EP1558815B1 - Fixed track for rail vehicles and method for production thereof - Google Patents

Fixed track for rail vehicles and method for production thereof Download PDF

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Publication number
EP1558815B1
EP1558815B1 EP03798899A EP03798899A EP1558815B1 EP 1558815 B1 EP1558815 B1 EP 1558815B1 EP 03798899 A EP03798899 A EP 03798899A EP 03798899 A EP03798899 A EP 03798899A EP 1558815 B1 EP1558815 B1 EP 1558815B1
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EP
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Prior art keywords
rail
rail traffic
sleeper
fixed road
concrete
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EP03798899A
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German (de)
French (fr)
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EP1558815A1 (en
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Wolfgang Markus
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Ls Beratungsbuero Lublow GmbH
Hain Silke
Hain Uwe
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Ls Beratungsbuero Lublow GmbH
Hain Silke
Hain Uwe
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    • 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
    • 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
    • E01B1/008—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
    • E01B19/003—Means for reducing the development or propagation 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
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/07—Drainage

Definitions

  • the present invention relates to a solid track for rail traffic and a method for its production.
  • ballast track as a long-standing proven and reliable system reaches its physical limits in the high-speed traffic of Deutsche Bahn and other European railways and is no longer able to cope with the requirements such as low susceptibility, low maintenance costs with dense train sequence and high performance of the railway in the long term, no stock.
  • the slab track "Rheda” developed, which are approved together with the type "Züblin” at Deutsche Bahn since 1992 as a standard superstructure for high-speed lines.
  • the level course and the ballast bedding of the classic ballast track are replaced by a hydraulically bound base course and asphalt or concrete wearing course thereon.
  • the overall construction is seen and treated as a static system - earthwork / concrete wearing course.
  • the gravel superstructure it is very stiff and calculable.
  • the basic idea behind the development of the slab track is to ensure that the track has a uniformly elastic bedding, which is achieved almost exclusively by means of elastic intermediate layers in the rail fastening area or with elastic sleeper support systems.
  • first concrete sleepers also bi-block sleepers
  • support blocks were embedded in concrete and connected in a monolithic construction, whereby the track grid millimeter exactly fitted and shaken or must be poured. Later, they moved to superimposing and anchoring the track grates directly on an asphalt or concrete slab, which in turn had to be inserted with millimeter precision.
  • This has the advantage of interchangeability of individual thresholds, which is not the case with a monolithic design.
  • the individual providers of fixed-track systems vary here in conceptions and detailed solutions. At the moment, seven selected systems are being tested on an operational test track between Mannheim and Düsseldorf, including systems without sleepers, where the rail was fastened directly to interpolation points of the concrete wearing course.
  • the here described as a costly revaluation of the upcoming soil basically required preliminary work, means in detail an exchange of the soil to z. T. over 3.0 m depth and subsequent layer-wise installation and compaction of precisely matched functional soil layers in order to achieve the required properties such as elasticity, strength, load distribution, frost resistance, drainage, etc.
  • the object of the invention is, deviating from the previous systems of the fixed track of different manufacturers and suppliers, the cost-effectiveness and ease
  • the frame-like construction (2) has two rail-parallel reinforced concrete precast elements (3) with minimal manufacturing tolerance and finite, non-fixed length, the prefabricated reinforced concrete elements (3) in the frame-like mounted and adjusted state form a trough with an assembly-side attached foil as the lower end, the prefabricated reinforced concrete elements (3) are produced in a precambered manner for the loads in the final state of the load (superelevation), that the sleeper bodies as reinforced concrete prefabricated parts (3) are secured in position by steel structures (4, 10), that the final fixation of the longitudinal sleeper unit (2) is achieved by filling the threshold space up to a predetermined height with grout concrete (7) of sufficient final strength, that an early high-strength grouting concrete (7) of sufficient final strength is used for filling, that the grouting concrete (7) is provided with a sufficiently dimensioned concrete steel reinforcement (9), that for the transmission of the dynamic loads by the longitudinal concreting with grouting concrete (7) of sufficient strength and sufficiently dimensioned concrete steel insert (9) a statically seen infinitely long plate, that the
  • FIG. 8 shows a cross section through the support area of the longitudinal sleeper units (2).
  • the longitudinal sleeper unit (s) are connected to the steel support (13) via the inner fastening profiles (16) in a force-locking and precise position.
  • An additional column reinforcement (19) is installed in the support area.
  • the longitudinal sleeper units (2) consisting of the reinforced concrete beams (3), the steel structure (4) and transport and concreting as a steel structure (10)
  • a high cost and time savings is achieved and so can rail lines partly in the current Traffic during the night or with minimal restrictions (up to 400 m in one shift are theoretically possible) can be converted or refurbished.
  • the reinforced concrete beams (3) are prefabricated industrially with maximum dimensional accuracy and minimal quality deviations. Furthermore, the two associated parallel beams (3) by means of connecting and stiffening steel structures (4, 10) to the required length measure, which is also still transportable, mounted together and provided with a to be attached to the underside of the film (5).
  • This film (5) forms in the installed state together with a Entdröhnungsmatte (6) for a sound-technical separation of the track body and substructure, the lower termination against the antifreeze layer (1) and prevents the escape of grouting concrete (7).
  • the upper and lower longitudinal and transverse reinforcement (9) is already inserted in the pre-assembly and by the o.g. Steel structure (4) fixed in position.
  • the actual static attachment is carried out by using high-pressure injection method paired concrete piles (11) with imported steel beams (12) (or conventional large reinforced concrete piles of reinforced concrete) on which a steel support (13) is installed transversely to the later rail layer (14). After precise adjustment of this support (13) in height, longitudinal and transverse direction, the preassembled longitudinal sleeper unit (2) is placed, aligned and fixed. The static and dynamic forces are dissipated via the composite piles (11, 12) and the steel support (13).
  • This foundation only needs to be installed approximately every 10 m in progress, which largely eliminates the high level of calibration and leveling required by old systems.
  • these injection piles (11, 12) can be designed with relatively low accuracy requirements for an existing line, e.g. be introduced during the night break, so that the hardening of the concrete can be done under operation.
  • the exact alignment is carried out as described above with the steel support (13).
  • the cavity (concreting trough) created between the pre-assembled reinforced concrete beam construction (2) is first laid with additional reinforcement (19) in the support area and then filled with grouting concrete (7), carefully compacted, withdrawn and provided with a sufficient slope for surface water to the drainage tubes (8) out.
  • additional reinforcement (19) in the support area
  • grouting concrete (7) carefully compacted, withdrawn and provided with a sufficient slope for surface water to the drainage tubes (8) out.
  • early high-strength concrete should be used.
  • an infinitely long plate is produced, which possesses outstanding properties with regard to the derivation of dynamic forces from acceleration, deceleration and other driving dynamics forces from rail traffic. Filling in the threshold space further ensures optimal contact with the ground (antifreeze layer) (1).
  • the rails (14) are not as previously on a right angle arranged track grid of single sleepers or two-block sleepers, but on the two parallel, statically sufficient sized and z.
  • the rail inclination is also made here as usual via a standardized ribbed plate (15). All of these rail attachment points (15) are accessible later at all times.
  • a gravel layer (17) can be installed on the side of the finished tracks and between the tracks of a multi-track track.
  • the direct advantages of the present invention result in particular in the lower design costs, the high installation speed, the relative independence from the ground and the later variability of the track pattern.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Forging (AREA)
  • Chutes (AREA)
  • Manufacturing Of Tubular Articles Or Embedded Moulded Articles (AREA)
  • General Factory Administration (AREA)

Abstract

A track system is made by setting a longitudinally extending row of concrete high-pressure injection piles in grown soil and then positioning atop the piles a succession of sleeper frames each including a pair of longitudinally extending rigid concrete beams held together transversely by a rigid steel structure. A longitudinally extending body of concrete is then cast between the beams around the steel frame. Finally longitudinally extending rails are fastened atop the beams.

Description

Die vorliegende Erfindung betrifft eine feste Fahrbahn für den Schienenverkehr und ein Verfahren zu ihrer Herstellung.The present invention relates to a solid track for rail traffic and a method for its production.

Immer höhere Geschwindigkeiten im Schienenverkehr führten zu immer mehr Problemen mit der konventionellen Schienenweg-Bauweise mit Schotteroberbau. Der klassische Schotteroberbau als ein langjähriges bewährtes und zuverlässiges System stößt im Hochgeschwindigkeitsverkehr der Deutschen Bahn und anderer europäischer Bahnen an seine physikalischen Grenzen und ist den Anforderungen wie möglichst geringe Störanfälligkeit, niedrige Instandhaltungskosten bei dichter Zugfolge und einer hohen Leistungsfähigkeit des Schienenwegs nicht mehr gewachsen und hat deshalb auf längere Sicht keinen Bestand.Increasingly high speeds in rail transport led to more and more problems with the conventional railroad track construction with ballasted track. The classic ballast track as a long-standing proven and reliable system reaches its physical limits in the high-speed traffic of Deutsche Bahn and other European railways and is no longer able to cope with the requirements such as low susceptibility, low maintenance costs with dense train sequence and high performance of the railway in the long term, no stock.

Als eine Alternative wurde von der DB AG, wissenschaftlichen Instituten und der Bauindustrie 1972 die sogenannte Feste Fahrbahn Bauart "Rheda" entwickelt, welche zusammen mit der Bauart "Züblin" bei der Deutschen Bahn seit 1992 als Regeloberbau für Hochgeschwindigkeitsstrecken zugelassen sind. Bei den Systemen der Festen Fahrbahn wird die Planumsschicht und die Schotterbettung des klassischen Schotteroberbaus durch eine hydraulisch gebundene Tragschicht und darauf aufgelagerter Asphalt- oder Betontragschicht ersetzt. Die Gesamtkonstruktion wird als ein statisch zu bemessendes System - Erdbau/Betontragschicht - gesehen und so behandelt. Im Gegensatz zum Schotteroberbau ist es sehr steif und rechnerisch bestimmbar. Der Grundgedanke bei der Entwicklung der Festen Fahrbahn ist es, dem Gleis eine gleichmäßig elastische Bettung zu gewährleisten, was fast ausschließlich durch elastische Zwischenlagen im Bereich der Schienenbefestigung oder mit elastischen Schwellentragsystemen erreicht wird. Dadurch wird das Gleis auch im Geschwindigkeitsbereich über 200 km/h gleichmäßig und dauerhaft lagestabil gehalten, was bedeutet, dass z. B. größere Kurvenüberhöhungen und damit größere Kurvengeschwindigkeiten ermöglicht werden, aber auch ein im Verhältnis zum herkömmlichen Schotterbett vernachlässigbarer Instandhaltungsaufwand realisiert wird.As an alternative, the DB AG, scientific institutes and the construction industry in 1972, the so-called slab track "Rheda" developed, which are approved together with the type "Züblin" at Deutsche Bahn since 1992 as a standard superstructure for high-speed lines. In the case of slab track systems, the level course and the ballast bedding of the classic ballast track are replaced by a hydraulically bound base course and asphalt or concrete wearing course thereon. The overall construction is seen and treated as a static system - earthwork / concrete wearing course. In contrast to the gravel superstructure, it is very stiff and calculable. The basic idea behind the development of the slab track is to ensure that the track has a uniformly elastic bedding, which is achieved almost exclusively by means of elastic intermediate layers in the rail fastening area or with elastic sleeper support systems. As a result, the track even in the speed range over 200 km / h evenly and permanently stable in position, which means that z. B. larger curve elevations and thus greater cornering speeds are possible, but also in relation to the conventional ballast bed negligible maintenance cost is realized.

Die Systeme der festen Fahrbahn gliedern sich hauptsächlich in zwei Bauarten/Konstruktionsprinzipien: Als erstes wurden Betonschwellen (auch Zweiblockschwellen) oder Stützblöcke einbetoniert und so zu einer monolithischen Konstruktion verbunden, wobei der Gleisrost millimetergenau eingepasst und eingerüttelt bzw. eingegossen werden muss. Später ging man dazu über, die Gleisroste direkt auf eine Asphalt- oder Betontragplatte, die wiederum kontinuierlich millimetergenau eingebracht werden muss, aufzulagern und zu verankern. Das hat den Vorteil der Auswechselbarkeit einzelner Schwellen, was bei einer monolithischen Bauweise nicht gegeben ist. Die einzelnen Anbieter von Systemen der festen Fahrbahn variieren hier in Konzeptionen und Detaillösungen. Zur Zeit sind sieben ausgewählte Systeme auf einer Betriebserprobungsstrecke zwischen Mannheim und Karlsruhe in der Erprobung, darunter auch Systeme ohne Schwellen, hier wurde die Schiene direkt auf Stützpunkte der Betontragschicht befestigt.The systems of the fixed carriageway are mainly divided into two types / construction principles: first concrete sleepers (also bi-block sleepers) or support blocks were embedded in concrete and connected in a monolithic construction, whereby the track grid millimeter exactly fitted and shaken or must be poured. Later, they moved to superimposing and anchoring the track grates directly on an asphalt or concrete slab, which in turn had to be inserted with millimeter precision. This has the advantage of interchangeability of individual thresholds, which is not the case with a monolithic design. The individual providers of fixed-track systems vary here in conceptions and detailed solutions. At the moment, seven selected systems are being tested on an operational test track between Mannheim and Karlsruhe, including systems without sleepers, where the rail was fastened directly to interpolation points of the concrete wearing course.

Den vielen unstrittigen Vorteilen der festen Fahrbahn stehen natürlich auch Nachteile, einige davon systembedingt, gegenüber. Die Hauptkritikpunkte werden hier aufgeführt und erläutert.Of course, the many indisputable advantages of the fixed carriageway are also disadvantages, some of them due to the system. The main criticisms are listed and explained here.

Der Bundesrechnungshof hat die Höhe der Kosten bei einem Einsatz der festen Fahrbahn kritisiert und darauf hingewiesen, dass für eine wirtschaftliche Gleichwertigkeit mit dem klassischen Schotteroberbau eine Lebensdauer von mindestens 60 Jahren erreicht werden müsste. Dem wird wieder entgegengehalten, dass die aufwendigen und den Zugverkehr störenden Säuberungs-, Nachstopfungs- und Sanierungsmaßnahmen an alten Schotterstrecken entfallen können und die Schienenwege daher höhergradig ausgelastet werden. Die Kosten für die Erstellung der bestehenden herkömmlichen Systeme der festen Fahrbahn lassen sich trotz Automatisierung und Vorfertigung nicht auf oder unter das Niveau von Schotterbettung drücken, allerdings sind Ansätze zur Optimierung immer gegeben. Die hohen Investitionskosten bei der Erstellung der Systeme der festen Fahrbahn entstehen durch die aufwendigere Herstellung, welche sich auch in einer deutlich längeren Bauzeit widerspiegelt. Das resultiert aus der erforderlichen sehr hohen Genauigkeit bei der Gleisrostverlegung bzw. Tragplatteneinbau, der notwendigen aufwendigen Aufwertung des anstehenden Bodens (außer im Tunnelbau) und den mit Bauzeitunterbrechungen aufeinander- und ineinandergelagerten hydraulisch gebundenen Schichten und Trögen. Die hier als aufwendige Aufwertung des anstehenden Bodens bezeichnete, grundsätzlich erforderliche Vorarbeit, bedeutet im einzelnen einen Austausch des Bodens bis z. T. über 3,0 m Tiefe und anschließenden lagenweisen Einbau und Verdichtung genau aufeinander abgestimmter funktionaler Bodenschichten, um die erforderlichen Eigenschaften wie Elastizität, Festigkeit, Lastverteilung, Frostsicherheit, Entwässerung, etc. zu erreichen. Das bedeutet unter anderem auch, dass die Sanierung und der Umbau einer vorhandenen zweigleisigen Schotterstrecke in das System Feste Fahrbahn im Normalfall nur durch Vollsperrung beider Gleise durchzuführen ist, bedingt durch die Ausmaße und Geometrie der Baugrube.The Federal Court of Auditors has criticized the level of costs when using the fixed carriageway and pointed out that a service life of at least 60 years would have to be achieved for economic equivalence with the classic ballast superstructure. This is again countered that the costly and the train traffic disturbing cleaning, Nachstopfungs- and redevelopment measures can be omitted on old gravel roads and the railways are therefore utilized to a higher degree. Despite the automation and prefabrication, the costs of creating the existing conventional fixed track systems can not be reduced to or below the level of ballast, but optimization approaches are always in place. The high investment costs in the creation of the systems of the fixed carriageway arise from the more complex production, which is also reflected in a significantly longer construction time. This results from the required very high accuracy in the track grid laying or Tragplatteneinbau, the necessary costly revaluation of the upcoming soil (except in tunneling) and the construction time interruptions successive and nested hydraulically bonded layers and troughs. The here described as a costly revaluation of the upcoming soil, basically required preliminary work, means in detail an exchange of the soil to z. T. over 3.0 m depth and subsequent layer-wise installation and compaction of precisely matched functional soil layers in order to achieve the required properties such as elasticity, strength, load distribution, frost resistance, drainage, etc. This means, among other things, that the rehabilitation and conversion of an existing two-track gravel track in the system slab track in the Normally, only full closure of both tracks is required, due to the dimensions and geometry of the excavation.

Als nächstes spezielles Problem wird die durch die steife Konstruktion und die fehlende Schallabsorption des Schotters erhöhte Emission von Luftschall in vielen Quellen angeführt. Messungen und Berechnungen haben einen um maximal 3 dB(A) erhöhten Luftschallpegel ergeben, was zum Einsatz von kostenintensiven Schallabsorbern und anderen schallabsorbierenden Maßnahmen auf der Oberfläche und im Randbereich der festen Fahrbahn geführt hat.The next specific problem is the increased emission of airborne sound in many sources due to the rigid construction and lack of sound absorption of the ballast. Measurements and calculations have resulted in a maximum of 3 dB (A) increased airborne sound level, which has led to the use of cost-intensive sound absorbers and other sound-absorbing measures on the surface and in the edge region of the fixed carriageway.

Als letzter und nicht unwesentlicher Nachteil aller bisherigen Systeme der festen Fahrbahn wird die durch die monolithische Konstruktion bedingte beschränkte Anpassungsfähigkeit der Schienenbefestigung und -lage genannt. Durch die nicht veränderbare Fixierung der Schienenbefestigungspunkte und die damit auf einen minimalen Wert begrenzte Verschiebbarkeit der Schienen und damit einhergehende relative Unmöglichkeit von Änderungen und Anpassungen des Betriebsbildes werden an die Planung sowie Vermessung und Ausführung der Trasse und der Schienenstrecke sehr hohe Anforderungen gestellt. Im Gegensatz zur Schotterbauart sind also sowohl nachträgliche Änderungen der Schienenlage als auch geringfügige Änderung der Gleisführung oder Vergrößerung der Überhöhung sowie Einbau von Weichen, etc. nur mit extrem hohem Aufwand, wenn überhaupt, möglich.As a last and not insignificant disadvantage of all previous systems of the fixed carriageway is due to the monolithic design limited adaptability of rail fastening and location called. Due to the unchangeable fixation of the rail fastening points and thus limited to a minimum value displaceability of the rails and the associated relative impossibility of changes and adjustments of the operating image are very high demands placed on the planning and surveying and execution of the route and the railway line. In contrast to the gravel type so both subsequent changes in the rail position and minor change in the track management or increase in the elevation and installation of switches, etc. only with extremely high effort, if at all possible.

Zusammenfassend ist also festzuhalten, dass bei den heute verfügbaren Systemen der festen Fahrbahn hohe Investitionskosten durch folgende Parameter entstehen:

  • sehr hohen Planungsaufwand auch bezüglich langfristiger Betriebsplanung,
  • sehr hohen Aufwand beim Bodenaustausch entsprechend den Anforderungen,
  • sehr hohen vermessungstechnischen Aufwand gleichzeitig mit der Bauausführung,
  • sehr hohen Ausführungsaufwand, bedingt durch die außergewöhnliche einzuhaltende Genauigkeit.
In summary, it should be noted that in today's systems of the fixed carriageway high investment costs arise from the following parameters:
  • very high planning effort, also with regard to long-term operational planning,
  • very high expenditure on soil replacement according to the requirements,
  • very high surveying effort at the same time as the construction,
  • Very high execution costs, due to the exceptional accuracy to be met.

Außerdem ist ein Umbau einer vorhandenen, stark belasteten Strecke wegen der erforderlichen Vollsperrung beider Gleise und der langen Bauzeit heute nicht möglich.In addition, a conversion of an existing, heavily loaded route because of the required full closure of both tracks and the long construction time is not possible today.

In der DE 89 11 400 U , von der die Erfindung ausgeht, wird ein schotterloser Oberbau aus Fertigteilen beschrieben, der hauptsächlich für U- und Stadtbahnen vorgesehen ist. U- und Stadtbahnen haben üblicherweise eine Frostschutzschicht und einen verdichteten, darunter angeordneten Unterbau. Da in diesem Dokument nichts über den Unterbau und die Frostschutzschicht ausgesagt ist, muss davon ausgegangen sein, dass die Schichten wie üblich ausgeführt sind. Mit anderen Worten, der Oberbau liegt hier ebenfalls flächig auf dem Unterbau auf. Eine Verankerung des Oberbaus auf Pfählen ist hier weder offenbart noch nahegelegt.In the DE 89 11 400 U , from which the invention proceeds, a ballastless track of prefabricated parts is described, which is mainly intended for metro and light rail. Underground and light rail systems usually have a frost protection layer and a compact substructure arranged underneath. Because nothing in this document about the Underground and the antifreeze layer is predicated, it must be assumed that the layers are carried out as usual. In other words, the superstructure is also flat on the substructure. An anchoring of the superstructure on piles is neither revealed nor suggested here.

Aufgabe der Erfindung ist es, abweichend von den bisherigen Systemen der festen Fahrbahn der unterschiedlichsten Hersteller und Anbieter, die Kostengünstigkeit und einfacheThe object of the invention is, deviating from the previous systems of the fixed track of different manufacturers and suppliers, the cost-effectiveness and ease

Konstruktion sowie Variabilität bezüglich der Veränderungen des Gleis- und Betriebsbildes der Schotterbauweise auf die feste Fahrbahn zu übertragen, ohne die bisherigen Nachteile beizubehalten.To transfer design and variability with respect to the changes in the track and operating pattern of the gravel construction on the solid lane, without maintaining the previous disadvantages.

Diese Aufgabe wird bei der eingangs genannten festen Fahrbahn erfindungsgemäß durch die Merkmale des Anspruchs 1 und des Anspruchs 22 gelöst.This object is achieved according to the invention in the above-mentioned fixed carriageway by the features of claim 1 and claim 22.

Vorteilhafte Ausgestaltungen finden sich in den Unteransprüchen.Advantageous embodiments can be found in the subclaims.

Vorgeschlagen wird insbesondere,
dass die rahmenartige Konstruktion (2) zwei schienenparallele Stahlbeton-Fertigteile (3) mit minimaler Fertigungstoleranz und endlicher, nicht festgelegter Länge aufweist,
dass die Stahlbeton-Fertigteile (3) im rahmenartig montierten und justierten Zustand einen Trog mit einer montageseitig angebrachten Folie als unterem Abschluss bilden,
dass die Stahlbeton-Fertigteile (3) für die Belastungen im Endzustand der Belastung entgegen vorgekrümmt gefertigt werden (Überhöhung),
dass die Schwellenkörper als Stahlbeton-Fertigteile (3) im Einbauzustand durch Stahlkonstruktionen (4, 10) in der Lage gesichert werden,
dass die endgültige Fixierung der Längsschwelleneinheit (2) durch Ausfüllen des Schwellenzwischenraums bis zu einer festgelegten Höhe mit Vergussbeton (7) von ausreichender Endfestigkeit erreicht wird,
dass zum Verfüllen ein frühhochfester Vergussbeton (7) von ausreichender Endfestigkeit verwandt wird,
dass der Vergussbeton (7) mit einer ausreichend dimensionierten Betonstahleinlage (9) versehen wird,
dass zur Übertragung der dynamischen Belastungen durch die Längsausbetonierung mit Vergussbeton (7) von ausreichender Festigkeit und ausreichend dimensionierter Betonstahleinlage (9) eine statisch gesehen unendlich lange Platte entsteht,
dass durch die Ausführung als unendlich lange Platte ein aufwendiger Bodenaustausch bei problematischen Untergründen entfällt,
dass bedingt durch den höhenmäßigen Abstand zwischen Unterkante Schienenkörper (14) und Oberkante Vergussbeton (7) zwischen den Schwellenkörpern (3) genügend Raum für den nachträglichen Einbau von Weichenanlagen entsteht,
dass durch werksseitig in das Fertigteil des Schwellenkörpers (3) eingearbeitete Befestigungs-Profile (16) unkompliziert zusätzliche Teile wie zum Beispiel Lärmschutzanlagen im Radbereich oder zusätzliche Anlagen wie Weichen befestigt werden können,
dass alle Befestigungspunkte (15) jederzeit zugänglich und damit unkompliziert wartungsfähig sind,
dass die Oberfläche des mit Vergussbeton (7) verfüllten Zwischenraumes mit einem ausreichenden Gefälle zum Ableiten des anfallenden Oberflächenwassers ausgeführt wird,
dass als eine mögliche obere Schicht eine schallabsorbierende Betonschicht auf den Vergussbetonkörper (7) aufgebracht wird,
dass der Vergussbetonkörper (7) nach unten mittels einer PE-Folie (5) mit ausreichender Stärke gegen die Frostschutzschicht (1) abgedichtet wird,
dass die gegen aufsteigende Feuchtigkeit abdichtende PE-Folie (5) undurchlässig mit den Schwellenkörpern (3) verbunden ist,
dass die Oberfläche des zwischen den Stahlbeton-Schwellenkörpern (3) liegenden Vergussbetonkörpers (7) mittels eines werksseitig in das Fertigteil integrierten Entwässerungssystems (8) entwässert wird,
dass die Längsschwelleneinheit (2) als vertikale und horizontale Fixierung auf per Hochdruck-Injektion erdvernagelten Stahlbetonpfählen (11, 12) und Stahlauflagern (13) verankert werden,
dass die Längsschwelleneinheit (2) als vertikale und horizontale Fixierung auf per Hochdruck-Injektion erdvernagelten Stahlpfählen (11, 12) und Stahlauflagern (13) verankert werden,
dass die Anker (11, 12, 13) in ihrer Verankerungsrichtung an den Hauptbeanspruchungsrichtungen ausgerichtet sind,
dass durch die Verankerung auf Pfählen (11, 12) und Stahlauflagern (13) die Justierung des Schwellenkörpers (3) als Gleisträger in der Höhe unproblematisch durchführbar ist,
dass die Justierung des Schwellenkörpers (3) nur noch an den Auflagerungspunkten in grösseren Abständen auf der Fundamentation (11, 12, 13) zu erfolgen braucht,
dass mittels diesen Verfahrens auch schwierige Untergründe ohne größeren Aufwand überbrückbar werden,
dass die Schiene (14) mittels der üblichen standardisierten Verbindungsmittel (15) auf den neuartigen Schwellenkörpern (3) aufgebracht und seitlich verschiebbar in den quer zur Schienenlage im Schienenbefestigungsabstand einbetonierten Befestigungsprofilen (16) verankert wird,
dass der Schienenkörper (14) auf einer Rippenplatte (15) aufliegt,
dass die Schienenneigung über die Rippenplatte (15) frei einstellbar ist,
dass der Schienenkörper (14) auf der Rippenplatte (15) bei gelösten Befestigungsmitteln (15) seitlich verschiebbar ist,
dass die Schiene (14) vom Unterbau (1) durch eine zwischengelegte Entdröhnungsmatte (6) akustisch entkoppelt ist,
dass für eine Anpassung an unterschiedliche Spurweiten nur die entsprechende Veränderung der Stahlkonstruktionen (4, 10) erforderlich ist, jedoch keine Veränderung des Stahlbetonbalkens (3),
dass in den Schwellenkörpern (3) im oberen Bereich quer zur Schienenlage bereits beim Betonieren ausgesparte, in regelmäßigen Abständen wiederkehrende, horizontale zylindrische Öffnungen vorhanden sind, die auch den nachträglichen Einbau eines Weichenantriebs zulassen.In particular, it proposes
that the frame-like construction (2) has two rail-parallel reinforced concrete precast elements (3) with minimal manufacturing tolerance and finite, non-fixed length,
the prefabricated reinforced concrete elements (3) in the frame-like mounted and adjusted state form a trough with an assembly-side attached foil as the lower end,
the prefabricated reinforced concrete elements (3) are produced in a precambered manner for the loads in the final state of the load (superelevation),
that the sleeper bodies as reinforced concrete prefabricated parts (3) are secured in position by steel structures (4, 10),
that the final fixation of the longitudinal sleeper unit (2) is achieved by filling the threshold space up to a predetermined height with grout concrete (7) of sufficient final strength,
that an early high-strength grouting concrete (7) of sufficient final strength is used for filling,
that the grouting concrete (7) is provided with a sufficiently dimensioned concrete steel reinforcement (9),
that for the transmission of the dynamic loads by the longitudinal concreting with grouting concrete (7) of sufficient strength and sufficiently dimensioned concrete steel insert (9) a statically seen infinitely long plate,
that the execution as an infinitely long plate eliminates the need for a complex soil replacement on problematic substrates,
that due to the height-wise distance between the lower edge of the rail body (14) and the upper edge of grouting concrete (7) between the sleeper bodies (3) sufficient space is created for the subsequent installation of switch systems,
that by attachment in the prefabricated part of the threshold body (3) incorporated mounting profiles (16) uncomplicated additional parts such as noise protection equipment in the wheel or other equipment such as switches can be easily attached,
that all attachment points (15) are accessible at all times and are thus easy to maintain,
that the surface of the intermediate space filled with grouting concrete (7) is designed with a sufficient gradient for discharging the accumulating surface water,
that a sound-absorbing concrete layer is applied to the grouting concrete body (7) as a possible upper layer,
that the Vergussbetonkörper (7) is sealed downwards by means of a PE film (5) with sufficient strength against the antifreeze layer (1),
the anti-moisture sealing PE film (5) is impermeably connected to the threshold bodies (3),
that the surface of the grouting concrete body (7) located between the reinforced concrete sleepers (3) is dewatered by means of a drainage system (8) integrated into the precast plant at the factory,
in that the longitudinal sleepers (2) are anchored as vertical and horizontal fixation on high-pressure injection-pegged reinforced concrete piles (11, 12) and steel supports (13),
in that the longitudinal sleeper unit (2) is anchored as vertical and horizontal fixation on high-pressure injection steel piles (11, 12) and steel supports (13),
in that the anchors (11, 12, 13) are aligned in their anchoring direction in the main directions of stress,
that by anchoring on piles (11, 12) and steel supports (13), the adjustment of the threshold body (3) as a track carrier in height is unproblematic feasible,
that the adjustment of the threshold body (3) only needs to take place at the support points at greater distances on the foundation (11, 12, 13),
that even difficult substrates can be bridged by this method without much effort,
that the rail (14) by means of the usual standardized connecting means (15) is applied to the novel sleepers (3) and anchored laterally displaceable in the transversely to the rail layer in the rail fastening distance cast-in fastening profiles (16),
the rail body (14) rests on a ribbed plate (15),
the rail inclination is freely adjustable via the ribbed plate (15),
the rail body (14) is laterally displaceable on the ribbed plate (15) when the fastening means (15) are released,
the rail (14) is acoustically decoupled from the substructure (1) by an interposed deadening mat (6),
that for adaptation to different gauges only the corresponding modification of the steel structures (4, 10) is required, but no change in the reinforced concrete beam (3),
that in the threshold bodies (3) are provided at the top transversely to the rail position already concreting recessed, periodically recurring, horizontal cylindrical openings, which also allow the subsequent installation of a points drive.

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und wird im folgenden näher beschrieben:

  • Figur 1 stellt einen Querschnitt durch den neuartigen Stahlbetonbalken (3) als Fertigteil dar. Es sind die verschiedenen Befestigungsprofile (16) zu erkennen, die überwiegend in Balkenrichtung über die Länge des Balkens einbetoniert sind, das an der Oberkante quer zum Balken einbetonierte Befestigungsprofil dient der Schienenbefestigung und wiederholt sich im Abstand der Schienenbefestigung. Außerdem ist der vorbereitete Durchlass für die Entwässerungsröhren (8) zu erkennen.
  • Figur 2 stellt ein zusammengehörendes Paar der Stahlbetonbalken (3) zu Beginn der Vorfertigung einer Längsschwelleneinheit (2) im Querschnitt dar. Die jeweils unteren Befestigungsprofile (16) in Balkenlängsrichtung wurden bereits zum dichten Anschluss der Folie (5) verwandt.
  • Figur 3 stellt ein mit Hilfe der unteren Stahlkonstruktion (4) bereits auf Spurweite fixiertes Paar Stahlbetonbalken (3) im Querschnitt dar. Die Verbindung Balken (3)/ Stahlkonstruktion (4) erfolgt ebenfalls über die jeweiligen Befestigungsprofile (16).
  • Figur 4 stellt einen Querschnitt durch eine komplett vormontierte Längsschwelleneinheit dar. Es ist über die jeweiligen Befestigungsprofile (16) die Transport- und Betoniersicherung (10) kraftschlüssig mit dem Paar Stahlbetonbalken (3) verbunden sowie die obere und untere Längs- und Querbewehrung (9) an der Stahlkonstruktion (4) fixiert. Ebenfalls vormontiert sind die Entwässerungsröhre (8).
  • Figur 5 stellt einen Querschnitt durch eine an Ort und Stelle montierte Längsschwelleneinheit (2) dar. Zwischen der Folie (5) der Längsschwelleneinheit und der Frostschutzschicht (1) befindet sich zusätzlich die Entdröhnungsmatte (6). Der Trog, gebildet aus dem Paar Stahlbetonbalken (3) und der Frostschutzschicht (1), abgedichtet durch die Folie (5) ist gefüllt mit Vergussbeton (7), der im leichten Gefälle zu den Einläufen der Entwässerungsröhren (8) eingebracht und verdichtet wurde. Nach dem Aushärten dieses Betons kann die Transport- und Betoniersicherung (10) entfernt und wiederverwendet werden.
  • Figur 6 stellt einen Querschnitt durch das betriebsbereite feste Fahrbahn dar. Nach dem Entfernen der Transport- und Betoniersicherung (10) sind die Schienen (14) mit Schienenbefestigung und -auflager (15) über die oberen Befestigungsprofile (16) mit der Längsschwelleneinheit (2) kraftschlüssig verbunden. Außenseitig der Stahlbetonbalken (3) ist jeweils ein Kiesbett (17) als Schutz- und Filterschicht eingebracht.
  • Figur 7 stellt zur besseren Veranschaulichung einen vergrößerten Ausschnitt von Figur 6 dar.
An embodiment of the invention is illustrated in the drawing and will be described in more detail below:
  • FIG. 1 represents a cross-section through the novel reinforced concrete beam (3) as a finished part. It can be seen the various fastening profiles (16), which are predominantly embedded in the beam direction over the length of the beam, at the top edge transversely to the beam einbetonierte mounting profile is the rail fastening and Repeats at the distance of the rail fastening. In addition, the prepared passage for the drainage tubes (8) can be seen.
  • FIG. 2 represents a pair belonging together the reinforced concrete beam (3) at the beginning of prefabrication of a longitudinal sleeper unit (2) in cross-section. The respective lower fastening profiles (16) in the longitudinal direction of the beam have already been used for tight connection of the film (5).
  • FIG. 3 represents a with the help of the lower steel structure (4) already on track fixed pair of reinforced concrete beams (3) in cross-section. The compound beam (3) / steel structure (4) also takes place via the respective fastening profiles (16).
  • FIG. 4 represents a cross section through a completely pre-assembled longitudinal threshold unit. It is on the respective fastening profiles (16) the transport and concreting (10) non-positively connected to the pair of reinforced concrete beams (3) and the upper and lower longitudinal and transverse reinforcement (9) on the Steel structure (4) fixed. Also pre-assembled are the drainage tube (8).
  • FIG. 5 shows a cross section through a mounted in place longitudinal sleeper unit (2). Between the film (5) of the longitudinal threshold unit and the antifreeze layer (1) is additionally the Entdröhnungsmatte (6). The trough, formed of the pair of reinforced concrete beams (3) and the antifreeze layer (1), sealed by the film (5) is filled with grouting concrete (7), which was introduced and compacted to the inlets of the drainage tubes (8). After curing of this concrete, the transport and concreting (10) can be removed and reused.
  • FIG. 6 shows a cross-section through the operational solid pavement. After removing the transport and concreting (10) are the rails (14) with rail fastening and support (15) on the upper mounting profiles (16) with the longitudinal threshold unit (2) positively connected. On the outside of the reinforced concrete beam (3) is in each case a gravel bed (17) introduced as a protective and filter layer.
  • FIG. 7 For better illustration, an enlarged section of FIG. 6 represents.

Figur 8 stellt einen Querschnitt durch den Auflagerbereich der Längsschwelleneinheiten (2) dar. Zu erkennen sind die paarweise in den gewachsenen Boden (18) eingebrachten Beton-Hochdruck-Injektionspfähle (11) mit den eingelassenen vertikalen Stahlträgern (12) und dem sich darauf befindlichen, fein justierbaren Stahlauflager (13). Die Längsschwelleneinheit(en) werden vor dem Einbringen des Vergussbetons (7) mit dem Stahlauflager (13) über die inneren Befestigungsprofile (16) kraftschlüssig und lagegenau verbunden. Im Auflagerbereich eingebaut ist eine zusätzliche Stützenbewehrung (19). FIG. 8 shows a cross section through the support area of the longitudinal sleeper units (2). To recognize the pair in the grown soil (18) introduced concrete high-pressure injection piles (11) with the recessed vertical steel beams (12) and located thereon, finely adjustable Steel support (13). Before inserting the grouting concrete (7), the longitudinal sleeper unit (s) are connected to the steel support (13) via the inner fastening profiles (16) in a force-locking and precise position. An additional column reinforcement (19) is installed in the support area.

Erfindungsgemäß werden negative Aspekte der festen Fahrbahn, wie zum Beispiel der äußerst aufwendige Bodenaustausch überflüssig. Anstatt wie bisher zum Teil bis in eine Tiefe von 3,0 m den anstehenden Boden komplett austauschen zu müssen, reicht eine ausreichend (max. 80 cm) dimensionierte Frostschutzschicht (1) als Schutz- und Tragschicht auf dem gewachsenen Boden (18) aus. Dadurch wird das System auch für anstehende Böden mit sehr schlechten und schlechten Tragfähigkeitseigenschaften interessant.According to the invention, negative aspects of the fixed carriageway, such as the extremely expensive soil replacement, become superfluous. Instead of having to completely replace the existing floor to a depth of 3.0 m, a sufficient (maximum 80 cm) frost protection layer (1) is sufficient as a protective and supporting layer on the grown floor (18). This makes the system interesting for upcoming soils with very poor and poor load-bearing properties.

Durch eine weitestgehende Vorfertigung der Längsschwelleneinheiten (2), bestehend aus den Stahlbetonbalken (3), der Stahlkonstruktion (4) sowie Transport- und Betoniersicherung als Stahlkonstruktion (10), wird eine hohe Kosten- und Zeiteinsparung erreicht und so können Schienenstrecken zum Teil im laufenden Verkehr während der Nacht oder mit minimalen Einschränkungen (bis zu 400 m in einer Schicht sind theoretisch möglich) umgerüstet oder saniert werden.By a far-reaching prefabrication of the longitudinal sleeper units (2), consisting of the reinforced concrete beams (3), the steel structure (4) and transport and concreting as a steel structure (10), a high cost and time savings is achieved and so can rail lines partly in the current Traffic during the night or with minimal restrictions (up to 400 m in one shift are theoretically possible) can be converted or refurbished.

Die Stahlbetonbalken (3) werden industriell mit maximaler Maßhaltigkeit und minimalen Güteabweichungen vorgefertigt. Weiterhin werden die beiden zusammengehörenden parallelen Balken (3) mittels der verbindenden und aussteifenden Stahlkonstruktionen (4, 10) auf das benötigte Längenmaß, das auch noch transportabel ist, zusammen montiert und mit einer an der Unterseite anzubringenden Folie (5) versehen. Diese Folie (5) bildet im Einbauzustand zusammen mit einer Entdröhnungsmatte (6) für eine schalltechnische Trennung von Gleiskörper und Unterbau den unteren Abschluß gegen die Frostschutzschicht (1) und verhindert das Austreten von Vergussbeton (7).The reinforced concrete beams (3) are prefabricated industrially with maximum dimensional accuracy and minimal quality deviations. Furthermore, the two associated parallel beams (3) by means of connecting and stiffening steel structures (4, 10) to the required length measure, which is also still transportable, mounted together and provided with a to be attached to the underside of the film (5). This film (5) forms in the installed state together with a Entdröhnungsmatte (6) for a sound-technical separation of the track body and substructure, the lower termination against the antifreeze layer (1) and prevents the escape of grouting concrete (7).

Allein durch die entsprechende Veränderung des Maßes der Stahlkonstruktionen (4, 10) quer zur Schienenlage (14) kann jede beliebige Veränderung der Spurweite des fertigen Gleises ohne Änderung der Stahlbetonbalken (3) erreicht werden.Alone by the corresponding change in the dimension of the steel structures (4, 10) transversely to the rail layer (14), any change in the track width of the finished track without changing the reinforced concrete beams (3) can be achieved.

Ebenso in der Vorfertigung erfolgt die Anbringung einer Entwässerung mittels durch den Balken (3) geführter Entwässerungsröhren (8), welche zwischen den Balken befindliches Stauwasser von dort an die Außenseite der Gesamtkonstruktion führen.Also in the prefabrication, the attachment of a drainage by means of the beam (3) guided drainage pipes (8), which are located between the beams located backwater from there to the outside of the overall construction.

Außerdem wird bei der Vormontage bereits die obere und untere Längs- und Querbewehrung (9) eingelegt und durch die o.g. Stahlkonstruktion (4) lagemäßig fixiert.In addition, the upper and lower longitudinal and transverse reinforcement (9) is already inserted in the pre-assembly and by the o.g. Steel structure (4) fixed in position.

Oberhalb der Bewehrung (9) und des später einzubauenden Vergussbetons (7) wird als Transport- und Betoniersicherung (10) eine weitere wiederverwendbare Stahlkonstruktion in ausreichender Dimensionierung eingebaut.Above the reinforcement (9) and the later to be installed Vergussbeton (7) as transport and concreting (10) another reusable steel construction installed in sufficient dimensions.

Die eigentliche statische Befestigung erfolgt mit per Hochdruck-Injektionsverfahren paarweise eingebrachten Betonpfählen (11) mit eingeführten Stahlträgern (12) (oder mit herkömmlichen Großbohrpfählen aus Stahlbeton), auf die ein Stahlauflager (13) quer zur späteren Schienenlage (14) eingebaut wird. Nach genauer Justierung dieses Auflagers (13) in Höhe, Längs- und Querrichtung wird die vormontierte Längsschwelleneinheit (2) aufgelegt, ausgerichtet und befestigt. Über die Verbundpfähle (11, 12) sowie das Stahlauflager (13) werden die auftretenden statischen und dynamischen Kräfte abgeleitet. Diese Fundamentierung braucht nur ca. alle laufende 10 m eingebaut zu werden, wodurch der bei alten Systemen vorherrschende hohe Einmess- und Nivellieraufwand in großem Maße entfällt. Außerdem können diese Injektionspfähle (11, 12) mit relativ geringen Genauigkeitsanforderungen bei einer vorhandenen Strecke z.B. während der Nachtpause eingebracht werden, so dass die Aushärtung des Betons unter Betrieb erfolgen kann. Die exakte Ausrichtung erfolgt wie oben beschrieben mit dem Stahlauflager (13).The actual static attachment is carried out by using high-pressure injection method paired concrete piles (11) with imported steel beams (12) (or conventional large reinforced concrete piles of reinforced concrete) on which a steel support (13) is installed transversely to the later rail layer (14). After precise adjustment of this support (13) in height, longitudinal and transverse direction, the preassembled longitudinal sleeper unit (2) is placed, aligned and fixed. The static and dynamic forces are dissipated via the composite piles (11, 12) and the steel support (13). This foundation only needs to be installed approximately every 10 m in progress, which largely eliminates the high level of calibration and leveling required by old systems. In addition, these injection piles (11, 12) can be designed with relatively low accuracy requirements for an existing line, e.g. be introduced during the night break, so that the hardening of the concrete can be done under operation. The exact alignment is carried out as described above with the steel support (13).

Der zwischen der vormontierten Stahlbetonbalken-Konstruktion (2) entstehende Hohlraum (Betoniertrog) wird zuerst mit zusätzlicher Bewehrung (19) im Auflagerbereich ausgelegt und anschließend mit Vergussbeton (7) verfüllt, sorgfältig verdichtet, abgezogen und mit einem ausreichendem Gefälle für Oberflächenwasser zu den Entwässerungsröhren (8) hin versehen. Hierfür sollte frühhochfester Beton Anwendung finden. Durch diese Längsausbetonierung entsteht statisch gesehen eine unendlich lange Platte, welche hervorragende Eigenschaften in Bezug auf die Ableitung dynamischer Kräfte aus Beschleunigung, Abbremsen und anderen fahrdynamischen Kräften aus dem Schienenverkehr besitzt. Das Ausfüllen des Schwellenzwischenraumes gewährt weiterhin einen optimalen Kontakt zum Untergrund (Frostschutzschicht) (1).The cavity (concreting trough) created between the pre-assembled reinforced concrete beam construction (2) is first laid with additional reinforcement (19) in the support area and then filled with grouting concrete (7), carefully compacted, withdrawn and provided with a sufficient slope for surface water to the drainage tubes (8) out. For this purpose, early high-strength concrete should be used. As a result of this longitudinal concreting, an infinitely long plate is produced, which possesses outstanding properties with regard to the derivation of dynamic forces from acceleration, deceleration and other driving dynamics forces from rail traffic. Filling in the threshold space further ensures optimal contact with the ground (antifreeze layer) (1).

Nach der Aushärtung des Vergussbetons (7) wird die Transport- und Betoniersicherung (10) wieder demontiert.After hardening of the grouting concrete (7), the transport and concreting (10) is dismantled again.

Anschließend werden die Schienen (14) nicht wie bisher auf einem im rechten Winkel angeordneten Gleisrost aus Einzelschwellen oder Zwei-Block-Schwellen, sondern auf den zwei parallel verlaufenden, statisch ausreichend bemessenen und z. B. vorgespannten Stahlbetonbalken (3) mit variabler Länge mittels der üblichen Verbindungsmittel (15) angebracht. So kann hier die maximale Schienenstücklänge von 360 m voll ausgeschöpft werden. Die Schienenneigung wird auch hier wie üblicherweise über eine standardisierte Rippenplatte (15) hergestellt. Alle diese Schienenbefestigungspunkte (15) sind später zu jeder Zeit zugänglich.Subsequently, the rails (14) are not as previously on a right angle arranged track grid of single sleepers or two-block sleepers, but on the two parallel, statically sufficient sized and z. B. prestressed reinforced concrete beam (3) with variable length by means of the usual connecting means (15). So here the maximum rail piece length of 360 m can be fully utilized. The rail inclination is also made here as usual via a standardized ribbed plate (15). All of these rail attachment points (15) are accessible later at all times.

Durch bereits in der Phase der Vorfertigung in den Stahlbetonlängsschwellen (3) mit einbetonierte Befestigungs-Profile (16) an der Innen- und Außenseite beider Balken (3) ist eine nachträgliche feste Anbringung von Lärmschutzmaßnahmen oder Weichenkonstruktionen problemlos möglich. Ebenso leicht können diese dann wieder entfernt, in der Lage verändert oder ausgetauscht werden.By already in the phase of prefabrication in the reinforced concrete longitudinal sleepers (3) with embedded mounting profiles (16) on the inside and outside of both beams (3) a subsequent fixed attachment of noise control measures or turnout structures is easily possible. Just as easily they can then be removed, changed or replaced.

Seitlich der fertigen Gleiskörper und zwischen den Gleiskörpern einer mehrgleisigen Strecke kann eine Kiesschicht (17) eingebaut werden.A gravel layer (17) can be installed on the side of the finished tracks and between the tracks of a multi-track track.

So ergeben sich die direkten Vorteile der vorliegenden Erfindung vor allem in den niedrigeren Konstruktionskosten, der hohen Einbaugeschwindigkeit, der relativen Unabhängigkeit vom Untergrund sowie der späteren Variabilität des Gleisbildes.Thus, the direct advantages of the present invention result in particular in the lower design costs, the high installation speed, the relative independence from the ground and the later variability of the track pattern.

BezugszeichenlisteLIST OF REFERENCE NUMBERS

1.1.
FrostschutzschichtFrost protection layer
2.Second
LängsschwelleneinheitLongitudinal sleeper unit
3.Third
StahlbetonbalkenReinforced concrete beam
4.4th
Stahlkonstruktionsteel construction
5.5th
Foliefoil
6.6th
EntdröhnungsmatteEntdröhnungsmatte
7.7th
Vergussbetongrouting
8.8th.
Entwässerungsröhrendrainage tubes
9.9th
Längs- und QuerbewehrungLongitudinal and transverse reinforcement
10.10th
Transport- und BetoniersicherungTransport and concreting
11.11th
Hochdruck-Injektions-BetonpfähleHigh-pressure injection concrete piles
12.12th
Stahlträgersteel beams
13.13th
Stahlauflagersteel bearing
14.14th
Schienerail
15.15th
Schienenbefestigung und -auflagerRail fastening and support
16.16th
Befestigungsprofilemounting profiles
17.17th
Kiesbettgravel
18.18th
gewachsener Bodengrown ground
19.19th
zusätzliche Stützenbewehrungadditional column reinforcement

Claims (27)

  1. A fixed road for rail traffic, comprising a frame-like construction (2), wherein the frame-like construction (2) forms a longitudinal sleeper unit having two rail-parallel ready-made reinforced concrete parts (3), wherein preassembled track rail carriers of structurally limited length running parallel to the track are provided, wherein the track rail carriers are mounted on ground-driven reinforced concrete composite piles (11, 12), wherein the ready-made reinforced concrete parts (3) in the frame-like assembled and adjusted state form a trough, wherein the trough is filled in with pouring concrete and forms a longitudinally and transversely reinforced jointless continuous slab as upper rail road, wherein the ready-made reinforced concrete parts (3) running in parallel constitute the sleeper body, wherein the sleeper bodies as ready-made reinforced concrete parts (3) in the assembled state are held spaced through steel constructions (4, 10).
  2. The fixed road for rail traffic according to Claim 1, characterized in that the trough comprises a foil attached during assembly as lower termination.
  3. The fixed road for rail traffic according to Claim 1 or 2, characterized in that the ready-made reinforced concrete parts (3) are manufactured pre-arched opposite to the load for the loads in the final state and more preferably comprise a superelevation.
  4. The fixed road for rail traffic according to any one of the claims 1 to 3, characterized in that the sleeper bodies as ready-made reinforced concrete parts (3) in the installation state are secured in position through steel constructions (4, 10).
  5. The fixed road for rail traffic according to any one of the Claims 1 to 4, characterized in that for final fixing of the longitudinal sleeper unit (2) the sleeper intermediate space that exists between the sleeper bodies (3) is filled in with pouring concrete (7) of adequate final strength up to a fixed height.
  6. The fixed road for rail traffic according to any one of the Claims 1 to 5, characterized in that the pouring concrete (7) is a rapid-hardening concrete of adequate final strength.
  7. The fixed road for rail traffic according to any one of the Claims 1 to 6, characterized in that the pouring concrete (7) is provided with adequately dimensioned concrete steel reinforcement (9).
  8. The fixed road for rail traffic according to any one of the Claims 1 to 7, characterized in that through fastening profiles (16) worked into the ready-made part of the sleeper body (3) at the factory for the fastening of additional parts, for example noise protection devices in the wheel region or additional equipment such as points, are provided.
  9. The fixed road for rail traffic according to any one of the Claims 1 to 8, characterized in that the surface of the intermediate space filled in with pouring concrete (7) is executed with an adequate slope for draining the occurring surface water.
  10. The fixed road for rail traffic according to any one of the Claims 1 to 9, characterized in that as a possible upper layer a sound-absorbent concrete layer is applied to the pouring concrete body (7).
  11. The fixed road for rail traffic according to any one of the Claims 1 to 10, characterized in that the pouring concrete body (7) is sealed towards the bottom by means of a PE-foil (5) with adequate thickness against the frost protection layer (1).
  12. The fixed road for rail traffic according to any one of the Claims 1 to 11, characterized in that the PE-foil (5) sealing against the rising damp is impermeably joined to the sleeper bodies (3).
  13. The fixed road for rail traffic according to any one of the Claims 1 to 12, characterized in that for draining the surface of the pouring concrete body (7) located between the reinforced concrete sleeper bodies (3) a drainage system (8) integrated in the ready-made part at the factory is provided.
  14. The fixed road for rail traffic according to any one of the Claims 1 to 13, characterized in that the longitudinal sleeper unit (2) as vertical and horizontal fixing in the installation state is anchored on reinforced concrete piles (11, 12) ground-driven via high-pressure injection and steel supports (13).
  15. The fixed road for rail traffic according to any one of the Claims 1 to 14, characterized in that the longitudinal sleeper unit (2) as vertical and horizontal fixing in the installation state is anchored on reinforced concrete piles (11, 12) ground-driven via high-pressure injection and steel supports (13).
  16. The fixed road for rail traffic according to any one of the Claims 1 to 15, characterized in that the adjustment of the sleeper body (3) need only be performed on the support points at greater spacings on the foundation (11, 12, 13).
  17. The fixed road for rail traffic according to any one of the Claims 1 to 16, characterized in that the rail (14) is fastened to the new type of sleeper bodies (3) by means of the usual standardised connecting means (15) and laterally displaceably anchored in the fastening profiles (16) set in concrete transversely to the rail position at the rail fastening spacing.
  18. The fixed road for rail traffic according to any one of the Claims 1 to 17, characterized in that the rail body (14) rests on a rib plate (15).
  19. The fixed road for rail traffic according to any one of the Claims 1 to 18, characterized in that the rail slope is freely adjustable via the rib plate (15).
  20. The fixed road for rail traffic according to any one of the Claims 1 to 19, characterized in that the rail body (14) is laterally displaceable on the rib plate (15) with fastening means (15) released.
  21. The fixed road for rail traffic according to any one of the Claims 1 to 20, characterized in that the rail (14) is acoustically decoupled from the understructure (1) through a de-droning mat (6) placed in-between.
  22. A method for producing a fixed road for rail traffic, wherein
    a) longitudinal sleeper units (2) are prefabricated with reinforced concrete beams (3), wherein the longitudinal sleeper units form a frame-like construction (2) and wherein the reinforced concrete beams as ready-made reinforced concrete parts (3) in the assembly state are held spaced through steel constructions (4, 10),
    b) concrete high-pressure injection piles (11) with steel members (12) are driven in the natural ground (18)
    c) the preassembled longitudinal sleeper units (2) are put in place, aligned and fastened,
    d) the hollow space created between the preassembled longitudinal sleeper units (2) is filled in with pouring concrete (7),
    e) following the maturing of the pouring concrete (7) rails are attached to the reinforced concrete beams (3).
  23. The method according to Claim 22, characterized in that the trough comprises a foil attached during assembly as lower termination.
  24. The method according to Claim 22 or 23, characterized in that the ready-made reinforced concrete parts (3) for the loads in the final state are produced pre-arched against the load and more preferably comprise a superelevation.
  25. The method according to any one of the Claims 22 to 24, characterized in that the sleeper bodies as ready-made reinforced concrete parts (3) in the installation state are secured in position through steel constructions (4, 10).
  26. The method according to any one of the Claims 22 to 25, characterized in that the final fixing of the longitudinal sleeper unit (2) is achieved by filling-in the sleeper intermediate space with pouring concrete (7) of adequate final strength up to a determined height.
  27. The method according to any one of the Claims 22 to 26, characterized in that for filling-in a rapid-hardening pouring concrete (7) of adequate final strength is used.
EP03798899A 2002-10-01 2003-09-10 Fixed track for rail vehicles and method for production thereof Expired - Lifetime EP1558815B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE20215204U DE20215204U1 (en) 2002-10-01 2002-10-01 Novel system Fixed carriageway for rail traffic
DE20215204U 2002-10-01
PCT/EP2003/010027 WO2004031483A1 (en) 2002-10-01 2003-09-10 Fixed track for rail vehicles and method for production thereof

Publications (2)

Publication Number Publication Date
EP1558815A1 EP1558815A1 (en) 2005-08-03
EP1558815B1 true EP1558815B1 (en) 2010-07-14

Family

ID=7975649

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03798899A Expired - Lifetime EP1558815B1 (en) 2002-10-01 2003-09-10 Fixed track for rail vehicles and method for production thereof

Country Status (13)

Country Link
US (1) US7641127B2 (en)
EP (1) EP1558815B1 (en)
JP (1) JP4689272B2 (en)
KR (1) KR20050063778A (en)
CN (1) CN1296560C (en)
AT (1) ATE474090T1 (en)
AU (1) AU2003266372B2 (en)
DE (2) DE20215204U1 (en)
DK (1) DK1558815T3 (en)
EA (1) EA006338B1 (en)
HK (1) HK1082010A1 (en)
PL (1) PL376131A1 (en)
WO (1) WO2004031483A1 (en)

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DE102005054820A1 (en) * 2005-11-15 2007-05-24 Rail.One Gmbh Fixed carriageway for rail vehicles
DE102006002375B3 (en) * 2006-01-17 2007-07-19 Thyssenkrupp Gft Gleistechnik Gmbh Method for producing a solid roadway
DE202006020860U1 (en) * 2006-05-18 2010-07-15 Thyssenkrupp Gft Gleistechnik Gmbh Roadway for transhipment facilities
DE102008048358A1 (en) * 2008-09-22 2010-03-25 Edilon) (Sedra Gmbh Track body molding unit
CN102146643B (en) * 2010-02-05 2014-01-01 北京捷适中坤铁道技术有限公司 Longitudinal sleeper and damping railway system
KR101230381B1 (en) * 2011-02-14 2013-02-06 코레일테크 주식회사 A Rail Bike Tracks
ES2419554B1 (en) * 2012-02-17 2014-03-20 Administrador De Infraestructuras Ferroviarias (Adif) Naughty Rail Aerodynamics
ES2769054T3 (en) * 2017-03-23 2020-06-24 Ipr Intelligente Peripherien Fuer Roboter Gmbh Robot system with support rail and robot platform
EP3441524A1 (en) 2017-08-11 2019-02-13 IPR-Intelligente Peripherien für Roboter GmbH Support rail for a translative robotic platform
CN111719345A (en) * 2019-03-21 2020-09-29 北京铁科特种工程技术有限公司 Method for preventing frost damage of existing railway subgrade
CN110055829B (en) * 2019-05-13 2020-03-10 中南大学 Transient pore water pressure buffering method and device for railway subgrade

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Also Published As

Publication number Publication date
KR20050063778A (en) 2005-06-28
JP2006502323A (en) 2006-01-19
CN1296560C (en) 2007-01-24
US20060124760A1 (en) 2006-06-15
JP4689272B2 (en) 2011-05-25
WO2004031483A1 (en) 2004-04-15
AU2003266372A1 (en) 2004-04-23
EA200500585A1 (en) 2005-08-25
DK1558815T3 (en) 2010-11-15
HK1082010A1 (en) 2006-05-26
DE50312892D1 (en) 2010-08-26
CN1685111A (en) 2005-10-19
DE20215204U1 (en) 2002-12-05
ATE474090T1 (en) 2010-07-15
PL376131A1 (en) 2005-12-27
AU2003266372B2 (en) 2008-09-18
EA006338B1 (en) 2005-12-29
US7641127B2 (en) 2010-01-05
EP1558815A1 (en) 2005-08-03

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