CA2564931C - Device for adjusting a track structure and switches - Google Patents
Device for adjusting a track structure and switches Download PDFInfo
- Publication number
- CA2564931C CA2564931C CA2564931A CA2564931A CA2564931C CA 2564931 C CA2564931 C CA 2564931C CA 2564931 A CA2564931 A CA 2564931A CA 2564931 A CA2564931 A CA 2564931A CA 2564931 C CA2564931 C CA 2564931C
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- Canada
- Prior art keywords
- base plate
- rail
- adjusting
- support beam
- relative
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Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- 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
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- 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)
- Signal Processing Not Specific To The Method Of Recording And Reproducing (AREA)
- Railway Tracks (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 that directly engages on the rail and is supported on the supporting road bed by means of at least one connecting element that can be tilted about an axis extending parallel to the longitudinal axis of the rail.
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 that directly engages on the rail and is supported on the supporting road bed by means of at least one connecting element that can be tilted about an axis extending parallel to the longitudinal axis of the rail.
Description
DEVICE FOR ADJUSTING A TRACK STRUCTURE AND SWITCHES
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 track systems for railborne vehicle traffic, ballastless systems proved advantageous in certain applications and operating conditions in the past decades. During the course of various developments activities, a broad variety of different technical approaches were proposed and evaluated with respect to their suitability for use in practical applications. In addition to systems in which the support points for receiving the rails are already integrated into prefabricated concrete parts at the factory (e.g., rigid track of the type "Bogl"), systems in which a track unit consisting of rails, track unit mounting material and crossties is fixed, in particular, by means of a casting material introduced in-situ--usually site-mixed concrete or asphalt--have also become quite popular (e.g., rigid track of the type "Rheda").
One particular problem in these site-mixed concrete systems proved to be the adjustment of the track unit on the supporting road bed before the introduction of the casting material. The track unit needs to be held such that a stable position with respect to its horizontal and vertical adjustment is ensured while the casting material is introduced. Subsequent corrections of the position of the cast-in track unit can--if at all--only be realized with extremely high technical and financial expenditures. Only very few correction or compensation options with respect to the track position are available in rigid tracks. In certain instances, the only available option is demolition and reconstruction.
Different variations for adjusting a track unit realized in accordance with the above-described type "Rheda" are known from the prior art:
DE 102 36 535 discloses a method, in which the track unit to be adjusted is initially laid out on the reinforcing layer of the track plate to be manufactured with site-mixed concrete after the adjusting process and roughly adjusted to the required height by means of vertical spindles. These spindles engage into threaded sheets that are welded into the reinforcing layer, for example, in the region of each third crosstie. In order to adjust the track unit in the transverse direction, a support tube is installed in the base layer of the rigid track in the track axis and approximately at the position of each vertical spindle measured in the longitudinal direction of the track, namely such that it protrudes from said base layer. Adjusting crossbeams are respectively attached to these support tubes. The adjusting crossbeams feature grippers that are aligned horizontally and can be extended as well as retracted by means of a crank gear, wherein said grippers contact the crosstie concrete body and are able to displace this concrete body transverse to the longitudinal track axis. Consequently, the crossbeam that is rigidly anchored in the subsoil exerts pressure upon the crossties and thusly displaces the entire crosstie and therefore the entire track unit transverse to the track axis. In this method, the high expenditure of labor for realizing the support tubes provided for fixing the crossbeams proved particularly disadvantageous: pocket holes need to be produced in the base layer and blown out, and the support tubes need to be cast in mortar.
In addition, numerous threaded sheets (for the vertical spindles) and forked sheets (for fixing the support tubes) need to be welded into the reinforcing layer.
However, no information is provided as to what happens to the support tubes encased in concrete after the manufacture of the track plate. In this respect, DE 102 36 535 proposes the utilization of a support tube that can be divided at the height of the upper edge of the track plate by means of a predetermined breaking point.
In any case, components remain in the region near the surface of the track plate and may develop from disturbance variables into potential sources of damages during the subsequent period of operation. Other disadvantages can be seen in that the adjustment and the support are realized in the region of the crossties while the actual measurement takes place on the rail surface. The spatial offset between the measuring site and the adjusting site results in a more difficult and costly adjustment. The horizontal and vertical adjusting processes influence one another, particularly in the region of banked curves, because an adjustment of the height always results in an inevitable drift of the lateral position (and vice versa) . The adjustment of the nominal values indicated in plane (two-dimensional) coordinates therefore becomes much more difficult and requires multiple reversing adjustment processes that may result in a series of unsuccessful attempts depending on the experience of the operator.
In any case, the attainable qualitative result suffers significantly in this approach to solve the adjustment problems. At this point, it also needs to be mentioned that this method is very personal-intensive because three operators are required for the sites (vertical axis, horizontal axis, measuring site) that spatially lie relatively far apart from one another.
Another option for adjusting the position of the track unit is known from DE 101 31 655. In this case, adjusting portals are used that are supported on the base layer and raise and adjust the rails of the track unit by means of rail head tongs. The adjusting portals need to be non-positively connected to the road bed by means of screws or dowels and span the exposed track unit. Consequently, a large number of extremely bulky adjusting portals need to be installed on a section of a track unit to be adjusted. Due to their dimensions, these portals cannot be moved manually, wherein additional lifting and transport means are required for handling the portals. Due to the complicated construction, these devices also tie up much additional capital. In order to achieve the desired capacity of several hundred meters per day, a large quantity of these capital-intensive portals needs to be procured and held in storage. These portals cannot be used in the region of switches because they are no longer able to span the width of the track unit at these locations due to their constructive design. These portals also cannot be used in spatially restricted surroundings, for example, in tunnels or in exit-and-entry structures.
A similar device is known from DE 199 23 329, wherein this device also comprises portals that span the entire width of the track unit. This solution also utilizes rail grippers that, in contrast to the solution known from DE 101 31 655, downwardly engage underneath the rails from the portal. The disadvantages cited in connection with DE 101 31 655 also apply to this device in their entirety.
A third known solution developed by the firm "Pfleiderer" (see company pamphlet "Rheda 2000" of Pfleiderer AG, Neumarkt / Oberpfalz, April 2003 / AOl /
0280879 / 1 / 04.03.) proposes to utilize spindle consoles only, wherein said spindle consoles are mounted on both rails of the track unit in fixed intervals along the longitudinal rail axis-usually in each third space between crossties. Such a spindle console essentially comprises a base plate that non-positively and positively engages underneath the rail base. A vertically oriented threaded bolt is guided through a threaded bore in the base plate and supported in a pocket hole in the base layer of the rigid track.
In this case, it is disadvantageous that this solution cannot solve the problems with respect to the mutual influence of horizontal and vertical adjustments when carrying out adjusting processes in curves. An adjustment of the height in the banked regions of track curves always results in an inevitable drift of the lateral position (and vice versa) . Consequently, the adjustment of the nominal values indicated in plane (two-dimensional) coordinates becomes very difficult and requires multiple reversing adjustments that can lead to a series of unsuccessful attempts depending on the experience of the operator. This in turn negatively influences the attainable qualitative result of the adjustment. Another negative aspect of this device can be seen in that the rigid fixing of the rail base on the base plate results in the adjusting device being unable to compensate the length changes of the track unit caused by the thermal expansion of the rails. The vertical spindle stationarily remains underneath the mass of the track unit at its point of contact with the base layer, but the base plate participates in the length change of the rail. This results in uncontrollable deformations in the adjusting device such that the adjusting device is not only rendered unusable, but also can no longer be removed from the concrete track plate if the vertical spindles are bent.
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 track systems for railborne vehicle traffic, ballastless systems proved advantageous in certain applications and operating conditions in the past decades. During the course of various developments activities, a broad variety of different technical approaches were proposed and evaluated with respect to their suitability for use in practical applications. In addition to systems in which the support points for receiving the rails are already integrated into prefabricated concrete parts at the factory (e.g., rigid track of the type "Bogl"), systems in which a track unit consisting of rails, track unit mounting material and crossties is fixed, in particular, by means of a casting material introduced in-situ--usually site-mixed concrete or asphalt--have also become quite popular (e.g., rigid track of the type "Rheda").
One particular problem in these site-mixed concrete systems proved to be the adjustment of the track unit on the supporting road bed before the introduction of the casting material. The track unit needs to be held such that a stable position with respect to its horizontal and vertical adjustment is ensured while the casting material is introduced. Subsequent corrections of the position of the cast-in track unit can--if at all--only be realized with extremely high technical and financial expenditures. Only very few correction or compensation options with respect to the track position are available in rigid tracks. In certain instances, the only available option is demolition and reconstruction.
Different variations for adjusting a track unit realized in accordance with the above-described type "Rheda" are known from the prior art:
DE 102 36 535 discloses a method, in which the track unit to be adjusted is initially laid out on the reinforcing layer of the track plate to be manufactured with site-mixed concrete after the adjusting process and roughly adjusted to the required height by means of vertical spindles. These spindles engage into threaded sheets that are welded into the reinforcing layer, for example, in the region of each third crosstie. In order to adjust the track unit in the transverse direction, a support tube is installed in the base layer of the rigid track in the track axis and approximately at the position of each vertical spindle measured in the longitudinal direction of the track, namely such that it protrudes from said base layer. Adjusting crossbeams are respectively attached to these support tubes. The adjusting crossbeams feature grippers that are aligned horizontally and can be extended as well as retracted by means of a crank gear, wherein said grippers contact the crosstie concrete body and are able to displace this concrete body transverse to the longitudinal track axis. Consequently, the crossbeam that is rigidly anchored in the subsoil exerts pressure upon the crossties and thusly displaces the entire crosstie and therefore the entire track unit transverse to the track axis. In this method, the high expenditure of labor for realizing the support tubes provided for fixing the crossbeams proved particularly disadvantageous: pocket holes need to be produced in the base layer and blown out, and the support tubes need to be cast in mortar.
In addition, numerous threaded sheets (for the vertical spindles) and forked sheets (for fixing the support tubes) need to be welded into the reinforcing layer.
However, no information is provided as to what happens to the support tubes encased in concrete after the manufacture of the track plate. In this respect, DE 102 36 535 proposes the utilization of a support tube that can be divided at the height of the upper edge of the track plate by means of a predetermined breaking point.
In any case, components remain in the region near the surface of the track plate and may develop from disturbance variables into potential sources of damages during the subsequent period of operation. Other disadvantages can be seen in that the adjustment and the support are realized in the region of the crossties while the actual measurement takes place on the rail surface. The spatial offset between the measuring site and the adjusting site results in a more difficult and costly adjustment. The horizontal and vertical adjusting processes influence one another, particularly in the region of banked curves, because an adjustment of the height always results in an inevitable drift of the lateral position (and vice versa) . The adjustment of the nominal values indicated in plane (two-dimensional) coordinates therefore becomes much more difficult and requires multiple reversing adjustment processes that may result in a series of unsuccessful attempts depending on the experience of the operator.
In any case, the attainable qualitative result suffers significantly in this approach to solve the adjustment problems. At this point, it also needs to be mentioned that this method is very personal-intensive because three operators are required for the sites (vertical axis, horizontal axis, measuring site) that spatially lie relatively far apart from one another.
Another option for adjusting the position of the track unit is known from DE 101 31 655. In this case, adjusting portals are used that are supported on the base layer and raise and adjust the rails of the track unit by means of rail head tongs. The adjusting portals need to be non-positively connected to the road bed by means of screws or dowels and span the exposed track unit. Consequently, a large number of extremely bulky adjusting portals need to be installed on a section of a track unit to be adjusted. Due to their dimensions, these portals cannot be moved manually, wherein additional lifting and transport means are required for handling the portals. Due to the complicated construction, these devices also tie up much additional capital. In order to achieve the desired capacity of several hundred meters per day, a large quantity of these capital-intensive portals needs to be procured and held in storage. These portals cannot be used in the region of switches because they are no longer able to span the width of the track unit at these locations due to their constructive design. These portals also cannot be used in spatially restricted surroundings, for example, in tunnels or in exit-and-entry structures.
A similar device is known from DE 199 23 329, wherein this device also comprises portals that span the entire width of the track unit. This solution also utilizes rail grippers that, in contrast to the solution known from DE 101 31 655, downwardly engage underneath the rails from the portal. The disadvantages cited in connection with DE 101 31 655 also apply to this device in their entirety.
A third known solution developed by the firm "Pfleiderer" (see company pamphlet "Rheda 2000" of Pfleiderer AG, Neumarkt / Oberpfalz, April 2003 / AOl /
0280879 / 1 / 04.03.) proposes to utilize spindle consoles only, wherein said spindle consoles are mounted on both rails of the track unit in fixed intervals along the longitudinal rail axis-usually in each third space between crossties. Such a spindle console essentially comprises a base plate that non-positively and positively engages underneath the rail base. A vertically oriented threaded bolt is guided through a threaded bore in the base plate and supported in a pocket hole in the base layer of the rigid track.
In this case, it is disadvantageous that this solution cannot solve the problems with respect to the mutual influence of horizontal and vertical adjustments when carrying out adjusting processes in curves. An adjustment of the height in the banked regions of track curves always results in an inevitable drift of the lateral position (and vice versa) . Consequently, the adjustment of the nominal values indicated in plane (two-dimensional) coordinates becomes very difficult and requires multiple reversing adjustments that can lead to a series of unsuccessful attempts depending on the experience of the operator. This in turn negatively influences the attainable qualitative result of the adjustment. Another negative aspect of this device can be seen in that the rigid fixing of the rail base on the base plate results in the adjusting device being unable to compensate the length changes of the track unit caused by the thermal expansion of the rails. The vertical spindle stationarily remains underneath the mass of the track unit at its point of contact with the base layer, but the base plate participates in the length change of the rail. This results in uncontrollable deformations in the adjusting device such that the adjusting device is not only rendered unusable, but also can no longer be removed from the concrete track plate if the vertical spindles are bent.
This problem could obviously be solved by loosening these fixing screws in a timely fashion. However, this still does not solve the problem because the base plates are able to tilt uncontrollably due to their own weight and the one-sided support on the rail base by means of a vertical spindle such that they nevertheless participate in the longitudinal expansion of the rail.
DE 199 03 702 is also known from the prior art and features a device for vertically and laterally adjusting and/or supporting the rails of a track on the base plates of a rigid track with height-adjustable support elements for each rail, wherein the support elements for the first rail and the support elements for the second rail are realized in the form of articulated columns and diagonally reinforced with a length-adjustable tension/pressure element. According to one particular embodiment, the lateral faces of the base plate of the rigid track are used as an abutment, on which a pressure element engages in order to exert a force that acts transverse to the longitudinal track axis. This pressure element engages on the outer rail base of the track unit. Apart from the relatively large quantity of individual components-that makes it impossible for one work to install the device-the major disadvantage of this device can be seen in that components of the device remain in the concrete layer of the rigid track in the form of foreign elements after the completion of the track body. Another negative effect is that a correction of the lateral adjustment always leads to a drift of the already adjusted height due to the constructive design of the device.
Consequently, the operator perceives the work performed with this device to be extremely time-consuming and nerve-racking.
The lateral position of the system is unstable after the removal of the tension/pressure brace (42) and can only be stabilized with auxiliary installations.
SUMMARY
In one aspect of the present disclosure, there is provided a device for adjusting the position of a rail or track unit comprising at least one rail with an elongate axis relative to a supporting railroad bed. The device includes at least one base member configured to engage the underside of the rail. A
support beam protrudes from the base member. The device includes a base plate configured for emplacement within a space between the railroad bed and the rail. The base plate includes a bearing surface to support the support beam. Also included is a means for tilting the base plate relative to the railroad bed about an axis parallel to the elongate axis of the rail. Additionally included are a means for adjusting the elevation of the base plate relative to the railroad bed and a means for horizontally displacing the support beam relative to the base plate for adjusting the position of the rail in a direction transverse to the elongate axis.
The means for tilting the base plate and the means for adjusting the elevation of said base plate may include spaced apart vertical supports for contacting the railroad bed. The vertical supports may be engaged to the base plate and configured for independently elevating or lowering a selected side of the base plate, thereby providing tilt to the base plate and to elevate or lower the entirety of the base plate to provide the means for adjusting the elevation of the base plate.
DE 199 03 702 is also known from the prior art and features a device for vertically and laterally adjusting and/or supporting the rails of a track on the base plates of a rigid track with height-adjustable support elements for each rail, wherein the support elements for the first rail and the support elements for the second rail are realized in the form of articulated columns and diagonally reinforced with a length-adjustable tension/pressure element. According to one particular embodiment, the lateral faces of the base plate of the rigid track are used as an abutment, on which a pressure element engages in order to exert a force that acts transverse to the longitudinal track axis. This pressure element engages on the outer rail base of the track unit. Apart from the relatively large quantity of individual components-that makes it impossible for one work to install the device-the major disadvantage of this device can be seen in that components of the device remain in the concrete layer of the rigid track in the form of foreign elements after the completion of the track body. Another negative effect is that a correction of the lateral adjustment always leads to a drift of the already adjusted height due to the constructive design of the device.
Consequently, the operator perceives the work performed with this device to be extremely time-consuming and nerve-racking.
The lateral position of the system is unstable after the removal of the tension/pressure brace (42) and can only be stabilized with auxiliary installations.
SUMMARY
In one aspect of the present disclosure, there is provided a device for adjusting the position of a rail or track unit comprising at least one rail with an elongate axis relative to a supporting railroad bed. The device includes at least one base member configured to engage the underside of the rail. A
support beam protrudes from the base member. The device includes a base plate configured for emplacement within a space between the railroad bed and the rail. The base plate includes a bearing surface to support the support beam. Also included is a means for tilting the base plate relative to the railroad bed about an axis parallel to the elongate axis of the rail. Additionally included are a means for adjusting the elevation of the base plate relative to the railroad bed and a means for horizontally displacing the support beam relative to the base plate for adjusting the position of the rail in a direction transverse to the elongate axis.
The means for tilting the base plate and the means for adjusting the elevation of said base plate may include spaced apart vertical supports for contacting the railroad bed. The vertical supports may be engaged to the base plate and configured for independently elevating or lowering a selected side of the base plate, thereby providing tilt to the base plate and to elevate or lower the entirety of the base plate to provide the means for adjusting the elevation of the base plate.
The vertical supports may be constructed of rigid supports and the base plate may be configured to travel vertically along the vertical supports.
The base plate may be defined by openings with inner screw threads for mating with outer screw threads of the vertical supports to provide the engagement of the base plate with the vertical supports. In this case, relative rotational motion between the respective screw threads causes the base plate to travel vertically to effect the tilt or elevation of the base plate.
The means for horizontally displacing the support beam may include a first contact member engaged to the base plate and movable relative to the base plate. The first contact member may be configured to contact a first side of the support beam to horizontally displace the support beam relative to the base plate.
The device may also include a second contact member opposed to the first contact member and spaced apart from the first contact member. The contact members are movable relative to the base plate. The second contact member is configured to contact a second side of the support beam opposed to the first side, to horizontally displace the support beam relative to the base plate.
The first and second contact members may be connected to each other and form a slide having a fork shaped receptacle defined by the first and second contact members.
The base plate may be defined by openings with inner screw threads for mating with outer screw threads of the vertical supports to provide the engagement of the base plate with the vertical supports. In this case, relative rotational motion between the respective screw threads causes the base plate to travel vertically to effect the tilt or elevation of the base plate.
The means for horizontally displacing the support beam may include a first contact member engaged to the base plate and movable relative to the base plate. The first contact member may be configured to contact a first side of the support beam to horizontally displace the support beam relative to the base plate.
The device may also include a second contact member opposed to the first contact member and spaced apart from the first contact member. The contact members are movable relative to the base plate. The second contact member is configured to contact a second side of the support beam opposed to the first side, to horizontally displace the support beam relative to the base plate.
The first and second contact members may be connected to each other and form a slide having a fork shaped receptacle defined by the first and second contact members.
The device may also include a horizontal spindle engaged to the slide. The spindle may be configured to horizontally displace the slide.
The horizontal spindle may be held in place above the base plate with a pair of opposed guide bushings attached to the base plate.
The invention provides a device for adjusting the position of a rail or a track unit comprising at least one rail relative to the supporting road bed, wherein said device also allows an efficient and simple adjustment in the banked regions of track curves. In addition, the adjusting device should not be affected by possible length changes of the rails and therefore can also be easily removed from the concrete track plate in case significant length changes occur. The device should furthermore have a small mass such that the manufacture and the transport of the device can be realized as cost-efficient as possible. The measuring site and the adjusting site should also be arranged as close to one another as possible in order to reduce the required personnel.
In one aspect of the disclosure, each adjusting element for horizontally adjusting the rail drives a slide that can be displaced perpendicular to the longitudinal rail axis and accommodates the tiltable connecting element.
The invention advantageously proposes that the slide is supported on at least one base plate that is guided between at least two adjusting elements for vertically adjusting the rail, namely in a vertical direction referred to the supporting road bed. The base plate forms a plane, along which the slide and therefore the rail supported on this slide can be moved perpendicular to the longitudinal rail axis.
In this context, it is sensible that the or each base plate features receptacle devices for the adjusting elements for horizontally adjusting the rail, as well as receptacle devices for the adjusting elements for vertically adjusting the rail.
The or each adjusting element for vertically adjusting the rail is realized in the form of a spindle rod that is indirectly or directly connected to the supporting road bed.
According to one practical supplement to the basic concept of the invention, the or each adjusting element for vertically adjusting the rail is supported on the supporting road bed by means of a device for preventing a lateral drift caused by the rotation of the spindle rod. This device may consist of a drift protection in the form of a granulated sheet, wherein the rounded point of the vertical spindle is seated in the granulation. In case of a more significant incline, it is proposed to utilize a washer with a sheet welded thereon.
Drilling in the base layer as well as welding on the reinforcing layer therefore can be advantageously eliminated.
The or each tiltable connecting element is advantageously realized in the form of an arced support beam that is supported in a fork-shaped recess of the slide.
According to another advantageous supplement to the inventive notion, the or each fixing element is able to carry out a free relative movement between the rail and the fixing element in the longitudinal rail direction. This makes it possible to decouple the adjusting device from thermally induced length changes of the rail. This means that the risk of bending the adjusting devices used in the vicinity of the rail ends under hot atmospheric conditions is also eliminated.
In this context, the or each fixing element of one advantageous embodiment of the invention is realized in the form of a rail plate that encompasses the base of the rail in a form-fitted fashion. This can be realized, for example, with a U-shaped rail plate.
BRIEF DESCRIPTION OF THE DRAWINGS
The object of the invention is illustrated in the enclosed figures. The figures show:
Figure 1, a section through the device according to the invention transverse to the longitudinal rail axis;
Figure 2, a top view of the device according to the invention (without rail and support beam);
Section A-A in Figure 2 Figure 3, a side view of and a section through the rail and the support beam.
It should be possible to comprehend the embodiment described below based on these figures.
The horizontal spindle may be held in place above the base plate with a pair of opposed guide bushings attached to the base plate.
The invention provides a device for adjusting the position of a rail or a track unit comprising at least one rail relative to the supporting road bed, wherein said device also allows an efficient and simple adjustment in the banked regions of track curves. In addition, the adjusting device should not be affected by possible length changes of the rails and therefore can also be easily removed from the concrete track plate in case significant length changes occur. The device should furthermore have a small mass such that the manufacture and the transport of the device can be realized as cost-efficient as possible. The measuring site and the adjusting site should also be arranged as close to one another as possible in order to reduce the required personnel.
In one aspect of the disclosure, each adjusting element for horizontally adjusting the rail drives a slide that can be displaced perpendicular to the longitudinal rail axis and accommodates the tiltable connecting element.
The invention advantageously proposes that the slide is supported on at least one base plate that is guided between at least two adjusting elements for vertically adjusting the rail, namely in a vertical direction referred to the supporting road bed. The base plate forms a plane, along which the slide and therefore the rail supported on this slide can be moved perpendicular to the longitudinal rail axis.
In this context, it is sensible that the or each base plate features receptacle devices for the adjusting elements for horizontally adjusting the rail, as well as receptacle devices for the adjusting elements for vertically adjusting the rail.
The or each adjusting element for vertically adjusting the rail is realized in the form of a spindle rod that is indirectly or directly connected to the supporting road bed.
According to one practical supplement to the basic concept of the invention, the or each adjusting element for vertically adjusting the rail is supported on the supporting road bed by means of a device for preventing a lateral drift caused by the rotation of the spindle rod. This device may consist of a drift protection in the form of a granulated sheet, wherein the rounded point of the vertical spindle is seated in the granulation. In case of a more significant incline, it is proposed to utilize a washer with a sheet welded thereon.
Drilling in the base layer as well as welding on the reinforcing layer therefore can be advantageously eliminated.
The or each tiltable connecting element is advantageously realized in the form of an arced support beam that is supported in a fork-shaped recess of the slide.
According to another advantageous supplement to the inventive notion, the or each fixing element is able to carry out a free relative movement between the rail and the fixing element in the longitudinal rail direction. This makes it possible to decouple the adjusting device from thermally induced length changes of the rail. This means that the risk of bending the adjusting devices used in the vicinity of the rail ends under hot atmospheric conditions is also eliminated.
In this context, the or each fixing element of one advantageous embodiment of the invention is realized in the form of a rail plate that encompasses the base of the rail in a form-fitted fashion. This can be realized, for example, with a U-shaped rail plate.
BRIEF DESCRIPTION OF THE DRAWINGS
The object of the invention is illustrated in the enclosed figures. The figures show:
Figure 1, a section through the device according to the invention transverse to the longitudinal rail axis;
Figure 2, a top view of the device according to the invention (without rail and support beam);
Section A-A in Figure 2 Figure 3, a side view of and a section through the rail and the support beam.
It should be possible to comprehend the embodiment described below based on these figures.
DETAILED DESCRIPTION
The track unit is delivered in spans or assembled on-site and positioned on the HGT (HGT = hydraulically bound base layer) at the beginning of the inventive adjusting method. The track unit itself is conventionally composed of rails of the type UIC 60 (1) and crossties of the type B 355. An adjusting device according to the invention is positioned on the underside of the rail base in the center (with reference to the longitudinal rail direction) of each third space between crossties. In this case, a completely pre-assembled base plate (6) is placed into the free space between the rail and the base layer. The pre-assembly of the base plate (6) can be carried out beforehand in preparation for the actual work on the track unit. It includes a welded connection produced between the base plate (6) and the support beam (3), the screwing of the horizontal spindle (5) into the receptacle devices (11) of the base plate (6) and into the slide (4), as well as the fitting of the support beam (3) into the fork-shaped receptacle device of the slide. Guide bushings may be used as the receptacle devices.
This partial device is held against the rail base from the bottom while both vertical spindles (7) are simultaneously screwed into the threaded nuts (8) of the base plate (6) provided for this purpose and then spindled down until they come in contact with the base layer. In this context, an additional drift protection in the form of a granulated backing sheet is respectively placed into the contact region between the base layer and the spindle points. This prevents the vertical spindles (7) from drifting laterally in the region of the transversely inclined base layers (banked region of a track curve) during the adjustment due to their own rotational movement.
The adjusting device can now be horizontally or vertically adjusted with respect to the absolute space coordinates in the region of banked tracks utilizing the support beam (3). The inventive device therefore is always situated "in water"
regardless of the inclination of the base layer. As soon as this adjustment is completed, the fine-adjustment can be carried out with the aid of the spindle nuts (10) and the spindle screw (7), respectively.
After manufacturing the track plate with the site-mixed concrete, the vertical spindles can be screwed out of the track plate after a defined hardening time such that the weight of the track unit is transferred to the track plate.
Subsequently, the base plate with the horizontal spindle, the slide and the track plate can be pulled out transverse to the direction of the track through the intermediate space remaining between the lower edge of the rail and the upper edge of the track plate. The holes left in the track plate by the vertical spindles are filled with a special mortar and smoothed. The components of the drift protection remain in the interior of the track plate that is situated distant from the surface as lost parts.
The track unit is delivered in spans or assembled on-site and positioned on the HGT (HGT = hydraulically bound base layer) at the beginning of the inventive adjusting method. The track unit itself is conventionally composed of rails of the type UIC 60 (1) and crossties of the type B 355. An adjusting device according to the invention is positioned on the underside of the rail base in the center (with reference to the longitudinal rail direction) of each third space between crossties. In this case, a completely pre-assembled base plate (6) is placed into the free space between the rail and the base layer. The pre-assembly of the base plate (6) can be carried out beforehand in preparation for the actual work on the track unit. It includes a welded connection produced between the base plate (6) and the support beam (3), the screwing of the horizontal spindle (5) into the receptacle devices (11) of the base plate (6) and into the slide (4), as well as the fitting of the support beam (3) into the fork-shaped receptacle device of the slide. Guide bushings may be used as the receptacle devices.
This partial device is held against the rail base from the bottom while both vertical spindles (7) are simultaneously screwed into the threaded nuts (8) of the base plate (6) provided for this purpose and then spindled down until they come in contact with the base layer. In this context, an additional drift protection in the form of a granulated backing sheet is respectively placed into the contact region between the base layer and the spindle points. This prevents the vertical spindles (7) from drifting laterally in the region of the transversely inclined base layers (banked region of a track curve) during the adjustment due to their own rotational movement.
The adjusting device can now be horizontally or vertically adjusted with respect to the absolute space coordinates in the region of banked tracks utilizing the support beam (3). The inventive device therefore is always situated "in water"
regardless of the inclination of the base layer. As soon as this adjustment is completed, the fine-adjustment can be carried out with the aid of the spindle nuts (10) and the spindle screw (7), respectively.
After manufacturing the track plate with the site-mixed concrete, the vertical spindles can be screwed out of the track plate after a defined hardening time such that the weight of the track unit is transferred to the track plate.
Subsequently, the base plate with the horizontal spindle, the slide and the track plate can be pulled out transverse to the direction of the track through the intermediate space remaining between the lower edge of the rail and the upper edge of the track plate. The holes left in the track plate by the vertical spindles are filled with a special mortar and smoothed. The components of the drift protection remain in the interior of the track plate that is situated distant from the surface as lost parts.
List of Reference Symbols 1 Rail profile UICõ60 2 Rail plate 3 Support beam 4 Slide Spindle for horizontal adjustment and interlock 6 Base plate 7 Spindle screw for vertical adjustment and interlock 8 Welded-on threaded nut 9 Trapezoidal thread Spindle nut for horizontal adjustment and interlock 11 Guide bushing 12 Threaded nut on slide 13 Bore for spindle screw for vertical adjustment and interlock
Claims (9)
1. A device for adjusting the position of a rail or a track unit comprising at least one rail relative to a supporting railroad bed, said rail having an elongate axis, said device comprising:
at least one base member configured to engage the underside of said rail;
a support beam protruding from said base member;
a base plate configured for emplacement within a space between said railroad bed and said rail, said base plate comprising a bearing surface to support said support beam;
means for tilting said base plate relative to said railroad bed about an axis parallel to said elongate axis of said rail;
means for adjusting the elevation of said base plate relative to said railroad bed; and means for horizontally displacing said support beam relative to said base plate for adjusting the position of said rail in a direction transverse to said elongate axis.
at least one base member configured to engage the underside of said rail;
a support beam protruding from said base member;
a base plate configured for emplacement within a space between said railroad bed and said rail, said base plate comprising a bearing surface to support said support beam;
means for tilting said base plate relative to said railroad bed about an axis parallel to said elongate axis of said rail;
means for adjusting the elevation of said base plate relative to said railroad bed; and means for horizontally displacing said support beam relative to said base plate for adjusting the position of said rail in a direction transverse to said elongate axis.
2. The device of claim 1 wherein said means for tilting said base plate and said means for adjusting the elevation of said base plate comprise spaced apart vertical supports for contacting said railroad bed, said vertical supports engaged to said base plate and configured for independently elevating or lowering a selected side of said base plate, thereby providing tilt to said base plate and to elevate or lower the entirety of said base plate to provide said means for adjusting said elevation of said base plate.
3. The device of claim 2 wherein said vertical supports comprise rigid supports and said base plate is configured to travel vertically along said vertical supports.
4. The device of claim 3 wherein said base plate is defined by openings with inner screw threads for mating with outer screw threads of said vertical supports to provide said engagement of said base plate with said vertical supports and wherein relative rotational motion between said respective screw threads causes said base plate to travel vertically to effect said tilt or elevation thereof.
5. The device of any one of claims 1 to 4 wherein said means for horizontally displacing said support beam comprises a first contact member engaged to said base plate and movable relative thereto, said first contact member configured to contact a first side of said support beam to horizontally displace said support beam relative to said base plate.
6. The device of claim 5 further comprising a second contact member opposed to said first contact member and spaced apart therefrom and movable relative to said base plate, said second contact member configured to contact a second side of said support beam opposed to said first side, to horizontally displace said support beam relative to said base plate.
7. The device of claim 6 wherein said first contact member and said second contact member are connected to each other and form a slide having a fork shaped receptacle defined by said first and second contact members.
8. The device of claim 7 further comprising a horizontal spindle engaged to said slide, said spindle configured to horizontally displace said slide.
9. The device of claim 8 wherein said horizontal spindle is held in place above said base plate with a pair of opposed guide bushings attached to said base plate.
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 |
|---|---|
| CA2564931A1 CA2564931A1 (en) | 2005-12-08 |
| CA2564931C true CA2564931C (en) | 2011-05-17 |
Family
ID=34957567
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2564931A Expired - Fee Related CA2564931C (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)
| 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 |
Family Cites Families (16)
| 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 Joerg | 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 |
| WO2004065692A1 (en) | 2003-01-21 | 2004-08-05 | Pfleiderer Infrastrukturtechnik Gmbh & Co. Kg | Screw device for high-adjusting a track span |
-
2004
- 2004-04-29 CA CA2564931A patent/CA2564931C/en not_active Expired - Fee Related
- 2004-04-29 EP EP04730245A patent/EP1740771B1/en not_active Expired - Lifetime
- 2004-04-29 US US11/587,280 patent/US20070176013A1/en not_active Abandoned
- 2004-04-29 DE DE502004006871T patent/DE502004006871D1/en not_active Expired - Lifetime
- 2004-04-29 WO PCT/EP2004/004557 patent/WO2005116338A1/en active IP Right Grant
- 2004-04-29 AT AT04730245T patent/ATE392506T1/en active
- 2004-04-29 PL PL04730245T patent/PL1740771T3/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| EP1740771A1 (en) | 2007-01-10 |
| PL1740771T3 (en) | 2008-10-31 |
| US20070176013A1 (en) | 2007-08-02 |
| ATE392506T1 (en) | 2008-05-15 |
| WO2005116338A1 (en) | 2005-12-08 |
| DE502004006871D1 (en) | 2008-05-29 |
| EP1740771B1 (en) | 2008-04-16 |
| CA2564931A1 (en) | 2005-12-08 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |
Effective date: 20150429 |