JP2011106262A - Alignment frame - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve a device for adjusting a rail in track construction. <P>SOLUTION: The alignment frame 20 for mounting a rail 22 within a rail housing portion 24, 25 of a rail carrier 23 includes a cross member 28, the cross member being erected at a using position of the alignment frame above the rail housing portion transversely relative to the extending direction of the rail, and having a support device 65 fixed to each of both end areas 66 of the cross member, the support device serving to support the alignment frame on an outer surface 68 of the rail carrier. The alignment frame further includes a catch 29 being disposed on the cross member to hold the rail. Each catch regulates an orientation axis 42 which regulates a longitudinal central plane position of the rail held by the catch, and the catch includes an angle adjustment means 46 which serves to adjust the angle position of the orientation axis relative to a cross member longitudinal axis 41. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an alignment frame (Richtrahmen) for mounting a rail of a track in a respective rail receiving part of a rail carrier.

As an alternative to the ballast track, a ballastless track in the form of a rigid or rigid track is also formed. In this case, the track includes a rail carrier made of concrete. A rail is fixed to the rail carrier. The fixing of the rail is often done on-site, i.e. in the field, by casting the rail with an embedding material, i.e. by embedding the rail by pouring the embedding material. The rail must then be guaranteed to be in its correct position before casting. Subsequent modifications are possible only with great structural effort.
Common rail types are bignol rails or flat bottom rails and rails with grooves. The bignole-type rail has a wide flat bottom, a narrow web is upright on the bottom, and the rail head is supported by the web. Grooved rails are often used where the rails are embedded in the pavement and where as much pavement as possible is desired, for example in a tramway, except for track tracks. For this reason, in the grooved rail, the rail head is provided with a groove for the flange of the wheel of the rail vehicle. Except for the fact that the rail heads are configured differently, the basic structure of the grooved rail corresponds to the basic structure of the bignole type rail. Each of the rail heads forms a rolling surface for the wheel of the rail vehicle.

  In DE 10251791B3, a method and apparatus for forming a rigid travel path are known. In this case, the rail carrier has a track guide groove. A rail is inserted into the track guide groove and cast. For this purpose, the rail is fixed by a transportable rail adjusting device provided on the rail carrier at the side of each track guide groove. The rail adjusting device is screwed to the upper surface of the rail carrier in a detachable manner. The position of the rail in the track guide groove can be adjusted by the adjusting device. At that time, the rail is held by the rail adjusting device in a suspended state. As soon as the rail is in its desired position, embedding material can be injected into the track guide groove. After curing, the rail is fixed to the rail carrier.

  In EP 1026320 A1, a method for producing a rigid travel path is known. In this known method, the metal carrier to which the rail bearing head is connected is oriented and then the rail is mounted on the rail bearing head. Next, the metal carrier is hardened with concrete. Prior to this concrete placement, the metal carrier is oriented together with the rails arranged on the metal carrier. At the time of orientation, horizontal or vertical orientation is performed. An adjustment and fixing frame can be used for orientation. The adjusting and fixing frame is supported on a support layer on which a metal carrier is placed for subsequent concrete placement. The adjusting and fixing frame is arched on a metal carrier having rails. The adjusting and fixing frame comprises two fixing catches. The fixed catch engages the rail and brings the rail together with the metal carrier to the desired horizontal and vertical positions by appropriate adjustment of the adjustment and fixing frame. This position is finally fixed to the metal carrier by a wedge or a spindle.

DE10251791B3 EP1026320A1

  The object of the present invention is to improve the known device for adjusting the rails during the construction of a track, in particular a rigid roadway.

  In order to solve the above problems, in the configuration of the present invention, an alignment adjustment frame for mounting the rails of the track in each rail receiving portion of the rail carrier includes a cross member, and the cross member is placed on the rail receiving portion. The alignment adjustment frame is installed in a direction transverse to the extending direction of the rail at the use position of the alignment adjustment frame, and serves to support the alignment adjustment frame on the outer surface of the rail carrier at both end regions of the cross member. Each of the rail catches is provided with a rail catch for holding each of the rails, each of the rail catches being held by the rail catch. An orientation axis that defines the position of the direction center plane is defined, and the rail Was to include a respective one of the angle adjusting means serve to adjust the angular position of the alignment axis with respect to the cross member longitudinal axis.

  Preferably, each of the rail catches comprises a catch sleeve, which is arranged around the cross member with angular adjustment play in one direction.

  Preferably, the inclination of the sleeve longitudinal axis relative to the cross member longitudinal axis is adjustable via the angle adjusting means.

  Preferably, the angle adjusting means comprises an angle adjusting screw, and the angle adjusting screw is disposed in the threaded hole of the catch sleeve.

  Preferably, the rail catch is movable along the cross member and can be fixed to the cross member in a desired lateral position via adjustable fixing means.

  Preferably, the fixing means includes a fixing member coupled to the rail catch, and the fixing member can be fixed to the cross member against a relative movement with respect to the cross member.

  Preferably, each of the rail catches includes two catch leg pieces that can pivot relative to each other.

  Preferably, the catch leg piece comprises a free end bent towards the other catch leg piece for engaging the rail head.

  Preferably, at least one of the catch leg pieces is supported on the lower surface of the catch sleeve so as to be able to turn at the turning support portion.

  Preferably, one of the catch leg pieces is selectively fixed to the lower surface of the catch sleeve so as not to move relative to the catch sleeve.

  Preferably, the rail catch comprises a receiving chamber for the rail head of the corresponding rail.

  Preferably, a storage chamber for the rail head is defined by both catch leg pieces, and the rail catch has a clamping force between the catch leg pieces and the rail head held in the storage chamber. Tightening means that can be generated in

  Preferably, the catch legs have a wedge surface facing the receiving chamber, which serves as an abutment surface for the rail head at the free end of the catch leg, the wedge surfaces being in the orientation axis. The rail head is pressed against a receiver disposed in the storage chamber opposite to the wedge surface by the tightening force.

  Preferably, the support device includes a first support member, and the first support member is supported on an upper surface of the rail carrier at a use position of the alignment adjustment frame to form a first support location. Is done.

  Preferably, the supporting device includes a supporting member, and the supporting member is coupled to the cross member and is coupled to the first support member via an adjustable height adjusting means.

  Preferably, the support device includes a second support member, and the second support member is supported on a side surface of the rail carrier at a use position of the alignment adjustment frame to form a second support location. Is done.

  Preferably, the support device includes a support member, and the support member is coupled to the cross member and is coupled to the second support member via an adjustable lateral width adjusting means.

  Preferably, the first bearing member is configured as a sliding bearing portion with a flat first sliding bearing surface, and / or the second bearing member as a sliding bearing portion is flat. A second sliding bearing surface is provided.

  Preferably, the first support member and / or the second support member are configured as a roller support portion or a ball support portion.

  The alignment adjustment frame includes a cross member. One support device is fixed to each end region of the cross member. Through the support device, the alignment adjustment frame can be supported on the outer surface of the rail carrier at the use position of the alignment adjustment frame. In this use position, the cross member is constructed on the rail accommodating portion of the rail carrier. The rail accommodating part may be formed, for example, by a rail groove in which the rail is fixed. The rail carrier can be manufactured from steel and / or concrete. A rail catch is disposed on the cross member for each rail of the track. The rail catch serves to hold the corresponding rail in the desired position in the rail groove. The rail catch defines an orientation axis that defines the position of the longitudinal center plane of the rail held by the rail catch. By adjusting the angular position of the orientation axis relative to the cross member longitudinal axis via the angle adjustment means, the rail can be oriented with a desired angle. The inclination of the rail is caused by an angle between the longitudinal central axis of the rail and a vertical plane extending in the rail extending direction.

  The number of rail catches of the alignment adjustment frame is variable. For example, in the case of construction of a track having a plurality of lines, a pair of rail catches can be provided for each line.

  Advantageous embodiments of the alignment frame can be seen from the dependent claims.

  Advantageously, each rail catch comprises one catch sleeve, which is arranged around the cross member with angular adjustment play in the vertical direction. At that time, the inclination of the sleeve longitudinal axis with respect to the cross member longitudinal axis can be adjusted by the angle adjusting means. As a result, it is very easy to predefine the orientation axis of the rail catch and thus the desired rail inclination.

  In a very simple embodiment of the angle adjusting means, an angle adjusting screw is provided, which is arranged in the threaded hole of the catch sleeve and abuts the cross member. The angle adjusting screw is disposed outside the orientation axis of the rail catch.

  In order to adjust the desired lateral position of the rail catch, the rail catch is movably arranged along the cross member. For example, the catch sleeve may be disposed around the cross member so as to be slidable. In order to fix the rail catch in the desired lateral position, fixing means are provided. In an advantageous manner, the fixing means have adjustability, for example in the form of a turnbuckle, so that the lateral position of the rail catch can be adjusted.

  In order to receive the rail by means of the rail catch, the rail catch has two catch leg pieces that can pivot relative to each other. The catch leg has a free end bent toward the other catch leg of each rail catch. Thereby, the rail catch can be engaged so as to wrap around the rail head, and the rail head can be held at a desired position.

  The catch legs of the rail catch are interchangeable. As a result, catch leg pieces having a shape adapted to the rail type used each time can be used.

  Advantageously, one of the catch leg pieces is supported on the lower surface of the catch sleeve so as to be rotatable on the swivel support. In this case, each of the other catch leg pieces may be stationary and firmly fixed to the lower surface of the catch sleeve. This simplifies the structure of the rail catch.

  It is advantageous if the rail catch fixes the rail in a frictional force coupling manner. For this purpose, a housing space for the rail head is defined between the catch leg pieces. The rail catch includes a fastening means capable of generating a fastening force between both catch leg pieces and the rail head portion. For example, the two catch leg pieces can be clamped together to clamp the rail head between the catch leg pieces in a friction-coupled manner.

  In an advantageous manner, the catch legs have at their free ends a respective wedge surface facing the receiving chamber, which serves as a contact surface for the rail head. The wedge surface extends with an inclination with respect to the orientation axis of the rail catch. When the rail head is tightened, the rail head is thereby pushed out by the wedge surface. Advantageously, a receiver is provided in the receiving chamber between the catch leg pieces, against which the rail head is pressed by an inclined wedge surface. In this way, the rail head can be positioned very precisely in the region of both wedge surfaces and fixed to the receiver.

  Furthermore, it is advantageous if the support device comprises a first bearing member, the first bearing member being configured with a flat first sliding bearing surface, in particular as a sliding bearing. The first sliding bearing surface is supported on the outer surface of the rail carrier, as viewed from the position where the alignment adjustment frame is used, thereby forming the first sliding bearing portion. Similarly, the second bearing member may advantageously be formed as a sliding bearing member, the second sliding bearing member being supported laterally on the side of the rail carrier, and the second sliding bearing member. Form a spot. Therefore, the alignment adjusting frame is arranged on the rail carrier so as to be movable in the extending direction of the rail in a use position via a support location, particularly a sliding support location. Instead of the sliding bearing part, a roller bearing part or a ball bearing part may guarantee the possibility of movement of the alignment adjustment frame in the longitudinal direction. When a rail is supported and positioned by a plurality of alignment adjustment frames during track work, a change in the length of the rail may occur based on temperature fluctuations. Since the alignment adjusting frame is movably disposed on the rail carrier, such a change in the length of the rail can be compensated for by appropriate movement of the support member on the rail carrier. There is no distortion in the form of a ladder consisting of the rail and the alignment adjustment frame, thereby avoiding an undesirable position change of the rail.

  The first support member can be fixed to the support member that supports the cross member of the support device by an adjustable height adjusting means. Similarly, the second support member may be coupled to the support member via adjustable lateral width adjusting means. By adjusting the height adjusting means, the distance between the first support member and the cross member can be adjusted. With the lateral width adjusting means, the lateral position of the second support member can be adjusted relative to the longitudinal axis of the cross member.

  Advantageous aspects of the invention can be seen from the claims and the description. In so doing, the description is limited to the main features and other aspects of the invention. The drawings are to be used supplementarily. In the following, the invention will be described in detail with reference to advantageous embodiments.

It is the figure which looked at one Embodiment of the alignment adjustment frame in a use position in the extension direction of a rail. It is a figure which shows the detail of the rail catch provided with a fixing means and an angle adjustment means arrange | positioned at a cross member. It is a figure which shows the detail of the rail catch provided with a fixing means and an angle adjustment means arrange | positioned at a cross member. It is a figure which shows the detail of the rail catch provided with the positioning means arrange | positioned at a cross member. FIG. 5a is a diagram showing details of the first and second sliding support members of the alignment adjustment frame support device, and FIG. 5b is a diagram showing the first support member according to FIG. 5a provided with loss prevention means. is there. It is a figure which shows the state of the method performed using an alignment adjustment frame during construction of a track | orbit. It is a figure which shows another state of the method performed using an alignment adjustment frame during construction of a track. It is a figure which shows another state of the method performed using the alignment adjustment frame during construction of a track. It is a figure which shows another state of the method performed using the alignment adjustment frame during construction of a track. It is a figure which shows another state of the method performed using the alignment adjustment frame during construction of a track. It is a figure which shows another state of the method performed using the alignment adjustment frame during construction of a track. It is a figure which shows the state corresponding to FIG. 9 of the method performed using the alignment adjustment frame during the construction of a track | truck where the rail with a groove | channel is laid instead of a bignol type rail as a rail type | mold. It is a figure which shows the state corresponding to FIG. 10 of the method performed using the alignment adjustment frame during the construction of a track | truck where the rail with a groove | channel is laid instead of a bignol type rail as a rail type | mold. It is a figure which shows a track | truck provided with the rail with a groove | channel of the laid state.

  FIG. 1 shows an alignment adjustment frame 20 for assembling the track 21. The track 21 includes two rails 22 in the present embodiment. The rail 22 can be installed on the rail carrier 23 using the alignment adjustment frame 20. The rail carrier 23 includes a rail accommodating portion 24 for each of the rails 22. The rail accommodating part 24 is comprised, for example in the form of the rail groove | channel 25, and is extended in the extension direction of the rail 22. As shown in FIG. Although the rail carrier 23 is configured as a concrete portion in the present embodiment, alternatively, for example, when the track is disposed on a steel bridge, the rail carrier 23 may be configured as a steel portion. As exemplarily shown in FIG. 1, the rail carrier 23 may be composed of a plurality of individual concrete parts each having one rail groove 25. Alternatively, one common concrete portion of the rail carrier 23 may have both rail grooves 25. It is also possible to assemble a track with more than two rails 22 using the alignment frame 20.

  The alignment adjustment frame 20 includes a cross member or a side wall 28. The cross member 28 extends linearly and preferably has a constant cross-sectional profile over the entire length of the cross member 28. In the present embodiment, the cross member 28 is formed of a steel pipe having a rectangular cross section.

  A rail catch or rail tongue 29 is provided on the cross member 28 for each of the rails 22 to be laid. The rail catch 29 is arranged so as to be movable along the cross member 28. For this purpose, the rail catches 29 each comprise a tubular catch sleeve or tong sleeve 30. The catch sleeve 30 surrounds the cross member 28. At this time, the inner contour of the catch sleeve 30 is adapted to the outer contour of the cross member 28, and the angle adjustment play S is arranged in one direction corresponding to the vertical direction V at the use position of the alignment adjustment frame 20. Between the inner wall and the outer wall facing the cross member 28 (FIG. 2). The length of the catch sleeve 30 substantially corresponds to the width of the rail bottom of the rail 22.

  Two catch leg pieces or tongue leg pieces 32 are supported on the lower surface 31 of the catch sleeve 30. The catch leg pieces 32 are arranged on the catch sleeve 30 so as to be able to turn relative to each other in the extending direction, also referred to as the transverse direction Q, of the cross member 28. For this purpose, one or more catch leg pieces 32 are supported on a pivot bearing 34 between two flanges 33 such that they can pivot about a pivot axis extending substantially in the direction of extension of the rail 22. Is possible. The flange 33 is fixed to the lower surface 31 of the catch sleeve 30 and can move to the side wall of the catch sleeve 30 integrally without a ridge and a joint. Only one flange 33 can be seen in the drawing. In the present embodiment according to FIG. 1, only one catch leg piece 32 of both catch leg pieces 32 is rotatably supported, and the other catch leg piece 32 is coupled to a flange 33. Alternatively, in FIGS. 6 to 11, the alignment adjusting frame 20 in which both catch leg pieces 32 are arranged so as to be rotatable relative to each other and relative to the catch sleeve 30. A second embodiment is shown. In this variation, both catch leg pieces 32 are movable, and optionally one of the catch leg pieces 32 can be fixed by screws or bolts.

  Both catch leg pieces 32 define an accommodation chamber 36 for accommodating the rail head portion 37 of the rail 22. Each catch leg 32 of the rail catch 29 has a free end 38 that is bent toward the other catch leg 32. As a result, when the rail head portion 37 is accommodated in the accommodation chamber 36, the rail head portion 37 is supported by the free end 38 on the lower surface 39 of the rail head portion 37 via the free end 38, and the free end 38 is the rail. It can be held behind the head 37, that is, around the lower surface 39.

  The free end 38 is provided with a wedge surface 40 toward the accommodation chamber 36. The wedge surface 40 serves to abut the lower surface 39 of the rail head 37. The wedge surface 40 is inclined with respect to the cross member longitudinal axis 41. The inclination of the wedge surface 40 is adapted to the inclination of the lower surface 39 of the rail head portion 37. The surface normal of the wedge surface 40 is directed into the receiving chamber 36 and advantageously intersects the orientation axis 42 defined by the rail catch 29. The orientation axis 42 passes through the center of the receiving chamber 36 between the two catch leg pieces 32 or passes through the center of the catch sleeve 30 when viewed in the lateral direction Q. In the area of the swivel support portion 34 of the catch leg piece, a receiver 43 is provided in the storage chamber 36. The receptacle 43 forms an abutting portion for the rail head portion 37 accommodated in the accommodation chamber 36. In an advantageous embodiment, the receiver 43 is formed by a screw head. By rotating this receiving screw, the depth at which the receiving screw enters the accommodating chamber 36 can be adjusted. Thereby, the space | interval between the receptacle 43 and the wedge surface 40 is adjustable. As a result, the rail catch 29 can be adapted to different rail head sizes. In addition, the catch leg 42 can be replaced or the entire rail catch 29 can be replaced in order to adapt to different rail types. The contour and dimensions of the catch leg 32 are each adapted to the expected rail type.

  The rail catch 29 has a fastening means 46. By means of the tightening means 46, a tightening force can be generated between the catch leg pieces 32 and the rail head 37 present in the receiving chamber 36. In the present embodiment, a tightening screw is provided as the tightening means 46. The tightening screw penetrates both catch leg pieces 32 and fastens both catch leg pieces 32 to the rail head portion 37 between the screw head and the nut. The clamping screw penetrates the receiving chamber 46 above the receiving surface 44 provided by the receiving 43 for the rail head 37. By generating a tightening force between the catch leg piece 32 and the rail head portion 37, the wedge surface 40 is directed to the lower surface 39 of the rail head portion 37, and a force component that presses the rail head portion 37 against the receiving surface 44 is generated. Form. Thus, the rail head portion 37 is fixed in the storage chamber 36 in the direction of the orientation axis 42 and in the lateral direction Q that intersects the direction of the orientation axis 42.

  The clamping catch or clamping tongue 29 further comprises angle adjustment means 48. The orientation of the orientation axis 42 can be adjusted within an angle adjustment range by the angle adjusting means. When the rail 22 is held by the rail catch 29, the orientation axis 42 extends in the central longitudinal plane of the rail 22. As a result, the angle adjusting means 48 can set a desired rail inclination of the central longitudinal plane of the rail 22 with respect to the vertical plane extending in the direction in which the rail 22 extends. In order to achieve this, an angle adjusting means 48 is arranged on the catch sleeve 30, and the angle adjusting play S existing between the catch sleeve 30 and the cross member 28 and the sleeve longitudinal axis 49 are cross-membered. Used to adjust the tilt with respect to the longitudinal axis 41. This automatically tilts the orientation axis 42 extending perpendicular to the sleeve longitudinal axis 49. Thereby, the orientation axis 42 is inclined with respect to the vertical direction V at the use position of the alignment adjustment frame 20. This state is shown in FIG. FIG. 2 shows the rail catch 29 with the orientation axis 42 extending perpendicular to the cross member longitudinal axis 41. FIG. 3 shows the state after the inclination angle is adjusted via the angle adjusting means 48. As a result, the orientation axis 42 does not extend perpendicular to the cross member longitudinal axis 41.

  In an advantageous embodiment, the angle adjusting means 48 is formed by two angle adjusting screws 50. The angle adjusting screw 50 is seated in a threaded hole 52 provided in the upper surface 51 of the catch sleeve 30. The angle adjusting screw 50 passes through the upper surface 51 and loads the cross member 28. The threaded hole 52 provided in the catch sleeve 30 is formed by a nut fixed to the upper surface 51 in the present embodiment. The nut is aligned with a hole (not shown) provided in the upper surface 51 of the catch sleeve 30. Both adjusting screws 50 or both threaded holes 52 are arranged in the catch sleeve 30 at a distance from the orientation axis 42 in the transverse direction Q. Advantageously, both adjusting screws 50 or both threaded holes 52 are equally spaced from the orientation axis 42. By rotating one or both adjustment screws 50, the sleeve longitudinal axis 49 can be tilted relative to the cross member longitudinal axis 41. This simultaneously tilts the orientation axis 42 extending perpendicular to the sleeve longitudinal axis 49. The angle adjustment range is limited by the angle adjustment play S provided in the region of the lower surface 31 of the catch sleeve 30 between the catch sleeve 30 and the cross member 28.

  The rail catch 29 is movably disposed on the cross member along the cross member longitudinal axis 41 via the catch sleeve 30. Thereby, the space | interval A between the rails 22 is adjusted. The lateral position of the rail catch 29 can be fixed along the cross member 28 via one fixing means 55. For this purpose, the fixing means 55 has a fixing member 56. The fixing member 56 can be fixed along the cross member 28 at a predetermined locking position. For this purpose, the cross member 28 is provided with a plurality of locking holes 57 arranged in a row. Locking means provided on the fixing member 56 engages in the locking hole 57 in order to fix the fixing member to the cross member 28. The interval between the locking holes 57 already defines the gauge. This allows a quick and simple adjustment. For example, the fixing member 56 can be fixed to the cross member 28 by a bolt or a screw that engages with the locking hole 57. The fixing member 56 has a first holding flange 58 that protrudes from the cross member 28. A second holding flange 59 fixed to the rail catch 29, for example, the catch sleeve 30, faces the first holding flange 58 in the direction of the cross member longitudinal axis 41. Both holding flanges 58 and 59 are connected to each other by a turnbuckle or a tightening screw 60. By turning the turnbuckle nut 61 of the turnbuckle 60, the distance between the holding flanges 58 and 59 can be adjusted and fixed. In this way, fine adjustment of the lateral position of the rail catch 29 relative to the cross member 28 is possible. The holding flanges 58 and 59 are formed by, for example, one leg piece of a mountain-shaped piece (Winkelstock), and the other leg piece is fixed to the catch sleeve 30 or the cross member 28. The fixing means 55 is preferably arranged on the front or back of the alignment adjustment frame 20 (FIG. 1).

  In order to install the alignment adjustment frame 20 on the foundation, in particular on the rail carrier 23, two support devices 65 are provided. Each of the support devices 65 is coupled to the cross member 28 at an end region 66 of the cross member 28. In the use position, the both end regions 66 exist outside the intermediate space 67 provided between the rails 22. Therefore, the cross member 28 is horizontally mounted on the rails 22 and the rail carrier 23 in the horizontal direction Q at the position where the alignment adjustment frame 20 is used. The cross member 28 is directly supported on the outer surface 68 of the rail carrier 23 via the support device 65.

  The support device 65 has a tubular support sleeve 70. The inner contour of the support sleeve 70 is adapted to the outer contour of the cross member 28 and surrounds the cross member 28 in an annular shape. The support sleeve 70 is penetrated by at least one, for example, two clamp screws 71. The support sleeve 70 can be fastened to the cross member 28 by the clamp screw 71. Before the support sleeve 70 is fastened to the cross member 28, positioning means 72 is interposed between the support sleeve 70 and the cross member 28 in order to accurately adjust the position of the support sleeve 70 and thus the position of the support device 65. ing. The structure of the positioning means 72 is the same as that of the fixing means 55. The positioning means 72 also has a turnbuckle. With the turnbuckle nut of the turnbuckle, the position of the support sleeve 70 and thus the support device 65 can be adjusted along the cross member longitudinal axis 41.

  The support device 65 has a support member 75 fixedly coupled to the support sleeve 70 and extending transversely to the cross member longitudinal axis 41. A sliding bearing device or a sliding bearing device 76 is provided at an end portion 74 of the supporting member 70 opposite to the supporting sleeve 70. The alignment adjustment frame 20 is supported on the outer surface 68 of the rail carrier 23 via the sliding support device 76. The sliding support device 76 allows the alignment adjustment frame 20 to slide on the outer surface 68 of the rail carrier 23 in the extending direction of the rail 22 when the track 21 is constructed at the use position. Instead of the sliding bearing device or the sliding bearing device 76, a ball bearing device or a roller bearing device or a ball bearing device or a roller bearing device may be used. The bearing device, in particular the sliding bearing device, is preferably supported on the outer surface 68 of the rail carrier 23 on both sides of the support member 75 in the direction in which the rail 22 extends. In particular, the support device may be configured symmetrically on both sides of the support member 75.

  The support member 75 and the sliding bearing device 76 are shown in detail in FIG. 5a. The sliding bearing device 76 has a first sliding bearing member 77 in the present embodiment. The first sliding bearing member 77 is supported on the upper surface 79 of the rail carrier 23 by a flat first sliding bearing surface 78. A second sliding bearing member 80 having a flat second sliding bearing surface 81 is disposed on the support member 75 adjacent to the first sliding bearing member 77. Both sliding bearing surfaces 78 and 81 extend at right angles to each other. Therefore, the second sliding support member 80 is supported by the side surface 82 of the outer surface 68 of the rail carrier 23 with the second sliding support surface 81. Thus, the two sliding bearing surfaces 78, 81 are applied to two surface sections 79, 82 that extend perpendicular to each other on the outer surface 68 of the rail carrier 23. A chevron member (Winkelteil) 85 is fixedly disposed at an end portion 74 of the support member 75 opposite to the support sleeve 70 in order to support both sliding support members 77 and 80. The transverse leg piece 86 of the chevron 85 extends parallel to the first sliding bearing member 77 and the longitudinal leg piece 87 extends substantially parallel to the second sliding bearing member 80. The sliding bearing surfaces 78, 81 are preferably made of plastic, in particular polyethylene (PE). In particular, the sliding bearing members 77, 80 are made entirely of plastic. This ensures a sufficiently good sliding friction of the sliding bearing surfaces 78 and 81 on the concrete surface of the rail carrier 23. In the use position, the first sliding bearing surface 78 together with the upper surface 79 forms a first sliding bearing location 90, while the second sliding bearing surface 81 forms a second sliding bearing location 91 at the side 82. .

  The first sliding support member 72 is fixed to the lateral leg piece 86 via a height adjusting means 95. As the height adjusting means 95, for example, an adjusting screw is provided. With the adjusting screw, the distance between the first sliding bearing surface 78 and the cross member 28 can be adjusted and fixed at a desired position. Similarly, between the second sliding support member 80 and the longitudinal leg piece 87, the lateral width adjusting means 96 allows the second sliding support surface 81 to move in the direction of the cross member longitudinal axis 41. May be provided for this purpose. However, the lateral width adjusting means 96 is optional, and is omitted in the second embodiment of the alignment adjusting frame 20 according to FIGS. This is because the adjustment of the supporting device 65 and, in turn, the second sliding bearing surface 81 in the direction of the cross member longitudinal axis 41 can be carried out by the positioning means 72 arranged respectively.

  One loss prevention means 94 may be provided for each of the sliding bearing members 77 and 80. The loss prevention means 94 is shown by way of example in the first sliding bearing member 77 in FIG. 5b. The height adjusting means 95 and the lateral width adjusting means 96 configured as screws are supported by the corresponding sliding bearing members 77 and 80 at the end opposite to the screw head, and are attached to the sliding bearing members 77 and 80. Without being fixed, it is possible to engage with a recess provided in the sliding bearing members 77 and 80. This is because the adjusting means 95, 96 must be able to rotate relative to the sliding bearing members 77, 80 around the longitudinal axis of the adjusting means 95, 96. By means of the loss prevention means 94, the sliding support member 77 or 80 is held by the angle member 85 so as not to be lost. The loss prevention means 94 is inserted into, for example, a screw 94 ′ or a hole 93 provided in the angle member 85, and is fixedly connected to the corresponding sliding bearing members 77 and 80, for example, by a material coupling (stuff sizing sizing binder). It consists of pins. The other end has a screw head or other radially protruding portion. The screw head or the projecting portion in the radial direction is larger than the hole 93, thereby preventing the sliding bearing member from being lost. The diameter of the hole 93 is larger than the screw 94 ′ or the pin shaft 92 in order to avoid catching during adjustment. The length of the shaft portion 92 is adapted to the maximum adjustment stroke. The parts shown in FIG. 5 b of the adjusting means 95, 96 and the loss prevention means 94 are preferably present on both sides of the support member 75 and are arranged symmetrically with respect to the support member 75 in particular.

  The alignment frame 20 is advantageously used during the construction of the track 21 for the method described below. Different method steps are shown in FIGS.

  First, the rail carrier 23 provided with the rail accommodating parts 24 and 25 for each rail 22 is prepared. The rail 22 is first loaded loosely in the rail accommodating portion 24. The alignment adjustment frame 20 already adjusted in advance is placed on the rail carrier 23 by the support device 65. As a result, the rail head portion 37 enters the corresponding accommodating chamber 36 of the rail catch 29 (FIG. 7). The two catch leg pieces 32 of each rail catch 29 are fastened to the corresponding rail head portions 37 by the tightening means 46. As a result, the rail head portion 37 is firmly held between the catch leg pieces 32 and is crimped to the receiver 43 via the wedge surface 40. Each rail 22 is fixed to a plurality of alignment adjusting frames 20 spaced apart in the extending direction of the rail 22. As a result, a lattice structure or ladder structure or grid structure or ladder structure results from the parallel rails 22 and the alignment adjustment frame 2 that is fixed laterally to the rails 22. In order to lift the rail 22, a separate lifting tool 97 capable of generating a necessary lifting force is useful. The lifting tool 97 is supported by the cross member 28 of the alignment adjustment frame 20 and is installed on an appropriate installation surface on the rail carrier 23 or on the side of the rail carrier 23. After lifting, the support device 65 is brought to the desired position. For this purpose, the height adjusting means 95 serves to adjust the desired vertical position, and the positioning means 72 is used to adjust the desired position in the transverse direction Q along the cross member longitudinal axis 41. Useful. The alignment frame 20 now lifts the rail 22 with a spacing from the rail carrier 23 and is supported exclusively at the sliding support points 90 and 91 on the outer surface 68 of the rail carrier via the support device 65. . The lifting tool 97 can now be removed (FIG. 7).

  Alternatively, this first step may be modified as follows. The alignment adjustment frame 20 is already set on the rail carrier 23 by the support device 65 in a state where the alignment adjustment frame 20 is adjusted in advance by subtracting a tolerance of about 5 mm from the desired target height. Thereby, the rail catch 29 is spaced apart from the rail 22 in the rail accommodating portions 24 and 25 in the vertical direction. Thereafter, the rail 22 is lifted by a lifting machine (not shown) until the rail head portion 37 is disposed in the corresponding storage chamber 37. Next, the catch leg pieces 32 of each rail catch 29 are fastened to the corresponding rail heads 37 by the fastening means 46. Next, the desired height and lateral position of the rail are adjusted. This alternative procedure saves time at the construction site, as the position of the alignment frame 20 in the height and lateral directions Q need only be slightly adjusted. Furthermore, it is gentle to the screw of the height adjusting means 95.

  In the next step, the orientation axis 42 is brought to a desired angle with respect to the cross member longitudinal axis 41 via the angle adjusting means 48. Thereby, the longitudinal center axis passing through the rail 22 is inclined with respect to a vertical plane extending in the extending direction of the rail 22.

  Next, the distance A between the rails 22 and the distance between the tracks 21 are adjusted by the fixing means 55 (FIG. 9).

The rail 22 is in the desired position at this point. Measurements may be performed to check the correct orientation and, in some cases, to perform post-adjustment, before each rail 22 is secured within the corresponding rail receptacle 24. In the rail groove 25 forming the rail accommodating part 24, it is now possible to arrange a filler, an empty pipe, a layer for damping vibration, and the like. Next, the embedding material 98 is partially filled in the rail groove 25 in the first step. As a result, the rail 22 is fixed to the rail carrier 23. After the embedding material 98 is cured, the alignment adjusting frame 20 can be removed. In a subsequent process, the rail groove 25 is filled with the second layer 99 of the embedding material. This process is shown schematically in FIG. After this second burying material layer 99 is cured, the track 21 is completed.
FIG. 12 shows the alignment adjustment frame in the use position. A grooved rail is accommodated in the alignment adjustment frame. A layer for damping vibration is provided in the rail housing portion under the grooved rail. Next, as in the above-described embodiment, the rail groove 25 is partially filled with the embedding material 98 in the first step, and the rail 22 is fixed to the rail carrier 23 (FIG. 13). After the first step of the embedding material 98 is cured, the alignment frame is removed and a second embedding material layer 99 is filled to the upper surface 79 of the rail carrier 23 on both sides of the grooved rail (FIG. 14). After this second burying material layer 99 is cured, the track 21 is completed.

  The present invention relates to an alignment adjustment frame 20 used in the construction of a track 21 having rails 22. The cross member 28 of the alignment adjustment frame 20 is an outer surface 68 of the rail carrier 23 made of concrete, with both end regions 66 of the cross member 28 being respectively formed with sliding support portions 90 and 91 via one support device 65. It is supported by. A plurality of rail catches 29 are arranged on the cross member 28. Each rail catch 29 clamps and holds one rail 22 in a frictional force coupling manner. Via the adjusting means 48, 55, 95, the position of the rails relative to each other and relative to the horizontal and vertical can be adjusted. For this purpose, the rail catch 29 also has an angle adjusting means 48. Via the angle adjusting means 48, the longitudinal central plane of the rail 22 can be tilted and fixed with respect to a vertical plane extending in the extending direction of the rail 22. Since the alignment adjustment frame is supported in the use position exclusively under the formation of the sliding support portions 90 and 91, it can slide relative to the rail carrier 23 in the extending direction of the rail 22. In this way, length changes due to the temperature of the rails 22 during construction of the track 21 can be compensated for and do not lead to errors in the desired orientation of the rails 22. An advantageous method using the alignment frame 20 for the construction of the track 21 is also presented.

  The alignment frame 20 is variably configurable and adjustable, so that it can be used for many track and rail types. The alignment adjustment frame 20 is a flexible alignment adjustment tool that can be adapted to various requirements according to the unit principle or the module principle. All individual parts are exchanged and arbitrarily combined. The number of rail catches 29 can be adapted to the number of tracks. The distance between the lines of the track having a plurality of lines as well as the distance between the lines can be adapted without any problem. The alignment frame 20 can be adapted to different rail types by use and selection of appropriate rail catches 29 or catch leg pieces 32.

DESCRIPTION OF SYMBOLS 20 Alignment adjustment frame 21 Track 22 Rail 23 Rail carrier 24 Rail accommodating part 25 Rail groove 28 Cross member 29 Rail catch 30 Catch sleeve 31 Lower surface of catch sleeve 30 32 Catch leg piece 33 Flange 34 Turning support part 36 Accommodating room 37 Rail head 38 Free end of catch leg 32 39 Lower surface of rail head section 40 Wedge surface 41 Cross member longitudinal axis 42 Orientation axis 43 Receiving 44 Receiving surface 46 Tightening means 48 Angle adjusting means 49 Sleeve longitudinal axis 50 Angle adjusting screw 52 Screw Threaded hole 55 Fixing means 56 Fixing member 57 Locking hole 58 First holding flange 59 Second holding flange 60 Turn buckle 61 Turn buckle nut 65 Support device 66 End region of cross member 28 67 Intermediate spacer 68 The outer surface of the rail carrier 23 70 The support sleeve 71 The clamp screw 72 The positioning means 74 The end region of the support member 75 75 The support member 76 The sliding bearing device 77 The first sliding bearing member 78 The first sliding bearing surface 79 The rail carrier 23 A second sliding bearing member 81 A second sliding bearing surface 82 A side surface of the rail carrier 23 85 A mountain shaped member 86 A lateral leg piece 87 A longitudinal leg piece 90 A first sliding bearing part 91 A second sliding bearing part 92 Shaft portion of screw 94 '93 hole 94 loss prevention means 94' screw 95 height adjustment means 96 width adjustment means 97 lifting tool 98 embedding material 99 second embedding material layer S angle adjustment play Q lateral direction V vertical direction

Claims (22)

In an alignment adjustment frame for mounting the rail (22) of the track (21) in each of the rail receiving portions (24, 25) of the rail carrier (23),
A cross member (28) is provided, and the cross member (28) is installed on the rail accommodating portion (24, 25) in a direction transverse to the extending direction of the rail (22) at the use position of the alignment adjustment frame. One support device (for supporting the alignment frame (20) on the outer surface (68) of the rail carrier (23) at both end regions (66) of the cross member (28). 65) is fixed,
Each of the rail catches (29) is held by the rail catch (29). The rail catches (29) are arranged on the cross member (28) and each hold one rail (22). Defining an orientation axis (42) defining the position of the longitudinal center plane of the rail (22)
The rail catch (29) comprises an angle adjustment means (48) each serving to adjust the angular position of the orientation axis (42) relative to the cross member longitudinal axis (41).
An alignment adjustment frame characterized by that.   Each of the rail catches (29) comprises one catch sleeve (30), which is arranged around the cross member (28) with angular play (S) in one direction (V). The alignment adjustment frame according to claim 1, wherein   The alignment adjustment frame according to claim 2, wherein the inclination of the sleeve longitudinal axis (49) relative to the cross member longitudinal axis (41) is adjustable via the angle adjusting means (48).   The angle adjusting means (48) comprises an angle adjusting screw (50), the angle adjusting screw (50) being arranged in a threaded hole (52) of the catch sleeve (30). Alignment adjustment frame.   The rail catch (29) is movable along the cross member (28) and can be fixed to the cross member (28) in a desired lateral position via adjustable fixing means (55); The alignment adjustment frame according to any one of claims 1 to 4.   The fixing means (55) includes a fixing member (56) coupled to the rail catch (29), and the fixing member (56) moves relative to the cross member (28) relative to the cross member (28). The alignment adjustment frame according to claim 5, wherein the alignment adjustment frame can be fixed against the alignment.   7. The alignment frame according to claim 1, wherein each of the rail catches (29) comprises two catch leg pieces (32) pivotable relative to each other.   Alignment according to claim 7, wherein the catch leg (32) comprises a free end (38) bent towards the other catch leg (32) for engaging a rail head (37). Adjustment frame.   Each of the rail catches (29) includes one catch sleeve (30), the catch sleeve (30) is disposed around the cross member (28), and at least one of the catch leg pieces (32) is The alignment adjusting frame according to claim 7 or 8, wherein the frame is supported on the lower surface (31) of the catch sleeve (30) so as to be pivotable at the pivot support portion (34).   The alignment adjusting frame according to claim 9, wherein one of the catch leg pieces (32) can be fixed to the lower surface (31) of the catch sleeve (30) so as not to move relative to the catch sleeve (30). .   11. An alignment frame according to any one of the preceding claims, wherein the rail catch (29) comprises a receiving chamber (36) for the rail head (37) of the corresponding rail (22).   Each of the rail catches (29) includes two catch leg pieces (32) that can pivot relative to each other, and a receiving chamber (36) for the rail head (37) is provided with both catch leg pieces ( 32), the rail catch (29) can generate a clamping force between both catch leg pieces (32) and the rail head (37) held in the receiving chamber (36). 12. An alignment frame as claimed in claim 11, comprising a clamping means (46).   Both catch legs have a wedge surface (40) facing the receiving chamber (36) which serves as a contact surface for the rail head (37) at the free end (38) of the catch leg. The wedge surface (40) extends obliquely with respect to the orientation axis (42), and the rail head (37) is moved into the storage chamber (36) by the tightening force. The alignment adjustment frame according to claim 12, wherein the alignment adjustment frame is pressed against a receiver (43) disposed opposite to the receiver.   The support device (65) includes at least one first support member (77), and the first support member (77) forms the first support point (90) so that the alignment adjustment frame is provided. 14. The alignment adjustment frame according to claim 1, wherein the alignment adjustment frame is supported on an upper surface (79) of the rail carrier (23) at a use position of (20).   The support device (65) comprises a support member (75), the support member (75) being coupled to the cross member (28), said at least via an adjustable height adjustment means (95). 15. The alignment frame according to claim 14, wherein the alignment frame is coupled to one first bearing member (77).   The at least one first bearing member (77) is configured as a sliding bearing part with a flat first sliding bearing surface (78), or as a roller bearing part or a ball bearing part. The alignment adjustment frame according to claim 14.   The alignment according to any one of claims 14 to 16, wherein the at least one first support member (77) is provided on both sides of the support member (75) in the direction of extension of the rail (22). Adjustment frame.   The support device (65) includes at least one second support member (80), and the second support member (80) forms the second support location (91) so that the alignment adjustment frame is provided. 18. The alignment adjustment frame according to claim 1, wherein the alignment adjustment frame is supported on a side surface of the rail carrier at a use position of the rail carrier.   The support device (65) comprises a support member (75), the support member (75) being coupled to the cross member (28) and via the adjustable lateral width adjustment means (96) the at least one 19. An alignment frame as claimed in claim 18, wherein the alignment frame is coupled to two second bearing members (80).   The at least one second bearing member (80) is configured as a sliding bearing part with a flat second sliding bearing surface (81), or as a roller bearing part or a ball bearing part. The alignment adjustment frame according to claim 18.   21. The alignment adjustment according to claim 18, wherein the at least one second support member (80) is provided on both sides of the support member (75) in the direction of extension of the rail (22). flame.   The alignment adjustment frame according to any one of claims 1 to 21, wherein the rail (22) is configured as a bignole-type rail or a grooved rail.

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