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EP3477004B1 - Système de rail avec dispositif de dilatation - Google Patents

Système de rail avec dispositif de dilatation Download PDF

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Publication number
EP3477004B1
EP3477004B1 EP17198278.8A EP17198278A EP3477004B1 EP 3477004 B1 EP3477004 B1 EP 3477004B1 EP 17198278 A EP17198278 A EP 17198278A EP 3477004 B1 EP3477004 B1 EP 3477004B1
Authority
EP
European Patent Office
Prior art keywords
rail
expansion joint
rail system
elements
gap
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.)
Active
Application number
EP17198278.8A
Other languages
German (de)
English (en)
Other versions
EP3477004A1 (fr
Inventor
Jörg Beutler
Artur Katkow
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Individual
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Individual
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.)
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Publication date
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Priority to EP17198278.8A priority Critical patent/EP3477004B1/fr
Priority to US16/169,541 priority patent/US11111634B2/en
Priority to CN201811239728.4A priority patent/CN109706799B/zh
Publication of EP3477004A1 publication Critical patent/EP3477004A1/fr
Application granted granted Critical
Publication of EP3477004B1 publication Critical patent/EP3477004B1/fr
Active legal-status Critical Current
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B11/00—Rail joints
    • E01B11/02—Dismountable rail joints
    • E01B11/20—Dismountable rail joints with gap-bridging
    • E01B11/32—Dismountable rail joints with gap-bridging by separate parts, Inserts bridging both rail heads
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B11/00—Rail joints
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2201/00—Fastening or restraining methods
    • E01B2201/08—Fastening or restraining methods by plastic or elastic deformation of fastener
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/28—Rail tracks for guiding vehicles when running on road or similar surface

Definitions

  • the present invention relates to a rail system for a transport system, comprising at least one rail which has at least one expansion joint construction.
  • Transport systems for rail-bound vehicles are known to have a rail system along which the vehicle or vehicles are moved and from which they are guided.
  • the rails can be designed in different variants, e.g. B. as a regular rail track with two parallel rails, as a roller coaster rail, as a monorail in a support structure or with a drive-over tube and a guide tube arranged underneath, etc., etc.
  • a sliding switch can be used for the discharge, in which a rail section movable transversely to a route section is provided.
  • This rail section must have two ends, each with a gap / joint between the ends and the respective end of the adjacent track section. The gaps must be dimensioned in such a way that even at higher temperatures with linear expansion of the rail system, a smooth lateral transfer of the movable rail section is possible without jamming the ends of the rail section.
  • the gap should not be larger than necessary in order to avoid a blow when driving over the gap, so that the occupants are not burdened and the load on the wheel and axle construction of the vehicle is reduced.
  • the joints often driven at reduced speed. This can limit the speed characteristics of a roller coaster ride.
  • the publication EP 2 307 617 B1 discloses a known device for expansion compensation for a guide rail, which among other things has a plurality of transverse strips between which compressible modules are located.
  • the publication EP 3 014 021 B1 shows a rail crossing, wherein at least one of the crossing rails of the construction has an actuating means for extending and contracting an extensible rail section lengthways.
  • the object of the present invention is to provide a rail system for a transport system which meets the requirements both with regard to an expansion joint and the permissible division error of a form-fitting drive.
  • a rail system according to the invention for a transport system comprises at least one rail which has at least one expansion joint construction, the expansion joint construction at least one Includes adjustable element movable in the longitudinal direction of the rail.
  • the adjusting element or the adjusting elements each comprise at least one engagement element for a toothing of a gear drive.
  • the expansion joint construction has at least one elastic element that applies force to the adjusting element.
  • an elastic element can be arranged on both sides of the at least one (or more) adjustment element.
  • the elastic element can be a passive elastic element.
  • the expansion joint construction can be used for roller coasters and pipe rails, for example, but in general it can also be used for all rail-guided transport systems (including e.g. crane systems).
  • the gap is bridged at least partially or in sections by an expansion joint construction according to the invention.
  • the adjusting element is acted upon on both sides by elastic force.
  • the adjusting element or several adjusting elements have elastic elements on both sides, which adjust the adjusting elements.
  • the elastic elements are spring elements, in particular cup springs, coil springs, friction springs, ring springs, leaf springs and / or rubber springs.
  • passive double-acting compact cylinders can also be used, which are interconnected.
  • the cylinders In the event of compression due to heating, the cylinders are compressed and the hydraulic oil escapes into a tank.
  • the cylinder In the case of an enlargement of the gap e.g. As a result of the rail cooling down, the cylinder can again absorb hydraulic oil from the tank.
  • the valves are designed so that the driving force of the vehicle does not lead to oil loss, but the cylinders give in when the force is exerted due to the thermal expansion.
  • the expansion joint construction can have at least one active component or one active component for displacing the adjusting element or the Have adjustment elements.
  • the active component can comprise, for example, a compact cylinder or alternative actuators, a distance measuring system being generally required for the control.
  • the adjusting element or the adjusting elements can be designed as rail sections.
  • an engagement element is arranged along the route (at least in sections), e.g. a rack or chain, e.g. a gear of a drive attached to the vehicle engages in the engagement element and drives the vehicle. If the engagement element is firmly attached to the rail construction, the permissible division error can be exceeded in the area of the gap in conventional rail systems. Exceeding or falling below the value inevitably leads to incorrect engagement and thus to faster wear of the toothing or the drive rollers. At the same time, the requirements for an expansion joint for length compensation due to temperature fluctuations must be taken into account.
  • the transition point can absorb the maximum driving force at any time and can be run over at maximum speed.
  • linear expansions can be compensated for without the gap or the division error becoming too large.
  • the solution according to the invention can also be viewed as a combination of an expansion joint and a distribution of the division errors over a certain length.
  • the expansion joint construction can have a drive, the expansion joint construction being elastically reversibly compressible in the longitudinal direction of the rail by actuation of the drive in order to produce a gap between two rail sections.
  • the drive can include kinematics (e.g. knee joint), a gear drive, a cable drive, a toothed belt and / or an actuator, which in particular comprise an actuating cylinder or hydraulic cylinder.
  • kinematics e.g. knee joint
  • gear drive e.g. gear drive
  • cable drive e.g. cable drive
  • toothed belt e.g. toothed belt
  • actuator e.g. a gear drive
  • the drive or the power transmission can also take place in any other sensible manner known to the person skilled in the art.
  • the drive can be arranged in or outside a rail / tube.
  • it can lie in the gap between the adjacent rail ends. It can also be integrated in the expansion joint construction in another way.
  • the rail system may have a first fixed rail section and a laterally / transversely displaceable rail section, the expansion joint construction being arranged to create a gap between an end of the first fixed rail section and a first end of the laterally displaceable rail section.
  • the expansion joint construction serves to close the gap between the fixed rail part and the movable rail section Lock the switch during operation and open when the switch is actuated to enable the switch rail piece to be moved.
  • a displacement of the entire displaceable rail section for example into a position parallel to the fixed rail section, can mean (as in the case of a transfer platform, for example), or a lateral displacement of one end of the displaceable section (as in the case of a passage switch).
  • the displaceable section is generally pivoted by a few degrees, so that its end is moved laterally from the end of the fixed rail section into a position (for example towards the end of a further fixed rail section).
  • the expansion joint can also be used to compensate for stresses in the rail track due to thermal expansion.
  • the expansion joint construction there is also no excessive pitch error in the rack when closing or changing the gap and enables a good tooth engagement in every expansion joint position.
  • the rail system may have a second fixed rail section, and the laterally displaceable rail section may have a second end, wherein the expansion joint construction or a further expansion joint construction is arranged between one end of the second fixed rail section and the second end of the laterally displaceable rail section.
  • the expansion joint construction is designed and arranged in particular to compensate for changes in length of the rail system.
  • the expansion joint construction can be designed and arranged to reduce the gap width of a gap in the area of a switch or transfer platform.
  • the rail system is locked in normal driving operation, ie in this state it is possible to drive over the gap bridged by the expansion joint construction at maximum speed and maximum driving force.
  • the drive for example in the form of a hydraulic cylinder, moves a tensioning or locking bolt into a locking area, which is arranged in the end area of the adjacent stationary rail section, up to a stop.
  • the hydraulic cylinder is then depressurized and the valves opened in both directions.
  • the mechanics are in passive mode and the expansion joint construction serves as an expansion joint.
  • the existing bridged gap represents the initial state, which corresponds to a previously calculated installation temperature of the switch.
  • the number of adjustment elements and their spacing are to be selected depending on requirements and general conditions.
  • the clamping or locking bolt of the actuating element of the expansion joint construction is moved out of the connection piece of the adjacent stationary rail section by, for example, a hydraulic cylinder.
  • the hydraulic cylinder tensions the entire mechanics via the tensioning or locking bolts, so that an unbridged (open) gap is created between the stationary rail section and the laterally movable components of the switch or the transfer table.
  • the turnout segment can be pushed to the side of the maintenance track (relative to the longitudinal axis of the rail).
  • the turnout segment is moved back into the original position.
  • the hydraulic cylinder is extended again so that the mechanism relaxes again under the influence of the disc springs and closes / bridges the open gap.
  • the tensioning or locking bolt moves back into the connector of the stationary rail section.
  • the system is useful for use with rail-bound transport systems, especially for amusement rides such as roller coasters etc.
  • the Figure 1 shows a sectional view of a section of a rail system 1.
  • the rail system 1 has a stationary rail section 2 which is interrupted by a gap.
  • the gap is located between a first end 2a of the rail section 2 and a second opposite end 2b of the rail section 2.
  • An expansion joint construction 3 is arranged in the gap, which bridges the gap.
  • the expansion joint construction 3 has four adjustment elements 30a, 30b, 30c, 30d, which are designed as rail sections.
  • the adjusting elements 30a, 30b, 30c, 30d essentially have a cross-sectional profile corresponding to the rail section 2.
  • connection elements 31 and 32 in this case in the form of projections
  • connection elements 20a, 20b of the rail section 2 in this case in Intervene in the form of complementary depressions matching the connecting elements 31 and 32).
  • the adjustment elements 30a, 30b, 30c, 30d are arranged elastic elements, in this case disc springs 33a, 33b, 33c, which generate an elastic tension that presses the connection elements 31 and 32 apart along a longitudinal axis L of the rail section 2.
  • the elastic elements 33a, 33b, 33c are compressed.
  • the plate springs 33a, 33b, 33c can be compressed such that when the width S of the gap changes, at least some of the adjusting elements 30a, 30b, 30c, 30d can move along the longitudinal axis L.
  • the change in the gap width e.g.
  • the movable adjusting elements 30b, 30c are distributed according to the number of movable adjusting elements 30b, 30c arranged in the gap.
  • the change in the resulting gap width between adjacent adjustment elements 30a, 30b, 30c, 30d is smaller the greater the number of movable adjustment elements 30b, 30c.
  • a guide (not shown) can be provided which limits the movement of the adjusting elements 30a, 30b, 30c, 30d to a linear movement in the direction of the longitudinal axis L.
  • the adjusting elements 30a, 30b, 30c, 30d are equipped with tooth elements which are provided for carrying engagement elements 34 of a positive drive.
  • each adjusting element carries two tooth elements, but it can also be only one or more than two.
  • the track-side engaging elements 34 in the Figure 2 if only one of the engaging elements is marked with an arrow, for example) can be chain links, for example, which can interact with a toothed wheel of a vehicle (not shown).
  • a gap can be provided which acts as an expansion joint.
  • the problem with this can be that the size S of the gap varies as a result of the thermal expansion, as already described.
  • a division error is generated between the left and right-hand engagement elements 34.
  • it is not only folded over onto a rack element, but distributed over the “adjustable” (or movable along the longitudinal axis L) engaging elements 34 attached to the adjusting elements 30a, 30b, 30, 30d.
  • the adjusting elements 30a, 30b, 30, 30d or toothed rack elements, chain holder, chain holder receptacles and / or engagement elements are, for example, directly or indirectly separated from one another by disc springs.
  • the change in length of the rail 2 is distributed over a plurality of movable adjustment elements 30b, 30c, in the present construction over the two middle adjustment elements 30b, 30c.
  • the construction can be modified by also providing disc springs between the connection elements 31 and 32 and the adjacent adjusting elements 30a, 30d. The division error could thus be distributed to all adjustment elements 30a, 30b, 30, 30d.
  • the mechanical system can absorb a fraction of the total gap expansion / reduction.
  • the pitch error is divided between several rack elements and can be reduced to a value within the permissible tolerance.
  • the driving force when crossing the gap is completely absorbed by the plate springs 33a, 33b, 33c without a noticeable shift taking place.
  • FIG. 3 shows a section of a rail system 2, wherein the same components of the system are denoted by the same reference numerals as in connection with the previous embodiments.
  • the above descriptions also apply to the corresponding components of the third embodiment.
  • the expansion joint construction 3 is shown in connection with a switch or a transfer platform.
  • the rail system 2 has a stationary rail section 21 and a rail section 22 which can be displaced transversely or perpendicularly to the longitudinal direction L.
  • a first end 20a of the stationary rail section 21 faces an end 20b of the second rail section.
  • an expansion joint construction 3 with components as described above.
  • four plate springs 33a, 33b, 33c, 33d are arranged on both sides of the adjusting elements 30b, 30c and 30d.
  • an actuating slide 34 is provided instead of the connecting element 31.
  • the actuating slide 34 is with a drive, for. B. a hydraulic cylinder 35, coupled to be driven by this.
  • the actuating slide 34 is extended and engages in the receptacle 20a of the rail section 21.
  • the construction 3 bridges the gap between the ends 2a and 2b of the rail sections 21 and 22.
  • the construction can serve as an expansion joint as described above.
  • the gap between the end 2a of the stationary rail section 21 on the one hand and the movable rail section 22 and the retracted expansion joint construction 3 on the other hand must be enlarged in such a way that that the lateral movement of section 22 is ensured even with a minimal gap width S.
  • the longitudinal expansion of the expansion joint construction that bridges the gap S in the first state must be reduced so that a sufficiently large open gap S 'is created between the stationary and the laterally movable components.
  • the movable rail section 22 can, provided its other end (not shown) is also connected to a stationary rail section which is separated by a gap, can also have the same expansion joint construction 3 at the other end.
  • the section 22 can thus be moved laterally across the longitudinal direction to a siding like a sliding platform if the expansion joint construction is compressed in such a way that the gap S is no longer completely bridged, so that an open gap S 'is created.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Railway Tracks (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Claims (13)

  1. Système de rail (1) pour un système de transport, comprenant au moins un rail (2), qui comporte au moins un dispositif de dilation (3),
    sachant que le dispositif de dilatation (3) comprend au moins un élément de réglage (30a, 30b, 30c, 30d) mobile en direction longitudinale du rail,
    caractérisé en ce que
    l'élément de réglage ou les éléments de réglage (30a, 30b, 30c, 30d) comprend/comprennent respectivement au moins un élément d'engagement (34) pour une denture d'un entraînement à denture.
  2. Système de rail (1) selon la revendication 1,
    caractérisé en ce que
    le dispositif de dilatation (3) comporte au moins un élément élastique, qui sollicite avec force l'élément de réglage.
  3. Système de rail (1) selon la revendication 1 ou 2,
    caractérisé en ce que
    l'élément de réglage ou plusieurs éléments de réglage (30b, 30c, 30d) est ou sont sollicités par une force élastique à l'état de fonctionnement.
  4. Système de rail (1) selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    l'élément de réglage ou plusieurs éléments de réglage (30b, 30c, 30d) comportent des éléments élastiques des (33a, 33b, 33c, 33d) des deux côtés, qui ajustent les éléments de réglage (30b, 30c, 30d).
  5. Système de rail (1) selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le ou les éléments élastiques (33a, 33b, 33c, 33d) comportent des éléments à ressort, en particulier des ressorts Belleville, des ressorts hélicoïdaux, des ressorts à friction, des ressorts-bagues, des ressorts à lames et/ou des ressorts en caoutchouc.
  6. Système de rail (1) selon la revendication 1,
    caractérisé en ce que
    le dispositif de dilatation (3) comporte au moins un composant actif pour déplacer l'élément de réglage ou les éléments de réglage.
  7. Système de rail (1), selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    l'élément de réglage ou les éléments de réglage (30, 30b, 30c, 30d) sont constitués comme des tronçons de rail.
  8. Système de rail (1) selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le dispositif de dilatation (3) comporte un entraînement (35), sachant que le dispositif de dilatation (3) peut être comprimé de façon élastiquement réversible en actionnant l'entraînement (35) en direction longitudinale (L) du rail pour produire un interstice ouvert (S') entre deux tronçons de rail (21, 22).
  9. Système de rail (1) selon la revendication 8,
    caractérisé en ce que
    l'entraînement (35) comprend une cinématique, un entraînement à engrenage, un entraînement par câble, une courroie dentée et/ou un servomoteur, qui comprend en particulier un vérin de servocommande ou vérin hydraulique.
  10. Système de rail (1) selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le système de rail (1) comporte un premier tronçon de rail (21) fixe et un deuxième tronçon de rail (22) pouvant être mobile, sachant que le dispositif de dilatation (3) destiné à produire un interstice ouvert (S') est disposé entre une extrémité (2a) du premier tronçon de rail (21) fixe et une première extrémité (2b) du tronçon de rail (22) pouvant être latéralement mobile.
  11. Système de rail (1) selon la revendication 10,
    caractérisé en ce que
    le système de rail (1) comporte un deuxième tronçon de rail fixe et le tronçon de rail pouvant être latéralement mobile (22) comporte une deuxième extrémité, sachant que le dispositif de dilatation (3) ou un autre dispositif de dilatation destiné à produire un interstice ouvert est disposé entre l'extrémité du deuxième tronçon de rail fixe et le deuxième extrémité du tronçon de rail pouvant être latéralement mobile (22).
  12. Système de rail (1) selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le dispositif de dilatation (3) est constitué et disposé pour compenser des variations de longueur du système de rail.
  13. Système de rail (1) selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le dispositif de dilatation (3) est constitué et disposé pour réduire la largeur d'interstice d'un interstice dans la zone d'un aiguillage ou d'un pont roulant.
EP17198278.8A 2017-10-25 2017-10-25 Système de rail avec dispositif de dilatation Active EP3477004B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP17198278.8A EP3477004B1 (fr) 2017-10-25 2017-10-25 Système de rail avec dispositif de dilatation
US16/169,541 US11111634B2 (en) 2017-10-25 2018-10-24 Expansion joint construction and rail system having an expansion joint construction
CN201811239728.4A CN109706799B (zh) 2017-10-25 2018-10-24 伸缩接头结构以及具有伸缩接头结构的轨道系统

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP17198278.8A EP3477004B1 (fr) 2017-10-25 2017-10-25 Système de rail avec dispositif de dilatation

Publications (2)

Publication Number Publication Date
EP3477004A1 EP3477004A1 (fr) 2019-05-01
EP3477004B1 true EP3477004B1 (fr) 2020-02-26

Family

ID=60182468

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17198278.8A Active EP3477004B1 (fr) 2017-10-25 2017-10-25 Système de rail avec dispositif de dilatation

Country Status (3)

Country Link
US (1) US11111634B2 (fr)
EP (1) EP3477004B1 (fr)
CN (1) CN109706799B (fr)

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Publication number Priority date Publication date Assignee Title
EP3477004B1 (fr) * 2017-10-25 2020-02-26 Jörg Beutler Système de rail avec dispositif de dilatation
CN110422181A (zh) * 2019-09-03 2019-11-08 北京九州动脉隧道技术有限公司 一种被动式磁悬浮列车用的轨道补偿装置
RU2729855C1 (ru) * 2019-11-18 2020-08-12 Валерий Куприянович Загорский Способ геометрической компенсации температурных перемещений рельсового пути и устройство для его осуществления
CN111172817A (zh) * 2020-03-03 2020-05-19 成都得佑轨道交通科技有限公司 一种用于钢轨的连接结构
ES2964775T3 (es) * 2020-07-02 2024-04-09 Siemens Mobility S A S Dispositivo y método de expansión de carril
CN112626933B (zh) * 2020-12-30 2025-08-15 株洲中车特种装备科技有限公司 一种单轨箱型钢梁伸缩缝结构
GB202108197D0 (en) * 2021-06-08 2021-07-21 Ocado Innovation Ltd A track system for a storage and retrieval system
CN114351514B (zh) * 2021-12-21 2024-08-02 重庆交通大学 一种用于Strub式齿轨铁路桥梁间隙区域齿距调节装置
CN116145480A (zh) * 2023-01-06 2023-05-23 广东中南钢铁股份有限公司 轨道热胀冷缩补偿装置及钢轨
CN118581768B (zh) * 2024-06-11 2025-10-28 西安科维铁路智能技术有限公司 多段式应力放散器
CN118563599B (zh) * 2024-06-11 2025-10-24 西安科维铁路智能技术有限公司 低应力无缝线路

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JPH1082002A (ja) * 1996-09-06 1998-03-31 H S S T Kaihatsu Kk 接目隙間分散型の鉄道用軌道
JPH10338901A (ja) 1997-06-05 1998-12-22 Minoru Nakagawa 車輪が跳び跳ねないレール相欠継ぎ連結装置
ES2500565T3 (es) * 2008-08-15 2014-09-30 Siemens S.A.S. Dispositivo de compensación de la dilatación de un carril de guiado
FR2972733B1 (fr) * 2011-03-14 2013-03-22 Vossloh Cogifer Dispositif de dilatation d'un rail de guidage
FR3007430B1 (fr) * 2013-06-25 2015-06-19 Newtl Croisement de rails prevu pour le croisement d'un rail de guidage avec un second rail.
CN103669126B (zh) 2013-11-05 2015-01-07 彭学龙 无缝铁轨伸缩自动调节连接器
EP3477004B1 (fr) * 2017-10-25 2020-02-26 Jörg Beutler Système de rail avec dispositif de dilatation

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Also Published As

Publication number Publication date
CN109706799B (zh) 2021-02-12
EP3477004A1 (fr) 2019-05-01
US11111634B2 (en) 2021-09-07
US20190119860A1 (en) 2019-04-25
CN109706799A (zh) 2019-05-03

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