EP0145609B1 - Platte für Gleisübergang - Google Patents

Platte für Gleisübergang Download PDF

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Publication number
EP0145609B1
EP0145609B1 EP84402587A EP84402587A EP0145609B1 EP 0145609 B1 EP0145609 B1 EP 0145609B1 EP 84402587 A EP84402587 A EP 84402587A EP 84402587 A EP84402587 A EP 84402587A EP 0145609 B1 EP0145609 B1 EP 0145609B1
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EP
European Patent Office
Prior art keywords
elements
sleepers
alignment
covering according
pivoting axis
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP84402587A
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English (en)
French (fr)
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EP0145609A3 (en
EP0145609A2 (de
Inventor
Daniel Carre
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Individual
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Individual
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Publication date
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Priority to AT84402587T priority Critical patent/ATE34417T1/de
Publication of EP0145609A2 publication Critical patent/EP0145609A2/de
Publication of EP0145609A3 publication Critical patent/EP0145609A3/fr
Application granted granted Critical
Publication of EP0145609B1 publication Critical patent/EP0145609B1/de
Expired legal-status Critical Current

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    • 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

Definitions

  • the present invention relates to a level crossing decking of the type comprising, between two rail tracks laid on blocks, one-piece sleepers or sills, at least two interior elements - or sets of interior elements - of roadway arranged opposite , and this so as to be able to self-align and / or pivot slightly with respect to each other, about an alignment and / or pivot axis located in their junction plane.
  • One of the aims of the invention is to fill this gap.
  • An object of the invention is also to design a deck which, by means of certain variant embodiments, can, while implementing generally identical principles, be suitable for mounting on sleepers of different natures, namely on sleepers in double-block concrete, or on possibly prestressed concrete sleepers (these blocks or sleepers increasingly tending to replace old wooden sleepers), or on concrete sleepers, or even on wooden sleepers.
  • Another object of the invention will be to allow the production of such decks in any suitable material, in particular concrete, and in the form of assembled panels of relatively low weight, allowing their manual handling, that is to say without using special lifting devices.
  • Yet another object of the invention will be to ensure that the deformations of the rails when passing trains do not transmit to the decking and therefore do not subject it to stresses.
  • a level crossing platform is, in accordance with the invention, essentially characterized in that, opposite said alignment and / or pivot axis, said interior elements rest, preferably elastically, on corresponding supports of the blocks, one-piece sleepers or sills, and this so as to be able to pivot slightly on these supports, around an axis essentially parallel to said alignment and / or pivot axis, in that devices are provided.
  • these supports of the interior elements on the blocks, stringers, or one-piece sleepers will be produced by means of an elastic sole made of an appropriate material.
  • This arrangement will help prevent the decking from being subjected to significant stress, either when trains are passing over the track, or when heavy road vehicles are passing over the road.
  • the adjustable spacing devices will allow the interior elements of the decking to be subjected if necessary to a torque tending to urge their central part downwards, this couple then opposing any risk of lifting of the elements, either during passage of a train on the track, or as a result of the passage of a road vehicle on the roadway.
  • said alignment and / or pivot axis will be parallel or practically parallel to the rails, located at least approximately in the vertical median plane of the track, and also common to the various sets of interior elements. , this to effectively achieve their alignment and leveling.
  • an alignment and / or pivot axis materialized by an elastic seal comprising or bead, the two halves of which are housed respectively in two complementary grooves facing each other, formed in the songs opposite two interior elements.
  • Said seal may also comprise, starting on either side of said bead, a separating veil extending along essentially the entire thickness of said interior elements, and preferably the thickness of this veil will increase from its upper end to its lower end, for a reason which will be better seen later.
  • this arrangement is not absolutely essential: it is quite possible to use a seal with a web of constant thickness.
  • said interior elements of the decking of the invention may also be characterized in that their underside has, on the side opposite to said alignment and / or pivot axis, a recess suitable for framing the block or the corresponding crosspiece, and thus ensuring the maintenance of said elements vis-à-vis the horizontal and longitudinal stresses.
  • these recesses will in fact be cavities delimited on three sides, and which will then each cover the corresponding block, thus allowing additional maintenance of the interior elements in position with respect to horizontal transverse stresses.
  • the invention also relates to the production of the parts of the decking external to the track, this realization generally calling upon the same constructive principles as that of the part internal to the track.
  • a deck in accordance with the present invention may also be characterized in that it comprises, outside of rail tracks laid on blocks, sleepers or sills, and on either side of the track, at least one external element - or set of external elements - of the road, bearing on the one hand on the corresponding rail pad or a part acting thereon, and on the other hand on the external part of the surface top of the block, cross member or sill.
  • said external elements of the decking can also be characterized in that at their external part, their lower face has a cavity suitable for covering, here again in principle with the interposition of an appropriate flexible sole, the end of the block or the corresponding crosspiece.
  • the decking can also be characterized in that there are provided clamping means suitable for applying said external elements against the corresponding rail pad or a part acting on the one hand, and against blocks, sleepers or sills on the other hand.
  • clamping means Any suitable clamping means may be used, but, according to a preferred arrangement of the invention, provision may be made for said clamping means mainly to comprise a stiffened plate bearing both under the rail pad or a part acting as a function and under the external element concerned, and an oblong head bolt with cam or square collar, passing through the element, the head of which passes through an elongated opening of the said plate, and which is tensioned by a nut screwed on it and resting on a part integral with said element.
  • this plate located opposite the elongated opening will advantageously be folded down on the shoe of the rail, preferably at an acute angle, so as to find a support against the inside face of this shoe, support which is oppose the movements tending to separate from the track the external element concerned from the decking.
  • This folding of the end of the plate preferably at an acute angle also has another utility during the establishment, as will be better seen later, using the drawing.
  • a rebate of appropriate shape and depth, arranged under the external element concerned, will facilitate the positioning of the stiffened plate when it is put in place.
  • FIGS. 1 and 2 one of the two rails, of conventional shape, of a railway track placed on concrete sleepers with double block has been referenced at 1.
  • the blocks supporting one of the rails 1 have been referenced at 2 in FIG. 2, only one of these blocks being visible in FIG. 1.
  • the interior elements of the decking are referenced in 3. They are arranged in two rows or sets of elements aligned along the rail, the two assemblies being separated by a median seal in elastic material, referenced in 4.
  • This joint 4 is common to the two sets of interior elements 3, and it thus ensures their perfect alignment with respect to each other in the transverse direction and vertically, which makes it possible to put all the elements 3 of the decking at the same level. .
  • the offset of the interior elements by half a length in the direction of the track also has the very important advantage of effective cooperation with the means already provided to avoid lifting of these interior elements, especially during the passage of heavy vehicles. Indeed, each element of one of the sets is prevented from being lifted by the two elements of the other set which overlap it and so on, step by step, so that the elements all maintain each other and all oppose to the efforts which might tend to raise one of them. It can therefore be seen that the central joint has the triple effect of holding the interior elements in place and of opposing the forces exerted on the elements vertically, longitudinally (friction effect on the joint) and transversely (resistance of the joint to the crash).
  • the length of the elements 3 is twice the distance between the axes of two consecutive blocks 2. This being, of course, their thickness will be determined at the same time as a function of the type of rails fitted to the track and as a function of the permissible axle loads for vehicles intended to travel on the passage. While respecting the conditions thus imposed, it will also be possible to ensure that the unit weight of the elements 3 is sufficiently reduced so that they can be handled by hand, without any particular lifting device.
  • the aforementioned seal 4 comprises, as an essential part, a cylindrical bead 4a, the two halves of which are housed respectively in two complementary grooves 6, facing each other, formed in the edges opposite said elements 3, these provisions allowing, according to a particularly important characteristic of the invention, that an element 3 of one of the sets of elements can pivot slightly relative to the two halves of elements 3 which face it in the other set of elements, this in order to considerably reduce the bending stresses to which the central part of the decking will be subjected, during the passage of road vehicles.
  • the seal 4 comprises, on either side of the aforementioned bead 4a, a separating veil 4b extending essentially along the entire thickness of the elements 3, this veil 4b having, as for it, a thickness going linearly increasing from its upper end to its lower end.
  • This characteristic is also clearly visible in FIG. 1.
  • the greater thickness of the part of the veil 4b situated below the bead 4a will allow it to withstand greater compression forces, in particular during the passage of the trains, the ends interior elements 3 opposite to the joint 4 then undergoing indeed a downward displacement, as a result of the arrow undergone by the rails 1.
  • the interior elements 3 rest partly on the corresponding ends of the blocks 2 and partly on a bed of crushed gravel 7 resting itself on the ballast, which is referenced at 8.
  • a anti-contamination fabric 9 makes it possible to avoid mixing between said gravel 7 and the largest stones constituting the ballast.
  • the reference 10 represents a spacer consisting of a metal angle and connecting the block 2 to the block (not shown) which faces it on the other side of the axis of the track.
  • the support of the interior elements 3 on the blocks 2 it is produced by means of a sole of elastic material (for example made of neoprene) referenced at 11.
  • the support of the corresponding end of the element 3 on the block is not made over the entire surface of the sole 11, but only according to the reduced surface of a heel 12 extending parallel to the joint 4, which allows the corresponding element 3 to also pivot on the blochet.
  • the sole 11 lines the bottom of a cavity 13 formed in the underside of the element 3 concerned, this cavity being, by the choice of its dimensions in the longitudinal direction and in the transverse direction, adapted to cover exactly the block 2 , so as to maintain said element 3 in these two directions.
  • the underside of each element 3 will have such a cavity 13 centrally and two half-cavities at its two ends, since at this location the elements will only cover half the width of the corresponding blocks, as we can see on examination of FIG. 2.
  • These cavities are limited parallel to the joint 4 by a drop or heel 14, which opposes the approaching of the element towards the rails and makes it possible to maintain a constant rut width.
  • the elements 3 thus being perfectly held horizontally in both directions, transverse and longitudinal, means are also provided on the side of the rails to prevent the elements from being lifted, both in their internal part, that is to say in the vicinity of the joint. 4, only in their outer part, that is to say in the vicinity of the corresponding rail 1.
  • adjustable spacing devices capable of acting between the core 1a of the rail and the corresponding edge 3a of the element.
  • An adjustable spacer device may for example comprise a bolt 15 carrying a lock nut 15a and screwed into a file sleeve tee (not shown) anchored in the edge 3a, the head of this bolt having a square part 16 making it possible to carry out the aforementioned adjustment by screwing, as well as an end, for example hemispherical, suitable for allowing the head of the bolt to pivot in a metal cup 17, the latter being fixed in an insulating seal 18 applied to the corresponding side of said core 1a of the rail.
  • the screwing of the bolt 15 by means of its square head 16 will make it possible to adjust the force capable of tightening the corresponding internal element 3 against the web 4b of the joint 4.
  • the axis along which the acting spreading force is exerted on the element 3 preferably passes above the bead 4a of the joint 4, this bead being moreover for this purpose arranged below the center line of the web 4b.
  • the different spacing devices make it possible to exert, on the interior elements 3, a torque tending to apply downwards their ends close to the joint 4, which is opposed to the forces which could tend to lift them in this part, for example during the passage of a train or after the passage of a road vehicle on the deck.
  • the devices capable of opposing such a lifting of the interior elements 3 of the decking at the opposite end, namely in the immediate vicinity of the rails they may comprise holding plates 19 fixed on the edges 3a, and one wing of which 19a is supported under the pad 16 of the rail 1. It may be a metal plate, but electrically insulated, for example by a coating of plastic material, so as to preserve the electrical insulation of the rail.
  • the plate 19 is visible in perspective and from below in Figure 3. It has, at its upper part, namely that which applies to the edge 3a of the element 3, a hole 20 through which the aforementioned bolt can pass 15, which ensures its subjection to said edge.
  • the interior elements 3 are each crossed by two rectangular section holes 21, slightly offset towards the outside with respect to the axis of the center of gravity of the element, and which allow, thanks to a bayonet wrench which there is engaged and which can be supported under their lower end, the correct handling and positioning of the elements, during installation and removal operations.
  • external elements preferably made of concrete, referenced at 25, which may have the same length as the interior elements 3 and be arranged opposite the latter, thus resting on a central block 2 and on the semi-width of the blocks 2 immediately adjacent.
  • any other configuration could be adopted, and in particular it is not to be excluded to choose lengths of external elements 25 greater than those of the internal elements 3.
  • Each external element 25 rests partially on the external end of the underlying blocks 2, this by means of a sole of elastic material 26, and partially on the shoe 1b of the corresponding rail, this by means of a elastic material pad 27.
  • the sole 26 lines the bottom of a cavity formed in the underside of said external elements 25, cavity closed towards the outside by a heel 28 and laterally by a drop 29.
  • Each cavity, via the sole 26, covers thus the corresponding end of the block, either on three sides if it is the central block, or on two sides if it is an extreme block, all in exactly the same way as the cavities 13 previously described interior elements 3 cover the opposite ends of said blocks 2.
  • the underside of the external elements 25 has, at this location, a slope such that this face is parallel to the portion of greatest thickness of the pad 16, which avoids over-stressing this pad and allows the use of a pad 27 of constant thickness.
  • clamping means capable of opposing positively the forces which could tend to cause an uplift of said elements.
  • These clamping means mainly comprise a stiffened plate 30 (see also FIG. 3) applied under the shoe 1b of the rail and comprising, at its inner end, on the one hand a flange 31 directed upwards and serving as a stop against the edge. corresponding to this shoe, which makes it possible to oppose the movement of the element 25 in the direction perpendicular to the track, that is to say towards the roadway 24, and on the other hand a notch 32 allowing the passage of the wing 19a of the retaining plate 19 mentioned above.
  • this stiffened plate 30 Towards its other end, this stiffened plate 30 has a rectangular opening 33 under which extends a recessed portion 34 of the sheet or an elastic piece added for example by welding, to hold the bolt head.
  • a rebate 30 ' of appropriate shape and depth, formed under the external element 25 concerned, makes it possible to facilitate the positioning of the stiffened plate 30 when it is put in place.
  • two stamped ribs are shown, serving to stiffen the plate 30.
  • a well 35 anchored in the concrete of the element 25. It suffices to thread a bolt to oblong head with cam 36 (or with collar square) in this well so that its head engages in the rectangular opening 33, this head being retained by the recess 34 in the case where the bolt escapes the operator, after which it suffices to rotate the quarter-turn bolt and to ensure its tightening, in a position such that its head then comes to apply under the edges of the opening 33.
  • the tightening of the cam bolt 36 can be ensured by a nut 37 tightened on a plate 38 integral with the well 35, this plate also being pierced with a rectangular hole.
  • this well can also serve as a passage for a key whose head could be supported behind the plate 38, to cooperate in the lifting of the corresponding element 25 during its installation or its removal.
  • Other rectangular holes having the same object have been referenced at 39 (see their locations in FIG. 2).
  • FIG. 4 which is a view of decking similar to that of FIG. 1, the same references were used, but increased by 40, to designate identical elements or parts of the decking, analogous or having the same function, respectively, as the corresponding elements or parts of the decking of Figure 1.
  • the interior elements are referenced 43 instead of 3
  • the exterior elements 65 instead of 25, etc.
  • FIG. 4 it is a deck intended to equip a track placed on one-piece concrete sleepers, referenced 50, themselves resting on a ballast 48.
  • the interior elements 43 rest here on ballast , instead of lying on a bed of gravel, as in the previous example.
  • the crosspieces 50 are considerably thicker than in their central part, which makes it possible to ensure, exactly as in the previous example, that the interior elements 43 can pivot slightly, as a function of the vertical constraints. to which they are subjected, on supports 52 similar to the supports 12 in FIG. 1; these are heels extending parallel to the seal 44, provided on midsoles 51 of elastomer.
  • the cavities 13 (limited on three sides) provided under the interior elements 3 of the embodiment of FIG. 1 are here recesses in the form of simple gutters 53 (limited laterally only on two sides) and suitable for cooperating in maintaining in place of the elements 43 against the forces which can be applied to them in the horizontal and longitudinal direction; in fact, the lateral fallout of these gutters 53 formed in the lower face of these elements 43 closely surround the corresponding cross member 50, which prevents any relative longitudinal displacement of the element relative to the cross member.
  • the interior elements 43 may also have a complementary arrangement similar to that which was mentioned above with regard to the elements 3, namely that their lower face can still be provided with transverse cavities at the locations overhanging the crosspieces, so that the ballast 48 does not transmit to the elements 43 the bending deformations undergone by the crosspieces, and, conversely, so that the vertical forces applying to the elements during the passage of the vehicles do not pass to the crosspieces.
  • Such cavities are only a few centimeters deep; in FIG. 4, the visible cavity of the element has been referenced at 80.
  • FIG. 4 shows yet another variant, concerning the shape of the cushion of elastic material 67, analogous and having the same role elsewhere than the cushion 27 of FIG. 1, this cushion 67 being located between the concrete sleepers 50.
  • This cushion 67 has a drop 67a, by means of which the outer element 65 can come into abutment against the outer edge of the shoe 41b of the rail.
  • the elements 65 can thus, during their installation, be automatically positioned with respect to the rails, and will then be perfectly held in place, against the horizontal forces which can be exerted on them in a direction transverse to the track. This provision is important, because the spacing to be provided between the mushroom of the rail 41 and the edge of the external element 65 is only a few millimeters.
  • These bars 81 can, as shown, be snapped resiliently on a dovetail profile 82 of the decking.
  • Still other variants relate to the production of the stiffened plates (referenced 30 in FIG. 1) by means of which the external elements are held in place against the forces which may tend to lift them.
  • stiffening ribs 31 ′ of FIG. 3 are replaced by folded edges at right angles, referenced 71 ′ in FIG. 5, the reference 73 designating the oblong hole (analogous to the rectangular opening 33) by which is intended to pass the head of the fixing bolt 76 ( Figure 4)
  • the tongue (analogous to the recessed part 34 of FIG. 3) located under the hole 73, and which is not visible in this FIG. 5, can advantageously be directed on the side of the rim 71, namely in the opposite direction relative to the recessed portions 34, this to prevent that, when the stiffened plate 70 is put in place (carried out by pushing the plate under the rail, from the inside to the outside), stones from the ballast do not get caught between this tab and the plate itself.
  • the tab in question could be welded under the plate, instead of being formed, as in the case of the recessed portion 34 of Figure 3, by the material from the punching of the opening.
  • this tongue could be elastic, which would make it possible to use bolts 76 with oblong head and square collar: after introduction of the head of the bolt into the hole 73, a thrust exerted on the bolt against the elastic force of the tongue could allow it to rotate a quarter of a turn, after which, the bolt being released, the tongue would push the bolt upwards, which would bring the square collar back into contact with the edges of the hole 73, and the bolt could no longer turn. This would avoid an accidental rotation of the bolt 76, for example as a result of a bad tightening of the nut 77, and therefore the risk of seeing its oblong head escape through the hole 73.
  • FIG. 6 shows the use of a tool for the establishment of the stiffened plates 70.
  • This tool consists of 'a handle 84 at the base of which is welded a fork with two branches 85 carrying at their ends legs welded at right angles 86.
  • the tool being positioned as indicated, its fork being introduced into the groove (see FIG. 4) between the rail 41 and the internal element 43, it suffices to subject its handle to a rotation in the vertical plane perpendicular to the track , in the direction of arrow f, so that its legs 86 push on the opposite ends 83 of the folded edges 71 ', the tool itself taking support on the other side of the rail by a tab curved towards the bottom 87.
  • the plate 70 can then pivot upwards, in the direction of the arrow f ′, by virtue of the hinge formed by the flange 71 bearing on the edge of the pad 41b of the rail.
  • FIG. 7 shows an alternative embodiment of what has been called above "adjustable spacers", capable of acting between the rail soul and the corresponding edge of the interior elements.
  • the same references have been used to designate the same parts or elements as in FIG. 1, but increased by 90.
  • the threaded sleeve, anchored in the edge 93a of the inner element 93, is referenced 88.
  • the hexagonal head 106 of the bolt 105 which is screwed there is in abutment on a cushion 108 applied to the core 91a of the rail, by the through a rigid plate 107.
  • the lock nut 105a is blocked by screwing on the edge 93a of the internal element 93, by means of a Grower washer 89 and a flat washer 90.
  • a rigid jumper C between the nut 105 and the lock nut 105a which will have the effect of preventing internal unscrewing. pestive of the locknut by maintaining a constant rut width, while protecting the threads of the bolt 105 from the weather and dust.
  • a deck in accordance with the invention overcomes the drawbacks of existing decking, as described at the start.
  • a deck in accordance with the invention makes it possible to treat exactly the same way as in a standard track the locations of level crossings, the rails being able to be laid uniformly on the same type of blocks, sleepers or sills.
  • the installation of the decks will be easy, quick and economical, without requiring the intervention of handling equipment in the case where these would be prohibited.
  • the flexibility and homogeneity of the track will, in all cases, be preserved, and in addition the decking, while being excellently adapted to the current conditions of road traffic, will not be subjected to excessive stress coming from the track, due to the absence of any rigid connection between it and the interior or exterior elements of the decking.
  • the pivoting of the decking elements, in particular the interior elements may be caused by a compaction of the ballast located in the axis of the track, without variations in the support plane of the blocks or sleepers.
  • the decking will not be subjected to excessive stresses, in particular bending, and the track will also be able to keep its flexibility: there will be no significant interactions between the track and the decking.

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Claims (20)

1. Platte für Gleisübergang des Typs, bei welchem zwischen zwei auf Zweiblockschwellen (2), Einblockschwellen (50) oder Längsschwellen ruhenden Schienen (1; 41; 91) eines Eisenbahngleises zumindest zwei einander gegenüberliegende innere Straßenelemente (3; 43; 93) oder Gruppen von inneren Straßenelementen derart angeordnet sind, daß sie sich selbst ausrichten und/oder um eine Ausricht- und/oder Schwenkachse (4a; 44a), die in ihrer Stoßebene liegt, geringfügig relativ zueinander schwenken können, dadurch gekennzeichnet, daß die Innenelemente (3; 43; 93) auf der der Ausricht- und/oder Schwenkachse (4a; 44a) abgekehrten Seite vorzugsweise elastisch auf den Zweiblockschwellen (2), den Einblockschwellen (50) oder. den Längsschwellen zugeordneten Auflagern (12; 52) ruhen, derart, daß sie auf diesen Auflagern (12; 52) um eine im wesentlichen parallel zur Ausricht-und/oder Schwenkachse (4a; 44a) verlaufende Achse geringfügig schwenken können, daß auf der der Ausricht- und/oder Schwenkachse (4a; 44a) abgekehrten Seite einstellbare Abstandhaltevorrichtungen (15, 55; 105) zwischen dem Steg (1a; 41a; 91a) der Schienen und der Schmalseite (3a; 43a; 93a) der Innenelemente (3; 43; 93) vorgesehen sind, daß die Achsen, nach denen die Abstandhaltevorrichtungen (15; 55; 105) wirken, oberhalb der Ausricht- und/oder Schwenkachse (4a; 44a) verlaufen und daß Haltevorrichtungen (15; 59) für jene (3a; 43a; 93a) der Schmalseiten der Innenelemente, die auf der der Ausricht-und/oder Schwenkachse (4a; 44a) abgekehrten Seite angeordnet sind, vorgesehen sind und den Kräften entgegenwirken, welche bestrebt sind, sie anzuheben, wobei diese Haltevorrichtungen (19; 59) unter den Füßen (1b; 41b; 91b) der Schienen angreifen.
2. Platte nach Anspruch 1, dadurch gekennzeichnet, daß die Ausricht- und/oder Schwenkachse (4a; 44a) parallel oder praktisch parallel zu den Schienen verläuft.
3. Platte nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Ausricht- und/oder Schwenkachse (4a; 44a) zumindest angenähert in der Vertikalmittelebene des Gleises liegt.
4. Platte nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Ausricht- und/oder Schwenkachse (4a; 44a) die gemeinsame Achse für die verschiedenen Gruppen von Innenelementen (3; 43; 93) ist.
5. Platte nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Innenelemente (3) der einen Gruppe bezüglich der Innenelemente (3) der anderen Gruppe in Richtung des Gleises um die halbe Länge versetzt sind.
6. Platte nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Ausricht- und/oder Schwenkachse durch ein elastisches Gelenk (4; 44) gebildet ist, das einen Wulst (4a; 44a) aufweist, dessen beide Hälften in zwei einander gegenüberliegenden komplementären Nuten (6; 46) angeordnet sind, die in den beiden einander zugekehrten Schmalseiten der Innenelemente ausgebildet sind.
7. Platte nach Anspruch 6, dadurch gekennzeichnet, daß das Gelenk (4; 44) außerdem von beiden Seiten des Wulstes (4a; 44a) ausgehend eine Trennwand (4b; 44b) aufweist, die sich im wesentlichen über die gesamte Dicke der Innenelemente erstreckt.
8. Platte nach Anspruch 7, dadurch gekennzeichnet, daß die Dicke dieser Wand (4b; 44b) von ihrem oberen Ende zu ihrem unteren Ende zunimmt.
9. Platte nach einem der vorhergehenden Ansprüche, insbesondere für den Fall, daß die Schienen auf Zweiblockschwellen (2) oder Einblockschwellen (50) ruhen, dadurch gekennzeichnet, daß die Unterseite der Innenelemente (3; 43;
93) auf der der Ausricht- und/oder Schwenkachse abgekehrten Seite einen Hohlraum (13) oder eine Ausnehmung (53) aufweist, die so ausgebildet ist, daß er bzw. sie die entsprechende Zweiblockschwelle (2) oder die Einblockschwelle (50) vorzugsweise elastisch umfaßt und auf diese Weise die Halterung dieser Elemente gegenüber den Horizontal- und Längskräften sichert.
10. Platte nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß auf der Unterseite der Innenelemente (3; 43; 93) an den Stellen, die die Abstandhalter (10), im Falle die Schienen auf Zweiblockschwellen (2) ruhen, oder die Einblockschwellen (50) überlagern, im Falle die Schienen auf solchen Schwellen ruhen, in der Querrichtung verlaufende Hohlräume (80) ausgebildet sind, die eine Übertragung der Kräfte zwischen den Innenelementen (3; 43; 93) einerseits und den Abstandhaltern (10) oder Einblockschwellen (50) anderseits verhindern.
11. Platte nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß sie an der Außenseite der Eisenbahngleisschienen, die auf Zweiblockschwellen (2), Einblockschwellen (50) oder Längsschwellen ruhen und zu beiden Seiten des Gleises zumindest ein Außenelement (25; 65) oder eine Gruppe von Außenelementen der Straße aufweist, das bzw. die vorzugsweise elastisch einerseits am Fuß (1 b; 41b; 91b) der zugeordneten Schiene und anderseits am äußeren Teil der Oberseite der Zweiblockschwelle (2), der Einblockschwelle (50) oder der Längsschwelle angreift.
12. Platte nach Anspruch 11, dadurch gekennzeichnet, daß die Außenelemente (25; 65) am Fuß (1 b; 41 b; 91 b) der Schiene über Kissen (27; 67) aus elastischem Material anliegen.
13. Platte nach Anspruch 12, dadurch gekennzeichnet, daß die Kissen (67) einen Vorsprung (67a) aufweisen, über welchen die Außenelemente (65) am Außenrand des Schienenfußes (41b) zur Anlage kommen können.
14. Platte nach einem der Ansprüche 11 bis 13, insbesondere für den Fall, daß die Schienen (1; 41; 91) auf Zweiblockschwellen (2) oder Einblockschwellen (50) ruhen, dadurch gekennzeichnet, daß der Außenteil der Unterseite der Außenelemente (25; 65) einen Hohlraum (29; 69) aufweist, der das Ende der Zweiblockschwelle (2) oder der Einblockschwelle (50) vorzugsweise elastisch aufnimmt, und auf diese Weise die Halterüng dieser Elemente (25; 65) gegenüber den horizontalen Quer- und/oder Längskräften sichert.
15. Platte nach einem der Ansprüche 11 bis 14, dadurch gekennzeichnet, daß Spannmittel (30, 36; 70, 76) vorgesehen sind, um die Außenelemente (25; 65) einerseits gegen den Fuß (1b; 41 b) der zugehörigen Schiene und anderseits gegen die Zweiblockschwellen (2), Einblockschwellen (50) oder Längsschwellen anzulegen.
16. Platte nach Anspruch 15, dadurch gekennzeichnet, daß die Spannmittel im wesentlichen eine versteifte Platte (30; 70), die sowohl an der Unterseite des Fußes (1b; 41b) der Schiene als auch an der Unterseite des betreffenden Außenelementes (25; 26) angreift, und einen Bolzen (36; 76) mit länglichem Kopf, mit Nase oder mit Vierkantflansch aufweisen, welcher das Element (25; 65) durchsetzt, dessen Kopf sich in eine langgestreckte Öffnung (33; 73) der Platte erstreckt und der mittels einer auf ihn aufgeschraubten Mutter (37; 77) vorgespannt wird, die an einem mit dem Element verbundenen Teil (38; 78) angreift.
17. Platte nach Anspruch 16, dadurch gekennzeichnet, daß die versteifte Platte (30; 70) an ihrem der langgestreckten Öffnung (33; 73) abgekehrten Ende einen hochgebogenen Rand (31; 71) aufweist, der befähigt ist, an dem entsprechenden Rand des Schienenfußes (1b; 41b) anzugreifen und auf diese Weise jede Verlagerung des entsprechenden Außenelementes (25; 65) gegen das Äußere des Gleises zu verhindern.
18. Platte nach Anspruch 17, dadurch gekennzeichnet, daß einerseits die Platte (70) durch zwei nach unten gebogene Ränder (71') versteift ist und daß anderseits der hochgebogene Rand (71) unter einem spitzen Winkel gebogen ist, so daß er durch den entsprechenden Rand des Schienenfußes (41 b) gehalten werden kann, mit dessen Hilfe man beim Anbringen der versteiften Platte (70) ihre korrekte Positionierung mittels eines Werkzeuges (85) sichern kann, das einen Druck auf die Enden (83) der nach unten gebogenen Ränder (71') ausübt, wobei die Platte sodann um das durch den Rand (71) gebildete Scharnier schwenken kann.
19. Platte nach einem der Ansprüche 11 bis 18, dadurch gekennzeichnet, daß die Kante der Außenelemente (25; 65) nahe den Schienen (1; 41) durch eine elastische Schutzkappe (81) bedeckt ist, die auf ein Profil (82) der Elemente aufgerastet ist.
EP84402587A 1983-12-14 1984-12-13 Platte für Gleisübergang Expired EP0145609B1 (de)

Priority Applications (1)

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AT84402587T ATE34417T1 (de) 1983-12-14 1984-12-13 Platte fuer gleisuebergang.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8320048A FR2556753B1 (fr) 1983-12-14 1983-12-14 Platelage de passage a niveau
FR8320048 1983-12-14

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EP0145609A2 EP0145609A2 (de) 1985-06-19
EP0145609A3 EP0145609A3 (en) 1985-07-24
EP0145609B1 true EP0145609B1 (de) 1988-05-18

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AT (1) ATE34417T1 (de)
DE (1) DE3471332D1 (de)
FR (1) FR2556753B1 (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2663054B1 (fr) * 1990-06-12 1992-09-25 Aquitaine Beton Manufacture Sa Platelage de passage a niveau constitue de 3 longrines et de paves en beton arme.
FR2871818B1 (fr) 2004-06-17 2006-09-29 Chapsol Sa Platelage de passage a niveau
DE102004043240A1 (de) * 2004-09-07 2006-04-06 Gummiwerk Kraiburg Elastik Gmbh Gleisübergangseinrichtung

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US471167A (en) * 1892-03-22 Mail-bag and lock therefor
FR375610A (fr) * 1907-03-12 1907-07-13 Victor Gross Perfectionnements aux dalles pour passages à niveau de chemins de fer
US1731301A (en) * 1927-09-30 1929-10-15 American Pressed Steel Company Railroad crossing
US1939425A (en) * 1931-11-11 1933-12-12 Truscon Steel Co Railroad crossing
US2294582A (en) * 1939-11-14 1942-09-01 Francis C Sullivan Paving block
US2471167A (en) * 1945-12-15 1949-05-24 Ellis C Oxenrider Railroad-highway crossing construction
US4093120A (en) * 1977-01-24 1978-06-06 Park Rubber Company Railroad crossing structure
DE7908757U1 (de) * 1979-03-28 1979-07-12 Pebueso-Betonwerke Heribert Buescher Gmbh & Co, 4400 Muenster Fahrbahnplatte

Also Published As

Publication number Publication date
EP0145609A3 (en) 1985-07-24
ATE34417T1 (de) 1988-06-15
FR2556753B1 (fr) 1986-07-25
EP0145609A2 (de) 1985-06-19
FR2556753A1 (fr) 1985-06-21
DE3471332D1 (en) 1988-06-23

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