DK2978897T3

DK2978897T3 - Transition construction and railway bridge with such a transitional construction

Info

Publication number: DK2978897T3
Application number: DK14713471.2T
Authority: DK
Inventors: Christian Braun
Original assignee: Maurer Soehne Eng Gmbh & Co Kg
Priority date: 2013-03-28
Filing date: 2014-03-28
Publication date: 2019-01-28
Also published as: LT2978897T; KR20150139557A; EP2978897B1; JP2016514775A; HRP20182157T1; EP2978897A1; DE102013205573A1; PL2978897T3; WO2014154850A1; PT2978897T; KR102237564B1; RU2015142446A; CY1121103T1; RS58288B1; RU2643115C2; UA116647C2; MX2015013726A; ES2703949T3; SI2978897T1; JP6074541B2

Description

TRANSITION CONSTRUCTION AND RAILWAY BRIDGE WITH SUCH A TRANSITION CONSTRUCTION

The present invention relates to a transition construction for supporting at least one rail in the area of a joint formed by components of a railway bridge and a railway bridge provided with such a transition construction.

Such transition constructions are employed in building railway bridges when the free movements, in particular the vertical movements, of the overhanging components of the railway bridge forming the joint (superstructure ends) in the joint area become so large that lifting and pushing forces in the rail’s points of support can no longer be held in acceptable limits. Such twistings appear with bridge girders from different load cases, for example when a train rolls over the bridge and the bridge girder deflects in the center. Then, the outer end of the bridge girder can twist upwards so that a height offset appears between abutment and bridge girder or between two adjacent bridge girders that results in the mentioned deformations in the rails. There are generated high transverse forces and bending moments in the rails that in an extreme case can result in a break of the rails.

Further, such constructions also serve to balance the relative longitudinal displacements at the components of the railway bridge forming the joint or superstructure ends, respectively, so that in the joint area the maximum allowable values for the distances of the rail’s points of support in the rail’s longitudinal direction are met. This also serves to protect the rails from excessive load in the area of the joint. For instance, a transition construction as known from the prior art is disclosed in CN 201 214 765 Y.

The Deutsche Bahn, up to now employs two systems. On the one hand, the “Stog” system shown in DE 198 06 566 A1, for example. Said transition construction in principle is a rigid compensating plate laid on the joint that bisects the end tangent angle at the two ends of the components of the railway bridge forming the joint and converts the vertical offset at both ends into opposite twist angles. Sleepers or rail fasteners are undisplaceably mounted on the compensating plate or supported in a floating manner. The compensating plate is held in position above the joint by means of springs.

The „Stog“ system is of disadvantage in that the compensating plate, especially when settling the components of the railway bridge forming the joint, tends to wobble. The plate is supported at four points and thus, supported statically undefined. Moreover, the compensation of a torsion of the two adjacent superstructures about the longitudinal axis due to the high plate rigidity is only possible to a small extent. If one of the supports is displaced beyond said extent the plate starts to wobble. This can have a detrimental effect on the duration of the whole transition construction and may also be of disadvantage with respect to the sound insulation. Moreover, it is a disadvantage of the “Stog” solution that the mounting of the transition construction plates, especially with a permanent way of the “road surface" type, results in more wobbling plates, in particular when they are above a seal. So, there can be downright a pumping of the permanent way plate of the road surface that then can also be found in the compensating plate attached thereto. That is, it is subjected to considerable wearing just when connecting it to the road surface.

On the other hand, the „BWG“ system is known that has been published for example in the International patent application WO 94/12729 A. The BWG system is a steel grid system in which supports are put on the sleepers next to the edge of the joint (hereinafter also referred to as edge sleepers) in parallel to the rails below which sleepers are displaceably suspended in the area of the joint. In the following, the sleepers arranged in the joint shall be referred to as joint sleepers. Then, the displaceably suspended joint sleepers in turn carry the rails. The “BWG” system is characterized in that the joint sleepers are not only suspended on the supports, but that the sleeper distances are adjusted via a control device that is also attached to the sleepers within the joint or transition construction, respectively. Here, the control device is formed as a shear construction. However, just said shear construction in practice has proved to be disadvantageous. So, in the “BWG” system there had been ruptures of the shear construction.

With the known transition constructions it is further disadvantageous that maintenance work can only be carried out from above which always results in a blockage of adjacent tracks.

Thus, it is the object of the invention to provide a transition construction for supporting at least one rail in the area of a joint of a railway bridge and a railway bridge in which wear is reduced, the maintenance and repair requirements in total are reduced and the loads regarding the rail and rail fastenings in the joint area are further reduced.

Said problem is solved with the transition construction according to claim 1 and a railway bridge according to claim 20. Suitable developments of the transition construction and the railway bridge according to the invention are described in the sub-claims.

That is, the transition construction according to the invention has at least two displaceably supported cross members for bridging the joint, at least one joint sleeper attached to the cross members for supporting the at least one rail in the area of the joint, and at least one control device for orienting the position of the joint sleeper in the transition construction. Here, the respective joint sleeper has at least one rail fastening with which the respective joint sleeper can displaceably be connected with the rail.

Here, a cross member is meant to be an oblong carrier of any cross-section. So, as the cross members double T or box-like carriers can be employed.

As the control device any devices can be used that make sure that the joint sleeper or cross members, respectively, are arranged in the joint such that a very uniform distribution of the free spaces between the joint sleepers and the edge sleepers is obtained. In other words, the control device ensures that the distances of the rail’s points of support arranged on the joint sleeper or joint sleepers, respectively, are as uniform as possible and in any case are held in the required limits. One or more springs or a shear construction or the like may serve as the control device.

According to the invention, now the cross members and the control device are arranged below the at least one joint sleeper. This is meant to be such that the cross members and the control device are below a surface formed by the edge sleepers and the at least one joint sleeper.

For that, the transition construction at least one of its lateral ends has at least one cross member box for supporting at least one end of the cross members on the edges of the joint. In this case, it is a supporting of the respective cross member only at one of the joint edges. Thus, in such a case the cross member is suitably rigidly supported or fixed at the joint edge - that is to say in the cross member box.

Alternatively, the transition construction at its two lateral ends has at least two cross member boxes for supporting both lateral ends of the cross members at the edges of the joint.

Then, via the cross member box or cross member boxes, respectively, the transition construction can be connected with the components of the railway bridge that form the joint in a load-removing manner. Here, the cross member boxes serve to anchor the transition construction and to support the cross members in the transition construction. They may be formed box-like with an opening for the cross members. Here, the term cross member boxes is to be understood very widely. So, they must not necessarily be box-like. Basically conceivable - and explicitly encompassed by the focus of these claims - should also be solutions in which the cross members are fixed or can be moved back and forth on any kind of supporting surfaces such as supporting plates, recesses in the components of the railway bridge forming the joint or the like. However, the cross members should be secured against slipping out.

That is, the approach according to the invention is that on the one hand despite the problems with the “BWG” system it is stuck to the steel grid as the basic principle for the solution according to the invention. It is just not chosen the solution meanwhile quite common in Germany according to the “Stog” system with the compensating plate that is commonly said to be indestructible. The transition construction embodied in the form of a steel grid can, with high bending strength along the longitudinal axis, specifically be realized much more torsionally weak about the longitudinal axis than the plate solution according to the “Stog” system. So, greater torsions between the components of the railway bridge forming the joint can be taken up without damaging the construction. Also, there is no rattle within the construction, for example because parts do not fit tightly.

Further, the approach according to the invention is based on the finding that it is better not to arrange the cross members and the control device above the sleepers, but below the sleepers together with the anchor points (cross member boxes) of the transition construction. This approach that so far in the railway bridge construction was not considered suitable is based on the finding that it is just not useful to realize the control device as a construction that is open at the top and not covered by the building components, as with the BWG system. So, maintenance cannot simply be carried out from above, but just with the open top embodiment by outside influences damages on the control device, but also on the load-removing elements can easily occur. Furthermore, maintenance from below has the huge advantage that adjacent tracks must not be blocked during the maintenance work.

Finally, arranging the cross members below the sleepers has the very important advantage that the forces from the sleepers or rail supports, respectively, are directly applied to the building body of the railway bridge and not indirectly via the sleepers or an adjacent permanent way plate of a road surface. That is, according to the invention the number of loaded track components, in particular of the sleepers or permanent way plates of the road surface, respectively, decreases. This reduces the maintenance susceptibility and the wear of the track.

As a development, the control device is adapted such that a distance between the sleepers is kept smaller or equal to the limiting value, in particular a limiting value of 650 mm. So it is prevented that the maximum distance of the rail supporting points is exceeded.

According to the invention, the transition construction is specifically adapted torsionally weak such that in the mounted state it can take up twistings of the components of the railway bridge forming the joint to one another about the longitudinal axis of the railway bridge or rail, respectively. That is, the construction is specifically adapted to take up torsion. In particular, the construction then should be designed torsionally weak such that it can take up in particular at least the twistings occurring in the normal use without constrains.

In one development, at least one cross member has a height varying in the longitudinal direction that preferably increases toward the center of the cross member. That is, it is a cross member formed as a fish-bellied beam that has a particularly high bending strength in the central region. So, the bending of the transition construction upon loading of the transition construction by a train rolling on the rail can be kept very small.

Here, it could be suitable if the height of at least one cross member box is smaller than the greatest height of the cross member to be taken up by it. Basically, not necessarily the whole cross member has to be adapted such that it can be slid into the cross member box. Rather, in order to achieve the advantages according to the invention it is often sufficient that the cross member can only partly be slid into the cross member box. So, it has to be entirely understood for the purposes of an acceptable compromise that, for example in a construction with several joint sleepers it is accepted that the joint sleepers cannot completely be driven together. The advantages in view of a reduction of the stresses within the rail achieved due to the higher rigidity of the cross member are much greater such that in many applications a limited movement capacity indeed can be very well tolerated.

However, here it is preferred that the control device is adapted such that an impact of the cross members on the cross member box in the normal use is prevented. So, it is ensured that the cross members or cross member boxes are not damaged. For example, this can be made by correspondingly suitable abutments or via movements limited by the control devices, respectively.

In a further development, the cross member boxes of the transition construction are only made such as high that they can be built into the components of the railway bridge each forming the joint, namely such that they are located above an optionally present seal in the components of the railway bridge forming the joint.

Here, the previously described idea becomes even better noticeable according to which by a calculated reduction in the overall height in the area of the joint edges the transition construction can be built in without major changes in the railway bridge construction as such and still the special advantages of said solution - just also with a solution with cross members of varying height - clearly become noticeable. So, there must not be made any modifications at the building to hold the load of the rail or rail fastening points, respectively, in the area of the joint small and to still obtain a very durable and low-maintenance transition construction.

This saves considerable costs. Due to the drawbacks of the transition constructions of the prior art meanwhile in the railway bridge construction there exists the tendency to completely refrain from transition constructions. So, in accordance with the recommends of some design engineers the transition constructions per se should be dropped. This is done by making the bridges in total so much stiffer that in crossing over the bridges extremely low deflections and thus, very low vertical movements occur at the free ends of the bridge girder in the area of the joint. The solution according to the invention can turn said trend and may be used to again more closely adapt the realization of the bridge rigidity to the static needs, which especially with large bridges results in considerable cost savings.

Moreover, the transition construction according to the invention can be built into an existing bridge without any problems or the bridges can be constructed statically useful independent of problems at the ends of the components. This is due to the fact that the wear of the transition construction according to the invention already because of the better load introduction and the specifically adjustable torsion rigidity of the transition construction is considerably lower than in the prior art. Moreover, the effort needed for maintenance is considerably reduced.

It is particularly suitable to use a pivoting cross member construction as the control device. Here, at least one cross member is formed as a pivoting cross member that is pivotally held in one of the cross member boxes and on which the at least one joint sleeper is not only supported displaceably, but also rotatably relative to the pivoting cross member. The special advantage of a pivoting cross member construction as the control device is that it is a control that works extremely reliable due to geometrical laws (polar line control).

Here, the control is based on the laws of geometry. This has the advantage, especially in embodiments with several joint sleepers, that each single joint sleeper can be controlled independently of the other joint sleepers. And this also if individual combinations of joint sleepers and cross members fail. Such a control device (unlike conventional systems) is not a series connection of different joint sleepers for example by means of springs, but a parallel connection of the position adjustment of the sleepers in the area of the joint. If with such a parallel connection there is a break of individual fastening points, so still other joint sleepers may be adjusted in its position and controlled. This is not possible with the conventional series connections (“Stog” system and “BWG” system). If here there is a break of an individual control element of the control device, so the whole location positioning of all further joint sleepers or successively attached plates, respectively, fails.

Moreover, just a control device formed as a pivoting cross member construction may be well designed as a constraining control. This works still more reliable. In such a case, the sleeper(s) and/or cross members will only move if certain constraining forces have been formed in the construction. This can be specifically controlled, for example by realizing the fastenings of the sleeper(s) at the cross members in the form of clamps or the like. Also the supporting of the cross members can be realized in such a way. In this way, the construction will only move in the desired way if certain constraints have been established in the construction that overcome the clamping or holding forces. If then the constraints are relieved by a certain amount of movement(s) the movement ends on its own.

Here, it is particularly suitable if in addition to the pivoting cross member a control cross member extending in parallel to the at least one rail is arranged under the at least one joint sleeper. This is for adjusting the position of the joint sleepers. It can be used to remove load. Preferably, this is not done, since so control and load removal are carried out separate from one another and the desired behavior of the construction is definitely established.

In order to decouple the control cross member from the vertical load removal from the track as far as possible it is suitable if the control cross member is connected with the at least one joint sleeper in a shear resistant manner by interposing a gap such that it, if possible, takes up no vertical compressive loads from the joint sleeper or joint sleepers, respectively. Here, the at least one joint sleeper may be attached to the control cross member by means of a tensile bracket such that the joint sleeper is braced against at least one control cross member. In this way, the transition construction can be specifically adapted to the displacements and twistings present in the building, namely such that tensile forces in the rail fastening points at the joint sleepers or expansion sleepers, respectively, in the area of the joint edges are avoided and can be held below the admissible values, respectively.

According to the invention, the cross members are held by means of spherical bearings arranged in the cross member boxes. So, a great freedom of movement is given. Here, they may be formed as particularly rigid calotte bearings in order to also generate particularly high and specifically vertical rigidities at the lateral edges of the transition construction, that is to say the load input points of the cross members. This results in that the whole transition construction is considerably less deformed and thus, in comparison to the prior art puts considerably reduced tensile forces into the rail fastening points. Here, the spherical bearings themselves may also be formed as slide bearings if in said areas the cross members are to be displaceably held.

In a further development, at least one joint sleeper is rotatably, but undisplaceably held in its position on only one of the cross members, preferably the control cross member of a pivoting cross member construction. Here, it is particularly suitable if a thus fixed joint sleeper is arranged in the center of the joint. So, the movement of the joint sleeper(s) can be symmetrically distributed in the transition construction, wherein the joint sleeper together with the cross member to which it is attached can move back and forth in the joint.

Also, at least one further joint sleeper may be rotatably and displaceably held in its position on one of the cross members, preferably the control cross member of a pivoting cross member construction. In addition to the joint sleeper undisplaceably held on the control cross member this may be further joint sleepers which then can be displaced back and forth on the cross members so as to take into account the opening and closing movements of the joint.

In a further development, the transition construction supports two rails. Here, suitably two pivoting cross members are arranged in the transition construction such that in the mounted state they are arranged in the center of the joint below the respective rail and diagonally opposite to the longitudinal axis of the transition construction. This is done so, that the pivoting cross members in a top view intersect the rails in the center of the joint. If then also the joint sleeper arranged in the center of the joint is undisplaceably held on a pivoting cross member construction, so by such a design a symmetrical distribution of the movements of the cross members in the transition construction can be generated. That is, it is a self-centering transition construction.

Suitably then also between the two pivoting cross members a control cross member extending in the longitudinal axis of the transition construction is arranged. The control cross member should move within the transition construction in parallel to the rails. Thus, it ensures that the with the joint sleepers attached therein upon movement of the pivoting cross members the same joint distances between the joint sleepers do adjust and they do also not displace laterally.

In a further development, the transition construction has an even number of joint sleepers, but at least two. At least one of these joint sleepers adjacent to the center of the joint should be undisplaceably attached to at least one of the cross members, wherein the remaining joint sleeper(s) is/are displaceably attached in the cross member longitudinal direction to the cross members (5, 6, 7).

Alternatively, the transition construction has an odd number of joint sleepers, but at least three. At least one of these joint sleepers should be arranged in the center of the cross member or the center of the joint gap and undisplaceably attached there to the cross members. Here, the remaining joint sleepers should be displaceably attached in the longitudinal direction of the cross members to the cross members. So, a centered closing and opening movement within the joint gap can be ensured.

Suitably, an edge sleeper is undisplaceably arranged on the cross member box or the cross member boxes of the respective side of the joint that in turn has at least one rail fastening in which the rail can be displaced in the rail longitudinal axis relative to the edge sleeper. This is of advantage in that the edge sleeper can already be integrated into the transition construction and also corresponding sealing elements can be incorporated between the edge sleepers and the joint sleepers or between the joint sleepers among one another, so that the whole transition construction is also sealed.

According to the invention, the cross members and the at least one joint sleeper or several joint sleepers are interconnected in the respective fastening and/or bearing points by interposing spring bodies, e.g. made of elastomer, with only low constraints. So, the whole system of the transition construction can be designed as a construction that in total has only low constraints over torsion that upon unplanned or unexpected loadings has a great safety buffer.

In a further development, flexible sealing profiles for sealing the joint are arranged between the sleepers. So, a similarly high sealing of the joint gap can be achieved as with a plate. Moreover, the sealing profiles may also act soundproofing.

Finally, it is suitable if the transition construction is realized as a completely mounted assembly that can be installed in one piece into the railway bridge. This simplifies the installation of the entire construction.

As already mentioned above, the invention does not only concern the transition construction as such, but also a railway bridge provided with such a transition construction. This has a joint between two components movable to each other, wherein above the joint a track comprising at least one rail and a transition construction according to the invention are arranged. Here, the cross member boxes of the transition construction are attached to the components of the bridge forming the joint and preferably inserted therein. That is, there is a direct load input of the forces to be put by the transition construction into the components of the railway bridge forming the joint without thereby to structurally load parts of the track body such as for example the sleepers or the road surface by the transition construction. This reduces the wear at the track components and moreover, also represents an effective measure for reducing the wear of the transition construction itself.

In a further development, the railway bridge has a maintenance duct in the area of the joint to be bridged by the transition construction that is designed as large that maintenance and/or repair work at the transition construction can be carried out from below. So, blockages of adjacent tracks and preferably of the track supported by the transition construction are avoided. This results in that the railway bridge according to the invention can considerably easier be maintained and results in considerably less disturbances in railway traffic, just in case of a bridge that is crossed by more than one track.

Preferably, the bending strength of the transition construction in the longitudinal direction is designed so high that upon twisting the components of the railway bridge forming the joint in their used state no tensile forces that are greater than 20 kN are established due to the associated height off-set in the rail fastening points of the joint sleeper(s) and/or edge sleepers. The rigidity of the transition construction according to the invention is specifically adjusted such that in the rail fastening points the desired maximum forces are not exceeded.

In the following, the invention is explained in detail with respect to the embodiments shown in the drawings. Here, by way of example:

Fig. 1 shows a top plan view to a first example of a transition construction according to the invention;

Fig. 2 shows the section A-A through the transition construction shown in Fig. 1;

Fig. 3 shows the section B-B through the transition construction shown in Fig. 1;

Fig. 4 shows the section C-C through the transition construction shown in Fig. 1;

Fig. 5 shows the section D-D through the transition construction shown in Fig. 1;

Fig. 6 shows the section E-E through the transition construction shown in Fig. 1;

Fig. 7 shows a top plan view to a second example of a transition construction according to the invention;

Fig. 8 shows the section A-A through the transition construction shown in Fig. 7;

Fig. 9 shows the section B-B through the transition construction shown in Fig. 7;

Fig. 10 shows the section C-C through the transition construction shown in Fig. 7;

Fig. 11 shows the section D-D through the transition construction shown in Fig. 7;

Fig. 12 shows the section E-E through the transition construction shown in Fig. 7; and

Fig. 13 shows the section F-F through the transition construction shown in Fig. 7;

Fig. 14 shows a top plan view to the transition construction shown in Fig. 7 in a narrowest possible contracted position of the joint sleepers;

Fig. 15 shows the section D-D through the transition construction shown in Fig. 14 in the contracted position;

Fig. 16 shows a top plan view to the transition construction shown in Fig. 7 and Fig. 14, respectively, in a greatest possible extracted position;

Fig. 17 shows the section D-D through the transition construction shown in Fig. 16 in a greatest possible extracted position;

Fig. 18 shows a side view of a railway bridge according to the invention; and

Fig. 19 shows a top plan view to the railway bridge shown in Fig. 18.

In the drawings, the same reference numbers represent same components in the different embodiments of the invention. Here, Fig. 1 shows a first example of a transition construction 1 according to the invention for supporting at least one rail 2 in the area of a joint 3 of a railway bridge 4. Here, the examples of the transition constructions according to the invention shown have three displaceably supported cross members 5, 6, 7. Here in both examples, a sleeper 8 centrally arranged in the joint 3 is attached to the three cross members 5, 6, 7, wherein in the following the sleeper 8 is referred to as joint sleeper due to its arrangement in the joint 3.

Contrary to the first embodiment, in the second embodiment of the transition construction according to the invention shown in figure 7 there is not only arranged one joint sleeper 8, but this embodiment has three joint sleepers 8, 9, and 10 in total that are all attached on the cross members 5, 6, and 7.

At the edges of joint 3 adjacent to the joint sleepers edge sleepers 11 and 12 are undisplaceably arranged.

All of the sleepers 8, 9, 10, 11, 12 have in common that they each have rail fastenings 13 with which the respective sleepers 8, 9,10,11,12 can be attached to the rails 2.

In the examples shown here, a pivoting cross member construction is used as the control device 14 so that in the end the cross members 5, 6, 7 also constitute the control device 14. Here, according to the invention not only the cross members, but also the control device is arranged below the joint sleepers 8, 9, 10. This is not depending on whether it is a pivoting cross member construction or another type of control device, for example a spring or shear construction.

Moreover, the examples shown here have four cross member boxes in total. Here, on the left side three cross member boxes 15, 16, and 17 are arranged in which the left ends of the cross members 5, 6, 7 are held. On the opposite side a common cross member box 18 is arranged that receives three right ends of the three cross members 5, 6, 7 and in which these ends are held.

Cross member boxes 15, 16, 17 arranged on the left side in the illustration are connected to each other by sheet metal pieces 19 into an assembly that can be anchored or in the presently shown embodiment concreted by anchoring legs 20 in the left component 21 of the railway bridge 4 forming the joint 3 or the right component 22 of the railway bridge 4 forming the joint 3, respectively. For a better understanding of the invention, here the components 20 and 21, respectively, of the railway bridge 4 forming the joint 3 are only outlined.

As already explained above, the two embodiments shown in Fig. 1 and Fig. 7 are a control device 14 in the form of a pivoting cross member construction. Here, the cross members 6 and 7 are formed as pivoting cross members that are pivotally supported in the cross member boxes 16, 17, and 18. Here, cross member 5 acts as a control cross member that especially in the embodiment of Fig. 7 ensures that upon pivoting of the pivoting cross members 6 and 7 the joint sleepers 9 and 10 displaceably supported thereon can unidirectionally be displaced in their distance on the cross members 5, 6, and 7 and do not incline emigrating to the left or the right.

In both examples shown here, the joint sleepers 8, 9, and 10 each are attached to the control cross member 5 by means of a tensile bracket 23 such that a gap of a few millimeters height is present between cross member 5 and the respective joint sleepers 8, 9, 10 in the mounted state. Thus, control cross member 5 does not take up compressive loads from the joint sleepers 8, 9, 10, but only serves to adjust the control of the device in the sense that the distances between the sleepers 8, 9,10,11,12 are uniformly adjusted.

On the other hand, the two lateral cross members 6, 7 formed as pivoting cross members take over the vertical load removal. They are pivotally connected with the joint sleepers 8, 9, 10 and the two edge sleepers 11,12 via pivot pins.

In the area of the cross member boxes 15, 16, 17, 18 the cross members 5, 6, 7 are attached via spherical bearings 24 in a solid steel design. Said spherical bearings 24 have the advantage that they are markedly rigid so that there are only low deformations at the edge sleepers 11 and 12.

In order to assemble the transition construction 1 totally if possible without constraints, spring bodies 25, e.g. made of elastomer, are arranged in all of the fastening points of the cross members and cross members 5, 6, 7 and joint sleepers 8,9, 10.

For sealing the whole transition construction 1 a flexible sealing element 26 is attached to each of the moveable joint sleepers 8,9,10 and the edge sleepers 11 and 12.

As is apparent from the illustrations in Fig. 14 and 15 the distance between the joint sleepers 8,9,10 is adjusted via the control cross member 5 such that they do not touch, even if the transition construction is brought to its narrowest contracted position, since the control cross member 5 then rests on the edges of the cross member boxes 15 and 18, respectively. Thus, by means of the control cross member 5 there results a limitation of the opening amount between the joint sleepers 8, 9, 10 as well as the adjacent edge sleepers 11 and 12.

In contrast, it is apparent from the illustrations in Fig. 16 and Fig. 17 how to adjust the maximum possible opening position of the transition construction 1 by the control cross member 5. Here, the movement of the control cross member 5 is limited via end stops 28 at the end of the cross member 5. Cross member 5 with the end stops 28 hits the bearings 24 so that it is ensured that the cross member does not slip out of its bearings 24. Also, the joint sleepers 8 and 9 slide on the control cross member 5 against the central end stops 29 of the oblong recesses 30 in cross member 5 that guide the movement.

As is well apparent from the illustrations in Fig. 14 to 17 the movement of joint 3 is symmetrically taken up by transition construction 1 such that cross members 5, 6, 7 and also joint sleepers 8,9,10 uniformly move regarding joint 3.

Finally, in Fig. 18 there is shown a railway bridge 4 having a bridge girder 31 and an abutment 32 and 33, respectively, wherein the transition construction 1 according to the invention is arranged between the bridge girder 31 and the respective abutment 32 and 33, respectively, so that the rail 2 in the area of the joint 3 is supported by the transition construction 1 according to the invention.

REFERENCE NUMERALS 1. transition construction 2. rail 3. joint 4. railway bridge 5. cross member 6. cross member 7. cross member 8. joint sleeper (center) 9. joint sleeper (left) 10. joint sleeper (right) 11. left edge sleeper 12. right edge sleeper 13. rail fastenings 14. control device 15. cross member box 16. cross member box 17. cross member box 18. cross member box 19. connection sheet 20. anchoring leg 21. left component with left joint edge 22. right component with right joint edge 23. tensile bracket 24. spherical bearing 25. spring body 26. sealing element 27. cover sheet 28. end stop on cross member 29. center stop on cross member 30. recess for guiding the cross member or sleepers, respectively 31. bridge girder 32. left abutment 33. right abutment

Claims

1. Overgangskonstruktion (1) til støtte af mindst en skinne (2) i området af en af komponenter (21,22) dannet sammenføjning (3) i en jernbanebro (4) med mindst to forskydeligt lejrede traverser (5, 6, 7), mindst en på traverserne (5, 6, 7) fastgjort sammenføjningssvelle (8) til støtte af den mindst ene skinne (2) i området af sammenføjningen (3) og mindst en styreindretning (14) til orientering af sammenføjningssvellens (8) stilling i overgangskonstruktionen (1), hvor den mindst ene sammenføjningssvelle (8) udviser en skinnefastgørelse (13), hvormed sammenføjningssvellen (8) kan anbringes forskydeligt på skinnen (2), traverserne (5, 6, 7) og styreindretningen (14) er anbragt under den mindst ene sammenføjningssvelle (8), og overgangskonstruktionen (1) på sine laterale ender udviser mindst en traverskasse (15, 16, 17, 18) til lejring af mindst en ende af traverserne (5, 6, 7), hvor traverserne (5, 6, 7) og den mindst ene sammenføjningssvelle (8) eller flere sammenføjningssveller (8, 9, 10) under mellemindkobling af fjederlegemer (25), fortrinsvis af elastomer, er forbundet med hinanden i de respektive fastgørelsespunkter med lav tvangsspænding, hvorved overgangskonstruktionen målrettet dimensioneres torsionsmæssigt blød således, at den i indbygget tilstand, især uden tvangsspænding, kan optage indbyrdes vridninger af komponenterne (21,22) i jernbanebroen (4), som danner sammenføjningen (3), omkring jernbanebroens (4) længdeakse hhv. skinnen (2), kendetegnet ved, at traverserne (5, 6, 7) er lejret ved hjælp af i traverskasserne (15, 16, 17, 18) anbragte punktsvinglejer (24), især kalottelejer.Transition structure (1) for supporting at least one rail (2) in the region of one of the components (21, 22) formed by a joint (3) in a railway bridge (4) with at least two displaceable bearing crossings (5, 6, 7) , at least one joining sleeve (8) fixed on the traverse (5, 6, 7) to support the at least one rail (2) in the region of the joint (3) and at least one control device (14) for orienting the position of the joint sleeve (8) in the transition structure (1), wherein the at least one joining sleeve (8) has a rail attachment (13), whereby the joining sleeve (8) can be slidably mounted on the rail (2), the traverses (5, 6, 7) and the control device (14) the at least one joining sleeve (8) and the transition structure (1) at its lateral ends exhibit at least one traverse box (15, 16, 17, 18) for mounting at least one end of the traverse (5, 6, 7), the traverse (5) , 6, 7) and the at least one joining sleeve (8) or more joining Gusset sleepers (8, 9, 10) during intermediate engagement of spring bodies (25), preferably of elastomer, are interconnected at the respective low-point fastening points, whereby the transition structure is purposefully dimensionally torsionally soft so that, in its built-in state, especially without forced tension. can absorb mutually twisting of the components (21, 22) of the railway bridge (4) forming the joint (3) about the longitudinal axis of the railway bridge (4), respectively. the rail (2), characterized in that the traverses (5, 6, 7) are mounted by means of point swing bearings (24), in particular calotte bearings, arranged in the traverse boxes (15, 16, 17, 18).

2. Overgangskonstruktion ifølge krav 1, kendetegnet ved, at styreindretningen (14) er dimensioneret således, at en afstand mellem svellerne (8, 9, 10, 11, 12) overholdes mindre end eller lig med en grænseværdi, især en grænseværdi på 650 mm.Transition structure according to claim 1, characterized in that the control device (14) is dimensioned such that a distance between the sleepers (8, 9, 10, 11, 12) is kept less than or equal to a limit value, in particular a limit value of 650 mm. .

3. Overgangskonstruktion ifølge et af de foregående krav, kendetegnet ved, at mindst en travers (6, 7) har en i længderetning varierende, fortrinsvis hen mod midten af traversen tiltagende højde.Transition structure according to one of the preceding claims, characterized in that at least one traverse (6, 7) has a longitudinally varying length, preferably increasing towards the center of the traverse.

4. Overgangskonstruktion ifølge et af de foregående krav, kendetegnet ved, at højden af mindst en traverskasse (16, 17, 18) er mindre end den største højde af den travers (6, 7), som skal optages af den, hvor styreindretningen (14) fortrinsvis er dimensioneret således, at en kollision af traversen (6, 7) med traverskassen (16, 17, 18) forhindres i normal brugstilstand.Transition structure according to one of the preceding claims, characterized in that the height of at least one traverse box (16, 17, 18) is less than the maximum height of the traverse (6, 7) to be accommodated by the one in which the control device ( 14) is preferably dimensioned such that a collision of the traverse (6, 7) with the traverse (16, 17, 18) is prevented in normal use mode.

5. Overgangskonstruktion ifølge et af de foregående krav, kendetegnet ved, at traverskasserne (15, 16, 17, 18) kun er udført så høje, at de kan indbygges i de respektive komponenter (21, 22) i jernbanebroen (4), som danner sammenføjningen (3), over en eventuelt forekommende tætning i komponenterne (21,22) i jernbanebroen (4), som danner sammenføjningen (3).Transition structure according to one of the preceding claims, characterized in that the traverse boxes (15, 16, 17, 18) are constructed only so high that they can be built into the respective components (21, 22) of the railway bridge (4) which forming the joint (3), over a possible sealing in the components (21, 22) of the railway bridge (4) forming the joint (3).

6. Overgangskonstruktion ifølge et af de foregående krav, kendetegnet ved, at styreindretningen (14) er udformet som drejetraverskonstruktion, ved hvilken igen mindst en travers (6, 7) er udformet som drejetravers, som er holdt drejeligt i en af traverskasserne (16,17, 18), og på hvilken den mindst ene sammenføjningssvelle (8, 9, 10) er lejret drejeligt i forhold til dreje-traversen (6, 7).Transition structure according to one of the preceding claims, characterized in that the control device (14) is configured as a pivot paver structure, in which at least one pivot (6, 7) is formed as pivot pavers which are pivotally held in one of the pavement boxes (16, 17, 18), and on which the at least one joining sleeve (8, 9, 10) is mounted pivotally relative to the pivot traverse (6, 7).

7. Overgangskonstruktion ifølge et af de foregående krav, kendetegnet ved, at styreindretningen (14) er udformet som drejetraverskonstruktion, ved hvilken igen mindst en travers (6, 7) er udformet som drejetravers, som er holdt drejeligt i en af traverskasserne (16,17, 18), og hvorpå den mindst ene sammenføjningssvelle (8, 9,10) er lejret forskydeligt og drejeligt i forhold til drejetraversen (6, 7).Transition structure according to one of the preceding claims, characterized in that the control device (14) is configured as a pivot paver structure, in which at least one pivot (6, 7) is designed as pivot pavers which are pivotally held in one of the pavement boxes (16, 17, 18), and on which the at least one joining sleeve (8, 9, 10) is mounted slidably and pivotally relative to the pivot cross (6, 7).

8. Overgangskonstruktion ifølge et af kravene 6 eller 7, kendetegnet ved, at ud over drejetraversen (6, 7) er der anbragt en parallelt med mindst en skinne (2) forløbende styretravers (5) under den mindst ene sammenføjningssvelle (8, 9, 10), som tjener til indstilling af sammenføjningssvellens/-svellernes (8, 9, 10) stilling.Transition structure according to one of Claims 6 or 7, characterized in that, in addition to the pivot traverse (6, 7), a pilot pivot (5) extending parallel to at least one rail (2) is arranged below the at least one joining shaft (8, 9). 10) which serves to adjust the position of the joint sleeper (s) (8, 9, 10).

9. Overgangskonstruktion ifølge krav 8, kendetegnet ved, at styretraversen (5) er forbundet forskydningsfast med den mindst ene sammenføjningssvelle (8, 9, 10) under mellemindkobling af en spalte således, at den så vidt muligt ikke optager nogen vertikale trykbelastninger fra sammenføjningssvellen hhv. sammenføjningssvellerne (8, 9, 10).Transition structure according to claim 8, characterized in that the guide traverse (5) is connected shear-resistant to the at least one joint sleeve (8, 9, 10) during intermediate engagement of a slot so as not to absorb any vertical pressure loads from the joint sleeve, respectively. . the joints (8, 9, 10).

10. Overgangskonstruktion ifølge et af de foregående krav, kendetegnet ved, at den mindst ene sammenføjningssvelle (8, 9, 10) ved hjælp af en trækbøjle (23) er fastgjort på styretraversen (5) således, at sammenføjningssvellen (8, 9, 10) spændes mod styretraversen (5).Transition structure according to one of the preceding claims, characterized in that the at least one joining sleeve (8, 9, 10) is fixed to the guide traverse (5) by means of a drawbar (23) so that the joining sleeve (8, 9, 10 ) is tightened against the guide traverse (5).

11. Overgangskonstruktion ifølge et af de foregående krav, kendetegnet ved, at mindst en sammenføjningssvelle (8) i sin stilling i normal brugstilstand er lejret drejeligt men ikke-forskydeligt kun på en af traverserne (5, 6, 7), fortrinsvis styretraversen (5) i en drejetraverskon-struktion.Transition structure according to one of the preceding claims, characterized in that at least one joining sleeve (8) in its position in normal use condition is mounted rotatable but non-displaceable only on one of the traverses (5, 6, 7), preferably the guide traverse (5). ) in a pivot tower construction.

12. Overgangskonstruktion ifølge et af de foregående krav, kendetegnet ved, at mindst en yderligere sammenføjningssvelle (9, 10) i sin stilling i normal brugstilstand er lejret drejeligt og forskydeligt på en af traverserne (5, 6, 7), fortrinsvis styretraversen (5) i en drejetravers-konstruktion.Transition structure according to any one of the preceding claims, characterized in that at least one further joining sleeve (9, 10) in its position in normal use is mounted rotatably and slidably on one of the traverses (5, 6, 7), preferably the guide traverse (5). ) in a pivot tower construction.

13. Overgangskonstruktion ifølge et af de foregående krav, kendetegnet ved, at overgangskonstruktionen tjener til støtte af to skinner (2), hvor to drejetraverser (6, 7) er anbragt i overgangskonstruktionen (1) således, at de i indbygget tilstand forløber under den respektive skinne (2) og skråt over for overgangskonstruktionens (1) længdeakse, nemlig således at drejetra-verserne (6, 7) set fra oven krydser skinnerne (2) omtrent i midten af sammenføjningen (3).Transition structure according to one of the preceding claims, characterized in that the transition structure serves to support two rails (2), wherein two pivot transverse (6, 7) are arranged in the transition structure (1) so that they extend internally below it. respective rail (2) and oblique to the longitudinal axis of the transition structure (1), namely that the pivot transverse (6, 7) viewed from above cross the rails (2) approximately in the middle of the joint (3).

14. Overgangskonstruktion ifølge krav 13, kendetegnet ved, at der mellem de to drejetraverser (6, 7) er anbragt en styretravers (5), som forløber i overgangskonstruktionens (1) længdeakse.Transition structure according to claim 13, characterized in that between the two pivots (6, 7) is arranged a guide pavement (5) extending in the longitudinal axis of the transitional structure (1).

15. Overgangskonstruktion ifølge et af de foregående krav, kendetegnet ved, at den udviser et lige antal sammenføjningssveller (8, 9), men mindst to, hvoraf mindst en sammenføjningssvelle (8) beliggende ved siden af sammenføjningsmidten er anbragt og fastgjort ikke-for-skydeligt dér, hvor den/de resterende sammenføjningssveller (9) er fastgjort forskydeligt på traverserne (5, 6, 7) i traverslængderetning.Transition structure according to one of the preceding claims, characterized in that it exhibits an equal number of joint sleepers (8, 9), but at least two of which at least one joint sleep (8) located adjacent to the joint center is arranged and fixed non-front. sliding where the remaining joint (s) (9) are slidably attached to the traverse (5, 6, 7) in the traverse length direction.

16. Overgangskonstruktion ifølge et af de foregående krav 1 til 14, kendetegnet ved, at den udviser et ulige antal sammenføjningssveller (8, 9,10), men mindst tre, hvoraf mindst en sammenføjningssvelle (8) er anbragt i midten af en travers (5) hhv. i midten af sammenføjningen og er fastgjort ikke-forskydeligt dér, hvor de resterende sammenføjningssveller (9, 10) er fastgjort forskydeligt på traverserne (5, 6, 7) i traverslængderetning.Transition structure according to one of the preceding claims 1 to 14, characterized in that it exhibits an odd number of joint sleepers (8, 9,10), but at least three of which at least one joint sleep (8) is arranged in the middle of a traverse ( 5) respectively. in the middle of the joint and is fixed non-slidably where the remaining joints (9, 10) are slidably attached to the traverses (5, 6, 7) in a transverse length direction.

17. Overgangskonstruktion ifølge et af de foregående krav, kendetegnet ved, at der på traverskassen (18) og/eller traverskasserne (15,16,17) på den respektive sammenføjningsside ikke-forskydeligt er anbragt en randsvelle (11, 12), som igen i hvert enkelt tilfælde udviser mindst en skinnefastgørelse (13), ved hvilken skinnen (2) kan forskydes i skinnelængdeaksen i forhold til randsvellen (11, 12).Transition structure according to one of the preceding claims, characterized in that on the respective junction side (18) and / or the traverse boxes (15, 16,17) a rim (11, 12) is non-slidably arranged, which in turn in each case at least one rail attachment (13) exhibits at which the rail (2) can be displaced in the rail length axis relative to the rim (11, 12).

18. Overgangskonstruktion ifølge et af de foregående krav, kendetegnet ved, at der mellem svellerne (8,9, 10, 11, 12) er anbragt fleksible tætningsprofiler (26) til tætning af sammenføjningen (3).Transition structure according to one of the preceding claims, characterized in that flexible sealing profiles (26) for sealing the joint (3) are arranged between the sleepers (8,9, 10, 11, 12).

19. Overgangskonstruktion ifølge et af de foregående krav, kendetegnet ved, at overgangskonstruktionen (1) er udført som komplet monteret modul, som kan indbygges i et stykke i en jernbanebro (4).Transition structure according to one of the preceding claims, characterized in that the transition structure (1) is designed as a fully assembled module, which can be integrated in one piece in a railway bridge (4).

20. Jernbanebro (4), som udviser en sammenføjning (3) mellem to mod hinanden bevægelige komponenter (21, 22), hvor der over sammenføjningen (3) er anbragt et spor (2), som omfatter mindst en skinne (2), kendetegnet ved, at der på jernbanebroen (4) i området af sammenføjningen (3) er anbragt en overgangskonstruktion (1) ifølge et af de foregående krav, hvor traverskasserne (15,16,17,18) i overgangskonstruktionen (1) er fastgjort på komponenterne (21,22 hhv. 31,32, 33) i broen (4), som danner sammenføjningen (3), og fortrinsvis er indfældet i disse.Railroad bridge (4) which shows a joint (3) between two mutually moving components (21, 22), where a groove (2) is provided above the joint (3) comprising at least one rail (2), characterized in that a transition structure (1) is arranged on the railway bridge (4) in the area of the joint (3) according to one of the preceding claims, wherein the traverse boxes (15,16,17,18) in the transition structure (1) are fixed on the components (21.22 and 31.32, 33, respectively) of the bridge (4) which form the joint (3) and are preferably embedded therein.

21. Jernbanebro ifølge krav 20, kendetegnet ved, at jernbanebroen (4) i området af sammenføjningen (3), som overgangskonstruktionen (1) skal slå bro over, udviser en vedligeholdelsesgang, som er dimensioneret så stor, at vedligeholdelses-og/eIler reparationsarbejder på overgangskonstruktionen (1) kan udføres nedefra, uden at der sker spærringer af tilstødende spor og fortrinsvis af det af overgangskonstruktionen (1) støttede spor.Railway bridge according to claim 20, characterized in that the railway bridge (4) in the area of the joint (3) to which the transition structure (1) is bridged, exhibits a maintenance passage dimensioned so large that maintenance and / or repair work on the transition structure (1) can be carried out from below, without blocking of adjacent tracks and preferably of the track supported by the transition structure (1).

22. Jernbanebro ifølge krav 20 eller 21, kendetegnet ved, at overgangskonstruktionens (1) bøjestivhed er dimensioneret så stor i længderetning, at der ved en vridning og/eller forskydning af komponenterne (21, 22 hhv. 31, 32, 33), som danner sammen- føjningen (3), i jernbanebroens (4) brugstilstand på grund af den deraf ledsagede højdeforskydning ikke opstår nogen trækkræfter i sammenføjningssvellernes (8, 9, 10) og/eller randsvellernes (11, 12) skinnefastgørelsespunkter, som er større end 20 kN.Railway bridge according to claim 20 or 21, characterized in that the bending stiffness of the transitional structure (1) is dimensioned so longitudinally that, by twisting and / or displacing the components (21, 22 and 31, 32, 33), respectively, in the state of use of the railway bridge (4), the joint (3) forms due to the accompanying height displacement no tensile forces occur in the rail attachment points (8, 9, 10) and / or the rail fastening points (11, 12) greater than 20 kN.