System for forming a level crossing

Abstract

A system for forming a level crossing with a traffic surface for crossing a track section is presented, wherein the track section comprises two rails which each have a rail foot, a rail head and a rail web interconnecting the rail head and the rail foot. The system comprises: a plurality of lower base plate shaped bodies which can be placed on the track superstructure next to one another on both sides of the rails in order together to form a lower shaped body layer of the level crossing; a plurality of upper cover plate shaped bodies which can be placed on the lower shaped body layer next to one another on both sides of the rails in order together to form an upper shaped body layer over which rubber-tyred road vehicles can travel, in such a way that the lower shaped body layer and the overlying upper shaped body layer form an at least two-layered carriageway for rubber-tyred road vehicles between the rails and / or between one of the rails and an adjoining road surface, wherein the carriageway lies on the track superstructure and is supported thereon when rubber-tyred road vehicles travel over it; and a plurality of fastening elements by means of which the upper cover plate shaped bodies can be releasably fastened to the lower base plate shaped bodies such that, in the installed state, the upper and lower shaped body layers form a releasable solid layer composite over which a rubber-tyred road vehicle can travel, wherein the fastening elements each comprise a bayonet closure by means of which the fastening elements are locked in the mounted state.

Description

[0001] System for forming a level crossing

[0002] Description

[0003] Field of the invention

[0004] The invention relates to a modular system for forming a level crossing on a railway line so that road vehicles, i.e. rubber-tyred traffic, can cross the railway line at ground level via the level crossing, as well as to a method for installing and removing the level crossing.

[0005] Background and general description of the invention

[0006] If a railway line crosses other roads, such as a road, at the same elevation, such crossings can be implemented with level crossings, allowing the road to cross the railway line. A level crossing, possibly equipped with barriers, eliminates the need for significantly more expensive overpasses or underpasses, provided the traffic volume allows for the use of the crossing.

[0007] To improve the crossing for road traffic, height differences on the track are leveled, primarily the height difference between the surface of the track bed and the running surfaces of the rails. To achieve this, areas between the rails and on their outer sides are typically filled approximately flush with the rails, leaving grooves for the wheel flanges of the train wheels in the area near the rails. A common approach is to attach specially manufactured molded bodies in the space between the rails and on their outer sides to achieve height compensation, although this method presents some challenges.

[0008] EP 0 639 670 B1 describes molded units made of rubber material for track crossing devices. Outer plates have projections for gripping the rail heads, while middle plates are held in position by their own weight, complementary tongue-and-groove joints, and centering elements. No special measures for fastening to the track bed or track grid are provided. The device described is designed to be bicycle-friendly. However, under heavy loads, such as those caused by cars or trucks, there is a risk that the plates will slip, for example due to forces during braking or acceleration of the vehicles or due to deformation of the plates, for example due to stress, aging, or temperature fluctuations. Plates can also be lifted upwards by unauthorized persons or pop out due to one-sided loads.

[0009] EP 0 281 013 B1 shows slabs for level crossings, which can be made of a relatively rigid and hard elastic material and which have expansion folds. The expansion folds are created by grooves, particularly in the upper surface of the slab. However, these grooves can create undesirable depressions in the roadway, which can be particularly undesirable for cyclists or pedestrians in high heels and also act as a collection point for dirt. Under high forces during braking or acceleration of motor vehicles or very heavy vehicles such as heavy trucks, there is a risk of slabs slipping. There is also the possibility that slabs could be lifted upwards by unauthorized persons.Beneath the slabs there is a substructure made of wooden blocks and rail fittings that cover the sleeper fastening devices, so that the construction of a level crossing as a whole is relatively complex.

[0010] EP 1 225 279 A2 shows a track crossing construction in which a track crossing is formed from a plurality of individual, closely spaced preforms which are connected to one another in the longitudinal direction of the track by mechanical connecting means. The mechanical connecting means are in the form of clamps and are adjustable in the longitudinal direction of the track and are connected to one another and to a track sleeper at one point. Ideally, only a single retaining clamp in a row of preforms should be fixed to a sleeper. However, the stability achieved in this way may sometimes be insufficient for level crossings subject to heavy loads. Another disadvantage is that the preforms are not effectively secured against being lifted out upwards, meaning they could be removed by unauthorized persons.

[0011] EP 0 904 463 B1 describes a device for securing the position of successive shaped bodies of a track crossing device in a longitudinal direction of the track system. The shaped bodies are coupled together to form a structural unit by means of a securing rod means extending in the longitudinal direction of the track system. At or near the end regions of the securing rod means, end support means are firmly coupled or can be firmly coupled and can be brought into contact with a respective end face of the last shaped body in the longitudinal direction. Furthermore, at least one intermediate support means is provided, which is firmly coupled or can be firmly coupled to the fixing rod means between the end regions and can be brought into contact with a provided contact surface on one of the shaped bodies. Overall, a multitude of special components are provided for securing the position of shaped bodies.The system is therefore relatively complex, which makes the installation of level crossing equipment relatively complex and the training of the necessary personnel expensive. Different versions of fixing rod fasteners are also described, designed for different sleeper types. Fixing rod fasteners for concrete or metal sleepers are simply placed on such sleepers; the corresponding preforms can then be lifted out upwards along with the fixing rod. The positional fixation of the preforms may also be in need of improvement for heavily used level crossings.

[0012] On a railway track, the superstructure absorbs the horizontal and vertical forces that occur when trains pass over it. The traditional ballasted superstructure is widely used. With a ballasted superstructure, the sleepers lie in a ballast bed, so that when the train passes over them, the rail-sleeper system essentially floats in the ballast bed. Over time, the distribution of the ballast and the position of the rails change. Tracks with a ballasted superstructure therefore require regular maintenance. Part of this maintenance is so-called track tamping, which involves tamping the ballast bed beneath the sleepers. One of the tasks for tamping is to remove level crossings made from such preforms, as they would get in the way during tamping, and then reinstall them afterwards. The regular removal and reinstallation of level crossings is complex and costly for many level crossings.

[0013] WO 2017 / 029038 A1 describes a device for forming a more advanced level crossing. The individual preforms can be easily connected to one another and attached to the track. Installation, handling, and the resistance of the preforms to wear and tear have been improved. On the other hand, the preforms are subject to severe stress and wear due to the transverse movement of rubber-tired road vehicles. This is particularly true when heavy trucks, which can have axle loads in the range of many tons, are used. Therefore, it may sometimes be necessary to be able to replace individual preforms, which can be particularly cumbersome if they are located in the inner span of a level crossing.For example, it may be necessary to partially remove a single molded element, for example, if a molded element embedded between other molded elements needs to be removed or replaced. In some systems, a large portion of the level crossing must be removed to access a single damaged molded element.

[0014] WO 2020 / 249638 A1 describes a further development of WO 2017 / 029038 A1. WO 2020 / 249638 A1 deals with the possibility of installing any intermediate rail preform or outer rail preform, regardless of its position in the level crossing, straight down or removing it, i.e., in particular, replacing it. In this case, outer side cover plates are screwed to outer side base plates using screw elements. However, the force with which the screw elements are tightened is difficult to reproduce. This could be checked with a torque wrench, but this would be complex and laborious. Furthermore, these screw connections can wear out with frequent assembly and disassembly and may therefore only be reusable a limited number of times.Particularly if connecting elements in the base plates are damaged, the base plates may need to be replaced, which involves additional assembly effort and costs. In general, the stability of such a system could be further improved. Above all, however, such a connection can be cumbersome and time-consuming to set up and dismantle.

[0015] This is where the present invention comes in and builds on WO 2017 / 029038 A1 and the

[0016] WO 2020 / 249638 A1, both of whose disclosures are hereby incorporated by reference, and further improves these systems. One aspect of the object of the invention is to provide a system for forming a level crossing with which the level crossing can be installed and removed quickly and easily, in particular with minimal on-site labor.

[0017] Another aspect of the task is to provide a system for forming a level crossing in which the components of the system are subject to little wear during installation and removal and are reusable over the long term, meaning that the level crossing can be installed and removed frequently.

[0018] Another aspect of the task is to provide a system for forming a level crossing which is modular in design and which requires as few components as possible to be replaced when individual components become worn.

[0019] A further aspect of the task is to provide a system for forming a level crossing which is cost-effective in terms of acquisition and maintenance and in which the disadvantages described above are avoided or at least mitigated.

[0020] The object of the invention is achieved by the subject matter of the independent claims. Advantageous developments of the invention are defined in the subclaims.

[0021] The invention relates to a system for forming a level crossing with a traffic area for crossing a track section with rubber-tired road vehicles. The track section comprises a track superstructure, in particular a ballasted superstructure, with rails, e.g., flat-bottomed rails, for rail vehicles, e.g., in long-distance or local rail traffic. The rails each have a rail foot, a rail head, and a rail web connecting the rail head and the rail foot.

[0022] The system is in particular designed to be modular or as a modular system and comprises a plurality of identical lower base plate shaped bodies which, piece by piece, lie closely next to one another on both sides of the rails, i.e. on the one hand between two rails and on the other hand between one of the rails and the adjacent road surface, on the track superstructure, in particular on the track sleepers and / or the ballast bed, in order to jointly form a lower shaped body layer of the level crossing which lies flat on the track superstructure and extends on the one hand between the two edges of the adjacent road surfaces and on the other hand along the track.

[0023] The system further comprises a plurality of upper cover plate preforms that rest next to each other on the lower preform layer on both sides of the rails to jointly form a flat upper preform layer of the level crossing. This flat upper preform layer rests flatly on the lower preform layer and extends essentially continuously between the two edges of the adjacent road surfaces and along the track, with the upper preform layer forming a flat traffic surface or roadway accessible to rubber-tired road vehicles. The upper preform layer thus forms the road surface for the road vehicles on its upper side.Thus, the lower layer of molded bodies and the upper layer of molded bodies above them form a modular, at least two-layer roadway for rubber-tired road vehicles, both between two rails and between one of the rails and the adjacent road surface, the continuation of which is the roadway constructed in this way. The at least two-layer roadway thus formed from the two superimposed layers of molded bodies rests on the track superstructure and is supported by the track superstructure when rubber-tired road vehicles drive over the level crossing. This creates a level crossing that connects the road surface on both sides of the track at ground level, allowing road vehicles to cross the track transversely.

[0024] In other words, the lower base plate moldings form, in particular, continuous, modularly constructed webs made of similar (elastomeric) moldings, a first web between the two rails and a second and third web on the two outer sides of the rails, each between the rail and the adjacent road surface. Likewise, the closely spaced upper cover plate moldings form, in particular, continuous, modularly constructed webs made of similar (elastomeric) moldings, a fourth web between the two rails and a fifth and sixth web on the two outer sides of the rails, each between the rail and the adjacent road surface. The respective webs made of upper cover plate moldings and lower base plate moldings lie flat against one another, and the webs lying one above the other are connected to one another or braced against one another when the level crossing is assembled.

[0025] The system further comprises a plurality of fastening elements with which the upper cover plate molded bodies are detachably fastened to the lower base plate molded bodies, so that the upper and lower molded body layers, when installed, form a detachable layer composite that can be driven over by rubber-tired road vehicles.

[0026] The fastening elements between the two molded body layers each comprise a bayonet lock, by means of which the fastening elements are locked in the assembled state. Such that the two molded body layers are firmly connected to one another when the fastening elements are inserted and the bayonet locks are locked. The upper cover plate molded bodies and the lower base plate molded bodies can be separated from one another when the bayonet locks are unlocked in order to dismantle the level crossing. In the connected state, the layer composite is clamped together so tightly by the fastening elements that the two molded body layers can essentially not slip against each other, even when a heavy truck accelerates or brakes on the level crossing.

[0027] The use of bayonet locks for the fastening elements between the lower base plate preforms and the upper cover plate preforms may at first glance appear critical to a person skilled in the art, since with a bayonet lock there is always the risk that it will unlock and spring open if a sufficient vertical force acts on the bayonet lock that overcomes the prestress. At a level crossing such as the one in question, considerable vertical forces can arise when, for example, heavy trucks with heavy wheel loads pass the level crossing. But the horizontal forces can also be considerable, particularly when a motor vehicle is braking or accelerating, and the upper and lower preform layers should not slip excessively against each other. For these reasons, among others, the upper preforms have so far been partially firmly screwed to the lower preforms.However, recent tests have shown that bayonet locks can withstand the stresses that occur at such a level crossing in a most surprising way.

[0028] On the other hand, attaching the molded body layers to one another with bayonet-lock fasteners has the advantage that installation and removal are quick, significantly less time-consuming than with screw connections. This saves time during installation and removal. The fasteners or bayonet locks can be adapted to the expected load requirements, for example, to withstand heavy truck traffic.

[0029] Furthermore, the fastening elements and bayonet locks show little wear and are durable.

[0030] Furthermore, the bayonet locks can be easily and quickly locked and unlocked from above, e.g., with a tool wrench, once the upper cover plate preforms are laid on the lower base plate preforms in the track bed. Such a tool wrench can, for example, have a long lever handle to create a strong leverage effect, allowing a sufficiently large torque to be applied manually to the bayonet lock. The tool wrench can, if necessary, be long enough that the bayonet locks can be operated with the tool wrench while standing, which is advantageous in terms of workplace ergonomics.

[0031] Large clamping and locking forces can be applied manually, so that the level crossing, once installed and the numerous fastening elements have been inserted and all bayonet locks have been locked, has a high level of stability in the layered connection, particularly with a high clamping force between the lower and upper molded body layers. In particular, slipping of individual upper cover plate molded bodies or the upper and lower molded body layers against each other can be prevented, so that, among other things, undesirable gaps between the tightly or seamlessly adjacent upper cover plate molded bodies can be avoided. A horizontal separation into a lower and an upper molded body layer is also advantageous because it reduces the weight of the individual molded bodies and keeps it within manually manageable limits.The lower base plate preforms and / or the upper cover plate preforms, which are arranged between two rails, preferably extend in one piece from rail to rail, which contributes to the stability of the level crossing. The division into at least two preform layers not only facilitates final assembly, but also allows the weight of the individual preforms to be kept so low that the individual lower base plate preforms and / or the individual upper cover plate preforms can be carried, installed, and removed by one or a few construction workers, provided the minimum width is specified by the sleeper spacing.

[0032] Furthermore, the road surface, i.e., the upper surface of the upper cover plate molds, is subject to the greatest wear from road traffic. The two-layer construction also reduces costs, since when the road surface reaches its wear limit, only the upper cover plate molds can be replaced, while the lower base plate molds can be reused if necessary. Another advantage here is that the upper mold layer can be removed from the lower mold layer particularly quickly and easily by unlocking the bayonet locks and removing the fastening elements. The use of additional layers should, of course, not be ruled out.

[0033] Another advantage is that the lower base plate preforms can be attached to the rails on both sides, e.g., using rail foot clamps or special clamps, thus creating a secure connection between the lower preform layer and the rails. These rail foot clamps or clamps for the lower base plate preforms are clamped to the rail foot, particularly between the sleepers, and grip the underside of the rail foot. These rail foot clamps or clamps are, in particular, separate clamps from the rail fastenings (e.g., Vossloh rail fastenings) used to fasten the rails to the sleepers.

[0034] For example, the lower base plate preforms can be fastened as described in WO 2017 / 029038 A1 and WO 2020 / 249638 A1, to which reference is made in this regard. The upper cover plate preforms or the upper preform layer, which forms the road surface, can now in turn be fastened to the lower base plate preforms using the vertical fastening elements and in particular not directly to the rails or sleepers. This has the advantage that the fastening points of the lower base plate preforms to the rails can be completely covered by the upper preform layer when the level crossing is fully constructed and the roadway can form a completely closed, gapless traffic area. This makes it possible to achieve high quality and relatively good impermeability, e.g. against rainwater. The upper cover plate preforms can, if necessary.extend on both sides into the rail chamber under the rail head, so that the upper molded body layer is additionally clamped under the rail heads on both sides if necessary.

[0035] Furthermore, thanks to the modular system, the level crossing can be flexibly adapted to local conditions, particularly to the road width. In the direction transverse to the rails, the length of the lower base plate preforms and the upper cover plate preforms, which are laid between two rails, preferably corresponds to the rail spacing or the distance between the rails and the adjacent road surface, and is therefore specified at the factory. The extension of the level crossing along the track, i.e., the width of the level crossing transverse to the road, can, however, be adapted to the individual requirements of the respective level crossing by installing a freely selectable number of upper and lower preforms next to each other as required. The width of the lower base plate preforms preferably corresponds to the sleeper grid, e.g., 60 cm. This allows the lower base plate preforms to rest on adjacent sleepers on both sides, i.e.They preferably follow the same grid as the sleepers. This means that the width of the level crossing across the road can be adapted to the road width as required with a grid dimension of, for example, 60 cm. The upper cover plate preforms are also laid with a constant width, which can correspond to the single or double sleeper grid. The grid of the upper cover plate preforms can be offset from the grid of the lower base plate preforms, for example by half a grid dimension, which can further increase the stability of the level crossing and its watertightness. The bayonet locks are dimensioned in such a way that, when locked, they can withstand the vertical and horizontal loads that occur when road vehicles, in particular lorries, drive on the carriageway, for example up to at least 40 l, or axle loads of at least 2 l, without the bayonet lock coming loose.

[0036] Preferably, the upper cover plate moldings and / or the lower base plate moldings are made of an elastic, particularly elastomeric, material. The predefined clamping force between the two molding layers is preferably achieved by the elastic deformation or compression of the upper cover plate moldings and / or the lower base plate moldings when they are clamped against each other when the bayonet locks are engaged.

[0037] Preferably, when the bayonet locks are locked, the fastening elements clamp the upper cover plate molded bodies and the associated lower base plate molded bodies against one another with a predefined clamping force, which is caused by the elasticity of the molded body material and is in particular large enough that the material compression and other deformation of the molded bodies when driving over, accelerating or braking motor vehicles, in particular trucks, e.g. with a mass of 40 l, is not so great that the bayonet lock would come loose. Furthermore, the predefined clamping force is large enough to prevent horizontal slipping against one another due to the resulting static friction between the lower and upper molded body layers when driving over, accelerating or braking, even when heavy trucks are used.

[0038] The upper cover plate moldings and / or the lower base plate moldings can be made, for example, from rubber granulate bound with a binder, in particular polyurethane, in particular granulated rubber recyclate, e.g. containing recycled styrene-butadiene rubber granulate (SBR), in particular from old tires. This material is cost-effective, durable, and ecologically advantageous and, with a suitable mixture, has suitable elasticity, in particular a suitable compression modulus for the plate-shaped moldings. The bayonet closure has, in particular, a bayonet sleeve and a bayonet bolt that can be inserted axially into the bayonet sleeve. Between the bayonet bolt and the bayonet sleeve, at least one bayonet groove and at least one transverse bayonet pin, sometimes also referred to as a "button," which is guided in the bayonet groove, are effective.The bayonet groove essentially consists of three groove sections, namely a vertical groove insertion section, an inclined groove clamping section, and a locking section. Furthermore, an entry opening for inserting the bayonet pin into the bayonet groove is included on the upper end face of the bayonet sleeve. The entry opening can be provided, for example, with an insertion funnel to facilitate threading the bayonet pin into the axial, i.e., vertical, upwardly open groove insertion section when installed. When installed, the groove insertion section extends axially downward from the entry opening and preferably merges in an arc into the inclined groove clamping section.

[0039] The locking section, located at the end of the bayonet groove opposite the insertion section, locks the bayonet lock in the closed position. The axial locking force is generated by the elastic tension of the molded body material.

[0040] The groove clamping section extends between the groove insertion section and the locking section and runs at an oblique angle relative to a plane perpendicular to the axis of the bayonet lock. When installed, this is the horizontal plane.The elastic bracing between the lower base plate preforms and the upper cover plate preforms is brought about by means of the oblique or inclined groove clamping section in that a rotary movement between the bayonet bolt and the bayonet sleeve pulls the bayonet pin in the groove clamping section in the direction of the locking section. The rotary movement thereby generates an axial movement component between the bayonet bolt and the bayonet sleeve, which forces the bayonet bolt and the bayonet sleeve to move axially towards one another, whereby the bracing is brought about with an increasing clamping force between the upper cover plate preforms and the lower base plate preforms. The clamping force is brought about by the elastic deformation, in particular vertical compression of the molded body material. The obliqueness or inclination of the groove clamping section brings about a conversion orThe rotational movement is translated into an axial movement, corresponding to the pitch of the groove clamping section, as with a spindle drive. This advantageously allows a relatively large axial clamping force to be applied, which is beneficial for the stability of the level crossing against heavy road vehicles.

[0041] Preferably, the inclined groove clamping section has an angle of inclination relative to the plane perpendicular to the axis of the bayonet lock, i.e., relative to the horizontal in the installed state, which is in the range between 5° and 75°, preferably in the range between 5° and 50°, preferably in the range between 10° and 45°, preferably in the range of 30° + / - 10°. This allows, on the one hand, the required axial stroke to be achieved, and, on the other hand, the force required for rotation to be kept at a level acceptable for manual actuation.

[0042] The angle of rotation between the bayonet bolt and the bayonet sleeve from the axial groove insertion section to the locking section is preferably in the range between 45° and 720°, preferably in the range between 60° and 360°, preferably in the range of 120° -V- 50° or + / - 30°. The total axial stroke of the bayonet lock from the entry opening to the locking section is preferably in the range between 3 mm and 30 mm, preferably in the range between 5 mm and 20 mm, preferably in the range of 8.5 mm + / - 5 mm or + / - 3 mm. This represents a good compromise between design requirements, force transmission, and speed during locking and unlocking.

[0043] Preferably, the axial stroke of the bayonet lock, within which the clamping force between the upper cover plate molded body and the associated lower base plate molded body is generated, or the axial stroke of the inclined groove clamping section, is in the range between 1 mm and 10 mm, preferably between 2 mm and 10 mm, preferably in the range of 6 mm + / - 2 mm. In conjunction with the typical thicknesses of the lower base plate molded bodies and the upper cover plate molded bodies and the compression modulus or the Shore hardness of the elastomer material used, this has proven suitable for achieving sufficient clamping force and stability for driving over with heavy trucks. The axial stroke of the bayonet lock and the elasticity of the upper cover plate molded bodies and lower base plate molded bodies are selected in particular such that:coordinated with one another so that the bayonet catch, when installed and locked, has a clamping force in the range between 0.5 kN and 20 kN, preferably in the range between 1 kN and 10 kN, preferably in the range between 2.5 kN and 6 kN. This has the advantage that, with the forces to be expected due to the vehicle axle loads, the bayonet catches do not unlock unintentionally, for example when a heavy lorry drives over the level crossing, and the upper cover plate molded bodies have sufficient static friction compared to the lower base plate molded bodies that they do not slip in an undesired manner, for example when a vehicle brakes sharply on the level crossing and exerts a large lateral force on the level crossing. This can increase the service life and the length of the maintenance intervals. On the other hand, the torque required when locking is kept within acceptable limits.

[0044] Preferably, the bayonet lock is designed with at least two threads, with two radially opposite bayonet grooves and two radially opposite bayonet pins. However, a single-thread or multi-thread design of the bayonet lock should not be excluded.

[0045] The bayonet lock comprises in particular a bayonet sleeve and a bayonet bolt which can be inserted axially into the bayonet sleeve.

[0046] The bayonet bolt can have a length in the range between 30 mm and 200 mm, preferably in the range between 50 mm and 150 mm, preferably in the range between 60 mm and 120 mm.

[0047] The bayonet bolt can have a diameter of 5 mm to 30 mm, preferably in the range between 8 mm and 20 mm, preferably in the range of 12 mm + / - 3 mm. The bayonet sleeve can have a length in the range between 6 mm and 200 mm, preferably in the range between 10 mm and 100 mm, preferably in the range between 20 mm and 50 mm.

[0048] The bayonet sleeve can have an outer diameter in the range between 9 mm and 60 mm, preferably in the range between 15 mm and 40 mm, preferably in the range of 25 mm ■+ / - 5 mm.

[0049] The bayonet sleeve can have a wall thickness in the range between 2 mm and 30 mm, preferably in the range between 4 mm and 15 mm, preferably in the range of 6 mm + / - 3 mm.

[0050] The bayonet lock preferably has a bayonet lock lower part with a bayonet sleeve or a bayonet bolt and a lower base plate, and the bayonet sleeve or the bayonet bolt is firmly connected to the lower base plate, e.g., welded to the lower base plate or formed integrally with the lower base plate. The lower base plate molded bodies can each have lower recesses into which the bayonet lock lower parts can be inserted. In particular, the bayonet lock lower parts can be clamped into the lower recesses, in particular at least so firmly that the bayonet lock lower parts do not fall out downwards, particularly during installation on the track.

[0051] Preferably, at least one, several or all of the following features are met:

[0052] The bayonet lock base can be made of steel or a high-performance plastic, e.g. a polyamide, e.g. polyamide 66.

[0053] The lower base plate can be square, preferably rectangular.

[0054] The lower base plate and the lower recess can form a positive connection against a rotational movement of the lower base plate about a vertical axis when the lower base plate is inserted into the lower recess.

[0055] The lower recess can be open at the bottom and the bayonet lock lower part can be inserted into the lower recess from below or fastened in the lower recess from below.

[0056] The bayonet lock lower part can be releasably secured in the lower recess. The bayonet lock lower part can be clamped, particularly from below, in the lower recess.

[0057] The lower recess may have a clamping rib with which the lower base plate is clamped in the lower recess.

[0058] The clamping rib may run vertically on an inner side wall of the lower recess.

[0059] The lower recess can merge at its upper side into a vertical channel into which the bayonet sleeve or the bayonet bolt is inserted from below when the lower base plate is in the target position in the lower recess, in particular is clamped there.

[0060] The vertical channel may extend through the lower base plate molding to the top of the lower base plate molding so that the bayonet bolt can be inserted into the bayonet sleeve when the bayonet lock lower part is secured in the lower base plate molding.

[0061] The bayonet lock lower part can be clamped into the lower recess, and the clamp can be designed to be releasable, allowing the bayonet lock lower part to be released and removed from the lower recess using a tool. This allows for the damaged bayonet lock lower part to be replaced with a new one without having to replace the lower molded part. If necessary, even just the lower base plate can be replaced and, for example, the bayonet sleeve can be reused.

[0062] Furthermore, the bayonet closure can have a bayonet closure upper part with a bayonet bolt or a bayonet sleeve, wherein the upper cover plate molded bodies can each have upper recesses accessible from above, into which the bayonet closure upper parts can be inserted from above in order to be connected to the associated bayonet closure lower parts, which are fastened in the lower base plate molded bodies, and to tighten and lock the bayonet closure.

[0063] The bayonet fitting upper part may have an upper retaining plate which is mounted in the

[0064] In this state, the bayonet bolt rests in the upper recess of the upper cover plate molding and is supported downwards in the upper recess by a base that acts as a stop. The bayonet bolt or bayonet sleeve can be rotatably mounted in the upper retaining plate in order to lock and unlock the bayonet lock by means of a rotary movement.

[0065] The upper retaining plate of the bayonet lock upper part can have a slotted hole, which, when installed, compensates for a lateral positioning tolerance between the bayonet lock lower parts in the lower base plate preforms and the bayonet lock upper parts in the upper cover plate preforms along the track. This allows for compensation of positioning tolerances along the track between the lower and upper preform layers and ensures that the upper cover plate preforms lie tightly against one another.

[0066] When installed, the fastening elements are distributed across the level crossing in a regular two-dimensional grid. When assembled, with all bayonet locks locked, the upper and lower molded body layers are clamped between the regular grid of a multitude of upper retaining plates of the bayonet lock upper parts and a multitude of lower base plates of the bayonet lock lower parts. This creates a sufficiently large and evenly distributed clamping force between the upper and lower molded body layers, which can withstand traffic even with heavy trucks, without the layers slipping against each other and without the bayonet locks automatically unlocking.

[0067] The system can further include protective caps that seal the upper recesses in the upper cover plate moldings with the bayonet lock upper parts when installed. This protects the fastening elements and improves the overall system's moisture-tightness. Furthermore, it can prevent force from being exerted on the fastening elements at specific points, thus increasing security against accidental unlocking of the bayonet locks.

[0068] The protective caps are preferably detachably attached to the upper recesses, allowing them to be removed again when disassembling the system. This allows the bayonet locks to be unlocked again with a tool wrench. When installed, the protective caps are preferably recessed relative to the surface of the upper cover plate moldings. This allows for an even better distribution of the forces exerted on the upper cover plate moldings when a vehicle drives over them. This can potentially reduce the required locking force of the bayonet locks.

[0069] According to one embodiment, the upper cover plate moldings between two rails each have at least four recesses for fastening elements, and the upper cover plate moldings between a rail and the adjacent road surface each have at least two recesses for fastening elements. In the installed state, the upper cover plate moldings between two rails can be clamped to the lower molding layer by means of at least four fastening elements, each with a bayonet lock in a respective recess, and the upper cover plate moldings between a rail and the adjacent road surface can be clamped to the lower molding layer by means of a regular grid of fastening elements.This allows for secure and uniform clamping between the upper cover plate preforms and the lower base plate preforms. Of course, it should not be ruled out that end plates, for example, may contain fewer fasteners, e.g., only one or two.

[0070] The bayonet locks each have, in particular, a bayonet lock upper part with a bayonet bolt or a bayonet sleeve, wherein the bayonet lock upper parts, in particular the bayonet bolts, each have a head with a positive-locking contour, e.g., a cross bolt or a hexagon. The positive-locking contour can be positively coupled to a complementary tool key in order to rotate the bayonet lock upper part, in particular the bayonet bolt, with the tool key, thereby locking or unlocking the bayonet lock. The tool key can be designed as a T-shaped tool key with a vertical key bar, at the lower end of which a positive-locking contour key is arranged for complementary positive connection with the positive-locking contour of the head.At the upper end of the key bar, opposite the form-locking contour key, a double-sided grip lever can be located, similar to a so-called underground hydrant key (DIN 3223). The key bar is preferably long enough to allow the user to lock and unlock the bayonet locks while standing using the tool key. This allows for ergonomic and quick assembly and disassembly of the upper molded body layer.

[0071] If particularly large vertical forces are expected on the fastening elements or the force required to lock the bayonet catches should be reduced, the fastening elements can additionally have locking elements for the bayonet catches, which engage positively with parts of the respective bayonet catch and prevent rotation and unlocking of the bayonet catch through the positive engagement. For example, the locking elements can be placed onto the upper part of the bayonet catch from above and have a slot, if necessary with a locking clip for the cross bolt or the positive locking contour, with which the locking elements can be placed onto the upper part of the bayonet catch from above and, if necessary, snapped into place. The locking elements can also have a tab, for example, that engages in the elongated hole and thus positively prevents rotation of the bayonet bolt.

[0072] As already mentioned, the upper cover plate preforms and / or the lower base plate preforms can protrude into the rail chamber of at least one of the adjacent rails and at least partially fill the rail chamber and / or be clamped into the rail chamber, which can bring further advantages in terms of tightness and the pre-positioning of the preforms during assembly.

[0073] According to a preferred embodiment, the system further comprises rail foot clamps that clasp the bottom of the rail foot and, when installed, are clamped to the rail foot, preferably between the sleepers, i.e., independently and separately from the rail fastenings used to fasten the rails to the sleepers (e.g., so-called Vossloh rail fastenings). The lower base plate preforms can each be fastened to the rail foot clamps, with the upper cover plate preforms preferably not being releasably fastened to the rail foot clamps, but rather by means of the fastening elements only to the lower base plate preforms.

[0074] The upper cover plate preforms are designed as flat plates and, when installed, directly adjoin one another to form a seamless, closed road surface for road vehicles. The lower base plate preforms are also designed as flat plates and, when installed, directly adjoin one another.

[0075] The invention also relates to a method for the quick and easy installation and removal of a level crossing on the rail track, in particular as described above. For assembly or installation, the following steps are carried out in particular: placing a plurality of the lower base plate preforms next to one another on the track superstructure and, if necessary, fastening them to at least one rail, e.g., by means of rail foot clamps, to form the lower preform layer, wherein the lower preforms comprise bayonet-lock bases; placing the upper cover plate preforms next to one another on the lower preform layer to form a closed upper preform layer as a road surface;

[0076] Inserting the bayonet lock upper parts into the upper recesses in the upper cover plate molds and pairing them with the complementary bayonet lock lower parts in the lower base plate molds,

[0077] Locking the bayonet locks, whereby during locking the upper molded body layer is firmly connected to the lower molded body layer and is clamped against the lower molded body layer with a predefined clamping force due to the tension generated during locking of the bayonet locks, so that a two-layer roadway is formed which is fastened to the rails and can be driven on by a tire-equipped road vehicle.

[0078] To dismantle or remove the level crossing, the following steps are carried out: Unlocking the bayonet locks,

[0079] Removing the bayonet lock tops and the upper cover plate moldings and

[0080] Removing the lower base plate moldings with the bayonet lock bottom parts.

[0081] In the following, the invention is explained in more detail using exemplary embodiments and with reference to the figures, wherein identical and similar elements are partly provided with the same reference numerals and the features of the various exemplary embodiments can be combined with one another.

[0082] They show:

[0083] Fig. 1 is a three-dimensional representation of a level crossing with partially hidden shaped bodies according to an embodiment,

[0084] Fig. 2 shows a cross-section through the level crossing from Fig. 1 at the rail foot clamps,

[0085] Fig. 3 shows an enlarged section of Fig. 2,

[0086] Fig. 4 a three-dimensional representation of a rail in the area of ​​a rail foot clamp from above,

[0087] Fig. 5 is a three-dimensional view of the area shown in Fig. 4 from below,

[0088] Fig. 6 is a representation of a rail foot clamp according to an embodiment,

[0089] Fig. 7 is a partially sectioned three-dimensional view of the connection of the upper and lower mold body layers,

[0090] Fig. 8 is a partially sectioned three-dimensional representation of a level crossing with a tool key according to an embodiment,

[0091] Fig. 9 is another partially sectioned three-dimensional representation of the level crossing from Fig. 8,

[0092] Fig. 10 an enlarged detail in the area of ​​a fastening element with the tool key,

[0093] Fig. 11 a cross-section through the rail track with the level crossing from Fig. 8-10,

[0094] Fig. 12 a partially sectioned three-dimensional representation of the level crossing from

[0095] Fig. 8-11 with protective caps,

[0096] Fig. 13 is a cutaway three-dimensional view of a fastening element in the installed state, Fig. 14 is a transparent side view of the fastening element from Fig. 13,

[0097] Fig. 15 is a three-dimensional exploded view of a fastening element according to an embodiment,

[0098] Fig. 16 a three-dimensional representation of the fastening element from Fig. 15 with the bayonet bolt inserted but not yet tensioned,

[0099] Fig. 17 is a three-dimensional view of the fastening element from Fig. 15 during the clamping process,

[0100] Fig. 18 is a three-dimensional view of the fastening element from Fig. 15 in the locked state,

[0101] Fig. 19 a three-dimensional representation of the fastening element from Fig. 15 in the locked state with protective cap,

[0102] Fig. 20 like Fig. 19 rotated by about 90° from the side,

[0103] Fig. 21 is an exploded view of the fastening element from Fig. 15-20 with an additional securing element,

[0104] Fig. 22 a three-dimensional representation of the securing element in positive engagement with the elongated hole,

[0105] Fig. 23 is a three-dimensional representation of the fastening element from Fig. 21 and 22 in the installed and secured state,

[0106] Fig. 24 a three-dimensional representation of a fastening element according to a further embodiment.

[0107] Detailed description of the invention

[0108] Referring to Fig. 1-6, a rail track 10 with sleepers 12, in this example concrete sleepers, is shown, which is laid in the ballast bed, whereby the ballast bed is not shown for the sake of clarity. The sleepers 12 have a uniform sleeper spacing ds, in this example ds = 60 cm. Two tracks 14 are laid on the sleepers 12 and fastened to the sleepers 12 with rail fastenings 16, for example Vossloh clamps. The rails 14, e.g. Vignole rails, have a rail head 22, a rail foot 24 and a rail web 26 connecting the rail head to the rail foot. On both sides of the rail web 26, the rail 14 forms so-called rail chambers 28, which extend between the rail head 22 and the rail foot 24.

[0109] To construct the level crossing 30, lower base plate preforms 32 are first laid on the sleepers 12, preferably directly abutting one another along the rails 14. In the present exemplary embodiment, there are two different types of lower base plate preforms 32, namely a first type of lower base plate preforms 32a, hereinafter sometimes also referred to as lower intermediate rail preforms 32a, which are designed to be laid between the two rails 14, and a second type of base plate preforms 32b, hereinafter sometimes also referred to as lower outer rail preforms 32b, which are designed to be installed on the outer sides of the two rails 14, i.e., between the rails 14 and the road surface 35 adjacent to the level crossing 30.

[0110] The lower intermediate rail preforms 32a extend transversely to the track in one piece from rail 14 to rail 14, thereby achieving high stability. The outer rail preforms 32b extend from the outside of the rail 14 to the adjacent road surface 35 or concrete retaining brackets 34 (see Fig. 9) as part of the road surface 35, on which they rest on the outside. Both the lower intermediate rail preforms 32a and the lower outer rail preforms 32b have a width b in the track direction. U F, which corresponds to the threshold grid, for example b UF = ds = 60 cm, or an integer multiple thereof, so that the lower base plate shaped bodies 32 rest with their two ends 32c on a sleeper 12 in the track direction. Furthermore, the lower base plate shaped bodies 32 each form continuous, flat, closed tracks extending along the rail 14 in order to cover essentially the entire surface area of ​​the level crossing 30. In other words, the entirety of lower base plate shaped bodies 32 forms a closed, flat lower shaped body layer 33 between the rails 14 and outside the rails 14 up to the road surface 35 or up to the retaining angles 34, which here are attributed to the road surface 35.

[0111] Rail foot clamps 36, with left and right clamping jaws 36a, 36b, clamp the rail foot 24 (similar to a so-called anti-wandering clamp) and are firmly clamped to the rail foot 24, for example with a tensioning screw 38. The lower base plate preforms 32 rest on the sleepers 12 on the one hand and are fastened to the rail foot clamps 36 on the other hand so that they are held firmly on the track, particularly downwards, and cannot move upwards. In the present example, the lower base plate preforms 32 are fastened by retaining rods 40, which are inserted along the track 10 through holes 42 in the rail foot clamps 36 and channels 44 (Figs. 8, 10) in the lower base plate preforms 32.In this way, the lower intermediate rail preforms 32a are fastened to both rails 14, more precisely to their inner sides, and the lower outer rail preforms 32b are fastened on one side to the outer side of the respective associated rail 14 and rest loosely on the concrete angles 34 distal to the rail 14.

[0112] As a result, the lower base plate preforms 32, or the lower preform layer 33 formed by the lower base plate preforms 32, are securely fastened to the rails 14 and thus to the track grid by means of the rail foot clamps 36. On the other hand, the lower base plate preforms 32 can still be installed and removed relatively easily.

[0113] For installation, the lower base plate preforms 32a and 32b are first laid piece by piece along the rail 14, adjacent to one another, on the one hand between the two rails 14 and on the other hand on the respective outer sides of the two rails 14 on the sleepers 12, and then the holding rods 40 are inserted through the rail foot clamps 36 and the channels 44 into the lower base plate preform 32. However, other types of fastening to the rail foot clamps 36 are also possible, e.g., as described in WO 2020 / 249638 A1, which is hereby incorporated by reference.

[0114] After the lower preform layer 33 has been completely laid and secured, the upper cover plate preforms 52 are placed on the lower preform layer 33. The upper cover plate preforms 52 also consist of a first type of upper cover plate preforms 52a, hereinafter sometimes also referred to as upper intermediate rail preforms 52a, which extend integrally from rail 14 to rail 14 between the rails 14 transversely to the track 10, and a second type of upper cover plate preforms 52b, hereinafter sometimes also referred to as upper outer rail preforms 52b, which extend from the outside of the respective associated rail 14 to the road surface 35 or concrete angle 34.

[0115] The upper cover plate preforms 52 preferably engage with the associated rail chamber 28 via rail chamber filling projections 54, so that a certain clamping can already occur under the rail head 22 upon insertion. The upper cover plate preforms 52 form a road surface 56 on their upper side, which can be driven on by road vehicles and, in the present example, has a groove network 58. The upper intermediate rail preforms 52a define wheel flange grooves 60 for the wheel flanges of the trains on the inner sides of the two rails 14. Between the lower base plate preforms 32 and the upper cover plate preforms 52, projections 62 or complementary recesses 62 can be provided at various locations to facilitate installation and to roughly align the lower and upper preform layers 33, 53 with respect to one another.However, the projections 62 and complementary recesses 62 allow for tolerances during assembly and essentially only form a positive-locking end stop against excessive lateral relative movement. Therefore, additional securing by frictional engagement or static friction between the two molded body layers 33, 53 against slipping is advantageous.

[0116] The upper intermediate rail preforms 52a and the upper outer rail preforms 52b have a width b0F in the track direction. The width can correspond, for example, to a single or multiple, e.g., double, sleeper grid, for example b0F = ds = 60 cm or b0F = 2ds = 120 cm, so that the grid b0F of the upper cover plate preforms 52 in the track direction is an integer multiple of the grid b UF of the lower base plate preforms 32. If necessary, depending on the weight of the preforms, the upper outer rail preforms 52b can also have a different grid dimension, e.g. twice the grid dimension, than the upper intermediate rail preforms 52a. Along the track, the upper cover plate preforms 52 abut one another directly with their end faces 52c and, as a whole, form an upper preform layer 53 which forms a continuously passable traffic area. The traffic area connects the two adjacent road surfaces as a level crossing 30 so that rubber-tired vehicles can cross the track 10. The level crossing 30 therefore consists of the lower preform layer 33 which is fastened directly to the rails 14 and the upper preform layer 53 which, as explained in more detail below, is (only) fastened to the lower preform layer 33.The lower preform layer 33 and the upper preform layer 53 are each formed by three continuous tracks along the track 10. The grid b0F of the upper cover plate preforms 52 is half a sleeper grid ds compared to the grid b. U F of the lower base plate shaped bodies 32 are offset so that the respective abutting edges 32c, 52c between the respectively adjacent lower base plate shaped bodies 32 and the respectively adjacent upper cover plate shaped bodies 52 do not overlap, but are offset from each other by, for example, half a threshold distance ds. This is advantageous in terms of tightness and stability.

[0117] Referring to Figs. 7 to 14, the fastening of the upper cover plate moldings 52 to the lower base plate moldings 32 is explained in more detail below.

[0118] The lower base plate preforms 32 have lower recesses 64 evenly distributed on their underside in a two-dimensional grid. The upper base plate preforms 52 have upper recesses 66 evenly distributed at the same location in a two-dimensional grid. For example, the lower and upper intermediate rail preforms 32a, 52a each have four recesses 64, 66, and the lower and upper outer rail preforms 32b, 52b each have two recesses 64, 66. In the assembled state, a regular grid of superimposed, communicating recesses 64, 66 is created.

[0119] Bayonet lock lower parts 68 are inserted, or more precisely, clamped, into the downwardly open lower recesses 64. For this purpose, the lower recesses 64 can, for example, each have a clamping rib 70 on one side. The clamping is preferably so tight that the bayonet lock lower parts 68 cannot fall out downwards during installation and removal of the level crossing 30. If necessary, the bayonet lock lower parts 68 are hammered into the lower recesses 64 in order to be sufficiently firmly clamped by the clamping ribs 70. The bayonet lock lower parts 68 consist of a lower base plate 72 and a bayonet sleeve 74 that is firmly (non-rotatably) connected to it, for example, welded. The lower base plate 72 is positively secured against rotation in the lower recess 64.The lower base plate 72 is rectangular in shape to match the rectangular lower recess 64, so that the lower base plate 72 is positively secured against twisting in the lower recess 64. Furthermore, the lower base plate 72 rests upwards, for example, on a ceiling surface 76 of the lower recess 64, wherein the ceiling surface 76 forms an upper stop 77 for the bayonet lock lower part 68 and supports the bayonet lock lower part 68 when the bayonet lock is clamped upwards. The base plate 72 can be clamped as an anchor plate, in the present example by the clamping rib 70, in the lower recess 64, at least so firmly that the bayonet lock lower part 68 cannot fall out during assembly and disassembly.

[0120] The bayonet sleeve 74 extends through a corresponding lower channel 78, which extends to the top of the lower base plate preforms 32 to allow the corresponding bayonet bolt 94 to be inserted from above. The lower base plate preforms 32 can be factory-fitted with the bayonet lock lower parts 68 and delivered to the construction site, which simplifies on-site installation, or they can be installed on-site. In the event of damage, the clamped bayonet lock lower parts 68 can be removed from the lower base plate preforms 32 on-site, and then either the bayonet lock lower parts 68 or the base plate preforms 32 can be selectively replaced, with the other component being reused. This is cost-effective and flexible.

[0121] Complementary bayonet lock upper parts 88 are inserted from above into the upper recesses 66 and coupled to the bayonet lock lower parts 68, whereupon they are subsequently locked. The bayonet lock upper parts 88 have an upper retaining plate 92 with an elongated hole 90 in which the bayonet bolt 94 is rotatably mounted. In the assembled state, the upper retaining plate 92 rests on a base 96 of the upper recess 66, with the base 96 forming a lower stop 97 for the bayonet lock upper part 88 and supporting it downward when the bayonet lock is tightened.In continuation of the upper recess 66, an upper channel 98 coaxial with the lower channel 78 extends to the underside of the upper cover plate molded body 52, so that the bayonet bolt 94 can be inserted from above through the upper recess 66, the upper channel 98 and the lower channel 78 into the bayonet sleeve 74 in order to connect the upper cover plate molded body 52 to the lower base plate molded body 32 and to clamp them against each other.

[0122] The upper retaining plate 92 is positively secured against rotation in the upper recess 66, e.g., by inserting the upper retaining plate 92 into the rectangular upper recess 66. The bayonet bolt 94 is rotatably mounted in the upper retaining plate 92 or in the elongated hole 90. The elongated hole 90 allows for tolerance compensation along the rail 14, in the present example up to approximately + / - 15 mm. Thus, the upper cover plate moldings 52 can be mounted seamlessly abutting one another, even with existing tolerances.

[0123] Referring to Figs. 15 to 20, the bayonet lock lower part 68 and the bayonet lock upper part 88 together form the fastening element 100 with bayonet lock, with which the upper cover plate molded bodies 52 are clamped to the lower base plate molded bodies 32. For locking and unlocking the bayonet lock, the bayonet lock upper part 88, or the head 95 of the bayonet bolt 94, has a form-fitting contour 102, in the present example in the form of a transverse bolt, which is held axially relative to the upper holding plate 92 by means of a washer 104. For locking and unlocking, a tool key 106 with a complementary positive locking contour key 108 is placed on the bayonet bolt 94 to exert a torque on the bayonet bolt 94 to lock or unlock the bayonet closure.The tool wrench 106 has an approximately 1 m long vertical rod 110, to the lower end of which the form-locking contour wrench 108 is attached, as well as an upper handle lever 112. This allows a construction worker to lock and unlock the bayonet locks while standing in an ergonomically favorable manner.

[0124] In the present example, the bayonet sleeve 74 is designed with two threads. The bayonet sleeve 74 thus has at least one, preferably (at least) two radially opposite bayonet grooves 122, each of which interacts with a bayonet pin 124 (cross pin) of the bayonet bolt 94 to lock or unlock the bayonet lock.

[0125] The respective bayonet groove 122 essentially comprises or consists of three sections 126, 130, 132, namely an axially extending or vertical insertion section 126 with an entry opening 125 into which the cross pin 124 is axially inserted. Insertion into the insertion section 126 can be facilitated by an insertion funnel 127. The insertion section 126 transitions at an arc 128 into a groove-clamping section 130, which extends circumferentially obliquely downwards at a predefined pitch angle α and transitions into the locking section 132 at its end opposite the insertion section 126. In the locked state (Fig. 18), the cross pin 124 is locked in the locking section 132 by the vertical tension.

[0126] In the present example, the pitch a of the groove clamping section 130 is approximately a = 30°, and the angle of rotation from the insertion section 126 to the locking section 132 is approximately 120°. The diameter of the bayonet bolt 94 is approximately 12 mm, the inner diameter of the bayonet sleeve 74 is approximately 13 mm, the wall thickness of the bayonet sleeve 74 is approximately 6 mm, and the outer diameter of the bayonet sleeve 74 is approximately 25 mm. The total vertical stroke that the cross-section 124 performs during insertion and locking is approximately dG = 8.5 mm. The vertical stroke ds, in which the clamping force of the bayonet connection is built up by the rotation of the bayonet bolt 94 in the groove clamping section 130, is approximately ds = 3 mm.

[0127] The thickness of the lower base plate molded bodies 32 can, for example, be in the range between 50 mm and 250 mm, preferably between 70 mm and 200 mm, preferably in the range between 80 mm and 150 mm. The thickness of the upper cover plate molded bodies 52 can, for example, be in the range between 10 mm and 120 mm, preferably between 25 mm and 100 mm, preferably in the range between 40 mm and 100 mm. The lower base plate molded bodies 32 are preferably thicker than the upper cover plate molded bodies 52. The thickness ratio between the lower base plate molded bodies 32 and the upper cover plate molded bodies 52 can, for example, be in the range between 6:1 and 1:1, preferably in the range between 4:1 and 1.2:1, preferably in the range between 3:1 and 1.5:1. The length of the bayonet bolt 94 can be adapted project-specifically to the respective level crossing 30 depending on the rail and the thickness of the lower base plate moldings 32 and / or the upper cover plate moldings 52.The vertical distance between the two cross bolts 102 and 124 can be selected, for example, in the range of 30 mm to 100 mm, depending on the thickness and depth of the recesses 64, 66. If necessary, the bayonet lock can also be inverted so that the bayonet sleeve 74 is at the top and the bayonet bolt 94 is at the bottom.

[0128] The vertical stroke in which the clamping force is generated can be adjusted by adjusting the pitch and / or the angle of rotation of the groove clamping section 130, taking into account the elasticity and thickness of the molded bodies 32, 52. Thus, the pitch of the groove clamping section 130 can, for example, be in the range between 5° and 75°, preferably in the range between 5° and 50°, preferably in the range between 10° and 45°, preferably in the range of 30° + / - 10°. The angle of rotation of the groove clamping section 130 can, for example, be in the range between 45° and 360°, possibly even more, for example up to 720°.

[0129] The axial clamping force Fs is generated by the deformation of the elastic lower base plate molded bodies 32 and / or elastic upper cover plate molded bodies 52. The lower base plate molded bodies 32 and / or upper cover plate molded bodies 52 are preferably made of an elastomer material, for example of a granulated rubber recyclate bound with polyurethane, for example from old tires. Using the lever handle 112 of the tool wrench 106, a worker can exert a torque with two hands, which generates an axial or vertical clamping force Fs of at least, for example, 3 kN to 5 kN. The lower base plate molded bodies 32 and / or the upper cover plate molded bodies 52 have, for example, a Shore A hardness of approximately 75 to 80. If necessary, even higher axial clamping forces can be generated by suitable adjustments. Surprisingly, it has been found that the axial orvertical clamping forces can be large enough to prevent the bayonet lock from being unlocked even when heavy trucks drive over level crossing 30.

[0130] For assembly, the bayonet bolts 94 of the bayonet lock upper parts 68 are inserted axially into the complementary bayonet sleeves 74 (or vice versa) and then rotated, e.g., with the tool wrench 106, particularly while standing, by the angle of rotation of the groove-clamping section 130, in this example by 120°. The bayonet pin 124 slides along the interfaces in the bayonet lock or in the groove-clamping section 130 and is pulled downward until it finally engages in the locking section 132.

[0131] Referring to Figs. 12-14 and 19-20, after locking the bayonet locks, the upper recesses 66 are each closed with a protective cap 142. The protective cap 142 can be positioned slightly recessed relative to the road surface 56, allowing the forces occurring when driving over it to be distributed even better.

[0132] To reassemble the level crossing 30, the procedure is reversed, i.e., the protective caps 142 are removed and the bayonet locks are unlocked with the tool key 106. The upper cover plate moldings 52 can then be removed with the bayonet lock upper parts 88. The rods 40 are then pulled out, and the lower base plate moldings 32 can then be removed from the sleeper grid.

[0133] Referring to Figs. 21-23, the security of the locking of the bayonet locks can optionally be further improved with a securing element 152. The exemplary securing element 152 can be placed onto the bayonet bolt 94 from above and, in the locked state (Figs. 22, 23), forms a positive locking connection between the bayonet bolt 94 and the upper retaining plate 92. In the positively secured state with the securing element 152, rotation of the bayonet bolt 94 is effectively prevented. For this purpose, the securing element 152 has, for example, a central bore 154 into which the bayonet bolt 94 can be inserted. The central bore 154 is extended radially outward by two slots 156 with locking elements 158 in the form of retaining clips. The retaining clips 158 latch, for example, onto the positive locking contour 102 or the cross bolt 102 in order to establish a positive connection between the securing element 152 and the bayonet bolt 94.A tab 162 of the securing element 152 engages the elongated hole 90 of the upper retaining plate 92 to provide a positive connection between the upper retaining plate 92 and the bayonet bolt 94 when the bayonet lock is locked. This can further improve the security of the locking of the bayonet lock or the fastening element 100.

[0134] Referring to Fig. 24, an alternative embodiment of the fastening element 100 is shown, which has a hexagonal form-locking contour 102 in the form of locked nuts instead of a transverse bolt as form-locking contour 102.

[0135] With the proposed bayonet locks of the fastening elements 100, for example, an axial clamping force Fs of the bayonet lock in the locked state of at least Fs = 3 kN, preferably even at least Fs = 5 kN or more, can be achieved, which can sometimes even exceed clamping forces achieved with screw connections. Depending on the design of the fastening elements 100 and the thickness and material composition of the molded bodies 32, 52, a clamping force of up to or at least Fs = 20 kN can be achieved.

[0136] The clamping force Fs of the fastening elements 100 in the locked state is achieved in particular by material compression or deformation of the lower base plate shaped body 32 and the upper cover plate shaped body 52, which are clamped between the bayonet lock lower part 68 and the bayonet lock upper part 88. The clamping occurs between the lower base plate 72 against the stop 77 of the lower recess 64 and the upper retaining plate 92 against the stop 97 in the upper recess 66.

[0137] This allows even large wheel loads, for example, in the range of 5 kN or more, to be absorbed without the bayonet lock being released. Rubber tires have a certain contact area on the road surface, and the molded body layers 33, 53 are also elastic, so that the forces exerted on the fastening elements 100 when a motor vehicle tire passes over them are distributed to a certain extent. Therefore, an exact 1:1 relationship between the wheel load and the axial or vertical clamping force of an individual fastening element 100 is not absolutely necessary.

[0138] The high vertical clamping forces between the lower base plate mold bodies 32 and the upper cover plate mold bodies 52 also ensure a high frictional engagement between the lower mold body layer 33 and the upper mold body layer 53, which prevents the lower and upper mold body layers 33, 53 from slipping against each other.

[0139] It will be apparent to those skilled in the art that the embodiments described above are to be understood as examples and that the invention is not limited to them, but can be varied in many ways without departing from the scope of the claims. Furthermore, it is clear that the features, regardless of whether they are disclosed in the description, the claims, the figures or otherwise, also individually define essential components of the invention, even if they are described together with other features. In all figures, the same reference numerals represent the same objects, so that descriptions of objects that may only be mentioned in one figure or at least not with regard to all figures can also be transferred to those figures with regard to which the object is not explicitly described in the description.

Claims

1. A system for forming a level crossing (30) with a traffic area for crossing a track, wherein the track comprises a track superstructure with rails (14), each having a rail foot (24), a rail head (22), and a rail web (26) connecting the rail head (22) and the rail foot (24), comprising: a plurality of lower base plate preforms (32) that can be placed side by side on the track superstructure on both sides of the rails (14) to jointly form a lower preform layer (33) of the level crossing (30); a plurality of upper cover plate preforms (52) that can be placed side by side on the lower preform layer (33) on both sides of the rails to jointly form an upper preform layer (53) that can be driven over by rubber-tired road vehicles;such that the lower molded body layer (33) and the upper molded body layer (53) lying thereover form an at least two-layer roadway for rubber-tired road vehicles between the rails (14) and / or between one of the rails (14) and an adjacent road surface (35), wherein the roadway rests on the track superstructure and is supported thereon when rubber-tired road vehicles drive over it, a plurality of fastening elements (100) with which the upper cover plate molded bodies (52) can be releasably fastened to the lower base plate molded bodies (32), so that the upper and lower molded body layers (53, 33) form a releasably fixed layered composite in the installed state, which can be driven over by a rubber-tired road vehicle, wherein the fastening elements (100) each comprise a bayonet lock by means of which the fastening elements (100) are locked in the installed state.

2. System according to claim 1, wherein the bayonet closure is dimensioned such that, in the locked state, it can withstand the loads which occur when driving on the roadway with road vehicles, in particular with trucks. System according to one of the preceding claims, wherein the fastening elements (100) clamp the upper cover plate molded bodies (52) and the associated lower base plate molded bodies (32) against one another with a predefined clamping force (Fs) when the bayonet locks are in the locked state. System according to claim 3, wherein the upper cover plate molded bodies (52) and / or lower base plate molded bodies (32) are made of an elastic material and the clamping is brought about by elastic deformation of the upper cover plate molded bodies (52) and / or lower base plate molded bodies (32) when they are clamped against one another when the fastening elements (100) are locked.System according to one of the preceding claims, wherein the upper cover plate molded bodies (52) and / or lower base plate molded bodies (32) are made of a rubber granulate bound with a binder, in particular polyurethane, in particular granulated rubber recyclate.System according to one of the preceding claims, wherein the bayonet closure comprises a bayonet sleeve (74) and a bayonet bolt (94) which can be inserted axially into the bayonet sleeve (74), wherein at least one bayonet groove (122) and at least one transverse bayonet pin (124) which is guided in the bayonet groove (122) are effective between the bayonet bolt (94) and the bayonet sleeve (74), and wherein the bayonet groove (122) comprises the following: an entry opening (125) for inserting the bayonet pin (124) into the bayonet groove (122), an axial groove insertion section (126) which extends axially away from the entry opening (125), a locking section (132) by means of which the bayonet closure is locked in the closed position of the bayonet closure, and. a groove clamping section (130) extending between the groove insertion section (126) and the locking section (132) and running obliquely, by means of which the elastic bracing is effected in that a rotary movement between the bayonet bolt (94) and the bayonet sleeve (74) guides the bayonet pin (124) in the groove clamping section (130) in the direction of the locking section (132), and the rotary movement generates an axial movement component between the bayonet bolt (94) and the bayonet sleeve (74), which forces the bayonet bolt (94) and the bayonet sleeve (74) to move axially towards one another, whereby the bracing is effected with an increasing clamping force (Fs) between the upper cover plate moldings and the lower base plate moldings.System according to claim 6, wherein the obliquely extending groove clamping section (130) has a pitch which is in the range between 5° and 75°, preferably in the range between 5° and 50°, preferably in the range between 10° and 45°, preferably in the range of 30° + / - 10° and / or wherein the angle of rotation between the bayonet bolt (94) and the bayonet sleeve (74) from the axial groove insertion section (126) to the locking section (132) is in the range between 45° and 720°, preferably in the range between 60° and 360°, preferably in the range of 120° + / - 50° or + / - 30° and / or wherein the total axial stroke (ÖG) of the bayonet closure from the entry opening to the locking section is in the range between 3 mm and 30 mm, preferably in the range between 5 mm and 20 mm, preferably in the range of 8.5 mm + / - 5 mm or + / - 3 mm.System according to one of the preceding claims, wherein the axial stroke (ds) of the bayonet closure, within which the clamping force (Fs) between the upper cover plate molded body (52) and the associated lower base plate molded body (32) is generated, is in the range between 1 mm and 10 mm, preferably between 2 mm and 10 mm, preferably in the range of 6 mm + / - 2 mm and / or wherein the axial stroke (ds) of the bayonet closure and the elasticity of the upper. The cover plate molded body (52) and the lower base plate molded body (32) are selected such that the bayonet closure, in the installed and locked state, has a clamping force (Fs) in the range between 0.5 kN and 20 kN, preferably between 1 kN and 10 kN, preferably in the range between 2.5 kN and 6 kN. System according to one of the preceding claims, wherein the bayonet closure is designed with at least two threads, with two radially opposite bayonet grooves (122) and at least two radially opposite bayonet pins (124). System according to one of the preceding claims, wherein the bayonet closure comprises a bayonet sleeve (74) and a bayonet bolt (94) which can be inserted axially into the bayonet sleeve (74), wherein the bayonet bolt (94) has a length in the range between 30 mm and 200 mm, preferably in the range between 50 mm and 150 mm, preferably in the range between 60 mm and 120 mm and / or wherein the bayonet bolt (94) has a diameter of 5 mm and 30 mm,preferably in the range between 8 mm and 20 mm, preferably in the range of 12 mm + / - 3 mm and / or wherein the bayonet sleeve (74) has a length in the range between 6 mm and 200 mm, preferably in the range between 10 mm and 100 mm, preferably in the range between 20 mm and 50 mm and / or wherein the bayonet sleeve (74) has an outer diameter in the range between 9 mm and 60 mm, preferably in the range between 15 mm and 40 mm, preferably in the range of 25 mm +1-5 mm and / or wherein the bayonet sleeve (74) has a wall thickness in the range between 2 mm and 30 mm, preferably in the range between 4 mm and 15 mm, preferably in the range of 6 mm + / - 3 mm. System according to one of the preceding claims, wherein the bayonet closure comprises a bayonet closure lower part (68) with a bayonet sleeve (74) or a bayonet bolt (94) and a lower base plate (72),and the bayonet sleeve (74) or the bayonet bolt (94) is firmly connected to the lower base plate (72), in particular is welded to the lower base plate (72) or is formed integrally with the lower base plate (72), wherein the lower, Base plate molded bodies (32) each have lower recesses (64) into which the bayonet closure lower parts (68) can be inserted. System according to claim 11, wherein at least one, several or all of the following features are met: the bayonet lock lower part (68) is made of steel or a high-performance plastic, the lower base plate (72) is angular, the lower base plate (72) and the lower recess (64) form a positive connection against a rotational movement of the lower base plate (72) about a vertical axis when the lower base plate (72) is inserted into the lower recess (64), the bayonet lock lower part (68) is inserted from below into the lower recess (64) and / or fastened in the lower recess (64), the bayonet lock lower part (68) is detachably fastened in the lower recess (64), the bayonet lock lower part (68) is clamped in the lower recess (64),the lower recess (64) has a clamping rib (70) with which the lower base plate (72) is clamped in the lower recess (64), the clamping rib (70) runs vertically on an inner side wall of the lower recess, the lower recess (64) merges at its upper side into a vertical channel (78) into which the bayonet sleeve (74) or the bayonet bolt (94) is inserted from below when the lower base plate (72) is seated, in particular clamped, in the lower recess (64), and / or the vertical channel (78) extends through the lower base plate molded body (32) up to the upper side of the lower base plate molded body (32), so that the bayonet bolt (94) can be inserted into the bayonet sleeve (74) when the bayonet closure lower part (68) is in the lower Base plate molded body (32). System according to claim 11 or 12, wherein the bayonet closure lower part (68) is clamped in the lower recess, (64) is fastened and the clamping is releasable, so that the bayonet closure lower part (68) can be released and removed from the lower recess (64) using a tool, in particular in order to be able to replace the damaged bayonet closure lower part (68) with a new bayonet closure lower part (68) in the event of damage to the bayonet closure lower part (68) without having to replace the lower base plate molded part (32).

14. System according to one of the preceding claims, wherein the bayonet closure has a bayonet closure upper part (88) with a bayonet bolt (94) or a bayonet sleeve (74), wherein the upper cover plate molded bodies (52) each have upper recesses (66) accessible from above, into which the bayonet closure upper parts (88) can be inserted from above for mating connection with the associated bayonet closure lower parts (68) which are fixed in the lower base plate molded bodies (32).

15. System according to claim 14, wherein the bayonet closure upper part (88) has an upper holding plate (92) which, in the installed state, lies in the upper recess (66) and is supported downwards in the upper recess (66) and in which the bayonet bolt (94) or the bayonet sleeve (74) is rotatably mounted in order to lock and unlock the bayonet closure.

16. The system of claim 15, wherein the upper retaining plate (92) has an elongated hole (90) to compensate for a horizontal positional tolerance between the bayonet closure lower parts (68) in the lower base plate moldings (32) and the bayonet closure upper parts (88) in the upper cover plate moldings (52) when installed.

17. System according to claim 15 or 16, wherein the upper and lower molded body layers (53, 33) in the locked state of the bayonet closures are arranged between a regular grid of a plurality of upper holding plates (92) of the bayonet closure upper parts and a plurality of lower Base plates (72) of the bayonet lock lower parts (68) are clamped. System according to one of claims 15 to 17, further comprising protective caps (142) for closing the upper recesses (66) in the upper cover plate moldings (52) in the installed state, wherein the protective caps (142) are preferably detachably attachable in the upper recesses (66) in order to be able to remove the protective caps (142) again to unlock the bayonet locks and / or wherein the protective caps (142) are countersunk relative to the surface of the upper cover plate moldings (52) in the installed state.System according to one of the preceding claims, wherein the upper cover plate shaped bodies (52a) between two rails (14) each have at least four recesses (66) for fastening elements (100) and the upper cover plate shaped bodies (52a) between a rail (14) and the adjacent road surface (14) each have at least two recesses (66) for fastening elements (100) and, in the installed state, the upper cover plate shaped bodies (52a) between two rails (14) are connected to the lower shaped body layer (33) by means of at least four fastening elements (100) each with a bayonet catch in a respective recess (66) and the upper cover plate shaped bodies (52a) between a rail (14) and the adjacent road surface (35) are connected to the lower shaped body layer (33) by means of at least two fastening elements (100) each with a bayonet catch in a respective recess (66).System according to one of the preceding claims, wherein the bayonet closure has a bayonet closure upper part (88) with a bayonet bolt (94) or a bayonet sleeve (74), wherein the bayonet closure upper part (88), in particular the bayonet bolt (94), has a head (95) with a positive-locking contour (102) which can be positively connected to a complementary tool key (106) in order to rotate the bayonet closure upper part (88), in particular the bayonet bolt (88), with the tool key (106) in order to lock and unlock the bayonet closure.

21. System according to claim 20, further comprising a T-shaped tool wrench (106) with a vertical key bar (110), at the lower end of which a key (108) is arranged for complementary positive connection with the positive locking contour (102) of the head (95), and with a handle lever (112) arranged on the upper end of the key bar (110) opposite the key (108) and which can be gripped on both sides, wherein the key bar (110) has a sufficient length such that a user can lock and unlock the bayonet closures while standing by means of the tool wrench (106).

22. System according to one of the preceding claims, wherein the fastening elements (100) each have a securing element (152) for the bayonet closure, which engages with parts of the bayonet closure and prevents rotation and unlocking of the bayonet closure by the engagement.

23. System according to one of the preceding claims, wherein the upper cover plate moldings (52) and / or the lower base plate moldings (32) protrude into the rail chamber (28) of at least one of the adjacent rails (14) and at least partially fill the rail chamber (28) and / or are clamped into the rail chamber (28).

24. System according to one of the preceding claims, wherein rail foot clamps (36) are included which clamp the rail foot (24) below and are clamped to the rail foot (24) in the installed state, wherein the lower base plate shaped bodies (32) are fastened to the rail foot clamps (36) and / or wherein the upper cover plate shaped bodies (52) are not fastened to the rail foot clamps (36), but are releasably fastened to the lower base plate shaped bodies (32) by means of the fastening elements (100).

25. A method for the rapid installation and removal of a level crossing (30), in particular according to one of the preceding claims, on a rail track, wherein the following steps are carried out for installation: placing a plurality of lower base plate preforms (32) next to one another on the track superstructure and, if necessary, fastening them to rail foot clamps on at least one rail (14) to form a lower preform layer (33), wherein the lower preforms (32) comprise bayonet closure lower parts (68), placing upper cover plate preforms (52) next to one another on the lower preform layer (33) to form a closed upper preform layer (53) as a road surface, Inserting bayonet closure upper parts (88) into upper recesses (66) in the upper cover plate moldings (52) and pairs with the complementary bayonet closure lower parts (68) in the lower base plate moldings (32), Locking the bayonet locks, wherein during locking, the upper molded body layer (53) is firmly connected to the lower molded body layer (33) and clamped against the lower molded body layer (33) with a predefined clamping force in order to form a two-layer roadway that can be driven on by a tire-equipped road vehicle, and wherein the following steps are carried out for removal again: Unlocking the bayonet locks, Removing the bayonet lock upper parts (88) and the upper cover plate moldings (52) and Remove the lower base plate moldings (32) with the bayonet lock lower parts (68).

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