EP2978897B1 - Übergangskonstruktion und eisenbahnbrücke mit einer solchen übergangskonstruktion - Google Patents

Übergangskonstruktion und eisenbahnbrücke mit einer solchen übergangskonstruktion Download PDF

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Publication number
EP2978897B1
EP2978897B1 EP14713471.2A EP14713471A EP2978897B1 EP 2978897 B1 EP2978897 B1 EP 2978897B1 EP 14713471 A EP14713471 A EP 14713471A EP 2978897 B1 EP2978897 B1 EP 2978897B1
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EP
European Patent Office
Prior art keywords
joint
cross member
transition construction
transition
sleeper
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.)
Active
Application number
EP14713471.2A
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German (de)
English (en)
French (fr)
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EP2978897A1 (de
Inventor
Christian Braun
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Maurer Soehne Engineering GmbH and Co KG
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Maurer Soehne Engineering 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.)
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Publication date
Application filed by Maurer Soehne Engineering GmbH and Co KG filed Critical Maurer Soehne Engineering GmbH and Co KG
Priority to PL14713471T priority Critical patent/PL2978897T3/pl
Priority to RS20190028A priority patent/RS58288B1/sr
Priority to SI201431036T priority patent/SI2978897T1/sl
Publication of EP2978897A1 publication Critical patent/EP2978897A1/de
Application granted granted Critical
Publication of EP2978897B1 publication Critical patent/EP2978897B1/de
Priority to HRP20182157TT priority patent/HRP20182157T1/hr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • E01B2/003—Arrangement of tracks on bridges or in tunnels
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D19/00—Structural or constructional details of bridges
    • E01D19/06—Arrangement, construction or bridging of expansion joints
    • E01D19/062—Joints having intermediate beams

Definitions

  • the present invention relates to a transitional construction for supporting at least one rail in the region of a joint formed by components of a railway bridge and equipped with such a transition structure railway bridge.
  • Such transitional structures are used in railway bridge construction when the free movements, in particular the vertical movements, of the projecting joints of the railway bridge (superstructure ends) in the joint area become so great that lifting and pushing forces in the rail supports no longer remain within acceptable limits , Such twists occur in bridge girders from different load cases, for example, when a train rolls over the bridge and the bridge girder sags in the middle.
  • the outer end of the bridge carrier can rotate upwards, so that adjusts a height offset between abutment and bridge girder or between two adjacent bridge girders, which leads to the aforementioned deformations in the rails.
  • such constructions also serve to compensate for the relative longitudinal displacements on the components forming the joint of the railway bridge or superstructure ends, so that the maximum permissible values for the distances between the rail supports in the rail longitudinal direction are maintained in the joint area. This also serves to protect the rails from excessive stress in the region of the joint.
  • a transitional construction as known from the prior art is, for example, in CN 201 214 765 Y disclosed. In the area of Deutsche Bahn, two systems are currently used. On the one hand, the system “Stog”, which, for example, in the DE 198 06 566 A1 is shown.
  • This transitional construction is, in principle, a rigid compensating plate placed on the joint, which bisects the end tangent angle at the two ends of the joint forming components of the railway bridge and converts the vertical offset at both ends into opposite angles of rotation.
  • the sleepers or rail fasteners are mounted immovably or floating. The balance plate is held in place by means of springs over the joint.
  • a disadvantage of the system "Stog” is that the compensating plate tends to settle just when subsidence of the joints forming components of the railway bridge. Because the plate is at four Points and thus statically indefinitely stored. In addition, a compensation of a distortion of the two adjacent superstructures about the longitudinal axis due to the large plate stiffness only to a small extent possible. If one of the bearings shifts beyond this limit, the plate begins to tilt. This can have an adverse effect on the durability of the overall transition structure and also be detrimental in terms of noise protection. Furthermore, a disadvantage of the "Stog” solution is the fact that the attachment of the transitional construction plates, especially in a superstructure of the type "slab track”, causes the plates to tilt more strongly, especially if they are above a seal. So it can come down to a pump of the superstructure of slab track, which is then also found in the attached balance plate. This is therefore subject to considerable wear especially when connecting to the slab track.
  • the system BWG is known, for example, in the international patent application WO 94/12729 A has been published.
  • the system BWG is a support grid system in which on the edge of the joint nearby sleepers (hereinafter also referred to as edge thresholds) supports are placed parallel to the rails, under which thresholds are slidably suspended in the region of the joint.
  • the thresholds arranged in the joint will be referred to below as joint sleepers.
  • the movable suspended sleepers then carry the rails in turn.
  • Characteristic of the system "BWG” is that the joint sleepers are not only suspended from the carriers, but that the threshold distances are set via a likewise mounted on the threshold control device within the joint or transition structure. In this case, the control device is designed as a scissors construction. However, this scissor construction has proven to be disadvantageous in practice. So it has come to the system "BWG” already fractures of the scissors construction.
  • the invention is therefore an object of the invention to provide a transition structure for supporting at least one rail in the region of a joint of a railway bridge and a railway bridge, in which the wear is reduced, the maintenance and repair costs are reduced overall and the loads on the rail and rail fasteners in Joint area be reduced again.
  • the transition structure according to claim 1 has at least two displaceably mounted trusses for bridging the gap, at least one attached to the trusses joint threshold for supporting the at least one rail in the region of the joint and at least one control device for aligning the position of the joint threshold in the transition structure.
  • the respective joint sill has in each case at least one rail fastening, with which the respective joint sill can be slidably connected to the rail. Under a traverse here is an elongated carrier to understand any cross-section.
  • So can be used as traverses double-T or box-shaped carrier.
  • any devices can be used, which ensure that the joint sill or the trusses are arranged in the joint, that adjusts the most even distribution of existing between the joint sleepers and the edge free spaces.
  • the control device ensures that the distances between the rail support points arranged on the seam sleeper and the seam sleepers are as uniform as possible and in any case kept within the required limits.
  • a control device can serve one or more springs or a scissors construction or the like. According to the trusses and the control device are now arranged below the at least one joint threshold.
  • the trusses and the control device are located below an area spanned by the edge sleepers and the at least one joint sill.
  • the transitional construction on at least one of its lateral ends at least one truss box for supporting at least one end of the trusses at the edges of the joint.
  • this is a storage of the respective traverse only at one of the joint edges. Therefore, in such a case, the traverse expedient manner rigid at the joint edge - that is in the truss box - stored or clamped.
  • the transition structure at its two lateral ends at least two truss box for supporting both lateral ends of the trusses at the edges of the joint.
  • the transitional construction can then be connected load-bearing with the components of the railway bridge forming the joint.
  • the truss boxes serve to anchor the transition structure and the bearing of the trusses in the transition structure. They can be designed like a box with an opening for the trusses.
  • the term of the truss boxes should hereby be understood very broadly. So they do not necessarily have to be boxy. Basically conceivable - and the focus of these claims are expressly to be included - also other solutions in which one clamps the trusses or on any kind of bearing surfaces can move back and forth, such as bearing plates, recesses in the joint forming components of the railway bridge or like. However, the trusses should be secured against slipping out.
  • the approach according to the invention is based on the finding that it is better if the traverses and the control device are no longer arranged above the thresholds but below the thresholds together with the anchoring points (truss boxes) of the transitional structure.
  • This approach which up to now has not been considered useful in railway bridge construction, is based on the realization that it makes no sense at all to design the control device, as in the BWG system, to be open at the top and not covered by the building components. So you can not just perform the maintenance of the top, but especially in open-top design can be easily damaged by external influences on the control device but also on the load transfer elements. Furthermore, the Maintenance from the bottom has the great advantage that adjacent tracks do not need to be locked during maintenance.
  • the arrangement of the trusses below the threshold has the very important advantage that the forces from the sleepers or the rail supports are introduced directly into the building structure of the railway bridge and not indirectly via the sleepers or an adjacent superstructure of a fixed carriageway.
  • the number of loaded track components, in particular the sleepers or the superstructure boards of the slab track thus decreases according to the invention. This reduces the maintenance and wear of the track.
  • the control device is designed so that a distance between the thresholds is less than or equal to a limit, in particular a limit of 650 mm, is maintained. This prevents the maximum distance of the rail support points from being exceeded.
  • the transitional construction is deliberately designed to be so torsionally soft that, when installed, it can absorb torsions of the components of the railway bridge forming the joint relative to each other about the longitudinal axis of the railway bridge or the rail.
  • the design is thus designed specifically for receiving torsion.
  • the construction should then be designed to be so soft that it can absorb torsion-free, in particular at least occurring in the normal state of use, twists.
  • at least one traverse has a height varying in the longitudinal direction, preferably increasing toward the center of the traverse. It is therefore a designed in the manner of a fishbone carrier traverse, which has a particularly high bending stiffness in the center region.
  • the deflection of the transition structure can be kept very small when loading the transition structure by a train rolling on the rail. It may be expedient if the height of at least one truss box is less than the maximum height of the male traversed by him. Because in principle, the entire traverse does not necessarily have to be pushed into the truss box. Rather, it is often sufficient to achieve the advantages of the invention when the cross member can only partially enter the truss box. So it is in the sense of an acceptable compromise to understand that one assumes, for example, in a construction with several joint sleepers that the sleepers can not be completely driven together. The due to the The advantages with regard to the reduction of the stresses within the rail are so much greater that in many applications a limited movement capacity can actually be tolerated very well.
  • control device should be designed so that an impact of the trusses on the truss box is prevented in the normal use state. This ensures that there is no damage to the trusses or truss boxes. This can be done, for example, by correspondingly suitable stops or via the control devices limited movements.
  • Developing the truss boxes of the transitional design are only designed so high that they can be installed in the respective joints forming the components of the railway bridge in such a way that they lie above any existing seal in the joint forming components of the railway bridge.
  • the transition structure according to the invention can also be installed without any problems in an existing bridge, or the bridges can be constructed statically meaningful regardless of the problems at the component ends. This is based on that the wear of the transition structure according to the invention is considerably lower than in the prior art already because of the more favorable load introduction and the specifically adjustable torsional stiffness of the transition structure. In addition, the cost of maintenance is significantly reduced.
  • a swivel head construction is used as the control device.
  • at least one cross member is designed as a pivoting traverse, which is pivotally held in one of the truss boxes, and on which the at least one joint threshold is mounted not only displaceable but also rotatable relative to the pivoting traverse.
  • the control is based on the laws of geometry. This has just in embodiments with multiple joints sleepers the advantage that each individual joint threshold can be controlled independently of the other joint sleepers. This is also the case if individual joints of the joint sill and truss fail.
  • a control device is (unlike the conventional systems) is not a series connection of different joints thresholds, for example by means of springs, but a parallel connection of the position adjustment of the thresholds in the region of the joint. If it comes with such a parallel circuit to break a single point of attachment, so can still be adjusted and controlled in their position, the other joints sleepers. This is not possible with the conventional series connections (system “Stog” and system of "BWG"). If it comes here to break a single control element of the control device, then the entire position positioning of all other joints sleepers, or behind one another hung panels fails.
  • a control device designed as a swing-arm construction can be well designed as positively controlled control. This works even more reliable.
  • the threshold (s) and / or trusses will or will not move until certain constraining forces have been built up in the structure. This can be controlled selectively, for example by performing the fastenings of the threshold (s) on the trusses in the form of clamps or the like.
  • the storage of the trusses can be carried out as well.
  • the construction will only move in the desired manner when certain constraints have set in the construction, the clamping or Overcome holding forces. If the constraints are then reduced by a certain amount of movement (s), the movement ends again by itself.
  • a control cross-piece extending parallel to the at least one rail is arranged below the at least one joint threshold. This serves to adjust the position of the joint sleepers. It can be used for load transfer. However, this is preferably not done, since in this way control and load transfer are carried out separately from one another and the desired behavior of the construction is set particularly reliably.
  • the control beam with the at least one joint threshold shear-resistant with the interposition of a gap is connected so that they possible no vertical pressure loads from the joint threshold or the Joint sleepers absorbs.
  • the at least one joint sleeper can be fastened to the control crosspiece with the aid of a drawbar so that the joint sleeper is clamped against at least one control crossbeam. So it is possible to adapt the transitional construction specifically to the existing displacements and rotations in the building. In such a way that tensile forces in the rail attachment points at the joint sleepers or expansion thresholds in the area of the joint edges can be avoided or kept below the permissible values.
  • the trusses are held by means arranged in the truss box NOTEkipplagern. So a great freedom of movement is given. They can be designed as a particularly stiff spherical bearing, so as to produce at the lateral edges of the transition structure, ie the load application points of the trusses, particularly high, in particular vertical, stiffness. As a result, the entire transition structure deforms considerably less and thus introduces considerably reduced tensile forces into the rail fastening points in comparison with the prior art.
  • the mandatkipplager can also be designed as a plain bearing in turn, if in these areas, the trusses are to be kept displaceable.
  • the control beam of a swivel rail construction rotatably but immovably held. It is particularly expedient if such a fixed joint threshold is located in the middle of the joint.
  • the movement of the joint sill (s) can be divided symmetrically in the transition structure, whereby the joint sill, together with the traverse to which it is attached, can move back and forth in the joint.
  • At least one further joint sill in its position on one of the trusses preferably the control beam of a swivel-type crane construction can be held rotatably and displaceably. This can be in addition to the non-displaceably held on the control crossbar joint threshold further joints sleepers, which can then be moved back and forth on the truss, so as to take into account the opening or closing movements of the joint.
  • the transitional construction serves to support two rails.
  • two swiveling traverses are then expediently arranged in the transitional construction in such a way that, when installed, they are arranged in the center of the joint below the respective rail and obliquely with respect to the longitudinal axis of the transitional structure. This is so that the swiveling crosses in plan view cross the rails in the center of the joint. If then also arranged in the center of the joint seam threshold is held immovably on one of the swivel rail construction, it can be generated by this type a symmetrical distribution of the movements of the trusses in the transition structure. It is therefore a self-centering transitional construction.
  • a control traverse extending in the longitudinal axis of the transitional construction is then arranged between the two pivoting traverses.
  • the control beam should move parallel to the rails within the transition structure. It thus ensures that the joint sleepers fastened in it set the same joint distances between the joint sleepers during movement of the pivoting traverses and these do not move laterally.
  • the transitional construction has an even number of joint sleepers, but at least two. Of which, at least one of the joint center adjacent grout threshold should be fixed immovably on at least one of the trusses, the remaining (n) Fugenschwelle (s) in Traversenlijnscardi slidably on the trusses (5, 6, 7) is attached or are.
  • the transition structure has an odd number of joints, but at least three.
  • at least one joint threshold should be arranged in the middle of the traverse or the center of the joint gap and fixed there immovably on the trusses.
  • the rest of the joint sleepers should be slidably mounted on the trusses in the longitudinal direction of the trusses.
  • an edge threshold is non-displaceably arranged on the truss box or on the truss boxes of the respective joint side, which in turn each has at least one rail fastening, in which the rail can move relative to the edge rail in rail longitudinal axis.
  • the trusses and the at least one joint threshold or more joint sleepers with the interposition of spring bodies, for example made of elastomer in the respective mounting and / or storage points are connected to each other with little constraint.
  • the entire system of the transitional design can be designed as a torsionally constraining overall design that has a large safety buffer for unplanned or unanticipated loads.
  • Further education flexible sealing profiles for sealing the gap are arranged between the thresholds. So a similar high sealing of the joint gap can be achieved as with a plate.
  • the sealing profiles can also have a sound-damping effect.
  • the transitional construction is designed as a completely assembled assembly that can be installed in one piece in the railway bridge.
  • the invention extends not only to the transition structure as such but also to a railway bridge equipped with such a transition structure.
  • This has a joint between two mutually movable components, wherein over the joint at least one rail comprehensive track and a transition structure according to the invention is arranged.
  • the truss boxes of the transitional construction are fastened to the components of the bridge which form the joint and are preferably embedded in them. It comes thus to a direct load introduction of the transition structure in the joints forming components of the railway bridge forces without this part of the track body, such as the sleepers or the fixed roadway are structurally loaded by the transition structure. This reduces the wear on the track components and also represents an effective measure to reduce the wear of the transition structure itself.
  • the railway bridge has a maintenance passage in the area of the joint to be bridged by the transition structure, which is designed so large that maintenance and / or repair work on the transition structure can be carried out from below.
  • a maintenance passage in the area of the joint to be bridged by the transition structure which is designed so large that maintenance and / or repair work on the transition structure can be carried out from below.
  • the flexural rigidity of the transition structure in the longitudinal direction is designed so large that upon rotation of the joint forming components of the railway bridge in their condition, set due to the associated height offset in the rail attachment points of the joint threshold (s) and / or edge thresholds no tensile forces, the greater than 20 kN.
  • the stiffness of the transition structure is thus targeted so targeted that the desired maximum forces are not exceeded in the rail fastening points.
  • FIG. 1 a first embodiment of a transition structure 1 according to the invention for supporting at least one rail 2 in the region of a joint 3 of a railway bridge 4.
  • the transitional structures according to the invention have three displaceably mounted trusses 5, 6, 7.
  • a centrally arranged in the joint 3 threshold 8 is fixed, which will be referred to in the following because of their arrangement in the joint 3 as a joint threshold.
  • FIG. 7 shown second embodiment of the transition structure according to the invention not only a joint threshold 8, but this embodiment has a total of three joints sleepers 8, 9 and 10, which are all mounted on the trusses 5, 6 and 7.
  • edge edges 11 and 12 are arranged immovable adjacent to the joint sleepers.
  • a swivel head construction is used as the control device 14, so that the trusses 5, 6, 7 ultimately also form the control device 14. Not only the traverses but also the control device below the joint sleepers 8, 9, 10 are arranged according to the invention. This is independent of whether it is a swivel handle construction or another type of control device such as spring or scissors construction.
  • the embodiments shown here have a total of four truss boxes.
  • three truss boxes 15, 16 and 17 are arranged on the left side, in which the left ends of the trusses 5, 6, 7 are held.
  • a common truss box 18 is arranged, which receives the three right ends of the three trusses 5, 6, 7 and in which these ends are held.
  • the left in the diagram arranged truss boxes 15, 16, 17 are connected by sheet metal pieces 19 together to form an assembly anchored by means of anchoring webs 20 in the left joint 3 forming member 21 of the railway bridge 4 or in the right the joint 3 forming member 22 of the railway bridge 4 , or in concrete in the presently shown embodiment, can be.
  • the joint 3 forming components 20 and 21 of the railway bridge 4 are for better understanding of the invention only hinted at here.
  • Fig. 1 and Fig. 7 shown embodiments to a control device 14 in the manner of a swivel handle construction.
  • the trusses 6 and 7 are designed as swivel traverses, which are pivotally mounted in the truss boxes 16, 17 and 18.
  • the cross member 5 acts as a control beam which in particular in the embodiment of Fig. 7 ensures that when pivoting the swivel traverses 6 and 7, the slidably mounted thereon sleepers 9 and 10 can move rectified in their distance on the trusses 5, 6 and 7 and do not make left or right emigrating obliquely.
  • the joint sleepers 8, 9 and 10 are each secured by means of a drawbar 23 to the control beam 5, that a gap of a few millimeters height between the traverse 5 and the respective joint sleeper 8, 9, 10 is present in the assembled state ,
  • the control beam 5 thus assumes no pressure loads from the joint sleepers 8, 9, 10 but only serves to adjust the control of the device in the sense that the distances between the thresholds 8, 9, 10, 11, 12 are set uniformly.
  • the two trained as a swivel traverse trusses 6, 7 take on the other hand, the vertical load transfer. They are pivotally connected via pins with the joint sleepers 8, 9, 10 and the two edge sleepers 11, 12.
  • spring bodies 25 are in all attachment points of the trusses and the trusses 5, 6, 7 and the sleepers 8, 9, 10, for example. made of elastomer.
  • the entire transitional structure 1 is between the movable joints sleepers 8, 9, 10 and the edge sleepers 11 and 12 each have a flexible sealing member 26 is attached.
  • the movement of the joint 3 is symmetrically received by the transition structure 1 so that the trusses 5, 6, 7 and also the sleepers 8, 9, 10 move uniformly with respect to the joint 3.
  • a railway bridge 4 which has a bridge support 31 and abutment 32 and 33, wherein inventive transitional structures 1 between the bridge girder 31 and the respective abutment 32 and 33 is arranged so that the rail 2 in the region of the joint 3 through the transition structure 1 according to the invention is supported.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bridges Or Land Bridges (AREA)
  • Railway Tracks (AREA)
EP14713471.2A 2013-03-28 2014-03-28 Übergangskonstruktion und eisenbahnbrücke mit einer solchen übergangskonstruktion Active EP2978897B1 (de)

Priority Applications (4)

Application Number Priority Date Filing Date Title
PL14713471T PL2978897T3 (pl) 2013-03-28 2014-03-28 Konstrukcja przejazdowa i most kolejowy z taką konstrukcją przejazdową
RS20190028A RS58288B1 (sr) 2013-03-28 2014-03-28 Prelazna konstrukcija i železnički most sa takvom prelaznom konstrukcijom
SI201431036T SI2978897T1 (sl) 2013-03-28 2014-03-28 Prehodna konstrukcija in železniški most s tako prehodno konstrukcijo
HRP20182157TT HRP20182157T1 (hr) 2013-03-28 2018-12-19 Prijelazna konstrukcija i željeznički most s takvom prijelaznom strukturom

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013205573.0A DE102013205573A1 (de) 2013-03-28 2013-03-28 Übergangskonstruktion und Eisenbahnbrücke mit einer solchen Übergangskonstruktion
PCT/EP2014/056252 WO2014154850A1 (de) 2013-03-28 2014-03-28 Übergangskonstruktion und eisenbahnbrücke mit einer solchen übergangskonstruktion

Publications (2)

Publication Number Publication Date
EP2978897A1 EP2978897A1 (de) 2016-02-03
EP2978897B1 true EP2978897B1 (de) 2018-10-17

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EP14713471.2A Active EP2978897B1 (de) 2013-03-28 2014-03-28 Übergangskonstruktion und eisenbahnbrücke mit einer solchen übergangskonstruktion

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EP (1) EP2978897B1 (el)
JP (1) JP6074541B2 (el)
KR (1) KR102237564B1 (el)
CY (1) CY1121103T1 (el)
DE (1) DE102013205573A1 (el)
DK (1) DK2978897T3 (el)
ES (1) ES2703949T3 (el)
HR (1) HRP20182157T1 (el)
LT (1) LT2978897T (el)
MX (1) MX2015013726A (el)
PL (1) PL2978897T3 (el)
PT (1) PT2978897T (el)
RS (1) RS58288B1 (el)
RU (1) RU2643115C2 (el)
SI (1) SI2978897T1 (el)
TR (1) TR201819527T4 (el)
UA (1) UA116647C2 (el)
WO (1) WO2014154850A1 (el)

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DE102015200419A1 (de) * 2015-01-14 2016-07-14 Maurer Söhne Engineering GmbH & Co. KG Überbrückungsvorrichtung für eine bewegliche Brücke und bewegliche Brücke mit einer solchen Überbrückungsvorrichtung
CN107201715A (zh) * 2017-06-30 2017-09-26 中铁二院工程集团有限责任公司 高墩大跨混凝土连续梁桥的横向刚度控制方法及桥梁
CN109930437B (zh) * 2019-03-18 2023-12-19 中铁第四勘察设计院集团有限公司 一种跨座式单轨区间道岔梁接车站的过渡系统
DE102020201076B3 (de) 2020-01-29 2021-05-20 Maurer Engineering Gmbh Übergangskonstruktion zur Überbrückung einer Bauwerksfuge
CN111733694B (zh) * 2020-07-03 2022-04-05 中国铁道科学研究院集团有限公司铁道建筑研究所 大跨度铁路钢桥的梁轨一体化伸缩装置及其设计方法
DE102021205982A1 (de) * 2021-06-11 2022-12-15 Maurer Engineering Gmbh Überbrückungskonstruktion zur Abstützung wenigstens einer Fahrschiene einer Eisenbahn-Fahrbahn im Bereich einer Bauwerksfuge und Eisenbahnbauwerk mit einer solchen Überbrückungskonstruktion

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JP2016514775A (ja) 2016-05-23
PL2978897T3 (pl) 2019-04-30
PT2978897T (pt) 2019-01-29
TR201819527T4 (tr) 2019-01-21
SI2978897T1 (sl) 2019-02-28
LT2978897T (lt) 2019-02-11
WO2014154850A1 (de) 2014-10-02
KR20150139557A (ko) 2015-12-11
CY1121103T1 (el) 2019-12-11
JP6074541B2 (ja) 2017-02-01
DK2978897T3 (en) 2019-01-28
RS58288B1 (sr) 2019-03-29
KR102237564B1 (ko) 2021-04-08
MX2015013726A (es) 2016-08-11
UA116647C2 (uk) 2018-04-25
EP2978897A1 (de) 2016-02-03
ES2703949T3 (es) 2019-03-13
RU2643115C2 (ru) 2018-01-30
RU2015142446A (ru) 2017-05-03
HRP20182157T1 (hr) 2019-02-22
DE102013205573A1 (de) 2014-10-02

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