EP1740771B1 - Device for adjusting a track structure and switches - Google Patents

Abstract

The invention pertains to a device for adjusting the position of a rail or a track unit comprising at least one rail relative to a supporting road bed. In this case, a simple and efficient adjustment should also be possible in the banked regions of track curves. The adjusting device should furthermore remain unaffected by possible length changes of the rails such that it can also be easily removed from the concrete track plate if significant length changes occur. This is achieved in that the device consists of at least one fixing element ( 2 ) that directly engages on the rail ( 1 ) and is supported on the supporting road bed by means of at least one connecting element ( 3 ) that can be tilted about an axis extending parallel to the longitudinal axis of the rail ( 1 ).

Description

The invention relates to a device for adjusting the position of a rail or a rail comprising at least one rail with respect to a supporting substructure.

In the field of rail track superstructure systems, ballastless systems have proven to be advantageous for certain applications and operating conditions in recent decades. In the course of the diverse development activities, a large range of different technical solutions was produced and evaluated in terms of their suitability for use in practical operation. In addition to systems in which the support points for receiving the rails already in prefabricated pre-fabricated prefabricated concrete precast slabs are integrated (eg fixed track of the type "Bögl"), have emerged mainly systems that one of rails, superstructure mounting hardware and sleepers existing Track grating is fixed by means of a locally applied Vergussstoffes - usually in-situ concrete or asphalt - (eg fixed track of the type "Rheda").
As a particular difficulty in these cast-in-situ systems, the adjustment of the track grid on the supporting substructure has proved before introducing the Vergussstoffes. The track grid must be kept stable in position during this introduction process in its horizontal and vertical orientation. Later positional corrections to the cast rail grid are possible - if at all - only with extremely high technical and financial effort. The correction or compensation options with regard to the track position are extremely low on fixed carriageways. In some cases, only demolition and new construction remain.

From the prior art, various variants are known for the regulation of a track grate designed in accordance with the "Rheda" type mentioned above:

DE 102 36 535 discloses a method in which the track grating to be regulated is first laid out on the reinforcement layer of the roadway slab to be produced following the regulation process with in-situ concrete and brought roughly to the required height by means of vertical spindles. These spindles engage in threaded plates, which are welded in the area about every third threshold in the reinforcement layer. to Orientation of the track grid in the transverse direction is installed in the support layer of the fixed track in the track axis and approximately on the measured in the longitudinal direction of track position of each vertical spindle out of this support layer support tube. In each case regulating trusses are attached to these support tubes. These regulation trusses have horizontally oriented and extendable by means of a gear crank gripper, which can contact the threshold concrete body and move it across the track longitudinal axis. The fixed by the support tube in the ground Traverse thus exerts pressure on the threshold and thus shifts the entire threshold and thus the entire track grid transversely to the track axis. Particularly disadvantageous in this method, the high workload for the production of serving as a fixation support tube has been found: in the support layer blind holes must be introduced and blown out, the support tubes must be potted with mortar. In addition, numerous threaded plates (for the vertical spindles) and fork plates (for the fixation of the support tubes) must be welded into the reinforcement layer. Finally, there is also the problem of what should happen to the cast-in support tubes after production of the deck slab. DE 102 36 535 proposes for this purpose at the height of the upper edge of the carriageway plate by means of a desired separation point divisible support tube. In any case, components remain in the near-surface area of the deck slab, which can develop in the subsequent period of operational use as interference with potential sources of damage. Further disadvantages can be seen in the fact that adjustment and support take place in the region of the threshold, whereas the actual measurement takes place at the top of the rail. Due to the spatial offset between the measuring and adjustment location, the adjustment is more difficult and more complex. Especially in the area of elevations in track curves, the horizontal or vertical Justiervorgänge influence each other, as an adjustment of the altitude always and inevitably brings an emigration of the lateral position with it (and vice versa). Adjusting the setpoints given in plan (plane) coordinates is thereby made very difficult and requires multiple reversing adjustments which, depending on the experience of the operator, may lead to a succession of unsuccessful attempts. The qualitatively achievable result suffers at least considerably in this process approach for the adjustment. It must not be concealed at this point that this method is very labor-intensive, since three operating forces are required for the spatially far apart operating locations (vertical axis, horizontal axis, measuring location).

Another possibility for the position regulation of the track grating is off DE 101 31 655 known. Here, regulatory portals are used, which are supported on the support layer and raise the rails of the track grating medium rail pliers and align. The regulatory gantries must be frictionally connected to the ground by means of screwing or dowelling and straddle the designed track grid. As a result, a large number of extremely bulky regulatory portals have to be installed on a section of a track grid to be adjusted. Due to their dimensions, these gantries can not be moved manually, but require the use of additional lifting and transport means for handling the gantries. Due to the complex construction, these devices also bind a lot of capital. With efforts of several hundred meters a day, a large number of these capital-intensive portals must be procured and stored. In switch areas, these portals can not be used because they can no longer span the width dimensions of the track grid occurring there due to their construction. Likewise, no use in areas of limited space environments is possible, such as in tunnels or in trough structures.

A similar device is off DE 199 23 329 known, which also encompasses the entire width of the track grid spanning portals. Also in this solution rail grabs are used, but deviating from the DE 101 31 655 known solution from the portal down under the rails. Such a device shows the features of the preamble of claim 1.

A third known, developed by the company "Pfleiderer" solution variant (see company publication "Rheda 2000" Pfleiderer AG, Neumarkt / Upper Palatinate, April 2003 / A01 / 0280879/1 / 04.03) finally provides the use of spindle brackets, which at fixed intervals along the longitudinal axis of the rail - usually in every third sleeper - be mounted on both rails of the track. Such a spindle bracket essentially comprises a rail foot force and form-fitting under cross base plate. A vertically oriented threaded bolt is guided through a threaded bore of the base plate and supported in a blind hole in the support layer of the fixed track.
The disadvantage here is that when adjusting in curves this solution principle known problems in terms of mutual interference of horizontal and vertical adjustments can not overcome. Even with this device, an adjustment of the altitude in the Überhöhungsbereiche of track curves always and inevitably involves an emigration of the lateral position with it (and vice versa). Adjusting the setpoints given in plan (plane) coordinates is thereby made very difficult and requires multiple reversing adjustments which, depending on the experience of the operator, may lead to a succession of unsuccessful attempts. This, in turn, adversely affects the qualitatively achievable result of the adjustment. Furthermore, in this device to evaluate negative that the fixed fixation of the rail foot on the base plate causes the adjustment device can not compensate for the caused by thermal expansion of the rails length changes of the track grid. While the vertical spindle remains stationary under the mass of the track grid at the point of contact with the support layer, the base plate carries out the change in length of the rail. This leads to uncontrollable deformations in the adjusting devices, which is not only unusable thereby, but also can not be removed from the concrete slab plate with bent vertical spindles.
To remedy this problem, an early release of these fixing screws would be obvious. However, this does not lead to success because the base plates due to their own weight and the one-sided support by means of a vertical spindle on the rail foot tilt uncontrollably and thus still understand the longitudinal extent of the rail.

From the prior art is still the DE 199 03 702 which discloses a device for height and side alignment and / or support of the rails of a track on the support plates of a fixed track with height-adjustable support elements for each rail, wherein the support elements for the first rail and the support elements for the second rail formed as pendulum supports and are stiffened diagonally by a length-adjustable pull / push element. According to a particular embodiment, the side walls of the support plate of the fixed track are used as an abutment on which a pressure element is applied for applying a force acting transversely to the track longitudinal axis. This pressure element acts on the outer rail foot of the track grid. Apart from the relatively many individual components remain after completion of the track body components of the device as a foreign body in the concrete base course of the slab track. Likewise, a correction leads The lateral alignment due to the design of the device always also to an emigration of the already adjusted height values After removal of the tension / compression strut (42), the system is unstable in its lateral position and requires additional auxiliary installations for stabilization.

The invention has for its object to provide a device for adjusting the position of a rail or a rail comprising at least one rail with respect to a supporting substructure according to the features in the preamble of claim 1, which provides an efficient and easy adjustment even in the Überhöhungsbereiche of track curves allows. In addition, the adjustment should be independent of any changes in length of the rails and thus in the case of strong changes in length again easily disassembled from the concrete deck slab. In addition, the device should have a low mass, so that production and transport of the device can be designed as inexpensively as possible. In order to reduce personnel expenses, the measuring and adjusting locations should be arranged as close as possible to each other.

This object is achieved in conjunction with the preamble of claim 1 according to the invention that the or each tiltable connecting element in the form of a curved, mounted in a fork-shaped recess of the carriage and mounted on the rail remote from the underside of the fixing element mounted bearing bar is executed.

Conveniently, the invention proposes that the carriage (4) is supported in a vertical direction with respect to the supporting surface on at least one guided between at least two adjusting elements (7) for vertical adjustment of the rail base plate (6). The base plate forms a plane along which the carriage and thus also mounted on this carriage rail can be moved at right angles to the rail longitudinal axis.

In this context, it makes sense if the or each base plate (6) receiving means (11) for the adjusting elements (5) for horizontal adjustment of the rail and receiving devices (8) for the adjusting elements (7) for vertical adjustment of the rail.

The or each adjusting element for vertical adjustment of the rail is designed in the form of a spindle rod (7), which is non-positively and / or positively connected to the supporting ground. A useful addition to the inventive concept provides that the or each adjusting element for vertical adjustment of the rail by means of a device for preventing a caused by the rotation of the spindle rod (7) lateral emigration on the supporting surface is supported. This may be a walk protection in the execution of a grained sheet, wherein the rounded tip of the vertical spindle is seated in the grain. In the case of a more developed slope, the use of a provided with a welded sheet metal washer is provided. On drilling work on the support layer as well as welding work on the reinforcement layer can thus also be dispensed with in an advantageous manner.

According to a further advantageous supplement to the inventive idea, the or each fixing element (2) has a free relative mobility between rail and fixing element in the rail longitudinal direction. Thus, it can be achieved that the adjusting device is decoupled from thermally induced changes in length of the rail. Thus, there is no longer the risk of bending adjusting devices that are used in hot weather in the spatial area of the rail ends.

An advantageous embodiment of the invention in this context provides that the or each fixing element (2) as a foot of the rail (1) form-fitting embracing rail plate is executed. This can be done for example in the form of a U-shaped running rail plate.

Figur 1

Schnittansicht der erfindungsgemässen Vorrichtung; Schnittrichtung quer zur Schienenlängsachse

Figur 2

Draufsicht auf die erfindungsgemässe Vorrichtung (ohne Schiene und Lagerbalken);
Schnittansicht A - A zu Figur 2

Figur 3

Schiene und Lagerbalken in Seiten- und Schnittansicht

The inventive concept is illustrated in the following figures. Show it:

FIG. 1

Section view of the device according to the invention; Cutting direction transverse to the rail longitudinal axis

FIG. 2

Top view of the inventive device (without rail and bearing bar);
Section A - A to FIG. 2

FIG. 3

Rail and bearing beams in side and sectional view

Based on these figures, the following embodiment can be understood: The rail-mounted rail mounted on site or mounted on site is laid on the HGT (HGT = hydraulically bound support layer) at the beginning of the adjustment process according to the invention. The track grid itself is constructed in a manner known per se from rails of the type UIC 60 (1) and sleepers of the type B 355. In the - viewed in the rail longitudinal direction - center of every third sleeper compartment an inventive adjustment is now applied to the underside of the rail foot. In this case, a pre-assembled base plate (6) is introduced into the free space between the rail and the base layer. The pre-assembly of the base plate can already be done decoupled in time as a preparatory measure for the actual work on the track grid. This involves establishing a welded connection between the base plate (2) and the bearing bar (3), screwing the horizontal spindle (5) into the guide bushings (11) of the base plate and into the displacement slide (4), and fitting the bearing bar in the fork-shaped receiving device of the sliding carriage.
While this sub-device is held from below against the rail foot, at the same time the two vertical spindles (7) are screwed into the designated threaded nuts (8) of the base plate and spindles down to contact with the support layer. In the contact area between the base layer and spindle tips in this context, an additional hiking protection in the form of a grained shim is inserted in each case. This prevents the vertical spindles from migrating laterally in the region of cross-inclined support layers (overhanging area of a track curve) during adjustment due to their own rotational movement.
In the area of elevations, the adjustment device can now be aligned horizontally or vertically using the bearing bar with respect to absolute space coordinates. The inventive device is therefore always "in the water" regardless of the inclination ratios of the support layer. Once this alignment is done, the fine adjustment can be made via the spindle nuts (10) or the spindle screw (7).
After producing the roadway slab with in-situ concrete, the vertical spindles can be unscrewed from the carriageway slab at a defined curing time, whereby the derivation of the weight force exerted by the railroad slab passes onto the carriage slab. Subsequently, the base plate is pulled together with horizontal spindle, sliding carriage and track plate in the transverse direction of the track through the still remaining between lower rail edge under the upper edge of the deck plate remaining space. Using a special filling mortar, the holes left behind by the vertical spindles in the deck slab are filled and smoothed. The Components of the hiking protection remain as lost parts in the surface of the interior of the carriageway panel.

LIST OF REFERENCE NUMBERS

1

Rail profile UIC 60

2

Mounting Bracket

3

arched bearing beam

4

displacement slide

5

Spindle for horizontal adjustment and locking

6

baseplate

7

Spindle screw for vertical adjustment and locking

8th

welded threaded nut

9

trapezoidal thread

10

Spindle nut for horizontal adjustment and locking

11

guide bush

12

Threaded chuck on the sliding carriage

13

Bore for spindle screw for vertical adjustment and locking

Claims (7)

1. A device for adjusting the position of a rail or a track grating comprising at least one rail with regard to a supporting substructure, wherein the device consists of at least one fixing element (2) immediately acting on the rail (1), which supports itself on the supporting subsoil by means of at least one connecting element (3) capable of being tilted about an axis which is parallel to the longitudinal axis of the rail (1) which is connected with at least one adjustable adjusting element (5) for the horizontal alignment of the rail by means of a slide (4) which is displaceable at a right angle to the rail longitudinal axis, which absorbs the connecting element capable of being tilted and at least one adjustable adjusting element (7) for the vertical alignment of the rail with regard to the supporting subsoil, characterized in that the or each connecting element capable of being tilted is embodied in form of an arched bearing beam (3) mounted in a fork-shaped recess of the slide (4) and attached to the lower side of the fixing element (2) facing away from the rail (1).
2. The device for adjusting the position of a rail or a track grating comprising at least one rail with regard to a supporting substructure according to Claim 1, characterized in that the slide (4) in a direction which is vertical relative to the supporting subsoil supports itself on at least one base plate (6) guided between at least two adjusting elements (7) for the vertical alignment of the rail.
3. The device for the adjusting of the position of a rail or a track grating comprising at least one rail with regard to a supporting substructure according to Claim 42, characterized in that the or each base plate (6) comprises mounting devices (11) for the adjusting elements (5) for the horizontal alignment of the rail as well as mounting devices (8) for the adjusting elements (7) for the vertical alignment of the rail.
4. The device for adjusting the position of a rail or a track grating comprising at least one rail with regard to a supporting substructure according to at least one of the Claims 1 to 3, characterized in that the or each adjusting element for the vertical alignment of the rail is embodied in form of a spindle rod (7) which is non-positively and/or positively connected with the supporting subsoil.
5. The device for adjusting the position of a rail or a track grating comprising at least one rail with regard to a supporting substructure according to Claim 4, characterized in that the or each adjusting element for the vertical alignment of the rail supports itself on the supporting subsoil by means of a device for preventing lateral drifting caused by the rotation of the spindle rod (7).
6. The device for adjusting the position of a rail or of a track grating comprising at least one rail with regard to a supporting substructure according to at least one of the Claims 1 to 5,
   characterized in that the or each fixing element (2) has free relative mobility between rail and fixing element in the rail longitudinal direction.
7. The device for adjusting the position of a rail or a track grating comprising at least one rail with regard to a supporting substructure according to at least one of the Claims 1 to 6, characterized in that the or each fixing element (2) is embodied as a rail plate positively enclosing the base of the rail (1).

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