CA2088920C - Railway level crossing - Google Patents
Railway level crossing Download PDFInfo
- Publication number
- CA2088920C CA2088920C CA002088920A CA2088920A CA2088920C CA 2088920 C CA2088920 C CA 2088920C CA 002088920 A CA002088920 A CA 002088920A CA 2088920 A CA2088920 A CA 2088920A CA 2088920 C CA2088920 C CA 2088920C
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- Prior art keywords
- rail
- slabs
- supporting bodies
- roadway
- rails
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- Expired - Lifetime
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- 230000008093 supporting effect Effects 0.000 claims abstract description 123
- 229920001971 elastomer Polymers 0.000 claims abstract description 10
- 239000000945 filler Substances 0.000 claims description 30
- 230000000284 resting effect Effects 0.000 claims description 12
- 241001669679 Eleotris Species 0.000 claims description 6
- 229920002994 synthetic fiber Polymers 0.000 claims description 6
- 238000003780 insertion Methods 0.000 abstract description 2
- 230000037431 insertion Effects 0.000 abstract description 2
- 239000004567 concrete Substances 0.000 description 8
- 238000009434 installation Methods 0.000 description 6
- 239000004568 cement Substances 0.000 description 5
- 230000002349 favourable effect Effects 0.000 description 5
- 230000002787 reinforcement Effects 0.000 description 5
- 229910000831 Steel Inorganic materials 0.000 description 4
- 239000010959 steel Substances 0.000 description 4
- 230000008901 benefit Effects 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 3
- 230000006978 adaptation Effects 0.000 description 2
- 238000004026 adhesive bonding Methods 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 2
- 230000005489 elastic deformation Effects 0.000 description 2
- 239000013013 elastic material Substances 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 239000011391 polyester concrete Substances 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 238000004073 vulcanization Methods 0.000 description 2
- 241000826860 Trapezium Species 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000005520 cutting process Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000009826 distribution Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000806 elastomer Substances 0.000 description 1
- 238000009313 farming Methods 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 230000005012 migration Effects 0.000 description 1
- 238000013508 migration Methods 0.000 description 1
- 239000002986 polymer concrete Substances 0.000 description 1
- 238000007665 sagging Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C9/00—Special pavings; Pavings for special parts of roads or airfields
- E01C9/04—Pavings for railroad level-crossings
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Road Paving Structures (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Lock And Its Accessories (AREA)
- Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
- Railway Tracks (AREA)
- Chain Conveyers (AREA)
Abstract
In the region of the track (2) the roadway is formed by inner (3) and outer (A) roadway plates whereby the inner plates (3) are self-supporting and bridge the distance between the rails (5) of the track (2) and have at their edges bordering the track pro-jecting bearing ribs (7) by which the inner plates (3) are supported on the rail bases (10), laterally against the rail web (11) and at the top against the rail heads (12) with the insertion of elastic, shaped supports (8, 9) of rubber or plastic whereby lower support-ing components (8) with an angular cross-section are provided to locate the bearing ribs (7) of the inner plates (7) on the rails (2) which bear on the rail base via one shank (18) while the other shank (20) is beside the rail web (11). The top (28) of the shank (18) of the angular cross-section lower support (8) lying on the rail base (10) and the base (23) of the bearing ribs (7) supported there-on run approximately parallel to the top (29) of the rail base. A plurality of adjacent grooves (31) is provided at least on the bot-tom (30) of the shank (18) of the lower support (8) lying on the rail base (10) and preferably also on the other surfaces facing the rails (2).
Description
R~ALL,WAY LEVEL CROSSING
The invention relates to a level railway crossing, wherein, in the :region of the track, the roadway is formed by inner .and outer roadway slabs, wherein the inner roadway slabs bridge the distance between the rails of a track unsupported and comprise projecting carrying ribs at both of their edges which extend along the rails, by which carrying ribs, with elastic, profiled supporting bodies of rubber or synthetic material interposed, the inner roadway slabs are carried on the rail bases and are laterally supported against the rail webs as well as upwardly supported against the rail heads, lower supporting bodies of angular cross-section being provided for supporting the carrying ribs of these inner roadway slabs on the rails, which lawer supporting bodies rest on the rail base with one leg having a profiled lower side and whose other leg is disposed beside the rail web, and upper supporting bodies of angular cross-section being further provided, which upper supporting bodies abut on the lower side of the rail head with one leg and whose other leg is disposed beside the rail web, the carrying ribs laterally abutting on those legs of the supporting bodies which are disposed beside the rail web and with their lower sides rest on those legs of the lower supporting bodies which rest on the rail G: 1 (: f1- :'S .r1 ~ :-~ .. .. _ _ ,.~yx;;,;;a, ...
base, and wherein further a step, provided at the point of departure of the carrying ribs on the roadway slabs and leading from the lower side of the roadway slabs to the lower side of the carrying ribs, forms an abutment surface extending perpendicular to the slab surface, on which abutment surface the edge side of those legs of the lower supporting bodies resting on the rail base comes to abut, and wherein the outer roadway slabs, at least on their edge facing the track, likewise comprise carrying ribs and with these carrying ribs, also with elastic supporting bodies interposed, are supported on the rails, their outer edge being supported on foundation bodies.
Road vehicles exert horizontal and vertical impact forces on the roadway slabs. The provision of the elastic angular lower supporting bodies at the supporting locations of the carrying ribs of the roadway slabs on the rail bases diminishes the transmission of such impact forces on the rails. In this case, these supporting bodies are elastically compressed for a short time.
A railway crossing which has most of the above-mentioned characteristics is described in FR-A-2,145,538.
In this known railway crossing, the carrying ribs of the inner slabs have plane surfaces on their lower side that extend parallel to the plane of the slab and w.. . . .. . . . _... ~q ~, ~ ~'~ :~ S, -..
rest on the upper side of that leg of the lower supporting body of angular cross-section which rests on the rail base, this leg upper side correspondingly also extending substantially - 2a -..
~ ji i : i 1 ,3 l~n j7 ._ parallel to the plane of the inner slabs the loads constituted by the weight of the inner slabs and the charges caused by traffic loads that act vertically on the inner slabs are transmitted from these areas being present on the lower side of the carrying ribs and extending parallel to the planes of the inner slabs onto the areas being present on the upper side of that leg of the lower supporting body which rests on the rail base, which areas likewise extend parallel to the planes of the inner slabs and are further transmitted from there to the base of the rails of the track;
horizontally directed forces acting on the inner slabs of the railway crossing are transmitted by the outer edges of the carrying ribs of the inner slabs, via the legs of the lower supporting bodies abutting on the rail web, or possibly also of the upper supporting bodies, onto the rail web; the lower supporting bodies of angular cross-section have relatively thick legs because of the lower side of the carrying rib extending substantially parallel to the slab plane, wherein the lower side of the leg resting on the rail base has a shape that corresponds relatively closely to the upper side of the rail base, from whence there results the necessity of using a separate, adapted supporting body form for each different rail profile, even if the rail profile forms deviate only slightly from each other, and it also gives rise to relatively extensive squeez-. . .. . . -,~ a~ ;1 y ,~~ ~~, ., -_ .- W J '.i v ~d LY
ing deformations of the supporting bodies of angular cross-sections, which supporting bodies are held against an inward migration by abutment of the edge side of those legs of the lower supporting bodies which rest on the rail base, on the abutment surface of the inner slabs extending perpendicular to the slab plane, and also by abutment of the outer edge of the carrying ribs, on the inner side of those legs of the supporting bodies which rest on the rail web; to prevent sliding of the supporting bodies on the rail base, the lower side of those legs of these supporting bodies which rest on the rail base, is provided with a profile.
actually designed as a fine fluting; in this known instance, the charge on the rail webs by forces transmitted from the inner slabs to the rail webs is relatively high, and this is to be considered as disadvantageous. On account of the relatively great thickness which the legs of the elastic supporting bodies of the known crossing have - because the lower side of the carrying ribs extends parallel to the slab plane -, the inner slabs are to be only slightly larger than the gauge of the track, i.e. the width of the inner slabs, measured from the outer edge of one carrying rib to the outer edge of the other carrying rib, may be larger than the gauge by 1 cm at the most, which results in a relatively slight engagement of the rail head by the carrying ribs from below for securing ... '. . .. ~, SFIi i'i "J ~~ Y7 _. ._ the inner slabs against an undesired upward movement.
The relatively great thickness of the legs of the supporting bodies provided for in that known instance also restricts the possible width of the area provided on the lower side of the carrying ribs of - 4a-Gt r, n -~ n -, .-.
-r v __ i", ii.ii~.~:..:a-the inner slabs, from which the load transmission to the rail base occurs, and this is equally disadvan-tageous; neither is the cross-sectional shape of the carrying ribs, which results from the. parallel extension of the area provided on the lower side of the carrying ribs, to the slab plane of the inner slabs, advantageous for installing a reinforcement into the slabs.
From DE-A-39 26 3~2 a support for the rails of a track is known, wherein the vertical forces acting on the rail and the rail weight are transmitted by elastomer slabs, on which the rail base rests by its lower side, to steel troughs, these troughs in turn being carried by beams or sleepers. To fix the rails in the horizontal direction, approximately horizontally arranged pairs of supporting arms are provided, which in turn are mounted on pivot bearings provided lateral of the rails on the individual steel troughs and engage the rails at the transition web - railhead, as well as web - rail base, with inserts of an elastic material (shoes) interposed. These pivot arms are to provide the rails with a vertical guidance, i.e. they are to permit a vertical movement of the rails and to transmit a vertical pre-stress at the most, yet no vertical loads.
Furthermore, a level railway crossing is known, wherein the support of the roadway slabs on the rail base is designed different from that of the above-.' J .i W v '1~7 ' J 9 i _ _ -. . ~ i 1 1' i ~ ~ . i (, r ~ i . . . . .. .
discussed railway crossing, i.e. with a thin layer of rubber or the like provided on the rail base only. Such a thin layer cannot substantially diminish the impacts, because such a thin layer is hardly compressible. Since the layer is thin, the shapes of the carrying ribs and also of the layer must be precisely adapted to each rail shape present. They cannot be used for different rail shapes.
It is an object of the present invention to provide a level railway crossing of the initially discussed type which, in addition to being of a simple structure and easy to mount, has improved structural properties and improved operational properties and in which the above-mentioned disadvantages have been eliminated, i.e. in particular as regards the design of the support of the slabs on the rails, which support transmits forces and loads and secures the position of - 5a -.-.. . . . - :a ': :~ .:y ~, w m - ..
,i a : ,. ..
the slabs that form the roadway in the region of the rails.
The level railway crossing according to the inven-tion and initially mentioned is characterised in that the upper side of those legs of the lower supporting bodies of angular cross-section which rest on the rail base, and the lower side of the carrying rib resting thereon, extend approximately parallel.to the upper side of the rail base and that, at least on the lower side of those legs of the lower supporting bodies which rest on the rail base, preferably also on the remaining surfaces of the lower and upper supporting bodies facing the rails, a plurality of deep grooves extending adjacently in the rail longitudinal direction are provided. By this configuration the above-indicated object is well met. By providing deep, adjacently ar-ranged grooves on the lower supporting body, which lower supporting body is of angular cross-section, a good deformability of the surface of this leg is ob-tained, allowing for an adaptation to the shape of surfaces to which this leg is pressed, without having to provide a great thickness for this leg for this purpose, and during such an adaptation of the surface of that leg of the angular supporting body which rests on the rail base to the shape of the surface on which this leg rests, i.e. to the surface of the rail base, no substantial outward squeezing deformations. of this leg of the supporting (body) :'1 l : !1 . 1 il ~ : i v id ii tJ'J:l Idv __ _.
body are caused, because the grooves make it possible to accommodate shape changes of the elastic material in the interior of this leg. Since no substantial outer squeezing deformations occur, these supporting bodies are well secured in their positions, if the inner edge surface of the lower supporting body comes to abut on the abutment surface of the respective inner or outer slab of the railway crossing, which abutment surface extends perpendicular to the slab plane, and the outer edge of the carrying ribs comes to abut on those legs of the lower supporting bodies which,lie in front of the rail web. Furthermore, it is possible to use one type of supporting body for different rail cross-sections, as long as the variations are slight. Since the desired or required elasticity of the supporting bodies of angular cross-section is obtained already with a slighter thickness of the legs of 'these supporting bodies than in the known instance, it also becomes possible to increase the width of the inner slabs, and the width of the inner slabs may exceed the gauge of the track by more than 1.2 cm, preferably by about 1.5 cm, without any problems, and thus the inner slabs may be well secured against upward movements even if very high shock-like loads having pronounced horizontal and vertical components occur. The installation and removal of the inner slabs should, indeed, be carried out without having to effect changes _ ;~~a,ir,..;:..i .. _ . . .... «. ,r s.. ,f ~~ ~ . _ . . .. . ..
on the track. The parallelism provided in the inventive concept, between the upper side of that leg of the lower supporting body of angular cross-section which rests on the upper side of the rail base, and the lower side of the carrying rib resting thereon, on the one hand, and the upper side of the rail base, on the other hand, is an advantageous contribution to the above-mentioned advantageous characteristics of a slight thickness of the legs of the angular supporting bodies being possible and of an excellent securing of the positions of the slabs forming the roadway of the railway crossing being obtainable, and, compared to the known instance, of the increased availability of space present in the rail section at both sides of the rail web for housing the carrying ribs, enabling a larger width of the inner slabs. This parallelism results in a substantially uniform thickness of those legs of the lower supporting bodies which rest on the rail base, and allows for a larger width of the area provided on the lower side of the carrying ribs and resting on the lower supporting body, and thus the load per area unit on the lower supporting bodies is reduced and they are better fixed in their positions. In addition, the slighter thickness of the legs of the angular supporting bodies, possible in the inventive concept as explained above, and the approximately parallel extensions of the lower side of the carrying ribs and g _ .:~ " ~;::, N ti U U v w v the upper side of the rail base make it possible to design the carrying ribs, particularly at their point of departure on the slab body, thicker and thus stronger than in the known instance, which results in the additional advantage that it is easier to house a reinforcement in the region of the carrying ribs, which reinforcement extends from the slab interior into the carrying ribs, i.e. at the particularly important site Where the lower side of the respective carrying rib meets the slab body; since with a slight thickness of the legs of the supporting body and the approximate parallelism between the lower side of the carrying ribs and the upper side of the respective rail base provided for in the inventive concept, a relatively large space is available for the formation of the carrying ribs, also the upper side of the carrying ribs may extend at a somewhat lower level so as to form wheel flange grooves of somewhat greater depth than usual, so that from the viewpoint of rail head wear no additional maintenance work is incurred at the railway crossing.
Finally, the approximate parallelism between the lower side of the carrying ribs and the upper side of the respective rail bases provided for in the inventive concept offers the additional advantage that a substantial portion of the horizontal forces acting on the slabs forming the roadway or of the horizontal components of forces acting on these slabs, l n ~i ;~i ,~ i i _ . . .. :.r :W ll li al ~d~ :1 - .. _ ..
respectively, are diverted to the rail base of the respective rail of the track via those legs of the lower supporting bodies of angular cross-section which rest on the rail base, thus consideranbly reducing the horizontal forces acting on the rail web.
A preferred embodiment of the railway crossing according to the invention, which has very favorable properties as regards the elastic deformation of the supporting bodies, is characterised in that the deep grooves provided on those legs of the lower supporting bodies which rest on the rail base, together form a toothing-like surface.
With a view to the elastic deformation of the above-mentioned legs of the lower supporting bodies it is furthermore advantageous, if grooves are also provided on the upper side of these legs. The exact support of the slabs forming the roadway in the rail region provided for by the concept of the invention may also be utilized for an embodiment which is advantageous with a view to the strain on the slabs and with a view to the transmission of forces or loads to the rails, which is characterised in that the inner roadway slabs and, optionally also the outer roadway slabs together with the supporting bodies farming their supports form double-jointed supporting systems.
Therein, it is furthermore advantageous, i.e.
particularly with a view. of the movability of the a ~ S I.,.Jt.o~-i- ~: A 1 .. . . /.:iii!-7-,l:..m-~7 .. . . ......
articulation points of the double-jointed supporting systems transmitting the forces or loads, if it is provided that the carrying ribs, viewed in cross-section, are arcuately rounded at least on the carrying rib upper side and on the carrying rib lower side.
If, as discussed above, the space available due to the concept of the present invention, is used for the formation of deep wheel flange grooves, it is advantageous, if an elastic filler body is inserted into the wheel flange grooves present between the inner side of the rail head and that edge of the roadway surface of the respective inner slab which faces this inner side, on the side facing away from the rail head, the elastic filler body filling part of the width of the respective rail groove, leaving free the region of the rail groove adjacent the rail head. When the tracks are passed over by the wheel flanges of the rail vehicles, such a filler body may be compressed without problems when the wheel flanges hit the filler body, yet, on the other hand, such a filler body prevents shoe. heels, bicycle wheels, baby carriage wheels, sticks and the like from getting stuck, as is undesired. A favorable solution with regard to such an elastic filler body, both with a view to its elastic behaviour as well as to its installation and durability is that the elastic filler body is a hollow section of rubber or of a synthetic material. A particularly . _ ~:" .
~- ; ~ v.~ i a.
advantageous embodiment of a railway crossing provided with such a filler body results, if a shell-like cover extending.only over part of the length of the filler body is arranged on the filler body so as to cover rail fastening elements and close open recesses provided in the inner slabs for these rail fastening elements. In this manner a complete cover of the recesses provided in the inner slabs in the region of the wheel flange grooves is obtained, which recesses are provided for the rail fastening elements, and furthermore an excellent fixation of the filler body is obtained.
For the configuration of the inner slabs provided in the railway crossing according to the invention, i.
e. both, with a view to production of the same as well as with a view to the load distribution in the slabs and with a view to the strain to which the slabs are subjected during their transportation and installation, it is suitable, if the length of the inner roadway slabs, measured in the rail longitudinal direction, corresponds to the distance between neighbouring sleepers of the track, and the individual inner roadway slabs each are laid from the middle of a sleeper to the middle of a sleeper, and that recesses with concavely rounded edges are provided on the corners of the inner roadway slabs to form free spaces for the rail fastening elements. In th~.s embodiment, the corners, which generally are particularly jeopardized during i-I::1 : i 1ir-'r _. . .. . . /, ,~ n; /~.~ '.: 7~... .. . . . ....
transportation and installation, are rounded and thus at the same time the carrying ribs are shortened, so that also the carrying ribs, which are important for the support and for the positioning of the slabs, are less jeoparized. This is particularly true, if the slabs are formed without frames, as is generally the case with slabs made of polymer-concrete material .
Slabs of cement-bound concrete have a metal frame, and in this case there results the advantage that, with such a frame, corners having concave roundings can be produced more easily than corresponding recesses in the middle of the lateral edge of the slabs.
The invention will now be described in more detail by way of several embodiements and with reference to the drawings. In the drawings Fig. 1 represents an embodiment of a level railway crossing in a section transverse to the longitudinal extension of the rails of the track;
Fig. 2 is atop view on this railway crossing, partly broken away;
Fig. 2a represents a partial area of this railway crossing in a section along line IIa-IIa of Fig. 2, and on an enlarged scale;
Fig. 3 represents a partial area of this railway crossing lying at a rail, in a section according to Fig. 1, and on an enlarged scale;
Fig. 4 is a section through the supporting bodies ~
~ ~r s; ~..n ;y ~i 1:
along line IV-IV of Fig. 2;
Fig. 5 illustrates a variant of such a supporting body in a section analogous to that of Fig. 4;
Fig. 6 illustrates a further variant of such a supporting body also in a section analogous to Fig. 4;
Fig. 7 shows an embodiment of a railway crossing in which the inner roadway slabs together with their supports form a double-jointed supporting system, in a section analogous to that of Fig. l;
Fig. 8 illustrates the carrying rib region of one embodiment of a roadway slab provided for such an embodiment of the railway crossing having a double-jointed supporting system;
Fig. 9 is an embodiment of a railway crossing, in which elastic bodies are arranged in the wheel flange grooves, in a sectional representation analogous to that of Fig. 3;
Fig. l0 illustrates an embodiment of a railway crossing whose inner roadway slabs have a design different from that of Fig. 2, in a top view analogous to Fig. 2;
Fig. 11 is a cross-section of the edge region of a roadway slab equipped with a frame;
Fig. 12 is a variant of the embodiment according to Fig. 9 in a sectional illustration analogous to that of Fig. 2a; and Figs. 13 and 14 show embodiments of hollow !n n. ~.
:.r a i,; ',j :J :~,J .~.,1 sections as may be used in an embodiment of the railway crossing according to Fig. 12.
In the embodiment of a level railway crossing 1 illustrated in Figs. 1 to 3, the roadway is formed by inner roadway slabs 3 and by outer roadway slabs 4 in the region of the track 2. The inner roadway slabs 3 bridge the distance between the rails 5 of the track 2 in unsupported manner and comprise carrying ribs 7 at both of their edges 6 extending along the rails 5. With these carrying ribs 7, the inner roadway slabs 3 rest on the rail bases 10 of the rails 5 with elastic, profiled supporting bodies 8, 9 of rubber or of a synthetic material interposed, and are supported both laterally against the rail webs 11 and upwardly against the rail heads 12. The outer roadway slabs ~ also have carrying ribs 15 on their edge 14 facing the track 2, and with these carrying ribs l5 rest on the rails 5 via supporting bodies 8a in a manner analogous to that of the inner roadway slabs 3: at their outer edge 16 the outer roadway slabs 4 rest on foundation bodies 17. The lower supporting bodies 8 provided for supporting the carrying ribs 7 on the rails 5 are of angular cross-section, one 18 of their legs resting on the rail base 10, the other leg 20 of these supporting bodies 8 being provided beside the rail web 11. The upper supporting bodies 9 further provided as a support are also of angular cross-section, one 21 of their legs abutting ~:.~iriiva;'.ii the lower side of the rail head 12, and the other leg 22 being provided beside the rail web 11. The carrying ribs 7 laterally abut those legs 20, 22 of the supporting bodies 8, 9 which extend beside the rail web 11 and with their lower side rest on the legs 18 of the lower supporting bodies 8 lying on the rail base 10. A
step formed at the point of departure 24 of the carrying ribs 7, 15 on the roadway slabs 3, 4 and leading from the lower side 25 of the roadway slabs to the lower side 23 of the carrying ribs 7, 15 forms an abutment face 26 extending perpendicular to the plane of the respective roadway slabs 3, 4, on which the edge side 27 of the leg 18 of the lower supporting body 8 or of the supporting body 8a resting on the rail base may come to abut, whereby the lower supporting bodies 8 and the supporting bodies 8a are secured against sliding off the respective rail base 10: the lower supporting bodies 8 and the supporting bodies 8a are further secured against such a sliding off by the carrying ribs 7, 15 laterally abutting on the legs 20 of the supporting bodies 8 and the legs 20a of the supporting bodies 8a~arranged beside the rail web 11.
The upper side 28 of those legs 18 of the supporting bodies 8 of angular cross-section which rest on the rail base 10, and the lower side 28 of the carrying ribs 78 resting thereon extend approximately parallel to the upper side 29 of the rail base 10; this !'~ r~? 7i~ i i t also holds for the upper side 28a of the leg 18a of the supporting body Sa and the lower side of the carrying ribs 15 resting thereon. On the lower side 30 of that leg 18 of the lower supporting body 8.which rests on the rail base 10, a plurality of adjacently extending deep grooves 31 are provided. These grooves 31 together form a toothing-like surface.
These grooves allow the legs 18 to adapt to the shape of the upper side 29 of the rail base 10 without problems, and,they also allow that the legs 18 of the lower supporting bodies 8 change their shape in their outer contours only little on account of the loads exerted by the roadway slabs and remain substantially slab-shaped, because the grooves 31 offer space to accommodate squeezing deformations of the ledges 32 extending between the grooves 31. This behaviour may be further developed by also providing grooves on the upper side of those legs 18 of the lower supporting bodies which rest on the rail base, as is illustrated in Fig. 6.
Since the upper side 29 of the rail base 10 of rails usually extends obliquely to the generally horizontally mounted support surface 34 of the rails 5, the parallelism between the upper side 29 of the rail base 10 and the lower side 23 of the carrying ribs '7, 15 results in a vectorial resolution of horizontally acting forces or force components symbolized by the _ 17 -,i '.~ ;4 v y-~ ,-~ ~.a . .. - _ -~" yj;~ iJ<ii.~w arrow 35, and due to this resolution, part of these horizontal forces or force components is diverted via the lower side 23 of the carrying ribs to the roil base resulting in an advantageous reduction of the horizontal forces acting on the rail web 11.
As mentioned before, by the provision of the grooves 31 the required elastic resilience of the supporting bodies S may already be obtained at a relatively slight thickness 36 of the legs 18 resting on the rail base 10. In this manner a relatively large portion of the space present in the form of impressions below the rail head 12 at both sides of the rail web 11 may be provided for the carrying ribs 7, 15, and also a relatively low height of the abutment surfaces 26 need be provided: the carrying ribs 7, 15 may be relatively thick at the point of departure 24, and it is possible without problems to continue reinforcements 37, provided in the roadway slabs 3, 4 and extending e.g.
at the lower side of the same, as far as into the carrying ribs 7, 15.
Fig. 4 shows in a section along line IV-IV of Fig.
2 the lower supporting body 8 resting on the rail base 10 and the upper supporting body 9. The deep grooves 31 provided on the lower side 30 of the leg 18 of the lower supporting body 8 and the ledges 32 extending between these grooves 31 or separating the grooves from one another, together form a surface having the shape Lu 'I . l ! i~ 1 a.i . i of a toothing. This form of the grooves and ledges has favourable properties both as regards the elasticity behaviour and as regards the squeezing deformation occurring under load, and with a view to the maintenance of the contour of the leg 18 under load.
Furthermore, by forming the lower side 30 of the leg 18 with deep grooves 31 and interposed ledges 32 a good fit against unintentional displacement of the supporting bodies 8 on the rail bases 10 is provided.
Such grooves 31 and interposed ledges 32 are also provided at the side of the leg 20 of the supporting body 8 facing the rail web as well as on the side of the leg 22 facing the rail web and on the side of the leg 21 of the supporting body 9 facing the rail head.
These grooves and ledges provide for a good elasticity behaviour and a good abutment as well as far a favourable behaviour of the supporting bodies facilitating their handling during insertion thereof.
Fig. 5 shows a variant of the supporting bodies 8, 9 in a section corresponding to that of Fig. 4, in which the grooves 31 provided on the lower side 30 of the leg 18 of the supporting body 8 and the ledges 32 present between these grooves together form a surface shape corresponding to a toothing having a trapezium profile. Such a configuration has a better resistance to heavy loads or a slighter resilience under the action of heavy loads than the embodiment illustrated °l si ~ 'J '; ~ ;~
I~ ~.~ 1 ! < a ~;~ ~!
in Fig. 4. Also in this variant, equally configured grooves 31 and ledges 32 which mutually form a toothing are provided on the remaining outer sides of the supporting bodies 8, 9 facing the rail.
A further variant of the configuration of the supporting bodies 8, 9 is illustrated in Fig. 6, which Figur again shows these supporting bodies in a section in an illustration corresponding to those of Figs. 4 and 5. In the variant according to Fig. 6 rectangular or dove-tail shaped grooves 31 and ledges 32 are provided an the lower side 30 of the leg 18, and furthermore grooves 38 and ledges 39 are provided on the upper side 28 of the leg 18, which together also form a surface corresponding to a toothing. A like surface corresponding to a toothinc~ has also been provided on the surfaces of the legs 20, 22 abutting the rail web, as well as on the surface abutting the lower side of the rail head. Groves 38 and ledges 39 mutually forming a surface corresponding to a toothing may also further be provided on those sides of the legs 20,-22 of the supporting bodies 8, 9 extending along the rail web il which face the carrying ribs 7, as well as on the upper side 28 of the leg 18. The grooves 38 on the upper side 28 of, the leg 18 extend in the longitudinal direciton of the rails. These grooves 38 may, however, also extend in a different direction, i.e. transversely to the longitudinal direction of the '. i 'v:; ~ i: vi s 7 rails.
In most applications, the supporting bodies 8a, into which the carrying ribs 15 of the outer roadway slabs 4 engage and by which the outer roadway slabs are arranged on the rail bases 10 of the rails 5, may have a shape corresponding to an integration of the supporting bodies 8 and 9, as is also apparent from Fig. 3.
Fig. 7 shows an embodiment of a level railway crossing in an illustration analogous to Fig. 1, in which the inner roadway slabs 3a and their support on the rails 5 of the track form a double-jointed supporting system. In this embodiment, the inner roadway slabs 3a are designed such that they elastically sag under the influence of traffic loads exerted on these roadway slabs by the wheels of the road vehicles. These loads are schematically indicated by arrows 40. The saggings caused by the loads lead to a pivoting of the earring ribs 7a provided on the roadway slabs 3a, as indicated by arrows 41. This deformation of the roadway slabs 3a and the pivoting of the carrying ribs 7a relative to the supporting bodies 8b, 9b results in a remarkable reduction of the shock-like stresses on the rails and carrying ribs caused by the loads of road traffic.
Fig. 8 shows the edge region of an embodiment of a roadway slab 3a particularly to be formed in a double-G., y ~ /'1 ~1 ~'-i ~:', ~''7w jointed supporting system. The edge surface 42 of the carrying rib 7a extending in the longitudinal direction of the rail, which in this embodiment, similar to Fig.
7, viewed in cross-section, is arcuately rounded at least on the carrying rib upper side 43 and on the carrying rib lower side 44, whereby the pivotal movability provided for in the bearing points of the double-jointed supporting system is enhanced, is somewhat flattened according to Fig. 8, whereby the installation of such roadway slabs into the finished track is facilitated.
Since, as discussed above, it is possible to select a relatively slight thickness for the legs of the elastic supporting bodies in the configuration of the level railway crossing according to the invention, which possibility has also been utilized in the embodiment according to Figs. 1 to 3, if desired, the carrying rib upper side 43 may also be set at a somewhat lower level than common in earlier railway crossings; which results in a deeper wheel flange groove 45. Such a deeper wheel flange groove makes it possible to do, for longer periods of time, without the otherwise frequently required exchanging of rails or welding on of rail head reinforcements to make up for an altered, rail height caused by wear of the rail head 12; if the wheel flange groove 45 is deeg enough, the rail head may be worn to a comparatively high degree, n ,~
~~ V V J :J '~., ! !
the surface 46 of the rail head 12 e.g. adopting the position entered in broken lines in Fig. 3 and denoted by 46a, before the worn rail head necessitates maintenance work on the rails. Since in this case the wheel flange groove 45 is deeper than otherwise usual, the risk of objects, such as sticks, naz~row shoe heels or the like or also bicylces getting into the rail grooves and getting stuck therein, increases. To counteract this, in the embodiment of a level railway crossing illustrated in Fig. 9 an elastic filler body 47 is housed in the wheel flange groove 45 on the side facing away from the rail head, which fills a part of the width of the respective wheel flange groove, leaving free the region of the wheel flange groove adjacent the rail head. Such a filler body 47 may, e.g, be a soft resilient rubber body. Tt is particularly advantageous to use a resilient hollow section, preferably a hollow section rubber, as the filler body in the wheel flange groove 45, as is illustrated in Fig. 9.
Therein it is furthermore favourable if, as illustrated in the embodiment of Fig. 12, a shell-like cover 48 is arranged on such filler bodies 47 so as to cover rail fastening elements 54, by which the rails 5 are fastened. This cover 48 extends only over part of the length of the filler bodies 47. Such a cover 48 closes recesses 52 provided in most instances in the ''..' '' ' ~'.. ::' ~, ~. ~..
roadway slabs 3 so as to keep the rail fastening elements 54 accessible even after the roadway. slabs have been laid, it protects the rail fastening elements and may also serve for or contribute.to the fixation of the filler bodies 47. In the embodiment illustrated in Fig. 12, the cover 48 reaches below the edges of the recesses 52, thus forming a fixation, and is furthermore secured by the supporting body 9.
Preferably, the cover is moulded in one piece to the filler body 47 extending continuously in the wheel flange groove 45 or is integrated with this filler body. However, also a different connection of the cover 48 with the filler body 47 is possible, e.g. by gluing of vulcanization. An embodiment of a filler body 47 provided with a cover is illustrated in Fig. 13: in this embodiment, a hollow section 47a is shaped onto an arched cover plate 48a which itself forms a section whose geometric axis extends parallel to the geometric.
axis of the hollow section 47a. Such a filler body is relatively simple to manufacture by producing a section whose cross-section corresponds to the cross-section of the hollow section 47a and to the cross-section of the cover plate and by cutting off those portions of the section part corresponding to the cover plate, which exceed the intended size of the cover plate 48a. Another embodiment of a filler body 47 provided with a cover is illustrated in Fig. 14; in .A 2. () n~j :/ sJ ~:
this case the cover 48b has the shape of a downwardly open shell having straight side walls, a hollow sec-tion 47a being formed onto the top of this shell, or the shell is connected to the hollow section 47a by gluing or vulcanization. The dimensional stability of such a shell results in a well fixed fit of the filler body on the inner plates of. the railway crossing.
In the level railway crossing illustrated in Figs.
1 to 3, the inner roadway slabs 3, measured in the longitudinal direction of the rails 5, have a length 49 corresponding to the distance between neighbouring sleepers 50 of the track 2; the individual inner roadway slabs 3 are each laid from the middle 51 of a sleeper to the middle of a sleeper; on the corners of the inner roadway slabs 3 recesses 52 are provided which serve to form free spaces 53 for the rail fastening elements 54, the recesses 52 having a concavely rounded edge 55. This results in a shape of the roadway slabs 3 which, as explained above, is relatively insensitive to the impacts and loads occurring during transportation and installation.
A variant thereto is illustrated in Fig. 10, yet this embodiment has no roundings on the corners of the inner roadway slabs 3, the inner roadway slabs in the installed state each adjoining each other above the middle of the distance between neighbouring sleepers, and a free space 56.being provided in the middle of the ./~~o~~~'lii L ?J ',J
carrying ribs, which free space prevents the roadway slabs from contacting the rail fastening elements. The edges 57 of the recesses 52 extend concavely rounded, as apparent from the top view of Fig. 2; if desired, also trough-shaped undercuts may be provided on the lower side of these edges.
The roadway slabs 3, 4 may be cement concrete slabs or cement concrete slabs modified by synthetic material or slabs of synthetic concrete, in particular polyester concrete. With slabs of cement concrete it is nearly unavoidable to provide a steel frame 59 extending along the edges of the same, as is illustrated in Fig. 11. If the slabs are made of synthetic concrete, in particular polyester concrete, such a steel frame is not needed; in both cases the slabs 37 are reinforced. Slabs of synthetic concrete advantageously are-povided with a rough granular layer on their upper side constituting the surface of the roadway, which results in a roadway surface having a good grip. Cement concrete slabs may be provided with a highly wear-resistant especially rough roadway surface on their upper side.
Since, as discussed above, it is possible to do with a relatively slight thickness of the legs of the elastic supporting bodies S, 9, it is also possible to provide wider inner roadway slabs as has been possible with known level railway crossings of this type. So C1 !~ ~ ~'~ n i t 7 ~ ~ ~
far, widths of the inner roadway slabs have been provided which exceeded the gauge of the respective track by 1 cm at the most; due to the design of the invention, the width 60 of the inner roadway slabs 3 may exceed the gauge 61 of the track by more than 1.2 cm, the width 60 advantageously being selected to exceed'the gauge 61 by approximately 1.5 cm.
_ 27 -
The invention relates to a level railway crossing, wherein, in the :region of the track, the roadway is formed by inner .and outer roadway slabs, wherein the inner roadway slabs bridge the distance between the rails of a track unsupported and comprise projecting carrying ribs at both of their edges which extend along the rails, by which carrying ribs, with elastic, profiled supporting bodies of rubber or synthetic material interposed, the inner roadway slabs are carried on the rail bases and are laterally supported against the rail webs as well as upwardly supported against the rail heads, lower supporting bodies of angular cross-section being provided for supporting the carrying ribs of these inner roadway slabs on the rails, which lawer supporting bodies rest on the rail base with one leg having a profiled lower side and whose other leg is disposed beside the rail web, and upper supporting bodies of angular cross-section being further provided, which upper supporting bodies abut on the lower side of the rail head with one leg and whose other leg is disposed beside the rail web, the carrying ribs laterally abutting on those legs of the supporting bodies which are disposed beside the rail web and with their lower sides rest on those legs of the lower supporting bodies which rest on the rail G: 1 (: f1- :'S .r1 ~ :-~ .. .. _ _ ,.~yx;;,;;a, ...
base, and wherein further a step, provided at the point of departure of the carrying ribs on the roadway slabs and leading from the lower side of the roadway slabs to the lower side of the carrying ribs, forms an abutment surface extending perpendicular to the slab surface, on which abutment surface the edge side of those legs of the lower supporting bodies resting on the rail base comes to abut, and wherein the outer roadway slabs, at least on their edge facing the track, likewise comprise carrying ribs and with these carrying ribs, also with elastic supporting bodies interposed, are supported on the rails, their outer edge being supported on foundation bodies.
Road vehicles exert horizontal and vertical impact forces on the roadway slabs. The provision of the elastic angular lower supporting bodies at the supporting locations of the carrying ribs of the roadway slabs on the rail bases diminishes the transmission of such impact forces on the rails. In this case, these supporting bodies are elastically compressed for a short time.
A railway crossing which has most of the above-mentioned characteristics is described in FR-A-2,145,538.
In this known railway crossing, the carrying ribs of the inner slabs have plane surfaces on their lower side that extend parallel to the plane of the slab and w.. . . .. . . . _... ~q ~, ~ ~'~ :~ S, -..
rest on the upper side of that leg of the lower supporting body of angular cross-section which rests on the rail base, this leg upper side correspondingly also extending substantially - 2a -..
~ ji i : i 1 ,3 l~n j7 ._ parallel to the plane of the inner slabs the loads constituted by the weight of the inner slabs and the charges caused by traffic loads that act vertically on the inner slabs are transmitted from these areas being present on the lower side of the carrying ribs and extending parallel to the planes of the inner slabs onto the areas being present on the upper side of that leg of the lower supporting body which rests on the rail base, which areas likewise extend parallel to the planes of the inner slabs and are further transmitted from there to the base of the rails of the track;
horizontally directed forces acting on the inner slabs of the railway crossing are transmitted by the outer edges of the carrying ribs of the inner slabs, via the legs of the lower supporting bodies abutting on the rail web, or possibly also of the upper supporting bodies, onto the rail web; the lower supporting bodies of angular cross-section have relatively thick legs because of the lower side of the carrying rib extending substantially parallel to the slab plane, wherein the lower side of the leg resting on the rail base has a shape that corresponds relatively closely to the upper side of the rail base, from whence there results the necessity of using a separate, adapted supporting body form for each different rail profile, even if the rail profile forms deviate only slightly from each other, and it also gives rise to relatively extensive squeez-. . .. . . -,~ a~ ;1 y ,~~ ~~, ., -_ .- W J '.i v ~d LY
ing deformations of the supporting bodies of angular cross-sections, which supporting bodies are held against an inward migration by abutment of the edge side of those legs of the lower supporting bodies which rest on the rail base, on the abutment surface of the inner slabs extending perpendicular to the slab plane, and also by abutment of the outer edge of the carrying ribs, on the inner side of those legs of the supporting bodies which rest on the rail web; to prevent sliding of the supporting bodies on the rail base, the lower side of those legs of these supporting bodies which rest on the rail base, is provided with a profile.
actually designed as a fine fluting; in this known instance, the charge on the rail webs by forces transmitted from the inner slabs to the rail webs is relatively high, and this is to be considered as disadvantageous. On account of the relatively great thickness which the legs of the elastic supporting bodies of the known crossing have - because the lower side of the carrying ribs extends parallel to the slab plane -, the inner slabs are to be only slightly larger than the gauge of the track, i.e. the width of the inner slabs, measured from the outer edge of one carrying rib to the outer edge of the other carrying rib, may be larger than the gauge by 1 cm at the most, which results in a relatively slight engagement of the rail head by the carrying ribs from below for securing ... '. . .. ~, SFIi i'i "J ~~ Y7 _. ._ the inner slabs against an undesired upward movement.
The relatively great thickness of the legs of the supporting bodies provided for in that known instance also restricts the possible width of the area provided on the lower side of the carrying ribs of - 4a-Gt r, n -~ n -, .-.
-r v __ i", ii.ii~.~:..:a-the inner slabs, from which the load transmission to the rail base occurs, and this is equally disadvan-tageous; neither is the cross-sectional shape of the carrying ribs, which results from the. parallel extension of the area provided on the lower side of the carrying ribs, to the slab plane of the inner slabs, advantageous for installing a reinforcement into the slabs.
From DE-A-39 26 3~2 a support for the rails of a track is known, wherein the vertical forces acting on the rail and the rail weight are transmitted by elastomer slabs, on which the rail base rests by its lower side, to steel troughs, these troughs in turn being carried by beams or sleepers. To fix the rails in the horizontal direction, approximately horizontally arranged pairs of supporting arms are provided, which in turn are mounted on pivot bearings provided lateral of the rails on the individual steel troughs and engage the rails at the transition web - railhead, as well as web - rail base, with inserts of an elastic material (shoes) interposed. These pivot arms are to provide the rails with a vertical guidance, i.e. they are to permit a vertical movement of the rails and to transmit a vertical pre-stress at the most, yet no vertical loads.
Furthermore, a level railway crossing is known, wherein the support of the roadway slabs on the rail base is designed different from that of the above-.' J .i W v '1~7 ' J 9 i _ _ -. . ~ i 1 1' i ~ ~ . i (, r ~ i . . . . .. .
discussed railway crossing, i.e. with a thin layer of rubber or the like provided on the rail base only. Such a thin layer cannot substantially diminish the impacts, because such a thin layer is hardly compressible. Since the layer is thin, the shapes of the carrying ribs and also of the layer must be precisely adapted to each rail shape present. They cannot be used for different rail shapes.
It is an object of the present invention to provide a level railway crossing of the initially discussed type which, in addition to being of a simple structure and easy to mount, has improved structural properties and improved operational properties and in which the above-mentioned disadvantages have been eliminated, i.e. in particular as regards the design of the support of the slabs on the rails, which support transmits forces and loads and secures the position of - 5a -.-.. . . . - :a ': :~ .:y ~, w m - ..
,i a : ,. ..
the slabs that form the roadway in the region of the rails.
The level railway crossing according to the inven-tion and initially mentioned is characterised in that the upper side of those legs of the lower supporting bodies of angular cross-section which rest on the rail base, and the lower side of the carrying rib resting thereon, extend approximately parallel.to the upper side of the rail base and that, at least on the lower side of those legs of the lower supporting bodies which rest on the rail base, preferably also on the remaining surfaces of the lower and upper supporting bodies facing the rails, a plurality of deep grooves extending adjacently in the rail longitudinal direction are provided. By this configuration the above-indicated object is well met. By providing deep, adjacently ar-ranged grooves on the lower supporting body, which lower supporting body is of angular cross-section, a good deformability of the surface of this leg is ob-tained, allowing for an adaptation to the shape of surfaces to which this leg is pressed, without having to provide a great thickness for this leg for this purpose, and during such an adaptation of the surface of that leg of the angular supporting body which rests on the rail base to the shape of the surface on which this leg rests, i.e. to the surface of the rail base, no substantial outward squeezing deformations. of this leg of the supporting (body) :'1 l : !1 . 1 il ~ : i v id ii tJ'J:l Idv __ _.
body are caused, because the grooves make it possible to accommodate shape changes of the elastic material in the interior of this leg. Since no substantial outer squeezing deformations occur, these supporting bodies are well secured in their positions, if the inner edge surface of the lower supporting body comes to abut on the abutment surface of the respective inner or outer slab of the railway crossing, which abutment surface extends perpendicular to the slab plane, and the outer edge of the carrying ribs comes to abut on those legs of the lower supporting bodies which,lie in front of the rail web. Furthermore, it is possible to use one type of supporting body for different rail cross-sections, as long as the variations are slight. Since the desired or required elasticity of the supporting bodies of angular cross-section is obtained already with a slighter thickness of the legs of 'these supporting bodies than in the known instance, it also becomes possible to increase the width of the inner slabs, and the width of the inner slabs may exceed the gauge of the track by more than 1.2 cm, preferably by about 1.5 cm, without any problems, and thus the inner slabs may be well secured against upward movements even if very high shock-like loads having pronounced horizontal and vertical components occur. The installation and removal of the inner slabs should, indeed, be carried out without having to effect changes _ ;~~a,ir,..;:..i .. _ . . .... «. ,r s.. ,f ~~ ~ . _ . . .. . ..
on the track. The parallelism provided in the inventive concept, between the upper side of that leg of the lower supporting body of angular cross-section which rests on the upper side of the rail base, and the lower side of the carrying rib resting thereon, on the one hand, and the upper side of the rail base, on the other hand, is an advantageous contribution to the above-mentioned advantageous characteristics of a slight thickness of the legs of the angular supporting bodies being possible and of an excellent securing of the positions of the slabs forming the roadway of the railway crossing being obtainable, and, compared to the known instance, of the increased availability of space present in the rail section at both sides of the rail web for housing the carrying ribs, enabling a larger width of the inner slabs. This parallelism results in a substantially uniform thickness of those legs of the lower supporting bodies which rest on the rail base, and allows for a larger width of the area provided on the lower side of the carrying ribs and resting on the lower supporting body, and thus the load per area unit on the lower supporting bodies is reduced and they are better fixed in their positions. In addition, the slighter thickness of the legs of the angular supporting bodies, possible in the inventive concept as explained above, and the approximately parallel extensions of the lower side of the carrying ribs and g _ .:~ " ~;::, N ti U U v w v the upper side of the rail base make it possible to design the carrying ribs, particularly at their point of departure on the slab body, thicker and thus stronger than in the known instance, which results in the additional advantage that it is easier to house a reinforcement in the region of the carrying ribs, which reinforcement extends from the slab interior into the carrying ribs, i.e. at the particularly important site Where the lower side of the respective carrying rib meets the slab body; since with a slight thickness of the legs of the supporting body and the approximate parallelism between the lower side of the carrying ribs and the upper side of the respective rail base provided for in the inventive concept, a relatively large space is available for the formation of the carrying ribs, also the upper side of the carrying ribs may extend at a somewhat lower level so as to form wheel flange grooves of somewhat greater depth than usual, so that from the viewpoint of rail head wear no additional maintenance work is incurred at the railway crossing.
Finally, the approximate parallelism between the lower side of the carrying ribs and the upper side of the respective rail bases provided for in the inventive concept offers the additional advantage that a substantial portion of the horizontal forces acting on the slabs forming the roadway or of the horizontal components of forces acting on these slabs, l n ~i ;~i ,~ i i _ . . .. :.r :W ll li al ~d~ :1 - .. _ ..
respectively, are diverted to the rail base of the respective rail of the track via those legs of the lower supporting bodies of angular cross-section which rest on the rail base, thus consideranbly reducing the horizontal forces acting on the rail web.
A preferred embodiment of the railway crossing according to the invention, which has very favorable properties as regards the elastic deformation of the supporting bodies, is characterised in that the deep grooves provided on those legs of the lower supporting bodies which rest on the rail base, together form a toothing-like surface.
With a view to the elastic deformation of the above-mentioned legs of the lower supporting bodies it is furthermore advantageous, if grooves are also provided on the upper side of these legs. The exact support of the slabs forming the roadway in the rail region provided for by the concept of the invention may also be utilized for an embodiment which is advantageous with a view to the strain on the slabs and with a view to the transmission of forces or loads to the rails, which is characterised in that the inner roadway slabs and, optionally also the outer roadway slabs together with the supporting bodies farming their supports form double-jointed supporting systems.
Therein, it is furthermore advantageous, i.e.
particularly with a view. of the movability of the a ~ S I.,.Jt.o~-i- ~: A 1 .. . . /.:iii!-7-,l:..m-~7 .. . . ......
articulation points of the double-jointed supporting systems transmitting the forces or loads, if it is provided that the carrying ribs, viewed in cross-section, are arcuately rounded at least on the carrying rib upper side and on the carrying rib lower side.
If, as discussed above, the space available due to the concept of the present invention, is used for the formation of deep wheel flange grooves, it is advantageous, if an elastic filler body is inserted into the wheel flange grooves present between the inner side of the rail head and that edge of the roadway surface of the respective inner slab which faces this inner side, on the side facing away from the rail head, the elastic filler body filling part of the width of the respective rail groove, leaving free the region of the rail groove adjacent the rail head. When the tracks are passed over by the wheel flanges of the rail vehicles, such a filler body may be compressed without problems when the wheel flanges hit the filler body, yet, on the other hand, such a filler body prevents shoe. heels, bicycle wheels, baby carriage wheels, sticks and the like from getting stuck, as is undesired. A favorable solution with regard to such an elastic filler body, both with a view to its elastic behaviour as well as to its installation and durability is that the elastic filler body is a hollow section of rubber or of a synthetic material. A particularly . _ ~:" .
~- ; ~ v.~ i a.
advantageous embodiment of a railway crossing provided with such a filler body results, if a shell-like cover extending.only over part of the length of the filler body is arranged on the filler body so as to cover rail fastening elements and close open recesses provided in the inner slabs for these rail fastening elements. In this manner a complete cover of the recesses provided in the inner slabs in the region of the wheel flange grooves is obtained, which recesses are provided for the rail fastening elements, and furthermore an excellent fixation of the filler body is obtained.
For the configuration of the inner slabs provided in the railway crossing according to the invention, i.
e. both, with a view to production of the same as well as with a view to the load distribution in the slabs and with a view to the strain to which the slabs are subjected during their transportation and installation, it is suitable, if the length of the inner roadway slabs, measured in the rail longitudinal direction, corresponds to the distance between neighbouring sleepers of the track, and the individual inner roadway slabs each are laid from the middle of a sleeper to the middle of a sleeper, and that recesses with concavely rounded edges are provided on the corners of the inner roadway slabs to form free spaces for the rail fastening elements. In th~.s embodiment, the corners, which generally are particularly jeopardized during i-I::1 : i 1ir-'r _. . .. . . /, ,~ n; /~.~ '.: 7~... .. . . . ....
transportation and installation, are rounded and thus at the same time the carrying ribs are shortened, so that also the carrying ribs, which are important for the support and for the positioning of the slabs, are less jeoparized. This is particularly true, if the slabs are formed without frames, as is generally the case with slabs made of polymer-concrete material .
Slabs of cement-bound concrete have a metal frame, and in this case there results the advantage that, with such a frame, corners having concave roundings can be produced more easily than corresponding recesses in the middle of the lateral edge of the slabs.
The invention will now be described in more detail by way of several embodiements and with reference to the drawings. In the drawings Fig. 1 represents an embodiment of a level railway crossing in a section transverse to the longitudinal extension of the rails of the track;
Fig. 2 is atop view on this railway crossing, partly broken away;
Fig. 2a represents a partial area of this railway crossing in a section along line IIa-IIa of Fig. 2, and on an enlarged scale;
Fig. 3 represents a partial area of this railway crossing lying at a rail, in a section according to Fig. 1, and on an enlarged scale;
Fig. 4 is a section through the supporting bodies ~
~ ~r s; ~..n ;y ~i 1:
along line IV-IV of Fig. 2;
Fig. 5 illustrates a variant of such a supporting body in a section analogous to that of Fig. 4;
Fig. 6 illustrates a further variant of such a supporting body also in a section analogous to Fig. 4;
Fig. 7 shows an embodiment of a railway crossing in which the inner roadway slabs together with their supports form a double-jointed supporting system, in a section analogous to that of Fig. l;
Fig. 8 illustrates the carrying rib region of one embodiment of a roadway slab provided for such an embodiment of the railway crossing having a double-jointed supporting system;
Fig. 9 is an embodiment of a railway crossing, in which elastic bodies are arranged in the wheel flange grooves, in a sectional representation analogous to that of Fig. 3;
Fig. l0 illustrates an embodiment of a railway crossing whose inner roadway slabs have a design different from that of Fig. 2, in a top view analogous to Fig. 2;
Fig. 11 is a cross-section of the edge region of a roadway slab equipped with a frame;
Fig. 12 is a variant of the embodiment according to Fig. 9 in a sectional illustration analogous to that of Fig. 2a; and Figs. 13 and 14 show embodiments of hollow !n n. ~.
:.r a i,; ',j :J :~,J .~.,1 sections as may be used in an embodiment of the railway crossing according to Fig. 12.
In the embodiment of a level railway crossing 1 illustrated in Figs. 1 to 3, the roadway is formed by inner roadway slabs 3 and by outer roadway slabs 4 in the region of the track 2. The inner roadway slabs 3 bridge the distance between the rails 5 of the track 2 in unsupported manner and comprise carrying ribs 7 at both of their edges 6 extending along the rails 5. With these carrying ribs 7, the inner roadway slabs 3 rest on the rail bases 10 of the rails 5 with elastic, profiled supporting bodies 8, 9 of rubber or of a synthetic material interposed, and are supported both laterally against the rail webs 11 and upwardly against the rail heads 12. The outer roadway slabs ~ also have carrying ribs 15 on their edge 14 facing the track 2, and with these carrying ribs l5 rest on the rails 5 via supporting bodies 8a in a manner analogous to that of the inner roadway slabs 3: at their outer edge 16 the outer roadway slabs 4 rest on foundation bodies 17. The lower supporting bodies 8 provided for supporting the carrying ribs 7 on the rails 5 are of angular cross-section, one 18 of their legs resting on the rail base 10, the other leg 20 of these supporting bodies 8 being provided beside the rail web 11. The upper supporting bodies 9 further provided as a support are also of angular cross-section, one 21 of their legs abutting ~:.~iriiva;'.ii the lower side of the rail head 12, and the other leg 22 being provided beside the rail web 11. The carrying ribs 7 laterally abut those legs 20, 22 of the supporting bodies 8, 9 which extend beside the rail web 11 and with their lower side rest on the legs 18 of the lower supporting bodies 8 lying on the rail base 10. A
step formed at the point of departure 24 of the carrying ribs 7, 15 on the roadway slabs 3, 4 and leading from the lower side 25 of the roadway slabs to the lower side 23 of the carrying ribs 7, 15 forms an abutment face 26 extending perpendicular to the plane of the respective roadway slabs 3, 4, on which the edge side 27 of the leg 18 of the lower supporting body 8 or of the supporting body 8a resting on the rail base may come to abut, whereby the lower supporting bodies 8 and the supporting bodies 8a are secured against sliding off the respective rail base 10: the lower supporting bodies 8 and the supporting bodies 8a are further secured against such a sliding off by the carrying ribs 7, 15 laterally abutting on the legs 20 of the supporting bodies 8 and the legs 20a of the supporting bodies 8a~arranged beside the rail web 11.
The upper side 28 of those legs 18 of the supporting bodies 8 of angular cross-section which rest on the rail base 10, and the lower side 28 of the carrying ribs 78 resting thereon extend approximately parallel to the upper side 29 of the rail base 10; this !'~ r~? 7i~ i i t also holds for the upper side 28a of the leg 18a of the supporting body Sa and the lower side of the carrying ribs 15 resting thereon. On the lower side 30 of that leg 18 of the lower supporting body 8.which rests on the rail base 10, a plurality of adjacently extending deep grooves 31 are provided. These grooves 31 together form a toothing-like surface.
These grooves allow the legs 18 to adapt to the shape of the upper side 29 of the rail base 10 without problems, and,they also allow that the legs 18 of the lower supporting bodies 8 change their shape in their outer contours only little on account of the loads exerted by the roadway slabs and remain substantially slab-shaped, because the grooves 31 offer space to accommodate squeezing deformations of the ledges 32 extending between the grooves 31. This behaviour may be further developed by also providing grooves on the upper side of those legs 18 of the lower supporting bodies which rest on the rail base, as is illustrated in Fig. 6.
Since the upper side 29 of the rail base 10 of rails usually extends obliquely to the generally horizontally mounted support surface 34 of the rails 5, the parallelism between the upper side 29 of the rail base 10 and the lower side 23 of the carrying ribs '7, 15 results in a vectorial resolution of horizontally acting forces or force components symbolized by the _ 17 -,i '.~ ;4 v y-~ ,-~ ~.a . .. - _ -~" yj;~ iJ<ii.~w arrow 35, and due to this resolution, part of these horizontal forces or force components is diverted via the lower side 23 of the carrying ribs to the roil base resulting in an advantageous reduction of the horizontal forces acting on the rail web 11.
As mentioned before, by the provision of the grooves 31 the required elastic resilience of the supporting bodies S may already be obtained at a relatively slight thickness 36 of the legs 18 resting on the rail base 10. In this manner a relatively large portion of the space present in the form of impressions below the rail head 12 at both sides of the rail web 11 may be provided for the carrying ribs 7, 15, and also a relatively low height of the abutment surfaces 26 need be provided: the carrying ribs 7, 15 may be relatively thick at the point of departure 24, and it is possible without problems to continue reinforcements 37, provided in the roadway slabs 3, 4 and extending e.g.
at the lower side of the same, as far as into the carrying ribs 7, 15.
Fig. 4 shows in a section along line IV-IV of Fig.
2 the lower supporting body 8 resting on the rail base 10 and the upper supporting body 9. The deep grooves 31 provided on the lower side 30 of the leg 18 of the lower supporting body 8 and the ledges 32 extending between these grooves 31 or separating the grooves from one another, together form a surface having the shape Lu 'I . l ! i~ 1 a.i . i of a toothing. This form of the grooves and ledges has favourable properties both as regards the elasticity behaviour and as regards the squeezing deformation occurring under load, and with a view to the maintenance of the contour of the leg 18 under load.
Furthermore, by forming the lower side 30 of the leg 18 with deep grooves 31 and interposed ledges 32 a good fit against unintentional displacement of the supporting bodies 8 on the rail bases 10 is provided.
Such grooves 31 and interposed ledges 32 are also provided at the side of the leg 20 of the supporting body 8 facing the rail web as well as on the side of the leg 22 facing the rail web and on the side of the leg 21 of the supporting body 9 facing the rail head.
These grooves and ledges provide for a good elasticity behaviour and a good abutment as well as far a favourable behaviour of the supporting bodies facilitating their handling during insertion thereof.
Fig. 5 shows a variant of the supporting bodies 8, 9 in a section corresponding to that of Fig. 4, in which the grooves 31 provided on the lower side 30 of the leg 18 of the supporting body 8 and the ledges 32 present between these grooves together form a surface shape corresponding to a toothing having a trapezium profile. Such a configuration has a better resistance to heavy loads or a slighter resilience under the action of heavy loads than the embodiment illustrated °l si ~ 'J '; ~ ;~
I~ ~.~ 1 ! < a ~;~ ~!
in Fig. 4. Also in this variant, equally configured grooves 31 and ledges 32 which mutually form a toothing are provided on the remaining outer sides of the supporting bodies 8, 9 facing the rail.
A further variant of the configuration of the supporting bodies 8, 9 is illustrated in Fig. 6, which Figur again shows these supporting bodies in a section in an illustration corresponding to those of Figs. 4 and 5. In the variant according to Fig. 6 rectangular or dove-tail shaped grooves 31 and ledges 32 are provided an the lower side 30 of the leg 18, and furthermore grooves 38 and ledges 39 are provided on the upper side 28 of the leg 18, which together also form a surface corresponding to a toothing. A like surface corresponding to a toothinc~ has also been provided on the surfaces of the legs 20, 22 abutting the rail web, as well as on the surface abutting the lower side of the rail head. Groves 38 and ledges 39 mutually forming a surface corresponding to a toothing may also further be provided on those sides of the legs 20,-22 of the supporting bodies 8, 9 extending along the rail web il which face the carrying ribs 7, as well as on the upper side 28 of the leg 18. The grooves 38 on the upper side 28 of, the leg 18 extend in the longitudinal direciton of the rails. These grooves 38 may, however, also extend in a different direction, i.e. transversely to the longitudinal direction of the '. i 'v:; ~ i: vi s 7 rails.
In most applications, the supporting bodies 8a, into which the carrying ribs 15 of the outer roadway slabs 4 engage and by which the outer roadway slabs are arranged on the rail bases 10 of the rails 5, may have a shape corresponding to an integration of the supporting bodies 8 and 9, as is also apparent from Fig. 3.
Fig. 7 shows an embodiment of a level railway crossing in an illustration analogous to Fig. 1, in which the inner roadway slabs 3a and their support on the rails 5 of the track form a double-jointed supporting system. In this embodiment, the inner roadway slabs 3a are designed such that they elastically sag under the influence of traffic loads exerted on these roadway slabs by the wheels of the road vehicles. These loads are schematically indicated by arrows 40. The saggings caused by the loads lead to a pivoting of the earring ribs 7a provided on the roadway slabs 3a, as indicated by arrows 41. This deformation of the roadway slabs 3a and the pivoting of the carrying ribs 7a relative to the supporting bodies 8b, 9b results in a remarkable reduction of the shock-like stresses on the rails and carrying ribs caused by the loads of road traffic.
Fig. 8 shows the edge region of an embodiment of a roadway slab 3a particularly to be formed in a double-G., y ~ /'1 ~1 ~'-i ~:', ~''7w jointed supporting system. The edge surface 42 of the carrying rib 7a extending in the longitudinal direction of the rail, which in this embodiment, similar to Fig.
7, viewed in cross-section, is arcuately rounded at least on the carrying rib upper side 43 and on the carrying rib lower side 44, whereby the pivotal movability provided for in the bearing points of the double-jointed supporting system is enhanced, is somewhat flattened according to Fig. 8, whereby the installation of such roadway slabs into the finished track is facilitated.
Since, as discussed above, it is possible to select a relatively slight thickness for the legs of the elastic supporting bodies in the configuration of the level railway crossing according to the invention, which possibility has also been utilized in the embodiment according to Figs. 1 to 3, if desired, the carrying rib upper side 43 may also be set at a somewhat lower level than common in earlier railway crossings; which results in a deeper wheel flange groove 45. Such a deeper wheel flange groove makes it possible to do, for longer periods of time, without the otherwise frequently required exchanging of rails or welding on of rail head reinforcements to make up for an altered, rail height caused by wear of the rail head 12; if the wheel flange groove 45 is deeg enough, the rail head may be worn to a comparatively high degree, n ,~
~~ V V J :J '~., ! !
the surface 46 of the rail head 12 e.g. adopting the position entered in broken lines in Fig. 3 and denoted by 46a, before the worn rail head necessitates maintenance work on the rails. Since in this case the wheel flange groove 45 is deeper than otherwise usual, the risk of objects, such as sticks, naz~row shoe heels or the like or also bicylces getting into the rail grooves and getting stuck therein, increases. To counteract this, in the embodiment of a level railway crossing illustrated in Fig. 9 an elastic filler body 47 is housed in the wheel flange groove 45 on the side facing away from the rail head, which fills a part of the width of the respective wheel flange groove, leaving free the region of the wheel flange groove adjacent the rail head. Such a filler body 47 may, e.g, be a soft resilient rubber body. Tt is particularly advantageous to use a resilient hollow section, preferably a hollow section rubber, as the filler body in the wheel flange groove 45, as is illustrated in Fig. 9.
Therein it is furthermore favourable if, as illustrated in the embodiment of Fig. 12, a shell-like cover 48 is arranged on such filler bodies 47 so as to cover rail fastening elements 54, by which the rails 5 are fastened. This cover 48 extends only over part of the length of the filler bodies 47. Such a cover 48 closes recesses 52 provided in most instances in the ''..' '' ' ~'.. ::' ~, ~. ~..
roadway slabs 3 so as to keep the rail fastening elements 54 accessible even after the roadway. slabs have been laid, it protects the rail fastening elements and may also serve for or contribute.to the fixation of the filler bodies 47. In the embodiment illustrated in Fig. 12, the cover 48 reaches below the edges of the recesses 52, thus forming a fixation, and is furthermore secured by the supporting body 9.
Preferably, the cover is moulded in one piece to the filler body 47 extending continuously in the wheel flange groove 45 or is integrated with this filler body. However, also a different connection of the cover 48 with the filler body 47 is possible, e.g. by gluing of vulcanization. An embodiment of a filler body 47 provided with a cover is illustrated in Fig. 13: in this embodiment, a hollow section 47a is shaped onto an arched cover plate 48a which itself forms a section whose geometric axis extends parallel to the geometric.
axis of the hollow section 47a. Such a filler body is relatively simple to manufacture by producing a section whose cross-section corresponds to the cross-section of the hollow section 47a and to the cross-section of the cover plate and by cutting off those portions of the section part corresponding to the cover plate, which exceed the intended size of the cover plate 48a. Another embodiment of a filler body 47 provided with a cover is illustrated in Fig. 14; in .A 2. () n~j :/ sJ ~:
this case the cover 48b has the shape of a downwardly open shell having straight side walls, a hollow sec-tion 47a being formed onto the top of this shell, or the shell is connected to the hollow section 47a by gluing or vulcanization. The dimensional stability of such a shell results in a well fixed fit of the filler body on the inner plates of. the railway crossing.
In the level railway crossing illustrated in Figs.
1 to 3, the inner roadway slabs 3, measured in the longitudinal direction of the rails 5, have a length 49 corresponding to the distance between neighbouring sleepers 50 of the track 2; the individual inner roadway slabs 3 are each laid from the middle 51 of a sleeper to the middle of a sleeper; on the corners of the inner roadway slabs 3 recesses 52 are provided which serve to form free spaces 53 for the rail fastening elements 54, the recesses 52 having a concavely rounded edge 55. This results in a shape of the roadway slabs 3 which, as explained above, is relatively insensitive to the impacts and loads occurring during transportation and installation.
A variant thereto is illustrated in Fig. 10, yet this embodiment has no roundings on the corners of the inner roadway slabs 3, the inner roadway slabs in the installed state each adjoining each other above the middle of the distance between neighbouring sleepers, and a free space 56.being provided in the middle of the ./~~o~~~'lii L ?J ',J
carrying ribs, which free space prevents the roadway slabs from contacting the rail fastening elements. The edges 57 of the recesses 52 extend concavely rounded, as apparent from the top view of Fig. 2; if desired, also trough-shaped undercuts may be provided on the lower side of these edges.
The roadway slabs 3, 4 may be cement concrete slabs or cement concrete slabs modified by synthetic material or slabs of synthetic concrete, in particular polyester concrete. With slabs of cement concrete it is nearly unavoidable to provide a steel frame 59 extending along the edges of the same, as is illustrated in Fig. 11. If the slabs are made of synthetic concrete, in particular polyester concrete, such a steel frame is not needed; in both cases the slabs 37 are reinforced. Slabs of synthetic concrete advantageously are-povided with a rough granular layer on their upper side constituting the surface of the roadway, which results in a roadway surface having a good grip. Cement concrete slabs may be provided with a highly wear-resistant especially rough roadway surface on their upper side.
Since, as discussed above, it is possible to do with a relatively slight thickness of the legs of the elastic supporting bodies S, 9, it is also possible to provide wider inner roadway slabs as has been possible with known level railway crossings of this type. So C1 !~ ~ ~'~ n i t 7 ~ ~ ~
far, widths of the inner roadway slabs have been provided which exceeded the gauge of the respective track by 1 cm at the most; due to the design of the invention, the width 60 of the inner roadway slabs 3 may exceed the gauge 61 of the track by more than 1.2 cm, the width 60 advantageously being selected to exceed'the gauge 61 by approximately 1.5 cm.
_ 27 -
Claims (12)
1. A level railway crossing, wherein, in the region of rail tracks, a roadway is formed by inner and outer roadway slabs (3, 4), wherein the inner roadway slabs (3) bridge the distance between respective rails (5) of a track (2) unsupported and comprise projecting carrying ribs (7) at both of their edges (6) which extend along the rails (5), by which carrying ribs, with elastic, profiled supporting bodies (8, 9) of rubber or synthetic material interposed, the inner roadway slabs (3) are carried on basis parts (10) of the rails and are laterally supported against axle parts (11) of the rails as well as upwardly supported against heads (12) of the rails, lower supporting bodies (8) of angular cross-section being provided for supporting the carrying ribs (7) of these inner roadway slabs (3) on the rails, which lower supporting bodies rest on the rail base (10) with one leg (18) having a profiled lower side and whereas another leg (20) is disposed beside the rail web (11), and upper supporting bodies (9) of angular cross-section being further provided, which upper supporting bodies abut a lower side of the rail head (12) with one leg (21) whereas another leg (22) is disposed beside the rail web (11), the carrying ribs (7) laterally abutting on those legs (20, 22) of the supporting bodies (8, 9) which are disposed beside the rail web and with their lower sides rest on those legs (18) of the lower supporting bodies (8) which rest on the rail base (10), and wherein further a step, provided at a point from where the carrying ribs (7, 15) on the roadway slabs (3, 4) depart, and leading from a lower side (25) of the roadway slabs (3, 4) to a lower side (23) of the carrying ribs (7), forms an abutment surface (26) extending perpendicular to the slab surface, legs (18) of the lower supporting bodies (8) resting on the rail base (10) come to abut on said abutment surface, with their edge side (27) and wherein the outer roadway slabs (4), at least at their edge facing the track (2), also comprise carrying ribs (15) and with these carrying ribs, also with elastic supporting bodies (8a) interposed, are supported on the rails (5), their outer edge (16) being supported on foundation bodies (17), characterised in that the upper side (28) of those legs (18) of the lower supporting bodies (8) of angular cross-section which rest on the rail base (10), and the lower side (23) of the carrying ribs (7), which rests thereon, extend approximately parallel to the upper side (29) of the rail base (10) and that, at least on the lower side (30) of those legs (18) of the lower supporting bodies (8) which rest on the rail base (10), a plurality of deep grooves (31) extending adjacently in the rail longitudinal direction are provided.
2. A level railway crossing according to claim 1, characterised in that deep grooves are provided also on the remaining surfaces of the lower (8) and upper (90) supporting bodies facing the rails (5).
3. A level railway crossing according to claim 1 or 2 characterised in that grooves are provided on the upper side (28) of those legs (18) of the lower supporting bodies (8) which rest on the rail base (10).
4. A level railway crossisng according to any one of claims 1 to 3 characterised in that the inner roadway slabs (3) are elastically deformable and, together with the supporting bodies (8, 9, 8a) forming their support, form double-jointed supporting systems.
5. A level railway crossing according to any one of claims 2 to 4, characterised in that also the outer roadway slabs (4) are elastically deformable and, together with the supporting bodies (8, 9, 8a) forming their support, form double-jointed supporting systems.
6. A level railway crossing according to any one of claims 1 to 5 characterised in that the carrying ribs (7a), viewed in cross-section, are arcuately rounded at least on a carrying rib upper side (43) and on a carrying rib lower side (44).
7. A level railway crossing according to any one of claims 1 to 6, characterised in that, on the side facing away from the rail head, an elastic rod-like filler body (47) is inserted into wheel flange grooves (45) present between an inner side of the rail head (12) and that edge of the roadway surface of the respective inner roadway slab (3) which faces this inner side, the elastic filler body filling only part of the width of the respective wheel flange groove, leaving free the region of the wheel flange groove adjacent the rail head.
8. A level railway crossing according to claim 7, characterised in that the elastic filler body (47) is a hollow section of rubber or of a synthetic material.
9. A level railway crossing according to claims 7 or 8;
characterised in that a shell-like cover (48) extending only over part of the length of the filler body is arranged on the filler body (47) so as to cover rail fastening elements (54) and close open recesses (52) provided in the inner slabs (3) for these rail fastening elements (54).
characterised in that a shell-like cover (48) extending only over part of the length of the filler body is arranged on the filler body (47) so as to cover rail fastening elements (54) and close open recesses (52) provided in the inner slabs (3) for these rail fastening elements (54).
10. A level railway crossing according to claim 9, characterised in that the cover (48) is moulded to the filler body (47) in one piece.
11. A level railway crossing according to any one of claims 1 to 10, characterised in that the length (49) of the inner roadway slabs (3), measured in the rail longitudinal direction, corresponds to the distance between neighbouring sleepers (50) of the track (2), and the individual inner roadway slabs (3) each are laid from the middle of a sleeper (51) to the middle of a sleeper (51), and that on the corners of the inner roadway slabs (3) recesses (52) with concavely rounded edges (55) are provided to form free spaces (53) for rail fastening elements (54).
12. A level railway crossing according to any one of claims 1 to 11, characterised in that the width (60) of the inner roadway slabs (3) exceeds the gauge (61) of the track (2) by more than 1.2 cm.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ATA1665/90 | 1990-08-08 | ||
| AT166590 | 1990-08-08 | ||
| PCT/AT1991/000093 WO1992002680A1 (en) | 1990-08-08 | 1991-07-31 | Railway level crossing |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2088920A1 CA2088920A1 (en) | 1992-02-20 |
| CA2088920C true CA2088920C (en) | 2001-12-25 |
Family
ID=3518342
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002088920A Expired - Lifetime CA2088920C (en) | 1990-08-08 | 1991-07-31 | Railway level crossing |
Country Status (9)
| Country | Link |
|---|---|
| EP (1) | EP0542782B1 (en) |
| JP (1) | JP2902782B2 (en) |
| CN (1) | CN1053243C (en) |
| AT (1) | ATE106965T1 (en) |
| AU (1) | AU8231491A (en) |
| CA (1) | CA2088920C (en) |
| DE (1) | DE59101893D1 (en) |
| HU (1) | HU212821B (en) |
| WO (1) | WO1992002680A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102817300A (en) * | 2012-08-02 | 2012-12-12 | 铁道第三勘察设计院集团有限公司 | Safety structure of grade crossing in front of rail garage door |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT404149B (en) * | 1994-11-15 | 1998-08-25 | Gmundner Fertigteile Gmbh | MULTIPLE-ROAD CROSSING |
| AT2319U1 (en) | 1997-04-18 | 1998-08-25 | Gmundner Fertigteile Gmbh | RAILWAY COVERING FOR TRACKS |
| AT4372U1 (en) * | 2000-05-22 | 2001-06-25 | Gmundner Fertigteile Gmbh | TRACK |
| WO2002010513A1 (en) * | 2000-08-01 | 2002-02-07 | Kosta Koev Kostov | Precast concrete street railway paving and method for assembling said paving |
| AT6414U1 (en) * | 2002-07-17 | 2003-10-27 | Gmundner Fertigteile Gmbh | TRACK COVER |
| AT8456U1 (en) * | 2005-02-09 | 2006-08-15 | Gmundner Fertigteile Gmbh | RAILWAY TRANSFER |
| AT12433U1 (en) * | 2011-01-17 | 2012-05-15 | Gmundner Fertigteile Gmbh | TRACK |
| CN104674628B (en) * | 2015-03-11 | 2016-06-08 | 鞍山华强混凝土轨枕有限公司 | Block cast level crossing rubber tent and assembly |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CH490571A (en) * | 1968-11-19 | 1970-05-15 | Ziegler Hans | Level crossing level with the rails |
| AT306078B (en) * | 1971-07-09 | 1973-03-26 | Semperit Ag | Level crossing level with the rails |
| DE7908757U1 (en) * | 1979-03-28 | 1979-07-12 | Pebueso-Betonwerke Heribert Buescher Gmbh & Co, 4400 Muenster | ROAD PLATE |
| US4793545A (en) * | 1987-07-14 | 1988-12-27 | Construction Polymers Company | Embedded track assembly |
| DE3926392A1 (en) * | 1989-02-01 | 1990-08-02 | Studiengesellschaft Fuer Unter | Sound-dampening rail mounting - has railway rail guided in vertical direction between levers at sides |
-
1991
- 1991-07-31 AU AU82314/91A patent/AU8231491A/en not_active Abandoned
- 1991-07-31 WO PCT/AT1991/000093 patent/WO1992002680A1/en active IP Right Grant
- 1991-07-31 DE DE59101893T patent/DE59101893D1/en not_active Expired - Lifetime
- 1991-07-31 AT AT91913574T patent/ATE106965T1/en not_active IP Right Cessation
- 1991-07-31 EP EP91913574A patent/EP0542782B1/en not_active Expired - Lifetime
- 1991-07-31 CA CA002088920A patent/CA2088920C/en not_active Expired - Lifetime
- 1991-07-31 HU HU9300315A patent/HU212821B/en unknown
- 1991-07-31 JP JP3512326A patent/JP2902782B2/en not_active Expired - Lifetime
- 1991-08-08 CN CN91108651.XA patent/CN1053243C/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102817300A (en) * | 2012-08-02 | 2012-12-12 | 铁道第三勘察设计院集团有限公司 | Safety structure of grade crossing in front of rail garage door |
Also Published As
| Publication number | Publication date |
|---|---|
| HU212821B (en) | 1996-11-28 |
| HUT68830A (en) | 1995-08-28 |
| CN1059768A (en) | 1992-03-25 |
| HU9300315D0 (en) | 1993-05-28 |
| EP0542782B1 (en) | 1994-06-08 |
| AU8231491A (en) | 1992-03-02 |
| EP0542782A1 (en) | 1993-05-26 |
| ATE106965T1 (en) | 1994-06-15 |
| WO1992002680A1 (en) | 1992-02-20 |
| JPH06501753A (en) | 1994-02-24 |
| DE59101893D1 (en) | 1994-07-14 |
| CN1053243C (en) | 2000-06-07 |
| CA2088920A1 (en) | 1992-02-20 |
| JP2902782B2 (en) | 1999-06-07 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKEX | Expiry | ||
| MKEX | Expiry |
Effective date: 20110731 |