WO2003016633A1 - Dispositif de passage a niveau - Google Patents

Dispositif de passage a niveau Download PDF

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Publication number
WO2003016633A1
WO2003016633A1 PCT/EP2002/008883 EP0208883W WO03016633A1 WO 2003016633 A1 WO2003016633 A1 WO 2003016633A1 EP 0208883 W EP0208883 W EP 0208883W WO 03016633 A1 WO03016633 A1 WO 03016633A1
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WO
WIPO (PCT)
Prior art keywords
rail
track
area
transition device
plate part
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.)
Ceased
Application number
PCT/EP2002/008883
Other languages
German (de)
English (en)
Inventor
Reinhard Schwarz
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.)
Gummiwerk Kraiburg Elastik 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
Publication of WO2003016633A1 publication Critical patent/WO2003016633A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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
    • E01C5/00—Pavings made of prefabricated single units
    • E01C5/16—Pavings made of prefabricated single units made of metallic units

Definitions

  • the present invention relates to a track transition device for a track system, the track system comprising at least two rails carried next to one another on a support structure, the track transition device having at least one transition plate which is supported or can be supported with respect to a rail or the support structure in at least one region thereof that is to be positioned near the track.
  • a track transition device is known from EP 0 21 8 643 B1, in which several plates are provided between the two rails of a track and laterally adjacent to the rails. These plates are made of synthetic resin concrete, for example polyester concrete. This means that the granular material contained in these panels is not cement-bonded, but resin-bonded, which has an advantageous insulating effect. Just like cement-bound concrete slabs, however, synthetic resin-bonded concrete slabs also have the disadvantage of a relatively large weight. This requires the use of appropriate construction equipment during construction and also when carrying out maintenance or repair work, by means of which these panels can be raised and brought into the desired position or can be lifted out of their installation position. This leads to operations that are both costly and lengthy.
  • transition plates for track transition devices built up from rubber material, for example by recycling old rubber material. These plates are also comparatively heavy due to the need to make them thick enough in accordance with the required load capacity and also generally require the use of construction equipment to move them properly.
  • a track transition device for a track system which track system comprises at least two rails carried next to one another on a support structure, the track transition device having at least one transition plate which is positioned in at least one area near the rail with respect to a rail or the support structure is supported or can be supported.
  • the at least one transition plate is at least partially formed from material containing aluminum or aluminum.
  • aluminum material or material containing aluminum that is to say, for example a material composed of an aluminum alloy
  • aluminum is comparatively easy to machine using conventional machining processes.
  • aluminum is a relatively light material which, with the appropriate shape, also has a high level of stability.
  • the surface corrosion present in aluminum which is caused by reaction with atmospheric oxygen, can meet the requirements for electrical insulation in the area of the rails.
  • the at least one transition plate in its end region to be positioned near the rail, is supported or can be supported with respect to a rail and / or the support structure via an elastic material, preferably rubber material.
  • the at least one transition plate essentially only has contact with a base in its end regions to be positioned near the rail or away from the rail enables a bridge-like structure to be formed, so that the essential Length range of such a transition plate, the substrate does not have to be specially designed for the support of a plate.
  • a track transition device can be provided for vehicle traffic with increased security in that the at least one transition plate is provided at least in regions with an adhesion-enhancing structure on its upper side intended for driving or walking on.
  • the at least one transition plate comprises at least one plate part formed with a hollow profile structure.
  • the at least one plate part it is possible for the at least one plate part to have a — open or closed — box-shaped outer wall area and a strut arrangement in a volume surrounded by the outer wall area.
  • Such a component made of aluminum or aluminum-containing material can be produced in a simple and very efficient manner, for example by extrusion. Since comparatively large areas in the area of track transitions are to be covered by transition plates, it is proposed that the at least one transition plate in its end region to be positioned near the track be an elongated support plate part to be positioned along a rail with its longitudinal direction of extension, and at least one of the support plate part - in relation to the latter Longitudinal direction of extension - essentially has a transversely extending bridging plate part which is firmly connected to the support plate part. In particular in connection with the producibility of such plate parts by extrusion, this also provides an advantageous orientation of the various plate parts with regard to the stability of the overall track transition device.
  • an air passage opening area be provided in an area in which a bridging plate part adjoins a support plate part. It can be provided here, for example, that the air passage opening area is formed by a curved configuration of an outer wall area of a support plate part, to which outer wall area the bridging plate part connects. So here z. This curved configuration can already be obtained, for example, when an extrusion process is carried out by means of a corresponding nozzle shape. Additional work processes for introducing an air passage opening area when joining different plate parts are then not necessary.
  • the support plate part have a support projection on its side remote from the rail, on which the at least one Bridging plate part is supported. It can further be provided that the support plate part is firmly connected to the at least one bridging plate part by welding.
  • a particularly advantageous embodiment with regard to the power transmission then provides that the support plate part is firmly connected to the at least one bridging plate part in a free end region of the support projection by welding. This means that the support projection is only subjected to tensile stress when loaded from above and thus there is no risk of the same bending off.
  • a plurality of bridging plate parts which are arranged next to one another in the longitudinal direction of the same to be firmly connected to the supporting plate part.
  • at least two of the bridging plate parts arranged next to one another are coupled to one another for power transmission in the longitudinal direction of extension of the support plate part and essentially perpendicular to a plane defined by the transition plate.
  • the at least two of the bridging plate parts are coupled to one another by means of a form-fitting engagement arrangement.
  • the engagement arrangement on one of the two of the bridging plate parts has an engagement recess area extending in its longitudinal direction, on the other of the two of the bridging plate parts an engaging projection area extending in its longitudinal direction
  • the engagement projection area can be introduced into the engagement recess area by means of a relative pivoting movement of the two bridging plate parts with respect to one another about a pivot axis extending essentially parallel to their longitudinal direction.
  • the fact that the two bridging plate parts have pivoting limit stops which can be brought into mutual contact ensures that a defined end pivoting position is provided, which generally corresponds to the installation position of the different bridging plate parts oriented parallel to one another .
  • the ability to be able to transmit forces, in particular vertical forces under load, between individual bridging plate parts can be further improved in that the pivoting limit stops limit the relative pivoting of the two bridging plate parts in a relative pivoting direction leading to the production of the engagement state of the engagement arrangement, and preferably the pivoting limit stops can transmit a force substantially perpendicular to a plane defined by the transition plate, at least when the swivel limiting function is produced.
  • the engagement projection area is curved at least in regions in the direction away from the bridging plate part having the same, and that the engagement recess area receiving it is complementarily shaped, the engagement recess area being an undercut area for positive interaction with the curved engagement projection area forms.
  • the bridging plate parts have an engagement projection area on one of their long sides and have an engagement recess area on their other long side.
  • Such an embodiment is particularly advantageous because an engagement projection area or an engagement recess area is thus also provided on the two outer edge areas of a transition plate oriented in a longitudinal direction of the rail, with which then completely tary areas of adjacent transition plates can be coupled.
  • the bridging plate parts of individual transition plates can in principle be coupled to one another, to also couple transition plates to one another and thus to obtain a structure firmly held together in the longitudinal direction of the rail.
  • Another significant advantage is that the same base material obtained, for example, by extrusion, can be used in this way for all bridging plate parts.
  • the engagement arrangement can be designed in such a way that the engagement recess area or the engagement projection area are provided in an upper area of the respective bridging plate parts that is to be positioned away from the ground.
  • the support plate part has a recess area in association with at least one rail fastening element. It should be pointed out here that it is of course also possible, especially when using relatively flat rail fastening elements, to provide the support plate parts without any recesses for rail fastening elements, and instead instead, for example, to provide corresponding recesses in the elastic support or between them in the longitudinal direction of the rail insert subsequent sections of elastic material to the following rail fastening elements, on which the support plate parts can then be placed without any recesses accommodating the rail fastening elements.
  • the at least one transition plate can be provided for positioning in the area between two rails and can be assigned to each Rail have a support plate part, the at least one bridging plate part then extending between these two support plate parts.
  • the maximum dimension of the at least one transition plate - measured in a direction transverse to the longitudinal direction of the support plate parts - is not greater than the minimum distance between the rail heads two rails.
  • the maximum dimension of the at least one transition plate - measured in a direction transverse to the longitudinal direction of the support plate parts - is also possible for the maximum dimension of the at least one transition plate - measured in a direction transverse to the longitudinal direction of the support plate parts - to be greater than the minimum distance between the rail heads of the two rails and essentially not greater than the minimum distance between the rail heads of the two Rails plus a depth of a chamber formed between a rail head and a rail foot in the area of a web.
  • the procedure is such that first one of the support plate parts is inserted into the associated chamber of a rail and then compression of the elastic material already provided there allows the other support plate part to move past the rail head of the rail assigned to it. The two support plate parts then reach under the rail heads and are thus held firmly on the track.
  • the present invention further relates to a transition plate which is constructed from material containing aluminum or aluminum and has one or more of the features specified above for such transition plates.
  • the present invention relates to an interlocking engagement arrangement by means of which, for example, the bridging plate parts of one Transition plate can be coupled to one another in order to be able to transmit forces in the longitudinal direction of the rail and essentially in the vertical direction between these plate parts.
  • a form-locking engagement arrangement has an engagement recess area on one of the plate parts and an engagement projection area on the other of the plate parts, the engagement projection area being insertable into the engagement recess area for producing the engagement state by relatively pivoting the two plate parts with respect to one another about a pivot axis which is substantially parallel to their longitudinal direction ,
  • FIG. 1 is a perspective view of part of a track transition device according to the invention.
  • FIG. 2 shows an end view of the track transition device shown in FIG. 1, viewed in a longitudinal direction of the rail;
  • Fig. 3 is an enlarged detail of Figure 2, which shows a rail and the adjacent transition plates.
  • FIG. 4 shows an end view of a transition plate according to the invention to be positioned between two rails, viewed in a longitudinal direction of the rail; 5 shows an end view of a transition plate to be positioned on an outside of a rail, viewed in a longitudinal direction of the rail; Fig. 6 is a cross-sectional view of one shown in Fig. 5
  • Fig. 7 is a view corresponding to Fig. 6 of a platen part, the one shown in Fig. 4 and between two Rails to be positioned transition plate is used;
  • FIG. 8 shows a cross-sectional view of a bridging plate part to be connected to one or possibly two support plate parts
  • Fig. 9 different phases of assembling several bridging plate parts when building a transition plate according to the invention.
  • FIG. 10 is a view corresponding to FIG. 8 of an alternative embodiment of a bridging plate part.
  • a track transition device according to the invention is generally designated 10.
  • This track transition device 10 can be provided in a track system 12 which has two rails 14, 16 running at a lateral distance from one another and, for example, sleepers 18 as a support structure.
  • the rails 14, 1 6 are fixed in a conventional manner, for example by fastening points 20.
  • these Fixed To can: pinch points 20 may comprise, for example, on the rails 1 8 fixed support plates 23, to which then both sides of the rails, in Figure 3 the rail 14, the rail supply brackets 22 of the rail cross-fastening 24th can be screwed tight. In this way, the rail base 22 is then held on the support plate 23 and thus the threshold 18, if necessary with the interposition of a spacer plate 26.
  • the track transition device 10 of which only one length section is shown in FIG. 1 with respect to a longitudinal direction L of the rail, comprises a plurality of transition plates 28 which are positioned or are to be positioned between the rails 14, 16 of the track system 12 and in the longitudinal direction L of the rail are arranged in succession, and outside the rails 14 and 16, respectively, respective transition plates 30, 32, which are essentially identical to one another.
  • a plurality of such transition plates 30, 32 can also be arranged successively outside the rails 14, 16 in the longitudinal direction L of the rail.
  • With appropriate Dimensions of the different transition plates 28, 30, 32 in the longitudinal direction L of the rail can, for example, also be provided only for the construction of a pedestrian crossing, only a few of these different transition plates 28, 30, 32.
  • the or each transition plate 28 to be positioned between the two rails 14, 16 has respective support plate parts 34, 36 in its two end regions near the rails.
  • the distance between the two rails 14, 16, essentially bridging bridging plate parts 38, extends between these two elongated support plate parts 34, 36, which extend in the longitudinal direction L of the rail.
  • the transition plate 28 to be positioned between the two rails 14, 1 6 has three such bridging plate parts 38, 38 ', 38 ", which are elongated and extend with their longitudinal direction of extension between the two support plate parts 34, 36 and thus essentially transversely to the Extend the longitudinal direction of the support plate parts 34, 36 or the longitudinal direction of the rail L.
  • the two transition plates 30, 32 to be positioned outside of the rails 14 and 16 also have respective support plate parts 40 in their regions to be positioned facing the rails 14 and 16.
  • This support plate parts 40 are connected to a plurality of bridging plate parts 42 transversely to their longitudinal direction of extension, that is to say again transversely to the longitudinal direction L of the rail, whereby, like the transition plate 28, three such bridging plate parts 42, 42 ′, 42 ′′ are arranged in succession in the longitudinal direction L of the rail
  • These bridging plate parts 42, 42 ', 42 "are also fixed to one another coupled and are firmly connected to the support plate part 40 of the respective transition plate 30 or 32.
  • the bridging plate parts 42, 42 ′, 42 ′′ are firmly connected to an end plate 44 at their end region to be positioned at a distance from the respective rail 14 or 16.
  • transition plate 28 The structure of the transition plate 28 to be positioned between the two rails 14, 1 6 is described below, above all with reference to FIGS. 2, 4, 7 and 8.
  • the plate parts already described above ie the support plate parts 34, 36 and the bridging plate parts 38, 38 ', 38 ", are constructed from aluminum or an aluminum alloy and are preferably produced in an extrusion process.
  • a respective transition plate 28 is thus produced in corresponding length sections Bar material to be cut which has a cross-sectional shape provided for the various plate parts can be seen, for example, for the support plate parts 34, 36 in Fig. 7 (here the support plate part 36 is shown in cross section) that these hollow profile plate parts produced by extrusion are constructed in a box-like manner and have an outer wall area which generally defines the outer contour and is designated 46.
  • a plurality of struts 50, 52, 54 are provided which ensure the required stability 7 recognizes that the cross-sectional contour forms a lateral projection area 56, which is essentially formed or enclosed by the outer wall area 46 and the strut 54.
  • the support plate part 36 lies on the associated rail 16 with the interposition of a block 58 made of elastic material, for example rubber material.
  • the support plate part 34 then rests with its projection region 56 on a block 60 made of elastic material.
  • a recess 62 is formed, which essentially serves to receive a wheel rim.
  • the support plate part 36 On its side to be positioned remote from the rail, the support plate part 36 has a laterally projecting support projection 64 in the lower region thereof.
  • these bridge plate parts As can also be seen in FIG. 4, have their respective end regions 66, 68 adjacent to an approximately vertically extending section 70 of the Outer wall area 46 and also positioned lying on the support projection 64.
  • the fixed connection between the bridging plate parts 38, 38 ', 38 "and the support plate parts 34, 36 is obtained by welding.
  • a weld seam or a plurality of weld points in the upper region indicated by arrow 72 and on the other hand a corresponding weld seam or a corresponding plurality of weld points in the lower region indicated by arrow 74, that is to say at the free end region of the support projection 64, are provided .
  • This type of welded connection ensures that when the bridging plate parts 38, 38 ', 38 "are loaded, the support projection 64 is essentially only loaded under tension.
  • FIG. 7 shows the cross-sectional contour of the different bridging plate parts, here the bridging plate part 38.
  • This is also essentially box-shaped with an outer wall area 78 and a strut 82 provided in the volume 80 surrounded by the outer wall area 78.
  • these bridging plate parts which are also formed by extrusion of aluminum or aluminum-containing material and are cut to the appropriate length, are connected to the supporting plate parts 34, 36 by welding, each of these bridging parts 38, 38 'is described below with reference to FIG. 9.
  • 38 "of the transition plate 28 is positively coupled to a bridging plate part of the same transition plate 28 which is immediately adjacent to it.
  • an engagement arrangement 84 is provided, by means of which two immediately adjacent bridging plate parts, for example in FIG.
  • the bridging plate parts 38, 38 ' for power transmission transversely to the longitudinal direction thereof, that is to say for the transmission of force in the longitudinal direction L of the rail in FIG. 1, and for the transmission of force in the vertical direction, that is to say in a direction essentially orthogonal to the plane defined by the transition plate 28 is to be coupled.
  • the bridging plate part 38 (and thus of course the equally shaped bridging plate parts 38 'and 38 ") have an engagement projection 86 on one of their longitudinally extending side edges, specifically in an upper region of this side edge
  • an engagement recess 88 is provided, which is shaped to be complementary to the engagement projection 86 of the other side edge.
  • the engagement projection 86 is curved in the direction away from the outer wall region 78 on its downward surface 90, ie convexly
  • the engagement recess 88 is concavely curved on its essentially upward-facing surface 92 and, when viewed in the longitudinal direction L of the rail, also shown in FIG. 8, forms one Undercut area 94.
  • this undercut area 94 forms a form-fitting cohesion in the longitudinal direction L of the rail. This cohesion is achieved in that the two bridging plate parts to be coupled, that is to say, for example, bridging plate parts 38 'and 38 "in FIG.
  • a pivoting movement stop is formed on the sections 100 and 102 of the outer wall region 78, so that when they reach each other essentially 9, for the bridging plates 38, 38 ', a further pivoting is not possible.
  • This pivoting movement stop can be formed, for example, by the sections 100 or 102 itself, but can alternatively or additionally also by one be provided on one of the sections 100, 102 provided projection 104 which engages in a corresponding recess 106 on the other of the sections 100, 102 when the desired end pivot position is reached.
  • a comparison of FIGS. 8 and 9 shows that the most varied configurations of this projection 104 or the associated recess 106 can be provided.
  • a very stable cohesion is achieved by positive coupling. It could be considered to additionally connect bridging plate parts 38, 38 ', 38 "immediately adjacent to one another at the upper or lower region by welding, for example a weld seam or a plurality of weld points.
  • the individual bridging plate parts 38, 38 '38 "have been coupled to one another, as described above with reference to FIG. 9, they can then be firmly connected to the supporting plate parts 34, 36 by welding.
  • the transition plate 28 is then essentially However, in order to make it even more suitable for driving on, it can be provided with an adhesion-strengthening structure on its upper side, for example by applying hardenable material to the upper side of the various plate parts intended for driving into which For this purpose, the various plate parts can have projections 108 on their respective upper surfaces intended for driving, which form a volume area between them for receiving the curable material.
  • solid structures can also be used in a mechanical manner e to be coupled with the various plate parts.
  • an engagement projection 86 of one of the transition plates 28 then lies in the area of an engagement recess 88 of the other of the transition plates 28 when a plurality of transition plates are positioned adjacent to one another
  • individual transition plates 28 can also be firmly and positively coupled to one another both in the longitudinal direction L of the rail and in the vertical direction, without having to provide additional components for this
  • the provision of the stops which become effective when the desired relative pivoting position is reached ensures that a structure is obtained when a plurality of transition plates 28 are joined together, which is also blocked in its longitudinal center area against lifting upwards, which could be the case with the suction effect possibly caused by train travel.
  • a support plate part 40 is provided for the transition plates 30 and 32 to be positioned outside the rails.
  • This support plate part 40 also has an outer wall region 110 which forms a box-like structure and which is stabilized in the inner region 11 by a strut 112. Since in general no volume area has to be kept ready for a wheel rim on the outside of the rails 14, 16, the lateral projection area 114 provided for support with respect to the rails 14 and 16 can be significantly shorter.
  • This support plate part 40 also has a support protrusion 116, which, like the support protrusion 64, helps to fix the various bridging plate parts 42, 42 ', 42 ".
  • the transition plates 30, 32 to be positioned outside the rails 14, 16 to avoid undesired corrosion in the interior volume area of the bridging plate parts 42, 42 ', 42 ", the outer wall area 1 1 0 again has a section 11 8 with a concave or multiple concave shape toward the outside.
  • FIG. 8 An alternative embodiment of a bridging plate part 38 is shown in FIG.
  • the outer contour of this corresponds essentially to the bridging plate part described above with reference to FIG. 8, but has a box-like open hollow profile structure in which the volume 80 is not completely surrounded by the outer wall area 78. It can be seen that three adjacent struts or web sections 82, 82 ', 82''emanate from the wall section 83 to be positioned at the top in the installed state.
  • the wall section 87 opposite the wall section 83 and to be positioned at the bottom in the installed state is separated by a plurality of Longitudinal direction of the bridging plate part 38 through slots 85, 85 ', 85 ", 85'” interrupted, so that the webs 82, 82 '82 "together with the parts of the wall section 87 which are integrally formed therewith upside down T-profile structure - form doors.
  • a structure that is very well ventilated in its volume region 80 is created, which nevertheless has a very high rigidity in its longitudinal direction due to the provision of the T-profiles mentioned.
  • a wide variety of configurations can be provided with a wall area 78 which does not completely surround the volume 80, that is to say with an open, box-like hollow profile structure.
  • C-profiling could also be provided.
  • the upper wall section 83 can be interrupted and the lower wall section 87 to be continuous in an embodiment shown in FIG. 10.
  • the slits 85, 85 ', 85 ", 85'" which are then at the top can be used, for example, to fix rubber mats or the like which serve as surface structuring, with fastening projections provided thereon, to a respective bridging plate part 38. It can thus be seen from FIG.
  • a box-like hollow profile is not necessarily a profile in which a volume area is completely closed in itself.
  • this also makes it easier to carry out an extrusion process.
  • the support plate parts can also be formed with such an open hollow profile structure.
  • the transition plates 28, 30, 32 are supported by respective blocks 58, 60, 1 1 8, 120 with respect to the rails 14 and 1 6, respectively.
  • the blocks 56, 60 or for the transition plates 28 to be positioned between the rails 14, 1 6 and for the transition plates 30, 32 to be positioned outside the rails 14, 16 1 18, 120 are essentially identical in shape to one another and have an L-shaped contour in cross section.
  • An upward-pointing L-leg 1 21 essentially fills a chamber 124 formed between the rail foot 22 and the rail head 1 22, while the other L-leg 126 essentially serves to vertically support a respective support plate part on the rail foot 22.
  • the upward-pointing L-leg 121 can be designed such that after the application of a respective transition plate 28 or 30, 32, it overlaps the protrusion region 56 or 114 of the respective application plate part, either by prior shaping or by compression generated when it is applied and thus ensures a firm mounting of the respective transition plate 28, 30, 32 upwards.
  • the transition plates 28 to be positioned between the two rails 14, 16 can be provided with an overall dimension - measured transversely to the rail longitudinal direction L - which is slightly smaller than the minimum distance between the rail heads 1 22 of the two rails 14, 1 6, since upward support of the transition plates 28 is provided by the blocks 58 and 60, which overlap the projection regions 56.
  • transition plates 28 with a somewhat greater length than the minimum distance between the two rail heads 1 22, so that first one of the projection areas 56 is pressed into the chamber 1 24 while compressing the associated block, while the other of the two projection areas 56 is moved past the rail head 1 22 associated therewith.
  • the support plate parts 34, 36, 40 of the various transition plates 28, 30, 32 are positioned completely above the fastening points 20.
  • particularly flat mounting points 20 can be used for this purpose. It is then only necessary to provide cutouts for the fastening points 20 in the blocks 58, 60, 1 1 8, 1 20 or to design the blocks with such a length that a block can be inserted between two fastening points 20.
  • the various transition plates 28, 30, 32 can be designed with regard to their dimensions in the longitudinal direction L of the rail independently of the threshold division or the spacing of the fastening points 20, which further simplifies the manufacturing process.
  • transition plates 30, 32 to be positioned outside of the rails 14, 1 6 can rest on respective fixedly positioned profile parts 1 27, for example made of concrete, elastic rests 1 28, 1 30 with approximately L -shaped contour can be stored.
  • Transverse plates 30 and 32 are then supported transversely to longitudinal direction L of the rail with respect to the subsurface via respective end plates 44, wherein these end plates 44 can also be formed by profile parts produced by means of extrusion or else by bent aluminum sheet parts.
  • the present invention provides a track transition device that can be manufactured very inexpensively due to the use of extruded aluminum profile parts.
  • the various structural features of the profiles such as, for example, the projection regions serving as supports, the engagement projections or engagement recesses serving for mutual coupling, etc., can be formed continuously in the longitudinal direction of the various profile parts without having to carry out any special additional work steps.
  • the use of such aluminum profile parts leads to very light-weight transition plates which can be lifted by workers and stored on the ground without the use of special construction equipment. In addition to the simpler and less expensive to produce, the process for setting up a level crossing can thus also be carried out significantly faster and more cost-effectively.
  • Another advantage of using hollow profile parts is that an appropriate configuration of the profiles allows adaptation to different load situations without having to change the external shape. For more heavily loaded level crossings, profile parts with greater wall thickness and, for example, an increased number of internal struts can be provided, but which have the same external dimensions as profile parts that are provided for less heavily loaded level crossings with thinner wall thickness and a smaller number of struts. This also means that components or tools used in connection with such transition plates, such as the blocks made of elastic material, can be used for the differently designed transition plates without additional adaptation measures.
  • Another essential advantage of the track transition device according to the invention is the structural cohesion of the individual transition plates and the coupling of the various transition plates to be positioned adjacent to one another.
  • transition plates in corner areas leads to a very high load on the elastic blocks carrying these transition plates, with the result that, if the transition plates are not coupled to one another, local overloading and damage to these blocks could occur. Due to the mutual coupling, a distribution of the forces introduced over a larger surface and thus a relief of the elastic blocks carrying the transition plate is achieved even when loaded in corner or edge areas. Furthermore, the mutual coupling of the individual transition plates to one another ensures that they are secured against unwanted lifting off the track system without additional measures due to the structural cohesion formed. By coupling several transition plates together, it is ensured that a displacement in the longitudinal direction of the rail can practically not occur.
  • the groups of transition plates can then be defined, for example, in the two end regions lying in the longitudinal direction of the rail with respect to the subsurface, that is to say, for example, the sleepers mentioned.
  • this can be done by means of the coupling deflectors which are to be provided there anyway.
  • each formally engageable formations such as, for example, engagement protrusion and engagement recess.
  • a corresponding coupling of the individual bridging plate parts of a transition plate to one another is not absolutely necessary for this.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)

Abstract

L'invention concerne un dispositif de passage à niveau destiné à un système de rails (12) comportant au moins deux rails (14, 16) portés l'un à côté de l'autre par une structure porteuse (18). Le dispositif selon l'invention comporte au moins une plaque de passage (28, 30, 32) s'appuyant ou pouvant s'appuyer par rapport à un rail (14, 16) ou à la structure porteuse (18), dans au moins une zone destinée à être placée à proximité des rails. Selon l'invention, la ou les plaques de passage (28, 30, 32) sont réalisées au moins partiellement en aluminium ou dans un matériau contenant de l'aluminium.
PCT/EP2002/008883 2001-08-08 2002-08-08 Dispositif de passage a niveau Ceased WO2003016633A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2001138869 DE10138869A1 (de) 2001-08-08 2001-08-08 Gleisübergangseinrichtung
DE10138869.1 2001-08-08

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WO2003016633A1 true WO2003016633A1 (fr) 2003-02-27

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PCT/EP2002/008883 Ceased WO2003016633A1 (fr) 2001-08-08 2002-08-08 Dispositif de passage a niveau

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DE (1) DE10138869A1 (fr)
WO (1) WO2003016633A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2930564A1 (fr) * 2008-04-25 2009-10-30 Boisdexter Sas Soc Par Actions Revetement de sol en bois pour ballast
WO2012034729A1 (fr) * 2010-09-17 2012-03-22 Rail.One Gmbh Voie sans ballast pour véhicules ferroviaires avec une issue de secours
HRP20120099B1 (hr) * 2012-01-30 2017-06-02 Slobodan Rajić Gumeni željezničko-cestovni prijelaz
CN111663396A (zh) * 2020-07-21 2020-09-15 杭州市电力设计院有限公司 一种橡胶节点组合式临时路面结构

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AT8456U1 (de) * 2005-02-09 2006-08-15 Gmundner Fertigteile Gmbh Schienengleicher bahnübergang
CH712962B1 (de) * 2016-09-29 2020-12-30 Railwin Eindeckung, platzierbar neben und zwischen Bahngeleisen.
DE102022130591B4 (de) 2022-11-18 2025-12-18 Patentgesellschaft Reimann Rosenquist Ug (Haftungsbeschränkt) Anordnung zum Bilden eines Fluchtwegs an Gleisen

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EP0218643A1 (fr) 1985-04-19 1987-04-22 Gmundner Fertigteile Gmbh Passage a niveau.
DE19704366A1 (de) * 1997-02-05 1998-08-06 Harald Frank Armierungselement für Fahrbahnplatten
DE19904035A1 (de) * 1998-03-23 1999-10-07 Martin Liesching Teleskopeinschubträger (T.E.T)

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US3172508A (en) * 1962-01-19 1965-03-09 Fenestra Inc Interlocking structural unit
GB1094712A (en) * 1964-11-23 1967-12-13 Harvey Aluminum Inc Aircraft landing mat
EP0218643A1 (fr) 1985-04-19 1987-04-22 Gmundner Fertigteile Gmbh Passage a niveau.
DE19704366A1 (de) * 1997-02-05 1998-08-06 Harald Frank Armierungselement für Fahrbahnplatten
DE19904035A1 (de) * 1998-03-23 1999-10-07 Martin Liesching Teleskopeinschubträger (T.E.T)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2930564A1 (fr) * 2008-04-25 2009-10-30 Boisdexter Sas Soc Par Actions Revetement de sol en bois pour ballast
WO2012034729A1 (fr) * 2010-09-17 2012-03-22 Rail.One Gmbh Voie sans ballast pour véhicules ferroviaires avec une issue de secours
HRP20120099B1 (hr) * 2012-01-30 2017-06-02 Slobodan Rajić Gumeni željezničko-cestovni prijelaz
CN111663396A (zh) * 2020-07-21 2020-09-15 杭州市电力设计院有限公司 一种橡胶节点组合式临时路面结构

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