RU2643115C2 - Connecting structure and railway bridge with such connecting structure - Google Patents

Abstract

FIELD: construction.

SUBSTANCE: connecting structure comprises crossarms mounted with the possibility of displacement, a butt sleeper fixed on the crossarms, a control device. The butt sleeper comprises a rail fastening providing the possibility to connect the butt sleeper to the rail with the possibility of displacement. The crossarms and the control device are located under the butt sleeper. At the lateral ends of the connecting structure, a traverse box is provided. The crossarms and the butt sleepers by means of intermediate elastic elements made preferably of an elastomer, are interconnected with extremely small restrictions in the attachment points.

EFFECT: increasing the reliability of a bridge connecting structure.

23 cl, 19 dwg

Description

The present invention relates to a connecting structure for supporting at least one rail at a junction of a railway bridge and to a railway bridge with such a connecting structure.

Such connecting structures are used in the construction of railway bridges if the relative movement, in particular the vertical movement of the external elements of the bridge (the ends of the spans) in the joint area is so large that the lifting and compressing forces at the reference points of the rail can no longer be kept within acceptable limits . Similar deformations of bridge trusses occur under various load cases, for example, when a train moves along a bridge and the bridge truss bends in the middle. After that, the outer end of the bridge truss can turn upward, as a result of which a height shift occurs between the support and the truss of the bridge or between two adjacent trusses of the bridge, which will lead to the above deformations of the rails. At the same time, large transverse forces and bending moments arise in the rails, which in the most unfavorable case can lead to breakage of the rails.

In addition, such structures serve to compensate for the relative longitudinal displacements of the components of the bridge or structural elements, that is, in the joint area the maximum permissible distances between the reference points of the rails along the longitudinal axis of the rails are not exceeded. In addition, this helps to protect the rails from excessive load in the joint area.

Deutsche Bahn currently uses two systems. The first system is understood to mean the "Stog" system, disclosed, for example, in DE 19806566 A1. Said connecting structure is a substantially rigid compensation plate superimposed on the joint, halving the tangent angle at both ends of the bridge parts and converting the vertical displacement at both ends to oppositely directed torsion angles. Sleepers or rail fastenings are laid on the compensating plate without the possibility of displacement or with the possibility of displacement. The compensating plate is held in position at the junction by means of springs.

The disadvantage of the Stog system is that the compensating plate is prone to loss of stability when the parts of the bridge that form the joint sag. This is due to the fact that the plate is supported by four points and, thus, remains statically indeterminable. In addition, compensation of the deformation of two adjacent spans relative to the longitudinal axis is possible only to a small extent, due to the high rigidity of the plate. If the shift of one of the supports exceeds this degree, the plate begins to lose stability. This can reduce the strength of the joint structure as a whole and degrade noise reduction properties. Another drawback of the “Stog” type design is that the fixing of the plates of the connecting structure when using continuous slabs of the roadway leads to increased vibration of the slabs, especially when there are gaskets under the slabs. Thus, in essence, it is possible to swing a continuous slab of the roadway, which can be reflected on the compensating slab attached to it. The consequence will be high wear of this plate when installed on the roadway.

The second system is the BWG system, disclosed, for example, in the international patent application WO 94/12729 A. The BWG system is a beam crate system in which the sleepers located adjacent to the joint (hereinafter referred to as end sleepers) are parallel to the rails stack the beams, under which in the joint area the sleepers are suspended with the possibility of displacement. Sleepers located in the joint area will hereinafter be called butt sleepers. Butt sleepers suspended with the possibility of displacement, in turn, serve as a support for the rails. A distinctive feature of the BWG system is not only the suspension of butt sleepers on the beams, but also the regulation of the distance between the sleepers within the joint or connecting structure using a control device also installed on the sleepers. In this case, the control device is made in the form of scissors. However, the scissor structure proved to be disadvantageous in practice. When using the BWG system, breakdowns of this design have already been recorded.

An additional disadvantage of the known connecting structures is that maintenance can only be carried out from above, which always leads to the closure of adjacent tracks.

Thus, the object of the invention is to develop a connecting structure to support at least one rail in the area of the junction of the railway bridge and the railway bridge with reduced wear, lower maintenance and repair costs in general, and an additional reduction in the load on the rails and rail fastening in the joint area.

This problem is solved thanks to the connecting structure with the features disclosed in paragraph 1 of the claims, and the railway bridge with the features disclosed in paragraph 23 of the claims. Preferred embodiments of the connecting structure according to the invention and the railway bridge according to the invention are disclosed in the dependent claims.

Thus, the connecting structure according to the invention comprises at least two movable cross beams that overlap the joint, at least one butt tie fastened to the cross beams and intended to support at least one rail in the joint area, and at least one a control device designed to align the position of the butt sleepers in the connecting structure. In this case, the corresponding butt-tie comprises at least one rail fastening, which allows to connect the corresponding butt-tie to the rail with the possibility of displacement.

At the same time, traverse is understood to mean an oblong beam of any section. Thus, an I-beam or a box beam can be used as a traverse.

As a control device, any device can be used to position the butt ties and cross beams in the joint area so that the gaps between the butt ties and the end ties are as uniform as possible. In other words, the control device provides the most uniform distance between the support points of the rails located on the butt tie or butt ties, and in any case keeps it within the required limits. The control device can be one or more springs or even a scissor structure, etc.

According to the invention, the traverses and the control device are located at least under one butt tie. This should be understood so that the traverse and the control device are below the plane passing through the extreme sleepers and at least one butt tie.

For this, at least one of the lateral ends of the connecting structure is provided with at least one traverse box, which serves as a support for at least one end of the traverse at the edges of the joint. In this case, we are talking about resting the corresponding crosshead on only one of the edges of the joint. Therefore, in this case, the traverse is respectively rigidly mounted or clamped at the edge of the joint (that is, in the traverse box).

In an alternative embodiment, at least two traverse boxes are provided at both lateral ends of the connecting structure, which serve as supports for both lateral ends of the traverse at the edges of the joint.

Above the box or traverse boxes, the connecting structure can be connected to the elements of the railway bridge forming a joint, with the possibility of transferring the load. In this case, the traverse boxes are used to fasten the connecting structure and to support the traverse in the connecting structure. They can be made in the form of boxes with a hole for the traverse. In this case, traverse boxes mean a very wide range of products. These products do not have to be box-shaped. In essence, other solutions are possible (and should be explicitly included in this claims) in which the traverses are fixed or can move back and forth along any kind of supporting surface, for example, bearing plates, recesses in elements of a railway bridge, etc. Of course, the traverse must be protected from slipping.

The solution described by the invention uses the beam crate as a basic principle, despite the disadvantages of the BWG system. It was decided to abandon the Stog system, which is widely used in Germany, the compensating plate of which is considered extremely durable. This is due to the fact that the connecting structure made in the form of a beam crate, which has great bending stiffness along the longitudinal axis, can have significantly greater freedom of torsion around the longitudinal axis compared to the Stog system plate. So, the design allows increased torsion angles between the structural elements forming the joint. In addition, no noise occurs inside the structure, since the parts do not fit snugly together.

In addition, the approach to solving the problem of the invention is based on the understanding of the fact that it is better to place the traverse and the control device not above the sleepers, but under the sleepers, together with the anchor points (traverse boxes) of the connecting structure. This approach, previously not considered expedient in the construction of railway bridges, does not make sense if the control device, as is done in the BWG system, is made in the form of an open structure upstream, not closed by structural elements. Firstly, maintenance is more difficult to perform from above, and secondly, in a design that is open upwards, the control device and load transfer elements can be easily damaged under external influences. In addition, the implementation of maintenance from the bottom side is advantageous in that it does not require blocking adjacent paths during maintenance.

Finally, the location of the traverse under the sleepers is advantageous in that it allows you to divert forces from the sleepers or reference points of the rails directly to the structural elements of the railway bridge, and not indirectly through the sleepers or adjacent continuous slab of the roadway. Thus, the invention allows to reduce the number of loaded track elements, in particular, sleepers or continuous slabs of the roadway. This reduces maintenance requirements and reduces track wear.

In a further embodiment, the control device is designed so that the distance between the sleepers is less than or equal to the limit value, in particular 650 mm. This helps to prevent exceeding the maximum distance between the reference points of the rails.

Preferably, the connecting structure is made with such a degree of freedom of torsion that allows in a mounted state to perceive the twisting of structural elements relative to each other around the longitudinal axis of the railway bridge or rail. Thus, the design is designed to absorb the torsional force. In particular, the design must have such a twisting freedom that will allow unobstructed perception of at least those twisting forces that occur in normal operating conditions.

In a further embodiment, the height of the at least one crosshead changes in the longitudinal direction, preferably increases toward the center of the crossarm. Thus, we are talking about the traverse of a variable profile, characterized by a particularly high bending stiffness in the Central region. This allows to minimize the deflection of the connecting structure when exposed to a load caused by a train moving on rails.

In this case, it may be advisable that the height of at least one cross-section box is less than the maximum height of the cross-beam supported by it. This is because the crosshead does not have to be able to be fully inserted into the crosshead. To solve the problems posed by the invention, it is often enough to be able to only partially install the traverse in the box. Therefore, an acceptable compromise can be considered an option in which, for example, in a structure with several butt ties, the butt ties cannot be completely brought together. The advantages due to the increased stiffness of the beam and related to the reduction of the internal stresses of the rail are so great that in many areas of application you can easily put up with limited freedom of movement.

In this case, preferably, the control device should be designed in such a way as to prevent collision of the traverse in the duct under normal operating conditions. This prevents damage to traverses and traverse boxes. This can be realized, for example, by means of appropriate stops or restriction of movements by the control device.

In a further embodiment, the height of the boxes of the connecting structure is selected so that the boxes can be installed in the corresponding elements of the railway bridge forming the joint, in particular so that they are located above the possible gaskets on the elements of the railway bridge.

This option further reveals the above idea by deliberately reducing the height in the region of the edges of the joint, so that the connecting structure can be installed as such without significant changes to the design of the railway bridge. At the same time, the advantages of the proposed solution are successfully realized even when using traverses of variable height. Thus, it is not necessary to make changes to the structural element in order to reduce the load on the rails or the reference points of the rails in the area of the joints and, nevertheless, to obtain a very strong and maintenance-free connecting structure.

This saves significant money. Due to the shortcomings of the connecting structures, known from the prior art, at present, designers are trying to completely abandon the connecting structures in the construction of railway bridges. So, according to the recommendations of some designers, you should abandon the connecting structures as such. At the same time, the overall stiffness of the bridges is increased so much that the movement of the train along the bridge causes an extremely small deflection and, therefore, extremely small vertical displacements at the free ends of the bridge trusses in the joint area. The solution described by the invention allows us to reverse this trend and can be used to return to calculating the stiffness of the bridge in accordance with static necessity, which will save significant money, especially when building large bridges.

In addition, the connecting structure described by the invention can be easily installed on existing bridges. In addition, bridges can be designed with reasonable static characteristics regardless of problems at the ends of the elements. This is due to the fact that the wear of the connecting structure described by the invention is significantly reduced compared with the prior art due to a more favorable load distribution and the possibility of controlling the torsional stiffness of the connecting structure. In addition, the cost of maintenance is significantly reduced.

In a particularly suitable embodiment, a traverse of a rotary type is used as a control device. In this embodiment, at least one cross beam is made in the form of a rotary cross beam, which is pivotally connected to one of the cross boxes, and on which at least one butt tie rests not only with the possibility of displacement, but also with the possibility of rotation relative to the rotary cross beam. A particular advantage of using the rotary beam as a control device is that this control device is characterized by extreme operational reliability due to geometric patterns (radius and vector control).

Moreover, the control works according to the laws of geometry. This is advantageous, in particular, in versions with several butt sleepers, since each individual butt tie can be controlled independently of other butt sleepers. In this case, even the loss of individual joints of butt ties and traverses is possible. This is because the described control device (in contrast to conventional systems) does not use a serial connection of various butt ties, for example, using springs, but a parallel circuit for adjusting the position of the ties in the joint area. If one of the attachment points breaks down in such a parallel circuit, the possibility of adjusting the position of other butt sleepers and controlling them will remain. In traditional sequential circuits (Stog and BWG systems) this is not possible. In the event of a breakdown of one control element of the control device, the adjustment of the position of all other butt ties or successively attached plates will be violated.

In addition, the control device, made in the form of a rotary beam, can be made in the form of a force-controlled system. This further enhances the reliability of the structure. In this design, the sleepers (sleepers) and / or traverses only move when certain driving forces occur in the structure. This process can be controlled, for example, by fastening the sleepers (sleepers) on the crossarm with clamps or other similar elements. Similarly, you can perform support traverse. Thus, the entire structure will be set in motion in the desired manner only when there are driving forces in the structure that exceed the clamping or holding forces. If the coercive forces are reduced due to a certain range of motion, the movement will cease by itself.

In this case, a variant is particularly expedient in which, in addition to the rotary traverse, a control traverse is provided, which runs parallel to at least one rail at least under one butt tie. It serves to regulate the position of butt sleepers. It can be used to transfer load. However, preferably, this is not done, which makes it possible to control and transfer the load separately from each other, thereby increasing the predictability of the behavior of the structure.

In order to maximally decouple the control beam with the load transfer vertically from the rail, it is advisable to connect the control beam with at least one butt tie without the possibility of shear and preserve the gap so that, if possible, it does not absorb vertical compressive loads from the butt tie or butt sleepers. At the same time, at least one butt tie can be secured with the help of a traction collar to the control yoke so that the butt tie is clamped relative to at least one control yoke. Thus, it is possible to purposefully adapt the connecting structure to existing shears and twists in the structural element. This is accomplished by eliminating or retaining to within acceptable limits the tensile forces at the support points of the rails on the butt ties or landing ties in the region of the edges of the joint.

Preferably, if the traverses are held by support parts with a ball joint located in the traverse box. This provides greater freedom of movement. Moreover, they can be made in the form of particularly rigid tangential supports, which allow for particularly high, in particular, vertical stiffness at the lateral edges of the connecting structure, that is, at the points of application of the load on the beam. This significantly reduces the deformation of the connecting structure as a whole and, therefore, significantly reduces tensile forces at the reference points of the rail compared with the prior art. In this case, the supporting parts with a spherical hinge can be made in the form of sliding bearings, if it is necessary to hold traverses with the possibility of displacement in these areas.

In a further embodiment, at least one butt tie under normal operating conditions is held rotatably, but without the possibility of displacement on only one of the traverses, preferably on the control traverse of the structure with rotary traverses. In this case, a variant is particularly expedient in which the butt tie fixed in this way is in the center of the joint. Thus, the movement of the butt sleepers (butt sleepers) can be symmetrically distributed over the connecting structure, and the butt sleeper, together with the traverse on which it is fixed, can move back and forth in the joint area.

In addition, at least one butt tie under normal operating conditions can be held with the possibility of rotation and displacement on one of the traverses, preferably on the control traverse of the structure with rotary traverses. Thus, in addition to the butt sleepers, fixed without the possibility of displacement on the control beam, additional butt sleepers can be provided that can move back and forth along the beam, realizing opening and closing movements of the joint.

In a further embodiment, the connecting structure is used to support two rails. In this case, it is advisable that the two rotary traverses are located in the connecting structure so that they are mounted in the center of the joint below the corresponding rail and at an angle to the longitudinal axis of the connecting structure. At the same time, turning traverses in plan intersect the rails in the center of the joint. Moreover, if the butt tie located in the center of the joint is held on one of the structures with rotary traverses without the possibility of displacement, then in this design it is possible to realize a symmetrical distribution of the traverse movements in the connecting structure. Thus, it is a self-centering connecting structure.

In a suitable embodiment, between the two rotary traverses, a control traverse located along the longitudinal axis of the connecting structure is located. The control beam must move parallel to the rails inside the connecting structure. It ensures that the gaps between the butt ties fixed to it remain unchanged when the rotary traverses are moved, and that the butt ties do not move sideways.

In a further embodiment, the connecting structure comprises an even number of butt sleepers, but not less than two. At least one butt tie, located near the center of the joint, must be fixed without the possibility of displacement on at least one of the traverses, and the remaining (remaining) butt tie (butt sleepers) is attached (secured) to the traverses (5, 6, 7) with the possibility of displacement along the longitudinal axis of the traverse.

In an alternative embodiment, the connecting structure contains an odd number of butt sleepers, but not less than three. At least one of these butt sleepers should be located in the middle of the beam or in the center of the joint gap and should be fixed to the beam without displacement. In this case, the remaining butt ties should be fixed on the traverses with the possibility of displacement along the longitudinal axis of the traverse. This allows for centered closing and opening movement within the joint gap.

In an expedient embodiment, on the box or traverse boxes of the corresponding side of the junction, there is no possibility of displacement of an extreme sleeper, which, in turn, contains at least one rail fastening, and the rail can move along its longitudinal axis relative to the extreme sleepers. This is advantageous in that the end sleeper can be rigidly integrated into the connecting structure, and appropriate sealing elements can be placed between the outer sleepers and butt sleepers or between the butt sleepers, allowing the entire joint structure to be sealed.

An advantageous variant is in which the traverses and / or corresponding butt ties are freely interconnected with the installation of intermediate elastic elements, for example, from an elastomer, at the corresponding points of attachment and / or support. Thus, the entire system of the connecting structure can be designed with significant freedom of twisting, which allows you to have a large margin of safety in case of unplanned or unexpected loads.

In a further embodiment, flexible sealing profiles are located between the sleepers, sealing the joint. This allows you to get a seal of the joint gap, not inferior to the seal when using plates. In addition, sealing profiles can be soundproofed.

Finally, it is advisable that the connecting structure is made in the form of a fully assembled unit, which can be installed as a unit on a railway bridge. This simplifies the installation of the structure as a whole.

As mentioned above, the invention relates not only to the connecting structure as such, but also to a railway bridge equipped with a similar connecting structure. Between two bridge elements movable relative to each other there is a joint, and at least one rail track and one connecting structure described by the invention are located above the joint. In this case, the traverse boxes of the connecting structure are attached to the bridge spans and, preferably, are built into them. Thus, there is a direct transfer of forces from the connecting structure to the elements of the bridge, and the load is not transmitted to parts of the rail track, in particular, sleepers or a solid upper track structure. This allows you to reduce the wear of the elements of the rail track and effectively reduce the wear of the connecting structure itself.

In a further embodiment, the railway bridge comprises a technological channel in the area of the joint overlapped by the connecting structure, the size of which is chosen so that it allows for maintenance and / or repair work on the connecting structure from the bottom side. This avoids the overlap of adjacent tracks and, preferably, a rail track supported by a connecting structure. As a result, the railway bridge described by the invention is much easier to maintain, and also significantly less interference with the movement of trains, in particular when it comes to a bridge over which more than one rail track is laid.

Preferably, the bending stiffness of the connecting structure in the longitudinal direction is selected so that when the railway bridge elements forming the joint are twisted, the vertical displacement of the rail support points on the butt tie (butt ties) and / or extreme sleepers does not lead to tensile ties forces exceeding 20 kN. According to the invention, the rigidity of the connecting structure is chosen so that the required maximum forces are not exceeded at the reference points of the rails.

The invention is described in detail below with reference to the embodiments shown in the drawings, which show as an example:

in FIG. 1 is a plan view of a first embodiment of a connecting structure according to the invention;

in FIG. 2 is a section AA of the connecting structure shown in FIG. one;

in FIG. 3 is a section BB of the connecting structure shown in FIG. one;

in FIG. 4 is a section CC of the connecting structure shown in FIG. one;

in FIG. 5 is a section D-D of the connecting structure shown in FIG. one;

in FIG. 6 is a section EE of the connecting structure shown in FIG. one;

in FIG. 7 is a top view of a second embodiment of a connecting structure according to the invention;

in FIG. 8 is a section AA of the connecting structure shown in FIG. 7;

in FIG. 9 is a section BB of the connecting structure shown in FIG. 7;

in FIG. 10 is a section CC of the connecting structure shown in FIG. 7;

in FIG. 11 is a section D-D of the connecting structure shown in FIG. 7;

in FIG. 12 is a section EE of the connecting structure shown in FIG. 7;

in FIG. 13 is a sectional view F-F of the connecting structure shown in FIG. 7;

in FIG. 14 is a plan view of the connecting structure shown in FIG. 7, with as close as possible butt joints;

in FIG. 15 is a section D-D of the connecting structure shown in FIG. 14, in the reduced position;

in FIG. 16 is a plan view of the connection structure shown in FIG. 7 and 14, in the most diluted position;

in FIG. 17 is a section D-D of the connecting structure shown in FIG. 16, in the maximum diluted position;

in FIG. 18 is a side view of a railway bridge according to the invention;

in FIG. 19 is a plan view of the railway bridge of FIG. eighteen.

The same reference signs in the drawings refer to similar elements in various embodiments of the invention. Moreover, in FIG. 1 shows a first embodiment of a connecting structure 1 according to the invention, designed to support at least one rail 2 in the area of the junction 3 of the railway bridge 4. Moreover, in the illustrated embodiments of the connecting structures according to the invention, three beams 5, 6, 7 are installed, which are mounted displacement. In both versions, on three traverses 5, 6, 7, a tie 8 located in the center of the joint 3 is fixed, which will subsequently be called a butt tie due to its location in the joint 3.

Unlike the first embodiment, in the second embodiment of the invention shown in FIG. 7, instead of one butt sleepers 8, there are three butt sleepers 8, 9 and 10, mounted on traverses 5, 6 and 7.

On the edges of the junction 3 on each side of the butt sleepers are the extreme sleepers 11 and 12, installed without the possibility of displacement.

Each of the sleepers 8, 9, 10, 11, 12 contains rail mounts 13, with which the corresponding sleepers 8, 9, 10, 11, 12 can be mounted or fixed on the rails 2 with the possibility of displacement.

In the presented embodiments, as a control device 14, a design with rotary traverses is used, that is, the traverses 5, 6, 7 ultimately also form a control device 14. Moreover, according to the invention, not only under the tie ties 8, 9, 10 traverses, but also a control device. This is true both for a design with rotary traverses and for a control device of another type, for example, a spring or scissor structure.

In addition, the illustrated embodiments comprise a total of four traverse boxes. At the same time, there are three traverse boxes 15, 16 and 17 on the left side, in which the left ends of the traverse 5, 6, 7 are held. On the opposite side there is a common traverse 18, which includes and holds the three right ends of the three traverses 5, 6, 7.

The traverse boxes 15, 18, 17 shown on the left, are connected to each other by means of metal sheets 19 with the formation of a unit that can be fixed (concreted in the presented example) on the left bridge span 21 and the bridge right span 22 with fixing jumpers 20 The designations of spans 21 and 22 are provided for illustrative purposes only.

As mentioned above, both versions of FIG. 1 and 7, provide a control device 14 in the form of a structure with rotary traverses. In this case, the traverses 6 and 7 are made in the form of rotary traverses mounted with the possibility of rotation in the traverse boxes 16, 17 and 18. In this case, the traverse 5 serves as a control traverse, which, in particular, in the embodiment shown in FIG. 7, ensures that when turning the rotary traverses 6 and 7, the butt ties 9 and 10 mounted on them with the possibility of bias can evenly move along the traverses 5, 6 and 7 without warping to the left or right.

In both illustrated embodiments, the connecting sleepers 8, 9 and 10 are secured with the help of a traction clamp on the control yoke 5 so that there is a gap of several millimeters of height between the yoke 5 and the corresponding connecting sleepers 8, 9, 10. Thus, the control traverse 5 does not absorb the compressive load from the butt sleepers 8, 9, 10 and serves only to control the device in the sense that the same distances are established between the sleepers 8, 9, 10, 11, 12.

Both side traverses 6, 7, made in the form of rotary traverses, perceive the load transmitted vertically. They are connected by means of pins with butt sleepers 8, 9, 10 and two extreme sleepers 11, 12 with the possibility of rotation.

In the area of the traverse boxes 15, 16, 17, 18, the traverses 5, 6, 7 are fixed using the support part 24 with a ball joint in a massive steel structure. This supporting part 24 with a ball joint, advantageously, is characterized by exceptional rigidity, so that the deformation on the outer sleepers 11 and 12 is minimal.

So that the connecting structure 1 can be assembled as freely as possible, at all points of attachment of the traverse, on the traverses 5, 6, 7 and on the butt ties 8, 9, 10, there are elastic elements 25 made, for example, of elastomer.

To seal the connecting structure 1 as a whole, flexible sealing elements 26 are installed between the movable butt sleepers 8, 9, 10 and the extreme sleepers 11 and 12.

As shown in FIG. 14 and 15, the control beam 5 adjusts the distance between the butt ties 8, 9, 10 so that they do not touch each other even when the connecting structure is moved to the maximum reduced position, since the control beam 5 in this case abuts to the edges of the traverse boxes 15 and 18. Thus, the control traverse 5 limits the degree of disclosure between the butt sleepers 8, 9, 10 and the neighboring end sleepers 11 and 12.

In contrast to FIG. Figures 16 and 17 show how the maximum possible degree of opening of the connecting structure 1 is controlled by the control beam 5. In this case, the movement of the control beam 5 is limited by the stops 28 at the end of the beam 5. The stops 28 of the beam 5 are adjacent to the supports 24, which ensures that the beam cannot slip out of its supports 24. Similarly, butt sleepers 8 and 9 are displaced along the control traverse 5 to the central stops 29 located in the longitudinal guide recesses 30 of the traverse 5.

As shown in FIG. 14-17, the movement of the joint 3 is symmetrically perceived by the connecting structure so that the traverses 5, 6, 7 and the butt ties 8, 9, 10 are uniformly moved relative to the joint 3.

Finally, in FIG. 18 shows a railway bridge 4 comprising a bridge truss 31 and a bridge support 32 or 33, the connecting structure 1 according to the invention being located between the bridge truss 31 and the corresponding bridge supporting 32 or 33, whereby the rail 2 in the joint region 3 is supported by the connecting structure 1 according to the invention .

LIST OF REFERENCE NUMBERS

1 connection design

2 rail

3 joint

4 railway bridge

5 traverse

6 traverse

7 traverse

8 butt sleeper (middle)

9 butt tie (left)

10 butt tie (right)

11 left end sleeper

12 right end sleeper

13 rail mounts

14 control device

15 traverse box

16 traverse box

17 traverse box

18 traverse box

19 connecting sheet

20 locking jumper

21 left span of the bridge with the left edge of the joint

22 right span of the bridge with the right edge of the joint

23 traction clamp

24 supporting part with ball joint

25 elastic element

26 sealing element

27 cover sheet

28 end stop on traverse

29 center stop on traverse

30 guide recess for traverse or sleepers

31 bridge farm

32 left bridge support

33 the right support of the bridge.

Claims (23)

1. The connecting structure (1), designed to support at least one rail (2) in the area of the joint (3) of the railway bridge (4) and containing at least two traverses installed with the possibility of displacement (5, 6, 7), at least one butt tie (8) mounted on the traverse (5, 6, 7) and designed to support at least one rail (2) in the joint area (3), and at least one control device (14), designed to align the position of the butt sleepers (8) in the connecting structure (1), and at least m One of the butt sleepers (8) contains a rail mount (13), which provides the ability to connect the butt sleepers (8) to the rail (2) with the possibility of displacement, while the traverses (5, 6, 7) and the control device (14) are located under at least one butt tie (8), and at least one traverse box (15, 16, 17, 18) is provided at the lateral ends of the connecting structure (15), designed to support at least one end of the traverse (5, 6, 7 ), characterized in that the traverse (5, 6, 7) and at least one butt tie (8) or several joints the output sleepers (8, 9, 10) with the help of intermediate elastic elements (25), made preferably of elastomer, are interconnected with extremely small restrictions at the corresponding attachment points, due to which the connecting structure has low torsional rigidity, which allows it to be mounted able to perceive, in particular, without limitation, the torsion of structural elements (21, 22) relative to each other around the longitudinal axis of the railway bridge (4) or rail (2). 2. The connecting structure according to claim 1, characterized in that the control device (14) is made so that the distance between the sleepers (8, 9, 10, 11, 12) is maintained less than or equal to the limit value, in particular, the limit value of 650 mm. 3. The connecting structure according to claim 1 or 2, characterized in that at least one cross-beam (6, 7) has a height that varies in the longitudinal direction, preferably increasing toward the center of the cross-beam. 4. The connecting structure according to any one of paragraphs. 1 or 2, characterized in that the height of at least one traverse box (16, 17, 18) is less than the highest height of the traverse (6, 7) supported by it, and, preferably, the control device (14) is designed so as to prevent a collision traverse (6, 7) in the duct (16, 17, 18) under normal operating conditions. 5. The connecting structure according to any one of paragraphs. 1 or 2, characterized in that the traverse boxes (15, 16, 17, 18) are so high that they can be installed in the corresponding elements (21, 22) forming the joint (3), over the optionally available gaskets in the elements ( 21, 22) of the railway bridge (4). 6. The connecting structure according to any one of paragraphs. 1 or 2, characterized in that the control device (14) is made in the form of a structure with rotary traverses, in which, in turn, at least one traverse (6, 7) is made in the form of a rotary traverse, rotationally held in one of the traverse boxes (16, 17, 18), and on which at least one butt tie (8, 9, 10) is supported with the possibility of rotation relative to the rotary beam (6, 7). 7. The connecting structure according to any one of paragraphs. 1 or 2, characterized in that the control device (14) is made in the form of a structure with rotary traverses, and at least one traverse (6, 7) is made in the form of a rotary traverse, which is rotatably held in one of the traverse boxes (16, 17 , 18), and on which at least one butt tie (8, 9, 10) is supported with the possibility of displacement and rotation relative to the rotary beam (6, 7). 8. The connecting structure according to claim 6, characterized in that in addition to the rotary traverse (6, 7), a control traverse (5) is provided that runs parallel to at least one rail (2) under at least one butt tie (8, 9 , 10) and designed to regulate the position of butt sleepers (butt sleepers) (8, 9, 10). 9. The connecting structure according to claim 8, characterized in that the control beam (5) is connected to at least one butt tie (8, 9, 10) without the possibility of shear and maintaining a gap so that it does not possibly perceived vertical compressive loads from butt sleepers or butt sleepers (8, 9, 10). 10. The connecting structure according to any one of paragraphs. 1, 2, 8, 9, characterized in that at least one butt tie (8, 9, 10) is attached by means of a traction clamp (23) to the control beam (5) so that the butt tie (8, 9, 10 ) was pressed to the control beam (5). 11. The connecting structure according to any one of paragraphs. 1, 2, 8, 9, characterized in that the traverses (5, 6, 7) are supported by supporting parts (24) with a ball joint, in particular tangential supports located in the traverse box (15, 16, 17, 18) . 12. The connecting structure according to any one of paragraphs. 1, 2, 8, 9, characterized in that at least one butt tie (8) under normal operating conditions is held with the possibility of rotation, but without the possibility of displacement only on one of the traverses (5, 6, 7), preferably on control traverse (5) design with rotary traverses. 13. The connecting structure according to any one of paragraphs. 1, 2, 8, 9, characterized in that at least one more butt tie (9, 10) is held under normal operating conditions with the possibility of rotation and displacement on one of the traverses (5, 6, 7), preferably on the control traverse (5) designs with rotary traverses. 14. The connecting structure according to any one of paragraphs. 1, 2, 8, 9, characterized in that the connecting structure supports two rails (2), and two rotary traverses (6, 7) are located in the connecting structure (1) so that they are mounted below the corresponding rail ( 2) and at an angle to the longitudinal axis of the connecting structure (1), in particular, in such a way that the rotary traverses (6, 7) in plan intersect the rails (2) approximately in the center of the joint (3). 15. The connecting structure according to claim 14, characterized in that between the two rotary traverses (6, 7) there is a control traverse (5) passing along the longitudinal axis of the connecting structure (1). 16. The connecting structure according to any one of paragraphs. 1, 2, 8, 9, 15, characterized in that the connecting structure contains an even number of butt sleepers (8, 9), but not less than two, with at least one of these butt sleepers (8) located near the center of the joint , fixed without the possibility of displacement at least on one of the traverses, and the remaining (remaining) butt tie (butt ties) (9) is fixed (fixed) on the traverses (5, 6, 7) with the possibility of displacement along the longitudinal axis of the traverse. 17. The connecting structure according to any one of paragraphs. 1, 2, 8, 9, 15, characterized in that the connecting structure contains an odd number of butt sleepers (8, 9, 10), but not less than three, and at least one sleeper (8) of these butt sleepers is located in the middle the traverse (5) or in the center of the joint and fixed there without the possibility of displacement, and the remaining butt ties (9, 10) are fixed on the traverse (5, 6, 7) with the possibility of displacement along the longitudinal axis of the traverse. 18. The connecting structure according to any one of paragraphs. 1, 2, 8, 9, 15, characterized in that on the traverse box (18) and / or traverse boxes (15, 16, 17) of the corresponding side of the junction, there is an extreme sleeper (11, 12) which, in in turn, contains at least one rail mount (13), and the rail (2) has the ability to be displaced along its longitudinal axis relative to the extreme sleepers (11, 12). 19. The connecting structure according to any one of paragraphs. 1, 2, 8, 9, 15, characterized in that between the sleepers (8, 9, 10, 11, 12) there are flexible sealing profiles (26), sealing the joint (3). 20. The connecting structure according to any one of paragraphs. 1, 2, 8, 9, 15, characterized in that the connecting structure (1) is made in the form of a fully assembled node, which can be installed as a whole on a railway bridge (4). 21. A railway bridge (4) containing a junction (3) between two elements (21, 22) that are movable relative to each other, and a path containing at least one rail (2) is located above the junction (3), characterized in that railway bridge (4) in the area of the junction (3) is the connecting structure (1) according to any one of paragraphs. 1-20, and the traverse boxes (15, 16, 17, 18) of the connecting structure (1) are mounted on the structural elements (21, 22 and 31, 32, 33) of the bridge (4) forming the joint (3), and preferably embedded in them. 22. The railway bridge according to claim 21, characterized in that the railway bridge (4) contains a technological channel in the area of the joint (3) overlapped by the connecting structure (1), which has a size that enables maintenance and / or repair work on the connecting structures (1) from the lower side without overlapping adjacent tracks and, preferably, a rail track supported by the connecting structure (1). 23. The railway bridge according to claim 21 or 22, characterized in that the bending stiffness of the connecting structure (1) in the longitudinal direction is designed so that during torsion and / or displacement of the elements (21, 22 and 31, 32, 33) of the railway bridge ( 4), forming the joint (3), the vertical displacement of the rail support points at the butt ties (8, 9, 10) and / or extreme sleepers (11, 12) arising during their operation led to the appearance of tensile forces not exceeding 20 kN.

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