• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a track body transition unit (10) with a base body (25) and optionally additional additional base bodies adjoining the base body (25). The track body transition unit (10) is arranged in the rail direction of at least two rails (16) between a ballast track section (11) and a ballastless track section (12) to form a transition section. The base body (25) is arranged on a base (19) of the track body and has on its upper side (28) a first rail holding device (30), in each of which a first rail section (16a) of the existing rails (16) is held in such a way that that a rail level change in the height direction (H) or vertical direction is made possible. For this purpose, the first rail holding device (30) preferably forms a slide bearing, for example by means of an upwardly open receiving channel (31) and a bearing body which is supported in the receiving channel (31) and is connected to the first rail section (16a) of the respective rail (16) ,
    公开号:CH715209A2
    申请号:CH00938/18
    申请日:2018-07-30
    公开日:2020-01-31
    发明作者:Hanisch Martin
    申请人:Edilon Sedra Gmbh；
    IPC主号:
    专利说明:

    Description: The invention relates to a track body transition unit between a ballast track section and a ballast-free track section.
    At level crossings, bridges or the like, track bodies are usually formed by a ballast-free track section. Often, a gravel track section of the track body connects to both sides of this ballastless track section. The support of the rails in the ballastless section and in the ballast section differs from each other. Different influences in the ballast track section and in the ballast-free track section therefore occur due to external influences and the load, for example when rail vehicles drive over the track body. If the rail position changes, in particular a rail level in a height direction in the ballast track section, the ballast bed of the ballast bed is stuffed (compressed or stabilized) for maintenance of the ballast track section. Special tamping machines are used for this, which raise the rails and sleepers and compress and stabilize the ballast bed underneath. The rail level usually changes in the vertical direction. So far, tamping the ballast track with the machines provided for this purpose has only been possible up to a certain distance from the ballast-free track section, since the rails are firmly anchored in the ballast-free track section and therefore it is not possible to lift the rails and sleepers in the ballast track section up to the edge of the ballast-free track section. This makes the mechanical maintenance of the ballast bed difficult.
    Another problem are the length and position changes that differ from one another in the ballast track section and in the ballast-free track section due to environmental influences, in particular due to changing temperatures.
    In order to solve the above-mentioned problems, a track body transition unit for a track body is created according to the invention, which is arranged between a ballast track section and a ballast-free track section of the track body.
    [0005] The track body has at least two rails, so that a longitudinal section of the at least two rails extends along the track body transition unit. The track body transition unit has a base body, which can be formed in particular by a concrete body. The concrete body can be manufactured as a casting at the factory or on site. In addition to the base body, the track body transition unit can also have further separate additional base bodies which are arranged next to one another in the direction of the rail. The base body has an underside and an upper side opposite the underside. With the underside, the base body is arranged on a base outside the ballast-free track section. The subsurface is preferably the subsurface on which the ballast bed of the ballast track section is applied. The subsurface is, for example, a formation protection layer (PSS) or frost protection layer (FSS). An intermediate layer for adjusting the height of the base body can be arranged between the underside and the subsurface, which is formed, for example, by grit, in particular hard stone fine grit.
    At the top, the base body carries a first rail holding device. The first rail holding device is designed to hold or support a rail section of the rails. The first rail holding device is also set up to enable a rail level change in a height direction perpendicular to the ground. As a result, the track body transition unit creates the possibility of being able to change the rail level in the ballast track section up to the track body transition unit. The first rail holding device also enables the rails to be raised in the immediately adjacent end region of the ballast track section. This means e.g. the ballast bed can be repaired up to the track body transition unit, for example the mechanical tamping of the ballast bed. The track body transition unit has a length in the direction of the track, which ensures a sufficient distance between the first track holding device and the ballast-free track section, so that the rails can be lifted on the one hand and there is no excessive stress or damage to the track mounting in the track section without ballast.
    Preferably, the track body transition unit connects on the one hand directly to the ballast track section. The basic body and / or any additional basic body is arranged at a short distance from the ballast-free track section, which corresponds at most to a maximum permissible support distance between two immediately adjacent support points of the rail. For example, the distance can be as large as the support distance between two immediately adjacent sleepers in the ballast track section.
    The first rail holding device preferably has at least two upwardly open receptacles which are arranged on the base body. Each receiving channel is open at both ends in the direction of the rail. The rails can thus extend from the ballast track section at one end into the receiving channel and at the other end out of the receiving channel towards the ballastless track section. The receiving grooves are preferably arranged in longitudinal cutouts in the base body. Each receiving channel can receive a first rail section of the respectively assigned rail. It is advantageous if the first rail section is mounted in the respective receiving groove so as to be movable in the height direction. The first rail section is thus displaceable or inclinable or tiltable relative to the respective receiving channel in the height direction.
    [0009] In addition, the first rail section can be mounted to be movable in the direction of the rail, for example slidably mounted.
    CH 715 209 A2 It is advantageous if each first rail section arranged in a receiving channel is fastened to a slide bearing body. The plain bearing body is in particular immovably attached to the first rail section, preferably by means of an adhesive connection. The slide bearing body is arranged so as to be movable within the receiving groove in the height direction and / or the direction of the rail. The slide bearing body, together with the associated receiving groove, forms a slide bearing for the guided movement of the slide bearing body together with the first rail section. The guide is preferably designed such that the plain bearing body can be inclined about an axis extending in the transverse direction. Thus, preferably three degrees of freedom are permitted by the guide and the movement in other degrees of freedom is only permitted within the framework of the existing elasticities or guide play.
    It is preferred if the plain bearing body has a width in a transverse direction perpendicular to the direction of the rail and perpendicular to the height direction, which corresponds to the width of the receiving groove. In one embodiment, the receiving groove has a substantially rectangular cross section. In the transverse direction, the slide bearing body has two side surfaces opposite in the transverse direction, each of which abuts an inner wall of the receiving groove.
    [0012] In particular, the slide bearing body can be designed as a cast body.
    The base body can have an inclined surface on its front side facing the ballast track section at least in an inner region between the at least two rails. Starting from the ballast track section, the inclined surface slopes at an incline in the height direction, so that the height of the base body increases away from the ballast track section. In the case of freight trains in particular, parts can hang down, for example couplings. The sloping surface mitigates the impact or contact between hanging parts and the base body in order to avoid damage to the base body. Hanging parts slide along the inclined surface and are gently raised.
    In a preferred embodiment, the base body can have an overhanging projection protruding in the vertical direction in an inner region between the at least two rails. The overrun protrusion has a width in the transverse direction that decreases in the direction of the ballast track section. In a top view of the top of the base body, the overhang projection has a wedge shape in one embodiment. In the event of derailment, at least one of the wheels of a rail vehicle runs onto the overrun projection and is guided back in the direction of the associated rail during the movement along the overrun projection.
    It is also advantageous if the base body has at least one transverse groove extending in a transverse direction. The transverse trough bottom of the transverse trough is arranged in the height direction below the rails and in particular at a distance from the rail feet. The at least one transverse channel is in particular arranged closer to the ballast-free track section than to the ballast track section. The transverse trough can be set up, for example, to drain the ballast-free track section and / or provide an installation space, for example for laying lines and / or pipes and / or electrical devices.
    It is advantageous if the at least one transverse channel is partially or completely covered at least in the interior between the at least two rails and / or partially or completely filled with a water-permeable fill. This can prevent parts hanging from a train from entering the cross channel and hitting the edge or wall of a cross channel.
    In a further preferred exemplary embodiment, the first rail holding device can have a plurality of releasable rail fastenings arranged on the base body. The rail fastenings represent separate individual support points in the direction of the rail to support the rail. The rail fastenings are set up to enable level adjustment in the vertical direction. It is therefore possible to change the rail level in the section of ballast track, particularly when the ballast bed is stuffed. For this purpose, the rail fastenings can be loosened, for example, and fixed again at the changed height level after the ballast bed has been repaired. For example, shims with different thicknesses and / or in a suitable number can be used on each rail fastening. Such rail fastenings as individual bases are known per se.
    It is preferred if the first rail holding device is arranged on a first part of the base body adjacent to the ballast track section. A second rail holding device can be arranged on a second part of the base body adjacent to the ballast-free track section. The two rail holding devices can differ from one another with regard to the guidance and support of the rail. For example, the second rail holding device can be set up to absorb itself in the ballast-free track section due to external influences, for example temperature changes, resulting level changes or length changes of the rail. The second rail holding device can be arranged between two transverse channels in a preferred embodiment.
    As explained, the track body transition unit can have at least one additional base body in addition to the base body, the at least one additional base body being arranged between the base body and the ballast-free track section. With the help of the at least one additional basic body, a modular construction of the track body transition unit can be achieved. The additional base body is preferably designed as a concrete body. The at least one additional basic body has at least one third rail holding device on its upper side. The
    CH 715 209 A2 third rail holding device can be identical to or different from the first rail holding device. The second rail holding device can also be present on the additional base body in addition to the third rail holding device.
    According to the basic body, the at least one additional basic body can have at least one transverse channel, which can have the same features as were explained above in connection with the basic body. The second rail holding device can be arranged in connection with a transverse trough or between two transverse troughs on the base body or on an additional base body which directly adjoins the ballast-free track section.
    Advantageous refinements of the track body transition unit result from the dependent claims, the description and the drawings. Preferred exemplary embodiments of the invention are explained in detail below with reference to the accompanying drawings. Show it:
    1 is a schematic perspective view of an embodiment of a track body transition unit,
    2 shows an area of a track body in a schematic plan view with two ballast track sections, a ballast-free track section and two track body transition units according to the exemplary embodiment from FIG. 1,
    3 shows a side view of the track body region from FIGS. 1 and 2,
    4 shows a cross section through a receiving groove of the track body transition unit according to section line IV-IV in FIG. 2,
    5-8 each show a schematic plan view of a further exemplary embodiment of a track body transition unit and
    FIG. 9 shows a side view of the exemplary embodiment of the track body transition unit from FIG. 8.
    1 to 4, a first embodiment of a track body transition unit 10 is illustrated. The track body transition unit 10 forms a transition section of a track body between a ballast track section 11 and a ballast-free track section 12. The ballast-free track section 12 can be, for example, a level crossing, a bridge or a rail crossing. The ballast-free track section 12 can have a supporting structure 13 when embodied as a level crossing or bridge, which is shown schematically by way of example in FIG. 1. The ballast-free track section 12 can alternatively be designed to be drivable, for example if it forms a level crossing (for example FIGS. 2 and 3).
    In the ballast-free track section 12 there is a support body 14 with at least two channels or troughs 15 extending in a direction S of the rails. Each trough 15 extends completely through the support body 14 in a groove-like manner. A rail 16 of the track body is accommodated in each trough 15. In Fig. 1, the rails 16 are illustrated only schematically by their cross section. The track body has at least two rails 16 and, in the exemplary embodiment, exactly two rails 16. The two rails 16 extend from the ballast track section 11 continuously through the track body transition unit 10 into the ballast-free track section 12. It is understood that each rail 16 is formed from a plurality of rail parts abutting one another in the direction S of the rail can. The rails 16 are at a distance in a transverse direction Q at right angles to the direction of the rail course S in accordance with the track width of the track body.
    In the troughs 15, the rails 16 are fixed by means of a rail potting and immovable relative to the troughs 15 and the support body 14. The support body 14 is preferably a concrete body.
    In the ballast track section 11, the rails 16 are fastened to sleepers 17. The sleepers 17 are mounted in a ballast bed 18 which is applied to a base 19. The subsurface 19 is formed in particular by a formation protection layer PSS or frost protection layer FSS.
    The underground 19 extends in the embodiment from the ballast track section 11 at least to the ballast-free track section 12 or, depending on its design, also into the ballast-free track section 12, as illustrated by way of example in FIG. 3. The track body transition unit 10 is arranged in the transition section between the ballast track section 11 and the ballast-free track section 12 and, for example, directly adjoins the ballast-free track section 12 and the ballast track section 11.
    The track body transition unit 10 has a base body 25, which is designed as a concrete body in the embodiment. The base body 25 can be cast or manufactured on site or in the factory and arranged on the base 19. An intermediate layer 26 is preferably present between the base body 25 and the base 19. With an underside 27, the base body 25 is supported, for example, on the intermediate layer 26 and thus indirectly on the substrate 19. The intermediate layer 26 can be formed, for example, as a hard stone precious stone layer
    CH 715 209 A2 det. The intermediate layer 26 serves to adjust the position of the base body 25 in a height direction H. The height direction H is oriented perpendicular to the direction S of the rail and perpendicular to the transverse direction Q. The height direction H is, for example, perpendicular to the ground 19. The height direction H can be oriented essentially vertically.
    On the upper side 28 opposite the underside 27, the base body has a first rail holding device 30 in a first part 29 adjoining the ballast track section 11. The first rail holding device 30 is designed to support the rails 16 on the base body 25. The first rail holding device 30 is also set up to enable a rail level change in the height direction H on the track body transition unit 10 and at least in the first part 29 of the base body 25. Thus, the position of the rails 16 in the region of the first rail holding device 30 can be changed in the height direction H. This configuration of the first rail holding device 30 makes it possible to raise the rails 16 while maintaining the ballast bed 18 in the ballast track section 11 and to stuff the ballast bed up to the track body transition unit 10. Machines and processes known per se are used for this. The fact that the track body transition unit 10 allows the rails 16 to be moved in the height direction H enables the ballast bed 18 to be stuffed right up to the track body transition unit 10.
    In contrast to the track body transition unit 10, the rails 16 are fixed in the ballast track section 12 in the height direction H and cannot be positioned. Therefore, it has previously been difficult to maintain the ballast bed 18 following the ballast-free track section 12. By using the track body transition unit 10 according to the invention, a possibility is created to efficiently cram the ballast bed 18 up to the track body transition unit 10 using conventional measures. This considerably simplifies the maintenance work of a track body with ballast track sections 11 and ballastless sections 12, for example bridges or level crossings.
    The first rail holding device 30 of the track body transition unit 10 holds a first rail section 16a of the rails 16 in the region of the first part 29 of the track body. In the exemplary embodiment illustrated in FIGS. 1-4, the first rail holding device 30 has at least two upwardly open receiving grooves 31 for this purpose. The receiving grooves 31 are arranged on the base body 25 and, for example, are arranged in each case in a channel-shaped base body recess 32 or formed by a channel-shaped base body recess 32. In the exemplary embodiment, the receiving channel 31 is formed by a channel outer wall 33, a channel inner wall 34 and a channel bottom 35 which connects the channel outer wall 33 and the channel inner wall 34 to one another. The gutter outer wall 33, the gutter inner wall 34 and the gutter bottom 35 can be welded to one another or otherwise firmly connected to one another. The receiving groove 31 can also be made integrally. As an alternative to the exemplary embodiment shown, a separate channel bottom 35 can also be dispensed with and formed by the base of the basic body recess 32.
    The receiving channel 31 is preferably made of steel or a metallic alloy.
    On the gutter outer wall 33 and the gutter inner wall 34, several anchors 36 are fastened, for example by welding, which extend into the building material of the base body 25 and anchor the receiving channel 31 in the base body 25. A plurality of anchors 36 are arranged at a distance from one another and connected to the respective wall 33, 34 in the direction S of the rail. In the exemplary embodiment, the anchors have a rod-like shape with an enlarged head at the free end.
    In the embodiment, a separate receiving groove 31 is provided for receiving each rail 16. Each receiving channel 31 is open at its two ends in the direction S of the rail. As a result, the respective rail 16 can extend from the ballast track section 11 into the receiving channel 31 and at the opposite end out of the receiving channel 31 into the ballast-free track section 12. As is illustrated in particular in the cross section in FIG. 4, the gutter outer wall 33 has a greater height in the height direction H than the gutter inner wall 34. The two rails 16 delimit an inner region 37 in the transverse direction Q. The gutter inner walls 34 are arranged inside the inner region 37, while the channel outer walls 33 are arranged in the transverse direction Q outside the inner region 37 on the side facing away from the other rail 16 of a common track.
    The first rail section 16a is mounted in the respectively assigned receiving groove 31 so as to be movable in the height direction H and in particular guided in a displaceable manner. In addition, the first rail section 16a can be mounted in the receiving groove 31 so as to be displaceable in the direction S of the rail. For example, the first rail section 16a can also be inclined about an axis extending in the transverse direction, for example by setting its height at different points at different points. Movements in other degrees of freedom are prevented apart from the elasticity of the first rail holding device 30 and in particular the slide bearing body 42 and the existing slide bearing play.
    In the first exemplary embodiment illustrated here according to FIGS. 1 to 4, a slide bearing body 42 is arranged in a slidably displaceable manner in each receiving groove 31. The slide bearing body 42 is, for example, displaceable at least in the height direction H with respect to the receiving groove 31 and, according to the example, is also additionally displaceable in the direction of the rail run S. The plain bearing body 42 is supported both on the outer channel wall 33 and on the inner channel wall 34. It preferably has two oppositely arranged sides in the transverse direction Q.
    CH 715 209 A2 surfaces 43, each of which abuts the assigned channel outer wall 33 or channel inner wall 34. The side surfaces are preferably designed as flat side surfaces and aligned parallel to one another. The slide bearing body 42 is fixedly connected to the respective first rail section 16a. The plain bearing body 42 is immovable relative to the first rail section 16a.
    The plain bearing body 42 can be formed by a cast body. Empty tubes and / or a damping band 45 can be cast into the plain bearing body 42. The damping band 45 is arranged in the area between the rail foot of the first rail section 16a and the channel bottom 35. The empty tubes 44 and the damping band 45 are optional and can also be omitted.
    The width of the plain bearing body 42 corresponds, apart from a technically necessary plain bearing clearance, to the width of the receiving channel 31, that is to say the distance between the outside channel wall 33 and the inside channel wall 34 in the transverse direction Q.
    The base body 25 has within its first part 29 following the ballast track section 11 a protruding projection 48 projecting in the height direction H. The protruding projection 48 has two leading edge 49 which is arranged at a distance in the transverse direction Q and faces a first rail section 16a. The leading protrusion 48 is arranged in the inner region 37 between the two first rail sections 16a. The width of the overrun projection 48 in the transverse direction Q decreases towards the ballast track section 11. In a plan view in the height direction H, the overhang projection 48 has a wedge-shaped shape, for example.
    The overrun projection 48 serves to push or guide an axis of a rail vehicle that is no longer guided in the rails back towards the rails. A wheel running in the inner region 37 between the rails 16 comes into contact with one of the run-up edges 49 of the run-up projection 48 and is guided back in the direction of the respective rail 16 by the course of the relevant run-up edge which is oblique with respect to the direction S of the rail.
    The base body 25 has an end face 50 at the end assigned to the ballast track section 11. On the end face 50, wine inclined surface 51 is present in the inner region 37 between the rails. In the exemplary embodiment, the inclined surface 51 extends completely in the transverse direction Q between the two receptacles 31. The inclined surface 51, viewed in the rail direction S, extends inclined from the ballast track section 11 upwards at an angle to the rail direction S and at an angle to the height direction H. In the exemplary embodiment, the inclined surface 51 also forms an end face of the protrusion 48. Due to the inclination of the inclined surface 51, damage caused by hanging parts, for example parts of a coupling of a rail vehicle, on the track body transition unit 10 and in particular on the base body 25 can be avoided or minimized. If the end face were aligned at right angles to the direction S of the rail, a part hanging from a rail vehicle would hit the end face with great force. The inclined inclined surface 51 reduces the impact in the direction of travel of the rail vehicle and a hanging part can be slid along the inclined surface 51 to the top 28 of the base body 25. This can at least reduce damage to the base body 25.
    As can be seen in particular in Fig. 1, the base body 25 on its end face 50 outside of the inner region 37 in connection with a respective receiving groove 31 each has a further outer inclined surface 52, the outer inclined surfaces 52 also being inclined away from the ballast track section 11 run upwards. The outer inclined surfaces 52 and the inclined surface 51 are preferably aligned parallel to one another and can preferably extend in the same plane.
    The first part 29 of the base body 25 is limited, for example, on its side facing the ballast track section 11 by the end face 50 and at the opposite end in the direction S of the rail by a transverse groove 53. The transverse groove 53 penetrates the base body 25 completely in the transverse direction Q and has a transverse groove floor 54 which is arranged in the height direction H below the rails 16 (FIG. 3). The rails 16 span the transverse channel 53 in a self-supporting manner and are not supported on the transverse channel floor 54. The transverse channel 53 can be used, for example, for drainage and drain water laterally outwards. As illustrated in FIGS. 1 to 3, the transverse groove 53 is at a significantly greater distance from the ballast track section 11 than from the ballastless track section 12. If the transverse groove 53 is set up to drain the ballastless track section 12, it is advantageous to have the transverse groove 53 close by to be arranged on the ballastless track section 12. The transverse trough 53 can also directly form the end of the base body 25 assigned to the ballast-free track section 12.
    The transverse channel 53 can alternatively also serve as installation space for further components, for example for laying lines or pipes.
    In the inner region 37 between the two rails 16, the transverse channel 53 is at least partially or completely covered. A grating 55 is used for covering in the exemplary embodiment. The grating 55 extends in the exemplary embodiment at the level of the upper side 28 of the adjoining regions of the base body 25 and in the exemplary embodiment at the level of the upper side of the overrun projection 48. The cover or the grating 55 prevents that A hanging part of a rail vehicle falls or engages in the transverse groove 53, which can lead to damage to the rail vehicle or to the base body 25.
    CH 715 209 A2 As an alternative or in addition to the cover, the transverse channel 53 can also be at least partially filled with a water-permeable fill, for example ballast or the like. This also allows the transverse channel 53 to be used for drainage and at the same time prevents the penetration of hanging parts of rail vehicles into the transverse channel 53. The combination of a bed and the covering of the same area or different areas of the transverse channel 53 is also possible.
    As can be seen, for example, in FIG. 3, the base body can have one or more ground connections 56 in order to connect grounding cables. The grounding cable can be connected to a rail 16 or an earth connection of the support body 14.
    A further embodiment of a track body transition unit 10 is illustrated in FIG. 5. The track body transition unit 10 is essentially configured in the same way as the track body transition unit 10 described above in connection with FIGS. 1-4, so that reference can be made to the above description. In contrast to the exemplary embodiment explained so far, the base body 25 of the track body transition unit 10 has a first transverse groove 53a and a second transverse groove 53b arranged at a distance from the first transverse groove 53a in the direction S of the rail. The second transverse channel 53b is arranged on the base body 25 immediately after the end assigned to the ballast-free track section 12. In particular, the ballast-free track section 12 can be drained via the second transverse groove 53b. 5 schematically indicates that the second transverse groove 53b can be covered with a cover analogously to the first transverse groove 53a, for example with a further grating 55. Alternatively, as described above, instead of the grating 55 or the covering a bed can also be introduced into the respective transverse trough 53a, 53b.
    Between the two transverse channels 53a, 53b, the track body transition unit 10 has a second rail holding device 60 arranged on the base body 25. A second rail section 16b of each rail 16 is mounted on the base body 25 by means of the second rail holding device 60. The second rail holding device 60 can be configured differently from the first rail holding device 30. The second rail holding device 60 is arranged on a second part 61 of the base body 25 which is adjacent to the ballast-free track section 12 or is arranged adjacent thereto. In the exemplary embodiment, the first part 29 and the second part 61 of the base body 25 are separated from one another by the first transverse groove 53a. As an alternative to this, the first part 29 and the second part 61 could also adjoin one another directly in the direction S of the rail.
    The second rail holding device 60 is in particular set up to compensate for changes in length of the rails 16 in the area of the ballastless track section 12 and / or displacements of the rails 16 in the height direction H and / or dynamic deformations of the rails 16 in the ballastless track section 12. For example, the second rail holding device 60 can provide guidance of the second rail sections 16b in the rail running direction S and / or in the height direction H and support movements of the second rail sections 16b in other degrees of freedom, in particular movements in the transverse direction Q.
    As an alternative to the embodiment shown in FIG. 5, it is also possible for the track body transition unit 10 to have at least one additional basic body 62 in addition to a basic body 25. The at least one additional base body 62 is arranged between the base body 25 and the ballast-free track section 12. In the exemplary embodiment according to FIG. 6, the basic body 25 corresponds to the configuration according to FIGS. 1 to 4. According to the example, the track body transition unit 10 in the exemplary embodiment according to FIG. 6 merely has an additional basic body 62 which forms a connecting body 63. The connecting body 63 is arranged in the rail direction S directly adjacent to the ballast-free track section 12. According to the example, the base body 25 is connected on its side opposite in the direction S of the rail.
    In the exemplary embodiment, the connecting body 63 has the first transverse channel 53a and the second transverse channel 53b, as were explained above in connection with the base body 25 according to FIG. 5. In addition, the second rail holding device 60 for holding the second rail section 16b, as was explained above in connection with FIG. 5, is present on the section of the connecting body 63 between the two transverse channels 53a, 53b. The transverse channels 53a, 53b can each be covered by a grating 55 or another cover and / or at least partially filled with a bed. The covered and / or filled areas are outlined in dash-dot lines in FIG. 6. As can be seen in FIG. 6, the additional base body 62 or connection body 63 can have a longitudinal depression 64 in the inner region 37 between the rails 16, which can also be covered or filled by a cover and / or fill.
    A further embodiment of the track body transition unit 10 is illustrated in FIG. 7. In contrast to the exemplary embodiment according to FIG. 11, the track body transition unit 10 has an additional basic body 62 designed as a connecting body 63 following the ballast-free track section 12, a basic body 25 following the ballast track section 11 and in between one or more additional basic bodies 62. The additional base body 62 between the connection body 63 and the base body 25 is preferably designed without a transverse groove 53. The additional base body 62, including the connection body 63, has a receiving channel 31, analogous to the base body 25, in which a rail section of the respective rail 16 running there is mounted or held. The bearing can be designed analogously to the first rail holding device 30. In a modification of this, the rail sections of the rails 16 in question in the additional base body 62 can also be immovably fixed to the receptacle
    CH 715 209 A2 merinne 31. It is also possible to provide a third rail holding device on the additional base bodies 62, which differs from the first rail holding device 30 and / or the second rail holding device 60. However, it is preferred to construct the rail holding device on the additional base bodies 62 in an identical manner to the first rail holding device 30, with the sliding bearing body 42 optionally being able to be glued to the receiving groove 31 or being guided movably in the receiving groove 31 analogously to the first rail holding device 30.
    As in the exemplary embodiment according to FIG. 6, in the exemplary embodiment according to FIG. 7, in contrast to the exemplary embodiment shown in FIG. 5, the second rail holding device 60 is not provided on the basic body 25 but on an additional basic body 62 designed as a connecting body 63. In the embodiment according to FIG. 7, the connection body 63 is designed corresponding to the connection body 63 according to FIG. 6, so that reference can be made to the above description.
    The track body transition unit 10 can thus be constructed in a modular manner. The number of additional base bodies 62 can be varied as desired. Each track body transition unit 10 has exactly one base body 25 with a first rail holding device 30. The second rail holding device 60 adjacent to the ballast-free track section 12 can either be present in a second part 61 on the base body 25 or alternatively on an additional base body 62 designed as a connection body 63. Both the base body 25 and the connection body 63 and / or one or more additional base bodies 62 can each have one or more transverse channels 53, 53a, 53b. At least in the inner region 37, all transverse channels are preferably covered and / or filled.
    In the preferred exemplary embodiments described so far, the rails 16 are continuously supported within the track body transition unit 10, apart from the optionally provided transverse channels 53, for example by means of the bearing bodies 42 in the receiving channels 31. FIGS. 8 and 9 show an alternative design option for a base body 25, which has a plurality of separate rail fastenings 65 to form the first rail holding device 30. The rail fastenings 65 form individual support points arranged at a distance in the rail running direction S for supporting the first rail section 16a of the respective rail 16. They can be designed similarly to rail fastenings which are attached to sleepers 17.
    The rail fastenings 65 of the first rail holding device 30 are designed such that they can support the first rail section 16a at different heights above the upper side 28 of the base body 25. If the plugging of the ballast bed 18 in the ballast track section 11 results in a changed position of the rail 16 in the height direction H, this can be compensated for by the adjustability or adjustability of the rail fastenings 65. This adjustability is illustrated schematically in FIG. 9 by the dashed double arrows.
    In the embodiment shown here, a changing distance between the rail foot of the first rail section 16a and the top 28 of the base body 25 can be adjusted or compensated for by the number and / or the thickness of disks 66, as on the top 28 of the Base body 25 are arranged under the rail foot in the first rail section 16a. The disks 66 are preferably fastened to the base body 25 by a screw connection, and at the same time, the screw connection can be used by a clamping means to press the rail foot against the disk 66 and thus fasten it to the base body 25. If the ballast track section 11 is to be repaired and in particular the ballast bed 18 is to be stuffed, the fastenings or screw connections of the rail fastenings 65 of the first rail holding device 30 can be released. After the ballast bed 18 has been plugged, the distance between the base body 25 and the rail foot is compensated for by selecting a suitable thickness or a suitable number of disks 66 for each rail fastening 65, and the fastening or screwing to the base body 25 is restored.
    The invention relates to a track body transition unit 10 with a base body 25 and optionally additional, adjoining the base body 25 additional base bodies 62. The track body transition unit 10 is in the rail direction of at least two rails 16 between a ballast track section 11 and a ballast-free track section 12 to form a transition section arranged. The base body 25 is arranged on a base 19 of the track body and has on its upper side 28 a first rail holding device 30, in each of which a first rail section 16a of the existing rails 16 is held in such a way that a rail level change in the height direction H or vertical direction is made possible. For this purpose, the first rail holding device 30 preferably forms a slide bearing, for example by means of an upwardly open receiving groove 31 and a bearing body 42 which is supported in the receiving groove 31 and is connected to the first rail section 16a of the respective rail 16.
    Reference symbol list [0060]
    Track body transition unit
    Ballast track section without ballast track section
    Structure
    CH 715 209 A2
    supporting body
    trough
    Rail first rail section
    threshold
    ballast
    underground
    body
    interlayer
    bottom
    Top of the first part of the base body first rail holding device receiving channel
    Body cavity
    Gutter outside wall
    Gutter inner wall Gutter floor
    anchor
    interior
    plain bearing body
    Side surface of the plain bearing body
    Ductwork
    attenuation band
    casserole lead
    On running edge
    Front of the base body
    sloping surface
    Outside inclined surface
    Cross gutter first cross gutter second cross gutter cross gutter floor grating
    CH 715 209 A2
    Earth connection second rail holding device second part of the main body
    Additional body
    connection body
    longitudinal groove
    rail fastening
    disc
    H height direction
    S Rail direction
    Q transverse direction
    权利要求:
    Claims (17)
    [1]
    claims
    1. track body transition unit (10) for a track body with a ballast track section (11) and a ballast-free track section (12) and with at least two rails (16) which extend in a rail running direction (S), the track body transition unit (10) between the ballast track section (11) and the ballast-free track section (12) is arranged, with a base body (25) which has an underside (27) which is arranged on a subsurface (19) and which has an upper side (28) opposite the underside, on which a first rail holding device (30) is arranged, each holding a first rail section (16a) of the rails (16), and which is set up to enable a rail level change in a height direction (H).
    [2]
    2. Track body transition unit according to claim 1, characterized in that the first rail holding device (30) has at least two upwardly open receiving grooves (31) which are arranged on the base body (25), each receiving groove (31) in the rail direction (S) on both Ends is open.
    [3]
    The track body transition unit according to claim 2, characterized in that the first rail section (16a) of one of the rails (16) is arranged in each receiving channel (31).
    [4]
    4. track body transition unit according to claim 3, characterized in that each in a receiving groove (31) arranged first rail section (16a) is movably mounted in the height direction (H).
    [5]
    5. track body transition unit according to claim 3 or 4, characterized in that each in a receiving channel (31) arranged first rail section (16a) is movably mounted in the rail direction (S).
    [6]
    6. Track body transition unit according to one of claims 2 to 5, characterized in that each in a receiving channel (31) arranged first rail section (16a) is attached to a slide bearing body (42) which is movably arranged in the receiving channel (31).
    [7]
    7. track body transition unit according to claims, characterized in that the plain bearing body (42) in a transverse direction (Q) at right angles to the rail direction (S) and the height direction (H) has a width which corresponds to the width of the receiving groove (31).
    [8]
    8. track body transition unit according to claim 6 or 7, characterized in that the plain bearing body (42) is a cast body.
    [9]
    9. track body transition unit according to one of the preceding claims, characterized in that the base body (25) on its the ballast track section (11) facing end face (50) in an inner region (37) between the at least two rails (16) has an inclined surface (51) ,
    [10]
    10. track body transition unit according to one of the preceding claims, characterized in that the base body (25) in an inner region (37) between the at least two rails (16) has an upward projection (48) projecting in the vertical direction (H) and having a width in the transverse direction (Q), which decreases in the direction of the ballast track section (11).
    CH 715 209 A2
    [11]
    11. Track body transition unit according to one of the preceding claims, characterized in that the base body (25) has at least one transverse groove (53) extending in a transverse direction (Q), the transverse groove bottom (54) of which in the height direction (H) below the rails (16) lies.
    [12]
    12. Track body transition unit according to claim 11, characterized in that the at least one transverse channel (53) is at a smaller distance from the ballast-free track section (12) than from the ballast track section (11).
    [13]
    13. Track body transition unit according to claim 11 or 12, characterized in that the at least one transverse channel (53) in an inner region (37) between the at least two rails (16) is at least partially covered and / or filled with a water-permeable fill.
    [14]
    14. The track body transition unit according to one of the preceding claims, characterized in that the first rail holding device (30) has a plurality of detachable rail fastenings (65) arranged on the base body (25), which are set up to enable a level adjustment in the height direction (H).
    [15]
    15. The track body transition unit according to one of the preceding claims, characterized in that the first rail holding device (30) is arranged on a first part (29) of the base body (25) adjoining the ballast track section (11).
    [16]
    16. track body transition unit according to one of the preceding claims, characterized in that a second rail holding device (60) on a to the ballast-free track section (12) adjacent second part (61) of the base body (25) or on between the base body (25) and the additional main body (62) arranged without ballast track section (12).
    [17]
    17. Track body transition unit according to claim 16 and according to one of claims 11 to 13, characterized in that the second rail holding device (60) is arranged between two transverse channels (53a, 53b).
    CH 715 209 A2

    CH 715 209 A2

    CH 715 209 A2

    CH 715 209 A2

    CH 715 209 A2
    类似技术:
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    同族专利:
    公开号 | 公开日
    DE202018104225U1|2018-08-06|
    CH715209B1|2021-11-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    CN110670420A|2019-09-30|2020-01-10|中铁十六局集团第四工程有限公司|Underground excavation maintenance method for ballastless track subgrade of operation railway|
    法律状态:
    2020-10-15| PFA| Name/firm changed|Owner name: EDILON) (SEDRA GMBH, DE Free format text: FORMER OWNER: EDILON) (SEDRA GMBH, DE |
    优先权:
    申请号 | 申请日 | 专利标题
    DE202018104225.4U|DE202018104225U1|2018-07-23|2018-07-23|Track body transition unit|
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