Expansion joint construction and rail system having an expansion joint construction

Abstract

An expansion joint construction may include at least one adjustment element movable in a longitudinal direction of the expansion joint construction. The at least one adjustment element may include at least one element for taking up a force applied in a longitudinal direction.

Claims

1. An expansion joint construction comprising at least one adjustment element movable in a longitudinal direction of the expansion joint construction, wherein the at least one adjustment element comprises at least one element for taking up a force applied in the longitudinal direction, and wherein the at least one element adapted for taking up a force in the longitudinal direction comprises at least one engagement element adapted for mutual engagement with a gear of a gear drive.

2. The expansion joint construction according to claim 1, wherein the expansion joint construction has at least one elastic element which applies a force to the at least one adjustment element.

3. The expansion joint construction according to claim 2, wherein the elastic element(s) comprise disc springs, helical springs, friction springs, annular springs, leaf springs, and/or rubber springs.

4. The expansion joint construction according to claim 2, wherein the at least one elastic element comprises a plurality of elastic elements, and wherein the at least one adjustment element includes at least a first adiustment element having elastic elements arranged at both sides of the first adjustment element and configured to adjust the first adjustment element.

5. The expansion joint construction according to claim 2, wherein the elastic element(s) comprise spring elements.

6. The expansion joint construction according to claim 1, wherein the at least one adjustment element includes at least a second adjustment element subjected to an elastic force applied to both sides of the second adiustment element.

7. The expansion joint construction according to claim 1, wherein the expansion joint construction has at least one active component for displacing the at least one adjustment element.

8. The expansion joint construction according to claim 1, wherein the at least one adjustment element includes at least one adjustment element configured as a rail section.

9. The expansion joint construction according to claim 1, wherein the expansion joint construction has a drive, the expansion joint construction being elastically reversibly compressible by actuating the drive in the longitudinal direction in order to generate an open gap between two sections.

10. The expansion joint construction according to claim 9, wherein the drive comprises a kinematics, a gear drive, a cable drive, a toothed belt and/or an actuator drive.

11. A rail system for a transport system, comprising at least one rail and at least one expansion joint construction according to claim 1.

12. A rail system for a transport system, comprising at least one rail having at least one expansion joint construction, wherein the expansion joint construction comprises at least one adjustable element which is movable in a longitudinal direction of the rail, wherein the at least one adjustable element comprises at least one element adapted for taking up a force applied in the longitudinal direction, and wherein the at least one element adapted for taking up a force applied in the longitudinal direction comprises at least one engagement element adapted for mutual engagement with a gear of a gear drive.

13. The rail system according to claim 12, wherein the expansion joint construction has a drive, the expansion joint construction being elastically reversibly compressible by actuating the drive in the longitudinal direction of the rail to generate an open gap between two rail sections.

14. The rail system according to claim 13, wherein the rail system comprises a first fixed rail section and a second laterally displaceable rail section, the expansion joint construction being arranged between one end of the first fixed rail section and a first end of the second laterally displaceable rail section, such that actuating the drive in the longitudinal direction of the rail generates a first open gap between the first fixed rail section and the second laterally displaceable rail section.

15. The rail system according to claim 14, wherein the rail system has a second fixed rail section, and the second laterally displaceable rail section has a second end, wherein a second expansion joint construction is arranged between one end of the second fixed rail section and the second end of the second laterally displaceable rail section, such that actuating a drive of the second expansion joint construction in the longitudinal direction of the rail generates a second open gap between the second fixed rail section and the second laterally displaceable rail section.

16. The rail system according to claim 12, wherein the expansion joint construction is configured and arranged to compensate for changes in a length of the rail system.

17. The rail system according to claim 12, wherein the expansion joint construction is configured and arranged for reducing a gap width of a gap provided in an area of a switch or of a transfer platform.

Description

BRIEF DESCRIPTION OF THE FIGURES

(1) Further features and advantages of the invention will become clear from the description of preferred embodiments based on the following figures.

(2) FIG. 1 is a sectional view of a section of the rail system according to a first embodiment;

(3) FIG. 2 is a sectional view of a section of a rail system according to another embodiment;

(4) FIG. 3 shows another embodiment of a rail system in a first state;

(5) FIG. 4 shows a section of the rail system of FIG. 3 in a second state.

DETAILED DESCRIPTION

(6) FIG. 1 shows a sectional view of a section of a rail system 1 according to a first embodiment of the invention.

(7) The rail system 1 has a stationary rail section 2, which is interrupted by a gap. The gap is located between a first end 2a of the rail section 2 and a second opposite end 2b of the rail section 2.

(8) The inventive expansion joint construction 3, which bridges the gap, is arranged in the gap. In this embodiment, the expansion joint construction 3 has four adjustment elements 30a, 30b, 30c, 30d, which are designed as rail sections. This means that the adjustment elements 30a, 30b, 30c, 30d essentially have a cross-section profile corresponding to the cross-section profile of the rail section 2. On the sides adjacent to the first ends 2a and second end 2b of rail section 2, the expansion joint structure 3 has connecting elements 31 and 32 (in this case in the form of projections) which engage in corresponding connections 20a, 20b of rail section 2 (in this case in the form of complementary recesses matching the connecting elements 31 and 32).

(9) Elastic elements which in this embodiment of the invention are disc springs 33a, 33b, 33c are arranged between the adjustment elements 30a, 30b, 30c, 30d. The springs generate an elastic stress which presses the connection elements 31 and 32 apart from each other along a longitudinal axis L of the rail section 2. When the gap width is reduced, the elastic elements 33a, 33b, 33c are compressed. The disc springs 33a, 33b, 33c are so compressible that if the width S of the gap changes, at least some of the adjustment elements 30a, 30b, 30c, 30d can shift along the longitudinal axis L. The change in the gap width, e.g. due to a (temperature-related) change in length of the rail section 2 on the left and/or right side of the gap, is distributed to the movable adjustment elements 30b, 30c according to the number of movable adjustment elements 30b, 30c arranged in the gap. The change in the resulting gap width between adjacent adjustment elements 30a, 30b, 30c, 30d is smaller as the number of movable adjustment elements 30b, 30c is increased.

(10) In order to prevent the adjustment elements 30a, 30b, 30c, 30d from moving sideways, a guide (not shown) may be provided which limits the movement of the adjustment elements 30a, 30b, 30c, 30d and only allows a linear movement in the direction of the longitudinal axis L.

(11) By providing the inventive construction even large gaps S in rail section 2 may be bridged without the vehicle being hit and the occupants being shaken when the gap is passed over. In addition, the load on the wheels of the vehicles and on the axle construction is reduced. In addition, the speed characteristic of a roller coaster ride, for example, is not restricted because the invention does not require the gap to be crossed at reduced speed even at low temperatures.

(12) In case of a positive fit drive, the adjustment elements may carry engagement elements (not shown) which are separated from each other.

(13) FIG. 2 shows a second embodiment of a section of the rail system 2 according to the invention, whereby identical components of the system 1 according to the first embodiment are designated with the same reference signs. The above descriptions also apply to the corresponding components of the second embodiment.

(14) In contrast to the first embodiment, however, the adjustment elements 30a, 30b, 30c, 30d are equipped with tooth elements, which are intended for supporting engagement elements 34 of a form-fit drive (positive fit drive). In the present case, each adjustment element carries two tooth elements, but it could also be only one or less, or more than two elements. The track-side engagement elements 34 (in FIG. 2 only one of the engagement elements is marked with an arrow as an example) can, for example, be chain links that can interact with a gear wheel of a vehicle (not shown).

(15) In this embodiment the adjustment elements 30a, 30b, 30c, 30d carry the engagement elements which are part of a positive fit drive. In this embodiment the adjustment elements 30a, 30b, 30c, 30d and/or the rail 2 may just be carriers for elements, and they may or may not be additionally guide rails for a vehicle. I.e. the rail 2 and the adjustment elements 30a, 30b, 30c, 30d may have one or more functions, namely, being at least a guide rail, being a carrier for engagement elements or both.

(16) With conventional rail systems, a gap can be provided which acts as an expansion joint. The problem may be that due to the thermal expansion, as already described, the size S of the gap varies. By changing the gap width S, a division error is generated between the left and right-hand side engagement elements 34. In order to prevent the gap from becoming too large, according to the invention the total width of the gap is distributed to various rack/chain elements. Furthermore, the width of the gap is distributed to the “adjustable” (i.e. moveable along the longitudinal axis L) engagement elements 34 which are attached to the adjustment elements 30a, 30b, 30, 30d. The adjustment elements 30a, 30b, 30, 30d or rack and pinion elements, chain holders, chain holder holders and/or engagement elements, for example, are directly or indirectly separated from one another by disc springs. When the rail is expanded, the change in length of rail 2 is distributed over several movable adjustment elements 30b, 30c, in the present embodiment to the two middle adjustment elements 30b, 30c. Of course, the design could be modified by also providing disc springs between the connection elements 31 and 32 and the adjacent adjustment elements 30a and 30d, respectively. This would allow the pitch error to be distributed to all adjustment elements 30a, 30b, 30c, 30d.

(17) In case of an expansion or a reduction of the gap width S, a fraction of the total gap expansion/gap reduction can be compensated by the mechanism—depending on the constructive requirements. The pitch error is divided between several rack elements and can be reduced to a value within the permissible tolerance. The drive force when passing over the gap is completely absorbed by the disc springs 33a, 33b, 33c without any noticeable displacement.

(18) Larger changes in length or changes in the gap width due to thermal expansion could be compensated by arranging several modules/expansion joint constructions 3 in series.

(19) FIG. 3 shows a third embodiment of a section of the rail system 2 according to the invention, whereby the same components of the system are designated with the same reference signs as in connection with the previous embodiments. The above descriptions also apply to the corresponding components of the third embodiment.

(20) In this design the expansion joint construction 3 is shown in connection with a switch or a transfer section.

(21) In this embodiment the rail system 2 has a first stationary rail section 21 and a second rail section 22 which can be displaced transversely or perpendicularly to the longitudinal direction L. A first end 20a of the stationary rail section 21 is opposite an end 20b of the second rail section. In between there is an expansion joint construction 3 with components as described above. In this embodiment, however, four disc springs 33a, 33b, 33c, 33d are provided. Both sides of the adjustment elements 30b, 30c and 30d are equipped with a spring 33a, 33b, 33c, 33d. Instead of the connection element 31, an actuation slide 34 is provided in this embodiment. The actuation slide 34 is coupled to a drive, e.g. a hydraulic cylinder 35, in order to be driven by it.

(22) In the state shown in FIG. 3, the operating slide 34 is extended and engages in the depression 20a of the rail section 21. In this state, the construction 3 bridges the gap between the ends 2a and 2b of rail sections 21 and 22 and can serve as an expansion joint as described above.

(23) However, in order to move the movable rail section 22 transversely or perpendicularly to the longitudinal axis L, as indicated by arrow q, a gap between the end 2a of the stationary rail section 21 on the one hand and the end of the movable rail section 22 on the other hand must be generated. Therefore, the expansion joint construction 3 is retracted, i.e. the gap must be enlarged so as to ensure smooth lateral movement of section 22 even with minimum gap width S. In other words, the longitudinal extension of the expansion joint construction 3 (which bridges gap S in the first state) must be reduced so that a sufficiently large open gap S′ is created between the stationary and laterally movable components.

(24) This state with a generated open gap S′ is shown in FIG. 4. In this illustration, the actuation slide 34 was driven by the actuator 35 so that the springs 33a, 33b, 33c, 33d were compressed and the distance between the adjustment elements 30a, 30b, 30c, 30d was reduced. This reduction of the distances results in a non-bridged, open gap S′ between the stationary component 21 and the laterally movable components 3, 22 (the expansion joint construction 3 and the movable rail section 22 (switch section)).

(25) In case the other end (not shown) of the moveable rail section 22 is also connected to a stationary rail section, or separated by a gap, the movable rail section 22 may have the same expansion joint construction 3 at the other end. Rail section 22 can thus be completely moved laterally across the longitudinal direction to a parallel rail track after the expansion joint constructions have been compressed in such a way that the gap S is no longer completely bridged, resulting in an open gap S′.

(26) Of course, the construction described in connection with FIGS. 3 and 4 is also conceivable as a rail construction having or not having engagement elements 34 for a form-fit (positive fit) drive, as described in connection with the embodiment shown in FIG. 2.

(27) In one or more embodiments, a rail system 1 has a stationary rail section 2, which is interrupted by a gap. The gap is located between a first end 2a of the rail section 2 and a second opposite end 2b of the rail section 2. An expansion joint construction 3 is arranged in the gap, which bridges the gap. The expansion joint construction 3 has adjustment elements 30a, 30b, 30c, 30d, with elastic elements 33a, 33b, 33c being arranged between the adjustment elements 30a, 30b, 30c, 30d, which generate an elastic tension. When the gap width is reduced, the elastic elements 33a, 33b, 33c are compressed.

(28) The present disclosure may include one or more of the following concepts:

(29) Paragraph A. An expansion joint construction (3) comprising at least one adjustment element (30a, 30b, 30c, 30d) movable in a longitudinal direction of the construction (3), wherein at least one adjustment element (30b, 30c, 30d) comprises at least one element (34) for taking up a force applied in a longitudinal direction.

(30) Paragraph B. The expansion joint construction (3) according to Paragraph A, wherein the expansion joint construction (3) has at least one elastic element which applies a force to the adjustment element.

(31) Paragraph C. The expansion joint construction (3) according to Paragraph A, wherein the adjustment element or at least one of the adjustment elements (30b, 30c, 30d) is or are subjected to an elastic force applied to both sides of the adjustment element and adjustment elements, respectively.

(32) Paragraph D. The expansion joint construction (3) according to Paragraph B, wherein at least one adjustment element or several adjustment elements (30b, 30c, 30d) comprise elastic elements (33a, 33b, 33c, 33d) arranged at both sides thereof which adjust the adjustment elements (30b, 30c, 30d).

(33) Paragraph E. The expansion joint construction (3) according to Paragraph B, wherein the elastic element(s) (33a, 33b, 33c, 33d) comprise spring elements, in particular disc springs, helical springs, friction springs, annular springs, leaf springs and/or rubber springs.

(34) Paragraph F. The expansion joint construction (3) according to Paragraph A, wherein the expansion joint construction (3) has at least one active component for displacing the adjustment element(s).

(35) Paragraph G. The expansion joint construction (3) according to Paragraph A, wherein the adjustment element or elements (30a, 30b, 30c, 30d) are designed as rail sections.

(36) Paragraph H. The expansion joint construction (3) according to Paragraph A, wherein the element (34) for taking up a force applied in a longitudinal direction comprises at least one engagement element (34) for mutual engagement with a gear of a gear drive.

(37) Paragraph I. The expansion joint construction (3) according Paragraph A, wherein the expansion joint construction (3) has a drive (35), the expansion joint structure (3) being elastically reversibly compressible by actuating the drive (35) in the longitudinal direction (L) in order to generate an open gap (S′) between two sections (21, 22).

(38) Paragraph J. The expansion joint construction (3) according to Paragraph I, wherein the drive (35) comprises a kinematics, a gear drive, a cable drive, a toothed belt and/or an actuator drive, which comprises in particular an adjusting cylinder or hydraulic cylinder.

(39) Paragraph K. A rail system (1) for a transport system, comprising at least one rail (2) having at least one expansion joint construction (3), wherein the expansion joint construction (3) comprises at least one adjustable element (30a, 30b, 30c, 30d) which is movable in the longitudinal direction of the rail, wherein at least one adjustment element (30b, 30c, 30d) comprises at least one element (34) for taking up a force applied in a longitudinal direction.

(40) Paragraph L. A rail system (1) for a transport system, comprising at least one rail (2) and at least one expansion joint construction (3) according to Paragraph A.

(41) Paragraph M. The rail system (1) according to Paragraph K, wherein the expansion joint structure (3) has a drive (35), the expansion joint structure (3) being elastically reversibly compressible by actuating the drive (35) in the longitudinal direction (L) of the rail to generate an open gap (S′) between two rail sections (21, 22).

(42) Paragraph N. The rail system (1) according to Paragraph K, wherein the rail system (1) comprises a first stationary rail section (21) and a second laterally displaceable rail section (22), the expansion joint structure (3) being arranged between one end (2a) of the first fixed rail section (21) and a first end (2b) of the laterally displaceable rail section (22) to generate an open gap (S′).

(43) Paragraph O. The rail system (1) according to Paragraph N, wherein the rail system (1) has a second fixed rail portion, and the laterally displaceable rail portion (22) has a second end, wherein the expansion joint structure (3) or another expansion joint structure is arranged to create an open gap between the end of the second fixed rail portion and the second end of the laterally displaceable rail portion (22).

(44) Paragraph P. The rail system (1) according to Paragraph K, wherein the expansion joint construction (3) is designed and arranged to compensate for changes in the length of the rail system.

(45) Paragraph Q. The rail system (1) according to Paragraph K, wherein the expansion joint construction (3) is designed and arranged for reducing the gap width of a gap provided in the area of a switch or of a transfer platform.

(46) Although the present disclosure has shown and described the foregoing operational principles and embodiments, it will be apparent to those skilled in the art that various changes in form and detail may be made without departing from the spirit and scope of the disclosure. All such alternatives, modifications and variances should be considered to be included within the scope of the present disclosure.