WO2007076981A1

WO2007076981A1 - Plate subassembly and track crossing device with a plate subassembly

Info

Publication number: WO2007076981A1
Application number: PCT/EP2006/012489
Authority: WO
Inventors: Johannes Bartolomä; Reinhard STÄUDNER; Peter Gehmacher; Matthias Höke; Andreas Mörtl; Erwin Schwartz
Original assignee: Gummiwerk Kraiburg Elastik Gmbh
Priority date: 2005-12-22
Filing date: 2006-12-22
Publication date: 2007-07-12
Also published as: ES2744207T3; HUE046309T2; DE102005061564A1; AU2006332098B2; HRP20191112T1; AU2006332098A1; EP1963577B1; EP1963577A1; PL1963577T3

Abstract

A plate subassembly for laying between the rails of a track system for providing a drive-on or/and accessible surface in the region of the track system comprises at least one rail connection plate (36) to be laid adjacent to a rail, wherein the at least one rail connection plate (36) has a deformation region (46) which is to be positioned directly adjacent to the rail and which can be deformed by a wheel flange of a wheel of a rail vehicle when a rail vehicle runs over the rail and returns essentially to its initial shape after said rail vehicle has run over said rail, wherein the deformation region (46) has a top region (52), providing part of the surface (40), and, below the top region (52), a bottom region (54) for supporting on a foundation (30), wherein the bottom region (54) has a multiplicity of supporting projections (58) which support the top region (52) and are to be supported on the foundation.

Description

Plate assembly and track transition device with a plate assembly

description

The present invention relates to a plate assembly for laying between the rails of a track system, in order to provide a navigable and / or walkable surface in the region of a track system in this way.

For example, in the area of level crossings, it is known to install track transition devices which, in the region of the rails or tracks, provide an approximately flush surface with the surface of the rail heads. These track crossing devices can then be run over by vehicles or used by pedestrians. Not only in the area of level crossings such track transition devices are used, but also, for example, in factories, in harbors and in production halls, so in principle in which rail vehicles on the one hand and road-bound vehicles or pedestrians or cyclists on the other hand move equally.

For the construction of such track transition devices, it is known to use prefabricated panels which are dimensioned so that they find space, for example, between the two rails of a track and fill the gap almost completely. Since rail vehicles generally have a wheel rim on the rail vehicle wheels which protrudes downwards beyond the surface of a rail head otherwise traveled by the rail vehicle wheel and thus ensures that the rail vehicle is guided on the rails, the plates provided for constructing a track transition device must be in the adjoining area to a rail, in particular in the adjoining area to the inner Side of a respective rail head, be designed so that the wheel rim finds room there. In general, therefore, the plates to be laid adjacent to the inside of rails are designed such that they provide a recess provided for receiving a wheel rim in their region adjoining a rail. This in turn has the consequence that along each rail a several centimeters wide and several centimeters deep groove is formed, which while driving over road-bound vehicles, such as passenger cars or trucks, leading to no problems, but when crossing a bicycle, a Motorcycle or a wheelchair, for example. Even for pedestrians such depressions represent a danger.

To counteract this problem, it is known to make the plates to be laid between the rails of a track so that they only have a thickness of about two to three centimeters in a deformation region immediately adjacent to a rail head and are basically constructed of elastically deformable material , This area, which is comparatively thin and extends as far as directly to the rail head, is not supported downwards, ie it is cantilevered. When driving over a track transfer device constructed with such plates by a rail vehicle, the wheel rims of the various rail vehicle wheels press the plates downwards in their respective areas adjacent to the rail heads, which is also easily possible due to the mentioned elasticity. After the rail vehicle has moved over this area, the deformed portions of the panels spring upward to re-form an overall surface flush with the surface of a respective rail head. However, such configured track transition devices have the problem that even at not too high loads from above give the plates in the rail near the head area, since they should be basically yielding there due to their structural nature. Furthermore, there is a problem with the thermally induced expansion sion or contraction of such plates. If these are dimensioned such that they only end at a slight distance in front of the rail head under normal ambient temperatures, then strong solar radiation and correspondingly high heating of the plates will cause them to expand so much that they are subject to a certain pre-stress on the side surface Rail head pending. If, in this state, such a plate is then run over by a rail vehicle, the downwardly deformable region deviates and thereby has the opportunity to stretch slightly under its own elasticity. Often this leads to the initially downwardly deformed area hanging under the rail head, since due to its comparatively small thickness, the inherent restoring force is insufficient to move it back up. However, if the plate is dimensioned so that this problem does not occur, the contraction which occurs at very low temperatures results in comparatively large gaps between the plates and the side surfaces of the rail heads, which are particularly dangerous for cyclists, pedestrians and wheelchair users can.

In a further embodiment variant of plate-like components formed adjacent to rails for providing a walkable or drivable surface, the deformability required to provide the space required for passing over a rail wheel for a particular wheel rim is not primarily ensured by the structural nature of such a component, but by a very soft, yielding material. These components are also based in their rail near the end region of a massively configured support downwards, for example on the rail, from, so that from the bottom of the rail supporting itself up to the top of the rim to be acted upon top elastically deformable volume material is present. Since this material must be very elastic in order to accommodate the required deformation in its entire volume range, it is very susceptible to wear. It is the object of the present invention to provide a plate assembly for laying between the rails of a track system for providing a drivable and / or walkable surface in the region of such a track system, which is substantially independent of the construction of external influences substantially independent to almost completely can provide a rail head with sufficient surface.

According to the invention this object is achieved by a plate assembly for installation between the rails of a track system for providing a drivable and / or walkable surface in the track system, comprising at least one rail connection plate to be laid adjacent to a rail, wherein the at least one rail connection plate directly to the rail has to be positioned adjacent deformation region which is deformable when passing over the rail with a rail vehicle by a rim of a rail vehicle and returns after returning substantially to its original shape, wherein the deformation region providing a part of the surface upper area and below the upper area a sub-area for supporting on a substrate, wherein the sub-area comprises a plurality of supporting the upper region and to be supported on the ground support projections.

The present invention is based on the finding that the desired positioning for providing the almost completely reaching to a rail head surface is not to be ensured by the deformability in the rail near the head area of external influences, in particular the ambient temperature practically, which of course also a corresponding return characteristic brings with it, but that in addition also a support has to be made downwards in this area. The support projections provided for this purpose, of course, upon deformation of the upper area and avoidance of the same downwards a corresponding evasion or deformation. 89

- 5 - experienced movement, provide an additional restoring force. Due to the intrinsic elasticity of the upper region and thus the inherent restoring characteristic in the starting position on the one hand and the support projections supporting the upper region on the other hand, a return characteristic is achieved, which even if thermally caused between the deformation region and the side surface of a rail head greater frictional forces, Ensure that the deformation area reliably returns to its original position after being deformed by a wheel rim of a rail vehicle wheel.

In order to be able to provide a surface that satisfies the demands and stresses that arise in the process, especially when driving over a road-bound vehicle, it is proposed that the upper region is essentially made of solid material. Massive material in the sense of the present invention means that there are no essential cavities, air inclusions or the like in the upper region. In contrast, in the lower region, a plurality of recesses which are open at the bottom and / or at the side are provided between the support projections. These recesses or cavities, which may of course be associated with each other, provide sufficient volume into which, on the one hand, the upper area can move when passing over a rail vehicle, and on the other hand, the support projections, which also deform in this phase, can escape.

In order to provide the most uniform possible deformation characteristic, it is proposed that the support projections extend away from the upper region in substantially the same direction. This may mean, for example, in the case of an almost horizontal alignment of such a plate, that the supporting projections extend approximately vertically downward or lie parallel to one another.

At least a portion of the support projections may serve as support walls be formed, then preferably at least a part of these Abstützwandungen bounded above by the upper region and downwardly open cavities. It has proved to be particularly advantageous to arrange the Abstützwandungen such that cavities are formed with polygonal cross-section. As a result of this structural configuration of the lower region, the polygon-like contouring of the cavities and the positioning of the supporting walls required for this purpose results in a defined deformation of the supporting walls when passing over a rail vehicle by the corners thus formed.

However, in order to be able to counteract the risk of crack formation in the building material of the deformation area in the adjoining area at the upper area, it is proposed that the cavities are bounded at the top by a rounded, dome-like shape. Thus, in particular in the transition region between the lower region and the upper region, edges which assist in the formation of cracks are dispensed with.

On the one hand, with regard to the desired restoring characteristic on the one hand, the required deformability on the other hand, particularly advantageous embodiment, the supporting walls can be arranged to provide a honeycomb-like structure.

For a secure mounting of a plate assembly according to the invention in the region of a track system can be ensured that the at least one rail connection plate in its deformation region has a positioning adjacent to a rail a rail head engages holding formation. For this purpose, it may be provided, for example, that the holding formation comprises a plurality of retaining projections provided respectively on supporting projections.

In the foregoing, the panel assembly according to the invention has been designed primarily with regard to the nature, ie structural and functional design. described a rail connection plate. This of course means that a Plattennbaugruppe invention can also be provided by only one such rail connection plate itself. However, in order to bridge the comparatively large gap between the rails of a track, the invention further proposes that such a plate assembly according to the invention further comprises at least one central plate to be laid between two rails, wherein the at least one central plate in at least one lateral area to be positioned side area a first Has engagement formation and the at least one rail connecting plate in a rail remote to be positioned side region has a second engagement formation, which is engageable for fixing the rail connecting plate to the central plate with the first engagement formation in form-fitting.

With such a configuration or breakdown into a central plate on the one hand and a rail connection plate to be connected thereto on the other hand, the requirements occurring in various areas can be met in an optimized manner. While in the substantial extent of the area between the two rails of a track it is not necessary or even desired to deform a track transition device and accordingly suitable material for a central plate can also be used, this deformability is an essential requirement, above all in the area of a rail connection plate so that suitable material for this purpose can be used or in the area of such a rail connection plate the required structural condition can be provided in a simple and optimal manner, without having to pay attention to the structural nature of the central plate. Nevertheless, the central plate and the rail connection plate can be firmly coupled to one another by the two engagement formations.

For this purpose, for example, be provided that the positive engagement can be produced by a combined sliding-pivot movement of the rail connection plate with respect to the central plate.

To achieve this, the second engagement formation may comprise an engagement projection to be positioned engaging in a substantially laterally-open engagement recess of the first engagement formation.

The stability of the connection between a central plate and a rail connection plate can be further improved in that the second engagement formation has a locking formation which is in locking engagement with a counter-locking formation of the first engagement formation in engagement with engaging recess to prevent the unwanted moving out of Engagement projection from the engagement recess.

In the case of the panel assembly according to the invention, provision can be made, for example, for at least one central plate to provide the base for supporting the lower region of at least one rail connecting plate in at least one side region to be positioned near the rail. In this way, the overall structure of a plate assembly or an exchanged track transition device is further simplified.

The at least one central plate can be constructed at least in a part of the surface providing area with elastic material, preferably rubber material. Furthermore, it is possible that the at least one central plate is formed at least in an area providing the substrate with metal material and / or concrete material.

It is also possible to construct the at least one intermediate plate with concrete material, that is to say as the essentially entire volume region made of concrete. Above all, but not only when a rail connection plate designed according to the invention is to be used in conjunction with a central plate, there is a risk that by driving over a rail vehicle, a force which entrains the rail connection plate in the rail longitudinal direction is generated, which over a longer period of operation a gradual shift of the plate leads. To counteract this, it is proposed that a displacement safeguard be provided for the at least one rail connection plate for preventing a displacement thereof in a rail longitudinal direction. For this purpose, it may be provided, for example, that the displacement safeguard on the at least one rail connection plate and the at least one central plate in rail longitudinal direction in abutment against each other lockable safety regions comprises.

In a further particularly advantageous embodiment variant, it is proposed that a recess open at the bottom and to be positioned substantially along the entire length of the rail connection plate along the deformation region adjoins the deformation region on its side to be positioned remote from the rail. Especially due to very frequent driving over loaded rail connection plates can also due to external influences, such as strongly changing temperatures or a strongly changing solar radiation, such material fatigue be subject to fractures. By providing the recess extending along the deformation area, on the one hand it is ensured that the deformation area can unfold its deformation characteristic in an optimum manner. On the other hand, a region is provided in which a crack or break in the longitudinal direction of such a plate can arise under excessive load, so that in the worst case only the deformation region is detached from the remaining region of the rail connection plate, which may still be firmly coupled to a central plate. The consequence of this is that a situation like a conventional railroad crossing or a conventional railroad crossing Track transition device is formed in which along the inside of a rail head serving for receiving a Radkranzes recess is formed. Of course, such a defective or destroyed rail connection plate should then be replaced to restore the original functionality. This is particularly possible in a simple manner if, as stated above, the plate assembly according to the invention comprises one or more central plates and detached therefrom but firmly to be connected rail connection plates, which can then be replaced as separate and a significantly larger load exposed components individually Without having to dismantle an entire track transition device.

Due to the above-mentioned very heavy load, in particular in the deformation range, but nevertheless required elasticity or compliance in this area, it is proposed that the rail connection plate is constructed essentially with Neugummimaterial. For the purposes of the present invention, new rubber material means that, for the production of a respective rail connection plate, this material is crosslinked for the first time, at least in its substantial volume range, for example by vulcanization. It is on the involvement of example of Altgummigranulat or the like, which would basically cost-effective, omitted, since in this way the required material inherent stability can not be ensured in such a quality, as is the case when Neugum- mimaterial to build a rail connection plate is used.

Since, especially in the deformation region, the rail connection plates will have direct contact with the wheel rings of the rail vehicle wheels, it is proposed to improve the strength that wear-reducing components, preferably corundum, are added to the body material of the rail connection plate. These wear-reducing components, such as corundum, have the effect that the direct action of a wheel rim on the otherwise existing construction Material of a rail connection plate, so for example rubber material, is reduced and thus the occurring in this area wear will be less.

The plate assembly according to the invention may comprise at least two successive rail connection plates in a rail longitudinal direction, but may, as already stated above, also comprise or be provided by only one single such rail connection plate. Furthermore, it is of course possible that the plate assembly has at least one central plate and at least one side thereof has at least one rail connection plate.

The present invention further relates to a track transition device with at least one plate assembly according to the invention. It should be pointed out once again that for the purposes of the present invention, a track transition device can not find use only in a railroad crossing or is to be interpreted as such a railroad crossing. On the contrary, such a track transition device constructed with a large number of plates or plate assemblies can be used everywhere where surfaces which are approximately flush with the rail head surface are to be provided for walking on or driving on. This can be the case in addition to the already mentioned examples in factories, ports or the like in bridge areas or tunnels.

The track transition device according to the invention can furthermore comprise underlay elements extending along the inside of the rail and providing a support base for the rail connection plates. This is particularly advantageous when the rails are not made on a solid surface such as a concrete slab, which can then provide a support surface substantially continuous along the rails. If, on the other hand, thresholds and ballast material are inserted between the sleepers, an undefined support situation would occur in the areas lying between the thresholds arise for the rail connection plates. This can be counteracted by the insertion of such bar-like or plate-like base elements, which provide where appropriate along the inner sides of the rails, the rail connection plates to support with their sub-areas, provide for a corresponding support surface.

The present invention will be described below in detail with reference to the accompanying drawings. It shows:

Figure 1 is a perspective view of a track system with a portion of a track transition means.

FIG. 2 is a plan view of a rail connection plate of the track transition device shown in FIG. 1; FIG.

3 shows a front view of the rail connecting plate shown in Figure 2 in the direction III in Fig. 2 ..;

4 shows a sectional view of the rail connection plate illustrated in FIG. 2, cut along a line IV-IV in FIG. 2;

5 shows a side view of the rail connecting plate shown in Figure 2 in the direction V in Fig. 2 ..;

FIG. 6 is a perspective view of the rail connecting plate shown in FIG. 2 viewed obliquely from below; FIG.

Fig. 7 is a further perspective view of that shown in Fig. 2

Rail connecting plate;

FIG. 8 shows the rail connection plate illustrated in FIG. 2 during the connection process with a central plate of the track transition device illustrated in FIG. 1; FIG. 9 shows the rail connection plate and the central plate after carrying out the connection process;

Fig. 10 is a perspective view corresponding to Figure 1 of an alternative embodiment.

11 is a perspective view corresponding to FIG. 1 of an alternative embodiment.

In Fig. 1, a track system 10 is shown in sections. This track system 10 comprises two adjacent rails 12, 14 which are carried in the example shown on concrete sleepers 16 and are fixed thereto by respective fasteners 18. At this track system 10 is further a section of a track transfer device 20 constructed according to the invention can be seen. Such a track transition device 20 may for example be provided at areas where a road traverses the track system 10. Also on bridges, in tunnels and in areas of factories, harbors and the like, in which rail-bound vehicles and road vehicles move in the same way, such a track transition device 20 may be provided.

This track transition device 20 comprises, as a region to be positioned between the two rails 12, 14, a plate assembly, generally designated 22. This plate assembly 22 in turn comprises a central plate 24, which bridges the essential extension region between the two rails 12, 14. In its two lateral end regions 26, 28, this central plate 24 is supported on supporting plates 30 laid in the longitudinal direction of the rails 12, 14. These are so shaped that, when supported on a respective rail foot 32 on the one hand and on the sleepers 16 on the other hand, they provide a support top 34 that is substantially uninterrupted in the longitudinal direction of the rails 12, 14. The individual fastening devices 18 are in this way encapsulated or obscured. It should be noted that it is understood that the central plate 24 may be formed so that it not only in its two end portions 26, 28 is supported on the respective support plates 30, but for example in their extension region between them along the rails 12, 14 itself extending support plates 30 also on the ground, in particular the threshold 16 comes to rest.

At the two end regions 26, 28, in the manner explained in detail below, the central plate 24 is in each case connected to a rail connection plate 36, 38. These rail connection plates 36, 38, together with the central plate 24, provide a passable surface 40, the height of which is approximately at the same level as the railable surface 42 of the respective rail heads 44 the rail connection plates 36, 38 down from both the central plate 24 and the support plates 30 and reach on their top directly to the rail heads 44 zoom. That is, there is no space for receiving a wheel rim in the interior area between the two rails 12, 14 and adjacent to the rail heads 44. Thus, a surface or top 40 is created, which passes over the entire width away in conjunction with the tops 42 of the rail heads 44. This is especially where the track system 10 is to cross with vehicles with relatively narrow wheels, such as bicycles or wheelchairs, of elementary advantage.

The structural design of such a rail connecting plate 36 and 38 will be explained below with reference to Figures 2 to 9 with reference to the rail connecting plate 36 in detail. It goes without saying that a corresponding configuration can also be provided at the rail connection plate at the other end region 28 of the central plate 24. The rail connecting plate 36 has two transverse to the rail longitudinal direction L substantially adjacent functional areas. On the one hand, in a section to be positioned adjacent to a rail or a rail head 44, this is a deformation region 46, and on the other hand, in an area to be positioned adjacent to the central plate 24, an engagement formation 48, which is referred to below as the second engagement formation 48. In association with this second engagement formation 48, the central plate 24 has a first engagement formation 50, which is explained in greater detail and can be seen, for example, in FIG. 8.

The deformation region 46 of the rail connection plate 36 thus extends, as is clearly visible in FIG. 1, as far as the rail head 44 of the rail 12. In the height direction, this deformation region 46 is to be divided into two regions, namely an upper region 52 and a downwardly adjoining lower region 54. The upper region 52 is constructed of solid material, thus has substantially no air pockets, openings or recesses and finally provides the Connection to the remaining part of the rail connection plate 36 ready. In particular, a connecting lip 56 which makes contact laterally with the rail head 44 is provided in the upper region 52, which ensures that the upper region 52 or the rail connecting plate 36 not only reaches close to the rail head 44 but can also contact it and thus has a substantially gap-free Graduation provides.

The subregion 54 is formed with a plurality of support projections 58. In the exemplary embodiment provided here, these supporting projections 58 are designed as supporting walls 60 which are clearly visible in FIG. 6 and which have a decreasing wall thickness in the direction from top to bottom, ie in the direction away from the top area 52, and which adjoin one another in such a way that they are in themselves closed wall pattern is generated. In particular 60 respective cavities 62 are enclosed or limited by these Abstützwandungen, which in cross-section due to the relative positioning of the end walls 60 a polygonal, have hexagonal geometry here. This results in the illustrated embodiment example, a honeycomb structure with open at the bottom and upwardly through the massively designed upper portion 52 limited cavities 62. The conclusion is realized at the top with a curved, dome-shaped geometry 64. In this way, defined break points are avoided by avoiding corners and edges following the top portion 52 and providing rounded transitions.

It can further be seen that, to provide one of the rectilinear contour of the rail 12 or the rail head 44 following side 66 of the rail connection plate 36, a plurality of laterally open cavities 62 'is formed, wherein between each two such laterally open cavities 62' is an end wall 60th lies. Preferably at each of these the rail connection plate 36 in the direction of the rail 12 bounding end walls 60, a retaining projection 68 is provided with barb-like contour. All of these retaining projections 68 form in their entirety a holding formation 70 which, when positioning a rail connecting plate 36 adjacent to a rail, engage under the respective rail head 44 in a recognizable manner in FIG. 9 and thus ensure that the rail connecting plate in the rail-near end region 36 is firmly anchored to the rail or on the rail head 44.

Laterally adjoining the lower region 54, a recess 70 which is open at the bottom and runs continuously in the longitudinal direction L is provided in the rail connection plate 36. This recess 70 has various functions. On the one hand, it allows the sub-region 54 to fulfill its elastic function in an optimal manner in the manner explained below. On the other hand, in the region of the rail connecting plate 36 formed above the recess 70, a weakening region 72 that runs through in the longitudinal direction, that is to say the rail longitudinal direction L, is formed, which in the event of excessive stress on such a rail connecting plate 36 for a defined separation. ration of the deformation region 46 from the remaining area, in particular the second engagement formation 48 realized.

In the direction away from the rail or toward the second engagement formation 48, the recess 70 is bounded by a solid support web 74. This support web 74 ends flush with the lower region 54 on its underside, so that it, like the lower region 54, can be supported on the upper side 34 of an associated support plate 30.

The second engagement formation 48 comprises an engagement head 76 which protrudes downwards from the extension 52 of the upper region 52 which extends into the region of the second engagement formation 48 and at a distance from the support web 74. On the engagement head 76 is a laterally projecting and projecting in the direction away from the rail engagement projection 78 is formed. This extends as well as the engaging head 76 preferably uninterrupted over the entire length of the rail connection plate 36. Between the engaging head 76 and the support bar 70, a recess or recess 80 is formed, for example, at both lying in the longitudinal direction L Enbereichen the rail connection plate 36 by a respective end wall 82, 84 is limited. On one of its side facing the recess 80, the engaging head 76 has a locking formation 83 in the form of a plurality of barb-like locking projections 85. Here, as can be seen in FIG. 6, three such locking projections 85 are provided in the longitudinal direction of the rail connecting plate 36. Again, could be provided in the longitudinal direction uninterrupted locking profile.

The first engagement formation 50 configured in association with the rail connection plate 36 or its second engagement formation 48 on the central plate 24 has a centering head 86. This is designed on the central plate 24 preferably as in the longitudinal direction L continuously continuous profile and is in coordination with the longitudinal extent of the recess 80 between the two end walls 82, 84th dimensioned. That is, in the recognizable in Fig. 9 state in which the central plate 24 is joined to the rail connecting plate 36, the centering 86 engages in the recess 80 so that the two end walls 82, 84 in the longitudinal direction L directly on the centering 86th follow and thus ensure that the rail connection plate 36 can not move with respect to the central plate 24 in the longitudinal direction L.

As a further component of the first engagement formation 50 in association with the engagement projection 78, an engagement recess 90 which is essentially open to the side but slightly overlapped by the centering head 86 is provided on the central plate 24. This is preferably shaped and dimensioned so that it can engage with the engagement projection 78 of the second engagement formation 48 substantially free of play. Furthermore, a counter-locking formation 92, for example in the form of a barb-like profile 94 running through in the longitudinal direction L, is formed on the region of the centering head 86 lying opposite the engagement recess 90. This profile 94 is engaged by the locking projections 85 on the engagement head 76 after the coupling state is established. The engagement head 76 is thus coupled in the manufactured Kopplungstzustand at its two lateral areas with the central plate 24 and the first engagement formation 50 fom- conclusive. On the rail remote side this is realized by the engagement of the engagement projection 78 in the engagement recess 90. On the rail side positioned this is realized by the engagement of the locking formation 83 with the counter-Arretierformation 92. The effective in the rail longitudinal direction L positive locking, as already mentioned, realized by the concerns of the centering head 86 at the two end walls 82, 84.

Having first described the basic structural design of the rail connection plate 36 and the central plate 24, reference will now be made to the material composition of these plates 36 (and of course also 38) and 24. Since in such track transition devices 20, the production costs are a significant competitive factor, is looking for building materials, on the one hand, the growing requirements are met, on the other hand, but also ensure cost-effective manufacturability. In the case of the central plate 24, therefore, a structure is preferably provided with waste rubber obtained by recycling, for example, end-of-life tires. This scrap rubber granulate is bound by new rubber material, so that relatively inexpensive plates can be created when appropriate forms are used and at high temperature and pressure can also absorb large loads.

In the area of rail connection plates 36 and 38, high loads occur not only when driving over heavy vehicles, but also when driving over them with a train described below. As a particularly advantageous construction material for the rail connection plates 36 and 38 therefore Neugummimaterial has proven, ie material that is vulcanized in its entire volume range in the production of such a rail connection plate 36, 38 for the first time. Due to the fact that only a comparatively small volume fraction of a track transition device 20 constructed in this way, namely only the rail connection plates 36, 38, can be produced from such comparatively expensive material, the overall production costs for the structural parts of a track transition device according to the invention can be limited.

Before the functionality of the track transition device 20 according to the invention is explained below, it will first be described, with reference to FIGS. 8 and 9, how a track transition device 20 according to the invention is constructed.

First, the support plates 30 are laid along the rails 12 and 14, respectively. In this case, these support plates 30, for example, so dimensioned be that in each case between two fastening means 18, such a support plate 30 is positioned. Also in the longitudinal direction L longer dimensioned support plates 30 can be used. Subsequently, the successive in the longitudinal direction L central plates 24 are laid, the recognizable in Fig. 1 openings 94, 96 serve to receive clamping elements, such as tie rods, through which the successive in the longitudinal direction L central plates 24 can be clamped together to form a composite are. If necessary, a connection to the ground, for example the sleepers 16, can take place either in the area of these tension rods or in the end regions of such a track transition device.

After the support plates 30 and the central plates 24 have been laid, then the individual rail connection plates 36 and 38 are mounted. For this purpose, the procedure is such that, as shown in Fig. 8, the rail connection plates, here the rail connection plate 36, first in a sliding pivoting movement with its engaging head 76 and the engagement projection 78 in between the centering head 86 and the remaining portion of the central plate 24 formed after Open at the top open recess. This Schiebeschwenkbewegung, with which then the engagement projection 78 is immersed in the engagement recess 90, can be supported by hammer blows, with the forces occurring here, the engagement head 76 slides on the convexly curved top of the centering head 86 on the central plate 24. Finally, the centering head 86 then plunges into the recess 80 formed in the rail connection plate 36, the engagement formation 83 initially moving over the counter-engagement formation 92 until it engages behind it in the assembly position that can be seen in FIG. 9 ,

During the pivoting, the deformation region 46 also moves downwards along a rail head 44, taking advantage of the elasticity of the deformation region 46 and due to the contact of the Holding projections 68 is compressed laterally with the rail head 44 of the deformation region 46. Shortly before or when the deformation region 46 comes to bear on the upper side 34 of the associated support plate 30, the retaining projections 68 reach under the rail head 44 and thus ensure that a firm connection of the rail connection plate 36 takes place not only in the area close to the central panel, but also in the central area rail-near area. In the assembly position then obtained, the deformation region 46 lies with its lower region 54 on the support plate 30. The support web 74 also rests on the support plate 30, and the connection lip 56 bears laterally against the rail head 44. As can be seen in particular in FIG. 9, a surface which passes through practically without interruptions is provided, namely by the overall surface 40 of the plate assembly 22 on the one hand, and the upper sides 42 of the rails 14, 12 on the other hand. It should be noted here that, of course, on the outer sides of the rails 12, 14 then, for example, by molding plates, which may be constructed of the same material as the central plate 24, a surface that continues this total surface can be provided, which then also a connection to the adjacent carriageway, for example a concrete carriageway or an asphalt carriageway.

If the track transition device 20 with a plurality of shown in Fig. 1 and then in the longitudinal direction L then successive plate assemblies 22 completed, then when a train along the rails 12, 14 moves over this track transition device 20, the train with the at its wheels provided and located on the inside of the rail heads 40 wheel rims in contact with the rail connection plates 36, 38 occur, since these are positioned with their deformation areas 46 exactly where else leave room for the wheel rims. Due to the elasticity of the material and due to the structural elasticity of the lower region 54 of the respective deformation region 46, the wheel rims displace the deformation regions 46 downwards, ie the upper region 52 is pushed downwards by being subjected to a wheel deflection. bent and the Abstützwandungen 60 allow this deformation by corresponding lateral deflection into the cavities 62. After a wheel rim has moved across a deformation region 46, this will return due to its material elasticity in its original position, as shown in Fig. 9 is. On the one hand, the restoring behavior of the upper region 52 contributes to this. On the other hand, the restoring behavior of the lower region 54 with its previously deformed Abstützwandungen 60 contributes. Since these are supported downwardly at the top 34 of a respective support plate 30, a very strong upward force is generated here overall, which ensures a reliable return of the deformation region 46 in its initial positioning after running over a train, even then, if, for example, thermal expansion causes the rail connection plate 36 or 38 to press comparatively strongly against the rail head 44.

The repeatedly and frequently occurring when driving over trains with the deformation region 46 at its upper side by wheel rims leads to a very heavy load on the rail connection plates 36, 38. To provide here for increased material strength, the Aufbaumaterial the rail connection plates 36, 38 be added to wear-reducing material. Corundum has proved to be particularly advantageous here. However, it may be that due to the very common deformation and also occurring due to weather changes thermal stresses it comes to material fatigue. The provision of the downwardly open recess 70 between the support web 74 and the deformation region 46 here ensures a defined breaking point which becomes effective in the event of overloading. That is, if an excessively high load leads to material fatigue, then such a rail connection plate 36, 38 will most likely break in that area which lies above the recess 70. The consequence of this is that the rail remote positioned portion of the rail connection plate is then still firmly and reliably held by the interaction of the engagement formations 48, 50 on the central plate 24 and by the provision the Abstützstegs 74 is almost fully supported and downwards. The near-rail area, which essentially comprises the deformation area 46, is initially still held by the retaining projections 68, but can move out of this area when repeatedly impacted by wheel rims. It is then created a situation in which there is a gap between a rail head 44 and the remaining part of the rail connecting plate 36 or 38, which substantially corresponds to the already existing in conventionally constructed track transition devices gap. Thus, there is basically no danger in this state for such a track crossing device crossing vehicles. Nevertheless, it should be ensured that such a defective or only partially existing rail connection plate is replaced by a new one.

The replacement of, for example, a defective rail connection plate 36, 38 can be effected simply by first moving it with its holding projections 68 under a rail head 44 using a corresponding lever-type tool, if this section of the rail connection plate is still present, and then by further use a lever-like tool and the form-fitting engagement of the engagement formations 48, 50 is solved. This can be done without any further work having to be carried out on the central plates 24 or the remaining area of the track transition device 20. That is, a single possibly defective rail connection plate 36, 38 can also be replaced as a single component, without having to remove other components of the track transition device 20. This is also facilitated by the fact that in the longitudinal direction L immediately adjacent or abutting rail connection plates 36, 38 have substantially flat end faces, so that no immediate disengagement of individual rail connection plates aggravating positive engagement is generated between directly adjacent rail connection plates. An alternative embodiment of a track system 10 equipped with a track transition device 20 according to the invention is shown in FIG. Here, components which correspond to components described above in terms of construction or function are designated by the same reference numerals.

In the embodiment shown in Fig. 10, the rail connecting plates 36 and 38 are constructed as described above. However, there is a difference in the design of the central plate 24. This is not, as shown and described in the embodiment described above, made of elastic material, so for example rubber material, but is made of relatively hard material such. B. concrete material, constructed. The central plate 24 of the embodiment shown in Fig. 10 is basically not or not necessarily on the thresholds 16, but it bridges cantilevered the area between the rails 12, 14. In their rail side portions 26, 28 with the central plate 24 with the base 30 'for the support of the rail connection plates 36, 38 providing sections 100, 102 on the rail feet 104 of the rails 12, 14. Here elastic intermediate layer elements 106 may be provided to avoid direct contact of the concrete material of the central plate 24 with the barn material of the rails 12, 14.

In order to generate the fixed connection between the rail connecting plates 36, 38 and the central plate 24, the first engaging formation 50 is provided in the central plate 24, as in the previously described embodiment, although here the flexibility required for the connection is due to the structure alone the rail connection plates 36, 38 is provided from flexible material.

In this embodiment, therefore, the area between the rails 12, 14 bridging, rigid central plate 24 replaced with their sections 100, 102, the support plates 30 previously described and is in particular special in their the ground 30 'providing areas shaped so that the rail connection plates 36, 38 can be supported with its lower portion 54 and on the support bar 74 on these areas. The anti-displacement protection for the rail connection plates 36, 38 by providing corresponding projecting portions on the central plate 24, which then engage with the walls 82, 84 on the rail connection plates, can be realized as described above.

A further embodiment variant is shown in FIG. 11. In this embodiment variant, in turn, the construction of the rail connection plates 36, 38 corresponds to what has been described above. The central plate 24 again bridges over the area between the two rails 12, 14 and lies, for example, on the rail feet .104 via elastic intermediate layer elements 106. The central plate 24 is formed in this embodiment variant, however, with two plate layers or plate areas. For example, an upper plate layer 108 is constructed of the same material as the central plate described with reference to Figs. 1-9. So here rubber material, preferably obtained by the reprocessing of waste tire material rubber granules, can be used to build the top plate layer 108. In this upper plate layer 108, the first engagement formation 50 is then again formed, which can be constructed as described above with reference to FIGS. 8 and 9 and can be brought into engagement with the second engagement formation 48 on the respective rail connection plate 36, 38.

The essential supporting function here assumes a lower plate layer 110, for example, made of metal material, such. As aluminum or steel profiles, can be constructed. In this case, profile parts 112 are provided for support on the rail feet 104 and formed and continue to provide the substrate 30 ', on which the rail connection plates 36, 38 can be supported with the lower portion 54 and the support web 74. Between the two resting on the rail feet 104 Profile parts 112 extend carrier parts 114, which may be firmly connected to the profile parts 112, for example by welding and on which the upper plate layer 108, so the built of elastic material plate layer rests. In the lateral direction, this upper plate layer 108 is held by the upwardly projecting over the carrier 114 profile parts 112. Also in the rail longitudinal direction can be provided by form-fitting engagement a displacement protection for the upper plate layer 108 with respect to the lower plate layer 110.

In this embodiment, in particular, the division of the upper plate layer 108, which is primarily adapted to the pitch or longitudinal dimension of the rail connection plates 36, 38 substantially independent of the pitch of the lower plate layer 110. Further, in this embodiment, the lower plate layer 110 also from other material than metal material, for example, be constructed of concrete material. The cohesion of the central plates 24 of the embodiments shown in Figs. 10 and 11 can be carried out as in the embodiment previously described with reference to Figs. 1-9. Thus, openings 94, 96 can be provided here, through which clamping elements are guided and provide a mutual connection of the central plates 24, which follow one another in the longitudinal direction of the rail.

Finally, it should be noted that in the construction of a track transition device 20 according to the invention with rail connection plates 36, 38 has a high flexibility. Thus, for example, the flexibility of the deformation region 46 can be significantly influenced by the dimensioning of the upper region 52 or of the lower region 54 and thus adapted to the requirements occurring. Of course, appropriate measures in the area of material selection can also have an influence on flexibility. The system according to the invention can also be combined with other plate systems. For example, only where pedestrians, cyclists or even wheelchair users move across a track transition According to the invention plate assembly 22 are provided with the rail connection plates 36, 38, while in other areas, in which the direct connection to the inside of the Schienenköpe 44 is not mandatory, conventional, for example, completely constructed of the material of the central plate 24 track transition plates can be used. The surface properties of the plate assemblies 22 according to the invention can also be adapted to the requirements arising both in the region of the rail connection plates 36, 38 and in the region of the central plate 24 by virtue of their structural nature, material properties or by adding friction-increasing components.

Claims

claims

1. plate assembly for installation between the rails of a track system for providing a passable and / or walk-in

Surface in the area of the track system, comprising at least one rail connection plate (36, 38) to be laid adjacent to a rail (12, 14), wherein the at least one rail connection plate (36, 38) has a connection directly to the rail (12, 14 ) adjacent to positioning deformation region (46), the at

Crossing the rail (12, 14) with a rail vehicle by a wheel rim of a rail vehicle is deformable and returns after passing substantially in its original shape, wherein the deformation region (46) a part of the surface (40) providing upper portion (52) and below the upper region (52) has a lower region (54) for support on a substrate (30), wherein the lower region (54) comprises a plurality of support projections (58) supporting the upper region (52) and to be supported on the substrate (30).

2. Plate assembly according to claim 1, characterized in that the upper region (52) is constructed essentially of solid material.

3. plate assembly according to claim 1 or 2, characterized in that in the lower region (54) between the Abstützvorsprüngen (54) a plurality of downwardly and / or open to the side recesses (62, 62 ') is formed.

4. Plate assembly according to one of claims 1 to 3, characterized in that the supporting projections (58) extend away from the upper region (52) in substantially the same direction.

5. plate assembly according to one of claims 1 to 4, characterized in that at least a part of the support projections (58) as Abstützwandungen (60) is formed.

6. Plate assembly according to claim 5, characterized in that at least a part of the Abstützwandungen (60) bounded above by the upper region (52) and downwardly open cavities (62) limited.

7. plate assembly according to claim 6, characterized in that the supporting walls (60) for providing cavities (62, 62 ') are arranged with polygonal cross-section.

8. plate assembly according to claim 6 or 7, characterized in that the cavities (62, 62 ') are bounded at the top by a rounded, dome-like shape (64).

9. Plate assembly according to one of claims 5 to 8, characterized in that the supporting walls (60) are arranged for providing a honeycomb-like structure.

10. plate assembly according to one of claims 1 to 9, characterized in that the at least one rail connecting plate (36, 38) in its deformation region (46) when positioning adjacent to a rail (12, 14) a rail head (44) under cross Holding formation (70).

11. Plate assembly according to claim 10, characterized in that the holding formation (70) comprises a plurality of respective support projections (58) provided retaining projections (68).

12. Plate assembly according to one of claims 1 to 11, characterized by at least one between two rails (12, 14) to be laid central plate (24), wherein the at least one central plate (24) in at least one side rail to be positioned side region (26, 28). a first engagement formation (50) and the at least one rail connection plate (36, 38) in a side region to be positioned far from the side a second engagement formation (48), which for fixing the rail connection plate (36, 38) on the central plate (24) the first engagement formation (50) can be brought into form-fitting engagement.

13. Plate assembly according to claim 12, characterized in that the form-fitting engagement by a combined sliding-pivoting movement of the at least one

Rail connection plate (36, 38) with respect to the central plate (24) can be produced.

14. A plate assembly according to claim 12 or 13, characterized in that the second engagement formation (48) comprises a in a substantially laterally open engagement recess (90) of the first engagement formation (50) engaging to be positioned engaging projection (78).

15. A plate assembly according to claim 14, characterized in that the second engagement formation (78) has a locking formation (83) which engages with the engaging recess (90) engagement projection (78) with a counter-locking formation (92) of the first engagement formation (50) is in locking engagement for preventing unwanted moving out of the engagement projection (78) from the engagement recess (90).

16. Plate assembly according to one of claims 12 to 15, characterized in that at least one central plate (24) in at least one side region (26, 28) to be positioned near the rail provides the substrate (30 ¹ ) for supporting the lower region (34) of at least one rail connecting plate (36, 38).

17. Plate assembly according to one of claims 12 to 16, characterized in that the at least one central plate (24) at least in a part of the surface (40) providing area with elastic material, preferably rubber material is constructed.

18. Plate assembly according to claim 16 or 17, characterized in that the at least one central plate (24) is formed at least in one of the substrate (30 ¹ ) providing area with metal material and / or concrete material.

19. Plate assembly according to claim 16, characterized in that the at least one central plate (24) is constructed with concrete material.

20. Plate assembly according to one of claims 1 to 19, characterized in that a displacement lock (82, 84, 86) for the at least one rail connecting plate (36, 38) is provided for preventing displacement thereof in a rail longitudinal direction (L).

21. Plate assembly according to claim 12 and claim 20, characterized in that the displacement safety device (82, 84, 86) on the at least one rail connecting plate (36, 38) and the at least one central plate (24) in the rail longitudinal direction (L) in

System comprises mutually engageable sliding securing regions (82, 84, 86).

22. Plate assembly according to one of claims 1 to 21, characterized in that on the deformation region (46) on its rail remote to be positioned side downwardly open and substantially along the entire length of the rail connection plate (36, 38) along the Deformation area (46) extending

Recess (70) connects.

23. Plate assembly according to one of claims 1 to 22, characterized in that the at least one rail connecting plate (36, 38) is constructed substantially with Neugummimaterial.

24. Plate assembly according to one of claims 1 to 23, characterized in that the building material of the at least one rail connection plate (36, 38) wear-reducing components, preferably corundum, are added.

25. Plate assembly according to one of claims 1 to 24, characterized by at least two in a rail longitudinal direction (L) successive rail connection plates (36, 38).

26. Plate assembly according to claim 12 or one of claims 13 to 25, if dependent on claim 12, characterized in that on both sides of the at least one central plate (24) in each case at least one rail connecting plate

(36, 38) is provided.

27. A track transition device, comprising at least one plate assembly (22) according to one of the preceding claims.

28. Track junction device according to claim 27, characterized in that along the rail inner sides extending and a support base for the rail connection plates (36, 38) providing underlay elements (30) are provided.

29. Rail connection plate, in particular for a track transition device according to claim 27 or 28, wherein the at least one rail connection plate (36, 38) has a directly to the rail (12, 14) to be positioned adjacent deformation region (46) when passing over the rail (12, 14) is deformable by a wheel rim of a rail vehicle wheel with a rail vehicle and returns to its original shape after passing over, the deformation area (46) providing a part of the surface (40) upper area (52) and below Upper region (52) has a lower region (54) for supporting on a substrate (30), wherein the lower region (54) comprises a plurality of supporting projections (58) supporting the upper region (52) and to be supported on the substrate (30). summarizes.