EP0718438A1 - Superstructure de voie ferrée comprenant une dalle porteuse continue et des dispositifs de fixation individuels pour les rails - Google Patents

Superstructure de voie ferrée comprenant une dalle porteuse continue et des dispositifs de fixation individuels pour les rails Download PDF

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Publication number
EP0718438A1
EP0718438A1 EP95120030A EP95120030A EP0718438A1 EP 0718438 A1 EP0718438 A1 EP 0718438A1 EP 95120030 A EP95120030 A EP 95120030A EP 95120030 A EP95120030 A EP 95120030A EP 0718438 A1 EP0718438 A1 EP 0718438A1
Authority
EP
European Patent Office
Prior art keywords
plate
support plate
rail
fastening
track superstructure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP95120030A
Other languages
German (de)
English (en)
Inventor
Alexander Von Wilcken
Hermann Dr. Gärlich
Andreas Dr. Zachlehner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Heilit & Woerner Bau-Ag
Heilit und Woerner Bau AG
Original Assignee
Heilit & Woerner Bau-Ag
Heilit und Woerner Bau AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE19517112A external-priority patent/DE19517112A1/de
Application filed by Heilit & Woerner Bau-Ag, Heilit und Woerner Bau AG filed Critical Heilit & Woerner Bau-Ag
Publication of EP0718438A1 publication Critical patent/EP0718438A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • E01B2/003—Arrangement of tracks on bridges or in tunnels
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E01B1/007—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with interlocking means to withstand horizontal forces
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
    • E01B3/28—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from concrete or from natural or artificial stone
    • E01B3/40—Slabs; Blocks; Pot sleepers; Fastening tie-rods to them
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/06—Height or lateral adjustment means or positioning means for slabs, sleepers or rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/09—Ballastless systems
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/10—Making longitudinal or transverse sleepers or slabs in situ or embedding them
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/13—Dowels for slabs, sleepers or rail-fixings

Definitions

  • the present invention relates to a track superstructure, comprising a substantially continuous support plate arranged on a track substructure, two mutually parallel rails on the support plate, and fastening devices, each assigned to the two rails, for fixing the respective rail on the upper side of the support plate independently of the other rail , wherein the fastening device has a fastening plate arranged between the rail and the support plate and fastening means for fastening the respective rail to the fastening plate and also anchoring means for fastening the fastening plate to the support plate.
  • Such a track superstructure can be used both in railway construction and in the construction of high-speed lines, as well as in the construction of light rail vehicles, trams, subways and the like.
  • the superstructure consists of a bed consisting generally of ballast and a track grate, the track grate comprising two rails running parallel to one another, which are connected to one another by sleepers which lie transversely to the rail longitudinal direction and lie on the bed.
  • the thresholds safely absorb the forces that arise when a rail vehicle is guided on the outside and downwards, and the lateral forces that are directed outwards can be quite large at higher driving speeds.
  • the support plate at least one support plate projection engaging the mounting plate and / or at least one mounting plate recess receiving the mounting plate or a mounting plate projection projecting downward from the mounting plate has a form-locking connection of the mounting plate and the support plate for transverse rail forces.
  • a positive connection between the mounting plate and the support plate is produced independently of the anchoring means, which ensures safe and reliable transmission of forces acting laterally or transversely to the rails from the rails via the fastening device to the support plate. Even high lateral forces that occur when a rail vehicle is traveling at high speeds are reliably transferred to the support plate.
  • the anchoring means are not or only slightly loaded, so that the effort with regard to the anchoring means can be reduced. So in a track superstructure according to the invention, for example on the two sides of the rail, one anchoring bolt is sufficient for fastening the fastening plate, and these anchoring bolts only need to be designed with regard to their stability in such a way that they absorb the other forces not absorbed by the positive connection, i. H. primarily the vertical forces, safely transmitted. An anchoring bolt could possibly also be sufficient; for reasons of symmetry, however, an anchoring bolt is preferred on both sides of the rail. Overall, there is a reduced manufacturing and assembly cost.
  • An additional advantage of the track superstructure according to the invention is that the arrangement of the supporting plate projection or the supporting plate recess and the arrangement of the fixing plate projection on the fixing plate or the dimensions of the fixing plate itself make it necessary to pre-adjust the fixing device when the fixing device is attached to the supporting plate is given relative to the support plate. This simplifies the laying of the rails on the support plate.
  • the interlocking connection can be produced by mutual direct abutment of the mounting plate and the support plate, optionally with the interposition of an insulating or voltage compensation layer.
  • This configuration offers the advantage that the position of the respective mounting plate is largely or even completely predetermined by the arrangement of the support plate projection or the support plate recess, so that only a slight adjustment is necessary or an adjustment can even be omitted. This considerably simplifies the laying of the rails and considerably reduces the time required. In this case, however, the support plates have to be manufactured with increased accuracy, which can be easily achieved with the means currently available, in particular position-controlled slipform pavers.
  • the positive connection can also be made by pouring a pouring gap between the support plate and the mounting plate.
  • each rail is assigned only one support plate projection on which the respective fastening plate rests with its outer longitudinal edge facing away from the other rail. This in turn reduces the manufacturing effort for the support plate.
  • the mounting plate projection extends substantially below the respective rail.
  • anchoring means in particular anchoring bolts, used to fasten the fastening plate to the support plate can be provided close to the rail.
  • the fastening plate projection be designed as a rib. This simplifies the manufacture of the fastening plate, which can be designed in particular as a cast iron part. Also, when attaching the mounting plate to the support plate, the correct positioning is at least in a pre-adjustment position compared to other possible configurations of the mounting plate projection, for. B. as a pin or the like, simplified.
  • the rib can have a substantially rectangular cross section.
  • a rectangular cross-section offers the advantage that a wedge effect and thus a local lifting of the support plate is fundamentally excluded with lateral loading.
  • the rib can also have a substantially triangular cross section. This configuration is advantageous with regard to the manufacture of the fastening plate, in particular if the hard disk is manufactured as a cast iron part.
  • the mounting plate can then be easily removed from the mold. By arranging the rib in the area of the anchoring bolts or better below the rail, momentary lifting is avoided.
  • the support plate recess is designed as a groove with a groove cross section which is essentially complementary to the rib cross section. If the rib and, accordingly, the groove are essentially triangular in cross-section, the positive connection between the mounting plate and the support plate is self-centering, which is advantageous, inter alia, for laying the rails. You can also use a triangular one Work in the groove more easily into the support plate, e.g. B. by milling.
  • the support plate recess can also be designed as a groove with a groove width that exceeds the rib width to form the pouring gap.
  • the recess of the support plate receiving the fastening plate can also have a transverse dimension transversely to the longitudinal direction of the rail that exceeds the corresponding dimension of the fastening plate to form the pouring gap.
  • the fastening plate can be equipped with adjusting elements engaging on the supporting plate for height and / or side adjustment of the fastening plate with respect to the supporting plate.
  • the adjustment of the fastening plate relative to the support plate is greatly simplified and the fastening plate is reliably held in position when a pouring gap formed between the support plate and the fastening plate is potted.
  • the fastening plate is provided with at least one elongated hole for an anchoring bolt which runs perpendicular to the longitudinal direction of the rail. The fastening plate can already be secured against unintentional displacement or the like during the adjustment by the anchoring bolt, which may not yet be fully tightened, the adjusting elements possibly contributing to the side adjustment.
  • the support plate projection or the support plate recess can run essentially parallel to the longitudinal direction of the rail. This enables simple, continuous production of the support plate, especially with slipform technology, with immediate Incorporation of the support plate projection or the support plate recess possible. Separate operations for incorporating the support plate projection or the support plate recess can thus be omitted.
  • the elongated support plate projection or the elongated support plate recess can also be inclined to the longitudinal direction of the rail, wherein the mounting plate along the support plate projection or along the support plate recess is designed to be displaceable between at least two adjustment positions with the possibility of producing the positive connection in the respective adjustment position.
  • This configuration is somewhat more complex with regard to the production of the support plate.
  • the support plate recess or the support plate protrusion will expediently be worked into the support plate, in particular by milling.
  • This higher outlay is essentially compensated for by a lower manufacturing outlay with regard to the dimensional accuracy in the manufacture of the support plate, since the oblique arrangement of the support plate projection or the support plate recess relative to the longitudinal direction of the rail provides lateral readjustment.
  • a displacement of the fastening plate along the support plate recess or along the support plate projection always results in a lateral displacement of the support plate at the same time. It is also advantageous that subsequent repair work, in particular readjustment, is facilitated by this
  • the fastening plate projection is designed as a rib and, accordingly, the carrier plate recess is designed as a groove, the length of the groove must exceed the length of the rib to ensure the adjustability.
  • a plurality of individual grooves which are essentially parallel to one another are assigned to each rail.
  • the individual grooves are worked in at the points where a fastening device for rail fastening is provided.
  • the fastening device or the respective fastening plate is attached to the support plate, its position in the longitudinal direction of the rail is at least roughly predetermined.
  • the individual grooves assigned to the rails are inclined in the same direction with respect to the longitudinal direction of the rails with respect to the individual grooves assigned to the respective other rail, the one grooves and the individual grooves assigned to the other rail preferably being substantially parallel to one another.
  • the individual grooves assigned to the rails are inclined opposite to the longitudinal direction of the rail compared to the individual grooves assigned to the other rail.
  • This herringbone-like arrangement has the advantage over the aforementioned likewise possible parallel arrangement that forces acting in the longitudinal direction of the rail, which are transmitted from the rails via the mounting plate through the positive connection to the support plate, result in largely oppositely directed transverse force components in the support plate.
  • An arrangement that is mirror-symmetrical to the central longitudinal plane is particularly advantageous, which leads to corresponding mirror-symmetrical directions of force and thus to a compensation of the lateral force components.
  • the fastening plate is provided with at least one elongated hole for an anchoring bolt which runs parallel to the elongated supporting plate projection or the elongated supporting plate recess.
  • the fastening plate can be provisionally fixed on the support plate before the adjustment, without impairing the possibility of adjustment.
  • the anchoring bolt may not yet have to be fully tightened.
  • the final fixing of the mounting plate is then made after the adjustment by tightening the anchoring bolt.
  • the anchoring means When forming the fastening plate with the positive connection according to the invention between the fastening plate and the support plate, the anchoring means essentially only have the task of securing the fastening plate or the fastening device against lifting off from the support plate. It is therefore proposed to fix the mounting plate to the mounting plate by means of at least one clamping clamp anchored to the mounting plate.
  • the aforementioned arrangement of at least one anchoring bolt in an elongated hole in the fastening plate can be dispensed with.
  • the fastening plate is fixed to the support plate by means of at least one tension clamp, the fastening plate is easier to manufacture and, in particular, can also be smaller, so that there are noticeable cost advantages.
  • the tension clamp engages with a clamping element on a mounting section of the mounting plate, the outer edge of the mounting section running parallel to the elongated mounting plate projection or to the elongated mounting plate recess and the length this outer edge exceeds the corresponding dimension of the clamping element.
  • the mounting plate can thus be displaced with respect to the fixed clamping clamp parallel to the support plate projection or parallel to the support plate recess for adjustment; to Once the adjustment has been made, the fastening plate is finally fixed by tightening the tension clamp or by tightening an anchoring bolt of the tension clamp on the support plate.
  • the tensioning clamp or the clamping element is insulated from the fastening plate.
  • An otherwise usual insulation of the respective anchoring bolt or fastening dowel with respect to the support plate can thus be omitted.
  • the required anchoring bolts can accordingly be made simpler.
  • the plate-shaped clamping element in particular has an insulation layer on its side engaging the fastening plate.
  • Such an insulation layer can be attached inexpensively to the clamping element and only slightly increases the cost of the tension clamp.
  • a rail base plate of the fastening device carrying the respective rail is resiliently clamped between the fastening plate and end sections of the anchoring means above the rail base plate.
  • the fastening plate rests on a support surface area of the support plate surface which is opposite the tangential plane to the rail running surfaces of both rails transversely to the longitudinal direction of the rail with an inclination angle ⁇ , which is essentially an inclination angle ⁇ of the associated rail corresponds to each other rail is inclined.
  • the angle of inclination ⁇ can in particular have an incline of approximately 1:40 according to the standards of the Deutsche Heilbahn or approximately 1:20 according to the standards of the French railways.
  • the respective contact surface area forms a surface that is essentially parallel to the underside of the rail foot of the respective rail.
  • the respective rail base plate or the respective fastening plate can now be designed with the top and bottom sides parallel to one another, that is to say not in a wedge shape. This results in great cost advantages, since such rail base plates or fastening plates with mutually parallel upper and lower sides can be produced more cost-effectively than wedge-shaped rail base plates or fastening plates, since simpler manufacturing processes, in particular rollers, can be used.
  • the invention relates to a track superstructure, comprising a substantially continuous support plate arranged on a track substructure, two mutually parallel rails on the support plate and fastening devices, each assigned to the two rails, for fixing the respective rail on the top of the support plate independently of the each other rail, wherein the fastening device has a fastening plate arranged between the rail and the support plate and fastening means for fastening the respective rail to the fastening plate, and furthermore the fastening plate has at least one anchoring bolt receiving opening for an anchoring bolt for fastening the fastening plate to the supporting plate, with the anchoring bolt cross section adapted opening cross-section of the anchoring bolt receiving opening.
  • the fastening plate has at least one auxiliary bolt receiving opening for receiving an auxiliary bolt with play between the auxiliary bolt and auxiliary bolt receiving opening, at least in the direction transverse to the longitudinal direction of the rail.
  • the auxiliary bolt receiving opening and the auxiliary bolt serve for the pre-adjustment of the tracks and it is sufficient here as auxiliary bolts, a simple, inexpensive screw or the like, which is inserted into the auxiliary bolt receiving opening, for example in the form of an elongated hole running in the direction transverse to the longitudinal direction of the rail, for provisional fastening with sufficient contact pressure for adjustment purposes.
  • the mounting plate is then fixed to the support plate by a correspondingly stable anchoring bolt.
  • the anchoring bolt receiving opening can then serve as a drilling jig for drilling a hole in the support plate for the anchoring bolt.
  • the invention relates to a mounting plate for a track superstructure of the type mentioned above or immediately above.
  • the invention relates to a support plate for a track superstructure of the type mentioned above or immediately above.
  • the invention relates to a method for producing a track superstructure of the type mentioned above or immediately above, with which the mounting plate is shifted into the desired side position for track adjustment and fixed there on the support plate via a positive connection.
  • the support plate inserted into a support plate recess for the transmission of transverse rail forces is formed in several parts, comprising a support plate between the support plate and rail and a plate head on each side of the rail, which is supported on the corresponding side surface of the support plate recess. It is particularly preferably provided that one foot of the rail rests laterally on both plate heads for the direct transmission of rail transverse forces via the respective plate head into the side surface of the support plate recess.
  • the at least one base plate then essentially only takes over the transmission of the vertical forces from the rail to the bottom of the recess in the support plate. Irrespective of this, transverse forces are derived directly into the side surfaces of the support plate recess via the two plate heads.
  • the rail shear forces may be quite high, but still less than the downward weight forces, so that the two plate heads can also be made of a correspondingly hard plastic material with the advantage of inexpensive manufacturability and reduced vibration transmission with a correspondingly lower level of noise when being run over by a rail vehicle .
  • rail heads of different dimensions in the transverse direction of the rail can also be provided without further ado, for corresponding lateral adjustment of the rail by appropriate selection.
  • the plate head is penetrated by an anchoring screw fixed in the support plate and preferably clamps a tension clamp against the rail foot.
  • the plate head encompasses the base plate laterally and preferably has a projection which penetrates the base plate. In this way there is good cohesion of the at least one base plate with the plate head even in a preassembled state, which facilitates handling during assembly.
  • a tension compensation base plate can be provided between the metal base plate and the support plate in order to avoid peak loads on the support plate.
  • at least one height compensation base plate can be provided, preferably made of plastic, arranged between the underside of the rail and the metal base plate. Accordingly, height compensation base plates of different thicknesses can be used for height adjustment.
  • the height compensation base plate is preferably limited to the area immediately below the rail foot.
  • the track superstructure comprises a support plate 1 which is arranged on a base 2 which is customary in track construction.
  • the substrate 2 generally comprises several layers, which are not shown here.
  • an antifreeze layer is applied first to the actual earth and then a hydraulically bound base layer.
  • the support plate 1 rests on this support layer.
  • the base plate, the base layer and the frost protection layer belong to the track superstructure, while the track foundation, not shown in the figures, includes the earth body, bridges and other engineering structures.
  • the support plate can be formed by a concrete plate, which is optionally subdivided by transverse joints in order to ensure controlled transverse crack formation.
  • the support plate can be provided with a reinforcement, not shown, in order to avoid the opening of cracks which inevitably occur and to ensure a short crack spacing (in the range from 2 to 4 m). If the support plate is designed with cross-beam joints, dowelling in the area of the cross-beam joints can also be provided instead of or in addition to reinforcement. Under certain circumstances, the support plate can also be made from asphalt or asphalt concrete or similar material.
  • Two parallel rails 3 are arranged on the support plate and are fixed on the support plate 1 by means of fastening devices 4.
  • the fastening devices comprise a fastening plate 5, which are fixed on the support plate 1 by means of an anchoring bolt 6 on the left and on the right side of the rail 3.
  • the fastening plates each have an anchoring bolt receiving opening on the two sides of the rail; the respective anchoring bolt engages in a respective anchoring hole under the respective anchoring bolt receiving opening and is anchored in the respective anchoring hole.
  • the anchoring bolts 6 serve at the same time for fastening the respective rail 3 to the fastening plate 5, for which purpose the anchoring bolts 6 each engage with a bolt head or the like on a clamping bracket 8, which in turn in a known manner on the respective rail side on a base section the rail 3 engages and presses it onto the mounting plate 5.
  • the fastening devices 4 are arranged in a first support plate recess extending parallel to the rail on the upper side of the support plate 1, an insulating and. Between the respective fastening plate 5 and the support plate 1 Voltage compensation layer (not shown) z. B. in the form of a plastic plate can be provided.
  • the first mounting plate recess 10 has a constant width a, which corresponds to the width of the mounting plate 5, so that the mounting plate 5 positively engages in the first mounting plate recess 10 with respect to the transverse direction (double arrow A) perpendicular to the longitudinal direction B of the rail. As can be seen in FIG.
  • the side surfaces 12a and 12b of the support plate 1 delimiting the first support plate recess 10 are slightly inclined such that the first support plate recess widens somewhat upwards.
  • the fastening plate 5 has correspondingly oppositely inclined side surfaces, not designated, which each abut the side surface 12a or 12b.
  • the fastening plates 5 have on their underside below the rail 3 a rib 14 which extends in the rail direction B and has a substantially rectangular cross section and which engages in a second carrier plate recess 16 arranged in the first carrier plate recess 10.
  • the second support plate recess 16 is designed as a groove with a groove cross section which is essentially complementary to the cross section of the rib 14 and is accordingly also rectangular.
  • the engagement of the rib 14 in the groove 16 creates a positive connection between the mounting plate 5 and the mounting plate 1, which is effective with respect to transverse forces A (rail transverse forces) and this Reliably transmits forces from the mounting plate 5 to the support plate 1.
  • the mounting plates 5 assigned to the respective rail 3 rest on a respective contact surface area 11a or 11b of the surface of the support plate 1, which is opposite the tangential plane T to the rail running surfaces both rails 3 transversely to the longitudinal direction of the rails B is inclined towards the other rail with an angle of inclination ⁇ .
  • the angle of inclination ⁇ corresponds to the desired angle of inclination ⁇ of the respective rail.
  • the angle of inclination ⁇ and thus the angle of inclination ⁇ corresponds to an incline of 1:40 in accordance with the standards of the Deutsche Bundesbahn.
  • the tangential plane T (additionally indicated in FIG. 2 as parallel plane T ') is usually essentially horizontal run.
  • the fastening plates are designed with mutually parallel upper and lower sides and the underside of the rail foot of the respective rail 3 is parallel to the respective contact surface area 11a or 11b.
  • the dimensions and the position of the first and second support plate recesses 10 and 16 are precisely matched to the necessary rail spacing (track width) and to the shape, in particular width of the fastening plate, width and cross section of the rib.
  • An adjustment of the position of the mounting plate 5 relative to the support plate 1 when laying the tracks is thus omitted; the mounting plates 5 need only be placed at the desired distance (in direction B) in the respective first mounting plate recess 10.
  • the distance between fastening devices 4 arranged one behind the other does not need to be observed as precisely.
  • the fastening devices 4 are preferably placed at the desired distance from one another in the rail direction on the support plate 1 in the first support plate recess 10, whereupon the anchoring holes for the anchoring bolts 6 are made.
  • the anchoring bolt receiving openings serve as a drilling jig.
  • the rails are then brought into position on the fastening plates 5, whereupon the anchoring bolts 6, if appropriate after the introduction of a corresponding one Dowels are tightened into the respective bore, whereby the fastening plate 5 is fixed to the support plate 1 and the rail 3 via the clamping bracket 8 on the fastening plate 5.
  • the second embodiment shown on the left in FIG. 1 and FIG. 2 differs only slightly from the first embodiment shown on the right.
  • a support plate projection 118 assigned to the respective rail 103 is provided on the support plate 101 in the form of a rib extending parallel to the rail 103 as an angular guide base.
  • the support plate projection 118 is provided on the side of the respective rail 103 that is remote from the respective other rail, that is to say on the outside of the track, and forms a side surface 112a on which the respective fastening plates 105 bear with a corresponding side surface for producing a positive connection between the respective mounting plate 105 and the mounting plate 101.
  • the positive connection securely transmits transverse rail forces directed outwards (arrow C) toward the mounting plate projection 118 from the mounting plate 105 to the mounting plate 101.
  • This embodiment offers the same advantages as the first embodiment with reduced manufacturing effort; A separate adjustment of the fastening devices in the transverse direction A after application to the correspondingly precisely manufactured support plate projection is not necessary.
  • the fastening device 204 has a rail base plate 207, on which the rail is fixed by means of two clamping brackets 208 and separate fastening means 209, independent of the anchoring bolts 206, in the form of a respective threaded bolt with a threaded nut.
  • a plastic plate 220 is arranged between the rail 203 and the rail base plate 207.
  • the anchoring bolts 206 are in turn anchored in a respective anchoring hole 217 and serve primarily to fix the fastening plate 205 on the support plate 201.
  • the rail base plate 207 is spring-mounted in both vertical directions with respect to the mounting plate 205.
  • an elastic intermediate plate 222 made of plastic or the like is inserted between the fastening plate 205 and the rail base plate 207.
  • the intermediate plate 222 lies on the fastening plate 205
  • the rail support plate 207 lies on the intermediate plate 222.
  • the rail support plate 207 is prestressed in the direction of the fastening plate 205 by helical compression springs 228 acting on a respective upper end section 226 of the anchoring bolts 206.
  • the sleeve 224 can also be designed as an insulation sleeve for isolating the fastening device 204 and thus the rail 203 from the respective anchoring bolt 206 and thus from the support plate 201.
  • FIGS. 3 to 5 there is a direct positive connection between the mounting plate 205 and the support plate 201 only by the rib 214 on the underside of the mounting plate 205 and a corresponding groove 216 on the top of the support plate 201.
  • an insulation and voltage compensation layer can additionally be provided between the mounting plate 205 and the support plate 201 to avoid stresses that can be caused by unevenness. Such an insulation and voltage compensation layer is irrelevant with regard to the direct positive connection between the mounting plate 205 and the support plate 201.
  • each rail receives the rib 214 of a fastening plate 205.
  • the individual grooves 216 assigned to each rail are arranged essentially parallel to one another, the individual grooves assigned to the left rail being inclined in opposite directions with respect to the longitudinal direction B 'of the rail in comparison to the individual grooves assigned to the respective other rail.
  • the individual grooves 216 and accordingly also the ribs 214 therefore do not extend parallel to the longitudinal direction B 'of the rail.
  • the individual grooves 216 are each longer than the rib 214 of the respective fastening plate 205.
  • the fastening plates 205 can accordingly be displaced along the respective individual groove 216, with the respective fastening device 204 being displaced in the lateral direction A ′ perpendicular to the rail 203 at the same time. Accordingly, in the embodiment described an adjustment of the position of the fastening devices 204, in particular an adjustment of the position transverse to the rail 203, which is important for maintaining the predetermined track course and the track width of the track, is possible.
  • the fastening plate 205 has an elongated hole 230 for a respective anchoring bolt 206 on both sides of the rail 203, which extends parallel to the rib 214 or the individual groove 216. Because of these elongated holes 230, the fastening plate 205 is not fixed in exactly one position on the support plate 201 after the holes have been made in the support plate 201 for the anchoring bolts 206. The mounting plate position parallel to the individual groove 216 and thus at the same time transversely to the rail 203 can be adjusted or readjusted when laying the track or later.
  • the rib 214 on the underside of the fastening plate 205 has an essentially triangular cross section, and the individual grooves 216 are likewise each formed with a triangular groove cross section which is complementary to the cross section of the rib 14. Self-centering is achieved through these triangular cross sections.
  • the corresponding wedge angle should be relatively steep. A wedge angle of approximately 20 ° has proven itself as in the embodiment shown.
  • the arrangement of the rib 214 below the rail is advantageous in this context, since the weight of a rail vehicle that triggers transverse forces directly counteracts the lifting movement.
  • the rib could also be provided on the side of the rail.
  • several ribs on the underside of the mounting plate are also possible.
  • the continuous support plate 201 is manufactured by means of a correspondingly more precise paver with a surface accuracy corresponding to the desired rail height profile, preferably using slipform technology, possibly also with the immediate incorporation of support surface areas 211a and 211b inclined with respect to the horizontal for the fastening plates 205 for setting the desired rail inclination.
  • the individual grooves 216 are worked in, in particular milled, in a second step by means of a corresponding processing device.
  • the machining device in particular the milling device, is preferably designed in such a way that it simultaneously incorporates an individual groove 216 for the left and right rails.
  • the spacing of the individual grooves along the respective rail should be selected in particular depending on the rail shear forces to be expected depending on the design of the track construction.
  • the lateral edges of the support plate 201 can serve as a reference line with regard to the position of the respective individual groove in the direction transverse to the longitudinal direction of the rail when the individual grooves are incorporated.
  • the individual grooves 216 should preferably be arranged such that the respective fastening device 204 is to be arranged approximately in the middle between the two groove ends of the individual groove 216 for the correct track width. This provides adjustment play in both directions. Accordingly, in the next processing step, the fastening devices are placed on the support plate 201 in such a way that the respective ribs 214 engage in the respective individual groove 216 and the fastening device 204 are arranged approximately at the longitudinal center of the respective individual groove 216.
  • anchoring holes 217 are drilled in the support plate 201 for the respective fastening devices 204, with one hole being provided for each elongated hole 230 in the embodiment discussed.
  • the elongated holes serve as a drilling jig during drilling and the bores are to be made approximately at the longitudinal center of the respective elongated hole 230 in order to maintain the adjustability of the fastening plate 205 relative to the support plate 201.
  • An anchoring bolt 206 is then inserted into the bores 217 by inserting the sleeves and helical compression springs 228 shown in FIG. 4 through the respective elongated hole 230, but not yet fully tightened.
  • a rail 203 is placed on the respective row of fastening device 204 and fixed on the respective rail base plate 207 in such a way that the fastening devices 4 can still be moved slightly relative to the rail 203.
  • the fasteners 209 are not yet fully tightened.
  • Appropriate aligning means carry out a lateral adjustment of the fastening devices 204 and thus of the rails 203.
  • For lateral adjustment of the fastening devices 204 they are displaced, in particular displaced, along the respective individual groove 216.
  • the positive connection between the mounting plate 205 of the respective mounting device 204 and the support plate 201 is given in each adjustment position.
  • the anchoring bolts 206 and the fastening means 209 are finally tightened for the final fixing of the fastening plate 205 of the respective fastening device 204 on the support plate 201 and the rail 203 on the respective rail base plate 207.
  • the fixing of the fastening plate 205 on the support plate 201 and the rail 203 on the rail base plate 207 is not final, however, but can be reversed by loosening or loosening the anchoring bolts 206 and loosening or loosening the fastening means 209. Readjustment can thus be carried out at a later time. It goes without saying that readjustment proceeds as follows: In a first step, the anchoring bolts 206 and the fastening means 209 are loosened. A lateral adjustment of the fastening devices 204 then takes place in the aforementioned manner using appropriate alignment means. The anchoring bolts 206 and the fastening means 209 are then tightened again.
  • FIGS. 6 to 10 Two further embodiments of the track superstructure according to the invention are now explained below with reference to FIGS. 6 to 10.
  • Figure 6 shows on the left side together with Figure 7 a fourth embodiment.
  • a support plate recess 316 designed as a groove is provided for receiving a rib 314 on the underside of the respective fastening plate 305.
  • Each rail is assigned a continuous groove 316 extending below the rail 303 and parallel to the rail 303.
  • the groove 316 and the rib 314 each have a substantially rectangular cross section.
  • the groove width and the groove depth exceed the rib width or the rib height, so that an intermediate space 334 is formed between the respective fastening plate 305 and the support plate 301, which space is formed by a casting compound 340 for producing the positive connection between the fastening plate 305 and the support plate 301 is poured out.
  • the potting compound 340 can be synthetic resin concrete, potting mortar, potting cement or the like.
  • This configuration of the track superstructure enables a simple lateral adjustment of the fastening plates 205 during manufacture, and it is only necessary to work with low accuracy in terms of the grooves in the manufacture of the support plate 301 with the two grooves 316.
  • the grooves can be z. B. incorporate directly into slipform technology.
  • the respective fastening plate 305 has elongated holes 330 extending transversely to the longitudinal direction of the rail.
  • the pouring gap 334 between the support plate 301 and the fastening plate 305 is poured out with the potting compound 340, which, after solidification or hardening, provides a reliable positive connection between the fastening plate 305 and of the support plate 301.
  • FIG. 6 on the right side and in FIGS. 8 to 10 A modification of the embodiment shown in FIG. 6 on the left side and in FIG. 7 is shown in FIG. 6 on the right side and in FIGS. 8 to 10.
  • This embodiment differs only slightly from the embodiment described in connection with FIG. 6, left side and FIG. 7.
  • the carrier plate 401 as in the embodiment of FIGS. 1 and 2, on the right side, two carrier plate recesses 410 and 416 are again incorporated, each of which receives the rib 414 or the entire fastening plate 405 as a whole.
  • the second support plate recess 416 which is designed as a groove, is wider than the rib 414 and the first support plate recess 410 (width a '), which is also formed like a groove, is wider than the fastening plate (width c').
  • the depth of the recesses exceeds the corresponding dimensions of the rib (rib height) or the fastening plate (plate thickness). Both recesses extend parallel to the rail 403.
  • the mounting plate 405 is on both sides as well as below the mounting plate 405 in the area of the groove 416 each formed a pouring gap.
  • these pouring gaps are connected to one another to form a pouring gap 434, which also extends along the entire underside of the fastening plate 405.
  • the mounting plate 405 has height adjustment elements 450 in the form of threaded bolts or screws, which are each screwed into a threaded hole 452 in the support plate 405 and protrude on the underside of the support plate 405 and thus hold it at a distance from the support plate 401.
  • additional side adjustment elements 454 are also provided in the form of threaded bolts or screws, which are screwed into threaded holes (not shown) of a respective side section 456 projecting upwards, protrude laterally over the fastening plate 405 and engage with one Support the foot section on a side surface 412a or 412b of the first support plate recess 410.
  • the fastening plate 405 can be adjusted both transversely to the longitudinal direction of the rail and in the vertical direction prior to the potting with the potting compound 440, before the pouring gap 434 between the fastening plate 405 and the support plate 401 is poured out to produce the positive connection with the potting compound 440 or before the potting compound previously set hardens.
  • the manufacturing accuracy of the support plate 401 can accordingly be reduced both with regard to the first and second support plate recesses 410 and 416 and also with regard to the surface profile which determines the rail height profile.
  • FIGS. 9 and 10 show the state before the pouring gap 434 is filled with the sealing compound 440; of fastening device 404, only fastening plate 405 is shown.
  • the position of the rail base plate 407 and the rib 414 extending along the underside of the fastening plate 405 parallel to the rail 403 are indicated by dashed lines in FIG.
  • the height adjustment elements 450 shown in FIG. 10 are omitted in FIG. 9 for the sake of simplicity; accordingly only the threaded holes 452 can be seen.
  • Side adjustment elements is shown in Figure 10 on the right side (circled in dashed lines) a variant, according to which the side adjustment elements 454 'engage with a head portion on the side surface 412a or 412b of the support plate recess.
  • a track superstructure according to FIG. 6, left side, and FIG. 7 or FIG. 6, right side, and FIGS. 8 to 10 is expediently produced as follows:
  • the continuous support plate 301 or 401 is produced by a paver, preferably using slipform technology, with direct incorporation of the groove 316 or the first support plate recess 410 and the second support plate recess or groove 416.
  • the support surface area 311a or 311b or the support surface area 411a or 411b delimiting the first support plate recess 410 is preferably designed with an inclination with respect to the horizontal.
  • the fastening devices 304 and 404 are placed on the carrier plate 301 and 401, respectively.
  • the mounting plates can now be temporarily held in position by drilling the anchoring holes 317 and 417 for the anchoring bolts 306 and 406 and by inserting these anchoring bolts through the elongated holes 330 and 430 while maintaining the displaceability for adjustment.
  • the rails 303 and 403 are now attached to the rail base plates 307 and 407, whereby the respective rail 304 and 403 can already be finally fixed on the respective rail base plate 307 and 407, since in this embodiment a displacement of the Fastening devices 304 or 404 in the longitudinal direction of the rail for side adjustment is not required.
  • the fastening plates 305 and 405 are adjusted with the aid of the adjusting elements relative to the support plate 301 and 401 in the lateral direction and, if necessary, in the vertical direction, for which purpose appropriate, in particular track-bound, alignment aids are used.
  • the rail height profile is adjusted to a certain extent by the height adjustment.
  • the potting compound 340 or 440 is poured into the pouring gap 334 or 434, the anchoring bolts 306 or 406 preferably having been tightened beforehand.
  • the fastening means 309 or 409 should not yet be fully tightened in order to avoid the transfer of forces acting in the longitudinal direction of the rail from the respective rail to the fastening device and thus the risk of the fastening device being displaced in the longitudinal direction of the rail when the casting compound has not yet hardened. Such forces could be caused by stresses in the rail, which are caused by temperature changes.
  • the rails 303 and 403 should assume their final adjustment position. This can be checked again by means of the alignment means before the casting compound 340 or 440 is poured in. (The casting compound could, however, also have been filled into the respective support plate recess before the fastening devices were placed; when the fastening devices were placed - this would of course have to be done before the casting compound had hardened - the fastening devices would displace the casting compound accordingly).
  • This embodiment differs from the embodiments described above in that the positive connection between the fastening plate 505 and the support plate 501 is established indirectly by the anchoring bolts 506, which pass through anchoring bolt-receiving openings 560 in the fastening plate 505 with an opening cross section which is adapted to the cross section of the anchoring bolts and engage in corresponding anchoring holes in the support plate 501.
  • the fastening plate 505 furthermore has an elongated hole 530 which extends transversely to the longitudinal direction of the rail. This elongated hole 530 is used only for pre-adjusting the mounting plate 505 on the support plate 501.
  • an auxiliary bolt 562 is used, which engages through the elongated hole 530 and into a corresponding bore 519 in the support plate 501.
  • the auxiliary bolt is only tightened so far that a sufficient contact pressure of the mounting plate 505 on the support plate 501 is reached for the adjustment purposes.
  • the fastening plate is then finally fixed to the support plate 501 by means of appropriately stable anchoring bolts 506.
  • the auxiliary bolt 562 does not have to absorb any of the forces that occur when a rail vehicle is guided on the side; in principle, it could also be removed by the anchoring bolts 506 after fastening the fastening plate 505 to the support plate 501.
  • the auxiliary bolt can accordingly be inexpensive, e.g. B. be carried out as a simple screw plug.
  • the track superstructure according to FIGS. 11 and 12 is expediently produced as follows: First of all, the support plate 501 is produced by means of a paver working with the desired surface accuracy, possibly with support surface areas inclined with respect to the horizontal for the fastening plates for setting the desired rail inclination. After the carrier plate material has hardened, the fastening devices 504 are placed on the carrier plate 501, optionally with an intermediate layer of a flexible insulation and voltage compensation layer. The fasteners 504 are roughly brought into the desired position. A bore 519 for the auxiliary bolt 562 is then made in the support plate 501 through the elongated hole 530 serving as a drilling jig.
  • the mounting plate 505 is then provisionally fixed on the support plate by the auxiliary bolt 562 while maintaining lateral displacement on the support plate 501.
  • the rails 503 are then attached to the rail base plate 507 of the respective fastening device 504.
  • the fastening means 509 should not yet be fully tightened so that the fastening device can be displaced relative to the respective rail or no forces in the longitudinal direction of the rail due to tension are transmitted to the fastening device.
  • the fastening devices 504 are adjusted with regard to their lateral position in order to set the required rail course and the required track width.
  • Appropriate alignment means in particular rail-based alignment means, are used here. If the fastening devices 504 are brought into their respective adjustment positions, the anchoring holes are introduced into the support plate 501 through the anchoring bolt receiving openings 560, which act as a drilling jig. Subsequently, the fastening plates 505 are finally fixed by tightening the anchoring bolts 506, which have each been inserted through the respective receiving opening 560 into the respective anchoring hole. Then the fasteners 509 tightened to fasten the rails 503 on the rail base plates 507.
  • anchoring bolts 506 are provided, which are accordingly designed to be particularly stable.
  • the two anchoring bolts 506 are arranged offset with respect to one another in the longitudinal direction of the rail.
  • more anchoring bolts 506 are generally required, e.g. B.
  • FIG. 13 partial figures a and b.
  • This fastening option is of particular interest in connection with the interlocking connection according to the invention between the fastening plate and the support plate, in particular in the case of a interlocking connection corresponding to the embodiment shown in FIGS. 3 to 5.
  • the embodiment shown in FIG. 3 therefore corresponds to the embodiment shown in FIGS. 3 to 5 with regard to the form-fitting connection and also with regard to further essential features, and express reference is made to the above description of this embodiment.
  • the fastening means 609 and the tensioning bracket 608 serve at the same time to fix the rail 603 on the rail base plate 607 and also in cooperation with the elastic intermediate plate 622 for the resilient mounting of the rail base plate 607.
  • the mounting plate 605 has no anchoring bolt receiving openings or elongated holes, but instead has a mounting section 670 on each side of the rail 603. On these mounting sections 670 of the mounting plate 605 engages a plate-shaped clamping element or a clamping plate 674 of a respective clamping clamp 672.
  • the respective tensioning clamp 672 is anchored on the support plate 601 by means of an anchoring bolt 676.
  • the tension clamps 672 press the fastening plate 605 against the support plate 601 via the mounting sections 670. Lifting of the mounting plate 605 from the support plate 601 is thus reliably prevented.
  • the positive connection via the triangular rib 614 and the groove 616 complementary to the rib ensures that the fastening plate 605 is securely fixed with respect to a movement perpendicular to the direction of extension of the rib 614 or the groove 616.
  • the fastening plate 605 and thus the fastening device 604 can be displaced parallel to the groove 616, for which purpose the fastening means 609 may have to be loosened in order to enable the fastening device 604 to be displaced relative to the rail 603.
  • the outer edge 680 of the respective mounting section 670 extends parallel to the rib 614 and is longer than the corresponding dimension of the clamping plate 674.
  • the fastening plate 605 can thus be displaced parallel to the rib 614 relative to the tensioning clamps 672 for adjustment and in each adjustment position by tightening the Set anchoring bolt 676.
  • An insulation and voltage compensation layer is arranged between the mounting plate 605 and the support plate 601.
  • the clamping plates 674 have a nonconductive insulating layer 678, for. B. made of plastic.
  • the tension clamps 672 are thus insulated from the mounting plate 605. Overall, reliable insulation of the mounting plate 605 and thus the rail 603 from the support plate 601 is guaranteed.
  • the anchoring bolts 6, 106, 206, 306, 406, 506 and 676 provided in the various embodiments can be conventional anchoring screw elements with an expansion dowel section at the lower end. However, separate dowels can also be inserted into the anchoring holes assigned to the anchoring bolts in the supporting plate, into which corresponding anchoring screws or the like are screwed.
  • the invention relates to a track superstructure with a substantially continuous support plate and the two mutually parallel rails each separately assigned fastening devices for fixing the respective rail on the top of the support plate independently of the other rail, with one between a fastening plate of the respective fastening device and the support plate
  • Form-locking connection in particular for the transmission of rail transverse forces, is made. It is proposed to produce this form-fitting connection by appropriate shaping of the support plate and / or a fastening plate of the respective fastening device, with corresponding sections being provided on the support plate and / or on the fastening plate, which engage in a form-fitting manner on corresponding sections of the other part or in a form-fitting manner Stand by.
  • measures are proposed which enable or facilitate an adjustment of the respective fastening plate on the support plate, in particular before final fixing of the mounting plate on the support plate. It is also proposed to design the support plate with support surface areas inclined transversely to the longitudinal direction of the rail for the fastening devices in order to set the required rail inclination.
  • FIGS. 14 to 17 describe a further embodiment of the invention with a further modified fastening device.
  • a continuous support plate designated 701
  • a hydraulically bound support layer 701a by means of slipform pavers.
  • Reinforcement 701b can also be seen within the support plate 701.
  • the support plate is provided below the rails 703 with a continuous support plate recess 710, which can be seen more clearly in FIG. It has a bottom surface 710a which is essentially horizontal or which is inclined in accordance with the desired rail inclination and two side surfaces 710b which strive away from one another in the upward direction.
  • a fastening device 704 is provided for the respective rail 703 in this sleeper-free superstructure construction, which can also be seen in more detail in FIG. 16 and FIG. 17.
  • the fastening device 704 consists of two anchoring bolts 706, which are designed as screw dowels.
  • two dowel sleeves 706a are shown broken off, which pass through corresponding dowel bores 706b of the support plate 701 and into which the anchoring bolts 706 are screwed.
  • the anchoring bolts 706 in turn tension a tension clamp or helical compression spring 728, which is conventional per se, both against a foot 703a of the rail 703 and also against a multi-part fastening plate, generally designated 705.
  • the multi-part mounting plate 705 comprises at least one base plate, here a metal base plate 705a on the underside of the rail foot 703 and a tension compensation base plate 705b between the metal plate 705a and the bottom 710a of the recess 710. Furthermore, the multi-part mounting plate 705 also comprises two plate heads 705c at both longitudinal ends of the plates 705a and 705b, which are elongate transversely to the longitudinal direction of the rail.
  • FIGS. 16 and 17 The interaction of the plate head 705c and the base plate 705a or b results from FIGS. 16 and 17. It can be seen that the plate head 705c with two lateral, downwardly projecting longitudinal ribs 780 encompasses the two long sides of the plate 705a, b.
  • a projection 782 of the plate head 705c provided in the middle of the width and also projecting downwards engages in an associated elongated hole 784 of the respective plate 705a, b.
  • the end wall 788 of the plate head 705c which adjoins the respective end of the plate 705a, b is formed with an end surface which is inclined in accordance with the inclination of the side surface 715b (see FIG. 16).
  • a height compensation base plate can also be provided in a manner not shown with a width corresponding to the rail base Plate length. A correspondingly thick height compensation base plate is then used for height adjustment.
  • the dominant rail vehicle weight forces are distributed over a larger area via the metallic base plate 705a and are thus easily transmitted into the bottom of the recess 710 via the tension compensation base plate 705b.
  • Rail transverse forces are introduced directly into the side surfaces 710b of the support plate recess 710 via the respective plate head 705c. It is because the rail foot 703a lies with its two longitudinal edges directly against the two plate heads 705c, preferably with a certain pretension due to the wedge action of the two plate heads 705c spring-biased downwards.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bridges Or Land Bridges (AREA)
EP95120030A 1994-12-22 1995-12-19 Superstructure de voie ferrée comprenant une dalle porteuse continue et des dispositifs de fixation individuels pour les rails Withdrawn EP0718438A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE4446041 1994-12-22
DE4446041 1994-12-22
DE19517112 1995-05-10
DE19517112A DE19517112A1 (de) 1994-12-22 1995-05-10 Gleisoberbau mit durchgehender Tragplatte und Einzel-Befestigungsvorrichtungen für die Schienen

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EP0718438A1 true EP0718438A1 (fr) 1996-06-26

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EP95120030A Withdrawn EP0718438A1 (fr) 1994-12-22 1995-12-19 Superstructure de voie ferrée comprenant une dalle porteuse continue et des dispositifs de fixation individuels pour les rails

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE29622371U1 (de) * 1996-12-23 1998-04-23 Heilit + Woerner Bau-AG, 81677 München Tragplatte für einen Gleisoberbau und Befestigungsvorrichtung zum Festlegen von Schienen auf einer Tragplatte
DE19947882A1 (de) * 1999-10-05 2001-04-12 Heilit & Woerner Bau Ag Gleisanlagen-Tragplatte, Gleisanlagen-Unterbau und Gleisanlage
EP1111130A1 (fr) * 1999-12-24 2001-06-27 RST Rail Systems and Technologies GmbH Fixation de rails
KR100918359B1 (ko) * 2001-11-07 2009-09-22 알스톰 콘크리트 슬래브 상에 레일 트랙을 구성하는 방법 및 그방법에 사용하기 위한 임시 타이 플레이트
KR100923829B1 (ko) * 2001-11-07 2009-10-27 알스톰 콘크리트 슬래브 상에 레일 트랙을 구성하는 방법 및 그방법에 사용하기 위한 임시 타이 플레이트
EP2598695B1 (fr) * 2010-05-28 2016-07-27 STRABAG Rail GmbH Plaque support en béton avec fixation de rail élastique
EP3351683A1 (fr) * 2017-01-20 2018-07-25 ALSTOM Transport Technologies Voie de chemin de fer pour véhicule ferroviaire urbain
CN111395057A (zh) * 2020-04-30 2020-07-10 中铁二院工程集团有限责任公司 一种组合式承轨台

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DE1922055A1 (de) * 1969-04-30 1970-11-05 Lechler Bautenschutzchemie Kg Elastisches Schienenbett
GB1250315A (fr) * 1968-08-29 1971-10-20
DE2354958A1 (de) * 1973-11-02 1975-06-05 Strabag Bau Ag Verfahren zum herstellen eines schotterlosen oberbaues eines gleises und tragelement hierfuer
DE2830137A1 (de) * 1978-07-08 1980-01-17 Zueblin Ag Verfahren zur herstellung von gleisoberbauten sowie stahlbetonfertigteile und verlegegeraet zur durchfuehrung des verfahrens
AT377806B (de) * 1982-11-16 1985-05-10 Dyckerhoff & Widmann Ag Eisenbahnoberbau
DE3527829A1 (de) * 1985-08-02 1987-02-05 Zueblin Ag Schallabsorptionskonstruktion fuer schotterlose eisenbahnoberbauten

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GB1250315A (fr) * 1968-08-29 1971-10-20
DE1922055A1 (de) * 1969-04-30 1970-11-05 Lechler Bautenschutzchemie Kg Elastisches Schienenbett
DE2354958A1 (de) * 1973-11-02 1975-06-05 Strabag Bau Ag Verfahren zum herstellen eines schotterlosen oberbaues eines gleises und tragelement hierfuer
DE2830137A1 (de) * 1978-07-08 1980-01-17 Zueblin Ag Verfahren zur herstellung von gleisoberbauten sowie stahlbetonfertigteile und verlegegeraet zur durchfuehrung des verfahrens
AT377806B (de) * 1982-11-16 1985-05-10 Dyckerhoff & Widmann Ag Eisenbahnoberbau
DE3527829A1 (de) * 1985-08-02 1987-02-05 Zueblin Ag Schallabsorptionskonstruktion fuer schotterlose eisenbahnoberbauten

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EISENMANN: "Neuere Entwicklungen im Schienenbahnenbau", ETR EISENBAHNTECHNISCHE RUNDSCHAU, vol. 35, no. 9, DARMSTADT DE, pages 601 - 606 *

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE29622371U1 (de) * 1996-12-23 1998-04-23 Heilit + Woerner Bau-AG, 81677 München Tragplatte für einen Gleisoberbau und Befestigungsvorrichtung zum Festlegen von Schienen auf einer Tragplatte
DE19947882A1 (de) * 1999-10-05 2001-04-12 Heilit & Woerner Bau Ag Gleisanlagen-Tragplatte, Gleisanlagen-Unterbau und Gleisanlage
EP1111130A1 (fr) * 1999-12-24 2001-06-27 RST Rail Systems and Technologies GmbH Fixation de rails
EP1111131A1 (fr) * 1999-12-24 2001-06-27 RST Rail Systems and Technologies GmbH Fixation de rails
KR100918359B1 (ko) * 2001-11-07 2009-09-22 알스톰 콘크리트 슬래브 상에 레일 트랙을 구성하는 방법 및 그방법에 사용하기 위한 임시 타이 플레이트
KR100923829B1 (ko) * 2001-11-07 2009-10-27 알스톰 콘크리트 슬래브 상에 레일 트랙을 구성하는 방법 및 그방법에 사용하기 위한 임시 타이 플레이트
EP2598695B1 (fr) * 2010-05-28 2016-07-27 STRABAG Rail GmbH Plaque support en béton avec fixation de rail élastique
EP3351683A1 (fr) * 2017-01-20 2018-07-25 ALSTOM Transport Technologies Voie de chemin de fer pour véhicule ferroviaire urbain
FR3062140A1 (fr) * 2017-01-20 2018-07-27 Alstom Transport Technologies Voie de chemin de fer a capacite de portage amelioree pour vehicule ferroviaire urbain
AU2018200225B2 (en) * 2017-01-20 2023-06-29 Alstom Holdings A railway for an urban railway vehicle, with an improved bearing capacity
CN111395057A (zh) * 2020-04-30 2020-07-10 中铁二院工程集团有限责任公司 一种组合式承轨台

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