EP3722503B1 - Dispositif d'alignement permettant d'aligner des rails sur une voie ferrée - Google Patents

Dispositif d'alignement permettant d'aligner des rails sur une voie ferrée Download PDF

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Publication number
EP3722503B1
EP3722503B1 EP20168463.6A EP20168463A EP3722503B1 EP 3722503 B1 EP3722503 B1 EP 3722503B1 EP 20168463 A EP20168463 A EP 20168463A EP 3722503 B1 EP3722503 B1 EP 3722503B1
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EP
European Patent Office
Prior art keywords
track
rail
clamping
aligning device
lifting
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EP20168463.6A
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German (de)
English (en)
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EP3722503A1 (fr
Inventor
Alois Schranz
Christoph SCHRANZ
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Schranz Bahntechnik GmbH
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Schranz Bahntechnik GmbH
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/04—Lifting or levelling of tracks
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/06—Height or lateral adjustment means or positioning means for slabs, sleepers or rails

Definitions

  • the invention relates to an alignment device for aligning at least one rail in track construction on slab track, having a support block with a track inner section, a track outer section and a rail receptacle, a first lifting unit which has a first central axis and for lifting the support block in the direction of the first central axis is formed, a second lifting unit which has a second central axis and is formed for lifting the support block in the direction of the second central axis, the support block having a transverse axis which is essentially perpendicular to the first central axis, the rail receptacle having a bearing surface for a rail foot , which encloses a fixed preset angle of attack with the transverse axis, the rail holder being arranged rigidly between the inner track section and the outer track section, the first lifting unit being arranged in the inner track section of the support block and the the second lifting unit is arranged in the track-outside portion of the support block, and wherein the rail seat is formed as a recess in
  • Track construction usually takes place in three steps. In a first step, a track trough is prefabricated. The track trough is usually designed as a foundation with a U-shaped cross section. The production of the track trough is carried out in compliance with rough tolerances which have to be compensated for by the alignment device.
  • the tracks are then aligned and fixed in the track trough before it is then cast with suitable materials such as concrete or asphalt.
  • suitable materials such as concrete or asphalt.
  • the rails or their support structures are firmly enclosed by the casting material.
  • the potting material then hardens, resulting in a firm, form-fitting and/or material-to-material bond. After the grouting material has hardened, the tracks are fixed.
  • Alignment devices are known for aligning the rails, which allow an exact alignment of the position of the rails. Furthermore, the aligned position is ensured by the alignment device until the construction work is completed. Due to the harsh construction site environment, there are special stability requirements for the alignment devices. Construction site transports are already being carried out over the tracks that have not yet been poured. The casting is often done by a casting carriage driving on the aligned rails. Especially when building track systems for high-speed lines, there are high accuracy requirements for the alignment of the rails. This requires the rails to be aligned in terms of height, relative lateral position to the track trough, superelevation, rail inclination and gauge.
  • the rails are usually inclined around their longitudinal axis at a defined angle to the middle of the track.
  • the rail on the outside of the curve is elevated relative to the rail on the inside of the curve. Even in the case of such an increase, the rail inclination towards the center of the track must be ensured.
  • a lifting reporting system for slab track for railway vehicles comprising two height-adjustable lifting devices arranged under the first and second rail of the track.
  • the height is adjusted using two lifting spindles, which are attached to the lifting devices on the inside and outside of the track.
  • the lifting spindles are arranged offset relative to a longitudinal axis of the rail to be aligned.
  • the rail is mounted on a pivot bearing of the hoist and about its longitudinal axis pivotable.
  • the track width i.e. the relative distance between the rails on a track, is set using a track keeping element.
  • the track keeping element is hooked into the retaining brackets of the lifting devices that determine the rail inclination.
  • the retaining clips are sensitive to damage, as a result of which reusability and accuracy of the alignment can be impaired.
  • the receiving surfaces of the retaining clips to which the tracking element is placed can be damaged in the event of repeated or improper handling, so that the setting of the angle of attack is no longer possible with sufficient accuracy.
  • the angle of attack is adjusted in combination with the connecting element. An individual adjustment of the angle of attack of only one rail is not possible.
  • the structure with the swivel bearing device is complex and error-prone. Due to the arrangement of the lifting spindles, the adjustment of a spindle inevitably results in a change in position along the rail or around several spatial axes, which makes alignment more difficult.
  • a device for lifting and straightening tracks of the slab track which has a one-piece traverse.
  • the traverse is designed in such a way that it reaches under both rails of the track at the same time and fixes them to one another.
  • the device is lifted via lifting spindles arranged inside the track.
  • the high weight and the great length of the device make it difficult to use on construction sites.
  • an individual alignment of a single rail is possible only with difficulty.
  • the ends of the traverse are flattened, resulting in stability problems.
  • due to the support which only takes place inside the track, bending stresses and unfavorable force curves in relation to the alignment device can arise.
  • a support device which has a support plate provided with bearing surfaces which are tilted according to the inclination of a rail.
  • Support bolts of the support device are screwed into screw holes provided on inner and outer end sides of the support plate to adjust a height of the support plate by changing the screwing state.
  • An inside press and an outside press independently press the rail against the support plate.
  • JP-H-0674604 shows a generic alignment device for aligning rails in track construction.
  • the alignment device In the case of alignment devices of the type mentioned at the outset, it is generally desirable for the alignment device to be resistant to damage, to have great stability, to be easy to handle and to enable at least one rail of a track to be aligned reliably and precisely.
  • the invention solves the problem with an alignment device of the type mentioned by a clamping device, which is arranged on a side outside the track and is designed to apply a clamping force in a first clamping direction, which acts parallel to the transverse axis in the direction of the track inner section, and a second clamping direction, which acts in the direction of the contact surface, to be applied to a rail accommodated in the rail receptacle.
  • the rail is held in the rail mount.
  • the rail mount is preferably designed to absorb forces acting on the rail.
  • the rail is particularly preferably fixed in its position on the rail mount. Due to a rigid arrangement of the rail mount, its position relative to the section on the inside of the track and the section on the outside of the track is fixed.
  • the support block is preferably designed in one piece. It is also preferable for the rail receptacle, the section on the inside of the track and the section on the outside of the track to be connected to one another in a form-fitting, material-fitting and/or friction-fitting manner. Such an embodiment makes it easier to adapt the alignment device to different track systems.
  • the section on the inside of the track points in the direction of the middle of the track and the section on the outside of the track points in the direction of a side wall of the track trough.
  • a track is formed by two substantially parallel rails spaced transversely to their longitudinal axes.
  • the gauge designates a distance between mutually facing surfaces on rail heads of the respective rails of a track, with the center of the track bisecting the gauge.
  • the first lifting unit and extends from a first side of the support block through the inboard portion of the support block and protrudes from the support block on a second side.
  • the rail mount is located on the first side of the support block.
  • the first lifting unit and/or the second lifting unit can be actuated from the first side of the alignment device.
  • the aligning device is lifted in the direction of the first side.
  • the alignment device is lifted by means of the first lifting unit along the first Central axis, so that the alignment device is preferably lifted by the first lifting unit relative to a bottom of the track trough.
  • the second lifting unit extends from the first side through the outboard portion of the support block.
  • the alignment device is lifted with the aid of the second lifting unit along the second central axis, with the first central axis of the first lifting unit and the second central axis of the second lifting unit preferably being parallel.
  • the alignment device can be lifted while a position of the first central axis and a position of the second central axis is fixed.
  • the inclination of the alignment device can preferably also be varied by actuating a single lifting unit. This makes it possible to adjust the rail inclination of a rail held in the rail holder.
  • the track inner section of the support block and/or the track outer section of the support block has a first or second internal thread that is designed to receive a corresponding external thread of the first lifting element and/or a corresponding external thread of the second lifting element.
  • the first lifting element and/or the second lifting element can preferably be designed as a lifting spindle, hydraulic lifter, pneumatic lifter and/or mechanical lifter.
  • the first lifting element and/or the second lifting element is/are preferably designed to lower the alignment device, the lowering being a movement in the opposite direction to the lifting.
  • the first lifting unit is preferably accommodated in a first lifting receptacle which is fixed relative to the rail receptacle.
  • the position or position of the lifting mount relative to the rail mount is therefore preferably unchangeable.
  • the lifting mount can be a threaded hole into which the lifting unit can be screwed. If the lifting unit is accommodated in the lifting receptacle, this is preferably likewise fixed in its position in at least one plane relative to the rail receptacle. It should be understood that lifting is still possible.
  • a lifting axis of a lifting spindle can be fixed in its position and still allow lifting by screwing the lifting spindle further in or out.
  • the second lifting unit can be accommodated in a second lifting receptacle which is fixed relative to the rail receptacle.
  • the first lifting unit and/or the second lifting unit are preferably connected to the support block without play and/or can be connected to the support block without play.
  • the rail mount is particularly preferably rigid and/or free of play.
  • a rigid rail seat substantially prevents relative movement of a rail mounted on the rail seat relative to the support block.
  • the rail mount is preferably made of a rigid, unyielding material, in particular steel.
  • a Resistance to deformation of the rail mount is greater than or equal to the resistance to deformation of common rail materials.
  • the alignment device By arranging the first lifting unit in the section on the inside of the track and the second lifting unit in the section on the outside of the track, a uniform introduction of force can be ensured.
  • the alignment device is loaded with forces in the region of the rail receptacle. Due to the arrangement of the rail mount between the first lifting unit and the second lifting unit, bending moments resulting from the load can be supported on both sides and tilting of the alignment device is avoided. By distributing the forces between the first lifting unit and the second lifting unit, the load to be borne by the respective lifting unit can be reduced.
  • a first material forming the alignment device is preferably a metal, particularly preferably steel. Steel enables economical production, while ensuring that the alignment device has sufficient resilience.
  • the first lifting element and/or the second lifting element can be dismantled from the support block.
  • the lifting elements can preferably be assembled in such a way that a position of the first central axis of the first lifting unit and/or the second central axis of the second lifting unit can be reproduced.
  • the first lifting unit and/or the second lifting unit each has a securing element which secures the first lifting unit or the second lifting unit against displacement.
  • the securing element can be designed as a lock nut that secures a thread against twisting.
  • the support block preferably has an extension in the direction of the first central axis in a range from 40 mm to 100 mm, particularly preferably 50 mm to 70 mm. An extension in the mentioned area, with sufficient mechanical stability, ensures that the alignment device can be dismantled after the casting.
  • the angle of attack is in a range from greater than 0° to 8°, preferably greater than 0° to 4°, particularly preferably 1.4° to 2.9°.
  • the angle of attack is the angle measured between the transverse axis of the support block and the bearing surface.
  • the transverse axis of the support block is when used in accordance with the invention of the alignment device perpendicular to a longitudinal axis.
  • the angle of attack defines an inclination of the rail.
  • the angle of attack is preferably 1.43° or 2.86°, which corresponds to a gradient ratio of the contact surface of 1:40 or 1:20.
  • a longitudinal axis of the alignment device is essentially perpendicular to the first central axis of the first lifting unit and to the transverse axis of the support block, the first central axis and the second central axis being arranged in a bearing plane perpendicular to the longitudinal axis.
  • a rail is arranged in the rail receptacle such that a longitudinal axis of the rail is parallel to the longitudinal axis of the alignment device.
  • the first central axis and the second central axis are preferably parallel and define a bearing plane.
  • the alignment device can be moved translationally and/or rotationally in the storage plane by the first lifting unit and/or the second lifting unit.
  • the alignment device is lifted by simultaneous actuation of the first lifting unit and the second lifting unit.
  • the aligning device can be rotated or rotated and lifted in the storage plane by operating only one lifting unit or uneven operation of the first lifting unit and the second lifting unit.
  • the rotation of the alignment device in the storage plane can also take place simultaneously with a translatory movement. Due to the preferred perpendicular arrangement of the bearing plane to the longitudinal axis, it is possible to adjust the absolute inclination of the support surface relative to the horizontal without causing the alignment device to incline in a different spatial direction.
  • the bearing plane is rotated around a vertical axis and/or shifted in parallel but not tilted.
  • the first lifting unit and the second lifting unit can preferably be actuated in opposite directions.
  • an inclination of the support surface can be varied without causing a change in the height of the alignment device relative to the track trough.
  • the preferred embodiment enables an isolated adjustment of the angle of attack of a rail.
  • the central axis of the first lifting unit and/or the central axis of the second lifting unit is substantially perpendicular to the second side of the support block. This enables particularly simple alignment and particularly simple handling, since correct alignment of the rails can be checked using simple means.
  • the rail mount has a side stop which is arranged on the inside of the track of the rail mount and has a stop surface, and wherein a stop angle between the stop surface and the bearing surface is less than 90°.
  • the side stop is preferably designed for this purpose to prevent a relative movement of a rail arranged on the support surface to the support surface in the direction of the side stop.
  • the lateral stop is particularly preferably designed as an elevation which adjoins the bearing surface.
  • the stop surface is a surface of the side stop that faces the support surface.
  • the angled arrangement of the stop surface results in a counterforce which acts at least partially in the direction of the support surface.
  • the stop surface is particularly preferably formed at a distance from the support surface. A cross-section of the stop can essentially represent a negative of a lateral foot of the track.
  • the indentation preferably extends into the support block in the direction of the first central axis. More preferably, the indentation extends completely through the support block in a direction transverse to the first central axis and transverse to the transverse axis.
  • the support block can be formed in one piece.
  • a one-piece support block has a short manufacturing tolerance chain and thus enables exact alignment of rails.
  • the support block is rigid.
  • a rigid support block deforms only slightly or not at all during alignment and thus allows exact alignment of the rails.
  • steel is rigid compared to flexible elastomers.
  • the bearing surface and side stop may be integrally formed. Manufacturing of the alignment device can thus be simplified.
  • the support block can be made in one piece, with the rail mount being made by milling. Set-up times during production are reduced.
  • the depression has a lateral cavity which extends in the direction of the section on the inside of the track and is designed to at least partially enclose a foot section of a rail on the inside of the track.
  • the profile of the lateral cavity preferably has essentially a negative shape of a section of a rail foot.
  • the rail foot can thus be placed on the support surface and pushed into the lateral cavity with a lateral section. Partial enclosing restricts movements of the rail in several spatial directions. For example, this can cause the track to slip out be prevented in the event of a tilting moment occurring.
  • One surface of the depression is preferably the stop surface of the side stop.
  • a first surface of the side stop can be perpendicular to the support surface and the stop surface can connect to this first surface.
  • Creating the lateral cavity can be facilitated by spacing the abutment surface from the bearing surface. For example, bottlenecks in the cavity are avoided, which allows the use of larger production tools.
  • the clamping device is used to clamp a rail to the alignment device.
  • the alignment device is particularly preferably designed to fix a rail on the support surface and against the side stop.
  • the clamping device can be designed as a mechanical, hydraulic, pneumatic and/or form-fitting clamping device. Lever mechanisms, clamping devices with clamping screws, mechanical bolts or spring clamping elements are preferred, for example in the sense of a non-exhaustive list. Due to the arrangement on the outside of the track, the bearing surface is arranged between the section on the inside of the track and the clamping device.
  • the support device is particularly preferably located between the clamping device and the side stop.
  • a rail By applying the clamping force in the direction of the section inside the track, a rail can be clamped against the side stop when used according to the invention, so that a frictional force counteracts relative movements between the stop surface and the rail foot. Due to the preferred angular position between the contact surface and the stop surface, the frictional force acts at an angle to the contact surface.
  • the second clamping direction acts in the direction of the support surface in such a way that a rail arranged on the support surface is clamped on the support surface. Due to the clamping force, a frictional force between the bearing surface and the rail foot counteracts a relative movement of the rail to the rail mount.
  • the clamping force can preferably act simultaneously in the first clamping direction and the second clamping direction, with the direction of the clamping force being determined by the clamping device.
  • the clamping device can also be designed to at least partially enclose a rail foot and/or to be a negative form of a rail foot.
  • both the resultant force of the lateral stop acts on the rail foot and the clamping device acts on the rail foot at least partially in the direction of the bearing surface. This counteracts lifting of the rail foot and tilting of the rail foot.
  • the clamping device can preferably be dismantled from the support block. Further preferably, the clamping device in an open state, arranging a Allow rail on bearing surface. For example, a lever mechanism can be opened and the splint placed on the support surface.
  • the alignment device has a clamping jaw with a clamping surface that extends at least partially over the bearing surface in a clamped state.
  • the clamping jaw is the part of the clamping device that is designed to contact a rail.
  • the clamping surface is the surface that touches the foot of the rail.
  • a clamping angle between the clamping surface and the bearing surface is preferably 90° or less.
  • the clamping angle can be in a range from 0° to less than 90°, preferably 30° to 70°, particularly preferably 30° to 60°.
  • a rail foot in the clamped state is at least partially surrounded by the clamping device in the region of the clamping device.
  • a rail foot is particularly preferably at least partially surrounded by the side stop on a first side and at least partially surrounded by the clamping device and the rail receptacle on a second side, so that the rail is prevented from being lifted off by a positive fit.
  • a width of the bearing surface, measured parallel to the bearing surface in a direction between the inner track section and the outer track section, is preferably greater than a maximum width of a rail foot.
  • the clamping device has a clamping screw with a shank, it being possible for a threaded section of the shank to be screwed into a corresponding clamping thread on the support block.
  • the clamping device is designed as a mechanical clamping device.
  • the support block has clamping threads disposed on an outboard side of the bearing surface and adapted to receive the threaded portion of the shank.
  • the clamping jaw preferably has a through hole which extends from the clamping surface to an opposite side of the clamping jaw.
  • the shank of the clamping screw can be partially arranged in the through bore of the clamping jaw being.
  • the clamping jaw can thus be screwed to the support block, with a distance between the clamping surface and the bearing surface being determined by the screwing-in depth of the clamping screw.
  • the clamping jaw particularly preferably has a second concentric blind hole, which is arranged on the side of the clamping jaw opposite the clamping surface, so that a screw head of the clamping screw can be accommodated in the blind hole. By arranging the screw head in a blind hole, the screw head can be protected from damage.
  • the rail mount has a second depression, the second depression being arranged on the outside of the track of the rail mount.
  • the clamping jaw can be accommodated at least partially in the second depression, so that an adjustment range of the clamping device is increased.
  • the clamping threads in the support block extend at least partially through the support block below the bearing surface.
  • a clamping axis angle between the bearing surface and a clamping axis K is preferably in a range from 0° to 90°, preferably 20° to 70°, particularly preferably 30° to 60°.
  • the clamping angle is preferably determined by the clamping axis angle, which defines the direction of the resulting force of the clamping screw on the clamping jaw.
  • the clamping surface of the clamping jaw is essentially perpendicular to the clamping axis of the clamping thread.
  • the clamping force acting in the clamping screw is essentially perpendicular to a longitudinal screw axis of the clamping screw, as a result of which loading of the clamping screw, for example due to bending moments that occur, is minimized.
  • the clamping jaw is preferably in contact with a guide surface of the support block, which is essentially perpendicular to the clamping surface.
  • the guide surface is particularly preferably parallel to the clamping axis of the clamping thread.
  • the clamping jaw can preferably slide relative to the guide surface. Lateral forces on the clamping jaw are supported via the guide surface, so that bending stresses on the clamping screw are avoided.
  • the guide surface simplifies reproducible assembly of the clamping device.
  • the clamping jaw has a securing element for securing against loosening of the clamping device.
  • the securing element can, for example, counteract loosening of the clamping screw caused by vibrations that occur.
  • the clamping jaw has a safety hole into which a safety element is inserted.
  • the locking hole at least partially intersects a through hole for the clamping screw, so that the locking screw is secured against twisting with a locking pin that is inserted into the locking hole.
  • the clamping jaw preferably has a driver which is designed to couple the clamping jaw to the clamping screw.
  • the driver is preferably designed in such a way that it allows the clamping screw to rotate in the clamping jaw and couples the clamping jaw to the clamping screw in the direction of a longitudinal axis of the screw.
  • the clamping device can thus be designed as a unit, with the clamping jaw being lifted off the rail by loosening the clamping screw.
  • the driver is particularly preferably designed as a pin that is inserted into a driver bore in the clamping jaw, which partially intersects the through bore for the clamping screw, and a corresponding recess in the clamping screw, with the recess of the clamping screw being a lateral surface of an unthreaded section of the shank of the clamping screw cuts.
  • an adjustable side support for aligning the alignment device relative to a side wall of a track trough is arranged on a track-outside side of the track-outside section.
  • the side support enables the alignment device to be aligned in a direction essentially perpendicular to the first central axis.
  • the lateral support thus enables the track gauge of the track to be adjusted.
  • transverse forces that occur can be diverted via the side support into the side wall of the track trough, so that the lifting unit is not significantly loaded by the transverse forces. This avoids the alignment device being displaced in the direction of the transverse axis and/or the lifting devices being damaged.
  • the side support can preferably have a holder for fastening to the track trough.
  • the fastening element is designed, for example, as a hook that is hooked onto a corner of the track trough. Furthermore, the fastening element can be screwed or clamped to a side wall of the track trough.
  • the side support is preferably pivotable about a pivot axis parallel to the longitudinal axis.
  • the lateral support can be adapted to different configurations of the track trough by means of a swiveling design. If a height of the alignment device relative to a bottom of the track trough is changed by the first lifting unit and/or the second lifting unit, the side support can be pivoted so that the support relative to the side wall of the track trough is not significantly affected.
  • an embodiment of the connection of the side support to the support block as a bolt connection and/or as a ball joint is preferred.
  • the side support is preferably designed such that it can be fixed around the pivot axis.
  • the side support is fixed about an axis perpendicular to the pivot axis.
  • a fixed arrangement of the side support about an axis perpendicular to the pivot axis ensures a fixed arrangement of the side support in the direction of the transverse axis between the track trough and the support block. Handling of the alignment device can thus be made easier. Furthermore, transverse forces acting on the alignment device are introduced into the side support essentially perpendicularly to a central axis of the side support.
  • the side support includes a bracket, a first rod having a first threaded bolt, a second rod having a second threaded bolt, and a threaded sleeve connecting the first threaded bolt and the second threaded bolt.
  • the first rod is preferably screwed with its first threaded bolt into a first side of the threaded sleeve, while the second rod is screwed into the threaded sleeve with its threaded bolt on an opposite side.
  • the first threaded bolt, the second threaded bolt and the thread of the threaded sleeve are preferably designed in such a way that rotating the threaded sleeve about its longitudinal axis in a first direction reduces the screw-in depth of the threaded bolt.
  • the screw-in depth of the threaded bolt can be increased by rotating the threaded sleeve in a second direction, which is opposite to the first direction. This allows a safe and stable length adjustment of the side support.
  • the side support can have a protective sleeve.
  • the protective sleeve is preferably designed as a tube that has an inner diameter that is larger than an outer thread diameter of the first threaded bolt and/or the second threaded bolt, the protective sleeve being fixed to the threaded sleeve and extending at least partially over the first threaded bolt and/or extends the second threaded bolt.
  • the alignment device has a connecting bore which extends through the track-outer section substantially perpendicularly to the transverse axis and to the first central axis, a connecting element of the side support which has a first leg and a leg bore through the first leg, and a bolt. wherein the connecting bore and the leg bore are concentric and the bolt extends through the bores.
  • the connecting element is L-shaped and encloses the outer track section on one side. It is thus possible to ensure that a force is introduced into the side support which is essentially perpendicular to a central axis of the side support.
  • Pivoting of the connecting element about the bolt can preferably be possible in a first state, and in a second state the connecting element can be fixed to the section on the outside of the track.
  • the bolt can have an external thread and a corresponding threaded nut that fixes the leg against the section on the outside of the track.
  • the connecting element preferably has a second leg, with the leg bore extending through the first leg and the second leg.
  • the connecting element is preferably designed as a U-shaped connecting element.
  • the U-shaped connecting element can partially enclose the section on the outside of the track.
  • An inner clear width of the U-shaped element, measured in the direction of the leg bore, preferably corresponds to a corresponding width of the outer track section in a region of the connecting bore with a slight allowance, so that the U-shaped element can be pushed at least partially over the outer track section.
  • the allowance is preferably selected in such a way that simple assembly is ensured and a twisting of the U-shaped connecting element of the side support relative to the section on the outside of the track transversely to the longitudinal axis is essentially avoided.
  • the allowance is preferably in a range from 0.01 mm to 10 mm, particularly preferably 0.5 mm to 1.5 mm.
  • a region of the section on the outside of the track, in which the connecting hole is arranged, can preferably be designed as an eyelet. It is attached using a connecting bolt that is inserted into concentric holes in the eyelet of the outer section of the track or the U-shaped connecting element. Forces along a central axis of the connecting element can be transmitted. Pivoting is only possible around the central axis of the connecting hole.
  • the holder is preferably designed to be screwed to a side wall of a track trough and/or to be hooked onto a surface of the track trough.
  • a design of the holder as a hook allows a quick and easy installation of the alignment device on the side wall of the track trough.
  • the connection can be frictional, form-fitting and/or screwed.
  • a geometry of the holder is preferably designed in such a way that a pressure point of the holder is constant for different positions of the alignment devices in a track trough.
  • the holder can be designed in such a way that the pressure point between the holder and a side wall of the track trough is constant for different curve radii and superelevations of the rails.
  • the pressure point preferably lies on a longitudinal axis of the side support.
  • the hook has a kink extending towards the side wall of the track trough.
  • a fastening section for a coupling unit is arranged on a track-inner side of the track-inner section.
  • the attachment section for the coupling unit can be designed as an eyelet provided with a central bore, which is preferably rounded. Further preferably, the central bore is essentially parallel to the longitudinal axis of the support block. A depth of the fastening section and/or the connecting section can be less in the direction of the longitudinal axis than a corresponding depth of the support block in the area of the rail mount.
  • the first lifting unit is a first lifting spindle which has a first externally threaded portion which is at least partially screwed into a corresponding first internal threading of the inner track portion of the support block
  • the second lifting unit is a second lifting spindle which has a second externally threaded portion. which is at least partially screwed into a corresponding second internal thread of the outer track portion of the support block.
  • the first lifting spindle and/or the second lifting spindle have a lock nut which is provided to secure the lifting spindle against twisting.
  • the lock nut can be arranged on the first side of the support block.
  • the invention achieves the object mentioned at the beginning by an alignment system for lifting and aligning tracks, having a first alignment device, preferably according to one of the previously described preferred embodiments of an alignment device according to the first aspect of the invention, a second Alignment device, preferably according to one of the previously described preferred embodiments of an alignment device according to the first aspect of the invention, and a coupling unit, wherein the track inner portion of the first alignment device and the track inner portion of the second alignment device face each other, and wherein the first alignment device with the second alignment device connected through the coupling unit.
  • the first alignment device is preferably arranged on a first rail of a track to be aligned and the second alignment device is arranged on a second rail of the track to be aligned.
  • the first and second alignment devices are arranged in such a way that the inner track section of the alignment device points in the direction of the middle of the track.
  • the outboard portion of the first alignment device and the outboard portion of the second alignment device face opposite side walls of a track trough.
  • the first alignment device and the second alignment device are preferably arranged in such a way that they are at the same distance from a starting section of the track in a longitudinal direction of the track.
  • the transverse axis of the first alignment device and the transverse axis of the second alignment device are particularly preferably arranged parallel to one another.
  • the transverse axes of the alignment devices are congruent.
  • a coupling unit which connects the first alignment device and the second alignment device, is arranged between the inner-track section of the first alignment device and the inner-track section of the second alignment device.
  • a vertical position of the first alignment device and the second alignment device can be set independently via the respective lifting units of the alignment devices.
  • the first alignment device has a side support which supports the first alignment device against a first side wall of the track trough.
  • the second alignment device can also have a side support which supports the second alignment device against a second side wall of the track trough, this second side wall of the track trough being opposite the first side wall of the track trough.
  • a position of the first alignment device in the direction of the transverse axis can preferably be adjusted independently of the position of the second alignment device in the direction of the transverse axis.
  • the coupling unit can be pivoted about a first pivot axis that is parallel to a longitudinal axis of the first alignment device and/or about a second pivot axis that is parallel to a longitudinal axis of the second alignment device. With such a configuration, excesses be realized between the rails of a track in a curved area of the track.
  • the coupling unit can preferably be fixed in a secured state about the first pivot axis and/or the second pivot axis.
  • the length of the coupling unit is preferably adjustable.
  • a length-adjustable coupling unit can be used to adjust the track width of a track with the aid of the alignment system.
  • the length adjustment is particularly preferably stepless.
  • the length adjustment also enables the track width to be adjusted even if a connecting axis between the first alignment device and the second alignment device is not horizontal.
  • the coupling unit is preferably designed to brace the first alignment device and the second alignment device between the first side wall of the track pressure and the second side wall of the track trough. With such a configuration, a special security against a displacement of the aligned rails of the track can be achieved.
  • the coupling unit is fixed about a third pivot axis, which is perpendicular to the first pivot axis, and/or about a fourth pivot axis, which is perpendicular to the second pivot axis.
  • the coupling unit has a first coupling bolt, a second coupling bolt and a coupling sleeve connecting the first coupling bolt and the second coupling bolt.
  • the first coupling stud is connected to the in-track portion of the first alignment device and the second coupling stud is connected to the in-track portion of the second alignment device.
  • the connection is rotationally fixed.
  • the coupling sleeve is screwed onto the coupling threaded bolt.
  • a rotation of the coupling sleeve in a first direction about its longitudinal axis lengthens the coupling unit and a rotation of the coupling sleeve in a second direction, which is opposite to the first direction, causes a shortening of the coupling unit.
  • the coupling sleeve can be designed as a continuous sleeve or consist of coupling sleeve sections that are connected to one another via a connecting rod.
  • the threads of the side supports and/or the threads of the coupling unit are particularly preferably protected from damage and dirt by a protective sleeve.
  • the protective sleeve as Tube formed having an inner diameter that is larger than an outer thread diameter of a corresponding external thread with the coupling sleeve, wherein the protective sleeve is fixed to the coupling sleeve and extends over the corresponding external thread.
  • the object mentioned at the beginning is achieved by a method for aligning fixed-bed tracks with an alignment system according to one of the preferred embodiments of the second aspect of the invention described above, having at least one of the steps: arranging a first rail on the rail receptacle of the first alignment device; clamping the first rail onto the first alignment fixture; placing a second rail on the rail seat of the second aligner with the in-track portion of the second aligner facing the in-track portion of the first aligner; clamping the second rail onto the second alignment fixture; height adjustment of the first rail by the first and second lifting elements of the first alignment device; adjusting the height of the second rail by the first and second lifting elements of the second alignment device; Adjusting a rail inclination of the first rail by the first lifting element and/or the second lifting element of the alignment device; adjusting a rail inclination of the second rail by the first lifting element and/or the second lifting element of the second alignment device; adjusting a first lateral distance of the first alignment device from a side wall of
  • the alignment device according to the first aspect of the invention the alignment system according to the second aspect of the invention and the method for aligning fixed bed tracks according to the third aspect of the invention have the same and similar sub-aspects as particularly defined in the dependent claims are laid down, so that full reference is also made to the above description for the other preferred embodiments of the method.
  • An alignment device 2 has a support block 4 , a first lifting unit 6 and a second lifting unit 8 .
  • the support block 4 has a rail seat 10 , a section 12 on the inside of the track and a section 14 on the outside of the track.
  • the rail mount 10 is arranged on a first side 7 (upper side) of the support block 4 between the track inner section 12 and the track outer section 14 .
  • a rail 3 is accommodated with a rail base 5 in the rail mount 10 so that the rail base 5 rests on a bearing surface 9 of the rail mount 10 .
  • the first lifting unit 6 is arranged in the section 12 on the inside of the track and the second lifting unit 8 is arranged in the section 14 on the outside of the track.
  • a first central axis Z1 of the first lifting unit 6 is aligned essentially perpendicularly to the transverse axis Q of the support block 4 .
  • a second central axis Z2 of the second lifting unit 8 is perpendicular to the transverse axis Q of the support block 4 and parallel to the first central axis Z1.
  • Lifting by means of the first lifting unit 6 preferably takes place along the central axis Z1 and lifting by means of the second lifting unit 8 along the central axis Z2.
  • a height H measured between the bottom 11 of the track trough 13 and a second side 15 of the support block 4, changes as a result of the lifting. It should be understood that lifting can both increase and decrease the height H.
  • an angular position of the transverse axis Q relative to the bottom 11 of the track trough 13 can change as a result of the lifting.
  • the first lifting unit 6 has an actuating section 32 at a first end 28 which is preferably arranged on the first side 7 of the support block 4 .
  • the second lifting unit 8 can have an actuating section 34 at a second end 30 which is arranged on the first side 7 of the support block 4 .
  • the first lifting unit 6 and/or the second lifting unit 8 preferably extend from the first side 7 to the second Page 15 through the support block 4 and protrude from the support block 4 on both sides 7, 15.
  • the first lifting unit 6 is formed by a first lifting spindle 16 which has a first externally threaded section 20 .
  • the first externally threaded section 20 is partially screwed into a corresponding first internal thread 24 in the section 12 inside the track, with a length of the first externally threaded section 20 preferably being greater than a corresponding length of the first internal thread 24.
  • the second lifting unit 8 is formed by a second lifting spindle 18 which has a second external thread section 22 and is at least partially screwed into a second internal thread 26 in the section 14 on the outside of the track.
  • a length L2 of the second externally threaded section 22 is preferably greater than a corresponding length of the second internal thread 26.
  • the operating section 32 of the first lifting unit 16 and the operating section 34 of the second lifting unit 18 are designed here as an external hexagon. It is thus possible to actuate the actuating section 34 with the aid of a hand tool, for example an open-end wrench or a ratchet.
  • a hand tool for example an open-end wrench or a ratchet.
  • the first lifting spindle 16 has a first conical section 40 which adjoins the first externally threaded section 20 .
  • a conical section 42 of the second jackscrew 18 is arranged at a fourth end 38 and connects to the second externally threaded section 22 of the second jackscrew 18 .
  • the first conical section 40 tapers starting from the first externally threaded section 20 along the first central axis Z1.
  • the second conical section 42 tapers starting from the second externally threaded section 22 along the second central axis Z2.
  • the rail mount 10 is designed as a depression 44 which forms the bearing surface 9 in the support block 4 .
  • the bearing surface 9 encloses an angle of incidence ⁇ with the transverse axis Q, from which an inclination of the rail 3 in direction R parallel to the transverse axis Q results.
  • a height axis HA of the rail 3 also encloses the angle of incidence ⁇ with the first central axis Z1.
  • a side stop 48 adjoins the bearing surface 9 on a track inner side 50 of the rail mount 10.
  • the second side 15 of the support block 4 is preferably flat and parallel to the transverse axis Q.
  • the clamping device 46 is designed to apply a clamping force F to the rail foot 5, the clamping force F component-wise in a first clamping direction R1 and a second clamping direction R2 acts, the second clamping direction pointing in the direction of the bearing surface 9 .
  • the first clamping direction R1 is perpendicular to the second clamping direction R2 and points in the direction of the side stop 48.
  • the clamping device 46 is formed by a clamping jaw 54 and a clamping screw 56, with the clamping screw 56 extending through the clamping jaw 54.
  • a threaded section 58 of the clamping screw 56 is screwed into a clamping thread 60 of the support block 4 .
  • a clamping axis K of the clamping thread 60 encloses a clamping axis angle ⁇ with the transverse axis Q.
  • the terminal axis angle ⁇ has a range of 0 to 90°, preferably greater than 0° to less than 90°, preferably 20° to 70°, particularly preferably 30° to 60°.
  • a clamping surface 62 of the clamping jaw 54 touches the rail foot 5 and in the clamping position shown extends partially over the bearing surface 9.
  • the clamping surface 62 preferably encloses a clamping angle ⁇ with the bearing surface 9 which is 90° or smaller. In the illustrated embodiment, the clamping angle ⁇ is approximately 43.5° ( 2 ).
  • the clamping surface 62 is particularly preferably perpendicular to the clamping axis K.
  • the head 66 of the clamping screw 56 rests on the head side of the clamping jaw 54 , the head side being a side of the clamping jaw 54 opposite the clamping surface 62 .
  • the clamping jaw 54 can be moved along the clamping axis K of the clamping thread 60 , so that the clamping surface 62 is moved towards the rail foot 5 .
  • the clamping force 11 can be increased by screwing the clamping screw 56 into the clamping thread 60.
  • the clamping jaw 54 can be dismantled by removing the clamping screw 56 .
  • the clamping screw 56 can preferably be loosened in such a way that the clamping jaw 54 can be moved away from the rail foot 5 along the clamping axis K until the clamping surface 62 is no longer arranged over the bearing surface 9 .
  • a rail 3 can also be arranged in the rail receptacle 10 or removed from it without completely dismantling the clamping device 46 .
  • a recess 61 is arranged in the rail receptacle 10, which is designed to receive the clamping jaw 54 at least partially.
  • the recess 61 particularly preferably has a trapezoidal cross section.
  • the clamping thread 60 extends from the recess 61 into or through the support block 4.
  • a guide surface 63 of the support block 4 preferably extends parallel to the clamping axis K. Furthermore, the guide surface 63 is preferably perpendicular to the clamping surface 62. The guide surface 63 is designed to abut and to allow parallel sliding of the jaw 54. Forces on the clamping jaw 54 resulting from the clamping force F can be supported via the guide surface 63 so that bending stresses on the clamping screw 56 are avoided.
  • One preferably extends Securing bore 65 through the jaw 54, the securing bore 65 a through bore 67 for the clamping screw 56 at least partially intersects. By inserting a securing element (not shown in the figures) into the securing bore 65, the clamping screw 56 can be secured against twisting, as a result of which an undesired loosening of the clamping device 46 is avoided.
  • the rail receptacle 10 has a lateral cavity 90 which extends in the direction of the section 12 on the inside of the track.
  • the side stop 48 is formed by the side cavity 90 and has a stop surface 92 .
  • the inner cavity 90 can preferably be designed to accommodate a foot section 94 of the rail 3 on the inside of the track.
  • a cross section of the lateral cavity 90 is preferably a negative form of the foot section 94 on the inside of the track.
  • the abutment surface 92 is preferably at a distance from the bearing surface 9 , with an intermediate section 96 being arranged between the abutment surface 92 and the bearing surface 9 .
  • the stop surface 92 encloses the stop angle ⁇ with the bearing surface 9 .
  • the angle ⁇ preferably ranges from 0° to 90°, particularly preferably from 30 to 60°. If the foot section 94 on the inside of the track is arranged in the lateral cavity 90, the rail foot 5 can only be lifted off the support surface 9 in combination with a movement of the foot of the rail 5, which is directed parallel to the transverse axis Q in the direction of the section 14 on the outside of the track.
  • the rail foot 5 is preferably surrounded by the lateral stop 48 and the clamping device 46 in such a way that the rail 3 is prevented from being lifted off the support surface by a positive fit ( 1 ).
  • the rail 3 is displaced on the support surface 9 in the direction of the side stop 48 until the foot section 94 on the inside of the track touches the stop surface 92 .
  • the clamping force F is transmitted to the rail foot 5 via the clamping jaw 54 .
  • a resulting force FR is caused at the stop surface 92 and acts at least partially in the direction of the bearing surface 9 on the rail foot 5 .
  • a first fastening section 70 is arranged on the track inner section 12 on a track inner side 68, which in this exemplary embodiment is designed as a rounded eyelet 72 ( 1 ).
  • the eyelet 72 has a first connecting bore 74 which extends through the inner section 12 of the track essentially perpendicularly to the first central axis Z1 and essentially perpendicularly to the transverse axis Q.
  • a second connecting section 76 of the section 14 on the outside of the track is arranged on a side 78 on the outside of the track and is preferably designed as a rounded second eyelet 80 .
  • a depth T1 of the first attachment section 70 in the direction of a longitudinal axis SL is less than a depth T2 of the support block 4 in the area of the bearing surface 9 ( 4 ).
  • a depth T3, measured in the direction of the longitudinal axis SL, of the second connecting section 76 is less than the depth T2.
  • the recess 44 preferably extends through the entire support block in the direction of the longitudinal axis SL.
  • the first threaded bore 24 and the second threaded bore 26 define the position of a bearing plane E1 with their central axes Z1, Z2.
  • the bearing plane E1 is perpendicular to the longitudinal axis SL, with the transverse axis Q lying in the bearing plane E1.
  • Lifting the alignment device 4 by means of the first lifting unit 6 and/or the second lifting unit 8 results in a translatory movement of the support block 4 in the storage plane E1 and/or in a rotation of the support block 4 about the rail longitudinal axis SL.
  • a side support 100 is arranged on the second connection section 76 (cf. figure 5 ).
  • the side wall 102 is essentially perpendicular to the bottom 11 of the track trough 13.
  • a holder 104 is arranged on the side wall 102 and/or on a surface 103 of the track trough 13.
  • the holder 104 is preferably designed as a hook 105 which engages both on the side wall 102 and on the surface 103 .
  • Brackets 104 that are screwed and/or clamped to the side wall 102 and/or to the surface 103 are also preferred.
  • the holder is particularly preferably designed in such a way that a pressure point DP between the holder 104 and the side wall 102 of the track trough 13 always lies on a longitudinal axis LA of the side support 100 .
  • the hook 105 has a kink 107 that extends in the direction of the longitudinal axis LA of the side support 100 to the side wall 102 .
  • the kink 107 preferably has a kink angle ⁇ in a range from 100° to less than 180°, particularly preferably from 140° to 170°. A position of the pressure point DP on the longitudinal axis LA of the side support 100 can be ensured by the kink 107 .
  • a hook angle ⁇ of the hook 105 has a range of 70° to 100°, particularly preferably 85° to 95°.
  • the hook 105 preferably has an angled hook tip 109 which encloses a hook tip angle ⁇ with the hook 105 in a range from 80° to 150°, particularly preferably 120° to 140°.
  • This configuration of the holder 104 ensures a defined contact both at the pressure point DP and between the tip of the hook 109 and the surface 103 of the track trough 13 .
  • the side support 100 has a first rod 106 , a second rod 110 , a threaded sleeve 114 and a first connecting element 116 .
  • the first rod 106 is connected to the holder 104, the connection preferably being in the form of a screw connection or a welded connection.
  • a first threaded bolt 100 of the first rod 106 and a second threaded bolt 112 of the second rod 110 are screwed into the threaded sleeve 114 .
  • the first connecting member 116 is connected to the second connecting portion 76 and the second rod 110 .
  • the connection between the second rod 110 and the first connecting element 116 is preferably designed as an integral connection, particularly preferably as a welded connection.
  • a length LS1 of the side support 100 can be varied by rotating the threaded sleeve 114 .
  • the connecting element 116 preferably has a first leg 118 with a leg bore 122 ( 6 ).
  • the connecting member 116 and the second connecting portion 76 are connected by a connecting pin 124, with the leg bore 122 and the second connecting bore 82 being arranged concentrically.
  • the connection shown between the first connecting element 116 and the second connecting section 76 allows the lateral support 100 to be pivoted about a pivot axis SA ( 4 ), while the side support is fixed about an axis perpendicular to the pivot axis SA.
  • An alignment system 130 having a first alignment device 132, a second alignment device 134 and a coupling unit 136 is arranged in a track trough 13 ( 8 ).
  • a first side support 138 supports the alignment system 130 against the side wall 102 of the track trough 13 .
  • the second side support 140 supports the alignment system 130 against a second side wall 101 of the track trough 13 .
  • the coupling unit 136 connects the inner track section 142 of the first alignment device 132 to the inner track section 144 of the second alignment device 134.
  • a first coupling element 146 and a second coupling element 148 are configured analogously to the first U-shaped connecting element 116.
  • a coupling sleeve 150 connects a threaded coupling bolt 152 of the first coupling element 146 to a threaded coupling bolt 154 of the second coupling element 148.
  • a length LS2 of the coupling unit 136 can be varied.
  • the first transverse axis Q1 of the first alignment device 132 and the second transverse axis Q2 of the second alignment device 134 are congruent in an aligned state.
  • the first side support 138, the second side support 140 and the coupling unit 136 can be pivoted about parallel pivot axes, so that the alignment system 130 can be adapted to different shapes of the bottom 11 of the track trough 13.
  • the alignment system 130 can be used for the construction of tracks according to the LVT system, with a first single block sleeper 157 being arranged on the first rail 156 and a second single block sleeper 159 being arranged on the second rail 158 ( 9 ).
  • the first and second single block rockers 158, 159 are offset from the first aligning device 132 and the second aligning device 134 in the longitudinal direction.
  • Alignment system 130 allows the first and second rails 156, 158 to be aligned even when the track is superelevated and/or the bottom 11 of track trough 13 is inclined.
  • a connection of coupling element 146 to the first alignment device 132 and/or a connection of coupling element 146 to the second is preferred Alignment device 134 designed analogously to a connection of the side support 100 to the support block 4 ( 6 ).
  • a first rail 156 is arranged in the rail receptacle 10 of the support block 4 of a first alignment device 132.
  • the rail foot 5 preferably rests on the support surface 9 and on the stop surface 92 of the side stop 48 .
  • the first rail 156 and the second rail 158 of the track have preferably already been lifted into a starting position by a separate lifting device.
  • a second step S2 the rail 3 is clamped to the alignment device 2 by the clamping device 46 .
  • the clamping jaw 54 is preferably pressed against the rail foot 5 by screwing the clamping screw 56 into the clamping thread 60 .
  • a third step S3 the support block 4 and the rail 3 arranged on it are lifted by the first lifting unit 6 and the second lifting unit 8, so that a desired height H and angular position of the rail 3 relative to the bottom 11 of the track trough 13 is adjusted.
  • a fourth step S4 the bracket 104 of the side support 100 is arranged on the side wall 100 of the track trough 13 and the length L1 is adjusted such that the alignment device 2 and the rail 3 arranged on it have a desired distance from the side wall 102 of the track trough 13.
  • a fifth step S5 the rail inclination of the first rail 156 is adjusted by actuating the lifting elements.
  • steps S1 to S5 are carried out on a second alignment device 134 for a second rail 158 of the track. It should be understood that steps S1 through S5 can also be performed simultaneously for both rails 156, 158. Furthermore, step S4 can be omitted if a rail inclination of the first rail 156 and the second rail 158 is permanently specified by the rail system used. For example, when using the Rheda 2000 system, the first rail 156 and the second rail 158 are connected by a common sill.
  • a seventh step S7 the first alignment device 132 and the second alignment device 134 are connected by the coupling unit 136 and a track width W1 of the track is set.
  • This step can be omitted if the track width is already specified by the track system used. For example, when using the Rheda 2000 system, a track width W1 is fixed.
  • step S8 the side support of the second alignment device 134 is arranged on a second side wall of the track trough 13.
  • the alignment system can then be clamped in the track trough 13 in a ninth step S9.
  • Bracing preferably takes place by changing the length of the side support of the first alignment device 132 and/or by changing the length of the side support of the second alignment device 134.
  • a position of the first rail 156 and/or the second rail 158 can be checked and finely adjusted.
  • the track trough 13 is filled with the casting compound.
  • the clamping device 46 of the first alignment device 132 and the clamping device 46 of the second alignment device 134 are released.
  • the lifting units are then removed from the hardened casting compound.
  • the alignment system 130 can then be removed from the track.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
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Claims (14)

  1. Dispositif d'alignement (2) pour aligner au moins un rail (3) dans la construction de voies de circulation ferrées fixes, comprenant
    un bloc d'appui (4), avec une section intérieure (12) à la voie, une section extérieure (14) à la voie et un logement (10) de rail,
    une première unité de levage (6) qui présente un premier axe central (Z1) et se présente sous une forme pour lever le bloc d'appui (4) dans la direction du premier axe central (Z1),
    une deuxième unité de levage (8) qui présente un deuxième axe central (Z2) et se présente sous une forme pour lever le bloc d'appui (4) dans la direction du deuxième axe central (Z2), dans lequel le bloc d'appui (4) présente un axe transversal (Q) qui est sensiblement perpendiculaire au premier axe central (Z1), et dans lequel le logement (10) de rail présente une surface d'appui (9) pour un patin de rail (5), qui forme un angle d'incidence (α) prédéterminé fixe avec l'axe transversal (Q),
    dans lequel le logement (10) de rail est disposé de manière rigide entre la section intérieure (12) à la voie et la section extérieure (14) à la voie, la première unité de levage (6) est disposée dans la section intérieure (12) à la voie du bloc d'appui (4) et la deuxième unité de levage (8) est disposée dans la section extérieure (14) à la voie du bloc d'appui (4),
    dans lequel le logement (10) de rail se présente sous la forme d'un approfondissement (44) dans le bloc d'appui (4),
    caractérisé par
    un dispositif de serrage (46) qui est disposé sur un côté extérieur (52) de la voie et qui se présente sous une forme pour appliquer une force de serrage (F) dans une première direction de serrage (R1), qui agit parallèlement à l'axe transversal (Q) dans la direction de la section intérieure (12) à la voie, et une deuxième direction de serrage (R2), qui agit dans la direction de la surface d'appui (9), sur un rail (3) logé dans le logement (10) de rail.
  2. Dispositif d'alignement (2) selon la revendication 1, dans lequel l'angle d'incidence (α) est compris dans une plage de plus de 0° à 8°, de préférence de plus de 0° à 4°, de manière particulièrement préférée de 1,4° à 2,9°.
  3. Dispositif d'alignement (2) selon la revendication 1 ou 2, dans lequel un axe longitudinal (SL) du dispositif d'alignement (2) est sensiblement perpendiculaire au premier axe central (Z1) de la première unité de levage (6) et à l'axe transversal (Q), et dans lequel le premier axe central (Z1) et le deuxième axe central (Z2) sont disposés dans un plan d'appui (E1) perpendiculaire à l'axe longitudinal (SL).
  4. Dispositif d'alignement (2) selon l'une quelconque des revendications précédentes, dans lequel le logement (10) de rail présente une butée latérale (48) qui est disposée sur un côté intérieur (50) à la voie du logement (10) de rail et présente une surface de butée (92), et dans lequel un angle de butée (ε) entre la surface de butée (92) et la surface d'appui (9) est inférieur à 90°.
  5. Dispositif d'alignement (2) selon l'une quelconque des revendications précédentes, dans lequel l'approfondissement (44) présente une cavité latérale (90) qui s'étend dans la direction de la section intérieure (12) à la voie et se présente sous une forme pour entourer au moins partiellement une section de patin (94) intérieure à la voie d'un rail (3).
  6. Dispositif d'alignement (2) selon la revendication 1, dans lequel le dispositif de serrage (46) comprend une mâchoire de serrage (54) avec une surface de serrage (62) qui, dans un état de serrage, s'étend au moins partiellement sur la surface d'appui (9), dans lequel un angle de serrage (β) entre la surface de serrage (62) et la surface d'appui (9) est de préférence de 90° ou moins.
  7. Dispositif d'alignement (2) selon la revendication 6, dans lequel le dispositif de serrage (46) comprend une vis de serrage (56) avec une queue, et dans lequel une section filetée (58) de la queue peut être vissée dans un filetage de serrage (60) correspondant du bloc d'appui (4), dans lequel un angle d'axe de serrage (θ) entre la surface d'appui (9) et un axe de serrage (K) se situe de préférence dans une plage de 0° à 90°, de préférence de 20° à 70°, de manière particulièrement préférée de 30° à 60°, et/ou dans lequel la surface de serrage (62) de la mâchoire de serrage (54) est de préférence sensiblement perpendiculaire à l'axe de serrage (K) du filetage de serrage (60).
  8. Dispositif d'alignement (2) selon l'une quelconque des revendications 6 ou 7, dans lequel la mâchoire de serrage (54) repose contre une surface de guidage (63) du bloc d'appui (4) qui est sensiblement perpendiculaire à la surface de serrage (62).
  9. Dispositif d'alignement (2) selon l'une quelconque des revendications précédentes, dans lequel un appui latéral (100) réglable pour l'alignement du dispositif d'alignement (2) par rapport à une paroi latérale (102) d'une auge de voie (13) est disposé sur un côté extérieur à la voie de la section extérieure (14) à la voie, dans lequel l'appui latéral (100) peut pivoter de préférence autour d'un axe de pivotement (SA) parallèle à l'axe longitudinal (SL), et/ou dans lequel l'appui latéral (100) est de préférence fixe autour d'un axe perpendiculaire à l'axe de pivotement (SA).
  10. Dispositif d'alignement (2) selon la revendication 9, dans lequel l'appui latéral (100) comprend un support (104), une première tige (106) avec un premier goujon fileté (108), une deuxième tige (110) avec un deuxième goujon fileté (112), et une douille filetée (114) qui relie le premier goujon fileté (108) et le deuxième goujon fileté (112).
  11. Dispositif d'alignement (2) selon la revendication 10, dans lequel le support (104) se présente sous une forme pour être vissé sur une paroi latérale (102) d'une auge de voie (13) et/ou pour être accroché sur une surface (103) de l'auge de voie (13).
  12. Dispositif d'alignement (2) selon l'une quelconque des revendications précédentes, dans lequel une première section de fixation (70) pour une unité d'accouplement (136) est disposée sur un côté intérieur à la voie de la section intérieure (12) à la voie.
  13. Système d'alignement (130) pour lever et aligner des voies ferrées, présentant un premier dispositif d'alignement (132) selon l'une quelconque des revendications 1 à 12, un deuxième dispositif d'alignement (134) selon l'une quelconque des revendications 1 à 12, et une unité d'accouplement (136), dans lequel la section intérieure (142) à la voie du premier dispositif d'alignement (132) et la section intérieure (144) à la voie du deuxième dispositif d'alignement (134) se font face mutuellement, et dans lequel le premier dispositif d'alignement (132) est relié au deuxième dispositif d'alignement (134) par l'unité d'accouplement (136), dans lequel l'unité d'accouplement (136) peut pivoter de préférence autour d'un premier axe de pivotement qui est parallèle à un axe longitudinal (SL) du premier dispositif d'alignement (132) et/ou autour d'un deuxième axe de pivotement qui est parallèle à un axe longitudinal (SL) du deuxième dispositif d'alignement (134), et/ou dans lequel l'unité d'accouplement (136) est de préférence fixée autour d'un troisième axe de pivotement qui est perpendiculaire au premier axe de pivotement et/ou autour d'un quatrième axe de pivotement qui est perpendiculaire au deuxième axe de pivotement.
  14. Procédé pour aligner des voies ferrées à ballast fixe à l'aide d'un système d'alignement selon la revendication 13, présentant au moins l'une quelconque des étapes suivantes :
    - disposer un premier rail (156) sur le logement de rail du premier dispositif d'alignement (132) ;
    - serrer le premier rail (156) sur le premier dispositif d'alignement (132) ;
    - disposer un deuxième rail (158) sur le logement de rail du deuxième dispositif d'alignement (134), dans lequel la section intérieure (144) à la voie du deuxième dispositif d'alignement (134) fait face à la section intérieure (142) à la voie du premier dispositif d'alignement (132) ;
    - serrer le deuxième rail (158) sur le deuxième dispositif d'alignement (134) ;
    - régler en hauteur le premier rail (156) à l'aide du premier et du deuxième éléments de levage du premier dispositif d'alignement (132) ;
    - régler en hauteur le deuxième rail (158) à l'aide du premier et du deuxième éléments de levage du deuxième dispositif d'alignement (134) ;
    - régler une inclinaison du premier rail (156) à l'aide du premier élément de levage et/ou du deuxième élément de levage du premier dispositif d'alignement (132) ;
    - régler une inclinaison du deuxième rail (158) à l'aide du premier élément de levage et/ou du deuxième élément de levage du deuxième dispositif d'alignement (134) ;
    - régler une première distance latérale du premier dispositif d'alignement par rapport à une paroi latérale (102) de l'auge de voie (13) à l'aide du support latéral du premier dispositif d'alignement (132) ;
    - relier le premier dispositif d'alignement (132) et le deuxième dispositif d'alignement (134) par l'intermédiaire de l'unité d'accouplement (136) ;
    - régler un écartement de voie (W1) de la voie ferrée à l'aide de l'unité d'accouplement (136).
EP20168463.6A 2019-04-09 2020-04-07 Dispositif d'alignement permettant d'aligner des rails sur une voie ferrée Active EP3722503B1 (fr)

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CN113235338B (zh) * 2021-05-20 2023-05-12 刘新 一种利用轨底坡修复工装进行轨底坡修复的方法
CN114197258A (zh) * 2021-12-17 2022-03-18 中建交通建设集团有限公司 一种库线无砟轨道独立式精调装置的安装方法

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DK3722503T3 (da) 2022-04-04
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EP3722503A1 (fr) 2020-10-14

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