EP3792396B1 - Frame for a railway covering for a solid track - Google Patents

Description

The invention relates to a frame for a track covering for a slab track according to the preamble of claim 1.

From the EP 2 837 738 B1 a track covering of a slab track is known, which is produced by pouring a sheet metal frame with in-situ concrete. The sheet metal frame serves as permanent formwork. Such a frame is placed on each long side of a rail. It has been shown that the distance between adjacent frames, measured perpendicular to the longitudinal direction of the rails, is too large for non-rail vehicles with narrow rubber tires. However, the adjacent frames cannot be arranged as close to one another as would be necessary to ensure safe trafficability with a rail-bound vehicle. The reason for this is, among other things, that the attachment of the rails to the rail supports of the slab track would be covered. For safety reasons, however, it must be possible to check these attachments at any time.

From the DE 20 2017 003 614 U1 a slab track is known in which a free area between the cover element designed as a precast concrete part and the rail is covered by a one-piece metal sheet that is attached to the precast concrete part and protrudes into the free area in the direction of the rail.

The invention is based on the object of further developing a generic frame in such a way that the track covering of a slab track is possible in such a way that it can be safely driven on with a rail-bound vehicle and at the same time a fastening device for fastening the rail can be checked in the operating position of the frame is.

This problem is solved by a frame with the features of claim 1.

The invention provides that the longitudinal sheet metal is shaped in such a way that it has an inspection section for forming an inspection space for inspecting a fastening device for fastening the rail when the track covering is in the operating position. Furthermore, the longitudinal sheet metal is shaped in such a way that, when the frame is in use, it has a travel section for forming a concrete surface that can be driven over by the rail-bound vehicle. When in use, a first, greatest distance between a rail plane of the rail and the inspection section is greater than a second, smallest distance between the rail plane and the travel section. When the frame is in use, the rail plane is oriented perpendicular to the concrete surface to be formed. The rail plane borders on the rail head of the rail on the side of the rail head facing the frame. As a result, the longitudinal plate can be shaped in such a way that the frame can be placed close enough to the rail to ensure that the track covering can be safely driven over by a rail-bound vehicle, and at the same time the longitudinal plate can be shaped in such a way that the fastening device can be inspected in this position of use is possible. When the slab track is covered, the fastening device can be inspected by looking in the same direction the fastening device can be viewed from above on the rail. The longitudinal plate can be shaped in such a way that in the position of use between the rail and the inspection section the inspection space for inspecting the fastening device is formed.

The frame advantageously has a total of two longitudinal plates and two end plates. However, it can also be provided that the frame has only one longitudinal metal sheet and is otherwise formed by wooden boarding.

In an advantageous development of the invention, it is provided that the frame is a sheet steel frame, in particular made of galvanized sheet steel.

The frame expediently has an opening at the bottom. As a result, in-situ concrete poured into the frame can adapt to the floor surface of the slab track and absorb forces very well when hardened. However, it can also be provided that the opening of the frame is lined with a separating film before the in-situ concrete is introduced. When pouring the frame with in-situ concrete, the base of the slab track is therefore not touched by the in-situ concrete. This ensures that the in-situ concrete can adapt to the subsoil when poured, but the frame can still be removed without any problems because the in-situ concrete is not firmly connected to the subsoil.

In an advantageous development of the invention, it is provided that the frame is intended to rest on a rail support of the slab track in the operational position, that a lower tangential plane running perpendicular to the rail plane touches the rail support from above, and that the inspection section in the operational position is attached to the lower tangent plane adjacent. This ensures that the inspection section can be placed in the position of use at the point where the inspection space is required for inspecting the fastening device.

When in use, the frame has a vertical direction that runs perpendicular to the lower tangential plane. The frame has a high area. The high area extends in the vertical direction from the lower tangent plane to an edge of the frame. The driving section is expediently arranged at least in the upper half of the high area. This ensures that the driving section of the longitudinal plate, which is used to form the concrete surface that can be driven over by the rail-bound vehicle, is arranged in the area in which the concrete surface is to be formed.

The inspection section advantageously extends in the longitudinal direction at least over a section of the longitudinal side of the rail of the frame. Provision can also be made for the inspection section to extend over the entire longitudinal side of the rail of the frame.

Advantageously, the inspection section and the driving section are next to each other in the vertical direction in the operational position. In the operating position, the driving section is expediently arranged above the inspection section.

In an advantageous further development of the invention, it is provided that the driving section is arranged exclusively in the upper half of the high area in the operational position.

In an advantageous development of the invention, it is provided that the longitudinal sheet metal arranged on the rail longitudinal side of the frame runs obliquely to the rail plane of the rail, at least in the high region above the lower tangential plane. Thereby, both the inspection section and the driving section can be easily manufactured. The longitudinal plate is expediently oriented in the high area at an angle of 10° to 30° to the rail plane.

Advantageously, the inspection section and the driving section are next to one another in the longitudinal direction when in use.

The inspection section is advantageously designed in such a way that, in the operational position, it extends in the longitudinal direction over at least 70% of the entire extension of a rail bearing in the longitudinal direction. A sufficiently large inspection space can thereby be formed. This allows the fastening device, by means of which the rails are fastened to the rail support, to be inspected.

In an advantageous further development of the invention, it is provided that the driving section extends over the entire vertical area of the longitudinal plate in the operational position with respect to the vertical direction. The high area is above the lower tangent plane. As a result, the driving section can be easily established.

When in use, the travel section expediently runs parallel to the plane of the rails. When in use, the inspection section expediently runs parallel to the plane of the rails. As a result, simple production of the longitudinal sheet metal is possible.

In an advantageous development of the invention, a width of the frame measured perpendicular to the rail plane can be adjusted by means of an adjustment device. This allows, for example, the distance between the frame and a tunnel edge path to be adjusted. This allows very narrow gaps to be created between the frame and an edge path. Any tolerances in the edge of the border path can be compensated for by adjusting the width of the frame. In this way, a constant joint width can be achieved.

In an advantageous development of the invention, it is provided that the longitudinal plate has an opening for a support element for supporting the longitudinal plate on a floor of the solid track. As a result, the longitudinal plate can be supported in a simple manner. When loaded by a non-rail vehicle driving over the concrete surface, the concrete surface and the in-situ concrete below the concrete surface are subjected to severe bending loads. The bending tensile stresses are supported by the longitudinal sheet metal carried away by the support element. As a result, the in-situ concrete can be poured without inserting reinforcement.

It is expediently provided that the longitudinal plate has a protruding section which, when the frame is in the operating position, borders on the lower tangential plane, and that the protruding section runs transversely to the rail plane in the operating position. The protruding section can be provided to protrude over a rail bearing in the direction of a rail when in use. As a result, a gap between the rail and the frame can be made very small. This increases safety when driving on the track cover with a non-rail vehicle. The driving section expediently protrudes in relation to the projection section and in relation to the inspection section in the direction of the plane of the rails in the operating position.

The opening for the support element for supporting the longitudinal plate on the floor of the solid track is advantageously arranged in the projection section of the longitudinal plate. A support element is expediently introduced into the opening, which extends in the vertical direction in the position of use.

In an advantageous further development of the invention, the support element is arranged in the opening so that it can be displaced in the vertical direction when it is in use. The floor of the slab track is usually not completely level. Its height can vary by +/- 20 mm. Such variations can be compensated for by the displaceable arrangement of the support element in the opening. For this purpose, before the in-situ concrete is introduced into the frame, the support element can be displaced in the opening in such a way that the support element stands on the floor of the slab track.

In an advantageous further development of the invention, the supporting element is designed to be hollow for filling with in-situ concrete. This allows the in-situ concrete when pouring into the hollow Adapt the support element to unevenness on the slab track floor. In this way, forces can be optimally transferred from the hardened in-situ concrete via the ground to the slab track.

The support element is expediently a sheet metal tube with any desired cross-sectional contour.

It can also be provided that the support element is a post made of solid material.

In relation to the longitudinal direction, the opening is advantageously arranged in the area of a travel section. As a result, the support is provided by the support element directly in the area in which forces may be transmitted from a rail-bound vehicle via the concrete surface formed by the driving section to the hardened in-situ concrete and the driving section of the longitudinal plate. In this way, in particular, the longitudinal plate can be supported in areas between the rail supports. In particular, support can be provided in the areas in which the protruding section would otherwise have no downward support. In relation to the vertical direction, the opening is expediently arranged below the concrete surface to be formed by the driving section, which can be driven over by the rail-bound vehicle.

In an advantageous development of the invention, it is provided that the frame comprises at least one first spacer for arrangement between the frame and an edge element of the solid track. As a result, the frame cannot be moved closer to the edge element than the first spacer allows, even in the event of vibrations. The first spacer is expediently made of plastic.

The frame advantageously has at least one second spacer for arrangement between frames that are adjacent to one another in the longitudinal direction when in use. As a result, in the operational position, longitudinally adjacent frames cannot be moved closer together than the second spacer allows, even in the event of vibration. The second spacer is expediently made of plastic.

For the arrangement according to the invention comprising a slab track and a track covering for driving with a rail-bound vehicle, it is provided that the slab track comprises a track plate and a rail bearing with a rail fastened thereon by means of a fastening device. The rail has a rail head. The track covering has a frame, which has at least one longitudinal side of the rail, which faces the rail when in use and extends in the longitudinal direction of the rail. A slab of in-situ concrete is arranged in the frame. The longitudinal sheet metal on the long side of the rails of the frame is intended as lost formwork. According to the invention, it is provided that the longitudinal plate is shaped in such a way that it has an inspection section for inspecting the fastening device between the longitudinal plate and the rail. Furthermore, the longitudinal plate is shaped in such a way that it has a driving section for forming a concrete surface that can be driven over by the rail-bound vehicle. The first largest distance between a rail plane and the inspection section is greater than the second smallest distance between the rail plane and the running section. When the frame is in use, the rail plane is oriented perpendicular to the concrete surface. The rail plane borders on a side of the rail head that faces the frame in the operational position.

Advantageously, the longitudinal sheet metal arranged on the longitudinal side of the rail is part of the frame. The frame can have any one of the features described above and can be used as such in the arrangement according to the invention.

Fig. 1

eine perspektivische Darstellung einer Festen Fahrbahn mit einer ersten Ausführung einer Gleiseindeckung zur Befahrung mit einem schienenungebundenen Fahrzeug,

Fig. 2

eine perspektivische Darstellung einer Festen Fahrbahn mit der darauf angeordneten ersten Ausführung eines Rahmens für eine Gleiseindeckung,

Fig. 3

eine perspektivische Darstellung eines Teils der Anordnung aus Fig. 1,

Fig. 4

eine schematische Schnittdarstellung eines Schnitts entlang der in Fig. 2 mit IV-IV bezeichneten Schnittebene,

Fig. 5

eine perspektivische Darstellung einer Anordnung einer Festen Fahrbahn und einer zweiten Ausführung einer Gleiseindeckung zur Befahrung mit einem schienenungebundenen Fahrzeug,

Fig. 6.

eine perspektivische Darstellung einer Festen Fahrbahn mit der darauf angeordneten zweiten Ausführung eines Rahmens für eine Gleiseindeckung,

Fig. 7

eine schematische Schnittdarstellung eines Schnitts entlang der in Fig. 6 mit VII-VII bezeichneten Schnittebene,

Fig. 8 bis 12

perspektivische Darstellungen des Rahmens aus Fig. 2 mit einer Öffnung für ein Stützelement,

Fig. 13 bis 15

schematische Schnittdarstellungen des Rahmens nach Fig. 8 mit verschiedenen Positionen des Stützelements,

Fig. 16 und 17

perspektivische Darstellungen des Rahmens nach Fig. 6 mit einer Öffnung für ein Stützelement,

Fig. 18 bis 20

perspektivische Darstellungen des Rahmens und der Anordnung aus Fig. 6 mit Abstandshaltern,

Fig. 21 und 22

perspektivische Darstellungen eines ersten Abstandshalters aus Fig. 19,

Fig. 23

eine Seitenansicht des Abstandshalters aus Fig. 21,

Fig. 24 und 25

perspektivische Darstellungen eines zweiten Abstandshalters aus Fig. 19 und

Fig. 26

eine schematische Seitenansicht des Abstandshalters aus Fig. 23

Exemplary embodiments of the invention are explained below with reference to the drawing. Show it:

1

a perspective view of a slab track with a first embodiment of a track covering for driving with a rail-bound vehicle,

2

a perspective view of a slab track with the first embodiment of a frame for a track covering arranged thereon,

3

a perspective view of part of the arrangement 1 ,

4

a schematic sectional view of a section along the in 2 section plane marked IV-IV,

figure 5

a perspective view of an arrangement of a slab track and a second embodiment of a track covering for driving on with a rail-bound vehicle,

6

a perspective view of a slab track with the second embodiment of a frame for a track covering arranged thereon,

7

a schematic sectional view of a section along the in 6 section plane labeled VII-VII,

Figures 8 to 12

perspective views of the frame 2 with an opening for a support element,

Figures 13 to 15

schematic sectional views of the frame 8 with different positions of the support element,

16 and 17

perspective views of the frame 6 with an opening for a support element,

Figures 18 to 20

perspective views of the frame and assembly 6 with spacers,

21 and 22

perspective views of a first spacer 19 ,

23

a side view of the spacer 21 ,

Figures 24 and 25

perspective views of a second spacer 19 and

26

a schematic side view of the spacer 23

1 shows an arrangement 33 comprising a slab track 3 and a track covering 2. The track covering 2 is intended for driving on with a rail-bound vehicle. Such a rail-bound vehicle can be, for example, a motor vehicle, in particular an ambulance. The solid track 3 includes a track plate 34. As in 2 shown, 34 rail supports 24, 27 are cast into the roadway slab made of concrete. Provision can also be made for the rail supports to be formed in one piece with the roadway slab. The exemplary embodiment is a roadway slab made of in-situ concrete at its place of use. However, it can also be provided that the roadway slab is a prefabricated component. The rail supports 24, 27 are also referred to as sleeper blocks or individual blocks. In the exemplary embodiments, the rail support 24 and the rail support 27 are structurally identical components which are arranged at a distance from one another. Rails 6 are fastened to the rail supports 24 and 27 by means of fastening devices 8 . The rail supports 24, 27, the rails 6 and the fastening devices 8 are part of the fixed track 3. The track plate 34 of the fixed track 3 forms a floor 29. The Track covering 2 rests on the floor 29 of the slab track 3 . A vertical direction 40 is oriented approximately perpendicular to the bottom 29 of the solid track 3 . The vertical direction 40 points from the bottom 29 of the slab track 3 in the direction of the rails 6.

The rails 6 extend in a longitudinal direction 50. The solid track 3 is delimited on both sides by edge elements 39 transversely to the longitudinal direction 50. The edge elements 39 of the slab track 3 can form a tunnel edge path, for example. The edge elements 39 protrude beyond the bottom 29 of the fixed track 3 in the vertical direction 40.

The track covering 2 comprises several frames 1. As in 1 shown, in-situ concrete 4 is introduced into the frame 1 . A plate 35 is formed in each frame 1 by the in-situ concrete 4 . Two frames 1 are each arranged between a rail 6 and an edge element 39 transversely to the longitudinal direction 50 . A frame 1 is arranged between two rails 6 transversely to the longitudinal direction 50 .

On the track covering formed by the several frames 1, it is possible to drive on the slab track 3 with a rail-bound vehicle. Typically, slab tracks in tunnels or bridges are provided with a track covering to make them accessible for rescue vehicles.

The frame 1 comprises at least one longitudinal side of the rail 5. The longitudinal side of the rail 5 is provided in a 2 shown position of use 10 of the frame 1 to be arranged facing the rail 6 of the solid track 3. In the deployed position 10 of the frame 1, the longitudinal rail side 5 of the frame 1 extends in the longitudinal direction 50 of the rail 6. In the deployed position 10, the frame 1 rests on the slab track 3. The frame 1 comprises a longitudinal sheet metal 11. The longitudinal sheet metal 11 is arranged on the longitudinal rail side 5 of the frame 1. The longitudinal plate 11 of the frame 1 is used when pouring the in-situ concrete 4 as permanent formwork. The entire frame 1 serves as permanent formwork for the in-situ concrete 4.

In addition to the first longitudinal sheet metal 11, which is arranged on the rail longitudinal side 5 of the frame 1, the frame 1 has a further longitudinal sheet metal sheet 14. The frame 1 has a first end plate 21 and a second end plate 22 . The longitudinal plate 11 and the further longitudinal plate 14 are connected to one another via the first end plate 21 and the second end plate 22 . The longitudinal plate 11 and the further longitudinal plate 14 both extend in the same direction. The first end plate 21 and the second end plate 22 are each oriented perpendicular to the longitudinal plate 11 . The frame 1 is a sheet steel frame. The frame 1 consists of galvanized sheet steel. However, it can also be provided that only the longitudinal sheet metal 11, which is arranged on the rail longitudinal side 5 of the frame 1, consists of sheet metal. The other sides of the frame 1 can be formed, for example, by wooden boards.

As in 2 shown, the frame 1 has an opening 23 at the bottom. The opening 23 completely penetrates the frame 1 in the vertical direction 40 . The opening 23 can be lined with a release film. The separating film can prevent the in-situ concrete 4 from entering into a connection with the roadway slab 34 of the fixed roadway 3 .

As in particular in 3 shown, the longitudinal plate 11 has an inspection section 12 and a driving section 13 . The inspection section 12 of the frame 1 serves to form an inspection space 7 for inspecting the fastening device 8 for fastening the rail 6. As in FIG 2 shown, the inspection space 7 is arranged in the operational position 10 of the frame 1 between the rail 6 and the longitudinal plate 11 of the frame 1 . The longitudinal plate 11 is shaped in such a way that the inspection space 7 is arranged above the rail support 24 in the operating position 10 . In the operational position 10 of the frame 1 the fastening device 8 is arranged in the area of the inspection room 7 . The fastening device 8 is used to fasten the rail 6 to the rail support 24.

The driving section 13 of the longitudinal plate 11 serves to form a navigable with the rail-bound vehicle, in 1 illustrated, concrete surface 9. The concrete surface 9 for driving over with a rail-bound vehicle is formed when pouring the in-situ concrete 4 into the frame 1 in the region of the driving section 13 of the longitudinal plate 11. The concrete surface 9 extends perpendicular to the vertical direction 40. The vertical direction 40 is oriented perpendicular to the concrete surface 9 in the operational position 10 of the frame 1. In the operational position 10 of the frame 1 , the concrete surface 9 has the smallest distance, measured perpendicular to the longitudinal direction 50 , between the in-situ concrete 4 and the rail 6 . The concrete surface 9 is delimited by the driving section 13 . The concrete surface 9 forms a surface of the in-situ concrete 4. In the operational position 10 of the frame 1, the concrete surface 9 extends in the horizontal plane.

As in 4 shown, the rail 6 has a rail plane M. The rail plane M runs approximately perpendicular to the carriageway slab 34 of the slab track 3. The rail plane M runs perpendicular to the concrete surface 9 in the operational position 10 of the frame 1. The concrete surface 9 is the outermost edge of the in-situ concrete 4 in the vertical direction 40. The concrete surface 9 is located in the region of the travel section 13 of the frame 1. The rail plane M borders on the rail head 43 of the rail 6 on the side of the rail head 6 facing the frame 1. The rail plane M extends in the longitudinal direction 50 of the rail 6. The inspection section 12 of the longitudinal plate 11 has a first distance d1a from the rail plane M of the rail 6. The first distance d1a is the greatest distance from the inspection section 12 to the rail plane M. The first distance d1a is also referred to as the first greatest distance d1a. The running section 13 of the longitudinal plate 11 has a second distance d2 from the rail plane M of the rail 6 . The second distance d2 is the smallest distance between the travel section 12 and the rail plane M. The second distance d2 is also referred to as the second smallest distance d2. The first largest distance d1a and the second smallest distance d2 are measured perpendicular to the rail plane M. In the operational position 10 of the frame 1, the first largest distance d1a between the rail plane M and the inspection section 12 is greater than the second smallest distance d2 between the rail plane M and the driving section 13. The first largest distance d1a is at least 20%, in particular at least 30%, preferably at least 40% greater than the second smallest distance d2. The first largest distance d1a between rail plane M and inspection section 12 is from 17 cm to 21 cm, in particular from 18 cm to 20 cm. The second smallest distance d2 between rail plane M and travel section 13 is from 13 cm to 17 cm, in particular from 14 cm to 16 cm. In the area of the travel section 13, in the operational position 10, there is a gap between the concrete surface 9 and the rail 6, which is not larger than 17 cm. The smallest width of the gap is from 13 cm to 17 cm, in particular from 14 cm to 16 cm. In the area of the inspection section 12, the distance between the rail 6 and the inspection section is from 17 cm to 21 cm, in particular from 18 cm to 20 cm.

The frame 1 is intended to rest on the rail support 24 of the fixed track 3 in the position of use 10 . The inspection section 12 of the longitudinal sheet metal 11 of the frame 1 adjoins the rail bearing 24 of the solid track 3 in the operational position. A lower tangential plane T1 perpendicular to the rail plane M touches the rail support 24 from above. The vertical direction 40 is perpendicular to the lower tangential plane T1. With respect to the vertical direction 40, the lower tangential plane T1 is arranged above the rail bearing 24. In the operational position 10 of the frame 1, the inspection section 12 borders on the lower tangential plane T1. In the operational position 10, the inspection room 7 is arranged in the vertical direction 40 above the lower tangential plane T1.

The rail 6 is fastened to the rail support 24 with the fastening device 8 . The fastening device 8 comprises a screw 41 with a screw head 42. In the exemplary embodiments, the screw 41 of the fastening device 8 is anchored in the rail bearing 24, 27 by means of built-in parts, usually by means of a dowel embedded in concrete. The dowel is preferably made of plastic.

The inspection section 12 is arranged at the level of the screw head 42 of the screw 41 of the fastening device 8 with respect to the vertical direction 40 . Inspection of the fastening device 8 is easily possible through the inspection space 7 . The fastening device 8 can be viewed from above against the vertical direction through the inspection space 7 when the frame 1 is arranged in the position of use 10 . In this way, for example, cracks in the rail bearing 24, 27 in the area of the fastening device 8 can be seen. An inspection of this area is possible without dismantling the track covering 2.

As in 4 shown, the frame 1 has a high area 36 . The high area 36 extends in the vertical direction 40, starting from the lower tangential plane T1, up to an edge 48 of the frame 1. The high area 36 is a partial area of the total extension of the frame 1 in the vertical direction 40. The high area 36 extends over more than 30% , in particular over more than 40% of the total extension of the frame 1 in the vertical direction 40. The driving section 13 of the longitudinal plate 11 is arranged at least in an upper half 37 of the high area 36 of the frame 1. In the exemplary embodiments, the upper half 37 extends over the upper half of the high area 36 with respect to the vertical direction 40. It can also be provided that the upper half only extends over the upper third of the high area. In the operating position of the frame 1, an upper tangential plane T2 borders the frame 1 from above. The upper tangential plane T2 runs perpendicular to the rail plane M. The high area 36 of the frame 1 extends between the lower tangential plane T1 and the upper tangential plane T2 in the vertical direction 40. The travel section 13 extends in the operating position 10 with respect to the vertical direction 40 over the entire area above the lower one High area 36 of the longitudinal plate 11 lying tangential plane T1. The rail 6 has the rail head 43. In the operating position 10, the upper tangential plane T2 lies below the rail head 43. The rail 6 has a rail foot 44. The upper tangential plane T2 is in the vertical direction 40 above the rail foot 44. The rail foot 44 and the rail head 43 of the rail 6 are connected to one another via a central part 45 of the rail 6. A measured perpendicular to the rail plane M The width of the rail head 43 is from 60 mm to 80 mm, in particular from 65 mm to 75 mm. In the operating position, the upper tangential plane T2 is arranged in the upper third of the central part 45 of the rail 6 with respect to the vertical direction 40 . The concrete surface 9 is arranged 5 cm to 7 cm below an upper edge of the rail head 43 with respect to the vertical direction 40 . The upper edge of the rail head 43 delimits the rail head 43 in the vertical direction 40.

In operational position 10, the driving section 13 of the longitudinal plate 11 runs parallel to the rail plane M of the rail 6. In operational position 10, the inspection section 12 runs parallel to the rail plane M. In operational position 10, the driving section 13 projects in the direction of the rail plane M in relation to the inspection section 12 . The driving section 13 and the inspection section 12 of the longitudinal panel 11 are connected to one another via a connecting piece 46 of the longitudinal panel 11 . In the position of use 10, the connecting piece 46 runs perpendicularly to the rail plane M. However, it can also be provided that the connecting piece 46 runs at an angle to the plane of the rails M in the position of use 10.

The longitudinal plate 11 has a projection section 17 . In the deployed position 10 of the frame 1, the projection section 17 borders on the lower tangential plane T1. In the position of use 10, the projection section 17 runs transversely to the rail plane M.

In the operating position 10 , the driving section 13 projects in the direction of the rail plane M in relation to the projection section 17 . The frame 1 rests with the projection section 17 on the rail support 24 . The frame 1 protrudes from the rail support 24 by means of the projection portion 17 . The projection section 17 protrudes beyond the rail support 24 in the direction of the rail 6 in the direction transverse to the rail plane M. The projection section 17 is arranged in the operational position 10 with respect to the vertical direction 40 below the inspection section 12 and below the driving section 13 .

As in 3 shown, the inspection section 12 extends in the longitudinal direction 50 at least over a section 25 of the rail longitudinal side 5 of the frame 1. The inspection section 12 and the driving section 13 are in the operational position 10 in the longitudinal direction next to one another. The inspection section 12 is designed in such a way that in the operational position 10 it extends in the longitudinal direction 50 over at least 70% of the entire extent of the rail support 24 in the longitudinal direction 50 .

The longitudinal sheet metal 11 is produced by three-dimensional bending of a metal sheet. Here, the sheet metal is first cut and then folded so that inspection section 12, driving section 13 and projection section 17 are formed. The openings in the longitudinal sheet that still exist as a result of the cutting of the sheet are covered and sealed by additional sheets.

As in 2 shown, the frame 1 has a perpendicular to the in 4 shown rail level M measured width b. The width b of the frame 1 can be adjusted by means of an adjustment device 28 . The width b of the frame can be changed by means of the setting device 28 . For this purpose, the end plates 21 and 22 are displaceable relative to the longitudinal plates 11 and 14 in the exemplary embodiments. It can also be provided that the length of the end plates can be changed. As a result, the width of a joint between the frame 1 and the edge element 39 can be adjusted. Tolerances of the edge of the boundary element can be compensated. This allows joint widths of 10 mm to 30 mm.

the Figures 5 to 7 show an alternative embodiment for the frame of a track covering. The arrangement 73 after Figures 5 to 7 differs from the arrangement 33 according to the Figures 1 to 4 only by a different design of the longitudinal plates 11 and 14. The description of the other components of the arrangement 33 according to Figures 1 to 4 also applies to the embodiment of the arrangement 73 according to FIGS. Corresponding components are denoted by the same reference symbols. The description of corresponding components also applies to both exemplary embodiments. As in particular in 7 can be seen are in the embodiment according to the Figures 5 to 7 in contrast to the embodiment according to the Figures 1 to 4 the inspection section 52 and the driving section 53 of the longitudinal plate 51 of the frame 61 are arranged next to one another in the vertical direction 40 in the operational position 10 . The inspection section 52 extends over the entire longitudinal rail side 5 of the frame 1. The driving section 53 extends over the entire longitudinal rail side 5 of the frame 1. The driving section 53 is arranged above the inspection section 52 in the operational position 10. The driving section 53 is arranged exclusively in the upper half 37 of the high area 36 in the operating position 10 . The inspection section 52 is arranged exclusively in the lower half 38 of the high area 36 in the operating position 10 . In the exemplary embodiments, the lower half 38 extends over the lower half of the high area 36 with respect to the vertical direction 40. It can also be provided that the lower half extends over two thirds of the lower high area. The high area 36 has a height h measured in the vertical direction 40 . The height h is from 40% to 70% of the total height of the frame 1 measured in the vertical direction 40. Just like the frame 1 according to FIGS Figures 1 to 4 has the frame 61 after the Figures 5 to 7 the boss portion 17 and the base body 47 having the same features. In the position of use 10 , the projection section 17 projects from the base body 27 in the direction of the rail 6 over a head 49 of the rail support 24 . As a result, the frame 61 can be positioned at a small distance from the rail 6 in the position of use 10 . In particular, the second distance d2 between the rail plane M and the travel section 53 of the frame 61 can be very small.

The inspection section 52 of the longitudinal plate 51 has a first distance d1b from the rail plane M of the rail 6 . The first distance d1b is the greatest distance from the inspection section 52 to the rail plane M. The first distance d1b is also referred to as the first greatest distance d1b. The first, greatest distance d1b is measured in the lower tangential plane T1. The inspection section 52 has the greatest distance to the rail plane M with respect to the vertical direction 40 at the level of the lower tangential plane T1. The running section 53 of the longitudinal plate 51 has a second distance d2 from the rail plane M of the rail 6 . The second distance d2 is the smallest distance between the travel section 12 and the rail plane M. The second distance d2 is also referred to as the second smallest distance d2. The first largest distance d1b and the second smallest distance d2 are measured perpendicular to the rail plane M. In the operating position 10 of the frame 51, the first largest distance d1b between the rail plane M and the inspection section 52 is greater than the second smallest distance d2 between the rail plane M and the driving section 53. The first largest distance d1b between the rail plane M and the inspection section 52 is from 17 cm to 21 cm, in particular from 18 cm to 20 cm. The second smallest distance d2 between rail plane M and travel section 53 is from 13 cm to 17 cm, in particular from 14 cm to 16 cm. In the area of the travel section 53, in the operational position 10, there is a gap between the concrete surface 9 and the rail 6 that is not larger than 17 cm. The smallest width of the gap is from 13 cm to 17 cm, in particular from 14 cm to 16 cm. In the area of the inspection section 52, the greatest distance between the rail 6 and the inspection section 52 is from 17 cm to 21 cm, in particular from 18 cm to 20 cm.

The inspection section 52 has a third distance d3 from the center plane M, measured perpendicularly to the center plane M. The third distance d3 is the smallest distance between the center plane M and the inspection section 52. The third distance d3 between the rail plane M and the inspection section 52 is from 15 cm to 19 cm, in particular from 16 cm to 18 cm. In the area of the inspection section 52, the smallest distance between the rail 6 and the inspection section 52 is from 15 cm to 19 cm, in particular from 16 cm to 18 cm. The third distance d3 is measured halfway between the lower tangential plane T1 and the upper tangential plane T2 with respect to the vertical direction 40 .

The longitudinal sheet metal 51 arranged on the rail longitudinal side 5 of the frame 61 runs in the operating position 10 at least in the high region 36 above the lower tangential plane T1 obliquely to the rail plane M of the rail 6. The longitudinal sheet metal 51 is in the high region 36 at an angle α of 10° to Oriented at 30° to the rail plane M. In the embodiment according to Figures 5 to 7 the inspection section 52 and the driving section 53 lie in a common plane. In this exemplary embodiment, too, the driving section 53 projects in the direction of the rail plane M in relation to the inspection section 52 in the operating position 10 . As a result, the first greatest distance d1b of the inspection section 52 to the rail plane M is greater than the second smallest distance d2 of the travel section 53 to the rail plane M. This forms the inspection space 7 and the in 7 not shown fastening device 8 in the direction opposite to the vertical direction 40 visible from above. Also in the embodiment according to the Figures 5 to 7 a small second distance d2 between rail plane M and driving section 53 or between rail plane M and concrete surface 9 is possible. At the same time, the inspection room 7 ensures that the fastening device 8 or the fastening of the rail 6 to the rail support 24 can be checked in the operating position 10 of the frame 1 .

the Figures 8 to 15 show a development of the embodiment of Figures 1 to 4. The figures 16 and 17 show a corresponding development of the embodiment according to the Figures 5 to 7 . As in 8 shown, the frame 1 has a support element 31 . The support element 31 serves to support the longitudinal plate 11. The support element 31 is supported on the floor 29 of the solid track 3. As can be seen from the synopsis of the figures 4 and 8th results, the driving section 13 protrudes in the operational position 10 between two adjacent rail supports 24 and 27 in the direction transverse to the rail plane M over a base body 47 of the frame 1 in the direction of the rail 6 . The main body 47 of the frame 1 is the part of the frame 1 which is arranged in the position of use 10 below the lower tangential plane T1. The projection section 17 and the inspection section 12 also project beyond the base body 47 in a direction transverse to the plane of the rail in the direction of the rail 6 . Under pressure the concrete surface 9 and the in-situ concrete 4 below the concrete surface 9 are subjected to severe bending loads by a rail-bound vehicle driving over the concrete surface 9 . The flexural stresses are relieved by supporting the protruding projection portion 17 by the support member 31 . As a result, the in-situ concrete 4 can be poured without inserting reinforcement.

The height of the floor 29 of the track plate 34 of the fixed track 3 varies by +/- 20 mm. The support element 31 can be displaced in the vertical direction 40 relative to the projection section 17 . As a result, the support element 31 can stand up on the floor 29 even when the height of the floor 29 varies.

As in 9 shown, an opening 30 for the support element 31 is arranged in the frame 1 . The opening 30 is arranged in the longitudinal plate 11 . The opening 30 completely penetrates the longitudinal plate 11 in the vertical direction 40 . The opening 30 is at least partially arranged in the projection section 17 of the longitudinal plate 11 . The support element 31 is introduced into the opening 30 . The support element 31 can be inserted into the opening 30 . In the position of use 10 of the frame 1, the support element 31 introduced into the opening 30 extends in the vertical direction 40. The support element 31 is arranged in the opening 30 so that it can be displaced in the vertical direction 40 in the position of use 10.

The outer contour of the support element 31 in a plane perpendicular to the vertical direction 40 corresponds to the inner contour of the opening 30 in the viewing direction opposite to the vertical direction 40. The outer contour of the support element 31 and the inner contour of the opening 30 are matched to one another in such a way that the frame 1 is between the outer contour of the support element 31 and the edge of the opening 30 is close to the in-situ concrete 4. The outer contour of the support element 31 is matched to the inner contour of the opening 30 in such a way that the support element 31 can be moved, but is clamped in the opening 30 in such a way that it can be preassembled there for transport purposes. The support element 31 has a minimal oversize with respect to the opening 30 . After the frame 1 has been placed in the position of use 10, the support element 31 can be moved in the vertical direction 40 be moved so that it is supported on the bottom 29 of the track plate 34 of the solid track 3. This is in the Figures 13 and 14 shown. As for example in 12 As can be seen, the support element 31 protrudes through the opening 30 in the longitudinal plate 11 when it is supported on the ground 29 . The support element 31 is firmly connected to the longitudinal plate 11 by the in-situ concrete 4 .

As the Figures 9, 10 and 12 show, the support element 31 for filling with in-situ concrete 4 is hollow. The support element 31 is a sheet metal tube with any desired cross-sectional contour. In the exemplary embodiments, the sheet metal tube has a rectangular, in particular a square, cross section. After the positioning of the frame 1 in the position of use 10 and the displacement of the support element 31 in the opening 30 for contacting the support element 31 with the floor 29, the sheet metal tube can be filled with in-situ concrete. The sheet metal tube is open towards the bottom 29 . As a result, the in-situ concrete 4 adapts to the unevenness of the floor 29 in the area of the inner contour of the sheet metal tube. In this way, an optimal transmission of force from the in-situ concrete 4 to the floor 29 of the slab track 3 is possible. Provision can be made for a separating film to be laid out between the base 29 and the sheet-metal tube. As a result, the in-situ concrete can still adapt to the unevenness of the ground 29, but the frame 1 can later be removed from the solid track 3 without any problems.

It can also be provided that the support element 31 is a post made of solid material.

As in the Figures 8 to 12 shown, the opening 30 is arranged in the area of a driving section 13 with respect to the longitudinal direction 50 . This ensures that the support element 31 supports the longitudinal plate 11 in the area in which the force is applied. In the position of use 10, the support element is arranged between two adjacent rail supports 24 and 27, as in FIG 10 shown. The opening 30 is with respect to the vertical direction 40 below that to be formed by the driving section 13 and with concrete surface 9 that can be driven on by the rail-bound vehicle, as in 8 shown. 15 shows a section through the arrangement 33 in the area of a rail support 24. In the area of the rail support 24 with respect to the longitudinal direction 50, no support element 31 is provided. In the area of the rail support 24 , the protruding section 17 of the longitudinal plate 11 is supported on the rail support 24 .

the figures 16 and 17 show the embodiment of the frame 61 according to the Figures 5 to 7 with a support member 31. The description of the support member 31 and the opening 30 to the embodiment of the frame 1 according to Figures 8 to 15 is fully on the support member 31 and the opening 30 of the embodiment of the frame 1 according to the figures 16 and 17 transferable.

the Figures 18 to 20 show the frame 61 after the Figures 5 to 7 with a first spacer 55 and with a second spacer 56. The first spacer 55 is in the position of use 10 of the frame 61 for arrangement between the further longitudinal plate 14 and the in 20 edge element 39 shown is provided. The second spacer is intended to be arranged between two longitudinally adjacent frames 61 . The first spacer 55 is made of plastic. The second spacer 56 is made of plastic. As a result, the spacers 55 and 56 are electrically insulating.

The further longitudinal sheet metal 14 of the frame 61 has a first receiving opening 57 for receiving the first spacer 55 . The first receiving opening 57 is a hole in the exemplary embodiment. The first receiving opening 57 penetrates the further longitudinal plate 14 in the direction transverse to the rail plane M ( 7 ) Completely. As in 18 shown, the first spacer 55 can be inserted into the first receiving opening 57 .

The first spacer 55 is in the Figures 21 to 23 shown. The first spacer 55 has a first stop element 59 for stopping against the further longitudinal plate 14 . The first stop element 59 protrudes beyond a base body 62 of the first spacer 55 . In the exemplary embodiment, the first stop element 59 is a ring running around the base body 62 . The base body 62 is cylindrical. The first stop element 59 is circular.

As in 22 shown, the first spacer 55 has a longitudinal axis 70 . The longitudinal axis 70 corresponds to the longitudinal cylinder axis of the base body 62. The longitudinal axis 70 extends in a longitudinal direction 71 of the spacer. The first stop element 59 has a first edge 64 in the longitudinal distance direction 71 . The first stop element 59 has a second edge 66 in the direction opposite to the longitudinal distance direction 71 .

A first edge distance a1a, measured in the spacer longitudinal direction 71, between the first stop element 59 and the first edge 64 is smaller than a second edge distance a2a, measured in the spacer longitudinal direction 71, between the first stop element 59 and the second edge 66. If a large distance between the in 20 illustrated edge element 39 and the frame 61 is to be bridged by the first spacer 55, the first spacer 55 is with the first edge 64 first by the in 18 shown first receiving opening 57 inserted. If the distance between the edge element 39 and the frame 61 is smaller, the first spacer 55 is inserted through the first receiving opening 57 with the second edge 66 first. In this way, the first spacer 55 can bridge distances of different sizes.

To secure the first spacer 55 in the first receiving opening 57, the first spacer has at least one latching lug 68. The locking lug 68 is in one measured in the spacer longitudinal direction 71 latching distance a3a to the first stop element 59 is arranged. The latching distance a3a corresponds to the thickness of the further longitudinal sheet metal 14. As a result, the first spacer 55 can latch in the first receiving opening 57. Here, the further longitudinal plate 14 is clamped between the first spacer element 59 and the latching lug 68 . At least one latching lug 68 is provided on both sides of the first stop element 59 with respect to the longitudinal direction 71 of the spacer.

The first spacer 55 is later firmly connected to the frame 61 by the in-situ concrete 4 .

The first spacer 55 ensures that there is always a certain distance between the edge element 39 and the frame 61 . The frame 61 cannot be moved closer to the edge element 39 than the first spacer 55 allows, even in the event of vibrations. A plurality of first spacers 55 and, connected thereto, a plurality of first receiving openings 57 can be provided in the further longitudinal sheet metal 14 . The plurality of first receiving openings 57 are spaced apart from one another in the longitudinal direction 57 in the insert position 10 .

As in 18 shown, the first end plate 21 of the frame 61 has a second receiving opening 58 for receiving the second spacer 56 . The second receiving opening 58 is a hole in the exemplary embodiment. The second receiving opening 58 penetrates the further longitudinal plate 14 in the longitudinal direction 50 ( 20 ) Completely. As in 18 shown, the second spacer 56 can be inserted into the second receiving opening 58 .

The second spacer 56 is in the Figures 24 to 26 shown. The second spacer 56 has a second stop element 60 for stopping against the in 18 illustrated first end plate 21 on. The second stop element 60 projects beyond a base body 63 of the second spacer 56 ( 24 ). In the example the second stop element 60 is a ring running around the base body 63 . The base body 63 is cylindrical. The second stop element 60 is circular.

As in 26 As shown, the second spacer 56 has a longitudinal axis 74 . The longitudinal axis 74 corresponds to the longitudinal cylinder axis of the base body 63. The longitudinal axis 74 extends in a longitudinal direction 75 of the spacer. The second stop element 60 has a first edge 65 in the longitudinal distance direction 75 . The second stop element 60 has a second edge 67 in the direction opposite to the longitudinal distance direction 75 .

A first edge distance a1b, measured in the spacer longitudinal direction 75, between the second stop element 60 and the first edge 65 is smaller than a second edge distance a2b, measured in the spacer longitudinal direction 75, between the second stop element 60 and the second edge 67. If there is a large distance between two adjacent ones in the longitudinal direction 50 frame 61 is desired, the second spacer 56 is inserted with the first edge 65 first through the in 18 shown second receiving opening 58 inserted. If the distance between the frames 61 is to be smaller, the second spacer 56 is inserted through the second receiving opening 58 with the second edge 67 in front. In this way, the second spacer 56 can bridge distances of different sizes.

To secure the second spacer 56 in the second receiving opening 58, the second spacer has at least one latching lug 69. The latching lug 69 is arranged at a latching distance a3b from the second stop element 60, measured in the longitudinal direction 71 of the spacer. The locking distance a3b corresponds to the thickness of the first end plate 21. As a result, the second spacer 56 in the second receiving opening 58 into place. Here, the first end plate is clamped between the second spacer element 60 and the locking lug 69 . At least one latching lug 69 is provided on both sides of the second stop element 60 with respect to the longitudinal direction 75 of the spacer.

The second spacer 56 is later firmly connected to the frame 61 by the in-situ concrete 4 .

The second spacer 56 ensures that there is always a certain distance between frames 61 that are adjacent in the longitudinal direction 50 . Even if there are vibrations, the adjacent frames 61 cannot be moved closer together than the second spacer 56 allows. A plurality of second spacers 56 and, connected thereto, a plurality of second receiving openings 58 can be provided in the first end plate 21 . In the position of use 10, the plurality of second receiving openings 58 lie in the direction perpendicular to the rail plane M ( 7 ) spaced from each other. The position of the frame 61 on the solid track 3 is largely fixed by the first spacer 55 and the second spacer 56 .

Also in the in 18 illustrated second end plate 22 receiving openings can be provided for spacers.

Also in frame 1 after the Figures 1 to 4 and 8 to 15 First and second receiving openings can be provided for first and second spacers with all the features described.

Claims (17)

1. Frame for a rail covering (2) for a solid track (3), the rail covering (2) being provided for being driven on by a non-railborne vehicle, the frame (1, 61) being provided for filling with in-situ concrete (4), the frame (1, 61) comprising at least one rail longitudinal side (5) which is provided to be arranged so as to face a railhead (43) of a rail (6) of the solid track (3) in a use position (10) of the frame (1, 61) and to extend in the longitudinal direction (50) of the rail (6), a longitudinal panel (11, 51) of the frame (1, 61) being arranged as a lost formwork on the rail longitudinal side (5) of the frame (1, 61),
   characterized in that the longitudinal panel (11, 51) is shaped in such a way that, in the use position (10) of the frame (1, 61), it has an inspection portion (12, 52) for forming an inspection space (7) for inspecting a fastening apparatus (8) for fastening the rail (6) and a driving portion (13, 53) for forming a concrete surface (9) which can be driven on by way of the non-railborne vehicle, and that, in the use position (10), a first greatest spacing (dla, dlb) between a rail plane (M), oriented perpendicularly with respect to the concrete surface (9) and adjoining the railhead (43), of the rail (6) and the inspection portion (12, 52) is greater than a second smallest spacing (d2) between the rail plane (M) and the driving portion (13, 53).
2. Frame according to claim 1,
   characterized in that the frame (1, 61) is provided to lie on a rail support (24, 27) of the solid track (3) in the use position (10), in that a lower tangential plane (T1) which runs perpendicularly with respect to the rail plane (M) makes contact from above with the rail support (24, 27), and in that the inspection portion (12, 52) adjoins the lower tangential plane (T1) in the use position (10).
3. Frame according to claim 2,
   characterized in that the longitudinal panel (11, 51) has a projection portion (17) which adjoins the lower tangential plane (T1) in the use position (10), and in that the projection portion (17) runs transversely with respect to the rail plane (M) in the use position (10).
4. Frame according to claim 3,
   characterized in that the driving portion (13, 53) projects in the direction of the rail plane (M) in the use position (10) in comparison with the projection portion (17) and in comparison with the inspection portion (12, 52).
5. Frame according to one of claims 2 to 4,
   characterized in that, in the use position (10), the frame (1, 61) has a vertical direction (40) which runs perpendicularly with respect to the lower tangential plane (T1), in that the frame (1, 61) has a vertical region (36) which extends in the vertical direction (40), starting from the lower tangential plane (T1), upwards as far as an edge (48) of the frame (1), and in that the driving portion (13, 53) is arranged at least in the upper half (37) of the vertical region (36).
6. Frame according to claim 5,
   characterized in that the inspection portion (12) and the driving portion (13) lie next to one another in the longitudinal direction (50) in the use position (10), and in that, in the use position (10), the driving portion (13) extends over the entire vertical region (36), lying above the lower tangential plane (T1), of the longitudinal panel (11) with regard to the vertical direction (40).
7. Frame according to claim 5,
   characterized in that the driving portion (53) is arranged exclusively in the upper half (37) of the vertical region (36) in the use position (10).
8. Frame according to claim 5 or 7,
   characterized in that, in the use position (10), the longitudinal panel (51) which is arranged on the rail longitudinal side (5) of the frame (61) runs at least in the vertical region (36) above the lower tangential plane (T1) obliquely with respect to the rail plane (M) of the rail (6).
9. Frame according to one of claims 1 to 5,
   characterized in that the inspection portion (12) and the driving portion (13) lie next to one another in the longitudinal direction (50) in the use position (10).
10. Frame according to claim 9,
    characterized in that the inspection portion (12, 52) is designed in such a way that, in the use position (10), it extends in the longitudinal direction (50) over at least 70% of the entire extent of a rail support (24, 27) in the longitudinal direction (50).
11. Frame according to claim 9 or 10,
    characterized in that the driving portion (13) runs parallel to the rail plane (M) of the rail (6) in the use position (10).
12. Frame according to one of claims 9 to 11,
    characterized in that the inspection portion (12) runs parallel to the rail plane (M) in the use position (10).
13. Frame according to one of claims 1 to 12,
    characterized in that the inspection portion (12, 52) extends in the longitudinal direction (50) at least over a part portion (25) of the rail longitudinal side (5) of the frame (1, 61).
14. Frame according to one of claims 1 to 13,
    characterized in that the inspection portion (52) extends over the entire rail longitudinal side (5) of the frame (1).
15. Frame according to one of claims 1 to 14,
    characterized in that the inspection portion (52) and the driving portion (53) lie next to one another in the vertical direction (40) in the use position (10).
16. Frame according to claim 15,
    characterized in that the driving portion (53) is arranged above the inspection portion (52) in the use position (10).
17. Arrangement comprising a solid track (3) and a rail covering (2) for being driven on by a non-railborne vehicle, the solid track (3) comprising a track panel (34) and a rail support (24, 27) with a rail (6) which is fastened thereto by means of a fastening apparatus (8), the rail (6) having a railhead (43), the rail covering (2) having a frame (1, 61) according to claim 1.

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