EP4004289B1 - Method and apparatus for replacing bridge constructions in track systems - Google Patents

Description

The replacement of parallel bridge structures in track systems, which are all electrified, causes a great deal of logistical and technical effort as well as long downtimes on the affected track systems, especially if only a maximum of 2 of the parallel tracks are to be closed at the same time. However, this is aimed at reducing downtime on the track system overall and therefore only proceeding gradually. This led to the idea of developing alternative solutions for inserting and removing bridge structures in electrified track systems.

If there are several parallel bridge structures in railway tracks, the conventional approach of replacing the bridge structures with a large crane is not spatially possible if only a maximum of 2 tracks can be closed. An exemplary task is to carry out the work in sections of 2 bridges per closure break with the shortest possible construction time, whereby there are old bridge structures that need to be replaced, each with a steel superstructure of approx. 70 t, which are to be replaced by new bridges, each with approx. 320 t Reinforced concrete are made.

The conventional procedure with a large crane involves dismantling the overhead lines on all 8 tracks step by step and then reassembling them again in order to be able to work with the crane technology from above. This already causes considerable preparation costs in order to even be able to start the work.

A possible crane that could be used here, for example, has a dead weight of approx. 800 t, plus the dead weight of the new bridge structure that has to be lifted. The total weight of the crane including the bridge would then be approx. 1100t, which poses further problems with regard to the subsoil in the area of the crane parking space.

A target construction time for execution is, for example, around 34 hours per structure, during which time the crane would have to be brought into position and the lifting carried out.

Massive interventions in the infrastructure of the track systems, possibly also subsidence in the crane parking area, security measures and explosive ordnance soundings in the subsoil are further expenses that are difficult to estimate and are very difficult to evaluate in advance, which calls into question whether the desired construction time will be adhered to during execution. The development of alternative solutions for inserting and removing bridge structures in electrified track systems would potentially bring with it considerable savings potential and ideally allow a reliable calculation of a shortened construction time.

The state of the art does not offer any approach to solving this problem. From the publication DE 10 2006 049 408 B4 a method and a device for replacing a defective or worn rail piece is known, in which a rail-bound vehicle is moved over the rail location to be replaced, in a further step the separated defective rail piece is lifted out of the rail track by means of the carriage and a lifting device arranged on the underside, then a correctly deflected rail piece is inserted as a replacement into the resulting gap and finally fastened with its ends in the rail track, the remaining rail ends, between which the new rail piece is inserted, being fastened relative to one another with fixing means.

This is a process that is only applicable to individual rail elements and does not offer the possibility of removing and replacing a larger structural element such as a bridge body from the track system.

A similar solution approach is also in the publication AT 501 272 A4 , which is also used to remove damaged pieces of rail in track systems.

From the Publication DE 100 04 194 A1 a method for producing a solid rail track on a bridge is disclosed. Steps are disclosed here as to how the concreting of such a bridge can be advantageously designed specifically for use as a rail track. However, this publication does not offer any suggestions for replacing a bridge in railway tracks.

The publication KR 101 234 090 B1 finally shows a girder replacement method for a railway bridge, wherein lifting and placing a new girder by a lifting device, transporting the new girder to the railway bridge by the operation of a motor vehicle and installing the new girder on piers from which the previous girder is removed is disclosed . For this purpose, however, a rail-bound vehicle is disclosed as a means of transport for the new bridge element.

When working on several bridge structures in parallel track systems, very specific problems arise that cannot be solved by the previously described technical solutions for replacing individual rail elements. The aim is to only include two of the parallel tracks in the construction work at the same time. For example, if one assumes track systems in which eight parallel tracks have a bridge structure that needs to be replaced, the current state of the art only requires a comparatively large technical and logistical one Effort possible to replace these bridge structures one after the other when the tracks are taken out of service in pairs.

In addition, the question of overhead lines would also be problematic, as operating the neighboring tracks with electrified overhead lines is risky in the case of parallel work on tracks whose overhead lines have been removed for the construction phase.

It is therefore the object of the present invention to create a novel method and a device required for this in order to be able to replace bridge structures in track systems much more efficiently. The aim is to be able to carry out the replacement without affecting the arrangement of overhead lines.

This is achieved using a method according to claim 1, subclaims 2 to 5 relate to advantageous developments of the method.

Furthermore, the inventive method is carried out with a device according to claim 6, the following claims 7 to 10 having as their subject advantageous developments of this device.

Structurally, the structural measure is carried out by a boiler bridge or elevated bridge, which is used in combination with an SPMT (Self-Propelled Modular Trailer). The SPMT is able to carry out the maneuvers longitudinal travel, transverse travel, diagonal travel or circular travel, which can be accessed fully electronically via the remote control.

In addition to this combination, there is the development of a special lifting system comprising a steel structure to accommodate the lifting system in the boiler or high bridge. The innovative development includes a parallel rope combination with suspension heads on both sides with an integrated rope pulley for lifting the load, in an advantageous version with 5 grooves for a load holding of 150 t plus the resulting force from the lifting bolts.

Another element relevant to the installation of the bridge structure is a hydraulic side displacement option for positioning the bridge in its final installation position, whereby the required longitudinal displacement can be carried out via the hydrostatic drive of the SPMT.

The suspension on the bridge has suspension heads on the bridge structure itself, which are each coordinated in conjunction with the static requirements and possibilities of the structure. In principle, the high girder bridge and the lifting system can be positioned in such a way that they can be adjusted longitudinally and transversely so that the bridge structure can be lifted directly above the abutments on the structure. This has the advantage that no different bending moment occurs in the structure compared to the state in the end position.

With the help of this new transport and lifting technology, it is possible to remove an old bridge and replace it with a new bridge without the need for additional technology such as. B. shifting or lifting equipment may be required.

The procedure and its requirements will be examined in more detail below, with the following description referring to an exemplary project of 8 parallel track systems with bridge structures.

1. (1) Alle neuen Brückenbauwerke werden vor Ort in Einbaunähe gefertigt.
2. (2) Das Transport- und Hebegerät wird in Einzelteilen auf Standard-LKW's an der Baustelle angeliefert und einsatzbereit vormontiert.
3. (3) Eine Baufirma stellt eine befahrbare Fläche zwischen den Gleisen und den einzelnen Gleissträngen her.
4. (4) Die Oberleitungen müssen nicht entfernt oder verzogen werden, aber die Fahrdrähte werden zum Zeitpunkt der Durchführung spannungsfrei geschaltet und geerdet.
5. (5) Das Transport- und Hebegerät fährt über die auszutauschende Brücke, nimmt diese mit der beschriebenen Hebetechnik auf, setzt durch Querfahrt auf das Nachbargleis um und kann somit die alte Brücke herausfahren.
6. (6) Die alte Brücke wird abgelegt.
7. (7) Das Transport- und Hebegerät fährt seitlich über das neue Bauwerk, nimmt dieses ebenfalls mit der beschriebenen Hebetechnik auf und fährt über das Nachbargleis in Linie der Einbauposition (Querachse der neuen Brücke).
8. (8) Durch die Quer- und Längsfahrt wird Lage der neuen Brücke erreicht.
9. (9) Die Brücke wird über die neu entwickelte Hebetechnik auf eine beliebige Höhe abgesenkt und auf den Widerlagern platziert. Hierbei kann auf Bedarf der Seitenschub erfolgen, der über einen Doppelkolbenzylinder vorgesehen ist.
10. (10) Nach dem Aushängen der Brücke ist diese fertig für den weiteren Gleisbau.

The task is to replace a total of 8 bridges over a 60-day schedule.

1. (1) All new bridge structures are manufactured on site close to installation.
2. (2) The transport and lifting device is delivered to the construction site in individual parts on standard trucks and pre-assembled ready for use.
3. (3) A construction company creates a passable area between the tracks and the individual track strands.
4. (4) The overhead lines do not need to be removed or distorted, but the contact wires are de-energized and grounded at the time of implementation.
5. (5) The transport and lifting device moves over the bridge to be replaced, picks it up using the lifting technology described, moves across to the neighboring track and can thus drive out the old bridge.
6. (6) The old bridge is discarded.
7. (7) The transport and lifting device moves laterally over the new structure, picks it up using the lifting technology described and moves over the neighboring track in line with the installation position (transverse axis of the new bridge).
8. (8) The position of the new bridge is reached through the transverse and longitudinal travel.
9. (9) The bridge is lowered to any height using the newly developed lifting technology and placed on the abutments. If necessary, the side shift can be carried out, which is provided via a double-piston cylinder.
10. (10) After the bridge has been unhooked, it is ready for further track construction.

As far as the loads on the tracks and old bridges are concerned, it is advantageous in the method according to the invention and the device used for this purpose that the number of SPMT axle lines can be selected in such a way that a comparison calculation can be made compared to the loading scheme of, for example, the Deutsche Bahn for locomotives or freight trains can. In principle, it is possible to expand or shorten the SPMT axle lines as required in a modular system (4-axle and 6-axle chassis). On This ensures adaptation to the respective circumstances and the resilience of a track system.

• nur ein Gleis zur Verfügung steht,
• oder die einzubauenden Brückenbauwerke ggf. über eine größere Distanz herangefahren werden müssen,
• oder die Gleise aus baulichen Bedingungen nicht ausgebohlt bzw. nicht befahrbar hergerichtet werden und so ein Befahren mit einem gummibereiften Fahrzeug nicht möglich ist.

An alternative, which represents a solution that is not part of the present invention, is the use of a rail car, for example a TSW-348 beak car, instead of the SPMT for the technical conditions that

• only one track is available,
• or the bridge structures to be installed may have to be approached over a greater distance,
• or the tracks are not dug out or prepared to be passable due to structural conditions and so driving on them with a rubber-tired vehicle is not possible.

The deviation from the previously described procedure is that the new bridge structures are pushed laterally under the high bridge using a sliding technology in order to be able to accommodate them, since the track carriage cannot leave the track and therefore no crossing is possible.

Similarly, the old bridge that has been removed from the track system and is to be replaced is removed in the reverse order.

The problem then lies in the fact that after removing the old bridge that is to be replaced from the track system, a gap remains in the track system, which prevents the positioning of the railway car with the new bridge structure added. An auxiliary bridge (HB) will be temporarily used to drive over the open gap after the old bridge has been expanded. On single-track routes, this can be done by driving in the HB with SPMT or lifting it in with a mobile crane. If this happens with an SPMT, it can remain as support under the HB. This means that the railway car can drive over the auxiliary bridge and the new bridge structure Lower it in exactly the right position, as already described in more detail.

Fig. 1

eine Draufsicht auf die verwendete Hochbrücke (11) auf einer Gleisanlage (7) mit anzuhebendem Brückenbauwerk (3);

Fig. 2

eine seitliche Ansicht der erfindungsgemäßen Hochbrücke (11) gelagert auf SPMTs (8) mit aufgehängtem Brückenbauwerk (3);

Fig. 3

eine Kombination von Ansichten auf die erfindungsgemäße Hubvorrichtung in eingefahrenem Zustand zum Anheben einer Last;

Fig. 4

die erfindungsgemäße Hubvorrichtung ausgefahren zum Absenken einer Last;

Fig. 5

den Schnitt AA durch die Hochbrücke (11) mit aufgehängtem Brückenbauwerk (3) und darin angeordneter Hubvorrichtung;

Fig. 6

eine seitliche Ansicht einer alternativen Vorrichtung, die nicht auf SPMTs sondern auf gleisgebundenen Bahnwagen (18) gelagert ist und verfahren wird und somit ein Ausführungsbeispiel darstellt, das nicht Teil der vorliegenden Erfindung ist, sowie

Fig. 7

ebenfalls die nicht einen Teil der vorliegenden Erfindung bildende Vorrichtung nach Figur 6 beim Einbauvorgang eines neuen Brückenbauwerks (3).

The method according to the invention as well as the device for carrying it out are described in more detail below with reference to drawings. Show it

Fig. 1

a top view of the high bridge (11) used on a track system (7) with a bridge structure (3) to be lifted;

Fig. 2

a side view of the high bridge (11) according to the invention mounted on SPMTs (8) with a suspended bridge structure (3);

Fig. 3

a combination of views of the lifting device according to the invention in the retracted state for lifting a load;

Fig. 4

the lifting device according to the invention extended to lower a load;

Fig. 5

the section AA through the high bridge (11) with the suspended bridge structure (3) and the lifting device arranged therein;

Fig. 6

a side view of an alternative device, which is not mounted and moved on SPMTs but on track-bound railway carriages (18) and thus represents an exemplary embodiment that is not part of the present invention, and

Fig. 7

also reproduces the device which does not form part of the present invention Figure 6 during the installation process of a new bridge structure (3).

In Figure 1 The device 1 according to the invention for removing an old bridge structure and installing a new bridge structure 3 is shown in plan view. This is the device 1 according to the invention, which is moved parallel to the bridge structure 3 before it is picked up. The arrows 19 show that, due to the SPMTs 8 serving as chassis, a transverse journey 6 to the track system 7 is also possible in order to be able to pick up the bridge structure parked parallel to the tracks.

Appropriate preparatory work must be carried out by a construction company in order to create a passable area between the tracks and the individual track strands, for example by asphalting, which does not affect the usability of the tracks for rail traffic. In this way, the SPMT 8 can be moved as a chassis in a normal journey 4 along the track as well as a diagonal journey 5 or a transverse journey 6. This has the aforementioned clear advantages in terms of picking up the old bridge structure, setting down the old bridge structure as well as picking up and installing the new bridge structure 3.

Also is in Figure 1 It can already be seen that special lifting devices 2 are provided on the high bridge 11, which are arranged running in the longitudinal direction of the high bridge 11. In the Figures 1 and 2 is the hydraulic component as shown in the Figures 3 and 4 recognizable and explained in more detail, shown in the extended state. This occurs when the lifting device unloads or picks up a load before the load is lifted.

In Figure 2 the device for height adjustment 10 of the high bridge 11 is shown. It can be seen here that this device is also hydraulically pivoted in such a way that the entire high bridge 11 can be lowered towards the SPMTs or raised towards the overhead line 9. In Figure 2 It is also clear that the overhead line 9 also passes under the device 1 with the high bridge 11 is not affected. This means that, for the first time, this device makes it possible to remove and insert a bridge structure without affecting the overhead lines. This in itself creates a great potential for savings, both in terms of construction time and the costs required for this.

The device for height adjustment 10 of the high bridge 11 is raised exactly so that a safe distance from the overhead line 9 is guaranteed. In Figure 2 the old bridge structure has already been removed from the track system 7, the device 1 with the new bridge structure 3 suspended on the high bridge 11 has been moved into position, so that the new bridge structure 3 can be lowered to any height using the lifting technology according to the invention, like this can be seen through the lower position of the bridge structure 3. This means that the new bridge can be placed precisely on bridge supports that may have been created for the new bridge structure after the old bridge was removed.

It will be in Figure 2 also clear that the innovative arrangement of the hydraulic lifting device in the longitudinal direction of the high bridge 11 achieves an arrangement in which, for example, the strand jack 14 moves parallel cables 17 parallel to the overhead line 9 when moving in and out and in this respect the device also moves when the lifting device 2 is extended and thus With the bridge structure raised, it can still be easily moved under the overhead lines with the SPMTs 8, even transversely to the extent of the track system 7. This is necessary, for example, when the bridge element 3 has been picked up and then the device 1 must first be moved across the track system 7 onto the track on which the bridge structure 3 is now to be used.

The Figure 3 now shows the lifting device 2 according to the invention only in the retracted state. This is to be understood as meaning that the suspension head 15 is brought up to the strand jack 14, whereby the suspension head 15 is fixed Parallel cables 17 are brought to the high bridge 11 via a cable pulley 13. This is therefore the position in which, for example, the new bridge structure 3 is lifted directly onto the high bridge.

Shows the other way around Figure 4 the lifting device is in the extended state, which is why the suspension head 15 has now moved towards the rope pulley 13 and thus the parallel ropes 17 have been lowered downwards, guided over the rope pulley 13. Corresponding suspension heads 15 are arranged both on the free end supplied to the receiving bridge structure 3 and on the end of the parallel cables 17 connected to the hydraulics. This advantageous and innovative design makes it possible to effect the lifting movement by deflecting the parallel cables 17 via the cable pulley 13, without the device being raised via a hydraulic cylinder in the direction of the lifting movement, namely vertically. The hydraulic movement only takes place horizontally and therefore does not cause a negative change in the height of the device 1, which would cause problems with the overhead line 9.

Alternatively, instead of the strand jack 14, an alternative hydraulic component could also be used, which, running parallel to the high bridge 11, causes the deflected parallel cable to be shortened by moving the suspension head 15.

In Figure 5 the section AA through the high bridge 11 according to the invention with lifting devices 2 arranged thereon can be seen. The high bridge 11 has lateral supports 21, between which a further support element 22 runs, on which the lifting devices 2 are arranged. In Figure 5 the plane of the overhead lines 9 is also shown, which runs above the pulleys 13 of the parallel cables 17. In this respect, there is no obstruction caused by the overhead line 9. Furthermore, in this section, the bridge structure 3, which is suspended at two points on the suspension heads 15, can be seen, as well as that SPMT chassis 8, which moves the device on an excavated track 7.

Finally, a double piston cylinder 12 can be seen, via which a hydraulic lateral displacement of the bridge structure 3 is made possible when it fits into the remaining gap in the track system 7. The longitudinal displacement is caused by the SPMT itself, the transverse displacement via the mentioned double-piston cylinder 12. In this way, perfect placement on the abutments is ensured.

The Figures 6 and 7 now again show side views of the device 1, which is not part of the present invention, the difference being that the running gear is not designed as SPMTs, but the high bridge 11 is arranged on two railway cars, for example on beak-type carriages. The background to this alternative representation is that in the case of a single track system 7 or a bridge structure 3 that has to be transported to the installation site over a large distance, or even a track system 7 that cannot be prepared for use with SPMTs, the Recourse to track-bound running gear is required, which is not part of the present invention, but should still be considered.

Since it is now not possible to move the device across the tracks, it is necessary to insert an auxiliary bridge 23 into the resulting gap after removing the old bridge structure 3 in order to be able to move the device over this auxiliary bridge into the lowering position of the bridge structure 3. In the representation Figure 6 This auxiliary bridge is mounted on SPMTs, which also support the auxiliary bridge when the device itself drives over the auxiliary bridge.

Here too it can be seen that this alternative solution, which is not part of the present invention, opens up the possibility of leaving the overhead lines 9 in position and just unplug it. It can also be seen that the lifting device according to the invention is designed to be identical to the previous alternative in this respect. It can also be seen that here too a device for height adjustment 10 of the high bridge 11 is arranged on the railway carriage 18, which has a different inclination position than that in Figure 2 is recognizable.

In Figure 7 The auxiliary bridge 23 has now been moved out on the tracks 7, so that the new bridge structure 3 can now be lowered into the resulting gap onto the abutment, not shown. For this purpose, the lifting device 2 is extended and the parallel cables 17 are lowered over the cable pulley 13.

Claims (10)

1. Method for replacing bridge constructions (3) in track systems (7) having parallel tracks, said method comprising the steps of picking up and lifting a new bridge construction (3) by a displaceable device (1) for replacing bridge constructions (3) in track systems (7), wherein the displacing of this device (1) on or across the track system (7) below the existing catenaries (9) of the track system (7) to an installed position of the new bridge construction (3) takes place across a gap of the track system (7) created by removing the old bridge construction and lowering the new bridge construction (3) into the gap of the track system (7) so as to be positioned precisely on abutments for supporting the new bridge construction (3), characterized in that the picking up of a new bridge construction (3) and/or the depositing of a removed old bridge construction from the track system (7) takes place on a parallel second track, wherein the device (1) for changing between the parallel tracks of the track system (7) is displaced transversely and/or diagonally to the course of the tracks.
2. Method for replacing bridge constructions (3) in track systems (7) according to Claim 1,
   characterized in that
   in a first method step an area accessible by vehicles is generated in the track system (7).
3. Method for replacing bridge constructions (3) in track systems (7) according to Claim 2,
   characterized in that
   the area accessible by vehicles is produced by asphalting or covering the tracks to be driven across, wherein further parallel tracks of the track system that are not required for the method continue to be usable for rail traffic.
4. Method for replacing bridge constructions (3) in track systems (7) according to one of the preceding claims,
   characterized in that
   the old bridge constructions to be removed as well as the new bridge constructions (3) are lifted from the track systems (7) by the device (1) and by the latter re-inserted into the track systems.
5. Method for replacing bridge constructions (3) in track systems (7) according to one of Claims 1 to 4,
   characterized in that
   the removal of the old bridge construction takes place transversely to the course of the railway track by a platform which is displaceable below the old bridge construction.
6. Device for replacing bridge constructions (3) in track systems (7) comprising catenaries (9) according to a method according to one of Claims 1 to 5,
   characterized by

   - a height-adjustable high bridge (11) which is disposed on two undercarriages (8) disposed so as to be spaced apart from one another;

   - on which high bridge (11) are disposed at least two lifting devices (2) for lifting a bridge construction up to the high bridge (11) and for lowering the bridge construction from this high bridge (11);

   - wherein the lifting devices (2) comprise hydraulic pulling devices which cause a pulling movement of the lifting devices (2) that is approximately parallel to the catenary (9), wherein a deflection device of the lifting device (2) causes a deflection of the vertical lifting movement of the load to the horizontal hydraulic pulling movement;

   - wherein the construction height of undercarriage and high bridge (11) constructed thereon and of lifting devices (2) disposed on the high bridge is less than the spacing between the catenaries (9) specified for rail traffic and the track system (7).
7. Device for replacing bridge constructions (3) in track systems (7) according to Claim 6, characterized in that

   - a strandjack (14) as the hydraulic pulling device is part of the lifting device (2);

   - wherein parallel cables (17) engage on the load to be lifted by means of suspension heads (15)

   - and the parallel cables (17) are deflected from the vertical to the horizontal by way of a cable pulley (13).
8. Device for replacing bridge constructions (3) in track systems (7) according to one of Claims 6 or 7,
   characterized in that
   lateral shifting of the load takes place by means of double piston cylinders (12) which engage on the lifting devices (2).
9. Device for replacing bridge constructions (3) in track systems (7) according to one of Claims 6 to 8,
   characterized in that
   self-propelled modular trailers [SPMTs] (8) are used as undercarriages for the device.
10. Device for replacing bridge constructions (3) in track systems (7) according to Claim 9,
    characterized in that
    the SPMTs (8) in relation to the track course (7) can be displaced in the longitudinal direction (4), the diagonal direction (5) and the transverse direction (6).

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