DE158035C

DE158035C -

Info

Publication number: DE158035C
Application number: DENDAT158035D
Authority: DE

Description

KAISERLICHESIMPERIAL

PATENTAMT.PATENT OFFICE.

Die durch das Patent 148842 der Kl. 19 a geschützte Kopflasche kann in besonders vorteilhafter Weise auch zur Ausbesserung abgenutzter Schienenstöße bei Straßenbahngleisen verwendet werden, indem nach Wegschneiden der abgenutzten Schienenköpfe eine derartige Kopflasche an jedem Schienenstoße eingesetzt wird. Hierdurch wird das Gleis wieder auf lange Jahre betriebsfähig, ohne daß ein Herausnehmen der Schienen aus dem Straßenpflaster oder eine Änderung an dem Pflaster, abgesehen von der Stoßstelle, notwendig wäre.The by the patent 148842 of cl. 19 a Protected head flap can also be used for mending in a particularly advantageous manner worn rail joints on tram tracks are used by after cutting away the worn rail heads, such a head strap is used on each rail joint. This will make that The track will be operational again for many years without removing the rails from the pavement or a change to the pavement, apart from the joint, would be necessary.

Einer solchen Ausbesserung der Schienenstoße steht jedoch ungemein erschwerend der Übelstand entgegen, daß in einem Gleis oft Schienen von verschiedener Kopfbreite und verschiedener Stegdicke zusammen liegen und daß die Schienen im Kopf und Steg verschieden abgenutzt, breitgefahren, verbogen oder verdreht sind.Such a repair of the rail joints is, however, extremely difficult The disadvantage is that rails of different head widths and different web thicknesses lie together and that the rails in the head and web are worn differently, widened, bent or twisted.

Um trotzdem die vorstehend bezeichnete Ausbesserung in jedem Falle mit Sicherheit ausführen zu können, kommt folgendes, durch die Fig. 1 bis 6 der beiliegenden Zeichnung erläutertes Verfahren zur Anwendung. In spite of this, the above-mentioned repair is in any case with certainty to be able to perform, the following comes from FIGS. 1 to 6 of the enclosed Drawing explained procedure for use.

Fig. ι ist ein Querschnitt nach A-B der Fig· 3Ί FigT- 2 ist ebenfalls ein Querschnitt nach A-B der Fig. 3 mit anderer Form der Außenlasche; Fig. 3 ist eine Seitenansicht zu Fig. ι, Fig. 4 ein Längsschnitt nach C-D der Fig. 1; Fig. 5 ist eine Seitenansicht zu Fig. ι oder 2 und Fig. 6 ein Querschnitt nach G-H der Fig. 3. ~Fig. Ι is a cross section on AB of Figure 3 · Ί FigT- 2 is also a cross-section AB of Figure 3 with a different shape of the outer plate. FIG. 3 is a side view of FIG. 1, FIG. 4 is a longitudinal section according to CD of FIG. 1; FIG. 5 is a side view of FIG. 1 or 2 and FIG. 6 is a cross section according to GH of FIG. 3

α α sind die Fahrköpfe der Schienen, b und c die Schienenstege; d ist der Schienenfuß, e die Außenlasche, f die Innenlasche; g g sind Beilagen oder Zwischenstücke zwischen der Außenlasche und dem Schienenstege; h h sind Keile, welche zwischen Laschenende und Schienenfahrkopf eingepreßt werden. α α are the running heads of the rails, b and c the rail webs; d is the rail foot, e the outer link, f the inner link; gg are shims or intermediate pieces between the outer plate and the rail webs; hh are wedges which are pressed in between the end of the bracket and the rail head.

Um in erster Linie den Nachteil ungleich dicker oder gegeneinander versetzter oder verbogener oder verdrehter Schienenstege zu beseitigen, erhält die Außenlasche e keine unmittelbare senkrechte Anlage an den Schienenstegen, sondern sie wird in ihrer richtigen Lage oder Stellung durch Beilagen (Zwischenstücke) g g (Fig. 1 und 4) gehalten, deren Form und Stärke von Fall zu Fall wechselt. Die Beilagen können z. B. oben schwächer sein als unten oder umgekehrt, oder es kann oben eine schwächere und unten eine besondere dickere Beilage verwendet werden; auch können verschieden lange Beilagen in Frage kommen. Auf diese Weise ist es möglich, die Fahrfläche des Kopfes der tragenden Lasche e stets in die gleiche Flucht mit den Schienenfahrflächen zu bringen und die Lasche dann durch die Laschenschrauben in dieser Lage festzulegen.In order to primarily eliminate the disadvantage of unevenly thick or mutually offset or bent or twisted rail webs, the outer plate e does not have a direct vertical contact with the rail webs, but it is in its correct position by means of shims (intermediate pieces ) gg (Fig. 1 and 4) held, the shape and strength of which changes from case to case. The supplements can, for. B. be weaker at the top than at the bottom or vice versa, or a weaker top and a special thicker side can be used at the bottom; Inserts of different lengths can also come into question. In this way it is possible to always bring the running surface of the head of the load-bearing bracket e into the same alignment with the rail running surfaces and then to fix the bracket in this position using the bracket screws.

In den Fällen, in denen eine senkrechte Führung der Außenlasche an den Stegen derIn those cases where a vertical guidance of the outer plate on the webs of the

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Claims

both rail ends is not possible (z. B. If the rail webs are severely bent or twisted), the foot of the outer bracket is given a shape according to FIG. 2, so that this bracket e apart from an inclined contact on the rail head. at the same time a vertical system at the feet d of the two rail ends receives. The length of the tab head must always be so great that when the tab is inserted, the tab head must be firmly driven in between the end faces of the rail heads with a heavy hammer or pressed in with a press. This is possible because the splints are immovable in the pavement.

In the case of the trough-shaped extended rail joints, furthermore, as a result of the prolonged beating of the wheels, not only are the rail heads extended, but the rail ends are also bent somewhat downwards over a certain length. If the new outer plate e is inserted after the extended rail heads have been cut away, there are still indentations in the running surface of the rails at ii (FIG. 5).

In order to eliminate this problem, the ends of the tab e reaching under the rail heads on both sides are designed in such a way that there is a large gap between the tab end and the rail head, in which a flat wedge h (FIGS. 3 and 6) by means of a hammer or press is firmly driven. As a result, the bent-down rail ends are bent up again and therefore the rail heads are also brought to the same height with the bracket head, so that the running surface is consistently flat at the joint, as FIG. 3 shows.

By inserting appropriately shaped spacers gg, then tightening the straps tightly by means of strong screws and simultaneously pressing in the wedges hh, rail ends with bent or twisted webs can be brought back into their original position and the rail heads and strap head can be brought into the same running edge alignment.

The procedure described above for repairing worn rail joints is can be used for grooved rails and vignoless rails. For trams with vignoless rails (e.g. in the Haarmann superstructure) the outer or inner link be designed as a load-bearing head strap.

In the method described above, only the wheel-bearing tab is always new used; the second bracket under the rail heads does not need to be replaced which is another advantage of the present method.

As a result of the precise and firm pressing of the plate head between the end faces the rail heads are also a secure contact connection between the two rail ends for the return line of the electric current.

Godfather ν τ-An saying:

A method for repairing worn rail joints without removing the rails from the track, characterized in that after the defective rail heads have been cut away, the head tab (s) protected by patent 148842 are pressed firmly between the end faces of the cut-out rail head ends and by variously shaped ones resting on the rail webs Intermediate pieces (g) or by an inclined contact on the rail head cutout and a simultaneous vertical contact on the rail foot in the same alignment with the rail running edges, while the same height of the head surfaces of the rails and the head strap at both ends of the bracket by firmly between the. The plate / part engaging under the rail head and wedges (hh) driven into the rail head are produced.

1 sheet of drawings.