CA2723757C - Fixed track for rail-bound vehicles on a bridge - Google Patents
Fixed track for rail-bound vehicles on a bridge Download PDFInfo
- Publication number
- CA2723757C CA2723757C CA2723757A CA2723757A CA2723757C CA 2723757 C CA2723757 C CA 2723757C CA 2723757 A CA2723757 A CA 2723757A CA 2723757 A CA2723757 A CA 2723757A CA 2723757 C CA2723757 C CA 2723757C
- Authority
- CA
- Canada
- Prior art keywords
- slab
- stopper
- longitudinal
- fixed road
- support
- 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.)
- Active
Links
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
- E01D19/12—Grating or flooring for bridges; Fastening railway sleepers or tracks to bridges
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
- E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
- E01B1/007—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with interlocking means to withstand horizontal forces
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B2/00—General structure of permanent way
- E01B2/003—Arrangement of tracks on bridges or in tunnels
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Bridges Or Land Bridges (AREA)
- Railway Tracks (AREA)
Abstract
The invention relates to a fixed track for rail-bound vehicles on a bridge, wherein the fixed track comprises a bridge superstructure plate, a support plate covering the superstructure plate and comprising a longitudinal hump and stopper and a top plate with recesses, the rails being disposed on top of the top plate using fastening means. The object of the invention is to develop a design that requires simpler longitudinal reinforcement and less form work and manufacturing work and that facilitates the manufacture of longer top plates.
This is accomplished according to the invention in that the support plate (1) with the longitudinal depression (7) has only one stopper (5) at the height of the center of the top plate (8) to be placed over the depression and that the longitudinal depression (7) of the support plate (1) is interrupted at an interval of 60 to 100 cm by the stopper (5) in this area and the top plate (8) comprises a longitudinal rib (4) that is interrupted at an interval of 65 cm to 105 cm by a recess (6) in the center area of the central area of the top plate, the stopper (5) of the support plate (1) positively engaging in said recess.
This is accomplished according to the invention in that the support plate (1) with the longitudinal depression (7) has only one stopper (5) at the height of the center of the top plate (8) to be placed over the depression and that the longitudinal depression (7) of the support plate (1) is interrupted at an interval of 60 to 100 cm by the stopper (5) in this area and the top plate (8) comprises a longitudinal rib (4) that is interrupted at an interval of 65 cm to 105 cm by a recess (6) in the center area of the central area of the top plate, the stopper (5) of the support plate (1) positively engaging in said recess.
Description
Fixed track for rail-bound vehicles on a bridge The invention relates to a fixed road for rail-bound vehicles on a bridge, wherein the fixed road is composed of a bridge superstructure slab, a support slab com-prising a longitudinal hump and stopper covering said slab and a ballast slab comprising clearances, on which the rails are arranged with fasteners.
On the rapid transport routes of the railway so-called fixed roads have increas-ingly become dominant in recent years. With these structures, the rails are not fastened to sleepers arranged on a gravel bed, but mounted on a reinforced concrete support slab. The reason for using the fixed road for high-speed routes is the better position constancy and the greater availability resulting from longer maintenance intervals.
Placing a fixed road on bridges has been a problem to date. With a fixed road with continuously welded rails every cross section practically remains almost locationally fixed undisplaceably in any temperature, while temperature changes merely cause changes in stress in the rails. Since with bridge structures changes in length materialise due to temperature changes, the combination of a fixed road with a bridge constitutes a problem that is difficult to solve.
To solve the problem, it was proposed in DE 24 43 770 to arrange the support slab longitudinally displaceable on the bridge structure so that the bridge struc-ture can move below the fixed road. The potentially very large forces during the braking of a train are absorbed into and passed on to the support slab which has to transfer said forces to the bridge superstructure. Dimensioning of the brake force distribution over the bridge and the continuous rails is highly prob-lematic.
In order to avoid this problem, fixed roads for rail-bound vehicles and bridges have been developed which are know as "Rheda" system. With this system, a support slab is applied to the bridge superstructure slab for protection of the surface seal, which in the region of the tracks comprises reinforcement strips of greater thickness, in which depressions longitudinally spaced from one another are arranged. Ballast slabs, which with spurs at their bottom engage in the de-pressions in the reinforcement strips of the support slab are located on these reinforcement strips and are thus positively connected to said support slab.
On the rapid transport routes of the railway so-called fixed roads have increas-ingly become dominant in recent years. With these structures, the rails are not fastened to sleepers arranged on a gravel bed, but mounted on a reinforced concrete support slab. The reason for using the fixed road for high-speed routes is the better position constancy and the greater availability resulting from longer maintenance intervals.
Placing a fixed road on bridges has been a problem to date. With a fixed road with continuously welded rails every cross section practically remains almost locationally fixed undisplaceably in any temperature, while temperature changes merely cause changes in stress in the rails. Since with bridge structures changes in length materialise due to temperature changes, the combination of a fixed road with a bridge constitutes a problem that is difficult to solve.
To solve the problem, it was proposed in DE 24 43 770 to arrange the support slab longitudinally displaceable on the bridge structure so that the bridge struc-ture can move below the fixed road. The potentially very large forces during the braking of a train are absorbed into and passed on to the support slab which has to transfer said forces to the bridge superstructure. Dimensioning of the brake force distribution over the bridge and the continuous rails is highly prob-lematic.
In order to avoid this problem, fixed roads for rail-bound vehicles and bridges have been developed which are know as "Rheda" system. With this system, a support slab is applied to the bridge superstructure slab for protection of the surface seal, which in the region of the tracks comprises reinforcement strips of greater thickness, in which depressions longitudinally spaced from one another are arranged. Ballast slabs, which with spurs at their bottom engage in the de-pressions in the reinforcement strips of the support slab are located on these reinforcement strips and are thus positively connected to said support slab.
Producing this known fixed road is time-consuming and costly and requires sub-stantial material expenditure so that the weight and the construction height with unilateral track elevation become too great.
DE 196 20 731 Al is known, wherein a fixed road for rail-bound vehicles on bridges is described, which is composed of a bridge superstructure slab, a sup-port slab and a ballast slab. The ballast slab comprises clearances for individual humps, each of which is arranged at the longitudinal ends of the support slab.
The clearances of the ballast slab with this construction engage about the humps of the support slab.
This construction requires elaborate longitudinal reinforcement and high-precision working. This requires a lot of work and time. In addition, the rein-forcement strips of the support slabs and the ballast slab each are embodied only with a short maximum length of 6 m. This requires a multiplicity of slabs on a bridge and elaborate shuttering and reinforcement work for the concrete slab and the stoppers. Through the arrangement of the stoppers each at the end of the slabs of the structure, each slab has to comprise two stoppers.
The invention is based on the object of developing a structure which makes possible simpler longitudinal reinforcement and reduced shuttering and manu-facturing expenditure and the production of longer slabs.
According to the invention, this is achieved in that the support slab (1) compris-ing the longitudinal depression (4) comprises the stopper (5) at the height of the middle of the ballast slab (8) to be arranged above and the longitudinal depres-sion (7) of the support slab (1) in this region is interrupted by the stopper (5) over a length of 60 to 100 cm and the ballast slab (8) comprises a longitudinal rib (4), which in its middle region is interrupted by means of a clearance (6) over a length of 65 cm to 105 cm, in which the stopper (5) of the support slab (1) positively engages.
The margins of the longitudinal rib (4) comprise strip bearings, wherein an elas-tomer strip as strip bearing is glued on to the margins of the longitudinal rib (4).
This has a thickness of 1.0 to 1.5 cm.
Under the support slab (1) a protective concrete layer (3) is arranged. It prefer-entially has a minimum concrete grade of C25/35 and a thickness of 5 to 11 cm.
DE 196 20 731 Al is known, wherein a fixed road for rail-bound vehicles on bridges is described, which is composed of a bridge superstructure slab, a sup-port slab and a ballast slab. The ballast slab comprises clearances for individual humps, each of which is arranged at the longitudinal ends of the support slab.
The clearances of the ballast slab with this construction engage about the humps of the support slab.
This construction requires elaborate longitudinal reinforcement and high-precision working. This requires a lot of work and time. In addition, the rein-forcement strips of the support slabs and the ballast slab each are embodied only with a short maximum length of 6 m. This requires a multiplicity of slabs on a bridge and elaborate shuttering and reinforcement work for the concrete slab and the stoppers. Through the arrangement of the stoppers each at the end of the slabs of the structure, each slab has to comprise two stoppers.
The invention is based on the object of developing a structure which makes possible simpler longitudinal reinforcement and reduced shuttering and manu-facturing expenditure and the production of longer slabs.
According to the invention, this is achieved in that the support slab (1) compris-ing the longitudinal depression (4) comprises the stopper (5) at the height of the middle of the ballast slab (8) to be arranged above and the longitudinal depres-sion (7) of the support slab (1) in this region is interrupted by the stopper (5) over a length of 60 to 100 cm and the ballast slab (8) comprises a longitudinal rib (4), which in its middle region is interrupted by means of a clearance (6) over a length of 65 cm to 105 cm, in which the stopper (5) of the support slab (1) positively engages.
The margins of the longitudinal rib (4) comprise strip bearings, wherein an elas-tomer strip as strip bearing is glued on to the margins of the longitudinal rib (4).
This has a thickness of 1.0 to 1.5 cm.
Under the support slab (1) a protective concrete layer (3) is arranged. It prefer-entially has a minimum concrete grade of C25/35 and a thickness of 5 to 11 cm.
Between bridge superstructure slab (2) and the support slab (1) or the protec-tive concrete layer (3) a seal (11) can be arranged. This is embodied with bitu-men webs and serves to protect the bridge superstructure slab (2).
The support slab (1) at its side facing the protective concrete layer (3) com-prises transverse channels (9; 10) at a mutual spacing of 300 to 800 cm, which have a width of 8 to 12 cm and are embodied over the entire width of the sup-port slab (1).
The longitudinal rib (4) with clearance (6) can also be arranged on the support slab (1) and the longitudinal depression (7) with stopper (5) on the ballast slab (8). Because of this, the structure can be better adapted to the respective con-ditions of the bridge and the respective load introduced.
Advantages of the invention - The length of the slabs on bridges can be increased and then amount ....
up to approximately 30 m.
- Only simple and cost-effective longitudinal reinforcement is required (less cutting and bending) - The slabs altogether require less reinforcement (less reinforcement for stoppers) - The expenditure for shuttering, reinforcing and other expenditure drops by approximately 50%
- The arrangement of the stoppers in the middle of the support slab merely requires one stopper per support slab and one clearance in the ballast slab - If only one stopper instead of two stoppers is arranged, of which with the conventional design, one each is arranged on each slab end, no con-straints develop between ballast slab and bridge superstructure slab in the event of changes in length - "Migrating" of the ballast slab in longitudinal direction is avoided - The ballast slab can expand freely under the effect of temperature be-cause of the middle arrangement of the stopper - The number of ballast slabs and the stoppers is substantially reduced for a bridge superstructure length (e.g. 18 m of slab length with one stopper in-stead of 6 m slab length with two stoppers).
The support slab (1) at its side facing the protective concrete layer (3) com-prises transverse channels (9; 10) at a mutual spacing of 300 to 800 cm, which have a width of 8 to 12 cm and are embodied over the entire width of the sup-port slab (1).
The longitudinal rib (4) with clearance (6) can also be arranged on the support slab (1) and the longitudinal depression (7) with stopper (5) on the ballast slab (8). Because of this, the structure can be better adapted to the respective con-ditions of the bridge and the respective load introduced.
Advantages of the invention - The length of the slabs on bridges can be increased and then amount ....
up to approximately 30 m.
- Only simple and cost-effective longitudinal reinforcement is required (less cutting and bending) - The slabs altogether require less reinforcement (less reinforcement for stoppers) - The expenditure for shuttering, reinforcing and other expenditure drops by approximately 50%
- The arrangement of the stoppers in the middle of the support slab merely requires one stopper per support slab and one clearance in the ballast slab - If only one stopper instead of two stoppers is arranged, of which with the conventional design, one each is arranged on each slab end, no con-straints develop between ballast slab and bridge superstructure slab in the event of changes in length - "Migrating" of the ballast slab in longitudinal direction is avoided - The ballast slab can expand freely under the effect of temperature be-cause of the middle arrangement of the stopper - The number of ballast slabs and the stoppers is substantially reduced for a bridge superstructure length (e.g. 18 m of slab length with one stopper in-stead of 6 m slab length with two stoppers).
Exemplary embodiment In the following, the invention is explained in more detail by means of an exem-plary embodiment.
Here it shows:
- Figure 1 - the bridge structure of the fixed road in longitudinal section - Figure 2 - a cross section through the bridge in the end region of the slab - Figure 3 - a cross section through the bridge in the slab middle The support slab 1 is mounted on the bridge superstructure slab 2 by way of a protective concrete layer 3. The support slab 1 has the longitudinal depression 7 and in the middle region the stopper 5, which engages in the clearance 6 of the longitudinal rib 4 of the ballast slab 8 arranged in the middle. At a spacing of 300 to 800 cm, the support slab 1 comprises transverse channels 9; 10 which are embodied in a width of approximately 10 cm. These serve for the transverse drainage of the bridge superstructure slab 2.
Between the support slab 1 and the bridge superstructrue slab 2 or the protec-tive concrete layer 3 a seal 11 is arranged. The support slab 1 is separated from the ballast slab 8 through a separating plane 12. Because of this it is achieved that both slabs can move differently from each other under the influ-ence of temperature, so that cracks in the structure can be avoided.
Strip bearings in form of elastomer tape (t 10 mm) are glued on to the margins of the longitudinal rib 4.
Here it shows:
- Figure 1 - the bridge structure of the fixed road in longitudinal section - Figure 2 - a cross section through the bridge in the end region of the slab - Figure 3 - a cross section through the bridge in the slab middle The support slab 1 is mounted on the bridge superstructure slab 2 by way of a protective concrete layer 3. The support slab 1 has the longitudinal depression 7 and in the middle region the stopper 5, which engages in the clearance 6 of the longitudinal rib 4 of the ballast slab 8 arranged in the middle. At a spacing of 300 to 800 cm, the support slab 1 comprises transverse channels 9; 10 which are embodied in a width of approximately 10 cm. These serve for the transverse drainage of the bridge superstructure slab 2.
Between the support slab 1 and the bridge superstructrue slab 2 or the protec-tive concrete layer 3 a seal 11 is arranged. The support slab 1 is separated from the ballast slab 8 through a separating plane 12. Because of this it is achieved that both slabs can move differently from each other under the influ-ence of temperature, so that cracks in the structure can be avoided.
Strip bearings in form of elastomer tape (t 10 mm) are glued on to the margins of the longitudinal rib 4.
Claims (10)
1. A fixed road for rail-bound vehicles on a bridge, wherein the fixed road consists of a bridge superstructure slab, a support slab comprising a longitudinal depression and a stopper covering said bridge superstructure slab and a ballast slab comprising longitudinal ribs, on which the rails are arranged with fasteners, wherein the support slab comprising the longitudinal depression comprises the stopper at the height of the middle of the ballast slab to be arranged above and the longitudinal depression of the support slab in this region is interrupted by the stopper over a length of approximately 60 to 100 cm and the ballast slab comprises a longitudinal rib, which in its middle region is interrupted over a length of approximately 65 cm to 105 cm by means of a clearance, in which the stopper of the support slab positively engages.
2. The fixed road according to claim 1, wherein the margins of the longitudinal rib comprise strip bearings.
3. The fixed road according to claim 1 and 2, wherein an elastomer tape is glued on to the margins of the longitudinal rib as a strip bearing.
4. The fixed road according to claim 1, wherein a protective concrete layer is arranged under the support slab.
5. The fixed road according to claim 1, wherein a seal is arranged between the bridge superstructure slab and the support slab or the protective concrete layer.
6. The fixed road according to claim 1, wherein the support slab at a mutual spacing of 600 to 800 cm to the stopper comprises transverse channels, each of which have a width of 8 to 12 cm, are embodied over the entire length of the support slab and run through the longitudinal rib.
7. The fixed road according to claim 1, wherein the longitudinal depression with stopper is arranged on the bottom of the ballast slab and the longitudinal rib with clearance on the support slab.
8. The fixed road according to claim 1, wherein the stopper is arranged in the middle of the length of the ballast slab.
9. The fixed road according to claim 1, wherein a separating layer of webbing, matting, or coating is installed between the ballast slab and the support slab.
10. The fixed road according to claim 1, wherein the ballast slab is up to 30 m long.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE202008006153U DE202008006153U1 (en) | 2008-05-05 | 2008-05-05 | Slab track for rail vehicles on a bridge |
DE202008006153.9 | 2008-05-05 | ||
PCT/EP2009/001547 WO2009135554A1 (en) | 2008-05-05 | 2009-03-05 | Fixed track for rail-bound vehicles on a bridge |
Publications (2)
Publication Number | Publication Date |
---|---|
CA2723757A1 CA2723757A1 (en) | 2009-11-12 |
CA2723757C true CA2723757C (en) | 2013-08-13 |
Family
ID=39598176
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
CA2723757A Active CA2723757C (en) | 2008-05-05 | 2009-03-05 | Fixed track for rail-bound vehicles on a bridge |
Country Status (9)
Country | Link |
---|---|
US (1) | US20110197379A1 (en) |
EP (1) | EP2274486B1 (en) |
JP (1) | JP5220184B2 (en) |
KR (1) | KR101225807B1 (en) |
CN (1) | CN102016177B (en) |
CA (1) | CA2723757C (en) |
DE (1) | DE202008006153U1 (en) |
RU (1) | RU2460837C2 (en) |
WO (1) | WO2009135554A1 (en) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN104947547A (en) * | 2014-03-26 | 2015-09-30 | 苏州安邦轨道科技有限公司 | Composite vibration reduction slab track system single body and composite type vibration isolation floating ballast bed |
DE102016001953B4 (en) * | 2016-02-19 | 2023-04-13 | Karl Gerhards | Railway bridges with slab track and continuously welded rails |
RU173710U1 (en) * | 2017-04-25 | 2017-09-07 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Петербургский государственный университет путей сообщения Императора Александра I" | CONTINUOUS SPAN STRUCTURE OF A METAL BRIDGE WITH A SANDLESS WAY ON REINFORCED CONCRETE PLATES |
RU2751167C1 (en) * | 2020-09-22 | 2021-07-09 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Уральский государственный университет путей сообщения" | Fixing block for securing diagram of sleepers of railway track for high-speed networks, long-distance and heavy train traffic |
WO2022185101A1 (en) * | 2021-03-05 | 2022-09-09 | Overail S.R.L. | Process and system for laying tracks for underground, railway and tramway lines |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2443770C2 (en) | 1974-09-13 | 1985-08-08 | Ed. Züblin AG, 7000 Stuttgart | Railway bridge with continuously welded tracks |
JPS6018101U (en) * | 1983-07-13 | 1985-02-07 | 東海ゴム工業株式会社 | Rubber mats for slabs or ballast used in track structures |
AT382178B (en) * | 1985-10-02 | 1987-01-26 | Getzner Chemie Gmbh & Co | TRACK BODY |
DE3736943C1 (en) * | 1987-10-31 | 1988-12-08 | Dyckerhoff & Widmann Ag | Railway superstructure, especially for very high speeds |
SU1617074A1 (en) * | 1988-05-27 | 1990-12-30 | Научно-Исследовательский И Проектный Институт Городского Пассажирского Транспорта Г.Москвы | Tram crossing |
HU207756B (en) * | 1988-06-03 | 1993-05-28 | Beton Es Vasbetonipari Muevek | Arrangement for forming large-panel railroad permanent ways |
DE19620731A1 (en) | 1996-05-23 | 1997-11-27 | Strabag Hoch Und Ingenieurbau | Rigid track for rail vehicles across bridges |
JP3622375B2 (en) * | 1996-10-28 | 2005-02-23 | 清水建設株式会社 | Floating slab structure and construction method |
DE10066016B4 (en) * | 2000-02-01 | 2005-09-08 | Walter-Heilit Verkehrswegebau Gmbh | Formwork arrangement, in particular for the production of a concrete slab for a fixed railroad track |
DE102004061165A1 (en) * | 2004-12-16 | 2006-07-06 | Pfleiderer Infrastrukturtechnik Gmbh & Co. Kg | Concrete carriageway for rail vehicles |
DE102005013947A1 (en) * | 2005-03-26 | 2006-10-05 | Pfleiderer Infrastrukturtechnik Gmbh & Co Kg | Method for height correction of a fixed rail track and fixed rail track |
DE102005032912A1 (en) * | 2005-07-12 | 2007-01-18 | Max Bögl Bauunternehmung GmbH & Co. KG | Solid roadway on a bridge structure |
-
2008
- 2008-05-05 DE DE202008006153U patent/DE202008006153U1/en not_active Expired - Lifetime
-
2009
- 2009-03-05 CN CN2009801163412A patent/CN102016177B/en not_active Expired - Fee Related
- 2009-03-05 WO PCT/EP2009/001547 patent/WO2009135554A1/en active Application Filing
- 2009-03-05 US US12/736,729 patent/US20110197379A1/en not_active Abandoned
- 2009-03-05 KR KR1020107022978A patent/KR101225807B1/en active IP Right Grant
- 2009-03-05 CA CA2723757A patent/CA2723757C/en active Active
- 2009-03-05 EP EP09741773.7A patent/EP2274486B1/en not_active Not-in-force
- 2009-03-05 JP JP2011506581A patent/JP5220184B2/en not_active Expired - Fee Related
- 2009-03-05 RU RU2010142940/03A patent/RU2460837C2/en active
Also Published As
Publication number | Publication date |
---|---|
CN102016177B (en) | 2013-03-13 |
JP2011518971A (en) | 2011-06-30 |
KR101225807B1 (en) | 2013-01-23 |
RU2460837C2 (en) | 2012-09-10 |
DE202008006153U1 (en) | 2008-07-10 |
CA2723757A1 (en) | 2009-11-12 |
JP5220184B2 (en) | 2013-06-26 |
KR20100137509A (en) | 2010-12-30 |
US20110197379A1 (en) | 2011-08-18 |
RU2010142940A (en) | 2012-04-27 |
EP2274486A1 (en) | 2011-01-19 |
EP2274486B1 (en) | 2013-05-08 |
WO2009135554A1 (en) | 2009-11-12 |
CN102016177A (en) | 2011-04-13 |
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Legal Events
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EEER | Examination request |