EP0510497B1 - Superstructure de voie-ferrée sans ballast - Google Patents

Superstructure de voie-ferrée sans ballast Download PDF

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Publication number
EP0510497B1
EP0510497B1 EP92106467A EP92106467A EP0510497B1 EP 0510497 B1 EP0510497 B1 EP 0510497B1 EP 92106467 A EP92106467 A EP 92106467A EP 92106467 A EP92106467 A EP 92106467A EP 0510497 B1 EP0510497 B1 EP 0510497B1
Authority
EP
European Patent Office
Prior art keywords
sleepers
carrying plate
transverse force
force base
support plate
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP92106467A
Other languages
German (de)
English (en)
Other versions
EP0510497A1 (fr
Inventor
Günter Dr.-Ing. Oberweiler
Rainer Dipl.-Ing.(Fh) Osswald
Johann Dipl-Ing. Spies (Fh)
Ulrich Dipl.-Ing. Kaluza (Fh)
Hans Dipl.-Ing. Schreiner (Fh)
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Deutsche Asphalt GmbH
Original Assignee
Deutsche Asphalt GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Deutsche Asphalt GmbH filed Critical Deutsche Asphalt GmbH
Publication of EP0510497A1 publication Critical patent/EP0510497A1/fr
Application granted granted Critical
Publication of EP0510497B1 publication Critical patent/EP0510497B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E01B1/007—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with interlocking means to withstand horizontal forces
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/005—Making of concrete parts of the track in situ
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/01—Elastic layers other than rail-pads, e.g. sleeper-shoes, bituconcrete
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/13—Dowels for slabs, sleepers or rail-fixings

Definitions

  • 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.
  • ballast-free superstructure construction is described in DE-B-24 25 599, but is also known from the construction practice of Irish Bahn AG itself.
  • the track grate 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 corresponds to the standard of the German Federal Railways and allows the rails to be adjusted in height by 2.5 cm.
  • 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.
  • elastic e.g. consisting of rubber or plastic
  • elasto-plastic e.g. consisting of polymer-modified bitumen sheets
  • plastic e.g. intermediate layers made of asphalt
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG 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 ′′.
  • the support plate 2 ′′ is also advantageously made of asphalt material.
  • 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.
  • 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.
  • 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"'.
  • 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"'.
  • 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.
  • composition of the above-mentioned individual asphalt types is selected on the basis of the ZTVT-StB or ZTV bit-StB.
  • 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.
  • 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 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Paving Structures (AREA)
  • Railway Tracks (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (11)

  1. Superstructure sans ballast pour voies ferrées avec une plaque de support placée sur une infrastructure, réalisée suivant les exigences locales, et présentant une surface sensiblement plane et avec une voie complète formée de rails et de traverses reposant dessus, les traverses reposant avec leurs faces inférieures sensiblement planes sur la surface de la plaque de support, caractérisée en ce que la surface (3, 3', 3", 3"') de la plaque de support (2, 2', 2", 2"') est adaptée exactement à la cote exigée à +/- 2 mm en ce que la plaque de support (2, 2', 2", 2'") présente dans sa zone centrale, c'est-à-dire sur une largeur déterminée vers la droite et vers la gauche de sa ligne médiane (7) et au moins dans une zone des traverses (5, 5') correspondant à la largeur de celles-ci, par traverse, un socle de force transversale (6, 6', 6", 6'"), qui dépasse d'une mesure déterminée de la surface (3, 3', 3", 3"',) de la plaque de support (2, 2', 2", 2"') et est en liaison par concordance de forme avec les traverses (5, 5') de la voie (4).
  2. Superstructure suivant la revendication 1, caractérisée en ce que le socle de force transversale (6) est réalisé d'un seul tenant avec la plaque de support (2).
  3. Superstructure suivant la revendication 1, caractérisée en ce que le socle de force transversale (6') est fabriqué sous la forme d'un composant séparé de la plaque de support (2') et est inséré et/ou fixé dans une gorge (13) prévue dans la zone centrale de la plaque de support (2'), le socle de force transversale (6') dépassant de la surface (3') de la plaque de support (2') et rentrant dans ou entre les traverses (5), d'une mesure déterminée.
  4. Superstructure suivant la revendication 1, caractérisée en ce que le socle de force transversale (6", 6"') est réalisé en tant que remplissage introduit dans une gorge (14) traversante, fraisée au préalable dans la zone centrale de la plaque de support (2'', 2'"), lequel remplissage dépasse de la surface (3'', 3'") de la plaque de support (2", 2'") et est en liaison par concordance de forme avec les traverses (5, 5').
  5. Superstructure selon l'une des revendications 1 à 4, caractérisée en ce que les traverses sont des traverses monobloc (5'), qui présentent dans leurs zones centrales, sur leurs faces intérieures, un évidement (15), qui est adapté aux dimensions, dépassant de la surface (3'") de la plaque de support (2'''), du socle de force transversale (6''').
  6. Superstructure suivant l'une des revendications 1 à 4, caractérisée en ce que les traverses sont des traverses à deux blocs (5'), la distance entre les surfaces intérieures (10) de leurs blocs de traverse (8) correspondant approximativement à la largeur du socle de force transversale (6, 6', 6").
  7. Superstructure selon l'une des revendications 1 à 6, caractérisée en ce que la plaque de support (2'', 2"') est en matériau d'asphalte.
  8. Superstructure selon la revendication 7, caractérisée en ce que la gorge (14) fraisée passe, dans sa largeur, sous la surface intérieure (10) des blocs de traverse (8) ou sous les bords (16) formés par l'évidement (15) dans la traverse monobloc (5').
  9. Superstructure selon l'une des revendications 1 à 6, caractérisée en ce que la plaque de support (2, 2') est en béton et il est prévu entre sa face supérieure (3, 3') et la face inférieure des traverses (5), une couche intermédiaire (12) plastique, par exemple en asphalte, dont l'épaisseur est en tout cas inférieure à la mesure de laquelle le socle de force transversale (6, 6') dépasse de la surface (3 ou 3') de la plaque de support (2, 2').
  10. Superstructure selon la revendication 9, caractérisée en ce que la couche intermédiaire (12) est élastoplastique et réalisée par exemple dans une bande de bitume modifié au point de vue du degré de polymérisation.
  11. Superstructure selon la revendication 9, caractérisée en ce que la couche intermédiaire (12) est élastique et réalisée par exemple en caoutchouc ou en matière plastique.
EP92106467A 1991-04-25 1992-04-14 Superstructure de voie-ferrée sans ballast Expired - Lifetime EP0510497B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4113566A DE4113566C2 (de) 1991-04-25 1991-04-25 Schotterlose Oberbaukonstruktion für Schienenbahnen
DE4113566 1991-04-25

Publications (2)

Publication Number Publication Date
EP0510497A1 EP0510497A1 (fr) 1992-10-28
EP0510497B1 true EP0510497B1 (fr) 1997-07-09

Family

ID=6430361

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92106467A Expired - Lifetime EP0510497B1 (fr) 1991-04-25 1992-04-14 Superstructure de voie-ferrée sans ballast

Country Status (4)

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EP (1) EP0510497B1 (fr)
AT (1) ATE155181T1 (fr)
DE (2) DE4113566C2 (fr)
ES (1) ES2104765T3 (fr)

Families Citing this family (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4313105A1 (de) * 1993-04-22 1994-11-03 Walter Bau Ag Verfahren zum Herstellen eines schotterlosen Gleisoberbaus und ein nach dem Verfahren hergestellter Gleisoberbau
DE4316664C2 (de) * 1993-05-11 1995-06-22 Frenzel Otto Bauunternehmen Lagestabiler Eisenbahnoberbau
DE4326935C1 (de) * 1993-08-11 1994-08-18 Walter Bau Ag Verfahren zum Herstellen eines schotterlosen Gleisoberbaus und Schwelle zur Durchführung des Verfahrens
DE4336877A1 (de) * 1993-08-18 1995-03-02 Heilit & Woerner Bau Ag Gleisrost auf durchgehender Tragplatte
DE4344253A1 (de) * 1993-12-23 1995-06-29 Butzbacher Weichenbau Gmbh Schwelle
DE4408399C2 (de) * 1994-03-12 1998-05-20 Zueblin Ag Feste Fahrbahn
DE4415363C1 (de) * 1994-05-02 1995-09-28 Walter Bau Ag Eine feste Fahrbahn bildender Oberbau für Schienenbahnen, insb. für Brücken und Verfahren zu seiner Herstellung
DE4428706A1 (de) 1994-08-12 1996-02-15 Heilit & Woerner Bau Ag Gleisrost auf durchgehender Tragplatte und Verfahren zur Verlegung eines Gleisrostes auf durchgehender Tragplatte
DE4430769C2 (de) * 1994-08-30 2001-05-03 Dyckerhoff & Widmann Ag Eisenbahnoberbau mit einem auf einer durchgehenden Tragplatte aus Stahlbeton aufgelagerten Gleisrost
ATE145951T1 (de) * 1994-09-24 1996-12-15 Walter Bau Ag Verfahren zum herstellen eines schotterlosen gleisoberbaus und ein nach dem verfahren hergestellter gleisoberbau
DE4436260C2 (de) * 1994-10-11 2003-04-30 Zueblin Ag Verfahren zur Befestigung von Gleisen im schotterlosen Eisenbahnoberbau und Vorrichtung zur Durchführung dieses Verfahrens
DE4437955A1 (de) * 1994-10-24 1996-04-25 Fritz Knape Feste Fahrbahn
DE19604887C2 (de) * 1996-02-10 1999-10-21 Metzer Horst Schotterloser Oberbau für Schienenbahnen
CN103437252B (zh) * 2013-08-05 2016-02-03 北京市轨道交通设计研究院有限公司 一种轨道路基结构及其施工方法
CN105625105B (zh) * 2016-01-11 2017-09-26 北京城建设计发展集团股份有限公司 预制式减振轨道板施工方法
CN107558309B (zh) * 2017-09-26 2019-07-12 武汉理工大学 一种减振隔温型单元板式无砟轨道结构
CN108486963B (zh) * 2018-04-27 2023-08-01 西南交通大学 无砟轨道防排水路基基床结构及其铺设方法

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1496802A (fr) * 1966-08-24 1967-10-06 Sncf Matelas isolant pour amortir la transmission, aux ouvrages de support de voies ferrées, des vibrations produites par les charges roulantes

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DE2347636A1 (de) * 1973-09-21 1975-04-24 Thiele Heinrich Verfahren und vorrichtung zur herstellung von fahrbahnen
DE2425599C2 (de) * 1974-05-27 1976-04-01 Holzmann Philipp Ag Schotterloser Gleisoberbau
DE2830138A1 (de) * 1978-07-08 1980-01-17 Zueblin Ag Schotterloser gleisoberbau und verfahren zur herstellung des gleisoberbaus
DE2901283A1 (de) * 1979-01-13 1980-07-24 Erich Radler Schotterloser oberbau fuer schienengebundene fahrzeuge
DE3429413A1 (de) * 1984-08-09 1986-02-20 Alfred Kunz GmbH & Co, 8000 München Hoehen- und seitenregulierbarer oberbau fuer schienenbahnen mit trennbarer verkleidung von schwellen auf einer fugenlosen platte
DE3736943C1 (de) * 1987-10-31 1988-12-08 Dyckerhoff & Widmann Ag Eisenbahnoberbau,insbesondere fuer sehr hohe Fahrgeschwindigkeiten

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1496802A (fr) * 1966-08-24 1967-10-06 Sncf Matelas isolant pour amortir la transmission, aux ouvrages de support de voies ferrées, des vibrations produites par les charges roulantes

Also Published As

Publication number Publication date
DE59208671D1 (de) 1997-08-14
ATE155181T1 (de) 1997-07-15
EP0510497A1 (fr) 1992-10-28
ES2104765T3 (es) 1997-10-16
DE4113566A1 (de) 1992-10-29
DE4113566C2 (de) 1995-03-23

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