DK160516B

DK160516B - Railway crossing

Info

Publication number: DK160516B
Application number: DK605486A
Authority: DK
Inventors: Bernhard Neumann
Original assignee: Gmundner Fertigteile Gmbh
Priority date: 1985-04-19
Filing date: 1986-12-16
Publication date: 1991-03-18
Also published as: AT390085B; WO1986006428A1; ATA118885A; NO865164L; FI87379B; FI87379C; DK605486D0; AU593798B2; FI865197A; DE3668198D1; DK605486A; EP0218643B1; DK160516C; EP0218643A1; FI865197A0; AU5697586A; ATE49429T1

Abstract

In a level crossing, the roadway in the zone of the railway is comprised of concrete slabs. The space between the two rails (4, 5) of the railway track (1) is filled with inner plates or slabs (2) which extend from one rail to the other of the railway track (1) and rest elastically on inner shoes (4a, 5a) of the rails. Outer slabs (3) adjacent to the rails of the railway track cover a band outside the rails. One of the edges of said outer slabs (3) rests elastically on the outer shoes (4a, 5a) of the rails, and the side opposite to said edge rests on bearing bodies (12) the inner slabs (2) are frameless plastic concrete slabs provided with an armature, particularly polyester concrete slabs. Preferably, the outer slabs (3) which cover the outer side of the rails are also frameless plastic concrete slabs provided with an armature, particularly polyester concrete slabs. Preferably, the outer slabs (3) which cover the outer side of the rails are also frameless plastic concrete slabs provided with an armature, particularly polyester concrete slabs.

Description

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Opfindelsen angår en jernbaneoverskæring af den i krav l's indledning angivne art, hvor såvel den fra skinne-køretøjerne hidrørende belastning af skinnesporets skinner som den fra vejkøretøjerne hidrørende belastning 5 af den af de indre plader og de ydre plader dannede vejbanezone via skinnerne og fra disse via svellerne overføres til skinnesporets ballastlegeme. Derved, at belastningen fra vejkøretøjerne overføres til underlaget via de samme konstruktionselementer som de fra 10 skinnekøretøjerne hidrørende belastninger, fås i jern baneoverskæringens område i det væsentlige samme belastning af skinnesporet som på dettes uden for overskæringen beliggende strækning, og der fås ved understøtningen af de vejbanen dannende plader på skinnespo-15 rets skinner en indbyrdes positionering af vejbanen og af skinnesporet, hvilken positionering praktisk taget ikke ændrer sig i lang tid.BACKGROUND OF THE INVENTION 1. Field of the Invention The invention relates to a railway cross-section of the kind specified in the preamble of claim 1, in which both the load of the rails of the rail vehicles and the load of the road vehicles 5 formed by the rails and from the road vehicles via the rails and from these via the rail vehicles the sleepers are transferred to the ballast body of the track. As a result, the load from the road vehicles is transferred to the ground via the same structural elements as the loads resulting from the 10 rail vehicles, substantially the same load on the rail track as is situated on the outside of the intersection is obtained in the area of the rail crossing and obtained by the support of the roadway. forming plates on the rail track shines a positioning of the roadway and of the rail track, which positioning practically does not change for a long time.

Ued de hidtil sædvanlige jernbaneoverskæringer af den angivne art består betonpladerne, der danner vejbanen, 20 af cementbundet beton eller af kunstharpiksbeton og af en pladernes rand dannende stålramme. Denne stålramme medfører ved de indre plader elektriske isolerings-problemer, når skinnesporets skinner skal være isoleret over for hinanden, for at der kan tilvejebringes en 25 signalstrømkreds for sporfrimeldinger og for af togene aktiverede signal- og styreprocesser. Ved sådanne jernbaneoverskæringer med vejbanepartier bestående af plader af cementbundet beton og en stålramme opstår der i de ydre pladers område ofte vanskeligheder, fordi disse 30 ydre plader beskadiges af de påvirkende belastninger, der betinget af konstruktionen og trafikken har forskellige virkningsretninger. De ydre plader belastes nemlig hyppigt meget asymmetrisk derved, at de med deres indre rand hviler på jernbanesporets skinner, medens de med 35 deres ydre rand hviler på af skinnesporet uafhængigeExcept for the usual railway crossings of the specified type, the concrete slabs forming the roadway 20 consist of cement-bonded concrete or synthetic resin concrete and the steel frame forming the edge of the slabs. This steel frame causes electrical insulation problems at the inner plates when the rails of the rail track must be insulated against each other, in order to provide a signal flow circuit for track releases and for signal and control processes activated by the trains. Such rail crossings with road sections consisting of cement-bonded concrete slabs and a steel frame often cause difficulties in the outer slab area, because these 30 outer slabs are damaged by the impact loads which, depending on the construction and traffic, have different directions of action. The outer plates are frequently loaded very asymmetrically in that with their inner rim they rest on the rails of the railway track, while with their outer rim they rest on the tracks of the rail track independent of

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2 understøtningslegemer. For at de ydre plader ikke derved beskadiges i løbet af kort tid, kræves der en nøjagtig justering af underlaget for de ydre pladers ydre kantparti ikke blot ved jernbaneoverskæringens tilveje- i 5 bringelse, men også hyppigt senere under overskæringens j vedligeholdelse, hvorved overskæringens fremstilling j og pasning fordyres væsentligt. Dette gælder også for den fra DE-offentliggørelsesskrift nr. 2 932 946 kendte jernbaneoverskæring i skinneniveau, hvor de ydre pla-10 der, der består af cementbundet beton, med deres ydre rand er lejret i falsagtige udsparinger i lodret stående bæreplader, der er anbragt på begge sider af skinnesporet og ved hjælp af trækstænger med spændelåse kan trækkes mod hinanden, hvorved jernebaneoverskæringens 15 ydre plader kan spændes mod skinnerne. Denne tilspæn- ding skal via skinnerne virke på de indre plader, hvilket medfører store omkostninger med henblik på den nøjagtige overholdelse af sporvidden under jernbaneoverskæringens fremstilling og ved senere justering. Desuden 20 kan der på grund af de ydre pladers og de indre pladers indspænding i disse opstå yderligere skadelige påvirkninger. Hvad angår den fra DE-offentliggørelsesskrift nr. 2 932 946 kendte jernbaneoverskærings indre plader er det blot angivet, at disse fortrinsvis består af 25 armeret formstofbeton, i hvilken der ved hjælp af kunst-harpiks er bundet grus og kvartssand.2 support bodies. In order not to damage the outer plates in a short time, an accurate adjustment of the substrate for the outer edge portion of the outer plates is required not only during the provision of the rail crossing, but also frequently later during the maintenance of the cutting, thereby producing the cutting and care is significantly costly. This also applies to the rail level known in DE Publication No. 2 932 946 in rail level, in which the outer sheets, consisting of cement-bonded concrete, with their outer edge are stored in fold-like recesses in vertical upright supports, which are arranged on both sides of the rail track and by means of tension bars with clamping locks can be pulled towards each other, whereby the outer plates of the rail cut 15 can be clamped against the rails. This clamping must act on the inner plates via the rails, which entails high costs for the exact compliance of the gauge during the fabrication of the railway crossing and for subsequent adjustment. Furthermore, due to the tension of the outer plates and the inner plates there may be further harmful effects. With regard to the inner sheets of the railroad crossing known from DE Publication No. 2 932 946, it is merely stated that these preferably consist of 25 reinforced synthetic concrete in which gravel and quartz sand are bonded by artificial resin.

Den foreliggende opfindelse tager sigte på at tilvejebringe en jernbaneoverskæring af den angivne art, ved hvilken de omtalte mangler ved de kendte jernbaneover-30 skæringer afhjælpes, og hvor risikoen for kortslutning af et skinnespors skinner er elimineret. Jernbaneoverskæringen skal være af enkel konstruktion, være vedligeholdelsesfri i lang tid og være effektivt beskyttet mod beskadigelse ved vejkøretøjerne og andre ydre påvirk-35 ninger. Ovennævnte formål opnås ved det i krav l's kende-SUMMARY OF THE INVENTION The present invention aims to provide a rail crossing of the kind indicated by which the said shortcomings of the known rail crossings are remedied and where the risk of short-circuiting a rail track is eliminated. The rail overpass must be of simple construction, be maintenance-free for a long time, and be effectively protected against damage by road vehicles and other external influences. The above object is achieved by the knowledge of claim 1.

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3 tegnende del angivne.3 drawing part indicated.

Polyesterbeton er elektrisk så godt som ikke-ledende, så at risikoen for kortslutning mellem et skinnespors to skinner praktisk taget er elimineret ved de af poly-5 esterbeton bestående indre pladers rammefrie opbygning.Polyester concrete is virtually non-conductive, so that the risk of short-circuiting between two rails is practically eliminated by the frame-free structure of polyester ester concrete.

Ued polyesterbeton er sten- henholdsvis sandmaterialet ikke bundet ved hjælp af cement, men ved hjælp af en polyester. Ued udformningen af de indre plader som rammeløse polyesterbetonplader samt i forbindelse hermed 10 udformningen af de ydre plader som rammeløse polyester betonplader opnås på overraskende vis væsentlige forbedringer af brugsegenskaberne, uden at de samlede omkostninger øges, samtidigt med, at de nødvendige vedligeholdelsesarbejder, der jo er til gene for trafikken 15 såvel på skinnen som på vejen, reduceres væsentligt.Without polyester concrete, the stone and sand material, respectively, are not bonded by cement, but by a polyester. In designing the inner sheets as frameless polyester concrete slabs and in connection therewith the design of the outer slabs as frameless polyester concrete slabs is surprisingly achieved significant improvements in the operating properties without increasing the total cost, while at the same time the necessary maintenance work, which is to the detriment of traffic 15 both on the rail and on the road is significantly reduced.

De ydre plader, for hvis vedkommende man på grund af deres lille bredde i sammenligning med de indre pladers skulle forvente en mindre påvirkning, er udsat for meget uensartet belastning. Det har nu overraskende vist 20 sig, at en sådan belastning tåles bedre af ydre plader i form af rammefrie polyesterbetonplader med armering end af plader med cementbundet beton og med stålramme. Stålrammens bortfald ved jernbaneoverskæringen ifølge opfindelsen er ved de ydre plader økonomisk fordelag-25 tigt og medfører en betydelig forenkling af fremstillin gen af ydre plader med speciel form i området ved vige-spor og sporudvidelser. Ued bortfaldet af tilbøjeligheden til metalrammekorrosion forenkles vedligeholdelsen, og polyesterbetons store styrke og modstandsdygtighed 30 mod slid muliggør en vedligeholdelsesfri funktion i lang tid, idet der praktisk taget ikke dannes sporriller. Polyesterbetonens kohærens i overfladeområdet er tilstrækkelig for punkt- og linieformet berøring, uden at der kræves mellemliggende metalliske udligningsplader, 35 hvorved fremstillingen forenkles yderligere.The outer plates, for which, because of their small width, in comparison with the inner plates, one should expect a minor impact, is subject to very uneven loading. Surprisingly, it has now been found that such a load is better tolerated by outer sheets in the form of frame-free reinforced polyester concrete sheets than by cement-bonded concrete and steel frame sheets. The failure of the steel frame at the rail crossing according to the invention is economically advantageous at the outer plates and results in a considerable simplification of the production of outer plates of special shape in the area of folding tracks and track extensions. In the absence of the metal frame corrosion propensity, maintenance is simplified and the high strength and abrasion resistance of polyester concrete 30 enable long maintenance-free operation with virtually no grooves being formed. The coherence of the polyester concrete in the surface area is sufficient for point and line contact without the need for intermediate metallic equalizing plates, thereby further simplifying the manufacture.

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Polyesterbetonplader kan, såfremt der på grund af lokal overbelastning er opstået revner, meget enkelt repareres effektivt ved hjælp af polyester. På grund af polyesterbetons gode elasticitet og trækstyrke over for 5 bøjning, og på grund af den omstændighed, at polyeste ren hærder fuldstændigt ved pladernes fremstilling (i modsætning til cementbundet beton, der som bekendt ef-terhærder i lang tid og derved bliver skør), opnås der sikkerhed for, at der ved de sædvanlige belastninger 10 selv efter længere tid ikke opstår revner. Den på grund af polyesterbetons store styrke mulige mindskelse af pladehøjden over for pladehøjden af cementbundne betonplader h ar stor betydning i mange anvendelsestilfælde, især i yderpladernes område, idet pladsforholdene her 15 som oftest er begrænset. Udformningen af såvel de indre plader som de ydre plader som rammefrie polyesterbetonplader medfører endvidere fordelagtige ensartede overfladeegenskaber af vejbanen i sporområdet. Derved ydes der et positivt bidrag til trafiksikkerheden i jernbane-20 overskæringers område, hvor trafiksikkerheden ellers er nedsat. Betonens polyester kan indfarves vidtgående efter ønske, så at der også i optisk henseende kan bidrages til øget trafiksikkerhed.Polyester concrete slabs, if cracks have occurred due to local overload, can easily be effectively repaired using polyester. Due to the good elasticity and tensile strength of polyester concrete against bending, and due to the fact that polyester pure cures completely in the manufacture of the sheets (as opposed to cement bonded concrete which, as is well known, cures for a long time and thereby becomes brittle), it is ensured that even at longer loads, cracks do not occur at the usual loads 10. The possible reduction of the slab height against the slab height of cement-bonded concrete slabs, due to the high strength of polyester concrete, is of great importance in many applications, especially in the area of the slab, since the space conditions here are usually limited. Furthermore, the design of both the inner plates and the outer plates as frame-free polyester concrete sheets gives advantageous uniform surface properties of the roadway in the track area. This will make a positive contribution to road safety in the area of railway 20 intersections, where road safety is otherwise impaired. The polyester of the concrete can be colored in as far as desired, so that, in optical terms, it can also contribute to increased road safety.

Pladernes hensigtsmæssige størrelse er afhængig af den 25 nødvendige afmonterbarhed, hvorved pladernes vægt og dimensioner er begrænset opadtil, af pladernes rolige leje ved skiftende trafikbelastninger, hvilket hovedsageligt er afhængigt af pladernes egenvægt, samt af understøtningsbetingelserne. I så henseende kan de in-30 dre pladers længde regnet i skinnesporets længderetning tilnærmelsesvis svare til den dobbelte midterafstand mellem to nabosveller i skinnesporet. Pladerne kan dog også have en anden længde, f.eks. en længde svarende til midterafstanden mellem nabojernbanesveller.The appropriate size of the plates is dependent on the necessary removability, whereby the weight and dimensions of the plates are limited upwards, by the quiet bed of the plates at changing traffic loads, which is mainly dependent on the plate weight and the support conditions. In this regard, the length of the inner plates, calculated in the longitudinal direction of the rail track, may correspond approximately to the double center distance between two neighboring sleepers in the rail track. However, the plates may also have a different length, e.g. a length corresponding to the center distance between neighboring railway sleepers.

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Ved det i krav 2 angivne opnås en fordelagtig udjævning af trafikkens påvirkning af de ydre plader, uden at der kræves ilagt trykudlignende metalelementer. Til linieformet understøtning af de ydre plader på de ela-5 stiske lister kan ifølge opfindelsen understøtningslegemerne på deres overside hensigtsmæssigt være udformet med noter, i hvilke de elastiske lister er indsat.In the claim 2, an advantageous leveling of the influence of the traffic on the outer plates is obtained without the need for pressure-reducing metal elements being required. For linear support of the outer plates of the elastic strips, according to the invention, the supporting bodies on their upper side may conveniently be formed with grooves in which the elastic strips are inserted.

Ved det i krav 4 angivne opnås i denne forbindelse en god forankring af listerne i noterne.In accordance with claim 4, a good anchoring of the lists in the notes is achieved in this connection.

10 Optagelsen af belastningen fra trafikken kan yderligere forbedres ved det i krav 5 angivne.The absorption of the load from the traffic can be further improved by the method of claim 5.

Ved de i krav 6 angivne ejendommeligheder opnås en fordelagtig fordeling af belastningen i de ydre plader og en forenkling af disses manipulering under montagen.The properties specified in claim 6 result in an advantageous distribution of the load in the outer plates and a simplification of their manipulation during assembly.

15 I denne forbindelse opnås ved det i krav 7 angivne en fordelagtig fordeling af kræfterne og en hensigtsmæssig konstruktiv opbygning.In this connection, the advantageous distribution of the forces and an appropriate constructive structure as claimed in claim 7 are obtained.

Alternativt kan de ydre pladers yderside være lejret på anden måde, f.eks. på flade lejer i form af elastiske 20 plader eller indstillelige støttelejer, der kan være forsynet med skruespindeler til justering af højden.Alternatively, the outer surface of the outer sheets may be mounted differently, e.g. on flat bearings in the form of elastic 20 plates or adjustable support bearings which may be provided with screw spindles for height adjustment.

I det følgende forklares opfindelsen nærmere ved hjælp af tegningen, hvor fig. 1 er et snit i en udførelsesform for jernbaneover-25 skæringen ifølge opfindelsen, fig. 2 viser samme, set fra oven, fig. 3a, 3b og 3c i tre forskellige udførelsesformerIn the following, the invention is explained in more detail with reference to the drawing, in which fig. 1 is a sectional view of one embodiment of the railroad crossing of the invention; FIG. 2 is a top view of the same, FIG. 3a, 3b and 3c in three different embodiments

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6 viser en detalje ved i jernbaneoverskæringen ifølge opfindelsen indgående polyesterbetonplader, fig. 4 set fra oven viser et udsnit af jernbaneoverskæringen, med holdelegemer til sikring af polyester-5 betonpladerne, fig. 5 er et snit efter linien \l-\l i fig. 4, fig. 6 er et snit og viser en udførelsesform for et understøtningslegeme i jernbaneoverskæringen, fig. 7 set fra oven viser lejringen af ydre plader i 10 jernbaneoverskæringen ved disses ydre rand, og fig. 8 er et snit i et understøtningslegeme i en anden udførelsesform.Figure 6 shows a detail of polyester concrete slabs included in the rail cut according to the invention; Fig. 4 is a top view of a section of the rail cut, with retaining members for securing the polyester-5 concrete slabs; 5 is a sectional view along the line \ l - \ l of FIG. 4, FIG. Figure 6 is a sectional view showing one embodiment of a support body in the rail crossing; Fig. 7 is a top view of the bearing of outer plates in the rail crossing at the outer edge thereof; 8 is a sectional view of a support body of another embodiment.

Ved den i fig. 1 og 2 viste udførelsesform for jernbaneoverskæringen ifølge opfindelsen er vejbanen i om-15 rådet ved jernbaneskinnesporet 1 dannet af armerede plader 2, 3 af polyesterbeton. Skinnesporet l's to skinner 4, 5 er fastgjort på sveller 8 ved hjælp af skinne-holdeplader 6 og svelleskruer 7. Svellerne 8 hviler på et ballastlegeme 9. Rummet mellem skinnerne 4, 5 20 er udfyldt med indre plader 2, der hver især frit bæ rende strækker sig hen over hele rummets bredde fra den ene skinne 4 til den anden skinne 5 og er elastisk efte-rgiveligt understøttet på skinnernes indre skinne-fødder 4a, 5a ved hjælp af to næser 2a, 2b, der stræk-25 ker sig langs med hver sin i skinnernes længderetning forløbende pladekant. Disse næser er i indgreb med en rende i hvert sit gummiprofil 10, der ligger an mod den pågældende skinnefod 4a, 5a og mod den pågældende skinnekrop 4b, 5b. Op til skinnesporets skinner 4, 5 stø-30 dende, uden for skinnesporet beliggende ydre pladerIn the embodiment shown in FIG. 1 and 2 of the rail crossing according to the invention, the roadway in the area of the rail track 1 is formed of reinforced sheets 2, 3 of polyester concrete. The two rails 4, 5 of the rail groove 1 are secured to sleepers 8 by means of rail retaining plates 6 and swelling screws 7. The sleepers 8 rest on a ballast body 9. The space between the rails 4, 5 20 is filled with inner plates 2, each of which is freely supported. gutter extends over the entire width of the room from one rail 4 to the other rail 5 and is elastically supported on the inner rail feet 4a, 5a of the rails by two noses 2a, 2b extending along each with a side edge extending along the rails. These noses are engaged by a groove in each of its rubber profile 10 which abuts against the respective rail foot 4a, 5a and against the respective rail body 4b, 5b. Up to the rails 4, 5 of the track groove, supporting outer plates located outside the rail track

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7 3 har en næse 3a til elastisk understøtning af yderpladerne 3's mod skinnen vendende rand. I dette øjemed er næserne 3a i indgreb med gummiprofiler 11, der på skinnernes yderside ligger an mod skinnefoden 4a hen-5 holdsvis 5a og mod skinnekroppen 4b henholdsvis 5b.7 3 has a nose 3a for elastically supporting the edge of the outer plates 3 facing the rail. To this end, the noses 3a engage rubber profiles 11 which abut on the outside of the rails against the rail foot 4a and 5a, respectively, and against the rail body 4b and 5b, respectively.

Ved deres modsat skinnen beliggende ydre ende er de ydre plader 3 understøttet på et understøtningslegeme 12 via en oven på dette anbragt liste 14, der ligger an mod yderpladen 3's nedre flade 3b.At their outer end, opposite to the rail, the outer plates 3 are supported on a support body 12 via a strip 14 placed on top of this, which abuts the lower surface 3b of the outer plate 3.

10 Polyesterbetonpladerne 2, 3 har på deres øvre flade et dæklag 15, i hvilket er anbragt et kornet materiale, idet de enkelte korn er beliggende i afstand fra hinanden. Dette er tydeligere vist i fig. 3a, 3b og 3c. Disse figurer viser i større målestok og i snit 15 områder med fordybninger 18 i polyesterbetonpladerne 2, 3. Fra pladematerialet rager gennem fordybningernes væg tappe 20 eller bøjler 21 ind i fordybningen. Tappene eller bøjlerne tjener til forankring af løftegrej til løftning og manipulering af pladerne.The polyester concrete sheets 2, 3 have on their upper surface a cover layer 15 in which is placed a granular material, the individual grains being spaced apart. This is more clearly shown in FIG. 3a, 3b and 3c. These figures show, on a larger scale and in section, 15 areas with recesses 18 in the polyester concrete slabs 2, 3. From the sheet material, pins 20 or shackles 21 protrude through the wall of the recesses. The pins or shackles serve to anchor lifting gear for lifting and manipulating the plates.

20 En indre plade 2's længde 23 i skinnesporets længde retning svarer tilnærmelsesvis til det dobbelte af midterafstanden 24 mellem to nabosveller 8.20 The length 23 of an inner plate 2 in the longitudinal direction of the rail track corresponds approximately to twice the center distance 24 between two neighboring sleepers 8.

Til sikring af polyesterbetonpladerne 2, 3 mod uønsket forskydning i sporet l's længderetning findes der ved 25 den i fig. 4 og 5 viste udførelsesform holdelegemer 26, som er i indgreb med udsparinger 27 i pladernes på skinnefødderne hvilende langsgående rande henholdsvis i næserne 2a, 2b. Udsparingerne danner et frit rum for skinnefastspændingselementerne. Holdelegemerne 26 30 har en åbning 28 for skinnesporet l's svelleskruer 7.For securing the polyester concrete slabs 2, 3 against unwanted displacement in the longitudinal direction of the groove 1, the 4 and 5, holding members 26 which engage recesses 27 in the longitudinal edges of the plates resting on the rail feet respectively in the noses 2a, 2b respectively. The recesses provide a free space for the rail fastening elements. The holding bodies 26 30 have an opening 28 for the swelling screws 7 of the rail groove 1.

Der opnås en enkel og god fastgørelse, når holdelegemerne 26 skrues ned sammen med svelleskruerne 7. Holde-legemerne er i den viste udførelsesform U-formede bøjA simple and good fastening is obtained when the holding bodies 26 are screwed down together with the swelling screws 7. The holding bodies are in the illustrated embodiment U-shaped bend

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8 ler, hvis krop 30 er fastgjort ved hjælp af svelleskruerne, og hvis flanger 31 ligger an mod udsparingen 27's sidevægge 32,8 clays whose body 30 is secured by the swelling screws and whose flanges 31 abut the side walls 32 of the recess 27;

Ved den i fig. 6 i snit viste udførelsesform for et i i 5 understøtningslegeme 12 findes der i en topflade 34 { på dette en not 35 til optagelse af en elastisk liste | 14 med to lag 14a, 14b med indbyrdes forskellig ela- j stisk eftergivelighed. Et mindst eftergiveligt nedre lag 14a er beliggende i noten 35 til forankring af li-10 sten 14 i denne, medens et mere eftergiveligt toplag 14b danner en linieformet understøtning for den på listen hvilende ydre plade 3. Ved denne udførelsesform for understøtningslegemet 12 er den ydre plade 3 sikret mod udskridning udadtil ved hjælp af en på understøt-15 ningslegemets overside udformet ribbe 36.In the embodiment shown in FIG. 6 shows in section an embodiment of a support body 12 in 5, a top surface 34 {on which there is a groove 35 for receiving an elastic frame | 14 with two layers 14a, 14b having mutually different resilience. A at least resilient lower layer 14a is located in the groove 35 for anchoring liner 14 therein, while a more resilient top layer 14b forms a linear support for the outer plate resting on the list 3. In this embodiment of the support body 12, the outer plate 3 secured against outward slip by means of a rib 36 formed on the upper surface of the support body.

Fig. 8 viser i snit en anden udførelsesform for understøtningslegemerne. Ved denne udførelsesform findes der på understøtningslegemet en fra dets topflade 34 opad ragende metalplade 37, der strækker sig i under-20 støtningslegemets længderetning. Pladen 37 er godt forankret i understøtningslegemet 12 ved, at pladens i understøtningslegemet indstøbte del har et tilnærmelsesvis vinkelret ombukket endeparti. Om ønsket kan der i stedet for én enkelt gennemgående metalplade 37 fin-25 des et antal kortere metalplader, der flugter indbyr des i understøttelseslegemet 12's længderetning.FIG. 8 is a sectional view showing another embodiment of the support bodies. In this embodiment, there is an upwardly extending metal plate 37 projecting upwardly from its top surface 34 extending longitudinally of the support body. The plate 37 is well anchored in the support body 12 in that the part of the plate embedded in the support body has an approximately perpendicular end portion. If desired, instead of a single through-going metal plate 37, there may be a plurality of shorter metal plates that flush with each other in the longitudinal direction of the support body 12.

Fig. 7 viser set fra oven understøtningen af ydre plader 3's yderside, ved hvilken de af polyesterbeton bestående ydre plader 3 er lejret på understøtningslege-30 mer 12, hvis længde svarer til længden af en ydre pla de, og som er forsynet med elastiske lister 14, der linieformet understøtter de ydre plader 3. Listerne 14 er indsat i noter 35 i understøtningslegemerne 12'sFIG. 7 is a top view of the support of the outer surface of outer sheets 3, in which the outer sheets 3 of polyester concrete are mounted on support members 12, the length of which corresponds to the length of an outer sheet and which is provided with elastic strips 14, linearly supporting the outer plates 3. The moldings 14 are inserted into grooves 35 of the supporting bodies 12

DK 160516 BDK 160516 B

9 topflade 34. Listerne 14 har en længde tilnærmelsesvis svarende til to tredjedele af et understøtningsslegeme 12's længde. Understøtningslegemerne 12 er forsat i sporets længderetning i forhold til de ydre plader 3 3 på en sådan måde, at listerne 14 hver især strækker sig ind under en skillefuge 38 mellem ydre naboplader 3, idet de ydre plader 3 udgående fra skillefugerne 38 understøttes af listerne 14 på en længde 39, der tilnærmelsesvis svarer til en tredjedel af en ydre plade 10 3's længde, så at hver ydre plade 3 samlet understøttes af de elastiske lister 14 tilnærmelsesvis på to tredjedele af sin længde.9 top surface 34. The moldings 14 have a length approximately equal to two thirds of the length of a support body 12. The support bodies 12 are set in the longitudinal direction of the groove with respect to the outer plates 3 3 in such a way that the moldings 14 each extend under a dividing joint 38 between outer adjacent plates 3, the outer plates 3 starting from the dividing joints 38 being supported by the moldings 14 of a length 39 which corresponds approximately to one third of the length of an outer plate 10 3, so that each outer plate 3 is together supported by the elastic strips 14 approximately two thirds of its length.

Claims

Railroad crossing, wherein the roadway in the area of the rail track (1) is formed of rough concrete slabs, the space between the two rails of the rail track (4 and 5) being filled 5 with reinforced inner resins (2) of artificial resin concrete, each extending in this space from one rail to the other and is elastically supported by the inner rail feet (4a, 5a) of the rails, and where outer plates (3) from the outside abut the rails of the rail track 10, each covering its striped area outside the rails as well as with a rim is elastically supported by the outermost rail feet, while the outer plates with their opposite edge rest on support bodies (12), characterized in that the inner plates (2) of the roadway part (2) between the two tracks of the rail track (1) are included (4, 5). ) are polyester concrete boards without a frame, and also the outer panels (3) of the roadway covering two strip-shaped areas on each side of the rail track (1), 20 are frameless arms oede polyester concrete slabs.

Rail crossing according to claim 1, characterized in that the lower surface (3b) of the outer plates (3) of the opposite rails lies on a linear support in the form of elastic strips 25 (14) arranged on the support bodies (12). ).

Rail crossing according to claim 2, characterized in that a groove (35) is inserted in the upper surface (34) of the support bodies (12) into which the elastic strips (14) are inserted.

The rail cutting according to claim 2 or 3, characterized in that the resilient strips (14) consist of at least two layers of material (14a, 14b) with mutually different resilience, of which the most durable layer (14b) ) is located closest to the outer plate (3).

The rail cutting according to claim 2, 3 or 4, characterized in that each of the elastic strips (14) arranged on the support bodies (12) on which the outer plates (3) rest, extend under a parting joint. (38) between two outer neighboring plates (3).

Rail crossing according to claim 5, characterized in that each elastic frame (14) starting from said dividing joint (38) supports each of said two outer neighboring plates (3) approximately 15 on one third of the length of the plate, and thus each outer plate (3) approximately two-thirds of its length rests on the elastic moldings (14).

Rail cutting according to any one of claims 2 to 6, characterized in that the support bodies (12) are formed as carriers, the length of which corresponds to the length of an outer plate (3) and that the elastic members are arranged on the individual support bodies. moldings (14) approximately have a length of two-thirds the length of an outer sheet.