EP1167625A2 - Transition structure for railway bridge tracks - Google Patents

Abstract

The rail track support structure, for a permanent way along a lengthy bridge, has a compensating plate (6) at the expansion joints with limit stops (7) which restrict its sliding movement along the line of the rail track. The limit stops have at least one barrier block, which maintains a minimum and maximum gap between the compensating plate and a neighboring plate for the bridge track path (12) at a bridge track section or the abutment (13). Side mountings prevent the compensating plate sliding across the rails.

Description

The roadway of a railway bridge is by definition the superstructure existing on the bridge and the abutment in the ballast track from rails, sleepers and ballast bed or at the fixed Roadway consisting of rails, rail bases and fixed Base course.

Longer railway bridges have considerable elongation and shrinkage dimensions on that need correspondingly wide joints. Therefor are different and sometimes quite complex constructions have become known, which should ensure sufficient Support of the rails and the positional security of the track too guarantee.

Another problem with railway bridges - in contrast to road bridges - is due to the fact that the end near the joint describes a circular movement of the bridge superstructure around the support point. This leads to the end area near the parting line the bridge superstructure - and thus also the associated roadway - raises when the bridge is loaded and lowers when unloaded.

This leads to considerable strain on the rails in the transition area. To compensate for this, it has been proposed that Rail support points on compensation plates above the joint relocate. However, this can only be done to a certain and admissible degree Carry out frames, if only for lateral guidance and positional stability not endangered.

Furthermore, it has become known from DE-OS 198 06 566, compensation plates to be provided in the lane transition area, which the in distribute the forces to be introduced over a larger distance should. The leveling plates are over weighing beams or Spring systems connected to each other. The compensation plates are at subject to corresponding loads every time a train drives over it. So they serve as via the associated rail bases Support plates for the rails. By changing the length of the bridge are the rails especially with welded rail constructions, as provided for on tracks with a supporting plate superstructure are subjected to forces in the longitudinal direction. These forces are supposed to via the rail support points with defined push-through resistances to be caught and distributed. Push-through resistances too the rails must be diverted via the locking elements at the stop what the locking elements should be dimensioned for are.

To reduce maintenance costs is used for high speed designed new lines often replace the classic ones Track ballast beds used a support plate superstructure, which is referred to as a solid carriageway. Such a track superstructure requires special measures to the natural damping and To simulate the wearing properties of the ballast bed. gravel beds tend to sit down, taking some material displacement takes place, which leads to particles becoming unloaded Relocate places - mainly in the transverse direction of the rails, but basically also in the longitudinal direction - so that they need regular refreshing. Are against Material shifting on solid roadways largely prevented; since it's a relatively new technique, is not yet sufficiently clear how the transition of the tracks on Bridge end is designed.

The invention is therefore based on the object of a transition construction to create according to the preamble of claim 1 a large one at the crossings of long railway bridges Provides break resistance of the rails and storage security of the tracks, but there is still the possibility of crossing the carriageway regardless of the type of track superstructure, and where it should be possible to implement the carriageway crossing at low cost.

This object is achieved by claim 1. Further Details, advantages and features result from the subclaims.

According to the invention, it is particularly favorable that the special ones first Weighing beams or spring structures in the above State of the art can be saved. Instead of stops, in particular in the form of locking elements, are used, which have a minimum and a maximum distance between the Compensation plates on the one hand and compensation plates, abutments and Ensure bridge superstructure on the other hand. It is special here favorable that the solution according to the invention despite lower costs is much more robust than the known solution; the sensitivity to contamination is particularly clear compared to weighing beams reduced, and the durability, i.e. the lifespan significantly increased; the maintenance required for weighing beams can be omitted and there are also no strong and special ones dimensioned springs are used due to the required Are expensive.

The transition construction for Tracks of railway bridges for the sake of simplicity as a road crossing designated.

However, the roadway crossing according to the invention is universal usable, and can basically be used both with ballast beds as well as on firm roads. The shifts and twists at the end of the bridge due to traffic load, heat effects, Creeping and shrinking of the bridge can be done according to the invention reduce to a level that is not harmful to the track. The Number of shims can be chosen in any way to meet the requirements be adjusted and it is possible to get leaner Bridge superstructures to be used, even if this is a smaller one Have rigidity, and thus significantly reduce the construction costs. However, it is not necessary to use the joints reinforce rail profiles to work after the rail bases in any number and arrangement on the compensation plates distributed and limited the movements at the secondary joints can be.

The stops or locking elements according to the invention can be in any be designed in a suitable manner. They preferably point Buffers and stop bars between the side joints between compensating plates on the one hand or compensating plates, Bridge superstructure and abutment extend on the other hand. These provided locking elements are designed so that the joint width the secondary joints do not fall below a minimum dimension does not exceed the maximum dimension.

According to the invention it is also particularly favorable that larger ones Displacements and twists at the bridge end of railway bridges reduce to a tolerable level for rail and track to let. Furthermore, the compensation plates can be in any Prefabricate wise, correspond to each other and are therefore inexpensive. More complex designs for the transition of the tracks on one This makes it easy to replace the end of the bridge. Rail pull-out devices can be avoided in individual cases and so that high construction and maintenance costs are saved.

Another important aspect is that of the present invention possible height of the bridge superstructures. Let it through too the bridge weight and thus the total costs are reduced.

It is particularly favorable if the compensation plates are supported is done quite exactly above the bridge camp. Even with one very strong deflection of the bridge, which leads to a lifting of the end of the bridge superstructure on the parting line, the compensation plate then not raised, so no vertical loads be introduced into the rails.

According to an advantageous embodiment, it is provided in the area the transition construction the rail push-through resistance lower significantly. This can be done over a distance of several 10 meters. This can then reduce the load the rails due to the bridge lengthening and shortening over one Distribute larger area, so that sometimes also rail pull-out devices can be saved.

Further details, advantages and features result from the the following description of their embodiments using the Drawing.

Fig. 1

eine Seitenansicht eines Fahrbahnübergangs mit zwei Ausgleichsplatten und Sperrelementen;

Fig. 2

eine Draufsicht auf die Ausführungsform gemäß Fig. 1;

Fig. 3

eine vergrößerte Seitenansicht eines Details A aus Fig. 1;

Fig. 4

eine Seitenansicht einer weiteren Ausführungsform eines erfindungsgemäßen Fahrbahnübergangs;

Fig.

5 eine Draufsicht auf die Ausführungsform gemäß Fig. 4;

Fig. 6

eine vergrößerte Ansicht des Details A gemäß Fig. 4;

Fig. 7

eine Detailansicht einer modifizierten Lösung für die Ausführungsform gemäß Fig. 4;

Fig. 8

eine Seitenansicht einer dritten Ausführungsform eines erfindungsgemäßen Fahrbahnübergangs;

Fig. 9

eine Seitenansicht einer vierten Ausführüngsform eines erfindungsgemäßen Fahrbahnübergangs;

Fig. 10

eine Seitenansicht einer fünften Ausführungsform eines erfindungsgemäßen Fahrbahnübergangs;

Fig. 11

eine Schnittansicht durch eine Ausführungform einer erfindungsgemäßen Übergangskonstruktion, wobei die Schnittrichtung quer zur Fahrbahn verläuft;

Fig. 12

eine Schnittansicht entsprechend der Schnittansicht gemäß Fig. 11, jedoch zur Darstellung einer modifizierten Ausführungsform; und

Fig. 13

eine Detailvergrößerung zur Darstellung eines längsverschieblichen Lagers.

Show it:

Fig. 1

a side view of a road crossing with two compensation plates and locking elements;

Fig. 2

a plan view of the embodiment of FIG. 1;

Fig. 3

an enlarged side view of a detail A of Fig. 1;

Fig. 4

a side view of another embodiment of a roadway crossing according to the invention;

FIG.

5 shows a plan view of the embodiment according to FIG. 4;

Fig. 6

an enlarged view of detail A of FIG. 4;

Fig. 7

a detailed view of a modified solution for the embodiment of FIG. 4;

Fig. 8

a side view of a third embodiment of a roadway crossing according to the invention;

Fig. 9

a side view of a fourth embodiment of a roadway crossing according to the invention;

Fig. 10

a side view of a fifth embodiment of a roadway crossing according to the invention;

Fig. 11

a sectional view through an embodiment of a transition structure according to the invention, wherein the cutting direction is transverse to the road;

Fig. 12

a sectional view corresponding to the sectional view of FIG 11, but showing a modified embodiment. and

Fig. 13

an enlarged detail to show a longitudinally movable bearing.

The roadway transition shown in FIG. 1 has a parting line 1 at the end of a bridge that covers a bridge superstructure 2 of one Abutment 3 separates. In the illustrated embodiment the bridge superstructure 2 via a longitudinally movable bearing on the abutment 3 stored so that there are also displacements in the longitudinal direction result. However, the solution according to the invention is also straightforward suitable for fixed bearings, for example on Fig. 8 and the corresponding parting line 1 is to be referred to there.

A rail 5 is on compensation plates via rail support points 4 6 supported. 1 is only a short one Rail piece shown, it being understood that the Rail extends over the entire level crossing and Rail bases in any suitable manner via the compensation plates 6 and beyond can be distributed.

According to the invention, locking elements 7 are provided which prevent the movement limit the compensation plates 6 to each other, both in the direction towards each other as well as towards each other path. For this purpose, the locking elements have a configuration that is described in more detail with reference to FIGS. 3 and 6.

In the illustrated embodiment there are modified locking elements 7a provided on one of the secondary joints 10. These locking elements are not movable in the longitudinal direction, so that the compensation plate not in the track direction shown in Fig. 2 11 can move to the roadway 12 of the bridge superstructure. After this the bridge superstructure 2 around the support point on the floating bearing of the abutment 3 swiveled under load, there is also an increase in the end area of the bridge superstructure near the joints. This is it favorable if a locking element 7a close to the bridge bearing is provided where there is no lifting of the bridge superstructure and the adjacent compensation plate 6 is formed.

In contrast, the locking element 7 for the secondary joint 10 between the two compensating plates 6 a limited movement in Longitudinal direction, as well as the locking element 7 between the compensating plate 6 and the roadway 13 of the abutment 3.

According to the invention, it is advantageous if the compensating plates 6 are on longitudinally displaceable bearings 9 are guided. Every compensation plate each associated secondary joint 10 has a longitudinally displaceable adjacent Bearing 9 on, so that the compensation plate 6 Bridge superstructure 2 and abutment 3 are resting. The one shown in Fig. 1 on the left Compensation plate 6 spans the parting line 1 between the bridge superstructure 2 and the abutment 3.

From Fig. 2 it can be seen that the locking elements on the compensating plates are preferably arranged on the side of the secondary joints. There are usually no space problems there.

From Fig. 3 it can be seen that preferably a locking element there are two fixed guide bushings, each guide bushing firmly attached to the side of the leveling plate or roadway is. Between the end faces of the compensation plates near one of the Fixed guide bushes extend a buffer element, that ensures a minimum distance for the parting line. By a stop rod extends through the guide bushings, which is equipped with two head elements, the one limitation allow the movement path to a maximum joint width.

It is easily possible to thread the stop bar to provide and there to bring up a mother who acts as an adjustable Head element is used, it being understood that the mother must be secured in a manner known per se.

In addition, a further buffer element can be placed on the stop bar if required be attached adjacent to one of the head elements gently limit the movement in the extension direction.

Fig. 4 shows a modified embodiment of the longitudinally displaceable Bearing and the locking elements. Locking elements 8 come here Use directly on the bearing plates of the longitudinally movable Bearing 9 are attached and act there. Any locking element has a kind of sliding track as a bearing plate of the longitudinally movable Bearing 9 limited by two buffer elements is. This is shown enlarged in FIG. 6. The bearing body of the longitudinally displaceable bearing 9 thus acts with its end face against the locking element 8 facing each as a stop, and it it is understood that the design of the stops 8 is chosen here is that the parting lines 10 have a minimum and a maximum allowable joint width.

Fig. 5 shows that the joint widths of the secondary joints 10 also depending the operating state can easily be different.

The embodiment according to FIG. 7 practically represents a kind of combination between the embodiments according to FIGS. 1 and 4 It is a buffer element 7 as a stop between two compensation plates 6 provided, and the bearing plates of neighboring Compensation plates 6 run in a common sliding path, the movement being limited by end stops 8.

From Fig. 8 it can be seen that the carriageway crossing according to the invention not only usable between abutment 3 and bridge superstructure 2 but also between two bridge superstructures, for example 2, such as those found on bridge pillars, and there is also a parting line 1, which must be bridged, and there are also corresponding relationships, each with the invention Compensation plates 6 are covered.

From Fig. 9 it can be seen that with appropriately long bridges also a plurality of compensation plates, namely three compensation plates here, can be used. It is understood that the distance between the longitudinally displaceable bearings 9 of the compensation plate 6, which spans the parting line, dimensioned in a suitable manner have to be. The same applies to the realization of a Road transition at a joint 1 between two bridge superstructures, which are supported on longitudinally movable bearings, as in Fig. 10 is shown.

FIGS. 11 and 12 show a transverse view of the compensating plates 6 with side guides 14, the movements transverse to the track direction prevent. The side guide can, as can be seen in FIG. 11, through longitudinally displaceable bearings, which the compensation plates on the Lead side surfaces, or - as shown in Fig. 12 - through Guide rails to the side of the displacement paths of the longitudinally movable Bearings, which are shown enlarged in Fig. 13, manufactured become.

Claims (15)

Transitional construction for rails of railway bridges, with at least one compensation plate, which is slidably guided along the carriageway in the direction of the track, with rails running from a bridge superstructure via at least one compensation plate to an abutment or a second bridge superstructure, the rails with their rail bases on the bridge superstructure at least one compensating plate and the abutment or the second bridge superstructure, characterized in that the compensating plate (6) has stops (7, 8) which limit their movements in the track direction (11), the stops in particular also having at least one locking element (7 , 8), which keeps the associated compensation plate (6) at a distance from a further compensation plate, the carriageway (12) of the bridge superstructure (2) or (13) of the abutment (3). Transitional construction according to claim 1, characterized in that the stops (7, 8) define a minimum and a maximum distance between the compensating plate (6) on the one hand, the further compensating plate, the roadway (12) of the bridge superstructure or the (13) of the abutment is. Transition construction according to one of the preceding claims, characterized in that the stops (8) are adjacent to longitudinally displaceable bearings (9) with which the compensating plate (6) can be displaced in the track direction (11). Transition construction according to one of the preceding claims, characterized in that side bearings (14) are provided which prevent the movement of the compensating plate (6) transversely to the track direction. Transitional construction according to one of the preceding claims, characterized in that at least one compensating plate (6) is provided between two bridge superstructures (2) or a bridge superstructure (2) and an abutment (3). Transition construction according to one of the preceding claims, characterized in that the rails (5) have a push-through resistance at the rail support points in the region of the transition construction, which resistance is significantly reduced compared to the push-through resistance outside the transition construction. Transitional construction according to one of the preceding claims, characterized in that at least one compensating plate (6) has two spaced apart longitudinally displaceable bearings (9), between which the separating joint (1) between two bridge superstructures or a bridge superstructure (2) and an abutment (3) extends. Transitional construction according to one of the preceding claims, characterized in that the stops (7, 8) are attached to the longitudinally displaceable bearings (9). Transitional structure according to one of claims 1 to 7, characterized in that the roadway of a bridge superstructure (2) and a second bridge superstructure or an abutment (3) has a shoulder against which stops act. Transitional construction according to one of the preceding claims, characterized in that the locking elements (7, 8) have guide bushes in which stop rods are movably guided. Transitional construction according to claim 10, characterized in that a stop rod has a head, the diameter of which is larger than the inner diameter of the associated guide bushing and in particular has an external thread on its opposite end, onto which a nut is screwed, the outer diameter of which is also larger than the inner diameter of the associated guide bushing. Transitional construction according to one of claims 10 or 11, characterized in that a buffer element is applied to the stop rod which dampens the stop when the secondary joint (10) is moved apart. Transitional construction according to one of the preceding claims, characterized in that on one end face of a guide bush or the end face of the compensating plate (6) of the adjacent compensating plate (6) or roadway of the abutment or bridge superstructure, the blocking element (7, 8) is formed, which moves together the secondary joint (10) keeps a distance and dampens the stop. Transition construction according to one of the preceding claims, characterized in that the end of the bridge superstructure (2) on the parting joint is clearly spaced from the longitudinally displaceable bearing (9) of the compensating plate (6) spanning the parting line (1). Transition construction according to claim 14, characterized in that the longitudinally displaceable bearing (9) is arranged essentially above the bridge bearing.

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