EP0510497B1 - Ballastless superstructure for railways - Google Patents

Abstract

A ballastless superstructure for railways is produced, with a support plate, which is arranged on a substructure designed according to the local requirements, and, supported thereon, a track grid, the surface (3) of the support plate (2) being adapted, accurate to at least +/- 2 mm, to the required dimension and the support plate (2) having in its central region, i.e. over a given width to the right and left from its centre line (7) and at least in the region of the sleepers (5) a lateral force base (6) which projects by a given amount above the surface (3) of the support plate (2) and is positively connected to the sleepers (5) of the track grid (4). <IMAGE>

Description

The invention relates to a ballast-free superstructure construction for railways with a support plate applied to a substructure designed according to local requirements and having a substantially flat surface and a track grating resting thereon, formed from rails and sleepers, the sleepers being formed with their essentially flat surfaces Place the undersides on the surface of the support plate.

Such a ballast-free superstructure construction is described in DE-B-24 25 599, but is also known from the construction practice of Deutsche Bahn AG itself.

In order to safely absorb the longitudinal and, in particular, transverse forces that arise when the track grate is stressed by the driving operation, the track grate must enter into a firm connection that withstands these forces.

It is known to pass the completely assembled track grating over the prepared support plate and to arrange it in the desired position by means of a spindle device. The spaces between the undersides of the sleepers on the one hand and the top of the support plate on the other hand are then filled, whether with concrete or poured asphalt. Such work is of course very complex, it requires great care to avoid air pockets, for example. The replacement of such a track grate or even just a threshold is also very complex.

As can be seen from the above-cited DE-B-24 25 599, it is also known to use a completely assembled track grating, which, however, does not have individual sleepers, but continuous ones under the rails plate-shaped prefabricated components of relatively large length, which preferably consist of concrete or reinforced concrete and can also be prestressed. To accommodate the rail fastening, slightly protruding ribs can be arranged on the top of such prefabricated components, which enable water to drain from the plate surface below the rails. However, these prefabricated components have undersides that have no particular surface accuracy, ie, they too can only be arranged on the support plate by arranging an intermediate layer. A disadvantage of such plate-shaped prefabricated components is above all that individual sleepers cannot be replaced, but such a prefabricated plate would always have to be removed and replaced in its entire length.

In another known superstructure construction, the prepared track grating is brought over the still fresh concrete supporting plate by means of a corresponding carrying device and shaken into it in accordance with the height and direction. This superstructure construction ensures on the one hand a very good dissipation of the forces resulting from the driving operation, but on the other hand also shows the great disadvantage that the replacement of such a track grate or even a single threshold is very complex.

A further disadvantage of the known methods described above is that the prepared track grating cannot be placed directly on the finished support plate, but must be held by special spindle and other support devices until final installation and is therefore not immediately accessible to track vehicles. This disadvantage weighs particularly heavily when repairing or renewing existing lines, since either the siding has to be used or special additional construction measures have to be taken.

The object of the invention is to provide a ballastless superstructure of the type mentioned, which, regardless of the choice of material for the support plate, the derivation of the longitudinal and in particular transverse forces from the rails or the track grille without non-positive connection means, for example in the form of Dowels, screw connections, concreting or similar enables about it is particularly easy to repair and can be manufactured with conventional construction equipment.

This object is achieved in that in a ballastless superstructure construction according to the preamble of the main claim, the surface of the support plate is precisely adapted to the required dimension to at least +/- 2 mm and the support plate in its central region, ie over a certain distance to the right and left of their center line and at least in a region corresponding to the width of the sleepers, each sleeper has a shear force base which protrudes with a certain dimension above the surface of the support plate and is in a positive connection with the sleepers of the track grate.

This inventive design of the ballast-free superstructure also ensures that the prepared track grating can be driven on by rail vehicles immediately after being placed and positioned on the support plate, but in particular also a less complex repair of the rail track, for example changing a threshold or the like. guaranteed since no non-positive connection between the sleepers of the track grate on the one hand and the support plate on the other hand is provided.

Further advantageous features of the invention can be found in the subclaims.

An exemplary embodiment not restricting the invention is shown in the drawings.

Fig. 1

einen Schritt durch eine erste Ausführungsform der Tragplatte mit Querkraftsockel und Zwei-Block-Schwelle,

Fig. 2

einen Schnitt durch eine zweite Ausführungsform der Tragplatte mit getrenntem Querkraftsockel und Zwei-Block-Schwelle,

Fig. 3

einen Schnitt durch eine dritte Ausführungsform der Tragplatte mit Querkraftsockel und Zwei-Block-Schwelle,

Fig. 4

einen Schnitt durch eine vierte Ausführungsform der Tragplatte mit Querkraftsockel und Monoblockschwelle und

Fig. 5

eine Seitenansicht auf die Oberbaukonstruktion mit Querkraftsockel.

Show it

Fig. 1

a step through a first embodiment of the support plate with a transverse force base and two-block threshold,

Fig. 2

2 shows a section through a second embodiment of the support plate with a separate transverse force base and two-block threshold,

Fig. 3

3 shows a section through a third embodiment of the support plate with a transverse force base and a two-block threshold,

Fig. 4

a section through a fourth embodiment of the support plate with transverse force base and monoblock threshold and

Fig. 5

a side view of the superstructure with a shear base.

The ballastless superstructure for railways shown in the figures essentially consists of a support plate 2, which can be made of concrete or asphalt material and is applied to a substructure 1 designed according to local requirements. On the surface 3 of the support plate 2, which is manufactured with an accuracy of +/- 2 mm, the track grating 4 rests with its sleepers 5. The shape of the thresholds 5 corresponds either to the modified monoblock threshold B 300, the underside of which, as described below, is to be provided with a recess, or to a two-block threshold.

The rail fastening loarv 300, not shown in the figures, corresponds to the standard of the German Federal Railways and allows the rails to be adjusted in height by 2.5 cm.

If the support plate 2 is made of concrete, between the underside of the sleepers 5 made of concrete on the one hand and the surface 3 of the support plate 2 are elastic (e.g. consisting of rubber or plastic) or elasto-plastic (e.g. consisting of polymer-modified bitumen sheets) or plastic (e.g. intermediate layers made of asphalt), see below.

The support plate 2 is preferably made of asphalt material, this building material has greater elastic and damping properties than concrete. Tensions resulting from load and / or temperature effects are reduced by viscous flow.

After the sleepers 5 of this superstructure structure rest on the support plate 2 without special dowelling, screwing or other gluing or integration, a special device for absorbing the transverse forces resulting from temperature and driving operation is required.

This device consists in the formation of a transverse force base 6 in the central region of the support plate 2, which extends over a certain width to the right and left of the center line 7 of the support plate 2. According to the embodiment shown in Fig. 1, the transverse force base 6 is integrally formed with the support plate 2, such that the support plate 2 in its central region, ie about 35 cm to the right or left of the center line 7 relative to its remaining surface 3 by approx 3 cm higher.

In the use of two-block sleepers shown in this figure, this transverse force base 6 stands between the respective threshold blocks 8, the deliberately existing clearance 9 between the side surfaces 10 of the threshold blocks 8 on the one hand and the edges 11 of the transverse force base 6 on the other hand being filled with mastic asphalt, for example becomes.

The support plate 2 is made of concrete, for this reason, as discussed at the beginning, an intermediate layer 12 is provided between the surface 3 of the support plate 2 in the contact area of the sleeper blocks 8, the material properties and materials of which have already been explained above. Such intermediate layers are necessary in order to fill any gaps that may be present when placing concrete on concrete, and in particular Avoid wear and tear caused by friction caused by the dynamic stress of driving.

In Fig. 2, a second embodiment is shown, in which the support plate 2 'is also made of concrete, but the transverse force base 6' is not made in one piece with this support plate 2 'of concrete, but as an independent structure made of asphalt or as a precast concrete part , which is inserted into a channel 13 provided in the central region of the support plate and connected to the support plate 2 '. The transverse force base 6 'protrudes approximately 3 cm above the surface 3' of the support plate 2 'and forms a positive connection with the side surfaces 10 of the sleeper blocks 8.

3 shows a third embodiment of the superstructure, in which the transverse force base 6 ″ is designed as an asphalt fill in a channel 14 milled into the support plate 2 ″.

In this embodiment, the support plate 2 ″ is also advantageously made of asphalt material. Before the prepared track grate is placed on the surface 3 ″ of the support plate 2 ″, which is precisely adjusted to +/- 2 mm, a channel is formed in the middle area of the support plate 2 ″, that is to say to a certain width to the left and right of the center line 7 14 milled out of the support plate 2 ″, the width of this channel 14 being selected such that it engages under the side surfaces 10 of the sleeper blocks 8 of the two-block sleeper 5. A certain amount of this channel 14 is then installed after the track grating 4 has been installed filled with asphalt material, whereby a particularly good interlocking is achieved with the two-block sleepers 5 of the track grate.

According to the embodiment shown in FIG. 4, it is also possible to use monoblock thresholds 5 'instead of the two-block thresholds. However, as already mentioned at the beginning, it is necessary for the monoblock sleepers 5 'to be in their central region Underside be provided with recesses 15, in which the transverse force base 6 "', made of asphalt material, integrates, so that in particular at the edges 16 of the recess 15, a positive connection absorbing the transverse forces is produced.

In order to avoid "riding" of the monoblock sleepers 5 'on the transverse force base 6 "', an intermediate layer 17 is provided, reference being made to the information on the intermediate layer 12 with regard to material properties and materials to be used.

From Fig. 5 it can be seen that the transverse force base 6, 6 ', 6 "and 6"' can be formed continuously over the entire length of the support plate 2, 2 ', 2 "and 2"'. In the case of inclined positions of the track grating 4, however, transverse channels must be provided in the lateral force bases in the individual track fields so that rainwater can run off.

This ballast-free superstructure construction described in the individual exemplary embodiments initially shows the advantage of being particularly simple to manufacture, the track grating 4 being able to be driven on with construction machinery immediately after being placed on the support plate 2, 2 ', 2 ", 2"'.

In this ballast-free superstructure construction, it is particularly advantageous to manufacture the support plate 2, 2 ', 2 ", 2"' from asphalt material, which can be driven on by road vehicles immediately, the total thickness of this support plate being dependent on parameters, which are determined by the load-bearing capacity values and required for embankments the planned useful life can be determined.

18,0 cm

Asphalttragschicht 0/32 mm unter Verwendung von Bitumen B 65 oder B 80, je nach klimatischen Verhältnisesn. Einbau in 2 Lagen von jeweils 9 cm.

7,0 cm

Asphalttragschicht 0/22 mm mit polymermodifizierter Bitumen PmB 65 oder PmB 80. Einlagiger Einbau.

5,0 cm

Splittmastixasphalt 0/11 S mit PmB 65 oder PmB 80. Einlaginger Einbau.

0,5 cm

Asphaltmastix in Körnung von 0 bis 2 mm (Eventual-Leistung), oder

eine

Zwischenschicht, wie sie für Betontragplatten hinsichtlich der Zwischenlagen 12 erläutert wurde (alternative Eventual-Leistung).

The following structure can be selected as an example for a 30.5 cm thick asphalt support plate.

18.0 cm

Asphalt base course 0/32 mm using bitumen B 65 or B 80, depending on the climatic conditions. Installation in 2 layers of 9 cm each.

7.0 cm

Asphalt base course 0/22 mm with polymer-modified bitumen PmB 65 or PmB 80. Single-layer installation.

5.0 cm

Stone mastic asphalt 0/11 S with PmB 65 or PmB 80. Single-layer paving.

0.5 cm

Asphalt mastic in grain size from 0 to 2 mm (eventual performance), or

a

Intermediate layer, as explained for concrete slabs with regard to the intermediate layers 12 (alternative contingent performance).

The composition of the above-mentioned individual asphalt types is selected on the basis of the ZTVT-StB or ZTV bit-StB. For the lower layer of the asphalt base plate, the use of primary bitumen is sufficient, the middle layer and the top layer of stone mastic asphalt should be polymer bitumen as a binder contain. Polymer bitumens are characterized by higher elasticity and more favorable low-temperature behavior. Stone mastic asphalt, for example, has proven to be more stable in road construction and, due to its higher binder content, it is very weather-resistant and therefore also particularly age-resistant. The high proportion of chippings in the mix ensures good stability even when hot. This limits the amount of deformation during installation. Finally, stone mastic asphalt is built with little void and is therefore almost watertight. It keeps surface water from the layers below.

The 5 mm thick asphalt mastic layer is a design feature that is not absolutely necessary. The fine-grained, binder-rich thin layer guarantees due to the Deformability a full support of the sleepers on the surface of the support plate. Edge pressures, which could arise when concrete sleepers are placed directly on a concrete surface or on a coarse-grained asphalt layer, are avoided.

The invention is most advantageously fulfilled by the exemplary embodiments described according to FIGS. 3 and 4, so the channel can be milled out lengthwise continuously over the supporting plate at a depth of 5 cm and a width of about 70 cm from the supporting plate made of asphalt, The milled channel and the sleepers of the track grille can then be cast or cast in one step. Here, the two-block threshold described in the exemplary embodiment according to FIG. 3 additionally has the advantage that only the space between the threshold blocks has to be poured out, the more complex casting, which is necessary in the case of the monoblock threshold provided with a recess, is omitted here.

Even when replacing a complete track grate, it is not absolutely necessary to completely replace the shear force base made of asphalt; after placing the new track grate, the necessary positive locking between the sleepers of the track grate on the one hand and the shear force base on the other hand by pouring the existing joints etc. by means of Mastic asphalt to be restored.

Claims (11)

1. Ballastless superstructure for railways with a carrying plate which is arranged on a substructure designed according to the local requirements and has a substantially plane surface and with a track grid which rests thereon and is formed by tracks and sleepers, the sleepers resting with their substantially plane undersides on the surface of the carrying plate, characterised in that the surface (3, 3', 3", 3"') of the carrying plate (2, 2', 2", 2"') is adapted to within at least +/- 2 mm of the required size and in that the carrying plate (2, 2', 2", 2"') has, in its central region, i.e. over a specific width to the right and left of its centre line (7) and at least in a region thereof corresponding to the width of the sleepers (5, 5'), one transverse force base (6, 6', 6", 6"') per sleeper, which projects above the surface (3, 3', 3", 3'") of the carrying plate (2, 2', 2", 2"') by a certain amount and makes an interlocking connection with the sleepers (5, 5') of the track grid (4).
2. Superstructure according to claim 1, characterised in that the transverse force base (6) is formed integrally with the carrying plate (2).
3. Superstructure according to claim 1, characterised in that the transverse force base (6') is produced as a component separate from the carrying plate (2') and is inserted and/or fastened in a groove (13) provided in the carrying plate (2') in its central region, the transverse force base (6') projecting above the surface (3') of the carrying plate (2') and penetrating into or between the sleepers (5) by a certain amount.
4. Superstructure according to claim 1, characterised in that the transverse force base (6", 6'") is designed as a filling which is introduced into a continuous groove (14) previously milled into the central region of the carrying plate (2", 2'"), projects beyond the surface (3", 3'") of the carrying plate (2", 2'") and makes an interlocking connection with the sleepers (5, 5').
5. Superstructure according to one of claims 1 to 4, characterised in that the sleepers are designed as single block sleepers (5') having, in their central region on their underside, a recess (15) adapted to the dimensions of the transverse force base (6'") projecting above the surface (3'") of the carrying plate (2'").
6. Superstructure according to one of claims 1 to 4, characterised in that the sleepers are designed as dual block sleepers (5), the distance between the inner faces (10) of their sleeper blocks (8) corresponding approximately to the width of the transverse force base (6, 6', 6").
7. Superstructure according to one of claims 1 to 6, characterised in that the carrying plate (2", 2'") is produced from asphalt material.
8. Superstructure according to claim 7, characterised in that the milled groove (14) in its width passes beneath the inner face (10) of the sleeper blocks (8) or the edges (16) formed by the recess (15) with the single block sleeper (5').
9. Superstructure according to one of claims 1 to 6, characterised in that the carrying plate (2, 2') is produced from concrete and between its upper side (3, 3') and the underside of the sleepers (5) there is provided a plastic intermediate layer (12) which consists, for example, of asphalt and of which the thickness is smaller in any case than the amount by which the transverse force base (6, 6') projects above the surface (3 or 3') of the carrying plate (2, 2').
10. Superstructure according to claim 9, characterised in that the intermediate layer (12) is elastoplastic and is produced, for example, from a polymer-modified strip of bitumen.
11. Superstructure according to claim 9, characterised in that the intermediate layer (12) is elastic and is produced, for example, from rubber or plastics material.

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