EP0722012A1 - Voie pour véhicules ferroviaires - Google Patents

Voie pour véhicules ferroviaires Download PDF

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Publication number
EP0722012A1
EP0722012A1 EP96100188A EP96100188A EP0722012A1 EP 0722012 A1 EP0722012 A1 EP 0722012A1 EP 96100188 A EP96100188 A EP 96100188A EP 96100188 A EP96100188 A EP 96100188A EP 0722012 A1 EP0722012 A1 EP 0722012A1
Authority
EP
European Patent Office
Prior art keywords
track system
support plate
track
ballast bed
ballast
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.)
Granted
Application number
EP96100188A
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German (de)
English (en)
Other versions
EP0722012B1 (fr
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.)
Grotz Georg
Original Assignee
Grotz Georg
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
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Application filed by Grotz Georg filed Critical Grotz Georg
Priority to DE29622835U priority Critical patent/DE29622835U1/de
Publication of EP0722012A1 publication Critical patent/EP0722012A1/fr
Application granted granted Critical
Publication of EP0722012B1 publication Critical patent/EP0722012B1/fr
Anticipated expiration legal-status Critical
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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
    • 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
    • E01B1/008—Drainage of track
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • 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
    • E01B3/38—Longitudinal sleepers; Longitudinal sleepers integral or combined with tie-rods; Combined longitudinal and transverse sleepers; Layers of concrete supporting both rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F8/00—Arrangements for absorbing or reflecting air-transmitted noise from road or railway traffic
    • E01F8/0005—Arrangements for absorbing or reflecting air-transmitted noise from road or railway traffic used in a wall type arrangement
    • E01F8/0017—Plate-like elements
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F8/00—Arrangements for absorbing or reflecting air-transmitted noise from road or railway traffic
    • E01F8/0005—Arrangements for absorbing or reflecting air-transmitted noise from road or railway traffic used in a wall type arrangement
    • E01F8/0023—Details, e.g. foundations
    • 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
    • E01B1/001—Track with ballast
    • 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
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/01—Elastic layers other than rail-pads, e.g. sleeper-shoes, bituconcrete
    • 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
    • E01B2204/03—Injecting, mixing or spraying additives into or onto ballast or underground
    • 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
    • E01B2204/07—Drainage
    • 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 invention relates to a track system for rail-bound vehicles, in particular railways, with a superstructure that has rails mounted on sleepers and a ballast bed that supports the sleepers, and with a substructure that supports the superstructure and that has a supporting plate made of concrete that supports the ballast bed and that on a Earth structure is supported.
  • ballast track In conventional track systems, the so-called ballast track is usually used as the superstructure, in which the sleepers rest on a ballast bed.
  • the track and the ballast bed are supported on a substructure, via which the forces exerted by the railway vehicle are diverted into the ground.
  • the ballast track has proven itself so far because it has a high degree of flexibility and adaptability and is relatively easy to maintain.
  • solid carriageways can be used sensibly.
  • the substructure consists of a deformation-friendly earth structure, complex additional measures are necessary in order to be able to meet the requirements for the substructure for a solid carriageway. In this way, track systems with a superstructure in the form of a solid track are often very expensive to manufacture.
  • Earthworks can be subject to relatively large deformations in the course of time, which can lead to local settlement of individual precast concrete elements or the support channel. In order to prevent these effects, a very complex and precise cultivation of the soil is necessary, which is very expensive. In addition, vibrations and shocks can occur, especially at high train speeds.
  • the dynamic load effects of railway operations cause vibrations on the load-bearing track grate and the ballast bed or other supporting elements, which are passed on via the subsurface or substructure and can affect the surrounding area in some areas.
  • the permissible values for the vibrations can often not be adhered to in the case of conventional route training with a ballast track or a so-called solid roadway. This can lead to impairments or damage, especially in buildings that are sensitive to vibrations. It may even be necessary to abandon the construction project or relocate the route.
  • the invention has for its object to provide a track system of the type mentioned, which ensures a dimensionally stable mounting of the tracks, a significantly improved correctability of the tracks after deformation of the ground or substructure and allows the vibration or vibration properties to be adapted to the structural conditions .
  • the support plate is designed as a continuous belt made of in-situ concrete and has a thickness of at least 0.40 m.
  • the vibration and vibration problems can be solved with the solid support plate according to the invention, which represents a uniform, monolithically acting body of large mass, a so-called mass body, according to the principle of a mass-spring system.
  • the strength of the support plate is chosen according to the structural conditions so that effective protection against vibrations is achieved.
  • the formation protection layer and frost protection layer, which are also present in known track systems, and, if appropriate, portions of the ballast bed are preferably connected to the mass body by a suitable, permanent binder, in particular cement, adhesive, etc.
  • the dynamic loads caused by the moving trains are passed on to the substructure as rapid impulses in typical frequencies, depending on the weight and speed, via the ballast bed acting as a spring.
  • the impulses transmitted from the ballast bed excite the mass body, which, depending on the dimensioning of the mass, causes a vibration and frequency change.
  • a vibration system can be created which is tuned to the natural frequency of the adjacent buildings to be protected and whose natural frequency lies below the natural frequency of the vibrating parts of the structures to be protected. Excessive vibrations and impermissible structure-borne noise can thus be avoided by adapting to the local structural conditions.
  • the mass body should be produced below the ballast superstructure as a monolithic, connected mass, whereby it preferably replaces the formation protection layer and frost protection layer. However, it is also possible to place the solid base plate directly on the formation protection layer. If necessary, the mass of the mass body is increased by partially bonding the ballast and adhesive bonding of this ballast body to the actual mass body. In this case, the spring effect in the mass-spring system results from the spring components of the rail intermediate layers and the remaining unglued ballast. Preferably, only the ballast edge area in the embankment elements, the so-called head ballast, is glued and a slight surface gluing is carried out in order to avoid ballast flight. If a further increase in the mass beyond the maximum thickness of the layer package consisting of the formation protection layer and the frost protection layer is necessary, a further increase in the thickness of the mass body can be achieved by lowering the earth level.
  • ballast superstructure it is also possible to fully maintain the conventional function of the ballast superstructure and to separate it from the mass body, which can also be achieved, for example, by inserting a sub-ballast mat as insulation.
  • mass body can also be covered with appropriate insulation mats.
  • the track system can be corrected in the event of any deformation of the substructure or subsoil by means of conventional processing measures for the ballast bed.
  • Suitable base materials for the mass body are, for example, the appropriate base layers (formation protection layer, frost protection layer), inexpensive rolled or broken materials, recycling material, possibly with the addition of heavy weights, and in certain cases also encapsulated contaminated materials.
  • the materials mentioned are combined with a binder, preferably cement or bitumen, to form the monolithic compound.
  • the mass body is preferably unreinforced, but has a fatigue strength that is approximately in the range of concrete classes B15 to B25. In some areas, the strength can be reduced by adding heavy weights or special insulation measures, and the strength can be varied or increased, for example, by inserting reinforcement.
  • the substructure or subsurface has essentially only a supporting function for the massive supporting plate without the risk of water penetration or a complicated layer structure being necessary. There is no need for complex drainage measures. Due to the high mass of the system, the dynamic loads and vibrations generated are changed and damped in frequency and intensity according to the principle of a mass-spring system, so that additional measures aimed at this can largely be dispensed with.
  • the relatively large thickness of the support plate which is greater than 0.4 m and approximately in a range from 0.4 m to 1.4 m, and preferably approximately 0.7 m, does not require any further frost protection measures and does the same for others Systems necessary formation protection layer and / or frost protection layer superfluous.
  • the system stiffness to be achieved with the track system according to the invention can be varied and adapted to the elasticity values of other types of track system, so that system transitions to other track systems, especially for bridges or tunnels, do not pose any problems and do not require any special designs.
  • outer, upwardly projecting edge caps are arranged on the support plate, which, together with the support plate, form a channel-shaped support body which receives the ballast bed.
  • an upwardly projecting central cap can also be formed on the top of the support plate between the tracks, so that each track has its own channel-shaped support body.
  • the sleepers are stored in or on a ballast bed. The dimensional stability of the ballast bed is supported by the shape-retaining channel-shaped support body, so that excessive settling of the ballast bed or its evasion in the transverse direction can be avoided.
  • the transverse or lateral forces resulting from the rail operation can be absorbed by the edge caps and / or the center cap.
  • the massive trough-shaped support body is very insusceptible to malfunctions and therefore only entails low maintenance costs. It acts across the entire cross-section of the track system and thus enables easy drainage. It has been shown that there are no special requirements for the substructure or with regard to vibration loads in the track system according to the invention.
  • the height of the edge caps and / or the middle cap can vary and, if necessary, can be adjusted to the maximum cross slope of the tracks or the lateral forces that occur.
  • the massive support plate is installed below the ballast bed of existing or new lines on earthwork sections, i.e. below the formation in the regular cross-section of railway lines and preferably replaces the formation protection layer and the frost protection layer there.
  • the edge caps and / or the center cap can either be integrally formed on the support plate or can be designed as separate prefabricated components which are then attached to the support plate.
  • the solid support plate in in-situ concrete is formed as an essentially continuous band, whereupon the edge caps and / or the center cap in in-situ concrete design are connected to the support plate via a positive connection.
  • the inner wall of the edge caps and / or the center cap is inclined in such a way that they have a cross section which tapers towards the free end.
  • the side of the edge caps and / or the center cap facing the track is designed with an incline such that it can counteract the direction of the forces arising in the ballast vertically as far as possible.
  • the height of the edge caps and / or the center cap is measured according to the ballast bed thickness to be set up and in the geometry of the overall cross section in such a way that the support function of the ballast bed and the transverse force absorption is ensured even when the rail track is maximally raised.
  • the ballast bed is at least partially glued in itself to increase the lateral stability of the ballast and to protect against vibrations.
  • the bonded ballast body in conjunction with the solid support plate and the lateral supporting edge caps and / or the center cap, represents a stable, force-resistant and dimensionally stable overall system. so that the position and orientation of the rails can be readjusted.
  • the support plate and the edge caps and / or the middle cap usually consist of concrete, in particular B15 or B25, whereby optionally also prepared aggregates, recycling material or optionally prepared, encapsulated and suitable contaminated materials as well as binders other than cement, for example bitumen, are used for the production of the support plate can find.
  • the surface of the support plate is largely closed and water-draining. If necessary, between the ballast bed and the supporting body, i.e. a sub-ballast mat is inserted into the support plate surface and the inner walls of the edge caps and / or the center cap. The option of only partially gluing the ballast bed and inserting ballast mats under and to the side of the ballast opens the way to a soft, springy overall system with variable spring action.
  • the solid, preferably one-piece design of the support plate with the lateral edge caps and / or the center cap and the resulting composite effect is equivalent to a corresponding trough or channel across the cross section of a single-track or double-track section, in which the ballast bed, which possibly sticks to a stable ballast body is fit and recorded in a dimensionally stable manner.
  • a corresponding trough or channel effect can be provided for each track through the edge caps in cooperation with the center cap.
  • at least the top of the support plate has a cross slope that should be about 1:20.
  • a one-sided incline can be provided for single-track lines.
  • the top of the support plate starting from its longitudinal center plane, has a sloping transverse slope on both sides, so that a so-called roof slope is realized.
  • the cross slope of the top of the support plate ensures water drainage on the support plate to the sides of the track system.
  • the gapless covering of the substructure by the support plate offers reliable protection against water ingress.
  • a soundproofing wall is arranged on the essentially flat upper side of the edge caps and / or the center cap.
  • the edge caps and / or the center cap can thus serve as supports for the soundproofing wall, wherein they are preferably equipped with quivers for receiving the holders of the soundproofing elements.
  • the quiver is designed so that it can extend into the support plate or, if necessary, for a deep foundation through the support plate.
  • the edge caps and / or the center cap are widened if necessary.
  • the edge caps and / or the center cap can be designed as a foundation beam for the soundproof walls, which has the advantage that the edge caps and / or the center cap can be designed with a relatively small width as a continuous component over the entire length of the track system, while in the sections in which the arrangement of a soundproof wall is necessary, as a foundation beam, ensures the optimal removal of the soundproof wall from the rail. In this way, the height of the soundproof wall can also be kept low or optimized, which is advantageous in terms of cost. In addition, the soundproofing wall can thus be kept outside the clearance profile to be kept clear for the trains.
  • the soundproofing wall can be constructed in a known manner in steel or concrete design and preferably has passageways arranged at certain intervals.
  • the main sound source in rail-bound vehicles is in the wheel-rail area.
  • the soundproof wall on the side facing the track which has sound surfaces that direct sound waves onto the ballast bed.
  • the sound waves directed onto the ballast bed are non-directional due to the irregularly structured surface there or are reflected in many different directions and are thus absorbed.
  • the reflection surfaces are preferably formed by a large number of inclined partial surfaces, these being able to have different inclinations in order to be able to effectively direct the sound waves emanating from the sound source wheel-rail onto the absorbing ballast bed.
  • transverse drainage channels are formed in the edge caps and / or the center cap, which are spaced at arbitrary intervals along the track length are arranged.
  • transverse cable channels should be formed in the support plate or the edge caps and / or the center cap.
  • the track system according to the invention can either be provided with a known, underground cable duct running along the track system, but it is also possible to integrate the cable ducts running in the longitudinal direction into the support body or to attach them to it.
  • the cable ducts are closed in a known manner by means of a cover.
  • the edge caps on the side facing away from the track store the longitudinal cable duct of known shape, which can either be formed in one piece with the edge caps or is attached to them.
  • the latter can be formed, for example, by one on the edge cap laterally projecting cantilever arm can be reached, on which the cable duct is placed.
  • the tops of the edge cap and the associated cable duct should together form a continuous, accessible surface next to the track body.
  • the cable ducts can also be integrated in the center cap.
  • the mass body has an inclination of preferably 1:20 at least on its upper side, which can be achieved, for example, by designing the mass body with a parallelogram-like cross section.
  • a one-sided slope is sufficient for single-track lines, while a roof slope should be provided for achieving sufficient water drainage on double-track lines.
  • a track system 10 for a two-track railway line comprises a solid support body 20, which comprises a massive support plate 21 supported on a substructure or the ground 11 and attached lateral side caps 22 projecting upwards.
  • the top and bottom of the support plate 21 have a decreasing cross slope of 1:20 starting from the longitudinal center plane on both sides, so that a so-called roof-shaped structure is achieved.
  • the edge caps 22 are in engagement with a projection in a rectangular groove 19 of the support plate 21, so that a positive connection is achieved.
  • the edge cap 22 can also be fastened to the support plate 21 by means of a dowel 23.
  • the support plate 21 forms, together with the edge caps 22, a trough-shaped or trough-shaped receptacle for a ballast bed 15.
  • a sub-ballast mat 16 is inserted in the trough-shaped receptacle between the ballast bed 15 and the top of the support plate 21 and the walls 22a of the edge caps 22 facing the track.
  • the ballast bed 15 is optionally glued to form a stable ballast body and supports sleepers 13 and rails 14 in a known manner.
  • the track can and thus the ballast bed has a cross slope, in particular when the route is curved.
  • the corresponding edge cap for supporting the ballast bed on the elevated side can also be raised.
  • a transversely extending drainage channel 18 is formed on both sides in the transition area between the support plate 21 and the edge caps 22, which reliably ensures drainage.
  • a cable duct 17 running along the track system is shown, which is buried in the ground in a conventional manner and closed by a cover.
  • the cable duct 17 can also be integrated into the edge cap 22, as is shown on the left-hand side of FIG. 1 and will be described in detail later.
  • the track system according to FIG. 2 corresponds in all essential points to the track system according to FIG. 1, but it is additionally provided here that a soundproof wall 25 is arranged and fastened on the essentially flat upper side 22b of the edge cap 22.
  • the soundproof wall 25 is anchored in the edge cap 22 widened compared to the embodiment according to FIG. 1, while in the illustration on the right side according to FIG. 2 a foundation beam 12 is attached laterally on the outside of the edge cap 22 , in which a foundation sleeve 26 is provided for receiving soundproof wall cassettes or panels, which can optionally be used with a deep foundation 27 leading through the support plate 21.
  • FIG. 7 shows an exemplary embodiment of an effective soundproof wall 25 in a steel design.
  • the soundproof wall 25 consists of individual panels 25a and 25b to be attached to one another, the lower panels 25a being attached to the edge cap 22 via a base plate 28 or being held in the quiver foundations by supports.
  • the panels 25a and 25b each have a plurality of inclined reflection surfaces 28a and 28b, the surface normal of which is essentially directed towards the ballast bed.
  • the sound waves emanating from the sound source wheel-rail are reflected by the reflection surfaces 28a and 28b in the region of the absorbing ballast bed.
  • the upper panel 25b has four smaller inclined reflecting surfaces 28b, while the lower panel 25a has two larger reflecting surfaces 25a, the reflecting surfaces 28a of the lower panels 25a being less inclined than the reflecting surfaces 28b of the upper panels 25b to in this way to adapt to the different angles of incidence of the sound waves emanating from the wheel-rail sound source onto the soundproof wall 25.
  • the support plate 21 is designed as a continuous band-like concrete component, on the surface of which recesses 24 are provided which serve as transverse cable ducts which can be closed by means of a cover.
  • the edge caps 22 consist of prefabricated concrete parts, which are lined up in the longitudinal direction of the track system and are arranged on the support plate 21 with the arrangement of a compensation layer 29. In the joint area between two prefabricated edge caps recesses are formed which form the transverse drain channels 18.
  • FIG 4 shows a first embodiment of a longitudinally extending cable duct 17.
  • the edge cap 22 is attached to the support plate 21 by arranging the compensating layer 29 such that between the side outer wall of the support plate 21 and the side outer wall of the Edge cap 22 an inwardly facing gradation is formed, on which the cable duct 17 is arranged with the interposition of a compensating layer 30.
  • the cable duct 17 consists in a known manner of an upwardly open U-shaped channel body 17a, which can be closed by means of a cover 17b.
  • the cable duct 17 can be fastened to the support plate 21 or the edge cap 22 in a manner not shown.
  • the outside of the cable duct 17 is flush with the outside of the support plate 21.
  • the cover 17b merges flush with the top 22b of the edge cap 22.
  • the U-shaped channel body of the cable duct 17 is formed in one piece with the edge cap 22, again a cover 17b covering the cable duct 17 is provided, the surface of which is flush with the upper side 22b of the edge cap 22 completes.
  • an outwardly projecting cantilever arm 22c is formed on the edge cap 22, onto which the U-shaped channel body 17a of the cable duct 17 is placed and fastened in a manner not shown.
  • the channel body 17a can be closed with the cover 17b, the upper side of the cover 17b with the upper side 22b Edge cap 22 is flush.
  • a projection 22d engaging behind the channel body 17a can be provided at the free end of the cantilever arm 22c, as a result of which the channel body 17a is held securely in the transverse direction.
  • the track system 110 shown in FIG. 8 comprises a two-track railway line with a solid support plate 120 in the form of a mass body which is supported on a substructure or the ground 111. Starting from the longitudinal center plane, the top and bottom of the mass body 120 have a sloping cross slope of 1:20 on both sides, so that a roof-shaped structure is achieved.
  • the mass body 120 is completely embedded in the ground 111 with the interposition of an insulation mat 116 on its lower and its lateral surfaces. Cable channels 117 run laterally along the mass body 120 in a known manner.
  • a ballast bed 115 is formed in a known manner on the top of the mass body 120 with the interposition of a sub-ballast mat 118, which carries sleepers 113 and rails 114 for a two-lane route.
  • the course of the ballast bed 115 for a straight section of the route is shown with solid lines, while the course of the ballast bed for a curved route is indicated by dashed lines.
  • the thickness of the mass body 120 which preferably replaces the formation protection layer and the frost protection layer, depends on the locally prevailing soil conditions and the relevant excitation frequencies and should be approximately in the range of one meter. As Figure 8 shows, the mass body 120 is laterally beyond the ballast bed 115, so that the train from the Pulse bed acting as a spring emitted impulses are completely transmitted to the mass body and from this after damping to the ground.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Railway Tracks (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
EP96100188A 1995-01-10 1996-01-09 Voie pour véhicules ferroviaires Expired - Lifetime EP0722012B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE29622835U DE29622835U1 (de) 1995-01-10 1996-01-09 Gleisanlage für schienengebundene Fahrzeuge

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19500443A DE19500443A1 (de) 1995-01-10 1995-01-10 Gleisanlage für schienengebundene Fahrzeuge
DE19500443 1995-01-10

Publications (2)

Publication Number Publication Date
EP0722012A1 true EP0722012A1 (fr) 1996-07-17
EP0722012B1 EP0722012B1 (fr) 1998-04-29

Family

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Family Applications (1)

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EP96100188A Expired - Lifetime EP0722012B1 (fr) 1995-01-10 1996-01-09 Voie pour véhicules ferroviaires

Country Status (4)

Country Link
EP (1) EP0722012B1 (fr)
AT (1) ATE165637T1 (fr)
DE (2) DE19500443A1 (fr)
DK (1) DK0722012T3 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6913717B2 (en) * 2001-12-05 2005-07-05 Alstom Method of constructing a rail track in which a concrete track slab is produced and rail track anchor members are inserted into the track slab
AT512523A4 (de) * 2011-11-22 2013-09-15 Art Asamer Rubber Technology Gmbh Fundamentlose Lärmschutzvorrichtung
WO2014006144A1 (fr) * 2012-07-04 2014-01-09 Hering Bau Gmbh & Co. Kg Unité de protection acoustique et sa structure
AT514307A1 (de) * 2013-05-02 2014-11-15 Kossik Roman Auflager für Massivelemente in Fahrwegen mit Schotteroberbau auf elastischer, bituminös- gebundener Tragschicht
CN108842522A (zh) * 2018-06-06 2018-11-20 广州地铁设计研究院有限公司 一种可调减振等级的预制浮置板轨道
AT16231U1 (de) * 2013-11-08 2019-04-15 Jozsef Szabo Strukturanordnung für die Stabilisierung von linearen Erdarbeiten
CN110761127A (zh) * 2019-12-04 2020-02-07 中铁二院工程集团有限责任公司 一种岩石地基既有高铁路堤力平衡帮宽结构及构筑方法
CN113062148A (zh) * 2021-03-30 2021-07-02 武汉理工大学 一种高速铁路基床表层厚度灵活性设计方法

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DE19831404C2 (de) * 1998-07-15 2001-10-11 Vogel Bau Gmbh Gleisanlage für schienengebundene Fahrzeuge
DE19841831A1 (de) * 1998-09-12 2000-05-04 Vogel Bau Gmbh Gleisanlage für schienengebundene Fahrzeuge
DE20005558U1 (de) * 2000-03-24 2000-05-25 Groetz Georg Gleisanlage für schienengebundene Fahrzeuge
DE20120610U1 (de) 2001-12-20 2002-02-28 Groetz Georg Gleisschotter für ein Schotterbett eines Gleisfahrweges, insbesondere für Eisenbahnen
DE102004002862A1 (de) * 2004-01-19 2005-08-25 Edilon Gmbh Lärmarmer Gleiskörper
DE102008002836A1 (de) 2008-04-30 2009-11-05 Msb-Management Gmbh Niedrige Lärmschutzwand an Gleisen
DE102008044675B4 (de) 2008-08-28 2017-02-23 Johann Walthelm Gmbh Erschütterungsschutz für einen Gleisoberbau und Herstellungsverfahren dafür
CN102787532A (zh) * 2012-09-02 2012-11-21 中铁二院工程集团有限责任公司 高速铁路路肩及排水构造
CN105735055B (zh) * 2016-02-04 2018-05-04 陈森 渗吸排水法

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US6913717B2 (en) * 2001-12-05 2005-07-05 Alstom Method of constructing a rail track in which a concrete track slab is produced and rail track anchor members are inserted into the track slab
AT512523A4 (de) * 2011-11-22 2013-09-15 Art Asamer Rubber Technology Gmbh Fundamentlose Lärmschutzvorrichtung
AT512523B1 (de) * 2011-11-22 2013-09-15 Art Asamer Rubber Technology Gmbh Fundamentlose Lärmschutzvorrichtung
WO2014006144A1 (fr) * 2012-07-04 2014-01-09 Hering Bau Gmbh & Co. Kg Unité de protection acoustique et sa structure
AT514307A1 (de) * 2013-05-02 2014-11-15 Kossik Roman Auflager für Massivelemente in Fahrwegen mit Schotteroberbau auf elastischer, bituminös- gebundener Tragschicht
AT514307B1 (de) * 2013-05-02 2016-08-15 Kossik Roman Auflager für Massivelemente in Fahrwegen mit Schotteroberbau auf elastischer, bituminös- gebundener Tragschicht
AT16231U1 (de) * 2013-11-08 2019-04-15 Jozsef Szabo Strukturanordnung für die Stabilisierung von linearen Erdarbeiten
AT16231U8 (de) * 2013-11-08 2019-06-15 Jozsef Szabo Strukturanordnung für die Stabilisierung von linearen Erdarbeiten
CN108842522A (zh) * 2018-06-06 2018-11-20 广州地铁设计研究院有限公司 一种可调减振等级的预制浮置板轨道
CN108842522B (zh) * 2018-06-06 2023-11-24 广州地铁设计研究院股份有限公司 一种可调减振等级的预制浮置板轨道
CN110761127A (zh) * 2019-12-04 2020-02-07 中铁二院工程集团有限责任公司 一种岩石地基既有高铁路堤力平衡帮宽结构及构筑方法
CN113062148A (zh) * 2021-03-30 2021-07-02 武汉理工大学 一种高速铁路基床表层厚度灵活性设计方法

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DE59600164D1 (de) 1998-06-04
ATE165637T1 (de) 1998-05-15
DE19500443A1 (de) 1996-07-18
DK0722012T3 (da) 1999-02-15

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