EP0542782B1 - Schienengleicher bahnübergang - Google Patents

Schienengleicher bahnübergang Download PDF

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Publication number
EP0542782B1
EP0542782B1 EP91913574A EP91913574A EP0542782B1 EP 0542782 B1 EP0542782 B1 EP 0542782B1 EP 91913574 A EP91913574 A EP 91913574A EP 91913574 A EP91913574 A EP 91913574A EP 0542782 B1 EP0542782 B1 EP 0542782B1
Authority
EP
European Patent Office
Prior art keywords
rail
rails
slabs
leg
roadway
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 - Lifetime
Application number
EP91913574A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0542782A1 (de
Inventor
Bernhard Neumann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Gmundner Fertigteile GmbH and Co KG
Original Assignee
Gmundner Fertigteile GmbH and Co KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Gmundner Fertigteile GmbH and Co KG filed Critical Gmundner Fertigteile GmbH and Co KG
Publication of EP0542782A1 publication Critical patent/EP0542782A1/de
Application granted granted Critical
Publication of EP0542782B1 publication Critical patent/EP0542782B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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

Definitions

  • the invention relates to a rail-level crossing, in which the carriageway in the track area is formed by inner and outer carriageway slabs, the inner carriageway slabs bridging the distance between the rails of a track and having projecting supporting ribs on their two edges running along the rails which the inner carriageway plates with elastic, profiled support bodies made of rubber or plastic are mounted on the rail feet and laterally supported against the rail webs and upwards against the rail heads, with angular lower support bodies are provided in cross section for mounting the supporting ribs of these inner carriageway plates on the rails which rest on the underside of the rail base with a plurality of legs having grooves running alongside one another in the longitudinal direction of the rails and whose other leg is located next to the rail web , and further in cross-section angled upper support body are provided, which rest with one leg on the underside of the rail head and the other leg is located next to the rail web, and the support ribs lie laterally on the legs of the support body located next to the rail web and with their underside the leg of the
  • the road vehicles exert horizontal and vertical impact forces on the pavement slabs.
  • the elastic angular lower support body on the bearing of the support ribs of the roadway plates on the rail feet, the transmission of such impact forces on the rails is weakened.
  • These support bodies are briefly elastically compressed.
  • the supporting ribs of the inner plates are flat on their underside, running parallel to the plate surface and lie on the corresponding top surface of the leg resting on the rail foot and parallel to the surface extension of the inner plates; the cross-sectionally lower supporting body;
  • the loads formed by the weight of the inner plates and the loads resulting from traffic loads acting perpendicularly on the inner plates become from these surfaces located on the underside of the supporting ribs and running parallel to the surface extension of the inner plates to the surfaces on the upper side which also run parallel to the surface extension of the inner plates the leg of the lower support body resting on the rail foot and from this further transferred to the foot of the rails of the track;
  • horizontally directed forces, which act on the inner plates of the level crossing are transmitted from the outer edges of the supporting ribs of the inner plates via the legs of the lower supporting bodies resting on the rail web or possibly also the upper supporting bodies to the rail web;
  • the cross-sectionally lower support bodies have, because of the substantially parallel to the plate surface underside of the support ribs, relatively thick
  • a storage for the rails of a track is known in which the vertical forces acting on the rail and the rail weight of elastomer plates, on which the rail flow rests with its underside, are transferred to steel trays, these trays in turn are supported by beams or thresholds.
  • approximately horizontally arranged pairs of support arms are provided, which in turn are mounted on swivel bearings provided on the side next to the rails on the individual steel tubs and on the rails at the transition from web to rail head and web to rail foot with the interposition of supplements made of elastic material ( Shoes).
  • These swivel arms are intended to give the rails vertical guidance, that is to say allow vertical movement of the rails and, if need be, transmit a vertical preload but no vertical loads.
  • a railroad-level crossing is also known, in which the mounting of the carriageway slabs on the rail foot is different from that of the aforementioned rail crossing, namely with a thin layer of rubber or the like, which is provided only on the rail foot.
  • a thin layer cannot cause any significant weakening of the bumps because such a thin layer is hardly compressible.
  • the support is thin, the support ribs and the support must also be precisely adapted to the shape of the rail in question. Use for different rail shapes is not possible.
  • the railroad level crossing of the type mentioned at the outset which is designed according to the invention, is characterized in that the upper side of the leg resting on the rail foot of the lower support body, which is angular in cross section, and the underside of the supporting ribs resting thereon run approximately parallel to the upper side of the rail foot and preferably also on the other surfaces facing the rails of the lower and the upper support body, a plurality of deep grooves running side by side in the longitudinal direction of the rails is provided.
  • this support body is secured in a good position if the inner edge surface of the lower support body comes to rest against the stop surface of the relevant inner or outer plate of the level crossing that is perpendicular to the plate surface and the outer edge of the support ribs on the the lower support body lies in front of the rail web, and there is also the possibility of using a support body type with different rail cross sections, as long as there are minor differences; it is thereby that the desired or required elasticity of the cross-sectionally shaped support body can be achieved even with a smaller thickness of the legs of this support body than in the known case, also creates the possibility of increasing the width of the inner plates, one without difficulty Track width by more than 1.2 cm, preferably about 1.5 cm exceeding width of the inner plates, and you can achieve a very good security of the inner plates against upward movement even when very high shock loads with large horizontal and vertical components occur; The installation and removal of the inner panels should be done without having to make changes to the track; to the aforementioned advantageous properties that the legs of
  • a preferred embodiment of the level crossing according to the invention in which there are very favorable properties with regard to the elastic deformation of the support body, is characterized in that the deep grooves, which are provided on the leg of the lower support body resting on the rail foot, form a surface shape corresponding to a toothing.
  • the elastic filler is a hollow profile made of rubber or plastic.
  • a particularly advantageous embodiment of a level crossing provided with such a filler is obtained if it is provided that a shell-shaped cover, which extends only over part of the length of the filler, is arranged on the filler, which covers rail fastening elements, and open recesses in the inner plates, which are used for these rail fasteners are provided closes. In this way, complete coverage of the recesses in the inner groove in the area of the track groove, which are provided for the rail fastening elements, is obtained, and furthermore very good fixation of the packing element is achieved.
  • the length measured in the longitudinal direction of the rail inner carriageway slabs correspond to the distance between adjacent sleepers of the track and the individual inner carriageway slabs are laid from the sleeper center to the sleeper center, and that recesses with a concavely rounded edge are provided at the corners of the inner carriageway slabs to form free spaces for the rail fastening elements.
  • the during transport and during installation corners that are particularly at risk are rounded, and at the same time the supporting ribs are shortened, so that the supporting ribs, which are important for the storage and positioning of the plates, are also less at risk.
  • the panels are frameless, as is usually the case with panels made of synthetic resin concrete.
  • Slabs of cement-bound concrete have a metal frame, and in this case there is the advantage that corners with concave fillets can be manufactured more easily than corresponding recesses in the middle of the lateral edge of the slabs in such a frame.
  • the carriageway in the region of the track 2 is formed by inner carriageway plates 3 and by outer carriageway plates 4.
  • the inner carriageway slabs 3 cantilever the distance between the rails 5 of the track 2 and have projecting supporting ribs 7 on their two edges 6 running along the rails 5; the inner carriageway slabs 3 are supported with these support ribs 7 with the interposition of elastic, profiled support bodies 8, 9, which are made of rubber or plastic, on the rail feet 10 of the rails 5 and are supported laterally against the rail webs 11 and upwards against the rail heads 12.
  • the outer carriageway slabs 4 also have support ribs 15 on their edge 14 facing the track 2 and are supported with these support ribs 15 in an analogous manner to the inner carriageway slabs 3 with support bodies 8a on the rails 5; on its outer edge 16, the outer carriageway slabs 4 are supported on foundation bodies 17.
  • the lower support bodies 8 provided for mounting the support ribs 7 on the rails 5 are angular in cross-section and rest with their one leg 18 on Rail foot 10 on, and there is the other leg 20 of this support body 8 next to the rail web 11;
  • the upper support bodies 9 also provided for support are also angular in cross-section, one leg 21 abutting the underside of the rail head 12 and the other leg 22 located next to the rail web 11.
  • the support ribs 7 lie laterally on the legs 20, 22 of the support bodies 8, 9 located next to the rail web 11 and rest with their underside on the legs 18 of the lower support bodies 8 lying on the rail foot 10.
  • a further securing of the lower support body 8 and the support body 8a against such sliding is given in that the supporting ribs 7, 15 lie laterally on the legs 20 of the support body 8 and the legs 20a of the support body 8a located next to the rail web 11.
  • the upper side 28 of the leg 18 resting on the rail foot 10 of the lower support body 8, which is angular in cross section, and the lower side 23 of the supporting ribs 7 resting thereon run approximately parallel to the upper side 29 of the rail foot 10; likewise the top side 28a of the leg 18a of the support body 8a and the underside of the support ribs 15 resting thereon.
  • a plurality of deep grooves 31 running alongside one another are provided on the underside 30 of the leg 18 resting on the rail foot 10. Together, these grooves 31 form a surface shape corresponding to a toothing.
  • the provision of the grooves 31 enables the required elastic resilience of the support bodies 8 to be achieved even with a relatively small thickness 36 of the legs 18 resting on the rail foot 10.
  • This allows a relatively large part of the space available under the rail head 12 on both sides of the rail web 11 in the form of indentations for the support ribs 7, 15, and it is also only necessary to provide a relatively small height of the stop surface 26; the support ribs 7, 15 can be relatively thick at the attachment point 24, and it is easily possible to continue reinforcements 37, which are provided in the carriageway slabs 3, 4 and, for example, on the underside thereof, into the support ribs 7, 15.
  • the deep grooves 31 provided on the underside 30 of the leg 18 of the lower support body 8 form together with the strips 32 lying between these grooves 31 or separating the grooves from one another have a surface which has the shape of a toothing.
  • This shape of the grooves and strips has good properties both with regard to the elasticity behavior and also with regard to the crushing deformation that occurs under load or with regard to maintaining the outline shape of the leg 18 under load. It is further provided by the formation of the underside 30 of the leg 18 with deep grooves 31 and strips 32 between them a good hold against unintentional displacement of the support body 8 on the rail feet 10.
  • Such grooves 31 and intermediate strips 32 are also provided on the side of the leg 20 of the support body 8 facing the rail web, on the side of the leg 22 facing the rail web and on the side of the leg 21 of the support body 9 facing the rail head. These grooves and lasts achieve good elasticity behavior and a good concern, as well as good behavior of the support bodies during insertion which facilitates handling.
  • FIG. 5 shows a variant of the support bodies 8, 9 in a sectional view corresponding to FIG. 4, in which the grooves 31 provided on the underside 30 of the leg 18 of the support body 8 and the strips 32 located between these grooves together form a surface shape which is one Teeth with trapezoidal profile corresponds.
  • Such a design has a higher resistance to large loads or a lower flexibility when exposed to large loads than the embodiment shown in FIG. 4.
  • Grooves 31 and strips 32 of identical design, which together form a toothing, are also provided in this variant on the remaining outer sides of the support bodies 8, 9 facing the rail.
  • FIG. 6 A further variant of the design of the support bodies 8, 9 is shown in FIG. 6, which figure shows these support bodies again in a section in a representation corresponding to FIGS. 4 and 5.
  • rectangular or dovetail-shaped grooves 31 and strips 32 are provided on the underside 30 of the leg 18, and grooves 38 and strips 39 are also provided on the upper side 28 of the leg 18, which likewise correspond to one another with a set of teeth Form area.
  • a similar surface, corresponding to a toothing, has also been provided on the surfaces of the legs 20, 22 abutting the rail web and on the surface abutting the underside of the rail head.
  • the support body 8a in which the support ribs 15 of the outer carriageway plates 4 engage and through which the outer carriageway plates are mounted on the rail feet 10 of the rails 5, can have a shape for most applications which corresponds to an integration of the support bodies 8 and 9, such as this can also be seen from Fig. 3.
  • FIG. 7 shows in a representation corresponding to FIG. 1 an embodiment of a level crossing at the same track, in which the inner carriageway slabs 3a together with their mounting on the rails 5 of the track form a double-jointed support system.
  • the inner carriageway slabs 3a are designed such that they bend elastically under the influence of the traffic loads which are exerted on these carriageway slabs by the wheels of the road vehicles. These loads are indicated schematically by arrows 40. They lead from the burdens deflections caused to pivot the support ribs 7a provided on the carriageway slabs 3a, as indicated by arrows 41.
  • the deformation of the carriageway slabs 3a and the pivoting of the support ribs 7a relative to the support bodies 8b, 9b results in a significant reduction in the shock-like loads on the rails and support ribs resulting from road traffic loads.
  • FIG. 8 shows the edge region of an embodiment of a roadway plate 3a which is provided specifically for training in a two-jointed support system.
  • the edge surface 42 of the support rib 7a running in the longitudinal direction of the rail which in this embodiment, similar to that shown in FIG. 7, seen in cross section in this embodiment is rounded at least on the top of the support rib 43 and the underside 44 of the support rib, thereby promoting the pivoting mobility provided in the bearing points in the two-joint support system 8 is somewhat flattened, as a result of which the installation of such carriageway slabs in the finished track is facilitated.
  • the upper side of the supporting ribs 43 can, if desired, be somewhat lower be set than was usual at earlier level crossings, so that there is a deeper groove 45.
  • the otherwise often necessary replacement of the rails or the welding of rail head reinforcements to compensate for a rail height changed due to wear of the rail head 12 can be dispensed with over longer periods of time; If the track groove 45 is sufficiently deep, the rail head can be worn to a relatively great extent, for example the surface 46 of the rail head 12 reaching the position shown in dashed lines in FIG.
  • an elastic filler 47 is accommodated in the track groove 45 on the side facing away from the rail head, which fills a part of the width of the respective track groove and thereby the area adjacent to the rail head Leaves rutting free.
  • a filler 47 can be, for example, a soft, resilient rubber body. It is particularly advantageous, as shown in FIG. 9, to use a flexible hollow profile, preferably a rubber hollow profile, as the filler in the track groove 45.
  • a shell-shaped cover 48 is arranged on such filler elements 47, which covers rail fastening elements 54 with which the rails 5 are fastened.
  • This cover 48 extends only over part of the length of the filler 47.
  • Such a cover 48 closes recesses 52, which are usually provided in the carriageway plates 3, in order to keep the rail fastening elements 54 accessible even after the carriageway plates have been laid, protects the rail fastening elements and can also serve to fix the filler 47 or contribute.
  • the cover 48 engages under the edges of the recesses 52, as a result of which a fixation is formed, and is further held by the support body 9.
  • the cover is preferably integrally formed on the filler 47 extending continuously in the track groove 45 or integrated with this filler.
  • another connection of the cover 48 to the filler 47 is also possible, for example by gluing or vulcanizing.
  • An embodiment of a packing 47 provided with a cover is shown in FIG. 13; in this embodiment, a curved cover plate 48a is formed on a hollow profile 47a, which itself forms a profile, the geometric axis of which runs parallel to the geometric axis of the hollow profile 47a.
  • Such a filler body can be produced relatively simply by producing a profile whose cross section corresponds to the cross section of the hollow profile 47a and the cross section of the cover plate, and then cutting off those sections from the profile part corresponding to the cover plate which are outside the intended ones Size of the cover plate 48a.
  • a packing 47 provided with a cover is shown in FIG. 14; in this case the cover 48b has the shape of a downwardly open shell with rectilinear side walls, a hollow profile 47a being formed on top of this shell, or the shell is connected to the hollow profile 47a by gluing or vulcanizing. The dimensional stability of such a shell results in a well-fixed fit of the packing on the inner plates of the level crossing.
  • the inner carriageway plates 3 have a length 49 which corresponds to the distance between adjacent sleepers 50 of the track 2; the individual inner carriageway slabs 3 are each laid from the sleeper center to the sleeper center 51; At the corners of the inner carriageway slabs 3 there are recesses 52 which serve to form free spaces 53 for the rail fastening elements 54, the recesses 52 having a concave rounded edge 55. This results in a shape of the carriageway slabs 3 which, as explained above, is relatively insensitive to the shocks or loads occurring during transport and installation.
  • FIG. 10 A variant of this is shown in Fig. 10, in this embodiment there are no fillets at the corners of the inner roadway plates 3, the inner roadway plates connect each other above the center of the distance between adjacent sleepers when laid and a space in the center of the support ribs 56 is present, which the roadway plates bear against the Rail fasteners prevented.
  • the edges 57 of the recesses 52 are concavely rounded; if desired, trough-shaped undercuts can also be provided on the underside of these edges.
  • the carriageway slabs 3, 4 can be cement concrete slabs or plastic-modified cement concrete slabs or also slabs made of plastic concrete, in particular polyester concrete.
  • plastic concrete slabs it is almost inevitable to provide a steel frame 59 running along the edge of the same, as shown in FIG. 11.
  • the plates are made of plastic concrete, especially polyester concrete, such a steel frame is not necessary; in both cases, reinforcement 37 is provided in the slabs.
  • slabs made of plastic concrete it is advantageous to provide a grain-rough layer on the upper side, which forms the road surface, which creates a grippy road surface.
  • a heavy-duty, in a special way roughly designed driving surface can be provided on the upper side.
  • the extent of the width 60 of the inner carriageway slabs 3 can be greater than 1.2 cm larger than the track width 61 of the track, the width 60 advantageously being chosen to be approximately 1.5 cm larger than the track width 61.

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)
  • Chain Conveyers (AREA)
  • Railway Tracks (AREA)
EP91913574A 1990-08-08 1991-07-31 Schienengleicher bahnübergang Expired - Lifetime EP0542782B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
AT166590 1990-08-08
AT1665/90 1990-08-08
PCT/AT1991/000093 WO1992002680A1 (de) 1990-08-08 1991-07-31 Schienengleicher bahnübergang

Publications (2)

Publication Number Publication Date
EP0542782A1 EP0542782A1 (de) 1993-05-26
EP0542782B1 true EP0542782B1 (de) 1994-06-08

Family

ID=3518342

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91913574A Expired - Lifetime EP0542782B1 (de) 1990-08-08 1991-07-31 Schienengleicher bahnübergang

Country Status (9)

Country Link
EP (1) EP0542782B1 (hu)
JP (1) JP2902782B2 (hu)
CN (1) CN1053243C (hu)
AT (1) ATE106965T1 (hu)
AU (1) AU8231491A (hu)
CA (1) CA2088920C (hu)
DE (1) DE59101893D1 (hu)
HU (1) HU212821B (hu)
WO (1) WO1992002680A1 (hu)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT404149B (de) * 1994-11-15 1998-08-25 Gmundner Fertigteile Gmbh Mehrgleis-strassenübergang
AT2319U1 (de) 1997-04-18 1998-08-25 Gmundner Fertigteile Gmbh Schienengleiche eindeckung für gleise
AT4372U1 (de) * 2000-05-22 2001-06-25 Gmundner Fertigteile Gmbh Gleis
WO2002010513A1 (fr) * 2000-08-01 2002-02-07 Kosta Koev Kostov Revetement assemble en beton arme pour voies de tramway et procede d'assemblage
AT6414U1 (de) * 2002-07-17 2003-10-27 Gmundner Fertigteile Gmbh Gleisabdeckung
AT8456U1 (de) * 2005-02-09 2006-08-15 Gmundner Fertigteile Gmbh Schienengleicher bahnübergang
AT12433U1 (de) * 2011-01-17 2012-05-15 Gmundner Fertigteile Gmbh Gleis
CN102817300A (zh) * 2012-08-02 2012-12-12 铁道第三勘察设计院集团有限公司 轨道车库门前平交道的安全结构
CN104674628B (zh) * 2015-03-11 2016-06-08 鞍山华强混凝土轨枕有限公司 整铸铁路道口橡胶塞条及组件

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH490571A (de) * 1968-11-19 1970-05-15 Ziegler Hans Schienengleicher Bahnübergang
AT306078B (de) * 1971-07-09 1973-03-26 Semperit Ag Schienengleicher Bahnübergang
DE7908757U1 (de) * 1979-03-28 1979-07-12 Pebueso-Betonwerke Heribert Buescher Gmbh & Co, 4400 Muenster Fahrbahnplatte
US4793545A (en) * 1987-07-14 1988-12-27 Construction Polymers Company Embedded track assembly
DE3926392A1 (de) * 1989-02-01 1990-08-02 Studiengesellschaft Fuer Unter Schalldaemmendes schienenlager

Also Published As

Publication number Publication date
ATE106965T1 (de) 1994-06-15
WO1992002680A1 (de) 1992-02-20
HU9300315D0 (en) 1993-05-28
HU212821B (en) 1996-11-28
DE59101893D1 (de) 1994-07-14
EP0542782A1 (de) 1993-05-26
JPH06501753A (ja) 1994-02-24
CA2088920C (en) 2001-12-25
AU8231491A (en) 1992-03-02
CA2088920A1 (en) 1992-02-20
HUT68830A (en) 1995-08-28
JP2902782B2 (ja) 1999-06-07
CN1059768A (zh) 1992-03-25
CN1053243C (zh) 2000-06-07

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