Bridge structure for supporting at least one rail of a railway track in a region of a construction joint and railway structure having such a bridge structure
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- MAURER ENGINEERING GMBH
- Filing Date
- 2022-06-10
- Publication Date
- 2026-07-24
Smart Images
Figure CN117529589B_ABST
Abstract
Description
[0001] The present invention relates to a bridging structure for supporting at least one guide rail of a railway track in a region of a structural joint.
[0002] Such bridging structures are used in railway structures when the guide rails of the track are to be guided at joints in a structure (such as railway bridging members). For example, railway bridging members have structural joints in the bridging platform to allow movement between the abutment of the bridging member and the superstructure. In particular, in the case of multi-component railway bridging members, movement occurs at structural joints between adjacent superstructures. This movement is caused by structural deformation due to permanent and variable loads such as traffic, wind, and temperature effects. Different settlements of the structural foundation may also lead to movement, which is specifically absorbed in such structural joints. Therefore, the structural joint represents at least a partial interruption of the railway track.
[0003] In this document, the term "track" refers to the entire track on which at least one guide rail (in the case of a single track), preferably two guide rails (in the case of a double track), sleepers, and ballast. In the case of a "slab track" type superstructure, the term refers to the entire guide rail and the components used to fasten the guide rail to the bridging platform. For example, these components may be guide rail fasteners on a steel bridging platform, bridging beams on an open platform of a steel truss bridging member, or a concrete slab with guide rail fasteners on a solid bridging platform.
[0004] Between the two edges of a structural joint, displacement and rotation of all degrees of freedom typically occur. Therefore, the guide rails must be guided at the structural joint to ensure the safe operation of railway vehicles even when moving at the structural joint, and to minimize the need for inspection and maintenance in the area of the bridging structure.
[0005] In the case of bridging members with a long superstructure length, a significant amount of movement occurs at the structural joint along the longitudinal direction of the track. This causes the structural joint to open and close because the maximum and minimum values (in the case of a standard superstructure using track profile 60E2 for DB Netz AG or Deutsche Bahn, the maximum value for the infill section track is 650 mm, and the minimum value is 250 mm) must conform to the distance the guide rail is supported by so-called guide rail support points (the points where the guide rail is connected to the roadbed by load-bearing means, for example, by means of sleepers). The guide rail must be reinforced in the area of the structural joint, or additionally supported by the bridging structure. The bridging structure must compensate for the movement at the structural joint and provide support for the guide rail while conforming to the maximum and minimum values.
[0006] For railway tracks with ballast (ballooned tracks), the ballast spacing in Germany requires approximately 300 mm of longitudinal movement. This means that, without the use of bridging structures, the possible longitudinal movement is limited to approximately 300 mm by the design of the ballast spacing. In the case of railway tracks of the "slab track" type with concrete slabs, the possible longitudinal movement is limited to approximately 140 mm.
[0007] Various forms of bridging structures are currently known in the prior art. The simplest form is called a filled section guide rail design. Here, the so-called filled section guide rail is used in the area of the construction joint for the guide rail, rather than the usual guide rail profile. For example, in Germany, DB Netz AG uses the Vo-60E2 guide rail profile for the SA 60-340 guide rail extension. This has a stronger cross-section and higher bending load capacity than the usual guide rail profile.
[0008] The advantage of this design is that, due to its greater bending load capacity, a larger distance can exist at the guide rail support points (e.g., up to 1000 mm for guide rail profile Vo-60E2, compared to typically 650 mm for standard guide rail profile 60E2), thus allowing for greater longitudinal movement (approximately 480 mm). The disadvantage of this design is that the guide rail profile must be close to the structural joint. The joint must be formed in a fatigue-friendly manner by gradually bridging the cross-section from profile 60E2 to profile Vo-60E2. When installed on a slab track, the higher bending stiffness of the infill section guide rail leads to unfavorable large lifting and pressing forces at the guide rail support points. Therefore, movement at the structural joint must be strictly limited, which is why infill section guide rails should be avoided in practice, at least in the case of DB Netz AG in Germany.
[0009] Another drawback of this design is that, compared to standard guide rail profiles, the larger guide rail cross-section results in a significantly lower critical temperature for the upper ballast structure without guide rail extension. This also reduces the safety in preventing track warping.
[0010] An alternative design for larger longitudinal movements is called a protective rail design. In this case, the rail is reinforced in the area of the structural joint by two laterally attached protective rails. For example, DB Netz AG uses this type of rail construction for the SA 60-830be rail extension. The protective rails extend to the sleepers or rail supports on both sides of the structural joint and participate in the transfer of loads from the rail vehicle. The advantage of this design is that the greater bending load capacity allows for a larger span. For example, in Germany, a sleeper spacing of at least 600 mm and up to 1300 mm is allowed, corresponding to a permissible longitudinal movement of 700 mm. The disadvantage of this design is that when installed on slab tracks, very large lifting and pressing forces occur at the rail supports due to the higher bending stiffness of the rails with protective rails. Therefore, movement at the structural joint must be strictly limited, which requires a very rigid bridging superstructure and is therefore not common in practice. Another disadvantage is that the support of the protective rails on each side of the structural joint is typically on three sleepers. This means the support structure is statically indeterminate. When the superstructure ends twist, the sleepers experience varying loads, and therefore, when used on ballasted tracks, the track bed settles differently over time. This causes the track position quality in the structural joint area to deteriorate faster than in adjacent tracks. Consequently, the track bed must be compacted more frequently in the structural joint area, which is related to the common problem of removing individual defects in track position. This is therefore costly and prone to creating new track position defects during the transition to uncompacted areas.
[0011] Another well-known solution is an articulated grid with lateral sleeper position control. Here, the structural joint is typically bridged by two steel trusses. The two trusses are mounted on adjacent sleepers, allowing for longitudinal displacement on one side. One or two similarly articulated steel lateral sleepers are suspended below the trusses to support the guide rail. The position of one or more lateral sleepers is controlled by a scissor-lever design. DB Netz AG used this design for its SA 60-1200 FF guide rail extension. The advantage of this design is a larger support span, which can be achieved through the high bending load capacity of the trusses. When two lateral sleepers are installed, approximately 400 mm of longitudinal movement per sleeper space is possible. The center-to-center distance between sleepers near the structural joint is at least 750 mm and a maximum of 1950 mm. This means that 1200 mm of longitudinal movement is possible. Due to the articulated connection between the lateral sleepers and the trusses, the grid is also flexible in terms of torsion. The disadvantage of this design is that the trusses are each supported on at least two sleepers on either side of the structural joint. Therefore, the arrangement of the supports is statically indeterminate. In the case of slab track, this leads to limitations. In the case of ballast track, this leads to uneven settlement. Therefore, the end cut angle of the superstructure must be strictly limited, which requires design effort. Furthermore, in practice, fatigue fracture of scissor levers repeatedly occurs in sleeper spacing control. With the vertical loading of the bridging structure and the longitudinal displacement of the track relative to the bridging platform, these subjected longitudinal forces generate stresses that are much greater than the control forces of an unloaded bridging structure.
[0012] Another well-known design of this bridging structure is a hinged grid with fixed transverse sleeper positions. Here, two trusses again bridge the structural joint. The two trusses are supported on both sides of adjacent sleepers by stops in a longitudinally displaceable manner. Up to three steel transverse sleepers are suspended below the trusses to support the guide rails. The transverse sleepers are hinged to the trusses and fixed in the longitudinal direction. This design is currently being used for operational testing at a station by DB Netz AG. The hinged connection between the trusses and the transverse sleepers creates a hinged grid, which has the advantage of being able to accommodate unrestricted movement of the structural joint for all six degrees of freedom. However, since the transverse sleepers are fixed to the trusses in a non-displaceable manner, the longitudinal movement of the structural joint is only distributed to the two sleeper compartments. Therefore, the longitudinal movement that can be compensated for in the longitudinal direction of the track is limited to twice the difference between the maximum and minimum spacing of the guide rail support points, which corresponds to approximately 800 mm of longitudinal movement, where the support point width is 200 mm. Due to the floating supports of the truss and the hinged connection between the sleepers and the truss, trapezoidal deformation (away from the ladder-like structure, where the steps are arranged at right angles to abut the twisted steps of the ladder frame) may also occur. This can lead to constraint and thus increase wear on the hinged connections used in practice, which are in the form of pairs of clamps with crown-shaped contact surfaces.
[0013] Another form of bridging structure known from German publication DE 19 806 566 A1 is based on the use of compensating plates. Here, a reinforced concrete slab or steel plate (so-called STOG plate) is supported on the bridging platform to bridge the structural joint. The plate is supported on both sides of the structural joint by two vertical force supports, and by a support in each direction in the transverse direction. In the longitudinal direction, the plate floats via stops or a control system to maintain the maximum and minimum spacing of the rail support points. This has the advantage that the longitudinal movement of the structural joint is distributed across two sleeper compartments at the ends of the plate. Therefore, the longitudinal movement that can be compensated in the longitudinal direction of the track is twice the difference between the maximum and minimum spacing of the rail support points (approximately 800 mm for a support point width of 200 mm). Another advantage is that the floating support in the longitudinal direction requires no control mechanism. Therefore, this design requires almost no maintenance. Furthermore, the rail support points on the plate are fixed in their positions relative to each other. Trapezoidal deformation of the track, as in the case of an uncontrolled articulated grating, is eliminated. The drawback of this solution is that the compensating plate is supported in a statically indeterminate manner by a total of four vertical force supports. The torsion of the superstructure about the longitudinal axis of the structure causes the plate to twist, and therefore, in the case of excessive torsion, this leads to the lifting of one of the supports, which adversely affects the durability of the support.
[0014] Another drawback stems from the fact that the compensating slabs are directly supported on the structure. This is not a problem inherent in slab tracks. However, in the case of ballasted tracks, the inevitable settlement of the ballast causes a height difference between the upper edge of the guide rail on the bridging structure and the adjacent ballasted track, thus adversely affecting driving dynamics, passenger comfort, and track maintenance. Another disadvantage is that the longitudinal movement that can be compensated for in the longitudinal direction of the track is limited to twice the difference between the maximum and minimum distances between the guide rail support points. In the case of so-called STOG slabs, this limitation is 800 mm of longitudinal movement. For larger longitudinal movements, two or more compensating slabs must be installed in series.
[0015] Therefore, this invention is based on the task of creating a bridging structure that can absorb large longitudinal movements and / or torsion at the construction joints without restriction, and which will not result in high vertical forces at the rail support points when used with slab tracks, nor will it lead to increased track bed settlement when used with ballast tracks. The bridging structure should use as few and simple support members as possible. These support members should be as easy to inspect as possible. The bridging structure should also be located outside the clearance gauge and, if possible, above the top edge of the sleeper, so that the bridging structure can be supported on ordinary sleepers.
[0016] This task is successfully solved using a bridging structure according to one aspect of the invention, in which at least one elongated bracket support is hinged to the bridging structure and has two ends, each bracket support having a bracket support attached to it, the bracket support being secured to the railway track by means of the bracket support. Hereinafter, the bracket support should be understood as a simple hinged single-span beam, preferably centrally loaded. In other words, the bracket support is designed to bend in a targeted manner without introducing bending moments into the railway track. Therefore, two approximately equal vertical forces are introduced into the railway track via the supports. This results in a more uniform load, and particularly in the case of ballasted tracks, leads to more uniform settlement of the bridging structure. Thus, forces can be transferred from the bridging structure via the bracket support to exactly two sleepers, rather than to only one or three sleepers as in the prior art. In this way, vertical loads from the bridging structure can be transferred unrestricted in a simple manner, and onto more than one sleeper, thus distributing them sufficiently. This reduces deformation and settlement of the associated sleepers, especially when they are located directly near structural joints. In the case of ballasted track, this significantly increases the usable time of the track bed without the need for compaction in areas close to structural joints. This greatly reduces the maintenance requirements for the track or ballasted track superstructure, a significant advantage over all known solutions. In particular, this eliminates the major drawbacks of infill section guides, guard rails, and articulated gratings.
[0017] At least two, preferably four, bracket support members are also hinged to the bridging structure. This allows for a more even distribution of loads from the bridging structure.
[0018] In a practical manner, at least one bracket support has a bracket support member at one end, which has a support member capable of shifting along the longitudinal direction of the bracket support member on a supporting sleeper used for supporting the transition structure, and a bracket support member at the other end, which has a support member fixed longitudinally to a second supporting sleeper used for support. The installation of the bracket support member is then designed as a statically defined support member (i.e., a fixed support member and a support member capable of moving at least in the longitudinal direction of the bracket support member and hinged in each case). This ensures that constraints are reliably avoided even when the two supporting sleepers have different settlements. This further increases the maintenance-free time of the ballast superstructure.
[0019] It is also meaningful for at least one bracket carrier to have bracket carrier supports at both ends, which allows the bracket carrier to be mounted on the associated supporting sleepers, enabling it to be displaced or fixed in the longitudinal direction. Supports that can be displaced on both sides may be useful if greater safety is desired to prevent horizontal forces from being introduced into the sleepers. However, in the opposite direction, it may be intentional and useful to design the supports of the bracket carrier on both supporting sleepers to be non-displaceable (i.e., fixed) in the longitudinal direction, so that the longitudinal forces acting on the bridging structure are transferred to the track bed through the supporting sleepers.
[0020] Bridging structures can be virtually any design. For example, bridging structures can have infill section rails, protective rails, grilles, and / or compensating plates.
[0021] Preferably, the bridging structure has a first truss and a second truss. The first truss extends substantially parallel to the longitudinal axis of the guide rail in the region of the structural joint and is arranged laterally close to the guide rail and bridging the structural joint. The second truss is arranged substantially parallel to the first truss and spaced apart on the other side of the guide rail. The trusses are designed such that they can be fastened to a portion of the railway track adjacent to the structural joint and support the guide rail, allowing for at least partial displacement in the longitudinal direction. A first support beam for supporting at least one guide rail is arranged on the first truss. The first support beam is designed such that it is laterally aligned with the longitudinal axis of the first truss, rigidly connected to the first truss, and hingedly mounted to the second truss, allowing for displacement parallel to the track plane. The first support beam is designed such that it is arranged in the region of the structural joint and can be guided at least in the region below the at least one guide rail to be supported.
[0022] A first truss, shaped like the letter "T" in the plan view, is mounted on the second truss, allowing it to move—preferably articulated and in a plane parallel to the track plane (where both tracks are supported, the track plane is defined as the connecting line across the top edges of the tracks; where only one track is supported, the track plane is defined as the tangent at the center of the guide rail head). In its simplest case, it can be designed as a straight beam. In this way, relative movement between the two trusses along the longitudinal direction of the trusses can be easily arranged. A support beam rigidly attached to the first truss serves as a transverse sleeper. The rigid attachment of the support beam ensures that it will not twist into a trapezoidal shape as in the case of an uncontrolled articulated grid, where, as explained above, the transverse sleeper may skew.
[0023] The bridging structure also includes a second support beam for supporting at least one guide rail. This second support beam is designed to be laterally aligned with the longitudinal axis of the second truss, rigidly connected to the second truss, and mounted on the first truss, allowing it to be hinged and displaced parallel to the track plane. The second support beam is designed to be positioned in the region of the structural joint and guided at least in some areas below the at least one guide rail to be supported. The two support beams, and thus the guide rail support points mounted thereon, can then move relative to each other. Therefore, the bridging structure can compensate for large longitudinal movements of the structural joint or bridge large joint gaps.
[0024] Therefore, when viewed along the track axis, it is advantageous to design at least one support beam as a U-shaped or L-shaped beam with at least one guide rail support point in some areas. This shape is easy to manufacture and simultaneously ensures good rigidity or support at the guide rail support point.
[0025] Another aspect of the invention is that the bridging structure is designed to be as flexible as possible in terms of torsion. Therefore, it is particularly useful if the support arrangement of the support beams on the corresponding other truss is designed to be flexible in terms of torsion about the longitudinal axis of the bridging structure. In this case, the support arrangement of the support beams on the corresponding other truss can be designed as a hinged support arrangement. This limits the possible constraints on the restoring forces of the hinged supports and gives the bridging structure a significant advantage over designs with compensating plates, which tend to tilt. Thus, the main disadvantages of compensating plates are overcome in a very simple way.
[0026] Furthermore, it is useful if at least one support beam has a mounting element designed to allow the support beam to be suspended from the truss and to slide along the truss in its longitudinal direction. This is a very easy-to-manufacture mounting element that, on the one hand, ensures safe installation in the vertical direction—or in a track curve with an incline perpendicular to the track plane—and free movement in both the longitudinal and lateral directions, and on the other hand, ensures a flexible overall design in terms of torsion.
[0027] At least one support beam has a plate-like width in at least some areas, such that two or more guide rail support points are mounted on the at least one support beam to support the respective guide rails. In this way, the bridging structure can also be produced in a simple manner, wherein at least two guide rail support points arranged in the structural joint have a fixed distance from each other in the direction of the track axis.
[0028] It is meaningful for at least one truss to have at least one stop that limits the displacement of the support beams mounted on the at least one truss in the longitudinal direction of the respective truss. In this way, very simple floating supports for the truss can be used without the need for a complex control system for the spacing of the support beams—such as transverse sleepers that are known to be controlled by control devices in their spacing.
[0029] It is also advantageous if at least one truss on one side of the structural joint is designed such that it can be fixedly mounted to a portion of the railway track along the longitudinal direction of the truss. This portion of the railway track can, for example, be a sleeper or a concrete slab. The only important point is that the trusses in the area of the support can be easily moved in a hinged manner relative to the relevant portion of the railway track, and simultaneously transfer their downward and transverse loads acting on the track axis to the subgrade via these portions.
[0030] Alternatively, the installation of the two trusses at each end along the longitudinal direction of the trusses is designed such that they can be installed on a portion of the railway track in a displaceable manner—preferably along the track axis. The maximum possible movement of the entire bridging structure along the track axis is then ensured. Constraints may virtually no longer be necessary. At least one support beam arranged under at least one track ensures that the entire structure cannot move out of the structural joint.
[0031] In another embodiment of the invention, at least one truss has truss supports for securing the bridging structure, particularly to a portion of the railway track. This can advantageously be designed as a vertical force support, for example, as a point rocker support or as a single-axis guided point sliding support. This is particularly useful if the truss is to be mounted on a concrete slab of a railway track designed as a “slab track.”
[0032] The bracket support can also be hinged to at least one truss support. This ensures—as already shown above—that forces are transferred without moment from the truss via the bracket support to exactly two sleepers, rather than to only one or three sleepers as in the prior art. In this way, vertical loads from the bridging structure can be transferred unrestricted in a simple manner and to more than one sleeper—and thus adequately distributed. This reduces deformation and settlement of the supported sleepers, especially those located directly near the structural joint. If both trusses are equipped with such bracket supports at both ends, this significantly increases the usable time of the track bed without the need for compaction in areas near the structural joint. This greatly reduces the maintenance requirements for the track or ballast superstructure, a significant advantage over all known solutions. In particular, this eliminates the major disadvantages of infill section guides, guide rails, and hinged grids.
[0033] Specifically, the sliding installation of the truss on the bracket support can be formed by support pins attached to the bracket support and longitudinal grooves arranged in the corresponding truss, with the support pins guided along the longitudinal grooves of the truss. This design is very simple and inexpensive to construct.
[0034] It may be advantageous to arrange at least one friction-reducing sliding plate in at least one longitudinal groove. This reduces friction in the support, thus reducing undesirable forces in the longitudinal direction and reducing wear.
[0035] Furthermore, it is advantageous to arrange at least one spring and / or damping device in at least one longitudinal groove at the front end of the recess. Under extreme loads, this ensures spring-loaded or damped impact at the end of the pin in the longitudinal groove. This reduces bending stress on the support beam and truss as a whole. There is less noise and wear. This measure also ensures greater overall wear resistance of the entire bridging structure.
[0036] The fixed support of the truss can be formed by support pins and support recesses in the corresponding truss, such that the corresponding truss rests on the support pins in the support recesses. This is also a very simple and inexpensive support arrangement, which is fixed in the direction of the track axis and transverse to the track axis, but is also hinged.
[0037] It is also useful to provide at least one rail support point, which is designed to be longitudinally movable. This ensures very low sliding resistance of the rail relative to the support beam. For this purpose, the rail support point may also include an elastic plate for absorbing displacement of at least one rail in its longitudinal direction. This ensures high elasticity of the entire bridging structure in the direction of the track axis. During movement of the structure, only very small longitudinal forces are generated in the bridging structure. This is true at least as long as the bridging structure is not loaded with traffic loads rolling on it. In this case, only very small forces or no forces are introduced into the bridging structure and any existing edge sleepers. When the rail is loaded with traffic, a frictional connection is created between the rail fastener and the rail in the longitudinally movable rail fastener. The elasticity of the rail fastener reduces the longitudinal forces acting on the truss or support beam by redistributing the longitudinal forces to the rail. This in turn reduces the bending moments in the support beam or truss and in the adjacent sections of the railway track truss supported on it in the installed state.
[0038] Advantageously, the bridging structure has at least one third support beam between the first and second support beams, the third support beam having at least one guide rail support point, and in each case, the third support beam is longitudinally displaceable and hinged to the first and second trusses. Therefore, the possible longitudinal movement of the bridging structure can be significantly increased.
[0039] Finally, the bridging structure may additionally include a control device for setting the distance between the respective rail support points of the different support beams of at least one guide rail to be uniform, and particularly as small as possible. This is particularly useful if more than two support beams are used in the bridging structure. The positioning of at least one additional support beam is then reasonably performed via a controller attached to both support beams—e.g., a scissor lever control device, a hinged rod weight control device, or a rope pulley weight control device. In this case, the supports of the bridging structure on adjacent railway track sections can still be simply statically determined as in other embodiments of the invention described above, or even, in the best case, floating. Therefore, even in large structures with large movements or large structural joints, large relative displacements between the guide rails and the bridging platform will not cause constraint forces in the control of the additional support beams. Consequently, the controller experiences significantly less wear compared to the prior art.
[0040] It is also advantageous to fit at least one resilient and / or movable sealing element between at least two adjacent support beams and / or between at least one adjacent edge of at least one support beam and the joint of the structure. In this way, the transition structure can also be sealed.
[0041] Furthermore, the solution to this problem is achieved through a railway structure according to another aspect of the invention, which has a structural joint and a railway track, the railway track having at least one guide rail guided on the structural joint, the at least one guide rail extending between two structural parts of the railway structure carrying the railway track, wherein the at least one guide rail is supported in the region of the structural joint by one of the aforementioned bridging structures. Here, the aforementioned advantages are now presented as a whole in the railway structure. Compared to known solutions, it is a structure requiring significantly less maintenance and having a very low cost.
[0042] In addition, railway structures include railway bridges. The application of railway bridges represents the most common application where bridging structures can be used.
[0043] It is advantageous if the bridging structure is attached to the railway track in a floating manner. In this way, constraints can be avoided.
[0044] Furthermore, in a typical implementation, the railway track is designed as a slab track with a concrete slab, and the bridging structure is attached to the concrete slab.
[0045] Alternatively, the railway track is designed as a conventional railway track with a ballast bed and sleepers, wherein the bridging structure is attached to at least two, preferably four, support sleepers of the railway track. In particular, in this variation, it is advantageous if each support sleeper has a notch at its outer end for receiving a portion of the bridging structure, especially a bracket support. In this way, the bracket support can be arranged at a slightly lower position. This saves installation space and creates a greater possible installation height for the truss under the clearance gauge. In this case, the bottom of the truss can even be moved below the top of the ballast bed. In this case, it may be necessary to provide recesses for the truss in the boundary wall of the ballast bed towards the structural joint.
[0046] If the load transfer along the track axis via two supporting sleepers is insufficient, the supporting sleepers can be connected to other adjacent sleepers along the track axis by means of sleeper spacers, particularly appropriately sized rods. In this case, the longitudinal force from the supporting sleepers is also transferred to other adjacent sleepers via the spacers installed between them. Using conventional spacers (or appropriately reinforced sections), up to 20 sleepers can be connected over a length of up to 12.0 meters. In this way, a longitudinal force of 240 kN can be anchored in the ballast at a longitudinal displacement resistance LVWu = 20 kN / m for the unloading track, as assumed according to the technical regulations for railway bridges EN 1991-2. This connection between sleepers and spacers is common practice according to DB Netz AG's superstructure engineering regulations, so that the sleepers move uniformly along the track axis following the movement of the bridging joint, and thus mitigate track positional degradation. This results in an economically advantageous extension of the compacted space.
[0047] The invention will be explained in more detail below with reference to the accompanying drawings, which are schematically shown as follows:
[0048] Figure 1 This is a three-dimensional representation of a first embodiment of the bridging structure according to the invention in a railway structure, the bridging structure having a railway track having a track bed and a truss mounted on a bracket support in a manner that is immovable on one side along the longitudinal direction of the track in a maximum open state.
[0049] Figure 2 It is in the minimum open state. Figure 1 The first example implementation shown;
[0050] Figure 3This is a second example of a bridging structure according to the invention in a railway structure, the bridging structure having a railway track having a ballast bed and trusses mounted on both sides of a bracket support in a fully open state so as to be movable along the longitudinal direction of the track.
[0051] Figure 4 It is in the minimum open state. Figure 3 The second embodiment shown;
[0052] Figure 5 This is a third embodiment of the bridging structure according to the invention in a railway structure having only one support beam, the bridging structure having a railway track having a ballast bed in the maximum open state;
[0053] Figure 6 It is in the minimum open state. Figure 5 The third embodiment shown;
[0054] Figure 7 This is a fourth embodiment of the bridging structure according to the present invention in a railway structure, the bridging structure having a "slab track" in a fully open state;
[0055] Figure 8 It is an enlarged longitudinal section view of the end of the truss, in which the bracket support is attached to the end of the truss;
[0056] Figure 9 It is along Figure 8 The cross section intercepted by the section line AA shown in the figure;
[0057] Figure 10 It is along Figure 8 The cross section intercepted by the cross-section line BB shown in the figure;
[0058] Figure 11 It is an enlarged view of the guide rail support point; and
[0059] Figure 12 This is a cross-section of the fifth embodiment of the bridging structure according to the invention in the region of a sleeper, the sleeper having a notch at the edge for deeper installation of the bracket support and the truss attached thereto.
[0060] Figure 1 The first embodiment of the bridging structure 1 shown according to the invention is used to support at least one guide rail 2 of the railway track 3 in the region of the structural joint 4 in the railway structure 5. This is a railway structure 5 in which the railway track 3 has two parallel guide rails 2, which are fastened to a plurality of sleepers 37 arranged laterally to the guide rails 2, and the plurality of sleepers 37 are located in the ballast 7.
[0061] The bridging structure 1 has a first truss 8 and a second truss 10. The first truss 8 has a long, straight main beam 9 that extends across the structural joint and is parallel to the longitudinal axis of the guide rail 2 shown on the left side of the figure. In this configuration, the main beam of the first truss 8 is arranged close to the first guide rail 2, positioned laterally on the outer side as shown on the left side of the figure.
[0062] The second truss 10 also has such a straight main beam 11. However, the second truss 10 is arranged on one side of the first truss 8 and parallel to it at a certain distance. In other words, the second truss 10 is located on the other longitudinal side of the guide rail 2, that is, on the right-hand side of the attached figure.
[0063] Importantly, both trusses 8 and 10 are designed such that they can be fastened to the adjacent structural joint 4 of the railway track 3 and support the two guide rails 2, allowing them to be at least partially displaced in the longitudinal direction. In this case, the two trusses 8 and 10 are mounted on the two supporting sleepers 6 located on the left side of the structural joint 4 and the two supporting sleepers 6 located on the right side of the structural joint 4, so as to allow for at least partial displacement in the longitudinal direction. Specifically, truss 8 is mounted hinged but not displaceable on its left side, and truss 10 is mounted hinged but not displaceable on its right side. The other side of truss 8 or truss 10 is hinged and longitudinally displaceable, as indicated by the arrows drawn in the figures, and points towards the longitudinal direction of trusses 8 and 10 at their lateral ends.
[0064] Furthermore—and this is another key point of the invention—both truss 8 and truss 10 are supported on each other in a displaceable manner. Therefore, truss 8 and truss 10 can be displaced relative to each other in the longitudinal direction, such as by means of... Figure 2 This can be seen by comparing the situation shown. Therefore, this is a statically determined three-point installation.
[0065] For this purpose, a support beam 12 is arranged transversely to its main beam 9 and at its center on the first truss 8 to support the two guide rails 2. According to the invention, the support beam is transversely aligned with respect to the longitudinal axis of the first truss 8, rigidly connected to the first truss 8, and mounted on the second truss 10, such that it can be hinged and moved parallel to the track plane. Furthermore, the support beam 12 is designed such that it is arranged in the region of the structural joint 4 and can be guided at least in some areas below the guide rails 2 to be supported.
[0066] The second truss 10 also has a support beam 13 centrally attached to the main beam 11 for supporting the two guide rails 2. The support beam 13 is also designed to pass under the guide rails 2 to be supported, extends transversely to the longitudinal axis of the second truss 10, and is rigidly connected to the second truss 10. Therefore, both trusses 8 and 10 have a T-shape in the plan view.
[0067] When viewed along the track axis, the two support beams 12 and 13 also have a U-shape. Two guide rail support points 14 are arranged in the central portion of the U-shape to support the two guide rails 2. The supports of the two support beams 12 and 13 on the corresponding other trusses 8 and 10 are designed to be flexible in torsion relative to the longitudinal track axis. Specifically, this means that the two trusses 8 and 10 and their support beams 12 and 13 can rotate relative to each other about the longitudinal axis without causing significant stress in the bridging structure 1. In its simplest case, this is achieved by simply mounting the support beams 12 and 13 from the corresponding other trusses 8 and 10, as shown in this example embodiment. For this purpose, the U-shaped support beams 12 and 13, when viewed along the track axis, have horizontal retaining plates in the area of the mounting 15, which are attached to the corresponding upward-pointing U-shaped legs of the support beams 12 and 13 in question. In this way, the support beams 12 and 13 and their mounting halves engage around the corresponding other trusses 8 and 10. In this way, the support beams 12 and 13 are suspended on the corresponding other trusses 8 and 10, and at the same time, they can be longitudinally guided to slide along the elongated main beams 9 and 11 of the corresponding other trusses 8 and 10.
[0068] Figure 1 The state shown illustrates the bridging structure 1 at its maximum opening, i.e., with the maximum width of the structural joint 4 to be bridged. Limiting the opening in the maximum direction is achieved by means of stops 16 attached to the trusses 8, 10. These stops 16 prevent the support beams 12, 13 from sliding too far on the trusses 8, 10 or their main beams 9, 11 and then striking the edge of the structural joint 4.
[0069] on the other hand, Figure 2 The state shown corresponds to the minimum opening of the bridging structure 1. Here, the pushing motion is limited by the impact of the end faces of the two support beams 12 and 13 of the trusses 8 and 10.
[0070] The two trusses 8 and 10 each have a truss support 17 at each end of the main beams 9 and 11 for securing the trusses 8 and 10 to a portion of the railway track 3. This securing can be direct or—as shown herein—indirect. This is because, according to the invention, each truss support 17 is hinged to a bracket support 18, which in each case is attached to two supporting sleepers 6. The truss support 17 can be designed in a generally known manner as a fixed support that cannot be moved or a support that can be moved in the longitudinal direction, as also indicated in the drawings by a double arrow pointing to the longitudinal axis.
[0071] In this configuration, each bracket support 18 is preferably symmetrically designed. A truss support 17, which is otherwise designed as a straight beam, is then fastened to the center of the bracket support 18. In this way, the vertical forces introduced from the trusses 8 and 10 via the bracket support 18 into the corresponding track sections are distributed in half. If the track section to which the trusses 8 and 10 are attached via the bracket support 18 supports the sleeper 6, this significantly extends the time until the ballast 7 must be compacted in that area compared to known solutions.
[0072] Figure 3 and Figure 4 The second exemplary embodiment of the bridging structure 1 according to the invention shown differs from the first exemplary embodiment only in the type of support members for trusses 8 and 10. That is, in this second exemplary embodiment, all four truss support members 17 are designed to be movable along the longitudinal direction of trusses 8 and 10. Therefore, the minimum opening of the bridging structure 1—such as... Figure 4 As shown—the minimum opening size compared to the first example implementation— Figure 2 As shown—it can be reduced again compared to the previous version.
[0073] exist Figure 5 and Figure 6 In the third embodiment shown, two trusses 8 and 10 with very different designs are used. The first truss 8 also has a long main beam 9 and a support beam 12. However, the support beam 12 is designed to be much wider in some areas than in the previously described example embodiment. Therefore, two rail support points 14, located one behind the other in the direction of the track axis, can be accommodated on the support beam 12 to support the respective rails 2. Thus, the support beam 12 carries a total of four rail support points 14 for the two rails 2.
[0074] The second truss 10 is now much simpler than the previous example. The second truss 10 has a straight main beam 11, on which the first truss 8 is suspended by its mounting bracket 15.
[0075] The support system of the bridging structure 1 allows the two truss supports 17 of the first truss 8 to be longitudinally movable and hinged. The truss support 17 on the left side of the second truss 10, as shown in the attached drawing, is also designed to be hinged and longitudinally movable. The truss support 17 on the right side is designed as a hinged support that is not movable in the longitudinal direction. Therefore, the second truss 10 is supported in a statically defined manner in the longitudinal direction. Combined with the stop 16 provided on the second truss 10, this fixed support ensures that neither the second truss 10 nor the first truss 8 can slide. Thus, the entire structure is torsionally flexible, statically supported, and therefore always unrestrained.
[0076] Figure 7 The implementation of the bridging structure 1 shown is similar in principle and structural design to... Figure 1 This corresponds to the first embodiment shown. However, the bridging structure is here installed in the railway structure 5, which has a "slab track" type railway track 3—in this case, the railway track 3 uses a concrete slab 19 instead of a ballast bed. In this type of structure, there are no longer any movable sleepers. Instead, the guide rail support points 14 are directly attached to the concrete slab 19, which can be slightly thicker in this area and takes the form of transverse ribs 20. If such transverse ribs 20 exist in the concrete slab 19, the transverse ribs 20 can be similar to Figure 1 The supporting sleepers 6 shown are used to indirectly fasten trusses 8 and 10 to the railway track 3 via four brackets 18. However, alternatively, in this design, the corresponding trusses 8 and 10 can also be directly fastened to the concrete slab 19 of the railway track 3 using their truss supports 17.
[0077] Figure 8 The end of the main beam 9 with a longitudinally displaceable truss support 17 is now shown in an enlarged, longitudinally sectional view. The truss support 17 essentially comprises a recess in which a pin 21 is positioned, attached to a portion below the truss support 17 (here, a bracket support 18, but which could also be a simple support plate, for example, attached to a portion of a railway track 3, such as a concrete slab of a slab track). If the truss support 17 is designed as a sliding support, then, as shown here, the recess is designed as a longitudinal groove 22 in the truss 8. This allows the pin 21 to slide back and forth along the longitudinal groove 22. To prevent the pin 21 from forcefully striking the end face of the recess at its maximum or minimum displacement, two springs and / or damping elements 23 are fitted in the example shown here.
[0078] If possible Figure 9 and Figure 10As shown in sections AA and BB, sliding guides 24 made of a low-friction sliding material are also arranged on each side of the longitudinal groove 22. The upper side of the pin 21 has a crown-like design—as can be... Figure 10 As can be seen from this. In this way, the truss support 17 is hinged and can accommodate torsion without generating bending or torsional moments in the truss.
[0079] The bracket carrier 18 is attached to two supporting sleepers 6 via two bracket carrier supports 25. The bracket carrier supports 25 are designed as longitudinally displaceable supports and are similar to rail support points with low puncture resistance. Therefore, the bracket carrier supports 25 have ribs 27 arranged between two elastic intermediate layers 26. The bracket carrier 18 is held from top to bottom by clamping plates 28. If the resistance to sliding of the bracket carrier 18 within the bracket carrier supports 25 is very small, the bracket carrier 18 can be displaced relative to the ribs 27 held in the direction of the track axis. In this way, the load introduced into the supporting sleepers 6 is significantly reduced.
[0080] On the other hand, if the intention is to transfer longitudinal forces from trusses 8 and 10 via bracket support 18 to the supporting sleepers 6 and from these supporting sleepers 6 to the ballast, the large pretension force of the clamping plate 28 can generate resistance to the displacement of the bracket support within the bracket support 25, a resistance greater than the resistance to the displacement of the supporting sleepers in the ballast. In this case, the bracket support is fixedly connected to the supporting sleepers in the direction of the track axis.
[0081] like Figure 11 The guide rail support point 14, particularly suitable for the present invention and shown in the enlarged and cross-sectional view, also functions according to this principle. Accordingly, the guide rail 2 can slide relative to the rib 29 of the guide rail support point 14 along the direction of the track axis, the rib 29 having a holding effect due to its transverse ribs to the track axis. To facilitate this as much as possible, a sliding plate 30 is arranged below the guide rail 2 and on an elastic intermediate layer 31, which in turn is located on the rib 29. The rib 29 and the guide rail 2 are clamped together by means of clamping screws 32 and tension clamping members 33. The rib 29 is then supported to a base plate 35 by means of clamping screws 32 and tension clamping members 33 with the insertion of another elastic intermediate plate 34. The base plate 35 is finally fastened to the support sleeper 6 or support beams 12, 13, for example, by screws. The elastic fastening of the guide rail 2 in the direction of the track axis is achieved by the corresponding elasticity of the tension clamping member 33, the elastic intermediate layer 31, and the elastic intermediate plate 34.
[0082] exist Figure 12 In the embodiments shown, Figure 11The guide rail support point 14 shown is mounted on the support sleeper 6. On the outside of the guide rail 2—on the left side in this drawing—the main beam 9, the longitudinal groove 22 of the truss support 17, and the bracket bearing 18 positioned below it can be seen. Figure 9 The bracket support member 25 is shown in detail. To ensure that the truss 8 is as low as possible, the bracket support member 25 of the bracket support member 18 is fixed in the recess 36 at the outer end of the supporting sleeper 6.
[0083] Figure Labels
[0084] 1. Bridging structure
[0085] 2. Guide rail
[0086] 3. Railway tracks
[0087] 4. Construction of joints
[0088] 5. Railway Structure
[0089] 6. Support sleepers
[0090] 7. Track bed
[0091] 8. First Truss
[0092] 9. Main beam of the first truss
[0093] 10. Second Truss
[0094] 11. Main beam of the second truss
[0095] 12. Support beam of the first truss
[0096] 13. Support beam of the second truss
[0097] 14. Guide rail support point
[0098] 15. Installation components
[0099] 16. Stop section
[0100] 17. Truss support components
[0101] 18. Bracket load-bearing components
[0102] 19. Concrete slab
[0103] 20. Horizontal ribs in concrete slabs
[0104] 21. Sales
[0105] 22. Longitudinal groove
[0106] 23. Springs and / or damping elements
[0107] 24. Sliding guide
[0108] 25. Bracket load-bearing components and support components
[0109] 26. Elastic intermediate layer of bracket load-bearing support
[0110] 27. Ribs of bracket load-bearing support components
[0111] 28. Clamping plate of bracket bearing support
[0112] 29. Ribs at guide rail support points
[0113] 30. Sliding plate at the guide rail support point
[0114] 31. Elastic intermediate layer at guide rail support point
[0115] 32. Clamping screw
[0116] 33. Tensioning clamp
[0117] 34. Elastic intermediate plate at guide rail support point
[0118] 35. Base plate of guide rail support point
[0119] 36. Recesses in supporting sleepers
[0120] 37. Railway sleepers
Claims
1. A bridging structure (1) for supporting at least one guide rail (2) of a railway track (3) in a region of a structural joint (4). Its features are, At least one elongated bracket support (18) is hinged to the bridging structure (1) and has two ends, each of the bracket supports (18) having a bracket support support (25) fastened to the bracket support (18), the bracket support (18) being fastened to the railway track (3) by means of the bracket support support (25), and The bridging structure (1) has a first truss (8) and a second truss (10). The first truss (8) extends substantially parallel to the longitudinal axis of the guide rail (2) in the region of the structural joint (4) and is arranged laterally close to the guide rail (2) and bridging the structural joint (4). The second truss (10) is arranged substantially parallel to the first truss (8) and at a distance from the first truss (8) on the other side of the guide rail (2). The trusses (8, 10) are designed such that they can be fastened to the portion of the railway track (3) adjacent to the structural joint (4) and support... The guide rail (2) is supported so that it can be at least partially displaced in the longitudinal direction, wherein a first support beam (12) for supporting at least one guide rail (2) is arranged on the first truss (8), the support beam is designed such that the support beam is laterally aligned with the longitudinal axis of the first truss (8), rigidly connected to the first truss (8) and mounted on the second truss (10) in a hinged and displaceable manner parallel to the track plane, and the support beam is designed such that the support beam is arranged in the region of the construction joint (4) and can be guided in the region at least below the at least one guide rail (2) to be supported.
2. The bridging structure according to claim 1, Its features are, At least two bracket support members (18) are arranged in a hinged manner on the bridging structure (1).
3. The bridging structure according to claim 1 or 2, Its features are, At least one bracket carrier (18) has a bracket carrier support (25) at one end that provides longitudinally displaceable support for the bracket carrier (18) on a support sleeper (6) for supporting the bridging structure, and a bracket carrier support (25) at the other end that provides longitudinally fixed support on a second support sleeper (6) for supporting the bridging structure.
4. The bridging structure according to claim 3, Its features are, At least one bracket carrier (18) has bracket carrier supports (25) at both ends, enabling movable or fixed support on the associated support sleeper (6) along the longitudinal direction of the bracket carrier (18).
5. The bridging structure (1) according to claim 1 or 2. Its features are, The bridging structure (1) includes a fill section guide rail, a protective guide rail, a grid, or a compensation plate.
6. The bridging structure according to claim 1, Its features are, The bridging structure (1) has a second support beam (13) for supporting at least one guide rail (2), the second support beam (13) being designed such that the second support beam is laterally aligned with the longitudinal axis of the second truss (10), rigidly connected to the second truss (10), and mounted on the first truss (8) in a hinged and displaceable manner parallel to the track plane, and the second support beam is designed such that the second support beam is arranged in the region of the construction joint (4) and can be guided in the region below at least one guide rail (2) to be supported.
7. The bridging structure according to claim 6, Its features are, At least one support beam (12, 13) is designed as a U-shaped or L-shaped beam with at least one guide rail support point (14) in some areas along the direction of the track axis.
8. The bridging structure according to claim 6, Its features are, The supports of the supporting beams (12, 13) on the corresponding other trusses (8, 10) are designed to be flexible in torsion about the longitudinal axis of the bridging structure (1).
9. The bridging structure according to claim 6, Its features are, The support beams (12, 13) include a mounting element (15) configured to allow the support beams (12, 13) to be suspended from another truss (8, 10) so as to slide along the longitudinal direction of the other truss (8, 10).
10. The bridging structure according to any one of claims 6 to 9, Its features are, At least one support beam (12, 13) has a plate-like width at least in the region, such that two or more rail support points (14) for supporting the respective rails (2) are mounted on the at least one support beam (12, 13).
11. The bridging structure according to claim 6, Its features are, At least one truss (8, 10) has at least one stop (16) that restricts the displacement of the support beam (12, 13) mounted on the truss (8, 10) in the longitudinal direction of the respective truss (8, 10).
12. The bridging structure according to claim 1 or 2, Its features are, At least one truss (8, 10) is formed on one side of the structural joint (4) such that it can be fixedly installed on a portion of the railway track (3) along the longitudinal direction of the truss (8, 10).
13. The bridging structure according to claim 1 or 2, Its features are, Two trusses (8, 10) are formed in the longitudinal direction of the trusses (8, 10) such that the trusses can be mounted in a displaceable manner on a portion of the railway track (3).
14. The bridging structure according to claim 1 or 2, Its features are, At least one truss (8, 10) has a truss support (17) for fastening the bridging structure (1).
15. The bridging structure according to claim 14, Its features are, The bracket support (18) is hinged to at least one truss support (17).
16. The bridging structure according to claim 15, Its features are, The movable support of the truss (8, 10) is formed by a support pin (21) fastened to the bracket support (18) and a longitudinal groove (22) arranged in the respective truss (8, 10), the support pin (21) being guided in the longitudinal groove (22) of the truss (8, 10).
17. The bridging structure according to claim 16, Its features are, At least one friction-reducing sliding plate (24) is arranged in the longitudinal groove (22).
18. The bridging structure according to claim 16 or 17, Its features are, At least one spring and / or damping device (23) is arranged at at least one end face of the longitudinal groove (22) of the truss (8, 10).
19. The bridging structure according to claim 12, Its features are, The fixed support of the truss (8, 10) is formed by the support pin (21) and the support recess in the respective truss, such that the respective truss (8, 10) rests on the support pin (21) in the support recess in a manner that is substantially immovable in the lateral direction.
20. The bridging structure according to claim 1 or 2, Its features are, It is provided with at least one guide rail support point (14), which is designed to be longitudinally movable.
21. The bridging structure according to claim 6, Its features are, The bridging structure (1) has at least one third support beam between the first support beam (12) and the second support beam (13), the third support beam having at least one guide rail support point (14), and the third support beam being connected to the first truss (8) and the second truss (10) in a hinged and longitudinally displaceable manner in each case.
22. The bridging structure according to claim 6, Its features are, The bridging structure (1) has a control device for setting the distance between the respective support beams (12, 13) of the at least one guide rail (2) to be uniform.
23. The bridging structure according to claim 6, Its features are, At least one resilient and / or movable sealing element is provided between at least two adjacent support beams (12, 13) and / or between at least one support beam (12, 13) and at least one adjacent edge of the structural joint (4).
24. The bridging structure according to claim 2, Its features are, The four bracket support members (18) are arranged in a hinged manner on the bridging structure (1).
25. The bridging structure according to claim 20, Its features are, The at least one guide rail support point (14) has an elastic plate (31, 34) for absorbing the displacement of the at least one guide rail (2) in its longitudinal direction.
26. A railway structure (5) comprising a structural joint (4) and a railway track (3), the railway track (3) comprising at least one guide rail (2) guided on the structural joint (4) and extending between two structural portions of the railway structure (5) supporting the railway track (3). Its features are, At least one guide rail (2) is supported in the region of the construction joint (4) by a bridging structure (1) according to any one of the preceding claims.
27. The railway structure according to claim 26, Its features are, The railway structure (5) includes railway bridging components.
28. The railway structure according to claim 26 or 27, Its features are, The bridging structure (1) is attached to the railway track (3) in a floating manner.
29. The railway structure according to claim 26 or 27, Its features are, The railway track (3) is designed as a slab track with a concrete slab (19), and the bridging structure (1) is fastened to the concrete slab (19).
30. The railway structure according to claim 26 or 27, Its features are, The railway track (3) is designed to have a track bed (7) and sleepers (37), and the bridging structure (1) is fastened to at least two supporting sleepers (6) of the railway track (3).
31. The railway structure according to claim 30, Its features are, Each of the supporting sleepers (6) to which the bridging structure (1) is attached has a recess at its outer end for receiving a portion of the bridging structure.
32. The railway structure according to claim 30, Its features are, The supporting sleeper (6) for supporting the bridging structure (1) is connected to another adjacent sleeper (37) in a load-bearing manner by means of a spacer in the longitudinal direction of the guide rail (2).
33. The railway structure according to claim 30, Its features are, The bridging structure (1) is fastened to the four supporting sleepers (6) of the railway track (3).
34. The railway structure according to claim 31, Its features are, Each of the supporting sleepers (6) attached to the bridging structure (1) has a recess at its outer end for receiving the bracket support member (25).
35. The railway structure according to claim 32, Its features are, The supporting sleeper (6) for supporting the bridging structure (1) is connected to another adjacent sleeper (37) in a load-bearing manner by means of a rod of appropriate size in the longitudinal direction of the guide rail (2).