WO2021018336A1

WO2021018336A1 - Method and apparatus for replacing bridge constructions in track systems

Info

Publication number: WO2021018336A1
Application number: PCT/DE2020/100498
Authority: WO
Inventors: Uwe Langer
Original assignee: RIGA MAINZ GmbH & Co. KG
Priority date: 2019-07-26
Filing date: 2020-06-15
Publication date: 2021-02-04
Also published as: EP4004289B1; DE102019120231A1; EP4004289C0; EP4004289A1; DE112020003586A5

Abstract

The invention relates to a method for replacing bridge constructions in track systems, comprising the method steps of: receiving and raising a new bridge construction by means of a movable apparatus for replacing bridge constructions in track systems; moving said apparatus on or above the track system below the existing overhead lines of the track system to an installation position of the new bridge construction over a gap in the track system created by removing the old bridge construction; and position-accurate lowering of the new bridge construction onto abutments for carrying the new bridge construction into the gap in the track system.

Description

Method and device for exchanging

Bridge structures in track systems

The replacement of parallel bridge structures in track systems, which are all electrified, causes a great deal of logistical and technical effort as well as long downtimes on the affected track systems, especially if only a maximum of 2 of the parallel tracks are to be blocked at the same time. The aim is to achieve this in order to reduce the overall downtime on the track system and therefore only proceed gradually. Therefore, the idea of developing alternative solutions for the installation and removal of bridge structures in electrified track systems arose.

If there are several parallel bridge structures in track systems, the conventional procedure of exchanging the bridge structures with a large crane is not spatially possible if only a maximum of 2 tracks can be blocked. An exemplary task here is to carry out the work in sections of 2 bridges per lockout with the shortest possible construction time, with old bridge structures to be exchanged with approx. 70 t steel superstructures each, which are to be replaced by new bridges, each with approx. 320 t of reinforced concrete are made.

The conventional procedure with a large crane provides for the overhead lines of all 8 tracks to be dismantled step by step and then reassembled so that the crane technology can be used from above. This already causes considerable preparation costs in order to be able to start work at all. A possible crane that could be used here, for example, has a dead weight of approx. 800 t plus the dead weight of the new bridge structure which has to be lifted. The total weight of the crane incl. the bridge would then be around 1100t, which raises further problems with regard to the subsoil in the area of the crane parking space.

A targeted construction time for the execution is, for example, around 34 hours per structure, during which time the crane would have to be brought into position and the lift carried out.

Massive interventions in the infrastructure of the track system, possibly also subsidence in the crane parking area, security measures and explosive ordnance probing underground are further, difficult to assess expenses, which are very difficult to assess in advance, which makes adherence to the targeted construction period in question represents. The development of alternative solutions for the installation and removal of bridge structures in electrified track systems would, if necessary, bring with it considerable savings potential and ideally allow a reliable calculation of a shortened construction time.

The prior art does not offer any approach to solving this problem. From the publication DE 10 2006 049 408 B4 a method and a device for exchanging a defective or worn rail piece is known, in which a rail-bound vehicle is moved over the rail point to be exchanged, in a further step the separated defective rail piece by means of the Wa gens and a lifting device arranged on the underside is lifted out of the rail track, then a properly deflected piece of rail is inserted as a replacement into the gap and finally fastened with its ends in the rail track, the remaining rail ends, between which the new rail piece is inserted with fixing means relative to attached to each other. This is a method that can only be used in a limited way to individual rail elements and does not open up the possibility of removing and replacing a larger structural element such as a bridge body from the track system.

A similar approach to a solution can also be found in the publication AT 501 272 A4, which is also used to remove damaged rail sections in track systems.

The laid-open specification DE 100 04 194 A1 discloses a method for manufacturing a fixed rail track on a bridge. Here, steps are disclosed how the concreting of such a bridge can be designed advantageously especially for use as a railroad track. However, this publication does not offer any suggestions for replacing a bridge in track systems.

When working on several bridge structures in parallel track systems, very specific problems arise that cannot be solved by the technical solutions described above for replacing individual rail elements. The aim is to capture only two of the parallel tracks from the construction project at the same time. If one assumes, for example, track systems in which eight parallel tracks have a bridge structure that needs to be exchanged, according to the current state of the art it is only possible with a comparatively large amount of technical and logistical effort to replace these bridge structures one after the other when the tracks are shut down in pairs.

In addition, the question of overhead lines would also be problematic, since operating the neighboring tracks with electrified overhead lines is risky if work is carried out in parallel on tracks whose overhead lines have been removed for the construction section. It is therefore the object of the present invention to provide a novel method and a device required for this purpose, in order to be able to replace bridge structures in track systems with significantly more efficiency. The aim is to be able to carry out the replacement without impairing the arrangement of overhead lines.

This is achieved by a method according to claim 1, the dependent claims 2 to 7 have advantageous further developments of the method as their subject. Furthermore, the inventive method is carried out with a device according to claim 8, wherein the fol lowing claims 9 to 13 have advantageous designs of this device as their subject.

In terms of construction, the structural measure is carried out by means of a boiler or high bridge, which is used in combination with an SPMT (Self-Propelled-Modular-Trailer). The SPMT is able to carry out the maneuvers longitudinal travel, transverse travel, diagonal travel or circular travel, which can be called up fully electronically via the remote control. In addition to this combination, there is the development of a special lifting system comprising a steel structure to accommodate the lifting system in the boiler or high bridge. The new development includes a parallel rope combination with suspension heads on both sides with an integrated rope pulley for the load bearing, in an advantageous version with 5 grooves for a load bearing of 150 t plus the resulting force from the lifting strands.

Another element relevant to the installation of the bridge structure is a hydraulic lateral displacement option for positioning the bridge in its installation end position, whereby the required longitudinal displacement can be carried out via the hydrostatic drive of the SPMT.

The suspension on the bridge has suspension heads on the bridge structure itself, each in connection with the static requirements and possibilities of the structure are coordinated. In principle, the high girder bridge and the lifting system can be positioned lengthways and crossways so that the bridge structure can be lifted directly over the abutments on the structure. This has the advantage that no other bending moment arises in the structure compared to the state in the end position.

With the help of this new transport and lifting technology, it is possible to take out an old bridge and replace it with a new one without the need for additional technology such as B. Shifting or lifting equipment are required.

In the following, the procedure and their Vo ^¬ out translations will be considered in more detail, wherein the subsequent write-Be ^¬ refers to an exemplary project of 8 parallels track systems with bridge structures.

The task is to replace a total of 8 bridges in the course of a 60-day schedule.

(1) All new bridge structures are manufactured on site near the installation.

(2) The transport and lifting device is delivered to the construction site in individual parts on standard trucks and pre-assembled ready for use.

(3) A construction company provides a drivable area

between the tracks and the individual tracks.

(4) The overhead lines do not have to be removed or moved, but the contact wires are de-energized and earthed at the time of execution.

(5) The transport and lifting device drives over the

The bridge to be exchanged, picks it up with the lifting technology described, sets through across drives to the neighboring track and can thus drive out the old bridge.

(6) The old bridge is put down.

(7) The transport and lifting device moves sideways

over the new structure, also picks it up with the lifting technology described and drives over the neighboring track in the line of the installation position (transverse axis of the new bridge).

(8) The position of the new bridge is reached through the transverse and longitudinal travel.

(9) The bridge is lowered to any height using the newly developed lifting technology and placed on the abutments. If required, the sideshift can be carried out, which is provided via a double piston cylinder.

(10) After the bridge has been removed, it is ready for further track construction.

As far as the loads on the tracks and old bridges are concerned, with the method according to the invention and the device used for this purpose it is advantageous that the number of SPMT axle lines can be selected so that a comparison can be made with the load scheme of, for example, Deutsche Bahn for locomotives or freight trains can be created. In principle, it is possible to expand or shorten the SPMT axle lines as required in a modular system (4-axis and 6-axis bogies). In this way, the adaptation to the respective conditions and the load capacity of a track system is ensured.

An alternative is the use of a railway wagon, for example a TSW-348 support wagon, instead of the SPMT for the technical conditions that only one track is available, - or the bridge structures to be installed may have to be approached over a greater distance,

- or the tracks are not scooped out or made so that they cannot be driven on due to structural conditions, so driving on with a rubber-tyred vehicle is not possible.

The deviation from the procedure described above is that the new bridge structures are pushed under the high bridge using a sliding technique in order to be able to pick them up, since the rail car cannot leave the track and therefore no cross-travel is possible.

The withdrawal from the

The old bridge to be replaced is loosened from the track system in reverse order.

The problem then is that after the removal of the old bridge to be replaced, which has been detached from the track system, a gap remains in the track system, which prevents the positioning of the rail car with the new bridge structure. An auxiliary bridge (HB) is temporarily used to cross the open gap after the old bridge has been removed. In the case of single-track lines, this can be done by entering the HB with SPMT or lifting it in with a mobile crane. If this happens with an SPMT, it can remain under the HB as support. In this way, the rail wagon can drive over the auxiliary bridge and lower the new bridge structure in a precisely positioned manner, as has already been described in more detail.

In the following, the method according to the invention as well as the device for carrying it out will be described in more detail with reference to drawings. Show it 1 shows a plan view of the high bridge (11) used on a track system (7) with a bridge structure (3) to be lifted;

2 shows a side view of the high bridge (11) according to the invention, mounted on SPMTs (8) with a suspended bridge structure (3);

3 shows a combination of views of the lifting device according to the invention in the retracted state for lifting a load;

4, the lifting device according to the invention drive out to lower a load;

5 shows the section AA through the high bridge (11) with the suspended bridge structure (3) and the lifting device arranged therein;

Figure 6 is a side view of an alternative

Device that is stored and moved not on SPMTs but on track-bound rail cars (18), as well as

Fig. 7 The device of Figure 6 during the installation process of a new bridge structure (3).

In FIG. 1, the device 1 according to the invention for removing an old bridge structure and for installing a new bridge structure 3 is shown in plan view.

This is the device 1 according to the invention, which is moved in parallel to the bridge structure 3 before it is picked up. The arrows 19 here show that due to the SPMTs 8 serving as the chassis, a transverse travel 6 to the track system 7 is also possible in order to be able to pick up the bridge structure parked parallel to the tracks.

Appropriate preliminary work must be carried out by a construction company in order to create a drivable area between the To build the tracks and the individual tracks, for example by means of asphalting, which, however, does not impair the usability of the tracks for rail traffic. In this way, the SPMT 8 can be moved as a chassis both in a normal drive 4 along the track layout and also in a diagonal drive 5 or a transverse drive 6. This has the aforementioned clear advantages in terms of taking up the old bridge structure, setting down the old bridge structure and taking up and installing the new bridge structure 3.

It can also be seen in FIG. 1 that special lifting devices 2 are provided on the high bridge 11, which are arranged to run in the longitudinal direction of the high bridge 11. In FIGS. 1 and 2, the hydraulic component, as can be seen and explained in more detail in FIGS. 3 and 4, is shown in the extended state. This is the case when the lifting device unloads or picks up a load before the load is lifted.

In Figure 2, the device for height adjustment 10 of the high bridge 11 is shown. It can be seen here that this device is also hydraulically pivoted in such a way that the entire high bridge 11 can be lowered towards the SPMTs or raised towards the overhead line 9. In FIG. 2 it is also clear that the overhead line 9 is not affected by the device 1 with the high bridge 11 when it is driven under. This means that this device makes it possible for the first time to remove and introduce a bridge structure without affecting the overhead lines. This already causes a great savings potential in itself, both in terms of the construction time, and in terms of the costs required for this.

The device for height adjustment 10 of the high bridge 11 is raised exactly so that a safety distance to the overhead line 9 is guaranteed. In FIG. 2, the old bridge structure has already been removed from the track system 7, and the device 1 with the high bridge 11 suspended new bridge structure 3 has been moved into position so that the new bridge structure 3 can be lowered to any height using the lifting technology according to the invention, as can be seen from the lower position of the bridge structure 3. In this way, the new bridge can be placed exactly on bridge abutments that may have been built for the new bridge structure after the old bridge was removed.

It is also clear in Figure 2 that the innovative arrangement of the hydraulic lifting device in the longitudinal direction of the high bridge 11 achieves an arrangement in which, for example, the strand jack 14 moves parallel cables 17 parallel to the overhead line 9 when moving in and out, and so does the device With the lifting device 2 extended and the bridge structure thus raised, the SPMTs 8 can continue to move without problems under the overhead lines, even transversely to the extension of the track system 7. This is necessary, for example, when the bridge element 3 has been picked up and then the device 1 first has to be moved across the track system 7 onto the track on which the bridge structure 3 is now to be used.

FIG. 3 now shows the Hubvor device 2 according to the invention only in the retracted state. This means that the suspension head 15 is brought up to the strand jack 14, as a result of which the parallel cables 17 fixed on the suspension head 15 are brought up to the high bridge 11 via a pulley 13. It is thus the position in which, for example, the new bridge structure 3 is raised un indirectly to the high bridge.

Conversely, FIG. 4 shows the lifting device in the extended state, which is why the suspension head 15 has now shifted towards the pulley 13 and thus the parallel cables 17 guided over the pulley 13 are lowered downwards. Both at the free end leading to the receiving bridge structure 3 as well as at the end of the parallel cables 17 connected to the hydraulics, corresponding suspension heads 15 arranged. This advantageous and innovative construction makes it possible to effect the lifting movement by deflecting the parallel ropes 17 via the pulley 13 without increasing the device via a hydraulic cylinder in the direction of the lifting movement, namely vertical. The hydraulic movement takes place only ho rizontal and thus causes no negative change in height of the device 1, which would cause problems with the overhead line 9 be. Alternatively, instead of the strand jack 14, an alternative hydraulic component could also be used which, running parallel to the high bridge 11, causes the shortening of the reversed parallel rope by shifting the suspension head 15. In Figure 5, the section AA through the fiction, contemporary high bridge 11 with lifting devices 2 arranged thereon can be seen. The high bridge 11 has lateral supports 21, between which another support element 22 runs, on which the lifting devices 2 are arranged. In FIG. 5, the plane of the overhead lines 9 is also shown, which runs over the pulleys 13 of the parallel cables 17. In this respect, there is no obstruction by the overhead line 9. The Wei teren in this section is the suspended on the suspension heads 15 at two points bridge 3 recognizable and the SPMT chassis 8, which moves on a scooped track 7 before the direction.

Finally, a double piston cylinder 12 can be recognized by means of which a hydraulic lateral displacement of the bridge structure 3 when fitting into the remaining gap in the track system 7 is made possible. The longitudinal displacement is effected by the SPMT itself, the transverse displacement via the double piston cylinder 12 mentioned. In this way, the perfect placement on the abutments is ensured. FIGS. 6 and 7 again show lateral views of the device 1, the difference here being that the trolleys are not designed as SPMTs, but the high bridge 11 is arranged on two railroad cars, for example on support wagons. The background to this alternative representation is that with a single track system 7 or also with a bridge structure 3, which is to be transported over a greater distance to the installation site, or also through a track system 7 that cannot be prepared for traffic with SPMTs, the Recourse to track-bound bogies is required.

Since the device cannot be moved across the tracks, it is necessary, after removing the old bridge structure 3, to insert an auxiliary bridge 23 into the resulting gap in order to be able to drive the device over this auxiliary bridge into the discharge position of the bridge structure 3 . In the illustration according to FIG. 6, this auxiliary bridge is mounted on SPMTs, which also cause the auxiliary bridge to be supported when the device itself passes over the auxiliary bridge.

Here, too, it can be seen that this opens up an alternative possibility of leaving the overhead lines 9 in position and merely taking the power off. It can also be seen that the lifting device according to the invention is structurally identical in this respect to the previous alternative. It can also be seen that here, too, a device for height adjustability 10 of the high bridge 11 is arranged on the railroad car 18, which has a different inclination position than can be seen in FIG.

In Figure 7, the auxiliary bridge 23 has now been moved out on the track systems 7, so that the new bridge structure 3 can now be lowered into the resulting gap on the abutment, not shown. For this purpose, the Hubvor device 2 is extended and thus the parallel cables 17 are lowered over the pulley 13.

Claims

1. A method for replacing bridge structures (3) in track systems (7) comprising the process steps:

- Picking up and lifting of a new bridge structure (3) by a movable device (1) for replacing bridge structures (3) in track systems (7),

- Moving this device (1) on or over the track system (7) below the existing overhead lines (9) of the track system (7) in an installation position of the new bridge structure (3) over a gap in the track system created by removing the old bridge structure (7) as well as

- Precise lowering of the new bridge structure (3) onto the abutment for carrying the new bridge structure (3) into the gap in the track system (7).

2. A method for replacing bridge structures (3) in track systems (7) according to claim 1, characterized in that

the inclusion of a new bridge structure (3) and / or the storage of an old bridge structure removed from the track system (7) on a parallel second track he follows, the device (1) for changing between the parallel tracks of the track system (7) across and / or is moved diagonally to the course of the tracks.

3. A method for replacing bridge structures (3) in track systems (7) according to claim 1, characterized in that

the device (1) is moved over a gap created by the removal of an old bridge structure in a track system (7), - An auxiliary bridge (23) is temporarily inserted into the gap in the track system (7) to be passed over by the device (1) and removed again after being passed over by a chassis of the device (1),

- In which case the new Brü worn on the device

ckenbauwerk (3) is lowered into the existing gap in the track systems (7) to support the new bridge structure (3).

4. A method for replacing bridge structures (3) in track systems (7) according to claim 1 or 2, characterized in that

In a first process step, a drivable area is generated in the track system (7).

5. A method for replacing bridge structures (3) in track systems (7) according to claim 4, characterized in that

the drivable area is made by asphalting or covering the tracks to be driven over, with further parallel tracks of the track system not claimed for the method continue to be usable for rail traffic.

6. A method for replacing bridge structures (3) in track systems (7) according to one of the preceding claims, characterized in that

Both the old bridge structures to be removed and the new bridge structures (3) are lifted out of the track systems (7) by the device (1) and reinserted into the track systems.

7. A method for replacing bridge structures (3) in track systems (7) according to one of claims 1 to 5, characterized in that the removal of the old bridge structure is carried out transversely to the course of the track by a platform that can be moved under the old bridge structure.

8. Device for replacing bridge structures (3) in

Track systems (7) according to a method according to one of Claims 1 to 7,

marked by,

- A height-adjustable high bridge (11) arranged on two chassis (8, 18) arranged at a distance from one another,

- on which at least two lifting devices (2) are arranged for lifting a bridge structure to the high bridge (11) and for lowering the bridge structure from this high bridge (11),

- The overall height of the chassis and the high bridge (11) built thereon and the lifting devices (2) arranged on the high bridge is less than the distance between the overhead lines (9) intended for rail traffic and the track system (7).

9. Device for replacing bridge structures (3) in

Track systems (7) according to claim 8, characterized in that

the lifting devices (2) include hydraulic traction devices that cause a pulling movement of the lifting devices (2) approximately parallel to the overhead line (9), with a steering device of the lifting device (2) deflecting the vertical lifting movement of the load into the horizontal hydraulic pulling movement causes.

10. Device for replacing bridge structures (3) in track systems (7) according to claim 9, characterized in that

- A strand jack (14) is part of the lifting device (2) as a hydraulic pulling device,

- parallel cables (17) attack the load to be lifted by means of suspension heads (15)

- and the parallel cables (17) are deflected from the vertical to the horizontal via a pulley (13).

11. Device for replacing bridge structures (3) in

Track systems (7) according to one of claims 8 to 10, characterized in that

the load is shifted to the side by means of double piston cylinders (12) which grip the lifting devices (2).

12. Device for replacing bridge structures (3) in

Track systems (7) according to one of claims 8 to 11, characterized in that

can be used as trolleys for the device SPMTs (8) or rail cars (18).

13. Device for replacing bridge structures (3) in

Track systems (7) according to claim 12, characterized in that

the SPMTs (8) can be moved in relation to the track (7) in the longitudinal (4), diagonal (5) and transverse directions (6).