CH695568A5 - A method of laying a rail track. - Google Patents

Description

CH 695 568 A5

description

For the production of so-called "solid lanes" with rails for rail vehicles of various kinds, it is necessary in view of the high speeds now sought, the track linkage both in terms of height and direction with an accuracy of +/- 0.1 mm set up and keep it in the set position for undercutting with a binder material, especially concrete or mortar, accurately positioned.

A related method is e.g. already known from EP 894 898 B1. In this known method, it is assumed that a very precisely concreted concrete support plate (height tolerance +5 mm -15 mm) high evenness in the inclination of the respective curve transverse cant of the track to be produced is available as a foundation for the solid carriageway.

It is possible according to this method, set up using standardized concrete support body and based Hekeke wedges with about 25 mm height adjustment and about ± 15 mm lateral adjustability of the track.

Since this system is very compact as a whole, it is e.g. for straightening devices, such as suitable for tamping machines known from ballast superstructure, but it is not suitable for high loads, e.g. suitable for building materials such as in particular filling concrete transports up to the track installation point. Applications relating to this have already been successfully implemented with the installation of a fixed carriageway on the new Hannover-Berlin route.

[0005] The promotion of the high-speed, simultaneous increase in the reliability and the experience gained in the course of practical work in the field of track construction have led to new changes in the requirements for the track itself and the production of the fixed track, both with regard to the accuracy of the laying of the tracks also in terms of productivity, flexibility and cost-effectiveness.

Thus, for example, the surface of a pass from Tunnelrohbau tunnel sole, which can have both fairways of the heavy construction machinery and transport vehicles, as well as concrete outbreaks, eg: potholes, very uneven, and it means a lot of effort, the same as for the Construction of the fixed track so far necessary to level.

The tolerance of the height between rail lower edge and top edge support thus varies greatly, so that the necessary height corrections can no longer be handled with standardized concrete support bodies and based on lifting straightening or systems. So it would be necessary for just described "uneven" substrates to use concrete support with different, each individual heights. This adaptation or selection of the support body could always take place due to the greatly varying circumstances only at the installation site and would therefore be very expensive.

In addition, the stability, both for straightening and for driving due to the bumps is not given in these circumstances.

In addition, the canting of the track, e.g. on curves, built with the help of a support system, resulting in additional height differences from the elevation of the track of up to 180 mm (equivalent to up to 12% bank angle).

As another requirement is that such supported tracks with full axle load (22.5 to 25 t) for the supply of the construction site by means of construction trains and with the large quantities of filling and Vergussbeton for the production of the substructure and on the market existing Rangierlokomotiven be resilient.

This is especially true in the laying of tracks in railway tunnels of high length, e.g. in the Lötschberg-Ba-sistunnel or in the Gotthard Base Tunnel.

Since due to the increased demands on tunnel safety in the future increasingly built single-track tunnel, this aspect of site logistics is becoming increasingly important. It is therefore required that a piece of the rail track laid essentially immediately before and without separate preparation of the underground present after the construction of a tunnel after its laying as soon as possible for the transport of the piece of track strand to be connected to the front free end and for the introduction of for the final casting of the roadway necessary high amounts of binder mass, usually regular concrete, is available.

When using separate threshold individual blocks for each rail instead of sleepers, each with two rail supports, it is necessary to set the distance of the rails of the track from each other, so the track and the inclination of the rails by additional aids.

The above-explained requirements, the known installation system according to the above-mentioned EP 894 898 B1, however, because of its low load capacity do not do justice.

An essential object of the present invention is to provide a track laying and installation system in such a way that the track and the rail inclination can be maintained after use as Baugleis at full load on the support system and adhered to after use and then can be finished. Briefly summarized, the tasks and requirements to be solved are the following passability of the track, which has been prepared to an accuracy of about 2 mm and stabilized to this degree, for the transport of the track yokes as well as of construction and installation auxiliary equipment.

Trafficability of laid on support rails tracks with full load to the installation point.

Positioning the track yokes on a surface with large differences in height and bumps.

CH 695 568 A5

Accurate straightening and fixing the track to about 0.5 mm accuracy or with a positioning accuracy of about 0.1 mm before the final setting of the tracks and stabilizing the same by pouring the thresholds or threshold body by means of the track position ultimately permanently fixing potting compound, preferably regular concrete.

The greatest possible simplification of the logistics by far as possible preparation before the installation of the tracks on the mounting parts, so e.g. in the case of long tunnels, carrying out the assembly of the track yokes, off, but more near the built-in parts, if there is enough space, or if, as is usually the case with tunnels, advantageously outside the tunnel, so only as few jobs as possible at the place of installation, eg in the area of the open end of the slipway in the tunnel itself. In the case of the construction of single-track railway tracks in tunnels, this has the advantage of avoiding the particularly bad working conditions in the high temperatures prevailing in long tunnels, the high humidity and the polluted by exhaust air, as well as the reduction of the risk potential that always exists for people in tunnels , given.

The present invention is a new method for laying a rail track in the course of new, rebuilt or continued one, possibly multi-track, with rail vehicles, preferably railways passable route, especially tunnel route or a single-track, fixed carriageway according to the preamble of the claim.

The new method is characterized and defined by the features set forth in the characterizing part of claim 1;

The new track installation method is essentially to be seen as an action or work sequence chain with the following steps, which will be explained below with reference to the construction of a tunnel driving route:

On the assembly site, the rails are attached to the sleepers or sleepers to be installed with them. In the case of rail mounted on sleepers, these are connected together by means of special spacers for adjusting track and rail inclination relative to the sleeper bodies to form a track yoke. The lifting straightening devices are fastened to the underside of the rail and the supporting bodies then project freely downwards on the underside of the rail. Thus, a compact track yoke is assembled with supporting bodies and all necessary directional and fixing devices.

The prepared in this way or prefabricated track yokes are stored after completion of assembly on the assembly site and each loaded as needed for transport to the track installation point in the tunnel to appropriate wagons.

Preferably, in this case, as later to be explained in greater detail Gleisjoch charging scheme is used, which in spite of the relatively high height of the track yokes with the downwardly projecting support systems of lifting straightener and supporting body by each laterally offset storage and use of the rails of the track yoke supporting Auflagestreben od. Like. The transport of 4 to 5 yokes per wagon allows.

The track yokes are used with the wagons, often over miles of distance, e.g. of up to 40 km, transported in the tunnel to the components. This transport takes place over long distances, first over an already finished and completely built-in track with cast-in sleepers or sleeper bodies. In the area of often several hundred meters, the transport over a before the current installation site only on the supporting body supported, but by encapsulation of the supporting body or of their foot areas with special concrete already stabilized tracks.

At the mounting tip, the track yokes are lifted by means of lifting device, in particular crane, from the wagon, moved longitudinally to the respective rail track end and on the, as already mentioned above, raw tunnel sole «deposited». Preferably, in the case of a curved route, the track yoke is received in the respective inclined position by the crane and placed on suitably prepared documents on the tunnel sole as close as possible to the respective future setpoint position.

Then come to the thresholds or on the rail spacers fortified, variable-length, downwardly pivotable auxiliary supports used to the new track yoke to be installed in a position as accurate as possible in the range of up to a maximum of +/- 2 mm to plan provided To bring target position. The measurement of the track yoke in this preliminary stage of installation is carried out by known common methods, which need not be further discussed here.

After this first straightening the track yoke are arranged to the underside of the rails of the track yoke each mounted with the interposition of the lifting straightening, downwardly projecting support body arranged on the ground, so in particular seated on the tunnel sole formwork, and the foot portions of the support body are surrounded by quick-setting special concrete or mortar.

The formwork can be formed in the simplest way from wood or with corresponding steel elements.

The preferably less viscous and therefore all cavities, joints, underground columns and the like. precisely filling special concrete or mortar for the stabilization of the support body can e.g. be prepared as a ready-mixed mortar on the banquet and introduced by Giesskannen or hose in the prepared Umschalungen the support body.

The special binder compositions used for the initial stabilization of the track yokes, ie fast-setting concretes or mortars, correspond in their final quality about the quality of the future used for the pouring of the sleep track plate Vergussbindemittels, ie in particular regular concrete, whereby the Homogeneity of the ferti3

CH 695 568 A5

track-laying structure is not adversely affected.

By casting around the foot areas of the track yoke support body is a full-surface rich support of the support body on the and a firm connection of the same with the ground in both the longitudinal and in the transverse direction secured even with very uneven ground.

After hardening of the special binder mass, the auxiliary supports are folded to have the space for the installation of potting binder mass (s) free.

The rail joints between the yokes can be brought by means of fastening straps of the lifting straightening devices to the same level and additionally secured by means of web tabs.

The so supported on the concrete or mortar cast by supporting bodies and position-stabilized track yoke or formed from several such Jochen Gleisstrang piece can easily after hardening of the special binder composition based on quick-concrete or mortar be driven with heavy construction or construction transport trains.

It may thus be done then to a level of up to about 5cm below the thresholds, which requires large amounts of heranzutransportierender potting binder mass are required.

These potting binder masses can be unloaded directly from the moving on the track-stabilized track Jochen vehicles and installed without further intermediate transports.

After the completion of the traversing-the first declarations-for the transporting-of the building materials, rail components, etc., the fixings of the lifting straightening devices are released from the supporting bodies, and a final is carried out Adjust or fine adjust the track position with an accuracy in the range of +/- 0.5 mm.

For a controlled formation of cracks in the ultimately cast with conventional concrete future roadway, it is beneficial to arrange before pouring the same separator made of sheet metal or other material, and that is best where the already stabilized and -fixierten rails Support body are installed. Due to the cross-sectional weakening achieved with the separating elements, it can be ensured that the casting-binder mass breaks in the course of setting exactly where high stability is already provided from the outset, thus avoiding the occurrence of undesired cracks in the area of the cast-in concrete sleeper bodies.

The final casting of the track then takes place by under-molding and pouring the sleepers or threshold body.

For the onward transport of the intended, then only relatively small amounts of potting binder mass, preferably rule-concrete, supported on the support bodies, already fine-tuned tracks can be traveled by Betoneinbau- or concrete paver train. Significantly lower axle loads and speeds occur, which makes it possible to use the already exactly set tracks as transport track.

After hardening of the potting-binder mass, the folded auxiliary supports are removed together with the spacers in the case of single-threshold bodies and attached to the rail foot lifting straighteners. Usually, the rails of the previously functioning as "positioning templates" track bumps are removed from the cast-in sleepers or threshold bodies, and it will be drawn into the rail fasteners on the same then long rails as the actual rails.

It is particularly advantageous if the mounting rails are removed and transported together with the spacers, the auxiliary supports and the rail foot mounted lifting straightening devices as a fixed mounting template.

The mounting rails removed as described - in the case of emerging bodies with the spacers - as well as the lifting straightening devices are in turn loaded onto wagons and transported to the assembly site, where they are in turn assembled to track yokes with supporting bodies for a new rail laying cycle.

[0046] The track length, which may be increased far from the respective installation location of the piece piece by piece, ie e.g. before the tunnel entrance, again pre-assembled track yokes are on the already completed and potted track and on the according to the inventive method supported on the quick-cast locally cast around supporting bodies, last or front track piece in total, over distances of e.g. up to 40 km in the case of alpenunterquerender base tunnel buildings transported to the vicinity of the construction tip.

As far as the essence of the invention is concerned, it should be pointed out at this point that stabilization of track structures with rapidly setting binder mass in the area of the track construction or removal from EP 99 122 720.8 A1 is known per se. However, it is not, as in the present invention, the support bodies bound to the rails of the track yokes via the lifting straightening devices, but the sleepers or sleeper bodies themselves are directly position-stabilized.

The most important advantages of the track construction method according to the invention are summarized below:

It allows especially on long single-track routes, as present according to today's standards, especially in railway tunnels, a highly efficient logistical supply of installation processes, since already in a particularly early stage of construction even heavy loads on the newly built track close to the Mounting parts can be transported.

4

CH 695 568 A5

By the new method can be used, for example, in the construction of the Channel tunnel for the creation of the fixed carriageway, very expensive special constructions avoided.

The inventive method largely allows the use of available on the market components, components, construction machinery and equipment and therefore offers not only improved economic conditions, a higher flexibility and reliability than previously known, much more effort requiring track laying methods.

When installing an additional track plate, e.g. at high road heights, the first layer of the concrete may e.g. up to about 5 cm below the threshold block underside or edge directly from the - via the by means of the support body "first-stabilized" track brought - wagon in the space below the track tilted or drained, which has the advantage that additional longitudinal transports of Potting binder mass through conveyor lines or hoses and the necessary facilities are not necessary.

The new method makes it possible per work shift up to 400 m3 concrete - this limitation is due to the concrete preparation and transport performance - install.

Furthermore, there is the advantage that even for the final determination of the track, the binder mass can be transported very close to the installation point.

The last, about one hundred meters, ie the area of each freshly installed and thus each setting concrete, can be with the above-mentioned crane or other funding, such as. by means of conveyor belt or concrete pump, bridge.

The fact that the concrete installation device itself can be performed on the newly stabilized before new track, resulting in a total of significant simplifications in transport and construction logistics.

What is advantageous in the context of the new track-laying method, stable and ultimately easily detachable, provided on each mounted on the rail lifting straightening devices connection between the rails of the track yokes and the supporting bodies is about the claim 2 more information.

The claim 3 calls two preferably to be used basic shapes of the rail yoke support body, which have the advantage that an effective encapsulation with the provided for stabilizing fast-setting special binder mass can be done by which a highly stable anchoring in the hardened binder and a rich Connection with the as already described above, raw surface is guaranteed.

The claim 4 is a - proven in practice and therefore preferred - provided for the assembly of the track yokes in the case of the presence of only one rail of the track-bearing emerging bodies, the relative position of the rails of the track yoke exactly complied with each other, the To remove rails connecting spacers bar. Their special shape results from the fact that the rails connected by the same to the track yoke after stabilizing the support body and their binding to the ground must be fully passable, so that the or their contour both on the mechanical load and, for example, for the wheel rims the transport trains necessary clearance must be coordinated.

The claim 5 includes details of the attachment of the rail spacers on the inner edges or inner sides of the rails of the track yokes again.

The claims 6 and 7 show advantageous solutions for loading the equipped with the downwardly projecting support bodies, in itself quite bulky, preassembled track yokes on the wagons for their shipment to the installation site.

About a advantageous in the context of the invention settlement of depositing the unloaded from the cars track berths at the respective installation point or the positioning of the same in one or the installation plan as approximate position or course, which preferably with at the thresholds or at The above-mentioned rail spacers articulated and from there hinged, adjustable-length auxiliary support legs is the claim 8 gives more information.

In order to ensure the greatest possible freedom in the fine tuning of the tracks after stabilizing the support body of the track yokes, is provided in the context of the inventive installation process according to claim 9, to position the Schienenjoche so low-lying at this stage that they ultimately in any case to a small amount are to be lifted if they are placed in the final or by means of arranged between the rails and the ground, stabilized support bodies lifting straightening devices in the planned or intended ^) exact (s) position or course.

The measure of the installation of insert panels according to claim 10 is a targeted controlled cracking in the hardened potting compound mass of the solid roadway in the region of the support body, whereby such in the threshold or threshold body is avoided.

In the context of the invention, it is preferred that, as described, pre-assembled Schienenjoche or their rails, so to speak, as the exact plangemässe positioning of the driving tracks ensuring to use again and again «laying teachings or stencils» by which the ultimately by means of the Verguss-Bin-demittelmasse, so in particular by means of regular concrete, cast, threshold or threshold body and mounted thereon rail fasteners in a - are actually oriented on the rail foot or at the bottom oriented position, whereby the exact position of - After removal of the track yoke rails from the rail fastenings of the sleepers or threshold body is ensured in the same-retracting rails. It is there

CH 695 568 A5

to refer in particular to claims 11 and 12.

The claim 13 provides a preferred within the scope of the invention practice when laying the track berths at the installation point information.

With preferred practices of preparation for the installation of the rails provided in most cases as rails rails after removal of the rails of the track yokes in the case of their use as «laying gauges or -Schablonen» deal with the claims 14 and 15.

Reference to the drawing, the invention is explained in more detail:

The figures show

Fig. 1a to c respectively in top, side and longitudinal view of a track yoke in the invention used according to the form or equipment, the

Fig. 2 a to e details of the connection of the rails of the rail yokes with the rail foot at the bottom releasably connected to them lifting straightening devices and the support bodies bound to the underside and details of the position of the lifting straightening devices in their heavy-duty basic position and in one position during the fine-tuning process, the

Fig. 3 shows a second preferred embodiment of a track yoke support body, the

Flg. 4 a scheme for a load-saving ~ effective ~ loading of the m1t ~ the support bodies equipped

Track yokes, the

Fig. 5 shows a preferred embodiment of the intended for an exact cohesion of the rails of the track yokes rail spacers, the

Fig. 6 shows the situation of laying work after stabilizing the support body, the

Fig. 7a-c are views of a tunnel cross-section, in which the transport of the track yokes and their discharge by means of a gantry crane device at the construction site, and the situation after completion of the route and their journey with a train and finally the

Fig. 7d provided for the transport and installation of the track yokes gantry crane device during the laying work.

Fig. 1a to c show at the installation site and stored with the auxiliary supports 17 and their Hilfsstützfüssen 173 on an "uneven" surface 11 supporting ready for installation track bumps 1. Specifically, here are the mounting rails 12 by means of standard Rail fasteners 135 (Fig. 4) with the threshold bodies 13 in the intended threshold distance asw completely assembled. The rails 12 are interconnected by a respective third and fourth threshold body 13 by means of the same in exactly predetermined relative position holding each other spacers 16. To the underside of the rail foot 123 of each rail 12, each spaced by the distance branch from each other, the lifting straightening devices 15 bound, which in turn are connected to the underside with the here-pyramidal shape having supporting bodies 14. The same carry towards the inside I grooves 145 for the insertion of insert panels or cracking sheets 19 od. Like. For a targeted cracking in the ultimately finished paved road at the points where the support body 14 are arranged. FIGS. 1b and 1c show how the support bodies 14 having a "middle width" bst with their foot ends 143, each surrounded by a formwork 90, are encapsulated with fast-setting potting compound 9, whereby after its hardening the track yoke 1 can be driven in a highly loadable manner.

The spacers 16 are supported - see FIG. 1 c - in each case on the rail head 121 and on the rail foot 123 and are screwed by means of screws 165 to the rail neck 122.

The track yokes 1 shown here are preferably used in a length of 18 m. They are in most cases in - possibly greater - distance from the installation point, for. prepared in an assembly hall. As shown here, they are sent as a whole to the installation site, e.g. supported in a tunnel with support by means of the auxiliary supports 17 with the spacers 16 hinged, downwardly pivoted telescopic support legs 173 on uneven ground 11.

The lifting straightening devices 15 are advantageously designed on the rail joint such that two adjoining rail ends of respective successive track yokes 1 are braced against the same.

2a and 2b show how the lifting straightening devices 15 by means of anchored in the support body 14 dowels 146 screws 147 or by means of the correspondingly shaped support body 14 hooked hook ends of hook screw thread bolt 148 between the support body 14 and rail foot 123th arranged the track yoke rail 12 and held by means of auxiliary brackets 154, on the other hand, with the support body 14 on the one hand and the track rail 12 on the other position and displaceable and non-rotatably connected.

Fig. 2d further shows the lifting straightener 15 in its suitable for high loads, non-extended basic position and Fig. 2e the same in a track yoke fine straightening position with elevation and lateral displacement. In this state, the screwing and tension must be solved to the support body 14 back, and the fine-tuned track yoke is passable for the concrete paver.

Finally, FIG. 2c shows a favorable, "crosswise offset" arrangement of the screws 147 or hooks

CH 695 568 A5

bolt 148 for the attachment of the support body 14 on the rail 12 on the one hand and the screws 157 for independent thereof attachment of the lifting straightener 15 to the rail 12 on the other.

The lifting straightener 15 shown in Figs. 2a to 2e is in its concrete embodiment with two base plates, ie with cover and bottom plate, each with 20 mm thickness and arranged therebetween and engaging in the two plates double spindle with each 20 mm spindle length and a spindle diameter of about 60-80 mm thread diameter formed.

The double spindle carries a gear which can be driven by means of a small gear on the outside of the lifting straightener 15. The small gear is positioned so that the manual or mechanical drive from above, that is approximately from a position next to the rail foot 123, e.g. od by ratchet. Like. Can be done.

With the help of the double spindle, it is possible to achieve about 25 mm stroke with the lifting straightener. In the maximum extended position whose thread still has an engagement of about 8 mm, which is sufficient due to the large thread diameter and the low thread height of 1.5 to 2 mm for the high tensile and compressive loads described above. The drive of the double spindle can be done by means of a chain with gear wheels instead of by means of the gears. This latter embodiment has the advantage that the drive and the adjusting device itself are more flexible and can be arranged outside the transverse axis or transverse plane of the lifting straightener 15 if required. With the chain drive and several spindles can be driven, whereby the stability of the lifting straightening device is further improved. Furthermore, such a chain drive to pollution in construction site operation is much less sensitive than a gear engagement.

The lateral displacement of the lifting straightener 15 is achieved by displacement of the cover plate against the described upper spindle guide. For this purpose, a horizontal spindle, which is arranged on the opposite side of the vertical spindle, guided in the inner threaded block, whereby the cover plate can be moved against this threaded block to the left or right. In this way lateral displacements of +/- 15 mm are possible.

In the cover plate of the Heberichtgerätes 15 four mounting holes are provided. The cover plate itself is fixed by means of the two diagonally arranged fasteners 147, 148 via the clamping clamps 154 to the rail foot 123 of the mounting rails 12. In the cover plate is further a guide groove od. Like. Provided for receiving the rail foot 123 to prevent twisting of the cover plate of the device 15 relative to the same.

The openings in the vicinity of the two end points of the other diagonal are passed through the lifting straightener 15 and continue up to the anchoring plugs 146 in the support bodies 14. They make it possible to screw the support body 14 by means of the screws 147 with the upper plate of the lifting straightener 15.

It is possible to further pull these screws 147 upwards and anchored directly with a clamping plate 154 on the rail foot 123.

Alternatively to the attachment of the support body 14 with dowel 146 and screw 147, the same can also be clamped by means of a hook-shaped fastener 148 and a bracket 154 with the lifting straightener 15. This type of construction has the advantage that in the support body 14 no anchoring holes and dowels have to be formed or introduced.

The lifting straighteners 15 are advantageously used in the following step sequence:

First, the preparation is done by the device 15 is set to minimum or zero stroke, so this device 15 is in basic position G. In this case, a real juxtaposition of the base and cover plate is provided so that loads acting in this state on the lifting straightener 15, not on the lifting spindle or its thread, but on the direct contact of the base and cover plate in the background can be derived. This is also the state in which the track yokes 1 with the lifting straightening devices 15 mounted on them with heavy construction trains, so with 22.5 to 251 axle load, can be driven.

The lateral adjustment device of the device 15 is also set to 0, so the device spent in this regard also in the basic or middle position.

In this state, the lifting straighteners 15 are immovably connected to the mounting rails 12 via the two arranged in the diagonal fastening elements 147,148 or clamping plates 154.

About the two other arranged in the other diagonal openings of the support body 14 with the lifting straightener 15 and the rail foot 123 is braced directly. This assembly takes place at each assembly of the track yoke 1 at the respective mounting location. At this stage, the lifting straightener 15 of the support bodies 14 are fixedly connected to the respective mounting rail 12 and the track yoke 1 assembled therefrom, and for installation, e.g. in a tunnel, prepared.

As a result, then, as already partially described above, the entire track yoke 1 is transported to the installation site, and the support body 14 are stabilized after coarse or Vorrichten the track yoke by casting around their parts with quick-concrete. In order to ensure a corresponding margin when fine-tuning, the track yoke 1 is prepared and stabilized at a level of about minus 5 mm and at the basic center position of the lifting straightener 15, so certainly always a sufficient lifting stock for the final exact position setting and Fine adjustment of the track yoke 1 and the rails 12 is present.

CH 695 568 A5

In the stabilized by the pouring of the support body 14 state, the above-mentioned driving the track for material transport with conventional material transport wagons 6 and the like. done with full axle loads.

After completion of the binder transports to the installation site, the attachment 147, 148, 154 of the lifting straightener 15 to the support body 14 is released. Thereafter, by means of the lifting straightening device 15, the tracks are fine. After fine adjustment, the position-stabilized track yoke 1 or a series of these track yokes 1 with the concrete paver is driven at reduced axle loads and reduced speeds for concrete installation. The lifting straighteners 15 with the double spindle described above are designed accordingly for these lower loads, and are the same grown in the stroke and lateral adjustment state F after fine adjustment.

After hardening of the potting compound 9 ', the rail fasteners 135 of the rails 12 are released on the Be-tone-cast sleeper bodies 13 and the track yoke 1, which is held by the spacers 16, is lifted off as a whole. The track yoke 1 is finally loaded on the wagons 6 and moved back to the assembly site and prepared there for the renewed use.

To form the abutment of the rails 12 of two consecutive assembly track yokes 1, the following is to be carried out:

At the rail joint, the rail clamping of the lifting straightener 15 is advantageously designed so that its cover plate is extended in the rail direction and is equipped with additional clamps for receiving the two rail ends.

[0096] The stopping points which are decisive for the ultimately accurate track geometry are located on the rail foot 123, because these points correspond exactly, is the position and course of instead of the rails 12 of the track yoke 1 in the rail fasteners 135 on the sleepers 13 finally retracting rails , It is therefore more important, especially at the rail joint, to keep the geometry on the rail foot 123 continuously, as on the rail head 121.

Basically, it should be mentioned at this point that the new track-laying method is based on the height and lateral position of the rail feet 123 - and more precisely - the rail foot base surfaces, which at the same time the position of the upper edges of the sleeper and the position of Define rail fasteners 135 on the thresholds.

Fig. 3 shows another preferred embodiment of the track support body 14 in the form of an inverse "T", wherein the Stützkörperfuss forming horizontal bars on the one hand a large support surface and on the other hand a particularly secure anchoring in special concrete after the casting of the support body 14 at the initial stabilization of the track yoke 1 guaranteed.

Fig. 4 shows - with otherwise constant reference numerals - the flat loading surface of a flat wagon 6 and two on the same one above the other and about an approximately the average width bst of the rail yoke support body 14 corresponding distance vst of e.g. 40 to 50 cm offset transversely staggered track yokes 1 with their, the rails 12 in exact relative position holding and interconnecting spacers 16 and hinged to the same auxiliary supports 17 - with the telescopic support legs 173rd

In this type of loading, the support bodies 14 of the respective upper track yoke 1 find room in the free space between the sleepers 13 of the respectively underlying yoke 1. By this staggered stacking, 4 to 5 yokes can be positioned and transported one inside the other and one above the other on the carriage 6.

For storage, the rails 12 are supported from below, fed into sleeper compartment cross member 63, which are anchored to both sides of brackets 64 of the wagon 6 and thus possibly over several dozen km to be transported track bails 1 even at high speeds of eg 80-100 km / h are kept safe.

By the cross member 63, both the mass of the track yokes 1 and the longitudinal forces are absorbed during acceleration and braking of the transport train, and they ensure that the respective underlying yokes 1 are not burdened by the respective overlying yokes. 1 The cross member 63 for the track yoke mounting on the cars 6 are threaded in each case in the remaining free-standing intermediate compartments or spaces at points where neither support body 14 and lifting straighteners 15 are still installed for the assembly of the track yokes 1 devices. It is preferred for every third threshold compartment available.

The on the carriage 6 on both sides arranged brackets 64, for receiving the cross member 63 are advantageously stiffened by struts in the longitudinal direction, so that they can absorb the above-mentioned longitudinal forces. The cross member can be removed either after unloading the track yoke 1 by hand or by means of a later to be described in detail portal crane at the installation site and stored on the cars 6 for reuse at the track yoke mounting point.

It is also possible to make the cross member 63 turnable, so that the twisting off of the cross member 63 during the longitudinal transport and laying of the track yoke 1 can be made without further aids and thereby the unloading of a respective underlying next track yoke 1 is possible.

The already briefly mentioned in the explanation of Fig. 1 rail spacers 16 also has the function of a mounting aid.

Fig. 5 shows in detail how the same acts on the single rail 12 and the rails 12 holds in exact relative position to each other.

8th

CH 695 568 A5

The following principles are observed: The tilting of the track yokes 1 under load by a after initial stabilization over rolling train is by resting on the edge 1232 of the rail foot 123 in the area A2 and by the highest possible screw 125, 165 avoided by the rail neck 122 therethrough. This screwing can be done both by a screw 125 in or near the central axis of the spacer 16 as well as by two screws on both sides thereof.

On the inside underside of the rail head 121, approximately in the area A1, the weight of the mounted track yoke 1 with its supporting bodies is received by the spacer 16. At the local inner edge 1211 of the rail head 121, the rail inclination is set in conjunction with the lower support surface 1212. The contact area A1 of the spacer 16 ends in a maximum Max in the subsection A1, where the upper edge of the spacer 16 falls back inwards towards I.

The contact area A2 on the inner end of the rail foot is to be adjusted to adjust the track width according to the manufacturing tolerance of the rail foot 123 of the mounting rail 12.

Also, the upper side length in the area A1 corresponding to the manufacturing tolerance of the asymmetry of the mounting rails 12 is set separately for each of them, that is, left and right.

At the lateral rail head 121 system, a cutout of at least 36 mm below the top rail edge and 60 mm width for the wheel flanges 62 of the wheels 61 of the vehicles 6 is to be kept free in the subsection SA 1.

expect a the flange 62 is peripherally rounded outside and there is no contact between spacer 16 and periphery Pe of the flange 62 of the wheels 61 of the rail vehicles despite this contact surface in the subsection SK.

In the region A3, a contour of the spacer 16 is provided, where no contact with the rail 12 takes place.

Thus, between the two track yoke mounting rails 12, e.g. at a distance of 1.80 m from each other, corresponding to three threshold compartments, the spacer cross braces 16 installed, which are supported against the rail foot 123 and against the lower edge 1211 of the rail head 121 out.

Against the cross struts 16, the rail 12 is clamped by means of screw 125,165.

The bracing has the following functions:

It serves to absorb the lateral forces from the leadership of the wheel 61 when driving the rails 12 with the train with full axle load. This load case causes the highest forces to be absorbed. It must be avoided in any case an edge of the rail 12 under this high load.

The lateral forces are derived from a rail 12 via the screw 125, 165 in the spacer 16 and from this into the respective second rail 12.

The derivation of the lateral forces in the ground takes place via the tension with the previously described He-be straightening devices 15 via the support body 14 and their stabilization with potting compound 9 to the ground 11 instead, in which case the frame stiffness of the track yoke 1 already causes a very high damping of the system.

By the load of the individual wheels 61 of the cars 6, locomotives or the like. On both rails 12, there is also a uniform distribution of the lateral forces on the rails 12 and the corresponding supports 14.

The spacers 16 also have the task of mounting the rails 12 with all loads mounted thereon.

For the temporary provision and stabilization of the track, the track yoke 1 is e.g. on each second spacer 16 by means of the already described above, hinged to the same auxiliary support legs 173 supported against the substrate 11 out.

In practice, the following loads per 3.60 m track yoke length are to be taken over:

Rail with 60.36 kg / m, sleepers with 100 kg per block: every 60 cm, supporting body with 60 kg: every 1.80 m, Heighters with 6 kg: every 1.80 m.

These forces in this regard are primarily taken over by the support of the rail head 121 on the spacer 16.

A sliding of the rail head 121 of the spacer is prevented by the screw 125, 165.

Another important function of the spacer 16 is the setting of the exact track geometry (in particular gauge and rail inclination). Since it is intended to replace the mounting rails 12 later against the final rails 12 'with their example 120 m installation length, the Schienenauflager and thus the rail foot 123 of the mounting yoke rails 12 is the authoritative geometry for the production of the roadway.

The spacers must therefore be adapted and adjusted at their first and each subsequent assembly as follows: track on the rail foot 123, each corrected taking into account the deviation of the rail foot width; Rail inclination on the rail foot, each corrected for deviations, rail foot width and rail asymmetry.

The manufacturing tolerance in the rail height and in the rail head width can be left out of consideration here. For the provision of the track yoke 1 before its connection to the ground 11 and its Sta9

CH 695 568 A5

Bilisieren is a simple straightening device with three winches, which has been used with great success in practice, used. With the vertical winches arranged on both sides of the track yoke 1 and outside thereof, the track heights and with a horizontal spindle of the device the lateral position of the tracks are adjusted.

With the aid of this device, it is possible to bring the track yoke 1 very precisely in position with respect to altitude and direction.

For fixing the track yoke position thus set hinged auxiliary support legs 173 are hinged to each second spacer 16, which can be adjusted in each case via a screw-adjustable telescopic extension in any length or height. In order to fix the position of the auxiliary support legs 173, a fixation strut (cf., Fig. 1c) is advantageously provided which, depending on the application, is secured in the folded-in position or in the extended position by a screw or the like.

In this way, it is possible to position the first track 1 with the aid of the above-described simple lifting straightening device in the respectively provided position relative to the ground and to support and to keep exact in this position.

The auxiliary supports 17 each carry only the above-stated weight of the track yoke 1 and serve as brackets of the track yoke position until the above-described support body 14, surrounded by the special binder mass, is stabilized by the same. After stabilization auxiliary supports 17, 173 can be folded and secured.

The Hg. Ö shows - with otherwise glëichblëibendèri ~ BezugszeichêivBëdeutungen - the situation after already described above, first stabilizing the track yokes 1 by pouring the support body 14 in a single-track tunnel, it is there clearly the different height of both sides of the road running Banquets, in whose left a cable channel runs, to recognize.

For the gantry crane device 8 shown in FIGS. 7a and 7d, it should be explained in an explanatory manner that for optimum support of the new track construction method, it is necessary to comply with the equipment or adaptation of gantry cranes available on the market in accordance with the following criteria:

Due to conventional tunnel cross-sections and the rather low load capacity of the local banquets, the gantry cranes that are common today in track construction can not be used.

As shown in Fig. 7a, those of the gantry crane device 8 are positioned on the banquet. Since at least on one side, as shown in FIG. 6, in the banquet a cable duct is installed, and this may only be charged with light loads, the crane rails 12 'must be placed at a relatively large distance from the banquet edges. Therefore, it is necessary to increase the track width of conventional, used in railway construction gantry cranes and also to make it so that you can work with asymmetrically long gantry crane vertical beams. The adaptation to the larger gauge can be done by a one-sided extension of the upper crane crossbeam. In order to be able to use the crane device 8 again in the future as a standard crane in the standard track construction, this extension can be used as a temporary installation, e.g. take place in the form of an intermediate piece.

Since the side banquets usually have different heights within the tunnels, it is necessary to avoid tilting to make one side of the gantry chassis height adjustable. This higher adaptation can advantageously be carried out by means of a hydraulic lifting device, which can be e.g. od in their respective height positions by a bolt. Like. Can be permanently secured.

When working in the ramp area of curves, a certain inclination of the gantry crane device 8 can be accepted for special employment conditions. When leaving such an area, the height of the chassis is then adapted to the respective requirements, allowing higher speeds.

For unloading the track yokes 1 from the track yoke transport wagons and dropping them on the tunnel sole, the load-bearing capacity of the crane 8 is designed to be movable laterally.

As can be seen from the loading diagram already shown in FIG. 4, it is indeed necessary to be able to receive the track yokes 1 from the wagon 6 quite eccentrically. Likewise, in the storage a lateral correction, in particular as a result of the asymmetrically arranged crane rails 12 'of the gantry crane device 8 is required.

Claims (15)

claims 1. A method for laying a rail track in the course of new, rebuilding or continuing a vehicle traversable with rolling stock, with a preassembled, the two mounted on the sleepers rails comprehensive track yoke spent at the installation site and by means supported on the ground track yoke support bodies in each case between the tops of the support body and the rail foot of the two rails arranged lifting straightening the tracks in the intended exact height, Kurvenüberhöhungs-, side and level position is set, after which the threshold body for stabilizing the position of the track rail by means of hardening potting binder mass under and be surrounded, characterized in that - for the laying of the rails (12, 12) of routes on topografisch irregular and not the elevation of one of the rails (12,12 ') correspondingly formed Untergünden (11) - before laying at the installation site at a mounting point - The - either the two on the sleeper bodies (13) fixed rails (12) or the two on 10 CH 695 568 A5 Sill bodies (13) fastened rails (12) and these in exactly predetermined relative position to each other holding and interconnecting spacers (16) comprising - pre-assembled, provided for the installation track yokes (1) - With to the underside of the rail foot (123) of each of the two rails (12) position stable, but releasably bonded lifting straightening devices (15) and even releasably tied to the rails (12) in - compared to the distances (asw) of Sleeper body (13) from each other - greater distances (ast) and in the space between the threshold bodies (13) arranged supporting bodies (14) are equipped, - That the thus equipped with the supporting bodies (14) track yokes (1, 1 ", 1") after shipment to the installation site in one of their respective connection to the free end of the existing rail line and using auxiliary supports (17) at least roughly be positioned and set up, - Wherein the support body (14) remain in their free down to the ground (11) protruding position remain unchanged and with their foot ends (143) are not brought into contact with the substrate (11), - That said foot ends (143) or Fußendbereiche the support body (14) after Umschalung with each from the ground (11) starting upstanding formwork (90) for stabilizing the position and fixing the support body (14) with a rapidly setting and exactly hardening potting compound ( 9), submerged and surrounded and embedded in it, - That after curing of the potting compound (9) on the stabilized in this way, provisionally subject to no further straightening, but already directly drivable with high loads, new track section Potting compound (9) provided for the manufacture of the carriageway, and directly from the respective carriage of the same, up to a layer height of a few centimeters, preferably of approximately 5 cm, below the lower edges of the sleeper bodies (13 ) is unloaded and piled up, - That after the curing of the aforementioned potting compound (9) by means of each between rail foot (123) and support members (14) arranged lifting straightening devices (15) the respective track yoke (1) and its rails (12) set up in the final exact position become, - That thereafter for the formation of the fixed roadway, the threshold body (13) with the potting compound (9 ') are under-and around, and - That after hardening of the potting compound (9) between the rail foot (123) and supporting bodies (14) located lifting straightening devices (15) are removed and spent for a new installation at the installation site. 2. The method according to claim 1, characterized in that the supporting body (14) for the duration of any necessary transport to the installation site, the setting up, setting up and stabilizing the track yokes (1, 1 ', 1 ") by means of the intermediate lifting straightening device (15) enclosing, on the rail foot (123) releasably attachable before the final installation of the rails (12) removable brackets (154) or screw (147, 148) relatively stable and stable position on the underside of the rails (12) of the track yokes ( 1,1 ', 1 ") remain bound. 3. The method according to claim 1 or 2, characterized in that said support body (14) are used with substantially the shape of a slender rectangular truncated pyramid or a T-block with lying down horizontal Bal-ken gestaltungsender figure. 4. The method according to any one of claims 1 to 3, characterized in that - provided in the case of the installation of track yokes (1) with on threshold bodies (13) rails (12), the two rails (12) of the track yoke (1) interconnecting and the same in exact relative position holding each other spacers (16) - In their for the exact, lateral concerns to the rails (12) provided, two abutment areas (A1, A2) a contour (A3) with a in the region of the lower cheek (1211, 1212) of the rail head (121) and the local transition in the rail neck (122) contour conforming rail head abutment portion (A1) and the height of the inside of the rail foot (123) bordering, on the flank (1232) of the rail foot (123) adjacent, linear flank section (A2) and with the remaining contour section (A3) otherwise being pulled away from the rail inner contour, - wherein the rail head abutment portion (A1) draws only so far upwards in a rail head Innenflan- ken subsection (SA1) that a contact with the Radkränzen (62) of the wheels (61) of the railways running vehicles ( 6) is excluded, and that this subsection (SA1) ends in a maximum (Max), from which the contour drops off towards the inside (I) so far that contact with the outermost periphery (Pe) of the wheel rims (62) the wheels (61) of the vehicles (6) is also excluded, and this subsection (SA1) finally continues towards the inside (I) in a horizontal course. 5. The method according to any one of claims 1 to 4, characterized in that the formation of the track yokes (1) mounted on sleepers (13) rails (12) of the track yokes (1) by means of the rail spacers (16) anchored, respectively Openings (125) in the rail neck (122) passing through screws (165) are connected to the spacer (16) and clamped. 6. The method according to any one of claims 1 to 5, characterized in that in each case a plurality, preferably up to five, with the interposition of the lifting straightening devices (15) to the rails (12) releasably bonded, downwardly projecting supporting bodies (14) equipped track yokes (1) to each of a previously built track yoke (1) advancing installation point is introduced. 7. The method according to any one of claims 1 to 6, characterized in that the to the rail feet (123) with respective interposition of the lifting straightening devices (15) bound and relative position-stabilized, downwardly projecting support bodies (14) equipped track yokes ( 1, 1 *, 1 ") in each case laterally substantially 11 CH 695 568 A5 offset by the width (bst) of the rails (12) bound support body (14), optionally supported on cross member (63) and vertically spaced at a small distance from each other stacked on the Gleisjoch- transport wagons (6) loaded to be moved to the installation point , 8. The method according to any one of claims 1 to 7, characterized in that for the first depositing and supporting of the installation site spent track yokes (1) in one of the planned installation position close-fitting position, preferably telescopically, variable in length formed, and stabilized by Stabilisierstreben said auxiliary supports (17) which are hinged to the sleeper bodies (13), preferably to each fifth to eighth sleeper body (13) or preferably to each second rail spacer (16) of the track yokes (1) and to their free-end telescopic legs (13). 173) down to the ground (11) and there support the track yoke (1), and that the auxiliary supports (17) after setting up the track yokes (1) and their stabilization by fixing the support body (14) by means of fast-setting potting compound ( 9) in particular quick-concrete or mortar folded back and finally from the Schwellenk rpern (13) removed or can be removed together with the rail spacers (16) and transported to the assembly site. 9. The method according to any one of claims 1 to 8, characterized in that the track yokes (1) and their rails (12) prior to the under and over molding of the foot areas (143) of the support body (14) with the fast-setting potting compound (9) and their rapid hardening - in the case of a previously arranged, largely exact lateral position - in a by a mm over the entire extension of the track yoke (1) away by a few mm, preferably, all between rail foot (123) and supporting body (14) arranged Lifting straightening devices (15) are placed on high-loadable zero-altitude position or close to it, and that the rails (12) of the track yokes (1) only after the stabilization of the support body (14) by under-molding and fast with setting potting compound (9) by means of the lifting straightening devices (15) raised in the planned height and course position and be moved in the direction provided accordingly. 10. The method according to any one of claims 1 to 9, characterized in that the rail yoke support body (14) are each arranged in pairs facing each other from the rails (12) projecting downwards, and arranged in the inwardly facing sides of the same Insertion grooves (145) - before the sub-casting and pouring the (13) with the potting compound (9), preferably rule concrete or mortar, insert panels (19) for a targeted localized cracking in the cured with the potting (9 ) formed solid roadway, in the vicinity of said support body (14) are inserted. 11. The method according to any one of claims 1 to 10, characterized in that the rail spacers (16) after completion of a respective, with multiple track yokes (1) formed rail section separately disassembled and, in the case of use of the track yokes (1) as laying-teachings together with the by the casting compound (9 ') under or cast-over swell bodies (13) disassembled rails (12) are brought to the mounting site, and that also there - and separately or on the rails (12 ) mounted - spent lifting straightening devices (15) for installation in a new preassembled track yoke (1) in its basic position, ie fully retracted in height and adjusted with respect to side device in the center position. 12. The method according to any one of claims 1 to 11, characterized - That with the to the rail feet (123) under respective interposition of the lifting straightening devices (15) bound, downwardly projecting support bodies (14) equipped track yokes (1) used as laying teachings for the production of the single-track road to be built and after Completion of one of a plurality of finished track journals (1) formed new rail track section and after removal and removal of lifting straightening (15) the relatively short, successively laid, for example, each a maximum of 20 m long, rails (12) Track yokes (1, 1 ', 1 ") of the final built-in threshold bodies (13) disassembled and removed and to form new, with threshold bodies (13) and equipped with the lifting straightening devices (15) support bodies (14) equipped track yokes ( 1, 1 ', 1 ") are returned to the track yoke mounting point, and - That instead of these Schienenjoch teachings ultimately provided for the driving operation driving rails (12 ') with substantially higher, preferably at least 100 m betragender, length in the rail fasteners (135) of the fully installed threshold body (13) are recovered. 13. The method according to any one of claims 1 to 12, characterized in that the movement of the with the respective interposition of the lifting straightening devices (15) to the rail feet (123) bound to downwardly projecting support bodies (14) equipped track yokes (1) from the respective transport wagon (6) to the installation point and its support up to the support of the track yokes (1) on the ground (11) by means of the auxiliary supports (17) by means of a movable on both sides at a distance from the intended track track rails (12) movable gantry crane device (8). 14. The method according to claim 13, characterized in that the both sides next to the currently under construction in completion or completed rail track construction section laid Fahr-rails (12 ') for the mobile gantry crane device (8) according to their method for further advanced Installation site in place of the dismantled track yoke rails (12) as driving rails (12 ') in the rail fasteners (135) of the final stabilized sleepers or threshold body (13) are retracted. 15. The method according to any one of claims 13 to 14, characterized in that after stabilizing and setting up a respective, preferably with a plurality on the support bodies (14) with the lifting straightening devices (15) supporting track yokes (1, 1 ', 1 ") formed the new rail track section the gantry crane facility 12 CH 695 568 A5 (8) is moved to the next to be created rail track construction section and laid on both sides next to the just finished rail track section, previously used by the gantry crane device (8) long rails (12 ') after dismantling the Schienenjoch rails 12 as at the Stepping rails are retracted into the rail fasteners (135) of the sleeper bodies (13) for bringing a binding agent transport and preparation train to the installation site for the final transfer of the sleeper bodies (13) with the grout ( 9) to make way for the final formation of the fixed carriageway. 13