EP0224048B1 - Interlocking paving element for wheel tracks, and process for laying it - Google Patents

Abstract

1. Interlocking paving element, in particular made of concrete, for wheel tracks, having the following features : a) the abutting surfaces running transversely to the track direction have a curvature for forming essentially circular-arc-shaped joints, b) the convex abutting surface has a groove and the concave abutting surface a tongue, c) the cross-sectional boundaries (16, 17) of groove (15) and tongue (14) are curved in a force-transmission zone (K) and, on either side of the force-transmission zone, have a transition section of opposite curvature, in such a way that, in the joint (18) between adjacent elements (11) of the same the laid in the interlocking arrangement on an elastic bedding (10), elastic restraint (9) results which permits a difference in inclination between the adjacent elements, which difference in inclination increases as the forces to be transmitted increase.

Description

The invention relates to a composite panel element, in particular made of concrete, for gauge tracks.

Track lanes often replace wide, massive lanes. Due to their smaller width, the environment is less severed and thus less influenced by the environment. Gauge railways replace the functionally necessary part of a solid roadway without having its disadvantages. They are mainly used for agricultural roads. You can use it as a single or double track, but also for pedestrian paths, bike paths and the like. to be used.

So far, such tracks have been poured in place by concrete pavers. This is expensive. The quality depends on various conditions (local conditions, weather influences, etc.). As bedding you need a substructure with a high layer thickness and across the entire width, which requires additional effort and worsens the ecological conditions.

In a known composite panel element (DE-U 18 78 043) of the type described in the introduction, the track is produced from individual composite panel elements which are placed against one another with their abutting surfaces. Because of the butt joint, the elements can be moved tangentially along the butt joint to achieve a gradual change in direction of the track. The abutting surfaces can be provided with a ridge. These composite panels must also be laid on a firm underbed. Because if the subsoil yields elastically and there is a change in the inclination of adjacent plates when there is a traffic load, the tongue and groove of the ridge fill will be excessively stressed.

It is also a bank cover and the like. known from all sides with tongue and groove interlocking rectangular plates (DE-C 159 689), in which the cross sections of the straight tongue and groove are delimited by an arc. This creates a joint between the plates.

It is also already known (DE-A 34 42 330) to provide a tongue on the convex butt surface and a groove on the concave butt surface in a composite panel element with an arcuate butt surface, the cross-sectional boundaries of the tongue and groove being arcuate. In this way it is already possible to achieve a certain degree of elastic clamping between adjacent, similar elements which are laid in a composite on an elastic bedding.

The invention has for its object to provide a composite panel element that can be laid on an elastic bedding and thereby allows greater vertical forces to be transferred to the adjacent element without overloading the butt joint construction.

This object is achieved by a composite panel element with the following features: a) the abutting surfaces running transversely to the track direction have a curvature to form essentially circular-arc-shaped abutting joints, b) the convex abutting surface has a groove and the concave abutting surface has a tongue, c) the cross-sectional boundaries of tongue and groove are arc-shaped in a force transmission area and have a transition section with opposite curvature on both sides of the force transmission area, so that there is an elastic clamping in the butt joint between adjacent, similar elements laid in a composite on an elastic bedding, which permits an inclination difference between the adjacent elements that increases as the forces to be transmitted increase.

The elastic clamping which can be achieved with the aid of the arcuate cross-sectional boundaries permits a relative movement of tongue and groove while maintaining the clamping torque and the transfer of part of the traffic forces from the loaded element to the adjacent element, so that the traffic forces over a track section which is longer than one element , are transferred to the elastic bedding. If, in the case of large traffic forces, the loaded element sinks more into the elastic bedding, the neighboring element can follow this movement, even if the difference in inclination between the two elements is increased. Because of the arcuate cross-sectional limits of tongue and groove, it is ensured that the clamping forces are reliably transmitted even in the new relative position of tongue and groove. If the traffic load ends, the elements automatically return to their starting position under the influence of the elastic bedding. Because of the special assignment of the groove to the convex abutment surface and the tongue to the concave abutment surface, there is a favorable distance between the imaginary axis of rotation of the clamping torque and the extreme lying areas of force application. For this reason and because of the elastic mobility, the parts forming the butt joint cannot be overloaded at very high vertical forces. With arc-shaped cross-sectional boundaries, it is also possible to transmit power over the entire length or a substantial part of the length of the tongue and groove and to provide a strip-shaped surface contact instead of a line contact. Due to the transition section of opposite curvature, the spring is better connected to the element and can transmit greater forces.

If the cross-sectional boundaries have a component in the direction of the track, which has the value 0 in a line of symmetry and increases continuously on both sides, it is ensured that as the vertical forces to be transmitted via the butt joint increase, the interacting surface areas of tongue and groove become an increasingly larger component Have track direction, so the forces can be transferred well. If the loaded element is moved out of the track level, it simultaneously exerts axial spreading forces on the two neighboring elements. The result is a resultant force with an axial component, through which the compressive strength of the concrete can be exploited during power transmission. The spreading forces also contribute to the provision in the event of relief.

The arches of the cross-sectional boundaries can have different shapes, in particular the shape of conic sections. A particularly simple embodiment uses circular cross-sectional boundaries. Computer calculation can be used to specify optimal shapes which are suitable for particularly large inclination differences between the adjacent elements.

The radius of curvature of the abutting surface should be 0.5 to 2 times the width of the element and should preferably be approximately equal to this width. If the radius of curvature is much larger, the clamping is transferred to a joint. With a much smaller radius of curvature, rigid clamping results.

In a preferred embodiment, it is ensured that the approximately circular arc-shaped part of the cross-sectional boundary has a radius which is approximately equal to half the height of the segment formed by the abutting surface. With this design, despite the simple circular arc shape, good clamping with different inclination differences can be achieved.

Furthermore, the radii of curvature of the cross-sectional boundaries of tongue and groove in the force transmission area should be as equal as possible to one another and should not differ from one another by more than 3 mm. This gives a good fit on all inclinations.

The design even makes it possible to lay the elements on an existing earth level without a substructure. Although this ground level has a high elasticity compared to a special substructure, the traffic forces in the network are safely transferred to the bedding.

A method for laying the composite panel elements according to the invention is characterized in that another element is deposited from the already laid track and then pressed against the front end of the track. As a result, the tongue and groove are brought into the desired rest position, to which they should return after the power transmission has ended.

A joint filler can be introduced before pressing. Such an agent, for example bitumen, does not hinder clamping and power transmission, but ensures that the joints are closed to the outside.

It is particularly favorable that a tensioning device is attached on the one hand to the further element and on the other hand to the track path beyond the last installed element. This ensures that the further element is brought into the desired end position because the weight of at least two elements serves as counterforce.

The invention is described below with reference to exemplary embodiments illustrated in the drawing.

• Fig. 1 eine Draufsicht auf eine Ausführungsform eines erfindungsgemäßen Verbundplattenelements,
• Fig. 2 eine schematische Darstellung des Kraftverhältnisses bei einer Spurbahn mit den erfindungsgemäßen Verbundplattenelementen,
• Fig. 3 die Elemente der Fig. 1 in räumlicher Darstellung,
• Fig. 4 schematisch eine Draufsicht auf die von den Elementen der Fig. 3 gebildete Stoßfuge,
• Fig. 5 einen Längsmittelschnitt durch die Stoßfuge der Fig. 4 und
• Fig. 6 eine Draufsicht auf eine verlegte Spurbahn.

Show it:

• 1 is a plan view of an embodiment of a composite panel element according to the invention,
• 2 shows a schematic representation of the force ratio in a track with the composite panel elements according to the invention,
• 3 shows the elements of FIG. 1 in a spatial representation,
• 4 schematically shows a top view of the butt joint formed by the elements of FIG. 3,
• Fig. 5 shows a longitudinal central section through the butt joint of Fig. 4 and
• Fig. 6 is a plan view of a laid track.

The composite panel element 11 illustrated in connection with the figures consists of unreinforced concrete. It has a side length L, a width B and a height h. One abutment surface 12 is convex, the other abutment surface 13 is concave, the radius of curvature is R. The abutment surface 13 is provided with a spring 14, the abutment surface 12 with a groove 15. The spring has an arcuate cross-sectional boundary 16, the groove has an arcuate cross-sectional boundary 17.

• Länge L = 1,60 m
• Breite B = 0,80 m
• Höhe h = 0,14 m
• Radius R = 0,80 m
• Betongüte B = 25
• Belastung = SLW 12 to

The following values were provided in one exemplary embodiment:

• Length L = 1.60 m
• Width B = 0.80 m
• Height h = 0.14 m
• Radius R = 0.80 m
• Concrete quality B = 25
• Load = SLW 12 to

If two composite panel elements 11 are put together with their abutting surfaces, they form, as shown in FIG. 2, a track S, whereby elastic joints 9 result in the butt joints 18, which exert a clamping or bending moment, a vertical force and a torsional moment on the neighboring elements 11 a and 11 b are able to transfer. The composite panel elements lie on an elastic bedding 10, preferably directly on the existing earth level. If, for example, a wheel load P _R rests on the element 11, then the elastic ground forces E not only have to bear the weight G of the plates, but also have to absorb this wheel load P _R. Of this, a substantial proportion P is transferred from element 11 directly to elastic bedding 10, while the remaining traffic forces are transmitted as force Pi to neighboring element 11a and as force P ₂ to neighboring element 11b, which then further transfer the forces into bedding 10 . As a result, the wheel load P _{R is distributed} across more than one composite panel element. The displacement of the loaded element 11 is correspondingly low. The same conditions apply to the wheel load P ' _R , which with the portion P' _{o is} the associated element and with the proportions P ₃ and P ₄ the neighboring elements.

As shown in FIGS. 3 to 5, a butt joint 18 is formed from the concave butt surface 13 of the element 11 and the convex butt surface 12 of the element IIa, the tongue 14 entering the groove 15. In the force transmission area K, the cross-sectional boundary 16 of the tongue 14 has a radius r _F and the cross-sectional boundary 17 of the groove 15 has a radius rN. On both sides there is a transition section with opposite curvature, the radius r _F1 being provided for the tongue and the radius rN1 being provided for the groove. The cross sections considered here are each radial to the abutting surface 12 or 13.

If the butt joint is closed, there is an axial overlap of tongue and groove not only because the tongue engages in the groove cross section, but also because, due to the curvature of the butt joints 12 and 13, a depth of penetration f, which is the height of the through the butt surface formed segment corresponds, is present (Fig. 1).

The radii r _F and rN of the cross-sectional boundaries of the tongue and groove are the same in the force transmission area K, while the transition radii r _F1 and r _N1 differ from one another. The radii r _F and r _N correspond approximately to half the penetration depth f. With an element 11 with the external dimensions mentioned, a penetration depth f = 110 mm results. The radii of r _F and rN = 53.6 mm were found to be favorable for this, while the transition radii were r _F1 = 35 mm and r _N1 = 39 mm. With these dimensions, a height h = 0.16 m has also proven to be advantageous. To understand the mode of operation, reference is made specifically to FIGS. 4 and 5.

In the pressure transmission area K, the two arcuate cross-sectional boundaries 16 and 17 have a vertex in the middle, where the surfaces extend in the height direction of the elements. On both sides there is a component in the direction of the track, which increases towards the surfaces of the elements.

When laying the elements, it is ensured that the tongue and groove lie against one another with as little play as possible. In the optimal case, there is then a linear or preferably flat contact in the area of the apex of tongue and groove. The extreme areas U ₁ and U ₂ are entered in FIG. 5. If the element 11 is now loaded by a wheel load P _R , it is pressed downward against the elastic ground force E. The vertical force Pv transmitted to the element 11a leads to entrainment of the element 11a, the surfaces of the two elements 11 and 11a which were previously in alignment with one another now having an inclination difference. This has the consequence that the element 11, which is supported on its other butt joint, exerts a certain spreading effect, which leads to a horizontal force P _H. The resulting force Pz ₂ now acts in an area U ' ₂ which has shifted downward in relation to the area U ₂ . At the same time, the force application area U _{1 has also moved up} to the point U ' ₁ , where the resulting force P _Z1 acts. The stronger the forces to be transmitted, the more the area U shifts to areas with increasing components in the direction of the track, where vertical force components can be absorbed particularly well by the compressive strength of the concrete. 5 schematically shows pressure wedge areas Di and D ₂ which are intended to illustrate these relationships.

The cross-sections of tongue and groove are adapted to the concrete-specific strength properties taking into account the load parameters so that the joint construction can transmit the desired forces and moments.

The vertical components of the resulting forces P _Z1 and Pz2 generate a moment about an imaginary axis of rotation 20, the so-called clamping torque. Such a torque is therefore also transmitted to the element 11 a, with the result that the transmitted vertical force can be transmitted to the elastic bedding 10 not only in the area of the butt joint 18 but also over the length of the element 11 a. This clamping torque is present with every inclination difference of the elements and increases with increasing inclination difference.

When the traffic load ceases, the elements return to the illustrated rest position under the influence of the elasticity of the bedding 10.

4 shows the force application points U ' ₁ and U' ₂ at the extreme points of the gap 18. In practice, however, the forces are also transmitted between these extreme points, the height distance from the central plane defined by U ₁ and U ₂ to the axis of rotation 20 becoming smaller. This results in the force transmission surfaces F _i rotating in one direction and the force transmission surfaces F ₂ rotating in the other direction.

In production, it is sufficient to give the arcuate cross-sectional boundaries 16 and 17 a shape which only approximates the optimal conditions of the elastic clamping. On the one hand, this is sufficient for many applications. On the other hand, due to the mutual movement of the elements in those places that should be under too much stress, there is frictional wear, which results in the optimal shape over time.

Fig. 6 shows a top view of a track path S, which ends with the elements 11 c and 11 d. From this end of the track, the further element 11 e has been deposited on an undisturbed formation with the help of a laying device. After filling a joint material into the butt joint 18, a tensioning device is used, which is fastened to the element 11c in the region 21 and, on the other hand, bears against the element 11 in the region 22. By tightening this clamping device, the element 11 e is pulled close to the abutting surface of the element 11 d. Since here only the weight of an element 11 e has to be moved, but in the opposite direction the weight of two elements 11 c and 11 d form the abutment, no other anchoring is required.

Element 11 e laid in this way takes on its full function in the bond and is immediately resilient thanks to its elastic clamping and its shear and bending tensile properties. For example, a laying device and an element delivery vehicle can move on the track as construction progresses. After completing the backfill work, the track can then be opened to traffic immediately.

Fig. 6 also shows that the individual elements are each offset tangentially from each other. In this way, a curved track can also be produced without the static conditions in the butt joints 18 changing significantly.

The formulas given in FIG. 6 for the lateral displacement, the clamping depth f and the radius of curvature of the track require no further explanation.

• 1. Die Herstellung der Spurbahnelements wird durch Herstellung im Fertigteilwerk witterungsunabhängig und besser organisierbar.
• 2. Der zum örtlichen Einbau notwendige Unterbau wird überflüssig und kann eingespart werden.
• 3. Fugenausbildung und Fugenfunktion sind durch die maschinelle Herstellung im Werk stets einwandfrei und optimal (sonst Handeinbau der Fugen).
• 4. Durch außergewöhnliche Einflüsse (Manöverschäden) zerstörte Teile sind leicht an Ort und Stelle auswechselbar.
• 5. Betonqualität und Oberflächenvergütung bzw. -veränderungen sind jederzeit zum Erreichen bestimmter Teilzwecke maschinell im Werk herstellbar (Struktur, Farbe, Betonfestigkeit etc.).
• 6. Eine Belastung der Umwelt durch den Abbindevorgang des Betons an Ort und Stelle ist ausgeschlossen.
• 7. Veränderungen der Trasse in Linienführung und Gradient sind durch Umbau möglich, Abbruch und Beseitigung der Betontrümmer sind in einem solchen Fall nicht notwendig.

Compared to on-the-spot track production, there are at least the following advantages:

• 1. The manufacture of the track element is independent of the weather and easier to organize by manufacturing in the precast plant.
• 2. The substructure required for local installation becomes superfluous and can be saved.
• 3. Joint formation and joint function are always flawless and optimal due to the mechanical production in the factory (otherwise manual installation of the joints).
• 4. Parts destroyed by extraordinary influences (maneuver damage) can be easily replaced on the spot.
• 5. Concrete quality and surface treatment or changes can be produced mechanically in the factory at any time to achieve certain partial purposes (structure, color, concrete strength, etc.).
• 6. A burden on the environment from the setting process of the concrete on site is excluded.
• 7. Changes to the route in terms of lines and gradients are possible through reconstruction, in such a case demolition and removal of the concrete debris are not necessary.

All in all, it is therefore possible to manufacture a railway track using a single prefabricated concrete part in composite construction without an additional substructure. The elements can be manufactured unreinforced or reinforced with a steel insert. It is often sufficient to limit the reinforcement to the area of the butt joint.

Claims (10)

1. Interlocking paving element, in particular made of concrete, for wheel tracks, having the following features:

a) the abutting surfaces running transversely to the track direction have a curvature for forming essentially circular-arc-shaped joints,

b) the convex abutting surface has a groove and the concave abutting surface a tongue,

c) the cross-sectional boundaries (16, 17) of groove (15) and tongue (14) are curved in a force-transmission zone (K) and, on either side of the force-transmission zone, have a transition section of opposite curvature,
in such a way that, in the joint (18) between adjacent elements (11) of the same the laid in the interlocking arrangement on an elastic bedding (10), elastic restraint (9) results which permits a difference in inclination between the adjacent elements, which difference in inclination increases as the forces to be transmitted increase.

2. Paving element according to Claim 1, characterized in that the cross-sectional boundaries (16, 17) have a component in the track direction which has the value 0 in a line of symmetry and increases continuously to either side.

3. Paving element according to Claim 1 or 2, characterized in that the cross-sectional boundaries (16, 17) are roughly of circular-arc shape.

4. Paving element according to one of Claims 1 to 3, characterized in that the radius of curvature (R) of the abutting surface (12, 13) is 0.5 to 2 times, in particular about the same as, the width (B) of the element (11).

5. Paving element according to either of Claims 3 or 4, characterized in that the roughly circular-arc-shaped part of the cross-sectional boundary (16, 17) has a radius (r_F, r_N) which is approximately equal to half the height (f) of the segment formed by the abutting surface (12, 13).

6. Paving element according to one of Claims 1 to 5, characterized in that the radii (r_F, r_N) of curvature of the cross-sectional boundaries (16, 17) of groove (15) and tongue (14) in the force-transmission zone (K) differ from one another by not more than 3 mm.

7. Paving element according to one of Claims 1 to 6, characterized in that the elements (11) are laid on the existing subgrade (10) without a base.

8. Process of laying interlocking paving elements according to one of Claims 1 to 7, characterized in that, starting from a wheel track already laid, a further element is put down and then pressed against the front end of the wheel track.

9. Process according to Claim 8, characterized in that a joint-filler is introduced before pressing.

10. Process according to Claim 8 or 9, characterized in that a clamping device is placed on the one hand against the further element and on the other hand against the wheel track on the other side of the element laid last.

Images