• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Angle guide plate, in particular for rail fastening systems, comprising a base body which has a top and a bottom, wherein the underside is designed for arrangement on another element, in particular a (railway) threshold, while the top a substantially transverse to the (rail) Sill opposite plane describes, and wherein the angled guide plate consists of a guide portion and a support portion, wherein the guide portion and the support portion extending substantially parallel and adjacent to each other across a track direction, wherein the top and the bottom are spaced apart such that a thickness of the support region, which measures substantially perpendicular to the underside, is at least partially larger than a thickness of the guide region.
    公开号:AT14709U1
    申请号:TGM415/2014U
    申请日:2014-10-10
    公开日:2016-04-15
    发明作者:
    申请人:Semperit Ag Holding；
    IPC主号:
    专利说明:

    description
    ANGLE GUIDE PLATE
    The present invention relates to an angled guide plate and a track assembly, in particular for rail fastening systems.
    Angled guide plates are known from the prior art. They are used in fastening systems for railway superstructures. In particular, the rails are fixed and guided with Winkelfüh¬rungsplatten of the type in question. For this purpose, the angle guide plates on (railway) thresholds, usually made of concrete, and with this over already cast anchor with screws, together with corresponding clamping clamps, which press from above on a rail of the corresponding rail, screwed. As a result, the highest forces act on the angled guide plate. While the angle guide plates were formerly made of cast iron, it is now known to manufacture them from plastic. The current made of plastic angle guide plates, however, have no material-appropriate design and in particular are not executed plastic. A particular disadvantage is that the sometimes unnecessarily high material usage causes high costs and leads to long cycle times in their production.
    It is therefore an object of the present invention to provide an angle guide plate, insbeson¬dere for rail fastening systems, which is optimally designed taking into account the forces occurring and thus allows cost savings and shortest cycle times in the production.
    This object is achieved by an angle guide plate according to claim 1 and by a track arrangement according to claim 16. Further advantages and features of the invention will become apparent from the subclaims and the description and the accompanying figures.
    According to the invention comprises an angle guide plate, in particular for Schienenbefes¬ tigungssysteme, a base body having an upper side and a lower side, wherein the underside is arranged to be arranged on another element, in particular a (railroad) threshold, while the Upper side describes a plane substantially opposite to the (railroad track) level, and wherein the angled guide plate consists of a guide portion and a support portion, wherein the guide portion and the support portion extend substantially parallel and adjacent to each other across a track direction, the upper side and the Underside are spaced apart from one another such that a thickness of the support region, which is substantially perpendicular to the underside, is at least partially larger than a thickness of the guide region between rail and (railway) threshold, the electrical insulation between rail and (railway) threshold and the fixation and guidance of the rail in the track direction over Reib¬schluss.
    In this case, the track direction describes the direction along which the track extends. To accomplish these tasks, the angled guide plate is designed to lock and support additional rail fasteners, such as (tension) clamps. Particularly preferred come angle guide plates of the type in question in so-called elastic direct fasteners, in particular the 'W-attachment', are used. The W-fastening essentially comprises the following components: Angled guide plate, Zwischen¬lage, (tension) clamp, (sleeper) screw and dowels. Angled guide plates of the type in question advantageously replace the known angled guide plates made of cast iron. However, known from the prior art plastic angle guide plates have no plastic-friendly design and are not cost-optimized. The consequence is a high material input and resulting high component costs, long cycle times in the production, which result in low production capacities and a high level of effort to ensure the geometry and the mechanical properties by the non-plastic construction. The angle guide plate therefore advantageously has a base body which has both a guide region and a support region, wherein the thickness of the support region is at least partially larger than the thickness of the guide region. It should be noted that the " thickness " can always relate only to a specific area or cross section, since the thickness is advantageously reduced steadily from the support area to the guide area. " A thickness " of the guide portion does not exist, so to speak. The "areawise" applies both along the track direction and across it. In a preferred embodiment, the thickness of the support region is greater than the thickness of the guide region. Preferably, the support region and the guide region merge smoothly into each other, so that as a rule no visible transition or a parting line is recognizable. The decisive factor is that the thickness of the base body decreases approximately continuously from the support area in the direction of the guide area. It should be taken into account in this case that the main body does not comprise any protrusions, recesses, drainage and / or support surfaces, etc., but that the basic form of the angled guide plate is the literally the basic body. In particular, it should also be mentioned that, with regard to the thickness, no local projections or recesses are to be understood, which of course can also influence, at least locally, the thickness of the angled guide plate. The steady decrease in the thickness of the main body from the support region in the direction of the guide region does not have to be along a line but can also be stepped (like a staircase) done. Decisive is only the "body". the angled guide plate, which is characterized in that its thickness in the guide region is smaller (at least be¬reichsweise) than in the support area. The support region of the angled guide plate is in particular the region which bears directly or indirectly on the rail, thus supporting it transversely to the direction of the track. Preferably, the thickness of the support region is made larger than the thickness of the guide region. The guide area preferably serves to align and guide the angle guide plate on the (railway) threshold. The thickness of the guide area is advantageously correspondingly smaller than the thickness of the support area. Preferably, a minimum thickness of the guide region is less than about 10 mm. For arranging the underside on the further element, in particular the (railway) threshold, the underside may advantageously be smooth, but it may also have a structure which is at least in places not straight, for example knobs, grooves or a corrugation. Also preferably, the underside may comprise a wear protection layer, which is characterized in particular by the fact that their hardness and / or friction coefficient is higher (or even lower, depending on the further element on which the angle guide plate is arranged) than a hardness or a coefficient of friction of remaining material of the Winkelfüh¬rungsplatte. It is understood that advantageously also a wear protection layer can be provided oriented to the rail, so on a stop surface of the angled guide plate, which will be described later in more detail. It should be noted that the Winkelführungs¬ plate is preferably made of a plastic, more preferably of a Ver¬bundwerkstoff consisting of a plastic and a filler material such. In a preferred embodiment, the angle guide plate is made of a polyamide 6 with 30% glass fiber content (PA6GF30). The mentioned wear protection layer can be achieved by a surface treatment, but it can also consist of a Zusatzmate¬rial, which can be attached to the underside or molded. Expediently, the support area and the guide area divide the angle guide plate transversely to the direction of the track approximately in a ratio of 1: 1.
    It is understood, however, that any other ratios are possible, such as spielsweise 2: 1 or 1: 2 or even intervening ratios. The load-optimized angle guide plate allows for about 10 to 30% reduced material use, depending on execution. This contributes to a significant reduction in production costs. In addition, the cycle times in the production, in particular by the reduced wall thicknesses and the plastic-friendly design, are massively reduced and the adherence to the geometries is facilitated and thus the product quality is increased. With regard to the plastic-friendly design, it should be explicitly pointed out that the angle guide plate has no sharp edges or
    Has radii less than about R1 to R2.
    Advantageously, the main body of the support area to the guide area in the wedge-shaped wedge-shaped running is formed. In other words, therefore, viewed from the support area to the guide area transversely to the track direction, the upper side and the lower side are substantially tapered in a wedge shape. Preferably, the base body has a wedge shape, which is continuously tapering from the support area in the direction of the guide area. Advantageously, therefore, the angle guide plate or the basic body tapers towards the guide area. The thinner guide area compared to the support area thus advantageously makes it possible to also see a flexibility of the angled guide plate in a track plane. The track plane, so to speak, corresponds to a roadway plane and thus represents a generally horizontal plane. The torsional rigidity of the angled guide plate can be beneficially affected by the thickness of the guide section, thereby ensuring positional tolerances between the rail to be supported and the railroad (s) or (Railway) threshold on which the angle guide plate is arranged, can be compensated wer¬den. As already mentioned, the angle guide plates are arranged in corresponding engagement areas / depressions. If such depressions do not exactly align with the rail, that is, if they are not exactly parallel, tension may occur in the arrangement of the angle guide plate. Advantageously, an optimal arrangement, in particular a substantially stress-free arrangement, can be made possible by the thin guide region, which allows a slight torsion or compliance in the track plane. It is understood that the mentioned wedge shape need not be continuous. That is, there may also be areas which interrupt the wedge shape so to speak. By the wedge shape or by one or more Unter¬brechungien) of the wedge shape can advantageously be influenced, the lateral stiffness of the Winkelführungs¬ plate. What is meant is the stiffness in the track level. Advantageously, for example, a " soft " Angle guide plate are generated, which activates a lateral rail clamping action or a rail fastening effect in the bottom region. As a result, a wheel load is distributed to a plurality of threshold support points. Advantageously, the wedge shape is tuned to an actual rail contact height to assure optimum power transfer. Advantageously, the wedge shape is optimally adapted to a height of the rail or the entspre¬chenden rail foot. The angle guide plate leads the shape of the Schienenfu¬ßes with advantage, so to speak, and thus allows an optimal derivation of the forces that occur when crossing a train. The imaginary extension of the wedge shape of the Winkelfüh¬ rungsplatte is conveniently transitionless in the rail over, thereby dasseine maximum thickness of the support area is adapted to the height of the rail foot. Transversely to the track direction, the angled guide plate acts like a pressure wedge. Decisive here is the total consideration of the basic body or the upper side and the lower side zueinander. The same applies to different cross sections of the angle guide plate transverse to the track direction and seen along this. Thus, there may well be a local cross-sectional area which does not have said wedge shape. Decisive is the shape of the main body in its entirety.
    Preferably, the bottom is formed substantially flat, wherein the top is arcuate and / or obliquely or inclined to the bottom is formed. In other words, the upper side preferably has a curvature or curvature, wherein the curvature or curvature of the upper side is expediently formed in the direction of the lower side. In a preferred embodiment, a domed surface transitions into a bottom-slanted / sloped top surface. The upper side is then advantageously substantially curved or arc-shaped in the support region, while it is substantially inclined in the guide region or is formed obliquely to the underside.
    In a preferred embodiment, the angle guide plate is substantially trapezoidal in plan view in that a length of the support portion is longer than a length of the guide portion. This makes it possible to achieve a reduction in wear with advantage. This is made possible by the high flexibility and mobility of the guide plate, which is expediently achieved in that the guide region is not only thinner but also narrower than the support region.
    Expediently, the underside in the guide region has at least one preferably bead-like engagement region which extends away from the underside and along the direction of the guide. The underside preferably has at least one engagement region in the guide region, wherein the underside merges into the engagement region in a first radius. Advantageously, the engagement region is intended to be arranged within or on a corresponding engagement region of the further element, for example the (railway) threshold. The arrangement is preferably carried out positively. It is understood that the engagement region advantageously extends along a length of the angle guide plate which is oriented along the track direction. Advantageously, however, two, three, four, five or more engagement regions can also be provided on the underside. In a particularly preferred embodiment, however, two engagement portions are provided, the shape, position and position is matched to the arranged on the top (clamp) terminal. Advantageously, the engagement region is formed like a bead, thus has in a side view (seen along the track direction) an at least partially arcuate or kreisför¬migen cross-section. In other words, in a preferred embodiment, the engagement region in cross section has the shape of a triangle whose apex is rounded. The shape of a semicircle or a quadrant is also preferred. With great advantage, the extent or extension, in other words, the length of the engagement regions along the track direction optimally adapted to the forces occurring. Advantageously, a particularly preferred embodiment of the engagement portion begins at one end of the angled guide plate and occupies about 20 to 50% of the total length of the angled guide plate in that region, in a particularly preferred embodiment about 30 to 45%, most preferably about 35 to 40%. Since, as already mentioned, advantageously two Eingriffsberei¬che are provided, a clearance orein distance is advantageously provided between the two engagement areas, which contributes to the cost reduction through reduced use of material. Preferably, the distance is about 0.5 to 6, more preferably about 1 to 5 cm, and most preferably about 1.5 to 4 cm.
    Advantageously, the engagement region forms on its surface forward and / or recess, which expediently extend substantially transversely to the track direction. Advantageously, this achieves a local flexibility of the engagement region, which optimizes the arrangement and the support of the engagement region of the angled guide plate in the corresponding engagement regions of the further element. In particular, the positive locking and, as a consequence, the adhesion of the angled guide plate with the further element, alsoder (railway) threshold, in particular, because the form and / or recesses allow a compliance, which optimize the just-mentioned positive fit, that a very uniform concern of the Engagement areas along and across the track direction is made possible. Advantageously, the projections and / or recesses may, for example, locally slightly bend and thus optimally adapt to the corresponding surface. The design of the projections and / or recesses and the resulting Nachgie¬bigkeit the engagement area, the fit of the engagement portion of Winkelfüh¬ tion plate to the underlying / corresponding underground, usually the Schwel¬le or a channel of the threshold increases. With further preference, a further material saving can thus be achieved. Thus, the increased through the formation of the engaging portions material use can be reduced again by deliberately arranged recesses. The recesses are expediently designed as grooves which take the form of a semicircle or quadrilateral circle transversely to the track direction. However, it is also conceivable elliptical or angular shape, for example in the manner of a quadrangle or triangle. Advantageously, three grooves are provided per engagement region, which extend completely or only in sections over the surface of the engagement region along an outer contour of the engagement region. Experiments have shown that the grooves expediently do not have to extend over the entire outer contour. Thus, it may be expedient that the grooves extend only from a highest point of the engagement region in the direction of the support region. The section of the engagement region which is, as it were, turned away from the rail is preferably substantially smooth or at least without a special surface structure. As a result of the larger contact surface, the surface pressure in this area or in this direction can be purposefully reduced. Particularly preferably, the three grooves are arranged at an equal distance from one another, but the respective outer grooves have an unequal distance to the respective edges of the engagement region. In particular, the distance of the groove is the outermost one with respect to the angled guide plate , from the nearest edge of the engagement region greater than the distance of the groove, which is the innermost with respect to the angular contact plate, from the nearest edge of the engagement region. With this asymmetric arrangement and / or features, the prior art (clamp) clamps used in W fasteners can achieve optimum force transmission with the angular guide plates while maximizing material utilization.
    In a preferred embodiment, one or more recesses of the engagement region or in the engagement region are formed by the fact that the underside merges in a second radius in the engagement region, wherein the second radius is greater than the aforementioned first radius. Preferably, a rib-like engagement region with the highest flexibility, especially in the track direction, and maximum strength, especially transversely to the track direction, can thereby be produced.
    Preferably, the engaging portion ends along the track direction as seen from an end of the angled guide plate at a distance. In this context, it is important to mention that the engagement region is not only intended to ensure or optimize the guidance or arrangement of the angled guide plate in the underlying element. Another important function of the engagement region is insbeson¬dere that this forces of other rail fastening means, in particular the already mentioned (tension) clamp, which are introduced via the top in the angled guide plate, in an optimal manner by the or the engagement areas in the underlying Ele¬ment to get redirected. Advantageously, engaging regions are therefore formed on the underside of the angled guide plate where forces introduced from the upper side are to be transferred. Therefore, with the use of clamps known from the prior art, the engagement regions are not expediently formed to the ends of the angled guide plate, whereby additional material can be saved. Also, preferably, the surface pressure can be increased because the actual area of the engaging portion is reduced. Incidentally, this is also achieved by the design of the engagement region by means of advancements and / or recesses.
    Advantageously, the upper side in the support region has a shoulder which increases the thickness of the support region in sections at least in regions such that a stop surface for a rail is increased. In other words, the support area expediently forms a shoulder which increases the thickness of the angled guide plate, at least in sections, such that the stop surface for the rail is increased. The upper side of the angled guide plate is expediently designed in the region of the shoulder substantially parallel to the underside. Further preferably, the paragraph is formed by the fact that the top has the already mentioned curvature or curvature, whereby the offset is formed. Advantageously, the stop surface extends substantially transversely to the underside of the angled guide plate and thereby forms the surface which indirectly and / or directly supports the rail. Advantageously, the heel can also extend beyond the bottom. The paragraph allows a further thickening of the support area in some areas in order to build up an optimum shape and in particular adhesion with the rail to be supported. It is understood that the heel need not be made continuous along the length of the angled guide plate. Conveniently, however, the angled guide plate has corresponding shoulders at least at its ends to support the rail.
    Expediently, the upper side has at least one force introduction region, wherein the at least one force introduction region is formed as a material thickening and / or material dilution with respect to the main body. As already mentioned, the force introduction areas essentially serve to absorb and forward the forces which may occur in the arrangement of further rail fastening elements, such as (tension) clamps. In particular, the force introduction regions serve to receive forces which act substantially transversely to the underside of the angled guide plate.
    Following the idea of the present invention, the base body is substantially planar at its plane and has only at the sites a material thickening or possibly a material dilution, which serve the force introduction, for example by rail fastening means such as (tension) clamps or the like. The Materialein¬satz is thus very targeted and only where he is absolutely necessary.
    Conveniently, at least one force introduction region is formed as a recess in the Füh¬rungsbereich, which extends substantially along the track direction, and which reduces the thickness of the angled guide plate in this area. Advantageously, the Ver¬tiefung seen along the track direction in cross-section substantially kreissegmentförmigbeziehungsweise rounded. Advantageously, the recess for arranging a Schie¬nenbefestigungsmittels, for example, a (tension) clamp formed. In a preferred embodiment, two such depressions are arranged one behind the other along the length of the angle guide plate at a distance. Preferably, the distance is about 0.5 to 7 cm, more preferably about 1 to 5 cm, and most preferably about 1.5 to 4cm. In a preferred embodiment, the depression along the track direction is completely or at least partially bounded by a transition section towards the support region. The transition portion has a cross-sectional shape approximately along the track direction in the shape of a triangle extending from the top of the body and thus continuing the contour of the recess beyond the top. Thus, the arrangement of rail fastening means is further optimized, since the surface of the Vertie-fung, so the force application area is increased.
    Advantageously, the force introduction region in the guide region and the at least one engagement region are arranged opposite one another on the underside. Advantageously, this makes the angle guide plate as a whole extremely thin in the guide region, in particular thinner than in the support region. Advantageously, the angle guide plate is only locally thickened or reinforced by the use of at least one engagement region where forces have to be introduced. This power flow-compatible design allows for optimal material utilization and thus cost-effective production. Thus, it must not be forgotten that a very large number of such angle guide plates are required for the fastening of the rails, so that even the smallest material savings in total lead to a large cost advantage. Expediently, a depression and a corresponding engagement region extend along the track direction over a same or a substantially identical length. Advantageously, two depressions are provided, which are arranged opposite to two engagement regions of equal length.
    Expediently, a material dilution and / or a material recess is arranged between two recesses or engagement regions arranged along the track direction. This allows a targeted introduction of force. It has already been mentioned that, in a preferred embodiment, two engagement regions on the underside or two depressions on the upper side are arranged one behind the other at corresponding distances. Advantageously, the material thinning and / or the material recess is thus formed, for example, in the form of a hole at these distances or in the region of these distances. In other words, the distance can also be formed straight through the material thinning or through the material recess. The material dilution must be interpreted in such a way that the thickness of the guide region in this region, which is already very thin, is even further reduced. Advantageously, it is thereby possible that the two recesses and the correspondingly opposite engagement regions on the underside of the angle guide plate, the forces of the rail fastening element, for example, the (Spann-)
    The experiments have shown that, in simple terms, the areas between the recesses or between the engagement areas are not needed so that they can be advantageously removed by the material dilution or It goes without saying that it is precisely these features that make it possible to achieve even more material and thus cost savings.
    Preferably, the angle guide plate forms outside of the guide region along the Gleis¬ direction a bead, which preferably adjacent to the at least one depression. Advantageously, the indentation and the bulge merge into one arc or bend. A local thickening of the guide region is preferably achieved by the bead. This advantageously serves to support a rail fastening means to be arranged, for example a (tension) clamp, transversely to the track direction. On the other hand, therefore, the arrangement or the positive connection of the angled guide plate can be optimized to the weite¬ren element, such as the (rail) threshold. Thus, the guidance range of the angled guide plate is basically already very thin at the outer end of the angled guide plate mentioned here, so that it may be advantageous to increase the thickness of the guide area externally, at least in places, by a projection such as a bead or the like. Advantageously, the contour of the depression goes directly into the bead, so that the bead and the depression in the cross section form a continuous contour.
    Conveniently, at least one force introduction region is ausgebil¬det in the support region, which extends substantially away from the top and for supporting a fastening means, in particular a (tension) clamp, is used. Advantageously, the force introduction region in the support region represents an additional thickening in order to optimally support fasteners to be arranged and to optimize the introduction of force.
    Conveniently, the force introduction region in the support region is formed by two projections, which are arranged offset along the track direction and which each have a bearing surface for the arrangement of the fastening means, which extend essentially transversely to the track direction. Preferably, the bearing surfaces, viewed along the track direction, essentially have a circular segment shape. In general, the shape or the design of the bearing surfaces is advantageously adapted to the shape of the correspondingly used fastening means. In order to increase the stability and strength, the projections are connected by at least one web extending along the track direction.
    Advantageously, the angled guide plate has a recess, for example in the form of a hole, for passing through a fastening means, in particular a (sleeper) screw. The recess is advantageously arranged in the support area, but may also extend into the guide area or else only be arranged in this.
    Preferably, a length of the support region is greater than a length of the Füh¬rungsbereichs. In a plan view, the angled guide plate is therefore advantageously designed trapezoidal. Preferably, the length of the guide region is about 1 to 20% shorter than the length of the support region, more preferably about 2 to 15%, most preferably about 3 to 10%.
    In order to minimize the material requirement, the angle guide plate advantageously has one or more pockets on its underside, which are designed to further reduce the thickness of the main body in sections or regions. A particularly advantageous embodiment has been found in which the pocket extends perpendicularly away from the abutment surface over the entire length of the support area in the direction of the guide area in a shape in which in the region of the edges of the base body, in particular in the support area (apart from the section in the region of the stop) and in the region around the recess, the thickness of the base body is not further reduced. Advantageously, the pockets end before the intervention areas.
    Advantageously, the areas whose thickness is not reduced, Kraftweiterleitungsberei¬che. The force transmission areas are thus the areas on the lower side of the angled guide plate, which are in contact with the (railway) threshold. Advantageously, the force-transmitting regions are just so large or only so far formed that the forces introduced from the upper side into the angled guide plate, in particular the clamping forces, are adequately supported.
    According to the invention, a track arrangement has an angle guide plate according to the invention. It should be understood that all features and advantages of the angle guide plate also apply to the track layout.
    Further advantages and features will become apparent from the following description of preferred embodiments of the angle guide plate according to the invention and the inventive track arrangement with reference to the accompanying figures. Individual features of the individual embodiments can be combined with one another within the scope of the invention.
    [0031] FIG. 1 shows a preferred embodiment of an upper side of an angle guide plate in a perspective view; Fig. 2: a preferred embodiment of a bottom of the known from Fig. 1
    Angled guide plate in a perspective view; 3a shows a schematic representation of a preferred embodiment of an angle guide plate in a side view; FIG. 3b is a schematic representation of a preferred embodiment of an angle guide plate in a mounting situation; FIG. FIG. 4 is a sketch of a track layout; FIG. Fig. 5 is a view of a preferred embodiment of an angle guide plate transversely to a track direction looking from a guide portion to a support portion; 6 shows a side view of a further preferred embodiment of an angle guide plate; FIG. 7 shows a plan view of an upper side of an angle guide plate in a schematic representation; FIG. 8 shows a side view of a further preferred embodiment of an angle guide plate.
    Fig. 1 shows a preferred embodiment of an upper side 20 of an angle guide plate 10 in a perspective view. The angle guide plate 10 has a Grund¬ body 12 and extends along a track direction G. Dashed along the Gleisrich¬tung G is a (imaginary) dividing line between a guide portion 40 and a Stützbe¬reich 50 shown. It can clearly be seen that a thickness d50 of the support region 50 (taken as an example) is greater than a thickness d40 of the guide region 40 (taken as an example). The support region 50 has a force introduction region 22 formed by two projections 26. The projections 26 are connected to each other along the track direction G via a web 27. Further, the support portion 50 towards a rail (not shown here) on a shoulder 52, which increases a stop surface 54 of the Grundkörper12 which extends substantially perpendicular to a bottom 30. The guide region 40 has two force introduction regions 22 formed as depressions 24, which are arranged one behind the other along the track direction G at a distance. Between the two recesses 24, a material dilution or material recess 70 is formed in the form of a hole. The recesses 24 are arranged along the track direction G at a distance a24. The depressions are delimited on the upper side 20 toward the supporting region 50 by a transition section 25, which in turn is designed as an elevation with an approximately triangular cross section.
    FIG. 2 shows a preferred embodiment of a lower side 30 of the angle guide plate 10, which is known from FIG. 1, with the main body 12 in a perspective illustration. Along the track direction G, the guide region 40 has two bead-shaped engagement areas 32, which have projections and / or recesses or grooves 34 on their surface. Opposite the engagement regions 32 is on the front of the Winkelfüh¬rungsplatte 10 hinted at a recess 24 to see. Externally adjacent to the recess 24, the angle guide plate 10 has corresponding beads 42. Opposite the beads opposite the transition portion 25 is formed. The two engagement portions 32 are arranged along the track direction G at a distance a32. To the edge of the Winkelführungs¬ plate 10, the engaging portions 32 are arranged offset by a distance a. In the preferred embodiment shown in FIG. 2, the underside 30 is not completely flat, but has pockets 31 which allow additional material savings. Corresponding to the pockets 31, force propagation regions 33 are formed, which act as contact surfaces to a (railway) threshold serve (not shown).
    3a shows a schematic representation of an angle guide plate 10 in a Seitenan¬sicht. The wedge-shaped shape of the main body 12, which comprises a top side 20 and a bottom side 30, can be clearly seen. The dashed lines indicate that it arrives at the base body 12 when determining the thicknesses d4o and d5o of the angle guide plate and when calculating or Determining the thicknesses local elevations or recesses or the like are not taken into account. Advantageously, the wedge shape is optimally adapted to the rail 90 or its rail foot. The angled guide plate continues the shape of the rail foot, so to speak, and thus allows an optimal derivation of the forces occurring when crossing a train. The imaginary extension of the wedge shape of the angled guide plate merges virtually seamlessly into the rail foot, as a result of which a maximum thickness d5o of the support region is adapted to a height of the rail foot. The angled guide plate 10 shown in principle in FIG. 3a has a protrusion 26 on its upper side 20 and a force introduction region 22 formed as a recess 24. Andie recess 24 defines a bead 42. Below the recess 24 an engagement portion 32 is formed, which extends away from the top 30 away. A support region 50 has a stop surface 54 on its end oriented towards a rail (not shown here). The vertically extending dashed line indicates a support region 50 and a guide region 40.
    Fig. 3b shows the known from Fig. 3a schematic diagram in a mounting situation. At the angle guide plate 10, a (clamping) clamp 80 is arranged in a recess 60 via a (threshold) screw 82. The (clamping) clamp 80 is supported on the projections 26 and the recess 24 from. On the stop surface 54, a rail 90, in particular a rail foot, arranged, which is locked by the tension clamp 80 from above.
    Fig. 4 shows a schematic diagram of a preferred form of track assembly. An angle guide plate 10 is shown in a section, so that a recess 60 for arranging, for example, a corresponding fastening means (not shown here) is possible. The angled guide plate 10 is disposed with a bottom 30 at a hatched (railway) threshold 92 shown here. An engagement region 32 of a guide area 40 of the angle guide plate 10 engages in a corresponding shape of the (railroad) threshold 92. At an upper side 20 of the angled guide plate 10, this has a bead 42 for placement at the (railroad) threshold 92. Via a stop surface 54, the Win¬kelführungsplatte 10 on a rail 90, which extends along a track direction G, arranged. The rail 90 stands on an intermediate layer 93.
    5 shows a view of a preferred embodiment of an angle guide plate 10 transversely to a track direction G as seen from a guide area to a Stütz¬ area (here without reference numeral). Clearly visible are two engaging portions 32, each having three grooves 34. The grooves 34 are arranged one another at an equal distance, wherein they are offset in relation to the respective engagement region 32, however, inwardly. Furthermore, a force introduction region 22 formed by two projections 26 is shown, which comprises two bearing surfaces 26 '. The engagement regions 32 merge directly into adjoining beads 42.
    Fig. 6 shows a side view of another preferred embodiment of a Win¬kelführungsplatte 10. Recognizable again is the wedge-shaped shape of a base body 12, which has a top 20 and a bottom 30 and which tapers from the support portion 50 to the guide portion 40 back. A force introduction region 22 formed as a projection 26 extends from the upper side 20. The support region 50 is bounded towards a rail (not shown here) by a shoulder 52 having a stop surface 54. In this area, a pocket 31 is also arranged on the underside 31. Opposite a Vertie- tion 24 an engaging portion 32 is formed. The guide region 40 terminates in a bead 42, which in turn seamlessly merges into the recess 24. Towards the upper side 20, the depression 24 is delimited by an approximately triangular transition section 25.
    Fig. 7 shows a plan view of an upper side 20 of a trapezoidal angular guide plate 10 in a schematic representation. Clearly visible are the different lengths of the support area L50 and the guide area L40, which contribute to the wear reduction of the angle guide plate. A base body 12 comprises a recess 60 and a material recess 70 in the form of a hole. The illustration of further features was omitted in this presentation.
    Fig. 8 essentially shows the embodiment known from Fig. 7, wherein an engaging portion 32 is formed by passing a lower surface 30 at a first radius thereinto. One or more recesses are formed by the underside merging into the engagement region at a second radius R2, the second radius being greater than the first radius.
    REFERENCE LIST 10 Angled guide plate 12 Base 20 Upper side 22 Force introduction area 24 Recess 25 Transition section 26 Projection 26 'Support surface 27 Bridge 30 Lower side 31 Pocket 32 Engagement region 33 Force transfer region 34 Protrusions and / or recesses, grooves 40 Guide region 42 Bead 50 Support region 52 Paragraph 54 Stop surface 60 Recess 70 Material thinning and / or material cutout 80 Fasteners, (tension) clamp 82 Fasteners, (Threshold) screw 90 Rail 92 (railway) threshold 93 Intermediate layer 24, a32 Distance L40, L50 Lengths d4o Thickness of guide area d5o Thickness of support area G Track direction R1 First radius R2 Second radius
    权利要求:
    Claims (16)
    [1]
    Claims 1. Angle guide plate (10), in particular for rail fastening systems, comprising a base body (12) which has an upper side (20) and a lower side (30), the lower side (30) being arranged for attachment to a further element, in particular a (railway) ) Threshold, while the upper side (20) describes a plane substantially opposite the (railroad) threshold (92), and wherein the angled guide plate (10) consists of a guide region (40) and a support region (50 ), wherein the guide portion (40) and the support portion (50) extend substantially parallel and adjacent to each other across a track direction (G), the top (20) and bottom (30) being spaced from each other such that a thickness (d5o) of the support region (50), which measures substantially perpendicular to the underside (30), is at least partially larger than a thickness (d40) of the guide region (40).
    [2]
    Second angled guide plate (10) according to claim 1, wherein the base body (12) from the support region (50) to the guide region (40) along the direction of the track (G) seen formed substantially wedge-shaped.
    [3]
    3. Angled guide plate (10) according to claim 1 or 2, wherein the underside (30) is flat formed, and wherein the upper side (40) arcuate and / or inclined to the underside (30) is formed.
    [4]
    An angle guide plate (10) according to any one of the preceding claims, wherein the angled guide plate (10) is trapezoidal in plan view by making a length of the support portion (50) longer than a length of the guide portion (40).
    [5]
    5. Angled guide plate (10) according to one of the preceding claims, wherein the underside (30) in the guide region (40) has at least one engagement region (32), wherein the underside (30) in a first radius (R1) in the engagement region (32). über¬geht.
    [6]
    6. Angle guide plate (10) according to claim 5, wherein the engagement region (32) on its surface projections and / or recesses (34) auf¬weist, which expediently extend substantially transversely to the track direction (G).
    [7]
    7. angle guide plate (10) according to any one of claims 5-6, wherein a recess (34) of the engagement portion (32) is formed by the fact that the bottom side (30) in a second radius (R2) merges into the engagement region, which greater than the first radius (R1).
    [8]
    An angle guide plate (10) according to any one of claims 5-7, wherein the engagement portion (32) terminates at an interval (a) from one end of the angle guide plate (10) as viewed along the track direction (G).
    [9]
    9. Angle guide plate (10) according to any one of the preceding claims, wherein the support portion (50) forms a shoulder (52) which increases the thickness (d50) of the Win¬kelführungsplatte (10) in sections, at least partially such that a stop surface (54) for a rail (90) is enlarged.
    [10]
    10. angle guide plate (10) according to any one of the preceding claims, wherein the Obersei¬te (20) at least one force introduction region (22), and wherein the at least one force introduction region (22) as a thickening material and / or material dilution with respect to the base body (12) is.
    [11]
    11. angle guide plate (10) according to claim 10, wherein at least one force introduction region (22) as a recess (24) in the guide portion (40) is formed, which extends substantially along the track direction (G), and the thickness of the angled guide plate (10 ) decreased in this area.
    [12]
    12. Angle guide plate (10) according to claim 11, wherein the force introduction region (22) in the guide region (40) and the at least one engagement region (32) on the underside (30) are arranged opposite.
    [13]
    13. angle guide plate (10) according to any one of claims 11-12, wherein between two along the track direction (G) arranged recesses (24) or engagement areas (32) a material dilution and / or a material recess (70) is arranged.
    [14]
    14. angle guide plate (10) according to any one of the preceding claims, wherein the angle guide plate (10) outside the guide region (40) along the Gleisrich¬tung (G) forms a bead (42).
    [15]
    15. Angle guide plate (10) according to any one of the preceding claims, wherein at least one force introduction region (22) in the support region (50) is formed, which extends substantially from the top (20) away and for supporting a fastening means (60), in particular a tension clamp, serves.
    [16]
    16. Track arrangement with an angled guide plate according to one of the preceding Ansprü¬che. For this 6 sheets of drawings
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    同族专利:
    公开号 | 公开日
    CN106062277B|2018-12-21|
    DE102013221175B4|2020-10-01|
    KR20160102393A|2016-08-30|
    BR112016008252A2|2017-09-12|
    KR102267653B1|2021-06-22|
    WO2015055540A1|2015-04-23|
    PL2984231T3|2017-08-31|
    RU2016118679A|2017-11-23|
    RU2016118679A3|2018-08-17|
    MY175363A|2020-06-22|
    DE202014105818U1|2015-01-22|
    ES2627273T3|2017-07-27|
    AU2014336365B2|2017-11-30|
    SI2984231T1|2017-07-31|
    LT2984231T|2017-09-11|
    US10174459B2|2019-01-08|
    DE102013221175A1|2015-04-23|
    HRP20170853T1|2017-08-25|
    BR112016008252B1|2022-01-04|
    JP6741577B2|2020-08-19|
    RU2673929C2|2018-12-03|
    CN106062277A|2016-10-26|
    PT2984231T|2017-06-12|
    EP2984231B1|2017-03-22|
    JP2016537531A|2016-12-01|
    EP2984231A1|2016-02-17|
    US20160237627A1|2016-08-18|
    HUE034383T2|2018-02-28|
    AU2014336365A1|2016-04-28|
    引用文献:
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    AT12657U1|2011-07-18|2012-09-15|Vossloh Werke Gmbh|SYSTEM FOR ATTACHING A RAIL ON A SUBSTRATE|
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    RU117156U1|2012-02-14|2012-06-20|Юрий Николаевич Аксёнов|NON-BOLT RAIL BOND AND UNDER-RAIL LINING OF NON-BOLT RAIL BIND|EP3293308B1|2016-09-10|2019-05-01|SSL Stahlbeton-Schwellenwerk Linz GmbH|Fastening system for railway rails on concrete sleepers|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE102013221175.9A|DE102013221175B4|2013-10-18|2013-10-18|Angle guide plate|
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