WO 2022/189107
PCT/EP2022/053769
1
Description
Frog, and method for producing wing rails for a frog
The invention relates to a frog, comprising a frog tip adjustably arranged
between wing
rails, whereby a wheel transfer zone extends in the area of the frog point.
A frog as part of a railway switch allows a transition between crossing
tracks. An essential
characteristic of a resiliently movable frog tip is that the running edge is
being closed, so
that the wheel in the corresponding region is always guided and supported. In
this, locking
elements bring the frog tip into contact in a force fitting and form fitting
manner against
the respective wing rail. For this, actuating pull-rods originate from a
railway switch drive,
which are connected to the frog tip in order to move the latter and to bring
it into contact
with a wing rail.
The wing rails usually are rolled standard rails from standard track cross
sections such
as 60E1. However, the standard rail cross section and constraints posed by the
rail-
building materials limit the design options with respect to the embodiment of
the wing
rails.
Frogs with resiliently movable frog tips are disclosed for example in EP 1 455
016 A2 or
EP 1 455 017 A2.
In addition to resiliently movable frog tips, there exist frogs with an
inflexible frog tip, i.e.
a frog tip that is not adjustable relative to the wing rails.
It is the objective of the present invention to further develop a frog with a
movable frog tip
in such a way as to enable a nearly optimal geometric design in the wheel
transfer zone
between the wing rails and the frog tip.
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In addition, travel comfort while traversing the frog is to be increased, in
particular jolts
are to be avoided or reduced.
Wear and tear and the load on the component parts employed in the frog are to
be
reduced relative to the state of the art components.
In order to find a solution to one or several of these aspects, the invention
essentially
intends that each wing rail comprises a section that extends separately from
the frog tip
at least along the length of the wheel transfer zone, each of which is
produced from a
forged block.
The invention makes available a frog, in which in the wheel transfer region a
section of
the wing rail is replaced by a pre-forged steel block, which has been
subjected to metal
cutting. According to the state of the art, the wing rails of movable frogs
along their entire
length generally consist of a rolled standard track cross section, which
results in
limitations with respect to geometric properties.
The section produced from the forged block in particular is joined to sections
of standard
rails, extending in front and behind the section consisting of the forged
steel block, by a
flash butt welding method.
The advantage of the block section present in the respective wing rails is to
be seen in
that this area with respect to geometric layout and the employed material can
be designed
with more freedom in comparison to the state of the art, since the standard
profile being
employed in accordance with the state of the art has limitations with respect
to its
constructional options due to its standard cross-section und the constraints
of limited rail-
building materials.
In comparison to standard rail profiles it is possible to achieve a greater
moment of inertia
and moment of resistance, which results in lower flexural stresses.
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It is in particular intended that the separately produced section has a length
between 1.2
m und 12 m, without this placing a restriction on the teaching of the
invention.
As material for the section are employed steels with a tensile strength Rm
with 1175 MPa
Rm
1500 MPa, an elongation at break A with 9 % A 12 % and a Brinell
hardness
HBW with 350 HB HBW 500 HB. An example should be mentioned chromium bainitic
steel. The Brinell hardness is measured with a ball diameter of d=2.5 mm, a
test load of
F=1.839 kN, and an exposure time of 10-15s.
As a result of using a forged block, also to be referred to as a slab, and the
wing rail
section being produced by metal cutting processes, a high precision with
respect to
geometric requirements is facilitated. Simultaneously, critical residual
stresses are
avoided, which originate when employing standard rails as a result of bending
or folding.
Since the frog tip can itself consist of a material with the above-mentioned
material
characteristics, in particular may also be a forged component, the wheel
transfer zone
possesses high resilience, as a result of which wear and tear is low.
Because the desired constructive developments are achievable by subjecting the
block
to metal cutting processes, the mass of the section, i.e. of the wing rail
block, can
selectively be matched to the dynamic loads, which for example result from
characteristic
vehicle behaviour or vehicle speeds. In comparison to standard rails, the
cross sections
may be chosen in a manner so that when e.g. openings, such as bores, are to be
provided, in order to guide through these passages elements to move the frog
tip, such
as locking rods and detector rods, a weakening will not take place to such a
degree that
requires ¨ as it does in the state of the art ¨ implementing additional
measures in order
to achieve the required strength, as is the case for standard rails that
comprise in their
webs bores for effecting actuation. To be mentioned as an example are edge
reinforcements of the openings.
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Consequently, the invention is also characterized in that the section that
comprises a rail
head, a rail foot, and a web extending between the latter two, also comprises
a passage
opening for a rod element, such as locking rods or detector rods, whereby the
web of the
wing rail section at least in the area of the passage opening possesses a
thickness D with
D > 30 mm, in particular D > 40 mm, especially preferred 40 mm D 60 mm, very
especially preferred 45 mm D 50 mm.
It has to be particularly emphasized that the contact surface of the tip
region of the frog
tip to the wing rail section is a section of an area that is extending
recessed relative to the
wing rail section's running edge, such as a milled cutout, in the flank of the
wing rail
section.
In the recessed regions originates the frog tip, which is lowered and
approached laterally.
Wheels do not contact the upper surface yet.
The functional frog tip is the start of the frog tip, starting from where the
frog tip is used or
can be used as a lateral guide.
Starting at the beginning of the functional frog tip, the frog tip performs a
technical track
function. Lateral forces can be absorbed. In front of the functional frog tip,
this function is
not performed by the still present region of the frog tip that extends to the
free end of the
frog tip.
In accordance with the invention, the contact surface between the wing rail
section and
the movable frog tip can be selectively shaped in a manner to facilitate an as
short as
possible disruption to the running edge, without having to consider any
dependency on
the rail profile.
In this, it is particularly intended that corresponding to the mass of the
material removed
to form the recessed region, more material will remain on the wing rail
section, in particular
on the wing rail section facing away from the frog tip.
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In this, "more material" comprises a mass that corresponds to the mass of the
material
removed to form the recessed region. Consequently, the section machined out of
the
block that forms a step does not or not substantially result in a change in
the moment of
inertia.
The term substantially is to mean that the area moment of inertia does not
change by
more than 20 %, preferably by not more than 10 %. This applies both for an
application
of force from the direction of the flank (area moment of inertia ly) as well
as for a force
application in the direction of the head surface (area moment of inertia Ix).
In accordance with a feature of the invention to be emphasized, the identical
or
substantially identical moment of inertia irrespective of geometry changes in
the section
of the wing rail that can be achieved on account of the invention's teaching,
is principally
present in the area extending between the functional frog tip and the region
where the
frog tip detaches from the section, i.e. is spaced apart from the section. The
length LT of
the region of identical or substantially identical moment of inertia
preferably is 250 mm
LT 9,000 mm.
In other words, the wing rail section is machined out of the block in such a
way, in
particular by milling, so that in some areas, in which deviations from the
basic geometry
are formed, such as a cant or a recessed area, in which the tip of the frog
tip engages in
a force-fitting contact with the wing rail section, additional masses will be
removed or will
remain in excess in adjacent areas, equivalent to the masses resulting from
the changes
to the course of the geometry.
The region that extends recessed relative to the running edge and is embodied
in
accordance with the invention's teaching presents a further advantage of the
invention's
teaching to be emphasized, in particular with respect to the point of the frog
tip in its
starting region. Consequently, the frog tip, at the point of the functional
frog tip, where the
frog tip is lowered and is approached laterally so that in this area no wheel
is traveling
along the head surface, may on its head surface possesses
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a width between 8 mm and 12 mm, whereas the state of the art typically allows
widths of
less than 5 mm.
In this, the head surface is the area that develops in the running surface of
the frog tip
and is bordered by the flanks. The width of the head surface is defined by
extending the
left and the right flanks up to the height of the running edge. The running
edge is the line
along the longitudinal direction of the frog tip, which extends at some
distance in parallel
and below the common travel surface tangent. The common travel surface tangent
is a
straight line that extends tangentially to the travel surfaces of both rails
of the track.
The distance normally is 14 mm, but can also assume values between 10 mm and
16
mm (depending on the railway operator or the set of regulations).
For the above stated width of 8 mm to 12 mm we used a distance of 14 mm.
In this area, the head surface possesses a plateau-like course, i.e. extends
horizontally
or slightly curved relative to the horizontal.
In particular it is also intended that in the transition region between the
frog tip and the
wing rail section in the latter a cant has been produced from the block by
metal cutting
processes.
It should be particularly emphasized that as one piece with the first spacer
elements ¨
also referred to as distance blocks - an anti-derail device for the frog tip
is machined out
of the block.
In this, it is in particular intended that machined out of the blocks as one
piece together
with the wing rail sections are the first distance blocks, each of which
possesses a cutout,
whereby in the assembled wing rail sections the cutouts merge together to form
an open
chamber, in which is adjustably arranged the frontmost free end, i.e. the
foremost region,
of the frog tip. This region is not traveled on and hereinafter will be
referred to as nose.
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As a further development, the invention intends that the frog tip comprises an
in particular
cuboid base body, and originating from the latter a tip body with a triangular
cross section,
and that the width B of the base body in the wheel transfer zone is B >60 mm,
in particular
B > 70 nnnn, preferably 75 nun B 85 mm.
The base body transitions into the tip body, whereby the tip body may possess
in the
transition region to the base body a width BS with 40 mm BS 60 mm, preferably
45
BS 55 mm.
In the region of the functional tip, the frog tip is composed of the base body
and the tip
body, which is laterally bordered by the flanks, which can be run into, and
the plateau-like
extending top surface (head surface) of the front end of the functional frog
tip.
The fact that using the block as starting material allows producing the
desired constructive
designs and consequently geometries of the section, facilitates the option
that the
distance between the running edge and the surface extending on the running-
edge side
of the web is greater than said distance when using a standard rail profile,
which makes
available more space and consequently the component tip with its base body can
extend
to a larger degree in the area below the railhead when the frog tip is in
contact, i.e. the
base body may be embodied with a greater width than would be the case when
employing
standard rail profiles.
Irrespective of this, the required strength is achieved, since the web area of
the rail wing
section can be embodied with a sufficient thickness. In this, the invention
particularly
intends that the web of the wing rail section in the wheel transfer zone
possesses a
thickness D with D > 30 mm, in particular D > 40 mm, especially preferred 40
mm D
60 mm, very especially preferred 45 mm D 50 mm.
For the wheel transfer it is possible to mill into the block precisely and
with low tolerances
an optimal geometry, including the cant of the running surface, without the
need to apply
the additional and complex bending and grinding processes required according
to the
state of the art. In contrast to the state of the art, the
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manufacturing process is not dependent on the large tolerances of the rolled
profile
employed when using standard rails.
A cant is known in the art, in order to prevent a wheel experiencing descent
during a
transition from the frog to the wing rail, and in reverse, if the running
surfaces of the wing
rail and the frog tip area in the transition region would extend on the same
level, in
particular because of the conical profile of the vehicle wheels and the
geometric course
of the wing rails towards the outer side of the rail.
According to the state of the art, the cant is produced by way of underlayers
or relining
below the wing rail and by bending the latter. According to the invention,
this is not
necessary, since the cant is machined out of the block, so that the lower
surface of the
rail wing section along its entire length extends in a two-dimensional plane.
Outside of the frog tip, the sections may be supported against each other via
distance
blocks machined integrally out of the block, which may be connected to each
other via
high-strength screw connections.
The invention for producing wing rails for a frog with a movable frog tip is
further
characterized in that the wing rail sections outside of the frog tip are
supported against
each other by second distance blocks that are machined out of the block as one
piece
together with the wing rails.
In this, it is in particular intended that at least one section of each wing
rail is produced
from a forged steel block by metal cutting processes, whereby a cant of the
running
surface of the rail can be machined integrally in an area where the frog tip
is in contact
with the wing rail section.
Preferably the invention intends that an anti-derail device is embodied
integrally in the
first distance blocks, via which the wing rails are supported against each
other.
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It is also intended that machined from the block is a cutout to form a contact
surface for
the frog tip.
It is further intended that in the flank of the wing rail section extending on
the side of the
frog tip is machined from the block an area that is recessed relative to the
basic track
trajectory of the running edge, with a contact surface for the frog tip.
Also with inventive merit it is intended that the wing rail section is
machined from the block
in a manner so that areas, in which the geometry of the wing rail section
deviates from its
base geometry, such as a cant or the region recessed relative to the running
edge,
corresponding to the mass of material that results from the change of the
geometric
course, an equivalent material mass in an adjacent area in the wing rail
section is
removed from the block or remains in excess relative to the basic geometry, so
that the
moment of inertia of the wing rail section remains unchanged or substantially
unchanged.
It is known in the art to produce wing rail sections from a forged block, as
is disclosed in
EP 3 312 341 B1. However, the corresponding wing rail sections are intended
for frogs
with a fixed frog tip. There are no problems with respect to the forming of
openings as
passage way for actuating elements or with respect to dimensioning the frog
tip, in order
to achieve an adequate strength in particular under high dynamic loads.
According to the invention, the frog design with each respective wing rail
comprising a
section that consists of a forged block and is arranged within the wheel
transfer zone
between the wing rail and the frog tip, whereby each block is produced
separately, i.e.
with respect to the frog tip is a separate component, can in particular be
installed in a
track, in which high dynamic axle loads are to be absorbed, i.e. tracks that
are intended
for vehicle speeds of 250 km/h and higher. Typical dynamic axle loads range
between 30
t and 40 t. The value of the dynamic axle load is calculated from the static
axle load
multiplied by a speed-dependent factor. E.g., for a velocity of
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250 km/h this factor is 1.675 and for a velocity of 350 km/h the factor is
1.79.
Further details, advantages, and features of the invention are not only
detailed in the
claims, the characteristic features disclosed therein ¨ individually and/or in
combination
¨ but also in the following description of preferred embodiment examples shown
in the
figures.
The figures show:
Fig. 1 shows a detail of a layout of a railway switch with a resiliently
movable frog tip,
Fig. 2 shows the gradient of a cant in the area of the frog tip region,
Fig. 3 shows a sectional view along the line A-A of Fig. 1,
Fig. 4 shows a sectional view along the line B-B of Fig. 1,
Fig. 5 shows a sectional view along the line C-C of Fig. 1,
Fig. 6 shows a sectional view along the line S-S of Fig. 1,
Fig. 7 shows a detail X of Fig. 1,
Fig. 8 shows a sectional view along the line Y-Y of Fig. 7,
Fig. 9 shows an illustration corresponding to Fig. 8 with extra material
present on the back
side of the stock rail,
Fig. 10 shows the embodiment of the frog tip from the immediate tip to the
point at which
the running edge of the tip follows the main course,
Fig. 11 shows in a schematic diagram a plan view of a frog region, and
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Fig. 12 shows schematic diagrams of blocks, from which wing rail sections are
machined.
In the following, the invention's teaching about a frog with movable frog tip
will be
explained with the help of the figures, whereby in general the same reference
labels are
used for identical components.
The frog 10 is a frog with a resiliently movable frog tip 12, which is
adjustably mounted
on slide plates 14 between wing rails 16, 18. In this, in accordance with the
invention's
teaching, the wing rails 16, 18, in the wheel transfer zone between the frog
tip 12 and the
wing rails 16, 18 comprise a section 20, 22 of a length L that respectively
has been
produced from a forged steel block by metal cutting processing. The length of
the section
20, 22 may for example be between 1500 mm and 12000 mm, without this placing
any
restriction on the teaching of the invention. In Fig. 1, the length of the
respective sections
20, 22, produced from separate blocks, is labelled L.
In front and behind section 20, 22 the sections are connected to standard
rails in particular
by flash butt welding.
The forged block is produced from steel with a tensile strength Rm with 1175
MPa Rm
1500 MPa, an elongation at break A with 9 % A 12 % and a hardness HBW with
350 HB <HBW 500 HB. Chromium bainitic steel is mentioned as an example. The
Brinell hardness HBW is measured with a ball diameter of d=2.5 mm, a test load
of F=
1.839 kN, and an exposure time of 10 s-15 s.
From the same material may be manufactured the frog tip 12, which via railway
switch
drives is selectively brought into contact with one of the sections 20, 22, so
that the railway
switch directs to the desired track. Just like the frog tip 12, the sections
20, 22 are
produced by metal cutting processes from a forged block, also referred to as a
slab. In
particular milling should be mentioned.
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Fig. 12 shows a principle illustration of blocks 126, 128, out of which the
wing rail sections
20, 22 are machined.
The sectional view A-A in Fig. 3 illustrates that machined from the block as
one piece
together with the wing rail section 20, 22 are distance blocks 32, 34, which
are connected
to each other via a high-strength screw connection 36. The distance blocks 32,
34
comprise cutouts 38, 40, which merge into each other, possess rectangular
cross-
sections, and into which a form-fitting element 37 is inserted, through which
passes the
bolt 36.
The form-fitting element 37 serves as a position aid, as a bolt stress relief,
and to absorb
rail longitudinal loads.
Each of the sections 20, 22 possesses a foot section 42,44, which are secured
via tension
clamps 48, 50 on a ribbed base plate 46 or another suitable support. An
elastic interlayer
52 may be arranged between the foot 42, 44 and the ribbed base plate 46. In
this regard
we refer to designs known in the art. The rest of the graphic representations
are self-
explanatory in this regard.
The section A-A is located at a distance from the frog tip 12, in particular
in front of it. A
sectional view C-C in the area of the frog tip 12 is shown in Fig. 5. Evident
are the sections
20, 22 with the frog tip 12, that is adjustable between them, and consists of
a base body
54 and, originating from the latter, a tip body 56, which tapers towards its
free end and,
when the railway switch is to be passed, with one side is in force-fitting
contact to the
flank 58 or 60 of the head 62 or 64 of the section 20, 22 that is machined
from the forged
block. As is known, the base body 54 is slidingly supported (slide plate 14).
As is the case in standard designs, the head 62, 64 is connected to the foot
42, 44 via a
web 66, 68.
The sectional view C-C also shows by a dot-dash line the profile 70, 72 of a
standard rail,
such as e.g. a 60E1 profile (previously UEC 60), from which
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normally the wing rails of a frog region are produced by folding and bending.
As is evident in the graphic representation, the distance between the inner
faces 74, 76
of the webs 66, 68 of the sections 20, 22 facing each other is greater than
that of standard
rails, so that as a result more space is available for the frog tip 12, which
in turn allows
the width B of the base body 54 to be embodied larger than in frogs for which
the wing
rails are entirely produced from standard rails.
The width B of the base body 54 may be 50% greater than the width of the base
body of
frog tips that extend between wing rails produced from standard rails. In
particular, the
width B of the base body 54 in the front tip region, i.e. in the region where
the frog tip 12
first comes into contact with the flank 58 or 60, is greater than 60 mm,
preferably greater
than 70 mm, and particularly preferably is in the range between 75 mm and 85
mm.
Since the wing rail sections 20, 22 are machined out of a steel block, cross-
sectional
areas are greater than those of standard rails, as is illustrated in Fig. 5.
Consequently
greater moments of inertia can be achieved, which results in lower flexural
stresses. This
makes it possible to better match the dynamic loads.
Irrespective of the increased distance between the inner faces 74, 76 of the
wing rail
sections 20, 22, these possess sufficient mass to bear the dynamic loads that
are exerted
by the trains traversing the railway switch, because according to the
invention one uses
as starting material for the sections 20, 22 a block that possesses
correspondingly large
dimensions, in order to produce the sections 20, 22 by metal cutting
processes.
The corresponding blocks may each possess a cross-sectional area of 16000 mm2
to
40000 mm2 , whereby in particular a cuboid shape with a height H between 160
mm and
200 mm and a width B between 100 mm and 200 mm should be mentioned. The length
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is dependent on that of the section 20, 22 to be embodied, i.e. in particular
between 1.2
m and 15 m.
As material for the section are used steels with a tensile strength Rnn with
1175 MPa
Rm
1500 MPa, an elongation at break A with 9 % <A 12 % and a Brinell
hardness
HBW with 350 HB HBW 480 HB. Chromium bainitic steel is mentioned as an
example.
The Brinell hardness HBW is measured with a ball diameter of d=2.5 mm, a test
load of
F= 1.839 kN, and an exposure time of 10 s - 15 s.
In this, the machining can be performed in such a manner that the area moments
of inertia
vertical to the longitudinal axis of the sections 20, 22 along the entire
length are equal or
substantially equal, but at least in the region where the frog tip 12 is in
contact with the
sections 20, 22, i.e. at the flanks 58, 60, or differ from each other by a
maximum of 20
%, preferably by a maximum of 10 %.
As examples shall be mentioned area moments of inertia ly between 200 cm4 and
1130
cm4 and lx between 1700 cm4 and 5300 cm4 for a cross-sectional area in the
range
between 6500 mm2 and 15000 mm2. In the computation of the area moment of
inertia ly
the force onto the section 20, 22 is exerted laterally, i.e. from the
direction of the flank and
in the computation of the area moment of inertia lx the force acts upon the
section 20, 22
in the direction of the head surface 57. Computations are done by software.
According to the invention it is intended in this regard, that in those areas
in which during
their construction (cant, recessed region or passage openings for rods)
material has
accumulated or been removed, equivalent material masses will be removed or
remain in
excess in other areas, as will be explained in the following.
Because the sections 20, 22 have been machined from a block, it is possible to
achieve,
in particular by milling, an optimal geometry with high precision and very
small tolerances
in the wheel transfer zone, such as in particular a cant of the running
surface or milled
cutouts to accommodate the frog tip, in order to in particular allow a small
deviation of the
basic track trajectory between the running edge of the wing rail section 20,
22
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and the running edge of the frog tip 12 that follows the basic track
trajectory, as is
illustrated with the help of Fig. 7.
Fig. 7 shows a detail X' of Fig. 1, which relates to the area of the frog tip
12 at its point
112 where the frog tip 12 is in contact with the flank 60 of section 22.
In this region, in which the frog tip 12 at its upper surface, i.e. the area
where extends the
crest, the frog tip 12 is embodied plateau-like and possesses a width H that
at the
beginning of the tip, i.e. the functional frog tip, is in a range between 8 mm
and 12 mm.
The width is facilitated because of a milled cutout 80 extending in the flank
60, so that the
running edge 82 in its foremost region 84 is offset inwards relative to the
running edge 85
of the section 22, which defines the basic track trajectory. In this recessed
region, which
has been produced by the milled cutout 80, is positioned and consequently
protected the
point 112 of the frog tip 12. After a length E, the running edge 82 extends in
extension of
the running edge 85 of the section 22, as in the basic track trajectory. The
length E may
be between 80 mm and 150 mm, in particular around 100 mm. Where the running
edge
transitions into the basic track trajectory course, it possesses a quasi fold.
It is evident that in front of the point 112 of the frog tip 12 a space 86 is
present in the
milled cutout 80. This space 86 is necessary, so that during a thermal
expansion the frog
tip 112 remains in the milled slot.
The fact that the frog tip 12 at its head end, in its front rideable area,
extends in a plateau-
like manner is also shown in Fig. 10, which illustrates the embodiment of the
frog tip body
56 from right at the tip and up to the point where the trajectory of the
running edge of the
point 12 matches the basic track trajectory of the running edge, i.e. the
trajectory of the
running edge of the section 22 outside of the milled cutout.
In Fig 10. the plateau-like area at the beginning of the tip is labeled with
the reference
label 57. The width between the flanks 58 and 61, i.e. the width of
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the plateau-like area on the top surface of the tip body 56, is between 8 mm
and 12 mm.
The angle a of the flank 58 or 61 relative to the vertical (line 63) is
between 100 and 20 .
The width H of the frog tip 12 is the width of the head surface and is defined
by extending
the right and the left flank 58, 61 up to the level of the running edge 157.
The running
edge is that particular line along the longitudinal direction of the frog tip
12, which, for
example in accordance with the standards of Deutsche Bahn AG, extends 14 mm
below
the crest of the head surface.
It is evident from the graphic representation that the width of the tip body
56 increases
starting from the beginning of the tip, as is evident when comparing the
contours 65, 67,
69. Contour 69 corresponds to the cross section of the frog tip 12 in the
area, in which
the running edge of the frog tip 12 or 56 corresponds to the basic track
trajectory of the
running edge, i.e. the one of section 22. The equivalent applies for section
20.
Fig. 10 also illustrates the change in track trajectory of the wing rail and
consequently of
section 20.
The mass of the material removed by milling is subsequently left in excess on
the opposite
side of section 22, which results in a slight change of geometry of the
section 22
compared to its basic track trajectory, so that after the fact, irrespectively
of the milled
cutout 80, the area moment of inertia remains the same.
The same approach is followed with respect to the usually present elevation,
which in
accordance with the state of the art is embodied by relining and bending of
the wing rail.
In contrast, the invention intends that the cant of the section 22, and
consequently also
of section 24, is produced from the block by milling, in order to avoid a
lowering of a wheel
during the crossing of the transition. A related elevation is shown in Fig. 2.
The solid line
88 is the running surface of the rail
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of section 22, i.e. the line in which the top side possesses the maximum
distance to the
bottom surface of section 22. Line 90 indicates the upper edge of the frog tip
12. The
extent of the upper edge of the rail outside of the cant is symbolized by line
92.
Corresponding to the excess material present in the area of the cant, i.e. its
mass,
material is removed in an adjacent area in the section 22, so that in cross-
sectional areas
the masses present are equal to those in adjacent areas, consequently
resulting in equal
area moments of inertia.
The sectional view S-S (Fig. 6) shows the region in which the sections 20, 22
comprise
openings or bores 94, 96, through which pass locking rods 100, 102 that are
connected
to a railway switch drive, in order to bring the frog tip 12 into force-
fitting contact with the
section 22 or the section 24.
Since the webs 66, 68 of sections 20, 22 are relatively thick in comparison to
the ones of
standard rails, there is no need for a reworking of the bores 96, 98 e.g. in
their edge
regions, in order to achieve the necessary strength. Furthermore, the mass
that is
removed from the bores 96, 98, in general is also compensated for by material
in excess
protrusions in the sections 20, 22, so that in principle equal area moments of
inertia are
created, even though in the immediate cut area of the bores 96, 98 these may
be smaller
than in the adjacent areas, without this violating the invention's teaching.
A corresponding excess protrusion is shown in Fig. 9, which corresponds to the
sectional
view 6, but illustrates the feature in a purely principal manner, i.e. that
the amount of
material that has been removed to form the passage opening 96, 98 during
milling has
been left at the rear side of the sections 20, 22 in comparison to the
standard profile
layout. In Fig. 9, this excess protrusion is labelled by the reference numbers
122,124.
Fig. 10 further illustrates that the frog tip 12 consists of the base body 54
and the tip body
56. This division is symbolized by a dashed line 71. In the embodiment
example, the
base body 54 comprises
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bevels 73, 75 in the transition region to the tip body 56. Connected to these
bevels 73, 75
is a concavely shaped area 77, 79 of the tip body 56. The width BS of the tip
body 56
along the sectional line (71) to the base body 54 is 40 mm BS <60 mm,
preferably 45
mm BS 55 mm, to name exemplary values.
The sectional view B-B in Fig. 4 shows a longitudinal section in the area of
the frog tip's
12 nose 104 extending in front of the point 112 and extending in a chamber
106, that has
been machined into a distance block 108, which in turn has been produced from
the block
as one piece with the section 20 by metal-cutting processes.
A corresponding distance block originates from section 22, which also
possesses a cutout
corresponding to the cutout 106, which merges flushly with the cutout 106. In
the thusly
creates space, the nose 104 is movable during a move of the frog tip 12, which
ensures
that the frog tip 12 can not be unduly lifted, since the vertical movement of
the nose 106
is limited by the section 110 that borders the cutout 106 at the head side.
In this, the dimensions of the nose 104 and of the cutout 106 are matched to
each other
in a way that substantially facilitates a frictionless adjustment of the frog
tip 12.
The sections 20, 22 are connected by high-strength bolts via the distance
blocks 108.
Illustrated in Fig. 4 is a screw element 136, which is surrounded by a sleeve
114 and
passes through a corresponding bore in the distance blocks 108, as was
explained in the
context of Fig. 3.
Fig. 11 again discloses characteristic values of the invention's sections 20,
22. The length
LA of section 20, 22 can be in the range between1,450 mm and 12,000 mm. In
this,
section 20, 22 extends from the functional frog tip 112 in the direction of
the free end of
the frog tip 112 (weld seams 113, 115) along a length LV, which may be between
600
mm and 1,800 mm. Behind the functional frog tip 112, i.e. in the direction
towards the
blade heel,
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the section 20, 22 extends to the weld seams 117, 119 along a length LT + LS
of
approximately 850 mm to 10,200 mm.
The wheel transfer zone, in which the wheel load substantially is dissipated
equally by
both the frog tip 12 and the section 22 or 20, is at a distance LU from the
functional frog
tip 112, preferably with 200 mm LU 3,000 mm. Because of the deflection of
section
22 or the frog tip 12, the wheel transfer zone 123 is not a single point but
rather a region.
In this region the head surface of the frog tip 12 possesses a width of
approximately 30
mm to 55 mm.
Also illustrated is the length LT of the section 20, 22, in which the
prevailing area moment
of inertia is equal or substantially equal. The length LT ranges between 250
mm and
9,000 mm and extends between the functional frog tip 112 to the region, in
which the frog
tip 12 detaches from the section 20 or 22, i.e. is spaced apart from the
latter. In Fig. 11,
this area is indicated by the reference label 121 and is shown as a line.
The section 20, 22 extends beyond this point (distance LS), preferably for two
more
sleeper spacings. The distance LS preferably is between 600 mm and 1,200 mm.
Furthermore, Fig.11 shows the distance LN between the functional frog tip 112
and the
front free end of the frog tip 12. The distance LN preferably extends between
100 mm
and 500 mm. The front free end of the frog tip 12 is the free end described in
connection
with the nose 104 mentioned in Fig. 4.
The invention is characterized by a frog 10, comprising rail wings 16, 18 that
possess at
least a rail head 62, 64 and a rail web 66, 68, as well as comprising a frog
tip 12 arranged
adjustably between the wing rails, whereby in the area of the frog tip extends
a wheel
transfer zone between the frog tip and the wing rail, whereby the wing rails
are connected
to each other detachably and each wing rail comprises a separate wing rail
section that
extends from the frog tip along at least the length of the
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wheel transfer zone, and is produced from a forged block or consists of such.
The frog is characterized in that the area moments of inertia lx, ly in cross-
sections
extending vertical to the longitudinal axis of the wing rail sections, at
least in the region of
the contact surface of the frog tip to the wing rail section, are equal or
substantially equal
and differ by a maximum of 20 %, in particular by a maximum of 10 %.
The invention is further characterized in that corresponding to the mass of
material in a
wing rail section's 20, 22 area that is the result of change of the geometry
deviating from
the basic geometry of the wing rail section, an equivalent material mass is
removed or
remains in excess in the area of the change of geometry, in order to achieve
an equal or
substantially equal area moment of inertia.
The invention also is characterized in that the contact surface between the
tip area of the
frog tip 12 to the wing rail section 20, 22 is a section of a region 80
extending recessed
relative to the wing rail section's running edge, such as a milled cutout, in
the flank 60 of
the wing rail section, whereby preferably, corresponding to the mass of the
material
removed to form the recessed area 80, excess material is to remain on the wing
rail
section, in particular on the side of the wing rail section 20, 22 facing away
from the frog
tip.
The frog according to this invention is characterized in that the running edge
trajectory of
the frog tip 12, which originates at a distance E from the functional frog tip
112, transitions
into the basic track trajectory defined by the running edge of the section 20,
22 with 80
mm E 150 mm.
A frog with an anti derail-device originating from the wing rail 16, 18, in
which a frog tip
12 is adjustably arranged in the foremost region 10, is characterized in that
the anti-derail
device is integrally machined out of the block.
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The frog is further characterized in that the anti-derail device is embodied
in one piece
in the first distance blocks 108, via which the wing rail sections 20, 22 are
connected
and supported against each other.
The invention is also characterized by distance blocks 108 that are machined
from the
blocks as one piece together with the wing rail sections 20, 22, each of which
possesses a cutout 106, whereby in the assembled wing rail sections the
cutouts merge
to form an open chamber, in which the foremost area 104 of the frog tip 12 is
adjustably
arranged.
The frog according to the invention is also characterized in that the frog tip
12
comprises an in particular cuboid base body (54) with, originating from the
latter, a tip
body 56 with a triangular cross-section, and in that the width B of the base
body B is B>
60 mm, in particular B > 70 mm, preferably 75 mm 5 B <85 mm.
The frog tip with at least one passage opening for a rod element 100, 102,
such as a
locking rod or detector rods, that is embodied in the web 66, 68 of the wing
rail 16, 18, is
characterized in that the web 66, 68 of the wing rail section 20, 22 in at
least the area of
the passage opening 96, 98 possesses a thickness D with D > 30 mm, in
particular D >
40 mm, particularly preferred 40 mm 5 D 5 60 mm, very particularly preferred
45 mm 5 D
50 mm.
The frog is further characterized in that between the frog tip 12 and the wing
rail section
20, 22 is located a transition region, in which a cant is produced from the
block by metal
cutting processes.
The frog is also characterized in that outside of the frog tip 12, the wing
rail sections 20,
22 are supported against each other via second distance blocks 32, 34 that are
machined
from the block in one piece with the wing rails.
The invention is further characterized in that the wing rail section 20, 22 is
machined from
the block in a manner so that in regions in which the geometry of the wing
rail section
deviates from its basic geometry, such as a cant or
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the region 80 recessed relative to running edge 85, corresponding to the mass
of material
that results from the change of the geometry course, an equivalent amount of
material
mass in an adjacent area in the wing rail section is removed or remains in
excess relative
to the basic geometry.
Furthermore, the invention is also characterized by a method for producing
wing rails
16,18 for a frog 10 with a movable frog tip 12, in which at least one section
20, 22 of each
wing rail 16, 18 is produced from a forged steel block by metal cutting
processing,
whereby a cant of the running surface is integrated by machining in a region
where the
frog tip 12 is in contact with the wing rail section 20, 22.
The invention's method is characterized in that together with the wing rail
section 20, 22
an anti-derail device for the frog tip 12 is machined from the block in one
piece.
Also, the method according to this invention is characterized in that in the
flank 58, 60 of
the wing rail section 20, 22 extending on the frog-tip side is machined from
the block a
region 80 that is recessed relative to the basic track trajectory of the
running edge 85 and
possesses a contact surface for the frog tip 12, 112.
The invention's method is further characterized in that the wing rail section
20, 22 is
machined from the block in such a fashion that regions where the geometry of
the wing
rail section deviates from its basic geometry, such as the cant or the region
80 recessed
relative to the running edge 85, corresponding to the mass of material that
results from
the change of geometry course, material mass in an adjacent area in the wing
rail section
is removed or remains in excess relative to the basic geometry, so that the
moment of
inertia of the wing rail section remains unchanged or substantially unchanged.
The invention's method is also characterized in that the wing rail section 20,
22 is
machined from the block in such a manner that the area moments of inertia in
cross
sections extending vertical to the longitudinal axis of the wing rail section
at least in the
area of the contact surface of the frog tip
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12 to the wing rail section are equal or substantially equal, and differ from
each other by
a maximum of 20 %, in particular a maximum of 10 %.
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