[go: up one dir, main page]
More Web Proxy on the site http://driver.im/

EP1740771A1 - Device for adjusting a track structure and switches - Google Patents

Device for adjusting a track structure and switches

Info

Publication number
EP1740771A1
EP1740771A1 EP04730245A EP04730245A EP1740771A1 EP 1740771 A1 EP1740771 A1 EP 1740771A1 EP 04730245 A EP04730245 A EP 04730245A EP 04730245 A EP04730245 A EP 04730245A EP 1740771 A1 EP1740771 A1 EP 1740771A1
Authority
EP
European Patent Office
Prior art keywords
rail
adjusting
respect
supporting
track
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP04730245A
Other languages
German (de)
French (fr)
Other versions
EP1740771B1 (en
Inventor
Marko Pohlmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Deutsche Gleis und Tiefbau GmbH
Original Assignee
Deutsche Gleis und Tiefbau GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Deutsche Gleis und Tiefbau GmbH filed Critical Deutsche Gleis und Tiefbau GmbH
Priority to PL04730245T priority Critical patent/PL1740771T3/en
Publication of EP1740771A1 publication Critical patent/EP1740771A1/en
Application granted granted Critical
Publication of EP1740771B1 publication Critical patent/EP1740771B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E01B1/004—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with prefabricated elements embedded in fresh concrete or asphalt
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/06—Height or lateral adjustment means or positioning means for slabs, sleepers or rails

Definitions

  • the invention relates to a device for adjusting the position of a rail or a rail comprising at least one rail with respect to a supporting substructure.
  • ballastless systems have proven to be advantageous for certain applications and operating conditions in recent decades.
  • a large range of different technical solutions was produced and evaluated in terms of their suitability for use in practical operation.
  • systems in which the support points for receiving the rails already in prefabricated pre-fabricated prefabricated concrete precast slabs are integrated eg fixed track of the type "Bögl”
  • DE 102 36 535 proposes a support tube divisible at the height of the upper edge of the carriageway slab by means of a desired separation point.
  • components remain in the near-surface area of the deck slab, which may develop as potential sources of damage in the subsequent period of operation.
  • Further disadvantages can be seen in the fact that adjustment and support take place in the region of the threshold, whereas the actual measurement takes place at the top of the rail. Due to the spatial offset between the measuring and adjustment location, the adjustment is more difficult and more complex.
  • regulatory portals are used, which are supported on the support layer and raise the rails of the track grating medium rail pliers and align.
  • the regulatory gantries must be frictionally connected to the ground by means of screwing or dowelling and straddle the designed track grid.
  • a large number of extremely bulky regulatory portals have to be installed on a section of a track grid to be adjusted. Due to their dimensions, these gantries can not be moved manually, but require the use of additional lifting and transport means for handling the gantries. Due to the complex construction, these devices also bind a lot of capital. With efforts of several hundred meters a day, a large number of these capital-intensive portals must be procured and stored. In switch areas, these portals can not be used because they can no longer span the width dimensions of the track grid occurring there due to their construction. Likewise, no use in areas of limited space environments is possible, such as in tunnels or in trough structures.
  • DE 199 23 329 A similar device is known from DE 199 23 329, which likewise comprises the entire width of the track grid spanning portals. Also in this solution, rail grabs are used, which, however, deviating from the known from DE 101 31 655 solution from the portal down to reach under the rails. The disadvantages known from DE 101 31 655 fully apply to this device as well.
  • a third known, developed by the company "Pfleiderer” solution variant (see company publication “Rheda 2000” Pfleiderer AG, Neu hypocalc / Upper Palatinate, April 2003 / A01 / 0280879/1 / 04.03) finally provides the use of spindle brackets, which at fixed intervals along the longitudinal axis of the rail - usually in every third sleeper - be mounted on both rails of the track.
  • Such a spindle bracket essentially comprises a rail foot force and form-fitting under cross base plate.
  • a vertically oriented threaded bolt is guided through a threaded bore of the base plate and supported in a blind hole in the support layer of the fixed track.
  • the base plate While the vertical spindle remains stationary under the mass of the track grid at the point of contact with the support layer, the base plate carries out the change in length of the rail. This leads to uncontrollable deformations in the adjusting devices, which is not only unusable thereby, but also can not be removed from the concrete slab plate with bent vertical spindles.
  • the invention has for its object to provide a device for adjusting the position of a rail or a rail comprising at least one rail with respect to a supporting base, which allows an efficient and easy adjustment even in the fürhöhungs Kunststoffe of track curves.
  • the adjustment should be independent of any changes in length of the rails and thus in the case of strong changes in length again easily disassembled from the concrete deck slab.
  • the device should have a low mass, so that production and transport of the device can be designed as inexpensively as possible.
  • the measuring and adjusting locations should be arranged as close as possible to each other.
  • the device consists of at least one fixing element (2) acting directly on the rail (1), which can be fixed by means of least one about an axis parallel to the longitudinal axis of the rail (1) axis tiltable connecting element (3) supported on the supporting surface.
  • the invention advantageously proposes, by means of a tiltable connecting element, always to provide an adjustment system which is also horizontally and vertically aligned in absolute spatial coordinates. In this way, the specified setpoints can be set efficiently and quickly without disturbing interactions.
  • the inventive concept provides that the or each tiltable about an axis to the longitudinal axis of the rail (1) parallel connecting element (3) with at least one adjustable adjusting element (5) for horizontal adjustment of the rail and / or at least one adjustable adjusting element ( 7) is connected for vertically adjusting the rail with respect to the supporting ground.
  • each adjusting element (5) for horizontal adjustment of the rail a perpendicular to the rail longitudinal axis slidable carriage (4) which receives the tiltable connecting element (3) drives.
  • the invention proposes that the carriage (4) is supported in a vertical direction with respect to the supporting surface on at least one between at least two adjusting elements (7) for vertical adjustment of the rail guided base plate (6).
  • the base plate forms a plane along which the carriage and thus also mounted on this carriage rail can be moved at right angles to the rail longitudinal axis.
  • the or each adjusting element for vertical adjustment of the rail is designed in the form of a spindle rod (7), which is non-positively and / or positively connected to the supporting ground.
  • a useful complement to the inventive concept provides that the or each adjusting element for vertical adjustment of the rail by means of a device for preventing a caused by the rotation of the spindle rod (7) lateral emigration on the supporting surface is supported. This may be a walk protection in the execution of a grained sheet, wherein the rounded tip of the vertical spindle is seated in the grain. In the case of a more developed slope, the use of a provided with a welded sheet metal washer is provided. On drilling work on the support layer as well as welding work on the reinforcement layer can thus also be dispensed with in an advantageous manner.
  • the or each tiltable connecting element (3) is designed in the form of a curved bearing bar, which is mounted in a fork-shaped recess of the carriage (4).
  • the or each fixing element (2) has a free relative mobility between rail and fixing element in the rail longitudinal direction.
  • the adjusting device is decoupled from thermally induced changes in length of the rail.
  • An advantageous embodiment of the invention in this context provides that the or each fixing element (2) as a foot of the rail (1) form-fitting embracing rail plate is executed. This can be done for example in the form of a U-shaped running rail plate.
  • FIG. 1 shows a sectional view of the device according to the invention
  • Figure 2 is a plan view of the inventive device (without rail and bearing bar);
  • the track grid itself is constructed in a manner known per se from rails of the type UIC 60 (1) and sleepers of the type B 355. In the - viewed in the rail longitudinal direction - center of every third sleeper compartment an inventive adjustment is now applied to the underside of the rail foot.
  • a pre-assembled base plate (6) is introduced into the free space between the rail and the base layer.
  • the pre-assembly of the base plate can already be done decoupled in time as a preparatory measure for the actual work on the track grid.
  • the device according to the invention is thus always "in the water.”
  • the fine adjustment can be made via the spindle nuts (10) or the spindle screw (7)
  • the vertical spindles can be unscrewed from the carriageway slab at a defined curing time. the, with which the derivation of the force exerted by the track grid weight on the carriageway plate passes.
  • the base plate, together with the horizontal spindle, the sliding carriage and the track plate in the transverse direction of the track is pulled out through the intermediate space still remaining between the rail lower edge underneath the upper edge of the track plate.
  • the holes left behind by the vertical spindles in the deck slab are filled and smoothed.
  • the components of the Wandertikes remain as lost parts in the surface of the interior of the carriageway slab.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Road Paving Structures (AREA)
  • Soil Working Implements (AREA)
  • Railway Tracks (AREA)
  • Signal Processing Not Specific To The Method Of Recording And Reproducing (AREA)

Abstract

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

Description

Vorrichtung zur Justierung eines Gleisrostes und WeichenDevice for adjusting a track grate and points
Die Erfindung betrifft eine Vorrichtung zur Justierung der Lage einer Schiene oder eines mindestens eine Schiene umfassenden Gleisrostes in Bezug auf einen tragenden Unterbau.The invention relates to a device for adjusting the position of a rail or a rail comprising at least one rail with respect to a supporting substructure.
Auf dem Gebiet des Oberbaus für spurgebundene Schienenverkehrssysteme haben sich in den vergangenen Jahrzehnten schotterlose Systeme für bestimmte Anwendungen und Einsatzbedingungen als vorteilhaft erwiesen. Dabei wurde im Zuge der vielfältigen Entwicklungsaktivitäten eine grosse Palette unterschiedlicher technischer Lösungsansätze hervorgebracht und hinsichtlich ihrer Einsatztauglichkeit im praktischen Betrieb bewertet. Neben Systemen, bei denen die Stützpunkte zur Aufnahme der Schienen bereits in fabrikmässig vorproduzierte Beton-Fertigteilplatten integriert sind (z.B. feste Fahrbahn der Bauart „Bögl"), haben sich vor allem Systeme herauskristallisiert, bei denen ein aus Schienen, Oberbau-Befestigungsmaterial und Schwellen bestehender Gleisrost mittels eines vor Ort eingebrachten Vergussstoffes - üblicherweise Ortbeton oder Asphalt - fixiert wird (z.B. feste Fahrbahn der Bauart „Rheda"). Als besondere Schwierigkeit hat sich bei diesen Ortbeton-Systemen die Justierung des Gleisrostes auf dem tragenden Unterbau vor Einbringen des Vergussstoffes erwiesen. Der Gleisrost muss während dieses Einbring-Vorganges in seiner horizontalen und vertikalen Ausrichtung lagestabil gehalten werden. Spätere Lagekorrekturen an dem eingegossenen Gleisrost sind - wenn überhaupt - nur mit extrem hohem technischem und finanziellem Aufwand möglich. Die Korrektur- bzw. Ausgleichsmöglichkeiten hinsichtlich der Gleislage sind bei festen Fahrbahnen äusserst gering. In manchen Fällen verbleiben nur Abriss und Neubau.In the field of rail track superstructure systems, ballastless systems have proven to be advantageous for certain applications and operating conditions in recent decades. In the course of the diverse development activities, a large range of different technical solutions was produced and evaluated in terms of their suitability for use in practical operation. In addition to systems in which the support points for receiving the rails already in prefabricated pre-fabricated prefabricated concrete precast slabs are integrated (eg fixed track of the type "Bögl"), have emerged mainly systems that one of rails, superstructure mounting hardware and sleepers existing Track grating is fixed by means of a locally applied Vergussstoffes - usually in-situ concrete or asphalt - (eg fixed track of the type "Rheda"). As a particular difficulty in these cast-in-situ systems, the adjustment of the track grid on the supporting substructure has proved before introducing the Vergussstoffes. The track grid must be kept stable in position during this introduction process in its horizontal and vertical orientation. Later positional corrections to the cast rail grid are possible - if at all - only with extremely high technical and financial effort. The correction or compensation options with regard to the track position are extremely low on fixed carriageways. In some cases, only demolition and new construction remain.
Aus dem Stand der Technik sind für die Regulierung eines gemäß der oben erwähnten Bauart „Rheda" ausgeführten Gleisrostes verschiedene Varianten bekannt:From the prior art, various variants are known for the regulation of a track grate designed in accordance with the "Rheda" type mentioned above:
DE 102 36 535 offenbart ein Verfahren, bei der das zu regulierende Gleisrost zunächst auf der Bewehrungslage der im Anschluss an den Regulierungsvorgang mit Ortbeton herzustellenden Fahrbahnplatte ausgelegt und mittels vertikaler Spindeln grob auf die erforderliche Höhe gebracht wird. Diese Spindeln greifen in Gewindebleche ein, die im Bereich etwa jeder dritten Schwelle in die Bewehrungslage eingeschweisst sind. Zur Ausrichtung des Gleisrostes in Querrichtung wird in die Tragschicht der festen Fahrbahn in der Gleisachse und etwa auf der in Gleislängsrichtung gemessenen Position einer jeden Vertikalspindel ein aus dieser Tragschicht herausragendes Stützrohr eingebaut. Auf diese Stützrohre werden jeweils Regulierungstraversen aufgesteckt. Diese Regulierungstraversen weisen horizontal ausgerichtete und mittels einer Getriebekurbel ein- und ausfahrbare Greifer auf, die den Schwellen-Betonkörper kontaktieren und diesen quer zur Gleislängsachse verschieben können. Die durch das Stützrohr im Untergrund fest verankerte Traverse übt also auf die Schwelle Druck aus und verschiebt somit die komplette Schwelle und damit den gesamten Gleisrost quer zur Gleisachse. Als besonders nachteilig hat sich bei diesem Verfahren der hohe Arbeitsaufwand für das Herstellen des als Fixierung dienenden Stützrohres herausgestellt: in die Tragschicht müssen Sacklöcher eingebracht und ausgeblasen werden, die Stützrohre müssen mit Mörtel vergossen werden. Ausserdem müssen zahlreiche Gewindebleche (für die Vertikalspindeln) sowie Gabelbleche (für die Fixierung der Stützrohre) in die Bewehrungsla- ge eingeschweisst werden. Schliesslich stellt sich auch die Problematik, was mit den einbetonierten Stützrohren nach Herstellung der Fahrbahnplatte geschehen soll. DE 102 36 535 schlägt hierzu ein auf Höhe der Oberkante der Fahrbahnplatte mittels einer Soll-Trennstelle teilbares Stützrohr vor. Jedenfalls verbleiben Bauteile im oberflächennahen Bereich der Fahrbahnplatte, die sich in der nachfolgenden Periode des Be- triebseinsatzes als Störgrößen zu potentiellen Quellen für Schäden entwickeln können. Weitere Nachteile sind darin zu sehen, dass Justierung und Stützung im Bereich der Schwelle erfolgen, die eigentliche Messung hingegen an der Schienenoberkante erfolgt. Durch den räumlichen Versatz zwischen Mess- und Justageort gestaltet sich die Justierung schwieriger und aufwändiger. Speziell im Bereich von Überhöhungen in Gleiskur- ven beeinflussen sich die horizontalen beziehungsweise vertikalen Justiervorgänge gegenseitig, da ein Justieren der Höhenlage stets und zwangsläufig ein Auswandern der Seitenlage mit sich bringt (und umgekehrt). Das Einstellen der in planen (ebenen) Koordinaten angegebenen Sollwerte wird dadurch sehr erschwert und erfordert mehrfache, reversierende Justiervorgänge, die je nach Erfahrung des Bedieners zu einer Ab- folge von erfolglosen Versuchen führen können. Das qualitativ erreichbare Ergebnis leidet jedenfalls bei diesem Verfahrensansatz zur Justierung erheblich. Es darf an dieser Stelle auch nicht verschwiegen werden, dass dieses Verfahren sehr personalintensiv ist, da für die räumlich weit auseinanderliegenden Bedienorte (Vertikal-Achse, Hori- zontal-Achse, Meß-Ort) drei Bedienkräfte erforderlich sind. Eine andere Möglichkeit zur Lageregulierung des Gleisrostes ist aus DE 101 31 655 bekannt. Hierbei werden Regulierungsportale eingesetzt, die sich auf der Tragschicht abstützen und die Schienen des Gleisrostes mittel Schienenkopfzangen anheben und ausrichten. Die Regulierungsportale müssen kraftschlüssig mittels Verschraubung oder Dübelung mit dem Untergrund verbunden werden und überspannen den ausgelegten Gleisrost. Dies hat zur Folge, dass auf einem Abschnitt eines einzujustierenden Gleisrostes eine grosse Anzahl von äusserst sperrigen Regulierungsportalen installiert werden müssen. Auf Grund ihrer Abmessungen können diese Portale nicht manuell bewegt werden, sondern machen den Einsatz zusätzlicher Hebe- und Transportmittel zum Handling der Portale erforderlich. Auf Grund der aufwändigen Konstruktion binden diese Vorrichtungen zusätzlich sehr viel Kapital. Bei anzustrebenden Arbeitsleistungen von mehreren hundert Metern täglich muss eine grosse Anzahl dieser kapitalintensiven Portale beschafft und bevorratet werden. In Weichenbereichen sind diese Portale nicht einsetzbar, da sie konstruktionsbedingt die dort auftretenden Breitenabmessungen des Gleisrostes nicht mehr überspannen können. Ebenso ist kein Einsatz in Bereichen räumlich begrenzter Umgebungen möglich, wie beispielsweise in Tunnels oder in Trogbauwerken.DE 102 36 535 discloses a method in which the track grid to be regulated is first laid out on the reinforcement layer of the roadway slab to be produced after the regulation process with in-situ concrete and roughly brought to the required height by means of vertical spindles. These spindles engage in threaded plates, which are welded in the area about every third threshold in the reinforcement layer. to Orientation of the track grid in the transverse direction is installed in the support layer of the fixed track in the track axis and approximately on the measured in the longitudinal direction of track position of each vertical spindle out of this support layer support tube. In each case regulating trusses are attached to these support tubes. These regulation trusses have horizontally oriented and extendable by means of a gear crank gripper, which can contact the threshold concrete body and move it across the track longitudinal axis. The fixed by the support tube in the ground Traverse thus exerts pressure on the threshold and thus shifts the entire threshold and thus the entire track grid transversely to the track axis. Particularly disadvantageous in this method, the high workload for the production of serving as a fixation support tube has been found: in the support layer blind holes must be introduced and blown out, the support tubes must be potted with mortar. In addition, numerous threaded plates (for the vertical spindles) and fork plates (for fixing the support tubes) must be welded into the reinforcement layer. Finally, there is also the problem of what should happen to the cast-in support tubes after production of the deck slab. For this purpose, DE 102 36 535 proposes a support tube divisible at the height of the upper edge of the carriageway slab by means of a desired separation point. In any case, components remain in the near-surface area of the deck slab, which may develop as potential sources of damage in the subsequent period of operation. Further disadvantages can be seen in the fact that adjustment and support take place in the region of the threshold, whereas the actual measurement takes place at the top of the rail. Due to the spatial offset between the measuring and adjustment location, the adjustment is more difficult and more complex. Especially in the area of elevations in track curves, the horizontal or vertical adjustment processes influence one another, since an adjustment of the altitude always and inevitably results in an emigration of the lateral position (and vice versa). The setting of the setpoint values given in plane coordinates is thereby made very difficult and requires multiple, reversing adjustment processes which, depending on the experience of the operator, can lead to a succession of unsuccessful attempts. The qualitatively achievable result suffers at least considerably in this process approach for the adjustment. It must not be concealed at this point that this procedure is very labor-intensive, since three operating forces are required for the widely spaced operating locations (vertical axis, horizontal axis, measuring location). Another possibility for the position regulation of the track grid is known from DE 101 31 655. Here, regulatory portals are used, which are supported on the support layer and raise the rails of the track grating medium rail pliers and align. The regulatory gantries must be frictionally connected to the ground by means of screwing or dowelling and straddle the designed track grid. As a result, a large number of extremely bulky regulatory portals have to be installed on a section of a track grid to be adjusted. Due to their dimensions, these gantries can not be moved manually, but require the use of additional lifting and transport means for handling the gantries. Due to the complex construction, these devices also bind a lot of capital. With efforts of several hundred meters a day, a large number of these capital-intensive portals must be procured and stored. In switch areas, these portals can not be used because they can no longer span the width dimensions of the track grid occurring there due to their construction. Likewise, no use in areas of limited space environments is possible, such as in tunnels or in trough structures.
Eine ähnliche Vorrichtung ist aus DE 199 23 329 bekannt, welche ebenfalls die ge- samte Breite des Gleisrostes überspannende Portale umfasst. Auch bei dieser Lösung kommen Schienengreifer zum Einsatz, die jedoch abweichend von der aus DE 101 31 655 bekannten Lösung vom Portal aus nach unten unter die Schienen greifen. Die aus der DE 101 31 655 bekannten Nachteile treffen vollumfänglich auch für diese Vorrichtung zu.A similar device is known from DE 199 23 329, which likewise comprises the entire width of the track grid spanning portals. Also in this solution, rail grabs are used, which, however, deviating from the known from DE 101 31 655 solution from the portal down to reach under the rails. The disadvantages known from DE 101 31 655 fully apply to this device as well.
Eine dritte bekannte, von der Firma „Pfleiderer" entwickelte Lösungsvariante (siehe Firmenschrift „Rheda 2000" der Pfleiderer AG, Neumarkt / Oberpfalz, April 2003 / A01 / 0280879 / 1 / 04.03) sieht schliesslich die Verwendung von Spindelkonsolen vor, welche in festen Abständen entlang der Schienenlängsachse - üblicherweise in jedem dritten Schwellenfach - an beide Schienen des Gleisrostes montiert werden. Eine derartige Spindelkonsole umfasst im wesentlichen eine den Schienenfuss kraft- und formschlüssig untergreifende Grundplatte. Ein vertikal orientierter Gewindebolzen ist durch eine Gewindebohrung der Grundplatte geführt und in einem Sackloch in der Tragschicht der festen Fahrbahn abgestützt. Nachteilig wirkt sich hierbei aus, dass bei Justiervorgängen in Kurvenbereichen dieses Lösungsprinzip die bekannten Probleme hinsichtlich der gegenseitigen Beeinflussung von horizontalen und vertikalen Justiervorgängen nicht überwinden kann. Auch mit dieser Vorrichtung bringt ein Justieren der Höhenlage in den Überhöhungsbereichen von Gleiskurven stets und zwangsläufig ein Auswandern der Seitenlage mit sich (und umgekehrt). Das Einstellen der in planen (ebenen) Koordinaten angegebenen Sollwerte wird dadurch sehr erschwert und erfordert mehrfache, reversierende Justiervorgänge, die je nach Erfahrung des Bedieners zu einer Abfolge von erfolglosen Versuchen führen können. Dies wiederum beeinflusst das qualitativ erreichbare Ergebnis der Justierung negativ. Weiterhin ist bei dieser Vorrichtung negativ zu werten, dass die feste Fixierung des Schienenfusses an der Grundplatte dazu führt, dass die Justiervorrichtung die durch thermische Ausdehnung der Schienen bewirkten Längenänderungen des Gleisrostes nicht ausgleichen kann. Während die vertikale Spindel unter der Masse des Gleisrostes ortsfest am Kontaktort mit der Tragschicht verharrt, vollzieht die Grundplatte die Längenänderung der Schiene mit. Dadurch kommt es zu unkontrollierbaren Verformungen in der Justiervorrichtungen, die dadurch nicht nur unbrauchbar wird, sondern bei verbogenen Vertikalspindeln auch nicht mehr aus der betonierten Fahrbahnplatte ausgebaut werden kann.A third known, developed by the company "Pfleiderer" solution variant (see company publication "Rheda 2000" Pfleiderer AG, Neumarkt / Upper Palatinate, April 2003 / A01 / 0280879/1 / 04.03) finally provides the use of spindle brackets, which at fixed intervals along the longitudinal axis of the rail - usually in every third sleeper - be mounted on both rails of the track. Such a spindle bracket essentially comprises a rail foot force and form-fitting under cross base plate. A vertically oriented threaded bolt is guided through a threaded bore of the base plate and supported in a blind hole in the support layer of the fixed track. The disadvantage here is that when adjusting in curves this solution principle known problems in terms of mutual interference of horizontal and vertical adjustments can not overcome. Even with this device, an adjustment of the altitude in the Überhöhungsbereiche of track curves always and inevitably an emigration of the lateral position with it (and vice versa). Adjusting the setpoints given in plan (plane) coordinates is thereby made very difficult and requires multiple reversing adjustments which, depending on the experience of the operator, may lead to a succession of unsuccessful attempts. This, in turn, adversely affects the qualitatively achievable result of the adjustment. Furthermore, in this device to evaluate negative that the fixed fixation of the rail foot on the base plate causes the adjustment device can not compensate for the caused by thermal expansion of the rails length changes of the track grid. While the vertical spindle remains stationary under the mass of the track grid at the point of contact with the support layer, the base plate carries out the change in length of the rail. This leads to uncontrollable deformations in the adjusting devices, which is not only unusable thereby, but also can not be removed from the concrete slab plate with bent vertical spindles.
Zur Behebung dieses Problems wäre ein zeitiges Lösen dieser Fixierschrauben naheliegend. Dies führt jedoch auch nicht zum Erfolg, da die Grundplatten bedingt durch ihr Eigengewicht und die einseitige Abstützung mittels der einen vertikalen Spindel am Schienenfuss unkontrolliert verkanten und somit dennoch die Längsausdehnung der Schiene nachvollziehen.To remedy this problem, an early release of these fixing screws would be obvious. However, this does not lead to success because the base plates due to their own weight and the one-sided support by means of a vertical spindle on the rail foot tilt uncontrollably and thus still understand the longitudinal extent of the rail.
Der Erfindung liegt die Aufgabe zugrunde, eine Vorrichtung zur Justierung der Lage einer Schiene oder eines mindestens eine Schiene umfassenden Gleisrostes in Bezug auf einen tragenden Unterbau bereitzustellen, welche ein effizientes und einfaches Justieren auch in den Überhöhungsbereichen von Gleiskurven ermöglicht. Zusätzlich soll die Justiervorrichtung unabhängig von eventuellen Längenänderungen der Schienen und somit auch im Falle starker Längenänderungen wieder leicht aus der betonierten Fahrbahnplatte demontierbar sein. Zusätzlich soll die Vorrichtung eine geringe Masse aufweisen, damit Herstellung und Transport der Vorrichtung möglichst kostengünstig gestaltet werden können. Zur Reduzierung des Personalaufwandes sollen zugleich Mess- und Justierort möglichst nahe zueinander angeordnet sein.The invention has for its object to provide a device for adjusting the position of a rail or a rail comprising at least one rail with respect to a supporting base, which allows an efficient and easy adjustment even in the Überhöhungsbereiche of track curves. In addition, the adjustment should be independent of any changes in length of the rails and thus in the case of strong changes in length again easily disassembled from the concrete deck slab. In addition, the device should have a low mass, so that production and transport of the device can be designed as inexpensively as possible. In order to reduce personnel expenses, the measuring and adjusting locations should be arranged as close as possible to each other.
Diese Aufgabe wird in Verbindung mit dem Oberbegriff des Patentanspruches 1 erfin- dungsgemäss dadurch gelöst, dass die Vorrichtung aus mindestens einem unmittelbar an der Schiene (1) angreifenden Fixierelement (2) besteht, welches sich mittels min- destens eines um eine zur Längsachse der Schiene (1) parallele Achse kippbaren Verbindungselementes (3) auf dem tragenden Untergrund abstützt. Dies bedeutet eine Abkehr vom bislang verfolgten Ansatz der starren Kopplung der Justierachsen an die Querneigung von Tragschicht beziehungsweise Schwelle (wie bei der Gleisregulierung mittels Traversen beziehungsweise Einbauportalen, oben geschilderte Varianten 1 und 2 des Standes der Technik) oder Schiene (wie bei der Gleisregulierung mittels Spindelkonsole, oben erläuterte Variante 3 des Standes der Technik). Die Erfindung schlägt in vorteilhafter Weise vor, mittels eines kippbaren Verbindungselementes stets ein auch in absoluten Raumkoordinaten horizontal und vertikal ausgerichtetes Justiersystem be- reitszustellen. Auf diese Weise können die vorgegebenen Sollwerte ohne störende Wechselwirkungen effizient und zügig eingestellt werden.This object is achieved according to the invention in connection with the preamble of patent claim 1 in that the device consists of at least one fixing element (2) acting directly on the rail (1), which can be fixed by means of least one about an axis parallel to the longitudinal axis of the rail (1) axis tiltable connecting element (3) supported on the supporting surface. This means a departure from the hitherto pursued approach of the rigid coupling of Justierachsen on the bank of support layer or threshold (as in the track regulation by means of traverses or installation portals, above-described variants 1 and 2 of the prior art) or rail (as in the track regulation by means of spindle console , discussed above variant 3 of the prior art). The invention advantageously proposes, by means of a tiltable connecting element, always to provide an adjustment system which is also horizontally and vertically aligned in absolute spatial coordinates. In this way, the specified setpoints can be set efficiently and quickly without disturbing interactions.
Ergänzend sieht das erfinderische Konzept vor, dass das oder jedes um eine zur Längsachse der Schiene (1 ) parallele Achse kippbare Verbindungselement (3) mit min- destens einem verstellbaren Justierelement (5) zum horizontalen Einrichten der Schiene und / oder mindestens einem verstellbaren Justierelement (7) zum vertikalen Einrichten der Schiene in Bezug auf den tragenden Untergrund verbunden ist. In bevorzugter Weise kommen zwei vertikale Justierelemente zum Einsatz. Auf diese Weise kann das an der Schiene anliegende Fixierelement sicher und ohne Verkanten gegen die Schwerkraft gehalten werden. Durch die so erzielte bessere Verteilung des Gewichtes auf zwei Spindeln wird auch die Gefahr der Durchbiegung der Vertikalspindeln verringert.In addition, the inventive concept provides that the or each tiltable about an axis to the longitudinal axis of the rail (1) parallel connecting element (3) with at least one adjustable adjusting element (5) for horizontal adjustment of the rail and / or at least one adjustable adjusting element ( 7) is connected for vertically adjusting the rail with respect to the supporting ground. Preferably, two vertical adjustment elements are used. In this way, the voltage applied to the rail fixing can be kept safe and without tilting against gravity. The thus achieved better distribution of the weight on two spindles and the risk of deflection of the vertical spindles is reduced.
Desweiteren ist vorgesehen, dass das oder jedes Justierelement (5) zum horizontalen Einrichten der Schiene einen rechtwinklig zur Schienen-Längsachse verschiebbaren Schlitten (4), der das kippbare Verbindungselement (3) aufnimmt, antreibt.Furthermore, it is provided that the or each adjusting element (5) for horizontal adjustment of the rail a perpendicular to the rail longitudinal axis slidable carriage (4) which receives the tiltable connecting element (3) drives.
Zweckmässigerweise schlägt die Erfindung vor, dass sich der Schlitten (4) in einer in Bezug auf den tragenden Untergrund vertikalen Richtung auf mindestens einer zwi- sehen mindestens zwei Justierelementen (7) zum vertikalen Einrichten der Schiene geführten Grundplatte (6) abstützt. Die Grundplatte bildet eine Ebene, entlang der der Schlitten und damit auch die auf diesem Schlitten gelagerte Schiene im rechten Winkel zur Schienenlängsachse bewegt werden kann.Conveniently, the invention proposes that the carriage (4) is supported in a vertical direction with respect to the supporting surface on at least one between at least two adjusting elements (7) for vertical adjustment of the rail guided base plate (6). The base plate forms a plane along which the carriage and thus also mounted on this carriage rail can be moved at right angles to the rail longitudinal axis.
In diesem Zusammenhang ist es sinnvoll, wenn die oder jede Grundplatte (6) Aufnahmevorrichtungen (11) für die Justierelemente (5) zum horizontalen Einrichten der Schiene sowie Aufnahmevorrichtungen (8) für die Justierelemente (7) zum vertikalen Einrichten der Schiene aufweist.In this context, it makes sense if the or each base plate (6) receiving devices (11) for the adjusting elements (5) for horizontal adjustment of Rail and receiving devices (8) for the adjusting elements (7) for vertical adjustment of the rail has.
Das oder jedes Justierelement zum vertikalen Einrichten der Schiene ist in Form einer Spindelstange (7) ausgeführt, die kraft- und / oder formschlüssig mit dem tragenden Untergrund verbunden ist. Eine sinnvolle Ergänzung des erfinderischen Grundkonzeptes sieht hierbei vor, dass sich das oder jedes Justierelement zum vertikalen Einrichten der Schiene mittels einer Vorrichtung zum Verhindern eines durch die Drehung der Spindelstange (7) verursachten seitlichen Auswanderns auf dem tragenden Untergrund abstützt. Hierbei kann es sich um einen Wanderschutz in der Ausführung eines gekörnten Bleches handeln, wobei die gerundete Spitze der Vertikalspindel in der Körnung aufsitzt. Im Falle einer stärker ausgebildeten Neigung ist die Verwendung einer mit einem aufgeschweissten Blech versehenen Unterlegscheibe vorgesehen. Auf Bohrarbeiten an der Tragschicht sowie auf Schweissarbeiten an der Bewehrungslage kann somit ebenfalls in vorteilhafter Weise verzichtet werden.The or each adjusting element for vertical adjustment of the rail is designed in the form of a spindle rod (7), which is non-positively and / or positively connected to the supporting ground. A useful complement to the inventive concept provides that the or each adjusting element for vertical adjustment of the rail by means of a device for preventing a caused by the rotation of the spindle rod (7) lateral emigration on the supporting surface is supported. This may be a walk protection in the execution of a grained sheet, wherein the rounded tip of the vertical spindle is seated in the grain. In the case of a more developed slope, the use of a provided with a welded sheet metal washer is provided. On drilling work on the support layer as well as welding work on the reinforcement layer can thus also be dispensed with in an advantageous manner.
In zweckmässiger Weise ist das oder jedes kippbare Verbindungselement (3) in Form eines gewölbten Lagerbalkens ausgeführt, der in einer gabelförmigen Ausnehmung des Schlittens (4) gelagert ist.Conveniently, the or each tiltable connecting element (3) is designed in the form of a curved bearing bar, which is mounted in a fork-shaped recess of the carriage (4).
Gemäss einer weiteren vorteilhaften Ergänzung des erfinderischen Gedankens weist das oder jedes Fixierelement (2) eine freie Relativbeweglichkeit zwischen Schiene und Fixierelement in Schienenlängsrichtung auf. Somit kann errreicht werden, dass die Justiervorrichtung von thermisch bedingten Längenänderungen der Schiene entkoppelt wird. Somit besteht auch nicht mehr die Gefahr des Verbiegens von Justiervorrichtungen, die bei heisser Witterung im räumlichen Bereich der Schienenenden zum Einsatz kommen.According to a further advantageous supplement to the inventive idea, the or each fixing element (2) has a free relative mobility between rail and fixing element in the rail longitudinal direction. Thus, it can be achieved that the adjusting device is decoupled from thermally induced changes in length of the rail. Thus, there is no longer the risk of bending adjusting devices that are used in hot weather in the spatial area of the rail ends.
Eine vorteilhafte Ausbildung der Erfindung sieht in diesem Zusammenhang vor, dass das oder jedes Fixierelement (2) als eine den Fuß der Schiene (1) formschlüssig umgreifende Schienenplatte ausgeführt ist. Dies kann beispielsweise in Form einer U- förmig ausgeführten Schienenplatte erfolgen.An advantageous embodiment of the invention in this context provides that the or each fixing element (2) as a foot of the rail (1) form-fitting embracing rail plate is executed. This can be done for example in the form of a U-shaped running rail plate.
Der Erfindungsgedanke wird in nachfolgenden Figuren verdeutlicht. Es zeigen: Figur 1 Schnittansicht der erfindungsgemässen Vorrichtung; Schnittrichtung quer zur Schienenlängsachse Figur 2 Draufsicht auf die erfindungsgemässe Vorrichtung (ohne Schiene und Lagerbalken); Schnittansicht A - A zu Figur 2 Figur 3 Schiene und Lagerbalken in Seiten- und SchnittansichtThe inventive concept is illustrated in the following figures. FIG. 1 shows a sectional view of the device according to the invention; Cutting direction transverse to the rail longitudinal axis Figure 2 is a plan view of the inventive device (without rail and bearing bar); Sectional view A - A to Figure 2 Figure 3 rail and bearing bar in side and sectional view
Anhand dieser Figuren lässt sich folgendes Ausführungsbeispiel nachvollziehen: Der jochweise angelieferte bzw. vor Ort montierte Gleisrost ist zu Beginn des erfin- dungsgemässen Justierverfahrens auf der HGT (HGT = hydraulisch gebundene Tragschicht) abgelegt. Der Gleisrost selbst ist in an sich bekannter Weise aus Schienen vom Typ UIC 60 (1) und Schwellen vom Typ B 355 aufgebaut. In die - in Schienenlängsrichtung gesehene - Mitte eines jeden dritten Schwellenfaches wird nun eine erfindungsgemässe Justiervorrichtung an die Unterseite des Schienenfusses angelegt. Hierbei wird eine fertig vormontierte Grundplatte (6) in den freien Raum zwischen Schiene und Tragschicht eingebracht. Die Vormontage der Grundplatte kann bereits zeitlich entkoppelt als Vorbereitungsmassnahme für die eigentliche Arbeit am Gleisrost erledigt werden. Diese umfasst das Herstellen einer Schweißverbindung zwischen der Grundplatte (2) und dem Lagerbalken (3), das Einschrauben der horizontalen Spindel (5) in die Führungsbuchsen (11 ) der Grundplatte und in den Verschiebeschlitten (4), sowie das Einpassen des Lagerbalkens in die gabelförmige Aufnahmevorrichtung des Verschiebeschlittens.The following exemplary embodiment can be understood on the basis of these figures: The track grid delivered on site or mounted on site is deposited on the HGT (HGT = hydraulically bound support layer) at the beginning of the adjustment method according to the invention. The track grid itself is constructed in a manner known per se from rails of the type UIC 60 (1) and sleepers of the type B 355. In the - viewed in the rail longitudinal direction - center of every third sleeper compartment an inventive adjustment is now applied to the underside of the rail foot. In this case, a pre-assembled base plate (6) is introduced into the free space between the rail and the base layer. The pre-assembly of the base plate can already be done decoupled in time as a preparatory measure for the actual work on the track grid. This involves establishing a welded connection between the base plate (2) and the bearing bar (3), screwing the horizontal spindle (5) into the guide bushings (11) of the base plate and into the displacement slide (4), and fitting the bearing bar in the fork-shaped receiving device of the sliding carriage.
Während diese Teil-Vorrichtung von unten gegen den Schienenfuß gehalten wird, werden zugleich die beiden vertikalen Spindeln (7) in die dafür vorgesehenen Gewindemuttern (8) der Grundplatte eingedreht und bis zum Kontakt mit der Tragschicht nach unten gespindelt. In den Kontaktbereich zwischen Tragschicht und Spindelspitzen wer- den in diesem Zusammenhang jeweils ein zusätzlicher Wanderschutz in Form eines gekörnten Unterlegbleches eingelegt. Damit wird verhindert, dass die Vertikalspindeln im Bereich von quergeneigten Tragschichten (Überhöhungsbereich einer Gleiskurve) beim Justieren durch ihre eigene Drehbewegung seitlich auswandern. Im Bereich von Überhöhungen kann nun die Justiervorrichtung unter Nutzung des La- gerbalkens in Bezug auf absolute Raumkoordinaten horizontal bzw. vertikal ausgerichtet werden. Die erfindungsgemässe Vorrichtung befindet sich also unabhängig von den Neigungsverhältnissen der Tragschicht stets „im Wasser". Sobald diese Ausrichtung erfolgt ist, kann über die Spindelmuttern (10) beziehungsweise die Spindelschraube (7) die Feinjustierung vorgenommen werden. Nach dem Herstellen der Fahrbahnplatte mit , Ortbeton können zu einem definierten Aushärtezeitpunkt die vertikalen Spindeln aus der Fahrbahnplatte herausgedreht wer- den, womit die Ableitung der vom Gleisrost ausgeübten Gewichtskraft auf die Fahrbahnplatte übergeht. Anschliessend wird die Grundplatte nebst Horizontalspindel, Verschiebeschlitten und Gleisplatte in Gleisquerrichtung durch den noch zwischen Schie- nenunterkante unter der Oberkante der Fahrbahnplatte verbleibenden Zwischenraum herausgezogen. Mittels eines speziellen Verfüllmörtels werden die von den vertikalen Spindeln in der Fahrbahnplatte zurückgelassenen Löcher verfüllt und geglättet. Die Bauteile des Wanderschutzes verbleiben als verlorene Teile im oberflächenfernen Inneren der Fahrbahnplatte.While this sub-device is held from below against the rail foot, at the same time the two vertical spindles (7) are screwed into the designated threaded nuts (8) of the base plate and spindles down to contact with the support layer. In the contact area between the base layer and the spindle tips, in this context, in each case, an additional hiking protection in the form of a grained shim is inserted. This prevents the vertical spindles from migrating laterally in the region of cross-inclined support layers (overhanging area of a track curve) during adjustment due to their own rotational movement. In the area of elevations, the adjustment device can now be aligned horizontally or vertically using the bearing beam with respect to absolute spatial coordinates. Irrespective of the inclination conditions of the support layer, the device according to the invention is thus always "in the water." Once this alignment has taken place, the fine adjustment can be made via the spindle nuts (10) or the spindle screw (7) The vertical spindles can be unscrewed from the carriageway slab at a defined curing time. the, with which the derivation of the force exerted by the track grid weight on the carriageway plate passes. Subsequently, the base plate, together with the horizontal spindle, the sliding carriage and the track plate in the transverse direction of the track, is pulled out through the intermediate space still remaining between the rail lower edge underneath the upper edge of the track plate. Using a special filling mortar, the holes left behind by the vertical spindles in the deck slab are filled and smoothed. The components of the Wanderschutzes remain as lost parts in the surface of the interior of the carriageway slab.
Bezugszeichenliste:LIST OF REFERENCE NUMBERS
1 Schienenprofil UIC 601 rail profile UIC 60
2 Schienenplatte 3 gewölbter Lagerbalken2 rail plate 3 arched bearing beams
4 Verschiebeschlitten4 sliding carriages
5 Spindel zur horizontalen Justierung und Arretierung5 spindle for horizontal adjustment and locking
6 Grundplatte6 base plate
7 Spindelschraube zur vertikalen Justierung und Arretierung 8 angeschweisste Gewindemutter7 Spindle screw for vertical adjustment and locking 8 welded threaded nut
9 Trapezgewinde9 trapezoidal threads
10 Spindelmutter zur horizontalen Justierung und Arretierung10 Spindle nut for horizontal adjustment and locking
11 Führungsbuchse11 guide bush
12 Gewindefutter am Verschiebeschlitten 13 Bohrung für Spindelschraube zur vertikalen Justierung und Arretierung 12 Threaded chuck on slide carriage 13 Hole for spindle screw for vertical adjustment and locking

Claims

Patentartsprüche Patentartsprüche
1. Vorrichtung zur Justierung der Lage einer Schiene oder eines mindestens eine Schiene umfassenden Gleisrostes in Bezug auf einen tragenden Unterbau, dadurch gekennzeichnet, dass die Vorrichtung aus mindestens einem unmittelbar an der Schiene (1) angrei- feηden Fixierelement (2) besteht, welches sich mittels mindestens eines um eine zur Längsachse der Schiene (1) parallele Achse kippbaren Verbindungselementes (3) auf dem tragenden Untergrund abstützt.1. A device for adjusting the position of a rail or a rail comprising at least one rail with respect to a supporting substructure, characterized in that the device consists of at least one directly on the rail (1) fe fi ed fixing element (2), which by means of at least one about an axis parallel to the longitudinal axis of the rail (1) axis tiltable connecting element (3) supported on the supporting surface.
2. Vorrichtung zur Justierung der Lage einer Schiene oder eines mindestens eine Schiene umfassenden Gleisrostes in Bezug auf einen tragenden Unterbau nach Anspruch 1 , dadurch gekennzeichnet, dass das oder jedes um eine zur Längsachse der Schiene (1 ) parallele Achse kippbare Verbindungselement (3) mit mindestens einem verstellbaren Justierelement (5) zum horizontalen Einrichten der Schiene und / oder mindestens einem verstellbaren Justierelement (7) zum vertikalen Einrichten der Schiene in Bezug auf den tragenden Untergrund verbunden ist.2. A device for adjusting the position of a rail or a rail comprising at least one rail with respect to a supporting substructure according to claim 1, characterized in that the or each about a longitudinal axis of the rail (1) parallel axis tiltable connecting element (3) at least one adjustable adjusting element (5) for horizontal adjustment of the rail and / or at least one adjustable adjusting element (7) is connected for vertical adjustment of the rail with respect to the supporting ground.
3. Vorrichtung zur Justierung der Lage einer Schiene oder eines mindestens eine Schiene umfassenden Gleisrostes in Bezug auf einen tragenden Unterbau nach mindestens einem der Ansprüche 1 bis 2, dadurch gekennzeichnet, dass das oder jedes Justierelement (5) zum horizontalen Einrichten der Schiene einen rechtwinklig zur Schienen-Längsachse verschiebbaren ;Schlitten (4), der das kippbare Verbindungselement (3) aufnimmt, antreibt.3. A device for adjusting the position of a rail or a rail comprising at least one rail with respect to a supporting substructure according to at least one of claims 1 to 2, characterized in that the or each adjusting element (5) for horizontal adjustment of the rail at right angles to Rail longitudinal axis displaceable, carriage (4), which receives the tiltable connecting element (3) drives.
4. Vorrichtung zur Justierung der Lage einer Schiene oder eines mindestens eine Schiene umfassenden Gleisrostes in Bezug auf einen tragenden Unterbau nach mindestens einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass sich der Schlitten (4) in einer in Bezug auf den tragenden Untergrund vertikalen Richtung auf mindestens einer zwischen mindestens zwei Justierelementen (7) zum vertikalen Einrichten der Schiene geführten Grundplatte (6) abstützt. 4. A device for adjusting the position of a rail or a rail comprising at least one rail with respect to a supporting substructure according to at least one of claims 1 to 3, characterized in that the carriage (4) in a vertical with respect to the supporting ground Direction to at least one guided between at least two adjusting elements (7) for vertical adjustment of the rail base plate (6).
5. Vorrichtung zur Justierung der Lage einer Schiene oder eines mindestens eine Schiene umfassenden Gleisrostes in Bezug auf einen tragenden Unterbau nach Anspruch 4, dadurch gekennzeichnet, dass die oder jede Grundplatte (6) Aufnahmevorrichtungen (11 ) für die Justierelemente (5) zum horizontalen Einrichten der Schiene sowie Aufnahmevorrichtungen (8) für die Justierelemente (7) zum vertikalen Einrichten der Schiene aufweist.Device for adjusting the position of a rail or track rail comprising at least one rail in relation to a supporting substructure according to claim 4, characterized in that the or each base plate (6) accommodates fixtures (11) for the horizontal alignment the rail and receiving devices (8) for the adjusting elements (7) for vertical adjustment of the rail.
6. Vorrichtung zur Justierung der Lage einer Schiene oder eines mindestens eine Schiene umfassenden Gleisrostes in Bezug auf einen tragenden Unterbau nach mindestens einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass das oder jedes Justierelement zum vertikalen Einrichten der Schiene in Form einer Spindelstange (7) ausgeführt ist, die kraft- und / oder formschlüssig mit dem tragenden Untergrund verbunden ist.6. Device for adjusting the position of a rail or a rail comprising at least one rail with respect to a supporting substructure according to at least one of claims 1 to 5, characterized in that the or each adjusting element for vertical adjustment of the rail in the form of a spindle rod (7 ) is executed, which is non-positively and / or positively connected to the supporting ground.
7. Vorrichtung zur Justierung der Lage einer Schiene oder eines mindestens eine Schiene umfassenden Gleisrostes in Bezug auf einen tragenden Unterbau nach Anspruch 6, dadurch gekennzeichnet, dass sich das oder jedes Justierelement zum vertikalen Einrichten der Schiene mittels einer Vorrichtung zum Verhindern eines durch die Drehung der Spindelstange (7) verursachten seitlichen Auswanderns auf dem tragenden Untergrund abstützt.A device for adjusting the position of a rail or track rail comprising at least one rail with respect to a supporting substructure according to claim 6, characterized in that the or each adjusting element for vertical adjustment of the rail by means of a device for preventing by the rotation of Spindle rod (7) caused lateral emigration supported on the supporting ground.
8. Vorrichtung zur Justierung der Lage einer Schiene oder eines mindestens eine Schiene umfassenden Gleisrostes in Bezug auf einen tragenden Unterbau nach mindestens einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass das oder jedes kippbare Verbindungselement (3) in Form eines gewölbten Lagerbalkens ausgeführt ist.8. A device for adjusting the position of a rail or a rail comprising at least one rail with respect to a supporting substructure according to at least one of claims 1 to 7, characterized in that the or each tiltable connecting element (3) is designed in the form of a curved bearing beam ,
9. Vorrichtung zur Justierung der Lage einer Schiene oder eines mindestens eine Schiene umfassenden Gleisrostes in Bezug auf einen tragenden Unterbau nach Anspruch 8, dadurch gekennzeichnet, dass der Lagerbalken in einer gabelförmigen Ausnehmung des Schlittens (4) gelagert ist.9. A device for adjusting the position of a rail or a rail comprising at least one rail in relation to a supporting substructure according to claim 8, characterized in that the bearing bar in a fork-shaped recess of the carriage (4) is mounted.
10. Vorrichtung zur Justierung der Lage einer Schiene oder eines mindestens eine Schiene umfassenden Gleisrostes in Bezug auf einen tragenden Unterbau nach mindestens einem der Ansprüche 1 bis 9, dadurch gekennzeichnet, dass das oder jedes Fixierelement (2) eine freie Relativbeweglichkeit zwischen Schiene und Fixierelement in Schienenlängsrichtung aufweist.10. A device for adjusting the position of a rail or a rail comprising at least one track with respect to a supporting substructure according to at least one of claims 1 to 9, characterized in that the or each fixing element (2) has a free relative mobility between rail and fixing element in the rail longitudinal direction.
11. Vorrichtung zur Justierung der Lage einer Schiene oder eines mindestens eine Schiene umfassenden Gleisrostes in Bezug auf einen tragenden Unterbau nach mindestens einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, dass das oder jedes Fixierelement (2) als eine den Fuß der Schiene (1 ) formschlüssig umgreifende Schienenplatte ausgeführt ist. 11. A device for adjusting the position of a rail or a rail comprising at least one rail with respect to a supporting substructure according to at least one of claims 1 to 10, characterized in that the or each fixing element (2) as a foot of the rail (1 ) is executed form-fitting embracing rail plate.
EP04730245A 2004-04-29 2004-04-29 Device for adjusting a track structure and switches Expired - Lifetime EP1740771B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL04730245T PL1740771T3 (en) 2004-04-29 2004-04-29 Device for adjusting a track structure and switches

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2004/004557 WO2005116338A1 (en) 2004-04-29 2004-04-29 Device for adjusting a track structure and switches

Publications (2)

Publication Number Publication Date
EP1740771A1 true EP1740771A1 (en) 2007-01-10
EP1740771B1 EP1740771B1 (en) 2008-04-16

Family

ID=34957567

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04730245A Expired - Lifetime EP1740771B1 (en) 2004-04-29 2004-04-29 Device for adjusting a track structure and switches

Country Status (7)

Country Link
US (1) US20070176013A1 (en)
EP (1) EP1740771B1 (en)
AT (1) ATE392506T1 (en)
CA (1) CA2564931C (en)
DE (1) DE502004006871D1 (en)
PL (1) PL1740771T3 (en)
WO (1) WO2005116338A1 (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013030723A1 (en) 2011-08-26 2013-03-07 Rte Technologie Gmbh Lifting and alignment system
CN103185561B (en) * 2011-12-30 2016-03-23 南车青岛四方机车车辆股份有限公司 Linear electric motors elevation carrection datum rail device and measurement method of adjustment thereof
CN104390634B (en) * 2014-11-21 2017-04-05 成都经纬科技仪器有限公司 The little jaw measurement frame of track plates and its measuring method
CN110857544B (en) * 2018-08-24 2020-12-29 中铁一局集团天津建设工程有限公司 High-speed railway safety protection structure and construction method thereof
CN112176792A (en) * 2020-09-16 2021-01-05 中铁三局集团华东建设有限公司 Intelligent fine adjustment system for ballastless track plate
CN114250655B (en) * 2021-11-23 2023-07-14 中国土木工程集团有限公司 Railway track fastening device

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004065692A1 (en) 2003-01-21 2004-08-05 Pfleiderer Infrastrukturtechnik Gmbh & Co. Kg Screw device for high-adjusting a track span

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US966465A (en) * 1908-12-14 1910-08-09 Richard Mobley Railway road-bed.
US1221714A (en) * 1916-11-11 1917-04-03 Ira S Fisher Rail-tie.
US1233140A (en) * 1917-01-27 1917-07-10 Austin F Stockwell Railway-road-bed construction.
US1231432A (en) * 1917-01-30 1917-06-26 Hector Aurelius Rugeroni Permanent way of railways.
US2337497A (en) * 1941-10-20 1943-12-21 Reddick Stewart Joseph Railroad track construction
DE2659161A1 (en) * 1976-12-28 1978-07-06 Zueblin Ag BALLLESS RAILWAY CONSTRUCTION
US5150835A (en) * 1990-10-10 1992-09-29 Akio Yamamoto Rail support adjusting and fastening device
DE19903702A1 (en) * 1999-01-30 2000-08-03 Bahnbau Wels Gmbh Wels Device for height and side alignment and / or support of the rails of a track
DE19923329C1 (en) 1999-05-21 2001-01-04 Pfleiderer Infrastrukturt Gmbh Installation device for a fixed rail track
DE10029315A1 (en) * 1999-06-18 2001-03-01 Gsg Knape Gleissanierung Gmbh Method for laying railway track uses supports below it at predetermined points which allow height of the track to be adjusted before it is fixed in place
DE20105698U1 (en) * 2001-03-31 2002-08-01 Schwarzbich, Jörg, 33615 Bielefeld Fastening device for railroad tracks
DE10131655C1 (en) 2001-06-29 2002-11-14 Pfleiderer Infrastrukturt Gmbh Track regulation portal, for rail track adjustment, has height adjustment of transverse rail fitted with track rail grippers via spindle carriers
FR2831897B1 (en) * 2001-11-07 2004-05-28 Alstom PROCESS FOR CONSTRUCTING A RAILWAY ON A CONCRETE SLAB AND PROVISIONAL SADDLE FOR THE IMPLEMENTATION OF THIS PROCESS
FR2831898B1 (en) * 2001-11-07 2004-10-01 Alstom PROCESS FOR CONSTRUCTING A RAILWAY ON A CONCRETE SLAB AND PROVISIONAL SADDLE FOR THE IMPLEMENTATION OF THIS PROCESS
DE10236535B4 (en) 2002-08-09 2004-08-05 Pfleiderer Infrastrukturtechnik Gmbh & Co. Kg Process for the production of a slab track with the traverse method on bridges and other art structures

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004065692A1 (en) 2003-01-21 2004-08-05 Pfleiderer Infrastrukturtechnik Gmbh & Co. Kg Screw device for high-adjusting a track span

Also Published As

Publication number Publication date
CA2564931C (en) 2011-05-17
US20070176013A1 (en) 2007-08-02
DE502004006871D1 (en) 2008-05-29
WO2005116338A1 (en) 2005-12-08
ATE392506T1 (en) 2008-05-15
PL1740771T3 (en) 2008-10-31
CA2564931A1 (en) 2005-12-08
EP1740771B1 (en) 2008-04-16

Similar Documents

Publication Publication Date Title
EP1585862B1 (en) Screw device for height-adjusting a track span
DE2717394C3 (en) Height and steplessly laterally adjustable spring rail fastening
DE2624212A1 (en) MOBILE MACHINE FOR CONTINUOUS LEVELING AND COMPACTION OF THE BALLBED OF A TRACK
EP0894898B1 (en) Construction method for a railway track and device for adjusting the height of the rails as well as for their temporary support
EP2286030B1 (en) Tamping machine
EP2748375B1 (en) Lifting and alignment system
EP1740771B1 (en) Device for adjusting a track structure and switches
EP1338701A1 (en) Auxilliary track
CH703366B1 (en) Temporary track panel-supporting system.
DE202004006904U1 (en) Jig for aligning rail track prior to applying ballast has a base plate with height control spindles and with a horizontal adjuster with a tilt support under the base of the rail
EP1587987B1 (en) Method for installing a pre-fabricated unit and measuring device
AT390288B (en) DEVICE AND METHOD FOR CORRECTING THE POSITION OF A TRACK STRUCTURE POSSIBLE ON A LENGTH CONCRETE TAPE
CH708551A2 (en) Orienting frame, use and method of manufacturing a track section.
DE4324329A1 (en) Track section-adjusting apparatus
WO2000044987A1 (en) Device for the height and lateral alignment and/or support of the rails of a railway track
DE102004021272A1 (en) Track position adjusting device e.g. for track system, has directly attacking fixing element of rail which has connecting element on underground which is tiltable around axle parallel to longitudinal axis of rail
DE2624416C2 (en) Mobile track tamping machine for tamping under the sleepers of a track
EP1054105A2 (en) Installation device for a fixed railway track
AT505821B1 (en) METHOD AND ARRANGEMENT FOR ORIENTING PRE-CONCRETE CONCRETE AGGREGATE PLATES AND STRUCTURE BELT ELEMENT FOR USE IN THE PROCESS AND ARRANGEMENT
DE102004019083A1 (en) Method for laying rail track on uneven ground especially in tunnels using integral alignment means which are removed after the sleepers are secured with poured concrete
DE69002580T2 (en) Track ballast tamping machine.
EP0874084A1 (en) Scaffolding for the renovation of concrete bridges
DE102009060812B4 (en) System for straightening a track of a fixed railroad track
DE19944783A1 (en) Slab track system
DE20004153U1 (en) Platform edge setting device

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20060922

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PL PT RO SE SI SK TR

17Q First examination report despatched

Effective date: 20070129

TPAC Observations filed by third parties

Free format text: ORIGINAL CODE: EPIDOSNTIPA

DAX Request for extension of the european patent (deleted)
GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

Ref country code: CH

Ref legal event code: NV

Representative=s name: RIEDERER HASLER & PARTNER PATENTANWAELTE AG

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REF Corresponds to:

Ref document number: 502004006871

Country of ref document: DE

Date of ref document: 20080529

Kind code of ref document: P

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080416

NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
BERE Be: lapsed

Owner name: DEUTSCHE GLEIS-UND TIEFBAU G.M.B.H.

Effective date: 20080430

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080716

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080416

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080917

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080727

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080416

REG Reference to a national code

Ref country code: PL

Ref legal event code: T3

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20080430

REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080416

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080416

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080416

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080416

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

EN Fr: translation not filed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080416

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080416

26N No opposition filed

Effective date: 20090119

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20080716

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20080430

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20080716

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080416

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080416

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20081017

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20080429

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080717

REG Reference to a national code

Ref country code: DE

Ref legal event code: R081

Ref document number: 502004006871

Country of ref document: DE

Owner name: DB BAHNBAU GRUPPE GMBH, DE

Free format text: FORMER OWNER: DEUTSCHE GLEIS- UND TIEFBAU GMBH, 10179 BERLIN, DE

Effective date: 20110330

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: TR

Payment date: 20080417

Year of fee payment: 5

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090227

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090429

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: AT

Payment date: 20120420

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20130423

Year of fee payment: 10

Ref country code: SE

Payment date: 20130423

Year of fee payment: 10

Ref country code: CH

Payment date: 20130423

Year of fee payment: 10

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: PL

Payment date: 20130417

Year of fee payment: 10

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502004006871

Country of ref document: DE

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

REG Reference to a national code

Ref country code: SE

Ref legal event code: EUG

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 392506

Country of ref document: AT

Kind code of ref document: T

Effective date: 20140429

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502004006871

Country of ref document: DE

Effective date: 20141101

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20141101

Ref country code: SE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20140430

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20140430

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20140430

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20140429

REG Reference to a national code

Ref country code: PL

Ref legal event code: LAPE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20140429