EP1963577A1 - Module en plaques et dispositif de traversee de voie dote d'un module en plaques - Google Patents

Module en plaques et dispositif de traversee de voie dote d'un module en plaques

Info

Publication number
EP1963577A1
EP1963577A1 EP06829861A EP06829861A EP1963577A1 EP 1963577 A1 EP1963577 A1 EP 1963577A1 EP 06829861 A EP06829861 A EP 06829861A EP 06829861 A EP06829861 A EP 06829861A EP 1963577 A1 EP1963577 A1 EP 1963577A1
Authority
EP
European Patent Office
Prior art keywords
rail
plate
assembly according
plate assembly
region
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP06829861A
Other languages
German (de)
English (en)
Other versions
EP1963577B1 (fr
Inventor
Johannes Bartolomä
Reinhard STÄUDNER
Peter Gehmacher
Matthias Höke
Andreas Mörtl
Erwin Schwartz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kraiburg Strail GmbH and Co KG
Original Assignee
Gummiwerk Kraiburg Elastik GmbH and Co KG
Kraiburg Elastik GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Gummiwerk Kraiburg Elastik GmbH and Co KG, Kraiburg Elastik GmbH filed Critical Gummiwerk Kraiburg Elastik GmbH and Co KG
Priority to PL06829861T priority Critical patent/PL1963577T3/pl
Priority to HRP20191112TT priority patent/HRP20191112T1/hr
Publication of EP1963577A1 publication Critical patent/EP1963577A1/fr
Application granted granted Critical
Publication of EP1963577B1 publication Critical patent/EP1963577B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C9/00—Special pavings; Pavings for special parts of roads or airfields
    • E01C9/04—Pavings for railroad level-crossings

Definitions

  • the present invention relates to a plate assembly for laying between the rails of a track system, in order to provide a navigable and / or walkable surface in the region of a track system in this way.
  • track transition devices which, in the region of the rails or tracks, provide an approximately flush surface with the surface of the rail heads.
  • These track crossing devices can then be run over by vehicles or used by pedestrians.
  • track transition devices are used, but also, for example, in factories, in harbors and in production halls, so in principle in which rail vehicles on the one hand and road-bound vehicles or pedestrians or cyclists on the other hand move equally.
  • the plates to be laid adjacent to the inside of rails are designed such that they provide a recess provided for receiving a wheel rim in their region adjoining a rail.
  • This in turn has the consequence that along each rail a several centimeters wide and several centimeters deep groove is formed, which while driving over road-bound vehicles, such as passenger cars or trucks, leading to no problems, but when crossing a bicycle, a Motorcycle or a wheelchair, for example. Even for pedestrians such depressions represent a danger.
  • the deformability required to provide the space required for passing over a rail wheel for a particular wheel rim is not primarily ensured by the structural nature of such a component, but by a very soft, yielding material.
  • These components are also based in their rail near the end region of a massively configured support downwards, for example on the rail, from, so that from the bottom of the rail supporting itself up to the top of the rim to be acted upon top elastically deformable volume material is present. Since this material must be very elastic in order to accommodate the required deformation in its entire volume range, it is very susceptible to wear.
  • a plate assembly for installation between the rails of a track system for providing a drivable and / or walkable surface in the track system comprising at least one rail connection plate to be laid adjacent to a rail, wherein the at least one rail connection plate directly to the rail has to be positioned adjacent deformation region which is deformable when passing over the rail with a rail vehicle by a rim of a rail vehicle and returns after returning substantially to its original shape, wherein the deformation region providing a part of the surface upper area and below the upper area a sub-area for supporting on a substrate, wherein the sub-area comprises a plurality of supporting the upper region and to be supported on the ground support projections.
  • the present invention is based on the finding that the desired positioning for providing the almost completely reaching to a rail head surface is not to be ensured by the deformability in the rail near the head area of external influences, in particular the ambient temperature practically, which of course also a corresponding return characteristic brings with it, but that in addition also a support has to be made downwards in this area.
  • the support projections provided for this purpose of course, upon deformation of the upper area and avoidance of the same downwards a corresponding evasion or deformation.
  • the upper region is essentially made of solid material.
  • Massive material in the sense of the present invention means that there are no essential cavities, air inclusions or the like in the upper region.
  • a plurality of recesses which are open at the bottom and / or at the side are provided between the support projections. These recesses or cavities, which may of course be associated with each other, provide sufficient volume into which, on the one hand, the upper area can move when passing over a rail vehicle, and on the other hand, the support projections, which also deform in this phase, can escape.
  • the support projections extend away from the upper region in substantially the same direction. This may mean, for example, in the case of an almost horizontal alignment of such a plate, that the supporting projections extend approximately vertically downward or lie parallel to one another.
  • At least a portion of the support projections may serve as support walls be formed, then preferably at least a part of these Abstützwandungen bounded above by the upper region and downwardly open cavities. It has proved to be particularly advantageous to arrange the Abstützwandungen such that cavities are formed with polygonal cross-section. As a result of this structural configuration of the lower region, the polygon-like contouring of the cavities and the positioning of the supporting walls required for this purpose results in a defined deformation of the supporting walls when passing over a rail vehicle by the corners thus formed.
  • the cavities are bounded at the top by a rounded, dome-like shape.
  • edges which assist in the formation of cracks are dispensed with.
  • the supporting walls can be arranged to provide a honeycomb-like structure.
  • the at least one rail connection plate in its deformation region has a positioning adjacent to a rail a rail head engages holding formation.
  • the holding formation comprises a plurality of retaining projections provided respectively on supporting projections.
  • the panel assembly according to the invention has been designed primarily with regard to the nature, ie structural and functional design. described a rail connection plate. This of course means that a Plattennbaueau invention can also be provided by only one such rail connection plate itself.
  • the invention further proposes that such a plate assembly according to the invention further comprises at least one central plate to be laid between two rails, wherein the at least one central plate in at least one lateral area to be positioned side area a first Has engagement formation and the at least one rail connecting plate in a rail remote to be positioned side region has a second engagement formation, which is engageable for fixing the rail connecting plate to the central plate with the first engagement formation in form-fitting.
  • the positive engagement can be produced by a combined sliding-pivot movement of the rail connection plate with respect to the central plate.
  • the second engagement formation may comprise an engagement projection to be positioned engaging in a substantially laterally-open engagement recess of the first engagement formation.
  • the stability of the connection between a central plate and a rail connection plate can be further improved in that the second engagement formation has a locking formation which is in locking engagement with a counter-locking formation of the first engagement formation in engagement with engaging recess to prevent the unwanted moving out of Engagement projection from the engagement recess.
  • at least one central plate to provide the base for supporting the lower region of at least one rail connecting plate in at least one side region to be positioned near the rail.
  • the at least one central plate can be constructed at least in a part of the surface providing area with elastic material, preferably rubber material. Furthermore, it is possible that the at least one central plate is formed at least in an area providing the substrate with metal material and / or concrete material.
  • the at least one intermediate plate with concrete material, that is to say as the essentially entire volume region made of concrete.
  • a rail connection plate designed according to the invention is to be used in conjunction with a central plate, there is a risk that by driving over a rail vehicle, a force which entrains the rail connection plate in the rail longitudinal direction is generated, which over a longer period of operation a gradual shift of the plate leads.
  • a displacement safeguard be provided for the at least one rail connection plate for preventing a displacement thereof in a rail longitudinal direction.
  • the displacement safeguard on the at least one rail connection plate and the at least one central plate in rail longitudinal direction in abutment against each other lockable safety regions comprises.
  • a recess open at the bottom and to be positioned substantially along the entire length of the rail connection plate along the deformation region adjoins the deformation region on its side to be positioned remote from the rail.
  • a region is provided in which a crack or break in the longitudinal direction of such a plate can arise under excessive load, so that in the worst case only the deformation region is detached from the remaining region of the rail connection plate, which may still be firmly coupled to a central plate.
  • the consequence of this is that a situation like a conventional railroad crossing or a conventional railroad crossing Track transition device is formed in which along the inside of a rail head serving for receiving a Radkranzes recess is formed.
  • a defective or destroyed rail connection plate should then be replaced to restore the original functionality.
  • the plate assembly according to the invention comprises one or more central plates and detached therefrom but firmly to be connected rail connection plates, which can then be replaced as separate and a significantly larger load exposed components individually Without having to dismantle an entire track transition device.
  • the rail connection plate is constructed essentially with Neugummimaterial.
  • new rubber material means that, for the production of a respective rail connection plate, this material is crosslinked for the first time, at least in its substantial volume range, for example by vulcanization. It is on the involvement of example of Altgummigranulat or the like, which would basically cost-effective, omitted, since in this way the required material inherent stability can not be ensured in such a quality, as is the case when Neugum- mimaterial to build a rail connection plate is used.
  • the rail connection plates Since, especially in the deformation region, the rail connection plates will have direct contact with the wheel rings of the rail vehicle wheels, it is proposed to improve the strength that wear-reducing components, preferably corundum, are added to the body material of the rail connection plate.
  • wear-reducing components such as corundum
  • These wear-reducing components, such as corundum have the effect that the direct action of a wheel rim on the otherwise existing construction Material of a rail connection plate, so for example rubber material, is reduced and thus the occurring in this area wear will be less.
  • the plate assembly according to the invention may comprise at least two successive rail connection plates in a rail longitudinal direction, but may, as already stated above, also comprise or be provided by only one single such rail connection plate. Furthermore, it is of course possible that the plate assembly has at least one central plate and at least one side thereof has at least one rail connection plate.
  • the present invention further relates to a track transition device with at least one plate assembly according to the invention.
  • a track transition device can not find use only in a railroad crossing or is to be interpreted as such a railroad crossing.
  • a track transition device constructed with a large number of plates or plate assemblies can be used everywhere where surfaces which are approximately flush with the rail head surface are to be provided for walking on or driving on. This can be the case in addition to the already mentioned examples in factories, ports or the like in bridge areas or tunnels.
  • the track transition device can furthermore comprise underlay elements extending along the inside of the rail and providing a support base for the rail connection plates. This is particularly advantageous when the rails are not made on a solid surface such as a concrete slab, which can then provide a support surface substantially continuous along the rails. If, on the other hand, thresholds and ballast material are inserted between the sleepers, an undefined support situation would occur in the areas lying between the thresholds arise for the rail connection plates. This can be counteracted by the insertion of such bar-like or plate-like base elements, which provide where appropriate along the inner sides of the rails, the rail connection plates to support with their sub-areas, provide for a corresponding support surface.
  • Figure 1 is a perspective view of a track system with a portion of a track transition means.
  • FIG. 2 is a plan view of a rail connection plate of the track transition device shown in FIG. 1;
  • FIG. 3 shows a front view of the rail connecting plate shown in Figure 2 in the direction III in Fig. 2 ..;
  • FIG. 4 shows a sectional view of the rail connection plate illustrated in FIG. 2, cut along a line IV-IV in FIG. 2;
  • FIG. 5 shows a side view of the rail connecting plate shown in Figure 2 in the direction V in Fig. 2 ..;
  • FIG. 6 is a perspective view of the rail connecting plate shown in FIG. 2 viewed obliquely from below;
  • Fig. 7 is a further perspective view of that shown in Fig. 2
  • FIG. 8 shows the rail connection plate illustrated in FIG. 2 during the connection process with a central plate of the track transition device illustrated in FIG. 1;
  • FIG. 9 shows the rail connection plate and the central plate after carrying out the connection process;
  • Fig. 10 is a perspective view corresponding to Figure 1 of an alternative embodiment.
  • FIG. 11 is a perspective view corresponding to FIG. 1 of an alternative embodiment.
  • a track system 10 is shown in sections.
  • This track system 10 comprises two adjacent rails 12, 14 which are carried in the example shown on concrete sleepers 16 and are fixed thereto by respective fasteners 18.
  • a section of a track transfer device 20 constructed according to the invention can be seen.
  • Such a track transition device 20 may for example be provided at areas where a road traverses the track system 10. Also on bridges, in tunnels and in areas of factories, harbors and the like, in which rail-bound vehicles and road vehicles move in the same way, such a track transition device 20 may be provided.
  • This track transition device 20 comprises, as a region to be positioned between the two rails 12, 14, a plate assembly, generally designated 22.
  • This plate assembly 22 in turn comprises a central plate 24, which bridges the essential extension region between the two rails 12, 14.
  • this central plate 24 is supported on supporting plates 30 laid in the longitudinal direction of the rails 12, 14. These are so shaped that, when supported on a respective rail foot 32 on the one hand and on the sleepers 16 on the other hand, they provide a support top 34 that is substantially uninterrupted in the longitudinal direction of the rails 12, 14.
  • the individual fastening devices 18 are in this way encapsulated or obscured.
  • the central plate 24 may be formed so that it not only in its two end portions 26, 28 is supported on the respective support plates 30, but for example in their extension region between them along the rails 12, 14 itself extending support plates 30 also on the ground, in particular the threshold 16 comes to rest.
  • the central plate 24 is in each case connected to a rail connection plate 36, 38.
  • These rail connection plates 36, 38, together with the central plate 24, provide a passable surface 40, the height of which is approximately at the same level as the railable surface 42 of the respective rail heads 44 the rail connection plates 36, 38 down from both the central plate 24 and the support plates 30 and reach on their top directly to the rail heads 44 zoom. That is, there is no space for receiving a wheel rim in the interior area between the two rails 12, 14 and adjacent to the rail heads 44.
  • a surface or top 40 is created, which passes over the entire width away in conjunction with the tops 42 of the rail heads 44. This is especially where the track system 10 is to cross with vehicles with relatively narrow wheels, such as bicycles or wheelchairs, of elementary advantage.
  • the structural design of such a rail connecting plate 36 and 38 will be explained below with reference to Figures 2 to 9 with reference to the rail connecting plate 36 in detail. It goes without saying that a corresponding configuration can also be provided at the rail connection plate at the other end region 28 of the central plate 24.
  • the rail connecting plate 36 has two transverse to the rail longitudinal direction L substantially adjacent functional areas. On the one hand, in a section to be positioned adjacent to a rail or a rail head 44, this is a deformation region 46, and on the other hand, in an area to be positioned adjacent to the central plate 24, an engagement formation 48, which is referred to below as the second engagement formation 48. In association with this second engagement formation 48, the central plate 24 has a first engagement formation 50, which is explained in greater detail and can be seen, for example, in FIG. 8.
  • the deformation region 46 of the rail connection plate 36 thus extends, as is clearly visible in FIG. 1, as far as the rail head 44 of the rail 12. In the height direction, this deformation region 46 is to be divided into two regions, namely an upper region 52 and a downwardly adjoining lower region 54.
  • the upper region 52 is constructed of solid material, thus has substantially no air pockets, openings or recesses and finally provides the Connection to the remaining part of the rail connection plate 36 ready.
  • a connecting lip 56 which makes contact laterally with the rail head 44 is provided in the upper region 52, which ensures that the upper region 52 or the rail connecting plate 36 not only reaches close to the rail head 44 but can also contact it and thus has a substantially gap-free Graduation provides.
  • the subregion 54 is formed with a plurality of support projections 58.
  • these supporting projections 58 are designed as supporting walls 60 which are clearly visible in FIG. 6 and which have a decreasing wall thickness in the direction from top to bottom, ie in the direction away from the top area 52, and which adjoin one another in such a way that they are in themselves closed wall pattern is generated.
  • respective cavities 62 are enclosed or limited by these Abstützwandungen, which in cross-section due to the relative positioning of the end walls 60 a polygonal, have hexagonal geometry here.
  • the conclusion is realized at the top with a curved, dome-shaped geometry 64. In this way, defined break points are avoided by avoiding corners and edges following the top portion 52 and providing rounded transitions.
  • a plurality of laterally open cavities 62 ' is formed, wherein between each two such laterally open cavities 62' is an end wall 60th lies.
  • a retaining projection 68 is provided at each of these the rail connection plate 36 in the direction of the rail 12 bounding end walls 60. All of these retaining projections 68 form in their entirety a holding formation 70 which, when positioning a rail connecting plate 36 adjacent to a rail, engage under the respective rail head 44 in a recognizable manner in FIG. 9 and thus ensure that the rail connecting plate in the rail-near end region 36 is firmly anchored to the rail or on the rail head 44.
  • a recess 70 which is open at the bottom and runs continuously in the longitudinal direction L is provided in the rail connection plate 36.
  • This recess 70 has various functions. On the one hand, it allows the sub-region 54 to fulfill its elastic function in an optimal manner in the manner explained below.
  • a weakening region 72 that runs through in the longitudinal direction, that is to say the rail longitudinal direction L, is formed, which in the event of excessive stress on such a rail connecting plate 36 for a defined separation. ration of the deformation region 46 from the remaining area, in particular the second engagement formation 48 realized.
  • the recess 70 is bounded by a solid support web 74.
  • This support web 74 ends flush with the lower region 54 on its underside, so that it, like the lower region 54, can be supported on the upper side 34 of an associated support plate 30.
  • the second engagement formation 48 comprises an engagement head 76 which protrudes downwards from the extension 52 of the upper region 52 which extends into the region of the second engagement formation 48 and at a distance from the support web 74.
  • On the engagement head 76 is a laterally projecting and projecting in the direction away from the rail engagement projection 78 is formed. This extends as well as the engaging head 76 preferably uninterrupted over the entire length of the rail connection plate 36.
  • a recess or recess 80 is formed, for example, at both lying in the longitudinal direction L En Schemeen the rail connection plate 36 by a respective end wall 82, 84 is limited.
  • the engaging head 76 On one of its side facing the recess 80, the engaging head 76 has a locking formation 83 in the form of a plurality of barb-like locking projections 85.
  • a locking formation 83 in the form of a plurality of barb-like locking projections 85.
  • three such locking projections 85 are provided in the longitudinal direction of the rail connecting plate 36. Again, could be provided in the longitudinal direction uninterrupted locking profile.
  • the first engagement formation 50 configured in association with the rail connection plate 36 or its second engagement formation 48 on the central plate 24 has a centering head 86.
  • This is designed on the central plate 24 preferably as in the longitudinal direction L continuously continuous profile and is in coordination with the longitudinal extent of the recess 80 between the two end walls 82, 84th dimensioned. That is, in the recognizable in Fig. 9 state in which the central plate 24 is joined to the rail connecting plate 36, the centering 86 engages in the recess 80 so that the two end walls 82, 84 in the longitudinal direction L directly on the centering 86th follow and thus ensure that the rail connection plate 36 can not move with respect to the central plate 24 in the longitudinal direction L.
  • an engagement recess 90 which is essentially open to the side but slightly overlapped by the centering head 86 is provided on the central plate 24. This is preferably shaped and dimensioned so that it can engage with the engagement projection 78 of the second engagement formation 48 substantially free of play.
  • a counter-locking formation 92 for example in the form of a barb-like profile 94 running through in the longitudinal direction L, is formed on the region of the centering head 86 lying opposite the engagement recess 90. This profile 94 is engaged by the locking projections 85 on the engagement head 76 after the coupling state is established.
  • the engagement head 76 is thus coupled in the manufactured KopplungstSh at its two lateral areas with the central plate 24 and the first engagement formation 50 fom- conclusive. On the rail remote side this is realized by the engagement of the engagement projection 78 in the engagement recess 90. On the rail side positioned this is realized by the engagement of the locking formation 83 with the counter-Arretierformation 92.
  • the effective in the rail longitudinal direction L positive locking realized by the concerns of the centering head 86 at the two end walls 82, 84.
  • the support plates 30 are laid along the rails 12 and 14, respectively.
  • these support plates 30, for example, so dimensioned be that in each case between two fastening means 18, such a support plate 30 is positioned.
  • L longer dimensioned support plates 30 can be used.
  • the successive in the longitudinal direction L central plates 24 are laid, the recognizable in Fig. 1 openings 94, 96 serve to receive clamping elements, such as tie rods, through which the successive in the longitudinal direction L central plates 24 can be clamped together to form a composite are.
  • a connection to the ground, for example the sleepers 16 can take place either in the area of these tension rods or in the end regions of such a track transition device.
  • the individual rail connection plates 36 and 38 are mounted.
  • the procedure is such that, as shown in Fig. 8, the rail connection plates, here the rail connection plate 36, first in a sliding pivoting movement with its engaging head 76 and the engagement projection 78 in between the centering head 86 and the remaining portion of the central plate 24 formed after Open at the top open recess.
  • This Schiebeschwenkamba with which then the engagement projection 78 is immersed in the engagement recess 90, can be supported by hammer blows, with the forces occurring here, the engagement head 76 slides on the convexly curved top of the centering head 86 on the central plate 24.
  • the centering head 86 then plunges into the recess 80 formed in the rail connection plate 36, the engagement formation 83 initially moving over the counter-engagement formation 92 until it engages behind it in the assembly position that can be seen in FIG. 9 ,
  • the deformation region 46 also moves downwards along a rail head 44, taking advantage of the elasticity of the deformation region 46 and due to the contact of the Holding projections 68 is compressed laterally with the rail head 44 of the deformation region 46.
  • the retaining projections 68 reach under the rail head 44 and thus ensure that a firm connection of the rail connection plate 36 takes place not only in the area close to the central panel, but also in the central area rail-near area.
  • the deformation region 46 lies with its lower region 54 on the support plate 30.
  • the support web 74 also rests on the support plate 30, and the connection lip 56 bears laterally against the rail head 44.
  • a surface which passes through practically without interruptions is provided, namely by the overall surface 40 of the plate assembly 22 on the one hand, and the upper sides 42 of the rails 14, 12 on the other hand.
  • the outer sides of the rails 12, 14 then, for example, by molding plates, which may be constructed of the same material as the central plate 24, a surface that continues this total surface can be provided, which then also a connection to the adjacent carriageway, for example a concrete carriageway or an asphalt carriageway.
  • a defective rail connection plate 36, 38 can be effected simply by first moving it with its holding projections 68 under a rail head 44 using a corresponding lever-type tool, if this section of the rail connection plate is still present, and then by further use a lever-like tool and the form-fitting engagement of the engagement formations 48, 50 is solved. This can be done without any further work having to be carried out on the central plates 24 or the remaining area of the track transition device 20. That is, a single possibly defective rail connection plate 36, 38 can also be replaced as a single component, without having to remove other components of the track transition device 20.
  • FIG. 10 An alternative embodiment of a track system 10 equipped with a track transition device 20 according to the invention is shown in FIG.
  • components which correspond to components described above in terms of construction or function are designated by the same reference numerals.
  • the rail connecting plates 36 and 38 are constructed as described above. However, there is a difference in the design of the central plate 24. This is not, as shown and described in the embodiment described above, made of elastic material, so for example rubber material, but is made of relatively hard material such. B. concrete material, constructed.
  • the central plate 24 of the embodiment shown in Fig. 10 is basically not or not necessarily on the thresholds 16, but it bridges cantilevered the area between the rails 12, 14. In their rail side portions 26, 28 with the central plate 24 with the base 30 'for the support of the rail connection plates 36, 38 providing sections 100, 102 on the rail feet 104 of the rails 12, 14.
  • elastic intermediate layer elements 106 may be provided to avoid direct contact of the concrete material of the central plate 24 with the barn material of the rails 12, 14.
  • the first engaging formation 50 is provided in the central plate 24, as in the previously described embodiment, although here the flexibility required for the connection is due to the structure alone the rail connection plates 36, 38 is provided from flexible material.
  • the area between the rails 12, 14 bridging, rigid central plate 24 replaced with their sections 100, 102, the support plates 30 previously described and is in particular special in their the ground 30 'providing areas shaped so that the rail connection plates 36, 38 can be supported with its lower portion 54 and on the support bar 74 on these areas.
  • the anti-displacement protection for the rail connection plates 36, 38 by providing corresponding projecting portions on the central plate 24, which then engage with the walls 82, 84 on the rail connection plates, can be realized as described above.
  • FIG. 11 A further embodiment variant is shown in FIG. 11.
  • the central plate 24 again bridges over the area between the two rails 12, 14 and lies, for example, on the rail feet .104 via elastic intermediate layer elements 106.
  • the central plate 24 is formed in this embodiment variant, however, with two plate layers or plate areas.
  • an upper plate layer 108 is constructed of the same material as the central plate described with reference to Figs. 1-9. So here rubber material, preferably obtained by the reprocessing of waste tire material rubber granules, can be used to build the top plate layer 108.
  • the first engagement formation 50 is then again formed, which can be constructed as described above with reference to FIGS. 8 and 9 and can be brought into engagement with the second engagement formation 48 on the respective rail connection plate 36, 38.
  • the essential supporting function here assumes a lower plate layer 110, for example, made of metal material, such.
  • a lower plate layer 110 for example, made of metal material, such.
  • profile parts 112 are provided for support on the rail feet 104 and formed and continue to provide the substrate 30 ', on which the rail connection plates 36, 38 can be supported with the lower portion 54 and the support web 74.
  • Profile parts 112 extend carrier parts 114, which may be firmly connected to the profile parts 112, for example by welding and on which the upper plate layer 108, so the built of elastic material plate layer rests.
  • this upper plate layer 108 is held by the upwardly projecting over the carrier 114 profile parts 112.
  • Also in the rail longitudinal direction can be provided by form-fitting engagement a displacement protection for the upper plate layer 108 with respect to the lower plate layer 110.
  • the division of the upper plate layer 108 which is primarily adapted to the pitch or longitudinal dimension of the rail connection plates 36, 38 substantially independent of the pitch of the lower plate layer 110.
  • the lower plate layer 110 also from other material than metal material, for example, be constructed of concrete material.
  • the cohesion of the central plates 24 of the embodiments shown in Figs. 10 and 11 can be carried out as in the embodiment previously described with reference to Figs. 1-9.
  • openings 94, 96 can be provided here, through which clamping elements are guided and provide a mutual connection of the central plates 24, which follow one another in the longitudinal direction of the rail.
  • plate assembly 22 are provided with the rail connection plates 36, 38, while in other areas, in which the direct connection to the inside of the Schienengrope 44 is not mandatory, conventional, for example, completely constructed of the material of the central plate 24 track transition plates can be used.
  • the surface properties of the plate assemblies 22 according to the invention can also be adapted to the requirements arising both in the region of the rail connection plates 36, 38 and in the region of the central plate 24 by virtue of their structural nature, material properties or by adding friction-increasing components.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Paving Structures (AREA)
  • Coupling Device And Connection With Printed Circuit (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
  • Fuses (AREA)

Abstract

L'invention concerne un module en plaques destiné à être posé entre les rails d'une voie ferrée pour offrir une surface praticable dans la zone de la voie, et qui comprend au moins une plaque (36) de raccordement au rail à poser en position contiguë à un rail. Ladite ou lesdites plaques (36) de raccordement au rail présentent une zone de déformation (46) destinée à être placée immédiatement adjacente au rail et qui, lorsqu'un véhicule ferroviaire passe sur le rail, peut être déformée par la couronne des roues du véhicule ferroviaire et reprend sensiblement sa forme initiale après le passage. La zone de déformation (46) présente une partie supérieure (52) qui forme une partie de la surface (40) et, en dessous de la partie supérieure (52), une partie inférieure (54) destinée à s'appuyer sur un soubassement (30), la partie inférieure (54) comprenant plusieurs saillies d'appui (58) qui appuient sur la partie supérieure (52) et qui s'appuient sur le soubassement.
EP06829861.1A 2005-12-22 2006-12-22 Module en plaques et dispositif de traversée de voie doté d'un module en plaques Active EP1963577B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PL06829861T PL1963577T3 (pl) 2005-12-22 2006-12-22 Zespół płytowy i urządzenie do przechodzenia przez tory z zespołem płytowym
HRP20191112TT HRP20191112T1 (hr) 2005-12-22 2006-12-22 Ugradna skupina ploča i uređaj za željezničko-cestovni prijelaz s ugradnom skupinom ploča

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005061564A DE102005061564A1 (de) 2005-12-22 2005-12-22 Plattenbaugruppe und Gleisübergangseinrichtung mit einer Plattenbaugruppe
PCT/EP2006/012489 WO2007076981A1 (fr) 2005-12-22 2006-12-22 Module en plaques et dispositif de traversee de voie dote d'un module en plaques

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EP1963577A1 true EP1963577A1 (fr) 2008-09-03
EP1963577B1 EP1963577B1 (fr) 2019-06-12

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EP06829861.1A Active EP1963577B1 (fr) 2005-12-22 2006-12-22 Module en plaques et dispositif de traversée de voie doté d'un module en plaques

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EP (1) EP1963577B1 (fr)
AU (1) AU2006332098B2 (fr)
DE (1) DE102005061564A1 (fr)
ES (1) ES2744207T3 (fr)
HR (1) HRP20191112T1 (fr)
HU (1) HUE046309T2 (fr)
PL (1) PL1963577T3 (fr)
WO (1) WO2007076981A1 (fr)

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US3465963A (en) * 1967-12-29 1969-09-09 Goodyear Tire & Rubber Crossing structure
DE4229289A1 (de) * 1992-09-02 1994-03-10 Kraiburg Gummi Dev Gmbh Gleisübergangseinrichtung, Formkörper für eine Gleisübergangseinrichtung und Verfahren zur Herstellung eines Formkörpers für eine Gleisübergangseinrichtung
AT405426B (de) * 1996-06-11 1999-08-25 Gmundner Fertigteile Gmbh Schienengleiche eindeckung für gleise
DE20101567U1 (de) * 2001-01-30 2001-04-19 INTERVIA GmbH & Co. KG, 83059 Kolbermoor Formkörper zur Errichtung eines Gleisübergangs
GB0125065D0 (en) * 2001-10-18 2001-12-12 Performance Polymers Inc Between-rails roadway for road-rail crossings
DE102004043240A1 (de) 2004-09-07 2006-04-06 Gummiwerk Kraiburg Elastik Gmbh Gleisübergangseinrichtung

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Title
See references of WO2007076981A1 *

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Publication number Publication date
PL1963577T3 (pl) 2019-12-31
WO2007076981A1 (fr) 2007-07-12
DE102005061564A1 (de) 2007-06-28
HUE046309T2 (hu) 2020-02-28
HRP20191112T1 (hr) 2019-10-18
ES2744207T3 (es) 2020-02-24
EP1963577B1 (fr) 2019-06-12
AU2006332098A1 (en) 2007-07-12
AU2006332098B2 (en) 2012-01-19

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