such as locking rods and test rods, will not be weakened to such an extent that additional measures are required to achieve the required strength, as is the case in conventional rails, where holes for adjusting rods are introduced in the bridging section. This, for example, performs edge reinforcement of the opening.

[0018] Therefore, the outstanding feature of the present invention is that the section having a rail head, a rail foot, and a bridging portion extending between the rail head and the rail foot has a through opening for a rod element (such as a locking rod or a test rod), wherein the bridging portion of the wing rail section has a thickness D at least in the area of ​​the through opening, wherein D ≥ 30 mm, especially D ≥ 40 mm, particularly preferably 40 mm ≤ D ≤ 60 mm, and very particularly preferably 45 mm ≤ D ≤ 50 mm.

[0019] It is particularly important to emphasize that the contact surface of the tip of the turnout at the wing rail section is a section of the side of the wing rail section that extends concavely relative to the running edge of the wing rail section, such as the milled section.

[0020] The active tip of the fork begins in the recessed area, and the active tip is lowered and approached laterally. No wheel rolling on the upper side has yet occurred.

[0021] The functional tip of the fork is the beginning of the fork tip. From the tip of the fork, the fork tip is used or can be used as a lateral guide.

[0022] Starting from the beginning of the active turnout tip, the turnout tip applies the function of the wheel track technology. It can receive lateral forces. Before the active turnout tip, this function is not applied by the existing area of ​​the turnout tip that extends to the free end of the turnout tip.

[0023] According to the present invention, the contact surface between the wing rail section and the movable switch tip can be specifically designed by milling at the block to create the shortest possible running edge interruption, without taking into account the correlation with the rail profile.

[0024] In particular, it is configured such that more material is retained in the wing rail section, corresponding to the mass of material removed in order to form a recessed area, especially on the side away from the tip of the turnout.

[0025] The "more material" here has a mass corresponding to the mass of material removed to form the recessed area. Therefore, since the section forming the stepped portion is machined from the block, the moment of inertia does not occur or remains substantially unchanged.

[0026] Basically, this means that the change in the moment of inertia of the surface does not exceed ±20%, preferably not more than ±10%. This applies not only to the case where the force is applied from the side (moment of inertia Iy), but also to the case where the force is applied in the direction of the head surface (moment of inertia Ix).

[0027] Independent of geometric variations within the wing rail section, the same or substantially the same moment of inertia, obtained according to the teachings of the invention, substantially exists in a region extending between the functional fork tip and a region in which the fork tip detaches from, i.e., is spaced apart from, the section. The length LT of the region with the same or substantially the same moment of inertia is preferably 250 mm ≤ LT ≤ 9000 mm.

[0028] In other words, the wing rail section is machined from a block, especially by milling, such that the mass added in the region where it deviates from the basic geometry, for example in the raised or recessed regions (the tip of the fork enters the recessed region when it is forcefully connected to the wing rail section), is retained or removed in the adjacent region, the added mass corresponding to the mass obtained by the change in geometry.

[0029] By extending a region that is recessed relative to the driving edge constructed according to the teachings of the invention, the advantages of the teachings of the invention are further emphasized relative to the tip of the switch tip in its initial region. Thus, at the beginning of the functioning switch tip (where the switch tip is laterally driven and the switch tip is lowered so that no wheel roll occurs on the upper side in this region), the switch tip can have a width of 8 mm to 12 mm in its head face, whereas in the prior art, a width of less than 5 mm is typically achievable.

[0030] The head face here is as follows, which develops within the running surface at the tip of the turnout, and is defined by the side boundaries. The width of the head face is defined by the extension of the left and right sides up to the height of the running edge. The running edge is a line along the longitudinal direction of the turnout tip that extends parallel to and below the tangent of the common running surface at intervals. The tangent of the common running surface is a straight line extending tangentially to the running surfaces of the two rails of the track.

[0031] The spacing is typically 14mm, but it can also range from 10mm to 16mm (depending on the railway operator or regulations).

[0032] In the case of the aforementioned width of 8mm to 12mm, a spacing of 14mm is used.

[0033] Within this range, the head surface has a plateau-like orientation, that is, it extends horizontally or curves slightly relative to the horizontal line.

[0034] In particular, it is configured such that a raised portion can be machined by cutting a block in the transition area between the fork tip and the wing rail section.

[0035] It is particularly important to emphasize that the anti-lifting structure (Abbehesicherung) for the tip of the fork is integrally machined in the first spacer element (also known as the spacer block).

[0036] To this end, it is specifically proposed that the first spacer block and the wing rail section be integrally machined from a single block, each of the first spacer blocks having a gap, wherein, when the wing rail section is assembled, the gap transitions into each other to construct an open chamber, in which the forward free end of the fork tip, i.e., the foremost region, is adjustablely arranged. This region is not traversed and is referred to hereinafter as the nose.

[0037] In the improved embodiment, the present invention is configured such that the fork tip has a base, particularly a cube shape, the base having a pointed tip that is triangular in cross-section emanating from the base, and the width B of the base in the transfer region is B ≥ 60 mm, particularly B ≥ 70 mm, preferably 75 mm ≤ B ≤ 85 mm.

[0038] The matrix transitions into the tip, wherein the tip may have a width BS in the transition region to the matrix, wherein 40 mm ≤ BS ≤ 60 mm, preferably 45 ≤ BS ≤ 55 mm.

[0039] In the region of the active tip, the fork tip consists of a base and a tip body, which is laterally bounded by a side, which can be driven toward and bound the plateau-shaped extension (head face) of the front end of the active fork tip.

[0040] Since the desired structural design and the geometry of the section can be fabricated from the block as the initial material, it is possible to provide more space by increasing the spacing between the running edge and the bridging surface extending on the running edge side compared to conventional rail profiles. As a result, the workpiece tip extends to a greater extent below the rail head in the case of the stop tip, with its base extending to a greater extent. In other words, the base can be constructed to be wider than when using conventional rail profiles.

[0041] Nevertheless, the required strength can be obtained because the bridging region of the wing rail section can be constructed to be correspondingly thick. Therefore, the present invention is particularly configured such that the bridging portion of the wing rail section in the transfer region has a thickness D, wherein D ≥ 30 mm, especially D ≥ 40 mm, particularly preferably 40 mm ≤ D ≤ 60 mm, and very particularly preferably 45 mm ≤ D ≤ 50 mm.

[0042] For wheel transfer, the optimized geometry, including the raised portion of the wheel running surface, can be precisely milled into the block with narrow tolerances without the need for additional costly bending or grinding methods required by existing technologies. Compared to existing technologies, the manufacturing process is not associated with the large tolerances of the rolled profiles used in conventional rails.

[0043] The raised portion itself is known in order to avoid wheel descent during the transition from the wing block to the wing rail and conversely during the transition from the wing rail to the wing block if the upper edge of the wing rail and the tip of the wing point extend at the same level in the transition area (more precisely, due to the tapered profile of the vehicle wheels and the geometry of the wing rail oriented towards the outside of the track).

[0044] According to existing technology, the protrusion is manufactured by bending a base or pad below the wing rail. According to the present invention, this is unnecessary because machining the protrusion from a block causes the lower side of the wing rail section to extend in a two-dimensional plane along its entire length.

[0045] Outside the tip of the fork, the sections can be supported by spacers machined from a single block, which can be connected to each other by a high-strength threaded connection structure.

[0046] The invention for manufacturing a wing rail for a switch with a movable switch tip is further distinguished by the fact that the wing rail sections outside the switch tip are supported by a second spacer block integrally machined from a block with the wing rail.

[0047] Specifically, at least one section of each wing rail is manufactured by machining a forged steel block, wherein the raised portion of the upper edge of the rail can be integrally machined in the area where the tip of the turnout abuts against the wing rail section.

[0048] Preferably, the present invention is configured such that an anti-lifting structure is integrally constructed in the first spacer block, and the wing rails are supported to each other by the anti-lifting structure.

[0049] It is also configured to machine a gap in the block to form the contact surface of the fork tip.

[0050] Furthermore, it is configured such that, in the side of the wing rail section extending towards the tip of the turnout, a region with a contact surface for the tip of the turnout is machined from a block and recessed relative to the basic orientation of the running edge.

[0051] Similarly, the present invention proposes that the wing rail section is machined from a block such that the geometry of the wing rail section deviates from its basic geometry in areas such as raised portions or recessed portions relative to the travel edge, and the material mass in adjacent regions of the wing rail section corresponding to the material mass obtained due to the change in the geometry, is removed from the block or added to the basic geometry and retained, thereby keeping the moment of inertia of the wing rail section unchanged or substantially unchanged.

[0052] Although it is known that wing rail sections are manufactured from forged blocks, as can be derived from EP3312341B1, the corresponding wing rail sections are determined for wing tips with rigidity. There are no issues regarding the construction of the through section through which the adjusting element is guided, or regarding the dimensional design of the wing tip to achieve sufficient strength, especially under high dynamic forces.

[0053] According to the invention, the turnout structure has a section existing in the corresponding wing rail, which is composed of forged blocks and arranged in the transfer area between the wing rail and the turnout tip. Each block is manufactured individually, i.e., a separate component relative to the turnout tip, particularly installed in tracks designed to receive high dynamic axle loads, i.e., tracks designed for speeds of 250 km / h and above. Typical dynamic axle loads are between 30 and 40 tons. The dynamic axle load value is obtained by multiplying the static axle load by a speed-related coefficient. For example, the coefficient is 1.675 at a speed of 250 km / h and 1.79 at a speed of 350 km / h. Attached Figure Description

[0054] Other details, advantages and features of the invention will be apparent not only from the claims and the features that can be derived from those claims (in themselves and / or in combination), but also from the following description of the preferred embodiments that can be derived from the drawings.

[0055] In the attached image:

[0056] Figure 1 A partial plan view of a turnout with a flexible switch tip is shown;

[0057] Figure 2 This shows the orientation of the elevated portion in the region at the tip of the fork;

[0058] Figure 3 Show along Figure 1 A cross-sectional view of line AA in the diagram;

[0059] Figure 4 Show along Figure 1 A cross-sectional view of line BB in the middle;

[0060] Figure 5 Show along Figure 1 A cross-sectional view of line CC in the diagram;

[0061] Figure 6 Show along Figure 1 A cross-sectional view of line SS in the diagram;

[0062] Figure 7 Show Figure 1 Details X;

[0063] Figure 8 Show along Figure 7 A cross-sectional view of line YY in the middle;

[0064] Figure 9 Showing with Figure 8 The corresponding illustration shows additional material present on the back side;

[0065] Figure 10 This shows the development of the fork tip from the direct tip to the point where the driving edge of the tip follows the basic direction;

[0066] Figure 11 A schematic diagram of the fork region is shown in top view; and

[0067] Figure 12 The schematic diagram of the block is shown, and the airfoil section is machined from the block. Detailed Implementation

[0068] The teachings of the present invention regarding a fork with a movable fork tip are explained below with reference to the accompanying drawings, wherein, in principle, the same reference numerals are used for the same elements.

[0069] The switch 10 is a switch with a resiliently movable switch tip 12, which can be adjusted between the wing rails 16 and 18 by means of support on the switch slide plate 14. Here, according to the teachings of the invention, the wing rails 16 and 18 have sections 20 and 22 of length L in the transfer region between the switch tip 12 and the wing rails 16 and 18, said sections being manufactured by machining forged steel blocks. For example, the lengths of sections 20 and 22 can be between 1500 mm and 12000 mm without limiting the teachings of the invention. Figure 1 In the text, the lengths of the corresponding segments 20 and 22, which are processed from individual blocks, are marked with L.

[0070] Before and after sections 20 and 22, this section connects to the regular track, particularly by flash butt welding.

[0071] The forged block is made of steel with a tensile strength Rm of 1175 MPa ≤ Rm ≤ 1500 MPa, an elongation at break A of 9% ≤ A ≤ 12%, and a hardness HBW of 350HB ≤ HBW ≤ 500HB. Chromium bainitic steel is exemplarily listed. The Brinell hardness HBW is measured with a ball diameter d = 2.5 mm, a test force F = 1.839 kN, and an application time of 10-15 seconds.

[0072] The turnout tip 12 can be made of the same material and is selectively placed onto one of the sections 20, 22 by a turnout drive device, thereby enabling it to travel across the desired track in the turnout. Like the turnout tip 12, sections 20, 22 are machined from forged blocks (also called slabs) by cutting. Milling is particularly noteworthy here.

[0073] exist Figure 12 In the diagram, blocks 126 and 128 are shown in a purely theoretical manner. Wing rail sections 20 and 22 are machined from these blocks.

[0074] from Figure 3 As can be seen in the cross-sectional view AA, the second spacer blocks 32 and 34 are integrally machined from a block together with the wing rail sections 20 and 22. The second spacer blocks are interconnected by a high-strength threaded connection structure 36. The second spacer blocks 32 and 34 have rectangular openings 38 and 40 that transition into each other in cross-section, and a form-fitting element 37 is embedded in the opening, which is passed through by the threaded connection structure 36.

[0075] The form-fitting element 37 is used for positioning, unloading of threaded parts, and receiving longitudinal forces on the track.

[0076] Sections 20 and 22 each have foot sections 42 and 44, which are secured to ribs 46 or other suitable bases by tension clips 48 and 50. A resilient intermediate layer 52 may be arranged between the feet 42 and 44 and the ribs 46. For this purpose, refer to well-known structures. Otherwise, the details presented in the figures are self-evident.

[0077] Section AA is spaced apart from the fork tip 12, or more precisely, it is located in front of the fork tip. Figure 5The cross-section CC can be seen in the region located at the tip of the turnout 12. Sections 20 and 22, together with the adjustable turnout tip 12 between these sections, are visible. The turnout tip consists of a base 54 and a pointed body 56 extending from the base. The pointed body tapers towards its free end and, when the turnout is to be passed, unilaterally abuts against the side 58 or 60 of the head 62 or 64 of the section 20 or 22, which is machined from a forged block. It is well known that the base 54 is a sliding support (turnout slide plate 14).

[0078] As in the common structure, the heads 62 and 64 transition into the feet 42 and 44 via bridging portions 66 and 68.

[0079] In the sectional view CC, the profiles 70 and 72 of the conventional rail (such as the 60E1 profile (formerly UEC60)) are also drawn with dashed lines. The wing rails in the branch center area are usually manufactured from this conventional rail by bending and folding.

[0080] As can be seen from the drawing, the spacing between the inner surfaces 74, 76 of the bridging portions 66, 68 in sections 20, 22 is greater than the spacing of conventional rails, thus providing more space for the tip of the turnout 12. As a result, the width B of the base 54 can be constructed to be greater than the width in a turnout where the wing rail is made entirely of conventional rails.

[0081] The width B of the base 54 can be 50% larger than the width of the base extending between the wing rails made of conventional track. Especially in the front tip region, i.e. the region where the tip 12 of the turnout makes its first contact with the side 58 or 60, the width B of the base 54 can be greater than 60 mm, preferably greater than 70 mm, and particularly preferably in the range of 75 mm and 85 mm.

[0082] like Figure 5 As shown, because the wing rail sections 20 and 22 are machined from a single steel block, their cross-sectional area is larger than that of conventional rails. Therefore, a higher moment of inertia can be achieved, resulting in lower bending stress. This allows for better adaptation to dynamic loads.

[0083] Although the spacing between the inner surfaces 74 and 76 of the wing rail sections 20 and 22 is increased, these wing rail sections still have sufficient mass to meet the dynamic loads caused by trains passing over the switches; because according to the invention, a block with a correspondingly large size is used as the initial material for sections 20 and 22 so that sections 20 and 22 can be machined by cutting.

[0084] The corresponding blocks can each have a diameter of 16000 mm. 2 Up to 40000mm 2The cross-sectional area, in particular, can be exemplified by cubic shapes with a height H between 160 mm and 200 mm and a width B between 100 mm and 200 mm. The length depends on the length of the sections 20 and 22 to be constructed, i.e., particularly between 1.2 m and 15 m.

[0085] For the material used in the section, steel with a tensile strength Rm of 1175 MPa ≤ Rm ≤ 1500 MPa, an elongation at break A of 9% ≤ A ≤ 12%, and a Brinell hardness HBW of 350 HB ≤ HBW ≤ 480 HB is used. Chromium bainitic steel is exemplarily given. The Brinell hardness HBW is measured with a ball diameter d = 2.5 mm, a test force F = 1.839 kN, and an application duration of 10-15 seconds.

[0086] This can be achieved by machining such that the moments of inertia of the planes perpendicular to the longitudinal axes of sections 20, 22 are the same or substantially the same or differ from each other by a maximum of 20%, preferably a maximum of 10%, in the region where the fork tip 12 abuts against sections 20, 22, i.e., against the sides 58, 60, over the entire length.

[0087] For example, it can be listed that when the cross-sectional area is 6500 mm² 2 Up to 15000mm 2 When the surface moment of inertia Iy is within the range of 200cm, 4 and 1130cm 4 Between and Ix at 1700cm 4 and 5300cm 4 In calculating the surface moment of inertia Iy, the force acts on segments 20 and 22 from one side, i.e., from the side, while in calculating the surface moment of inertia Ix, the force acts on segments 20 and 22 in the direction of the head surface 57. The calculations are performed using software.

[0088] According to the invention, it is configured such that in areas where material accumulation or removal occurs (as explained below) determined by the structure (protrusions, recessed areas, or through openings for rods), the corresponding material mass is removed or retained in other areas.

[0089] Since sections 20 and 22 are machined from blocks, optimized geometry can be achieved within narrow tolerances, particularly through milling, in the wheel transfer sections. This includes, in particular, the raised portion of the wheel running surface produced by milling, or the receiving portion for the switch tip, in order to achieve, in particular, small deviations between the basic orientation of the running edge of the wing rail sections 20 and 22 and the basic orientation of the subsequent running edge of the switch tip 12, as per this... Figure 7 The explanation given.

[0090] Therefore, from Figure 7 It can be seen from Figure 1 The detail X' relates to the area of ​​the fork tip 12 in its tip 112, where the fork tip 12 abuts against the side 60 of the section 22.

[0091] In this region on its upper side, i.e., in the region extending from the apex, the fork tip 12 is plateau-shaped and has a width H that is between 8 mm and 12 mm at the beginning of the tip, i.e., at the beginning of the functional fork tip. This width is achieved because the milled portion extends in the side 60, so that the travel edge 82 extends inward in its front region 84, offset from the travel edge 85 of section 22, which has a predetermined basic direction. The tip 112 of the fork tip 12 is located in this recessed region (which is machined by the milled portion) and is therefore protected. After a length E, the travel edge 82 extends in the extension of the travel edge 85 of section 22, i.e., in the basic direction. The length E can be between 80 mm and 150 mm, especially in the range of 100 mm. The travel edge has a bend to some extent where it transitions into the basic direction.

[0092] As can be seen, there is a free space 86 in front of the tip 112 of the fork tip 12 in the milling section. This free space 86 is necessary so that the tip 112 can remain in the milling section in the event of thermal expansion.

[0093] from Figure 10 It is also found that the fork tip 12 extends in a plateau-like manner in the drivable area in front of it on the head side. The figure shows the development of the tip 56 directly from the tip until the point where the direction of the driving edge of the tip 12 corresponds to the basic direction of the driving edge, that is, the direction of the driving edge of the section 22 outside the milling part.

[0094] exist Figure 10 In the figure, the plateau-like region at the beginning of the tip is marked with reference numeral 57. The width of the plateau-like region on the upper side of the tip 56, between the sides 58 and 61, is between 8 mm and 12 mm.

[0095] The angle α between the side 58 or 61 and the vertical line (line 63) is between 10° and 20°.

[0096] The width H of the turnout tip 12 is the width of the head face and is defined by the extension of the left and right sides 58 and 61 up to the height of the running edge 157. The running edge is a line along the longitudinal direction of the turnout tip 12 that extends, for example, 14 mm below the apex of the head face according to the standards of Deutsche Bahn AG.

[0097] As can be seen from the drawing, the width of the tip 56 increases from the beginning of the tip, as determined by comparing profiles 65, 67, and 69. Profile 69 corresponds to the cross-section of the fork tip 12 in the region where the travel edge of the fork tip 12 corresponds to the basic orientation of the travel edge, i.e., the basic orientation of section 22. The corresponding situation applies to section 20.

[0098] from Figure 10 The changes in the orientation of the wing rail and therefore section 20 can also be seen.

[0099] The material mass produced by milling remains on the opposite side of section 22, resulting in a smaller geometric change in section 22 compared to its basic orientation, thus maintaining the same surface moment of inertia regardless of whether it is milled in or not.

[0100] The same approach is taken with respect to the commonly existing lifting section, which is constructed according to existing technology through the base pad of the wing rail and the bending of the wing rail.

[0101] In contrast, according to the invention, the raised portions of section 22 and therefore also section 24 are manufactured by milling from the block to prevent the wheels from sinking when passing over the transition section. Figure 2 The raised section is shown in the diagram. Solid line 88 represents the upper edge of the track in section 22, as shown below, where the upper side has the maximum clearance relative to the bottom surface of section 22. The upper edge of the turnout tip 12 is indicated by line 90. The direction of the upper edge of the track beyond the raised section is indicated by line 92.

[0102] Corresponding to the additional material, i.e. its mass, present in the region of the elevated portion, the material is removed from the adjacent region in section 22, thereby obtaining the same mass in the cross-sectional region as in the adjacent region, and thus obtaining the same surface moment of inertia.

[0103] Section SS ( Figure 6 This is implemented in the following regions, where sections 20 and 22 have through portions or holes 96 and 98 through which locking rods 100 and 102 pass, the locking rods being connected to the turnout drive device so that the turnout tip 12 can be forcefully abutted against section 22 or section 24.

[0104] Since the bridging portions 66 and 68 of sections 20 and 22 are relatively thicker than those of conventional rails, it is not necessary to re-machine holes 96 and 98, for example, in their edge regions, to achieve the required strength. Furthermore, the mass removed by holes 96 and 98 can, in principle, be balanced by the material through the protrusions in sections 20 and 22, thereby obtaining substantially the same moment of inertia, although the moment of inertia in the direct cut surface of holes 96 and 98 can be smaller than in adjacent regions, without deviating from the teachings of the invention.

[0105] from Figure 9 The corresponding protrusions can be seen in the image. Figure 9 Corresponding to section 6, but purely in principle illustrating the characteristic, the amount of material removed through construction holes 96, 98 on the back side of sections 20, 22 is retained during milling compared to the rest of the profile. The protrusions in Figure 9 The figures are marked with numerals 122 and 124.

[0106] In addition Figure 10 The diagram shows that the fork tip 12 consists of a base 54 and a tip 56. The separation is indicated by a dashed line 71. In this embodiment, the base 54 has inclined portions 73 and 75 in the transition region to the tip 56. The concave regions 77 and 79 of the tip 56 are adjacent to the inclined portions 73 and 75. At the intersection line (71) with the base 54, the width BS of the tip 56 is 40 mm ≤ BS ≤ 60 mm, preferably 45 mm ≤ BS ≤ 55 mm, to exemplify the values ​​to be emphasized.

[0107] Figure 4 Section BB is a longitudinal section in the nose region of the fork tip 12, which extends in front of the tip 112 and extends in the clearance 106 machined from the first spacer block 108, which itself is integrally machined with the section 20 by block cutting.

[0108] A corresponding spacer block emerges from section 22, which also has a spacer corresponding to the spacer 106, which transitions flush into the spacer 106. In this free space, the nose is movable when the fork tip 12 is adjusted, thereby ensuring that the fork tip 12 is not unreliably lifted, since the movement of the nose is restricted in its vertical movement by section 110 of the head-side limit spacer 106.

[0109] Here, the dimensions of the protruding nose and the recess 106 are so coordinated with each other that frictionless adjustment of the fork tip 12 can be achieved essentially.

[0110] Sections 20 and 22 are connected via a first spacer block 108 using high-strength threaded fittings. Figure 4As can be seen, threaded connecting element 136 is surrounded by sleeve 114 and passes through a corresponding hole in the first spacer block 108, as this combination Figure 3 The explanation given.

[0111] from Figure 11 The characteristic values ​​of sections 20 and 22 according to the invention can be seen again in the diagram. For example, the length LA of sections 20 and 22 can be in the range of 1450 mm and 12000 mm. Here, sections 20 and 22 extend in length LV in front of the functional tip 112 along the direction of the free end (welds 113, 115) of the tip 112, and this length can be between 600 mm and 1800 mm. Behind the functional tip 112, i.e., in the direction toward the root of the turnout switch rail, sections 20 and 22 extend in length LT+LS to welds 117, 119, the length of which is approximately 850 mm to 10200 mm.

[0112] The wheel load is removed substantially the same not only from the tip 12 but also from section 22 or 20, where the wheel transfer area has a preferred spacing LU of 200 mm ≤ LU ≤ 3000 mm relative to the active tip 112. The wheel transfer area 123 is not a point, but an area formed by the sinking of section 22 or tip 12. In this area, the head face of tip 12 has a width of approximately 30 mm to 55 mm.

[0113] The length LT of segments 20 and 22 is also drawn, in which the same or substantially the same surface moment of inertia exists. The length LT is in the range of 250 mm and 9000 mm and extends between the active tip 112 and the region where the fork tip 12 is detached from segment 20 or 22, i.e., spaced apart relative to said segment. Figure 11 In the figure, this area is marked with reference numeral 121 and is presented as a line.

[0114] Section 20 or 22 extends beyond this point (spacing LS), preferably beyond two additional sleeper boxes. Spacing LS is preferably between 600 mm and 1200 mm.

[0115] also, Figure 11 The diagram shows the distance LN between the functional tip 112 and the front free end of the fork tip 12. The distance LN is preferably 100 mm to 500 mm. The front free end of the fork tip 12 is connected to... Figure 4 The free end of the protruding nose as described in the text.

[0116] The remarkable feature of the invention is the fork 10, which includes: wing rails 16, 18, said wing rails having at least rail heads 62, 64 and rail bridging portions 66, 68; and a fork tip 12 movably arranged between the wing rails, wherein a wheel transfer region between the fork tip and the wing rails extends in the region of the fork tip, wherein the wing rails are detachably connected to each other, and each wing rail has, separately from the fork tip, a wing rail section extending at least in the length of the wheel transfer region or is composed of such a wing rail section made of a forged block.

[0117] The outstanding feature of the fork is that the surface moments of inertia Ix and Iy in the cross section extending perpendicular to the longitudinal axis of the wing rail section are the same or substantially the same at least in the region of the contact surface at the tip of the fork in the wing rail section, differing from each other by a maximum of ±20%, especially by a maximum of ±10%.

[0118] Furthermore, the invention is remarkable in that, corresponding to the material mass in a region of the wing rail sections 20, 22, which is obtained by changing the geometry of the wing rail section through a change in geometry, the corresponding material mass is removed or retained in the region of the change in geometry in order to achieve the same or substantially the same surface moment of inertia.

[0119] The remarkable feature of the invention is that the abutting surface of the tip region of the fork tip 12 at the wing rail sections 20, 22 is a section of a region 80 that extends recessedly relative to the running edge of the wing rail section in the side 60 of the wing rail section, such as a milled portion, wherein, preferably, more material is retained at the wing rail section corresponding to the mass of material removed in order to form the recessed region 80 on the side of the wing rail sections 20, 22, especially on the side away from the fork tip.

[0120] The outstanding feature of the fork in the present invention is that the direction of the travel edge of the fork tip 12 transitions from the active tip 112 to the predetermined basic direction of the travel edge through the sections 20, 22 at a distance E, wherein 80mm ≤ E ≤ 150mm.

[0121] The outstanding feature of the switch with the anti-lifting structure originating from the wing rails 16 and 18 (the foremost region 104 of the switch tip 12 is adjustablely arranged in the anti-lifting structure) is that the anti-lifting structure is integrally machined from a block.

[0122] Furthermore, the outstanding feature of the fork is that the anti-lifting structure is integrally constructed in the first spacer block 108, through which the wing rail sections 20, 22 are supported and connected to each other.

[0123] Furthermore, the outstanding feature of the present invention is that the first spacer block 108 and the wing rail sections 20, 22 are integrally machined from a block body. The first spacer block has a gap 106, wherein, when the wing rail sections are assembled, the gaps transition into each other to construct an open chamber, and the foremost region 104 of the fork tip 12 is adjustablely arranged in the chamber.

[0124] The outstanding feature of the fork according to the invention is that the fork tip 12 has a base (54) that is particularly cubic in shape, the base having a tip 56 that is triangular in cross-section emanating from the base, and the width B of the base is B ≥ 60 mm, especially B ≥ 70 mm, preferably 75 mm ≤ B ≤ 85 mm.

[0125] The outstanding feature of the fork with at least one through opening for rod elements 100, 102 (such as locking rods or test rods) in the bridging portions 66, 68 of the wing rails 16, 18 is that the bridging portions 66, 68 of the wing rail sections 20, 22 have a thickness D at least in the region of the holes 96, 98, wherein D ≥ 30 mm, especially D ≥ 40 mm, particularly preferably 40 mm ≤ D ≤ 60 mm, and very particularly preferably 45 mm ≤ D ≤ 50 mm.

[0126] Furthermore, the outstanding feature of the fork is that a raised portion is machined in the transition area between the fork tip 12 and the wing rail sections 20, 22 by cutting a block.

[0127] The outstanding feature of the fork is that the wing rail sections 20 and 22 are supported by the second spacer blocks 32 and 34, which are integrally machined from the block with the wing rail, outside the tip 12 of the fork.

[0128] Furthermore, the remarkable feature of the present invention is that the wing rail sections 20, 22 are machined from the block such that in areas where the geometry of the wing rail section deviates from its basic geometry, such as raised portions or recessed regions 80 relative to the travel edge 85, the material mass in adjacent regions of the wing rail section is removed or added to the basic geometry and retained, corresponding to the material mass obtained due to the change in the geometry.

[0129] Furthermore, the invention is distinguished by a method for manufacturing wing rails 16, 18 for a switch 10 with a movable switch tip 12, wherein at least one section 20, 22 of each wing rail 16, 18 is manufactured by machining a forged steel block, wherein a raised portion of the wheel running surface is integrally machined in the region where the switch tip 12 abuts against the wing rail section 20, 22.

[0130] The remarkable feature of the method according to the invention is that the anti-lifting structure for the tip of the fork 12 is integrally machined from a block with the wing rail sections 20, 22.

[0131] The superiority of the method according to the invention also lies in the fact that, in the side surfaces 58, 60 of the wing rail sections 20, 22 extending to the tip of the fork, a region 80 with a mating surface for the tip of the fork is machined from the block and recessed relative to the general direction of the running edge 85.

[0132] Furthermore, the remarkable feature of the method according to the invention is that the wing rail sections 20, 22 are machined from the block such that in regions where the geometry of the wing rail section deviates from its basic geometry, such as raised portions or recessed regions 80 relative to the travel edge 85, the material mass in adjacent regions of the wing rail section is removed or added to the basic geometry in accordance with the material mass obtained due to the change in the geometry, thereby keeping the moment of inertia of the wing rail section unchanged or substantially unchanged.

[0133] The superiority of the method according to the invention also lies in the fact that the wing rail sections 20, 22 are machined from the block such that the moments of inertia of the surfaces in the cross sections extending perpendicular to the longitudinal axis of the wing rail section are at least the same or substantially the same in the region of the contact surface of the fork tip 12 at the wing rail section, differing from each other by a maximum of ±20%, and especially by a maximum of ±10%.

Claims

1. A fork (10), the fork comprising: Wing rails (16, 18), said wing rails having at least a rail head (62, 64) and a rail bridge (66, 68); And a fork tip (12) movably arranged between the wing rails, wherein a wheel transfer region between the fork tip and the wing rails extends in the region of the fork tip, characterized in that the wing rails (16, 18) are detachably connected to each other, each wing rail (16, 18) having, separately from the fork tip (12), a wing rail section (20, 22) extending at least in the length of the wheel transfer region or consisting of a wing rail section (20, 22) extending at least in the length of the wheel transfer region, the wing rail section being manufactured from a forged block.

2. The fork in the middle according to claim 1, characterized in that, The surface moments of inertia (Ix, Iy) in the cross section extending perpendicular to the longitudinal axis of the wing rail section (20, 22) are at least the same or substantially the same in the region of the contact surface at the tip of the fork (12) in the wing rail section (20, 22), differing from each other by a maximum of ±20%.

3. The fork center according to claim 1 or 2, characterized in that, Corresponding to the material mass in the following regions of the wing rail sections (20, 22), namely, the wing rail sections are obtained by changing the geometry of the wing rail sections in the region, the corresponding material mass in the region of geometric change is removed or retained to achieve the same surface moment of inertia.

4. The fork center according to claim 1 or 2, characterized in that, The tip region of the fork tip (12) at the wing rail section (20, 22) is a section of a region (80) in the side (60) of the wing rail section that extends concavely relative to the running edge of the wing rail section.

5. The fork center according to claim 1 or 2, characterized in that, The travel edge of the fork tip (12) transitions from the active tip (112) to the preset basic travel edge of the passage section (20,22) at a distance E, wherein 80mm ≤ E ≤ 150mm.

6. The switch core according to claim 1 or 2, wherein the switch core has an anti-lifting structure extending from the wing rails (16, 18), and the foremost region (104) of the switch core tip (12) is adjustablely arranged in the anti-lifting structure, characterized in that, The anti-lift structure is integrally machined from the block.

7. The fork inlet according to claim 6, characterized in that, The anti-lift structure is integrally constructed in the first spacer block (108), through which the wing rail sections (20, 22) are supported and connected to each other.

8. The fork inlet according to claim 7, characterized in that, The first spacer block (108) and the wing rail section (20, 22) are integrally machined from the block body. The first spacer block has a gap (106) in each of them. When the wing rail section is assembled, the gap transitions into each other to form an open chamber. The foremost region (104) of the fork tip (12) is adjustablely arranged in the chamber.

9. The fork center according to claim 1 or 2, characterized in that, The fork tip (12) has a base (54) with a pointed body (56) that is triangular in cross-section originating from the base, and the width B of the base is B ≥ 60 mm.

10. The fork according to claim 1 or 2, wherein the fork has at least one through opening for the rod element (100, 102) present in the bridging portion (66, 68) of the wing rails (16, 18), characterized in that, The bridging portions (66, 68) of the wing rail sections (20, 22) have a thickness D at least in the area of ​​the through openings (96, 98), wherein D ≥ 30 mm.

11. The fork center according to claim 1 or 2, characterized in that, In the transition region between the fork tip (12) and the wing rail section (20,22), the block is machined to form a raised portion by cutting.

12. The fork center according to claim 1 or 2, characterized in that, The wing rail sections (20, 22) are supported to each other outside the tip of the fork (12) by second spacer blocks (32, 34) integrally machined from the block with the wing rail.

13. The fork center according to claim 1 or 2, characterized in that, The wing rail sections (20, 22) are machined from the block in such a way that the regions where the geometry of the wing rail section deviates from its basic geometry correspond to the material mass obtained due to the change in the geometry, and the material mass in adjacent regions of the wing rail section is removed or added to the basic geometry and retained.

14. The fork in the middle according to claim 2, characterized in that, The surface moments of inertia (Ix, Iy) in the cross section extending perpendicular to the longitudinal axis of the wing rail section (20, 22) differ from each other by a maximum of ±10% at least in the region of the contact surface at the tip of the fork (12) in the wing rail section (20, 22).

15. The fork in the middle according to claim 4, characterized in that, Corresponding to the mass of material removed to form the recessed area (80), more material is retained in the wing rail section.

16. The fork in the middle according to claim 15, characterized in that, Corresponding to the mass of material removed on the side of the wing rail section (20,22) away from the tip of the fork in order to form a recessed area (80), more material is retained in the wing rail section.

17. The fork in the circuit according to claim 9, characterized in that, The substrate (54) is constructed in a cubic shape.

18. The fork in the circuit according to claim 9, characterized in that, The width B of the substrate is B ≥ 70mm.

19. The fork in the circuit according to claim 18, characterized in that, The width B of the substrate is 75mm ≤ B ≤ 85mm.

20. The fork in the circuit according to claim 10, characterized in that, The thickness is D≥ 40mm.

21. The fork in the circuit according to claim 20, characterized in that, Thickness 40mm ≤ D ≤ 60mm.

22. The fork in the middle according to claim 21, characterized in that, Thickness 45mm ≤ D ≤ 50mm.

23. The fork inlet according to claim 4, characterized in that, The section in question is the milled section.

24. The fork in the circuit according to claim 10, characterized in that, The rod elements (100, 102) are locking rods or test rods.

25. The fork in the circuit according to claim 13, characterized in that, The area is either a raised portion or a recessed area (80) relative to the driving edge (85).

26. A method for manufacturing a wing rail (16, 18) for a switch (10) having a movable switch tip (12), characterized in that, At least one section (20, 22) of each wing rail (16, 18) is manufactured by machining a forged steel block, wherein a raised portion of the wheel running surface is integrally machined in the region where the tip of the fork (12) rests against the wing rail section (20, 22).

27. The method according to claim 26, characterized in that, The anti-lifting structure for the tip of the fork (12) is integrally machined from a block with the wing rail section (20,22).

28. The method according to claim 26 or 27, characterized in that, In the side sections (58, 60) of the wing rail section (20, 22) extending to the tip of the turnout, a region (80) with a mating surface for the tip of the turnout (12) is machined from the block and recessed relative to the basic orientation of the running edge (85).

29. The method according to claim 26 or 27, characterized in that, Thus, the wing rail section (20,22) is processed from the block, that is, the region in which the geometry of the wing rail section deviates from its basic geometry corresponds to the material mass obtained due to the change in the geometry. In the adjacent region of the wing rail section, the material mass is removed or added to the basic geometry and retained, so that the moment of inertia of the wing rail section remains unchanged.

30. The method according to claim 26 or 27, characterized in that, Thus the wing rail sections (20,22) are machined from the block, such that the moment of inertia of the surface in the cross section extending perpendicular to the longitudinal axis of the wing rail section is at least the same or substantially the same in the region of the contact surface at the tip of the fork (12) in the wing rail section, differing from each other by a maximum of ±20%.

31. The method according to claim 30, characterized in that, The surface moments of inertia in the cross section extending perpendicular to the longitudinal axis of the wing rail section differ by at least ±10% in the region of the contact surface at the tip of the fork (12) in the wing rail section.

32. The method according to claim 29, characterized in that, The area is either a raised portion or a recessed area (80) relative to the driving edge (85).

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