EP0722012A1 - Track for rail-bound vehicles - Google Patents

Abstract

The track has a permanent way with rails (14) laid on sleepers (13), which are supported on a bed (15) of ballast. The bed is supported by a concrete slab (21) which is laid on the ground. The slab has a thickness of at least 0.4 m, and is in the form of a continuous band which is poured in situ. The thickness may also be up to 1.4 m, and pref. may be 0.7 m. The outsides of the slab may have edge covers (22) which project upwards in order to contain the ballast bed. The slab may also have a central cover projecting from its upper surface, and a track may be arranged on each side of it.

Description

The invention relates to a track system for rail-bound vehicles, in particular railways, with a superstructure that has rails mounted on sleepers and a ballast bed that supports the sleepers, and with a substructure that supports the superstructure and that has a supporting plate made of concrete that supports the ballast bed and that on a Earth structure is supported.

In conventional track systems, the so-called ballast track is usually used as the superstructure, in which the sleepers rest on a ballast bed. The track and the ballast bed are supported on a substructure, via which the forces exerted by the railway vehicle are diverted into the ground. The ballast track has proven itself so far because it has a high degree of flexibility and adaptability and is relatively easy to maintain.

However, it has been shown that vibrations occur in the ballast bed due to increasing axle loads and driving speeds, which lead to a reduction in the friction between the ballast stones, which causes ballast rearrangements As a result, the ballast bed settles to a large extent and dodges sideways across the direction of the track. This results in a significant reduction in the quality of the track system and requires a high level of maintenance.

From DE 40 07 710 A1 it is known in tunnel structures to replace the ballast superstructure with a so-called fixed carriageway, in which the track is firmly attached in or on a solid concrete base of the tunnel tube, thereby ensuring a stable positioning of the track relative to the concrete base is. In addition, lateral forces can be reliably absorbed in this version, since the concrete base is supported laterally by the tunnel walls. A superstructure in the form of a solid track, however, has only a very small, millimeter range of correctability of the rail track. In addition, a very high level of assembly accuracy is required and the substructure also has to meet significantly higher requirements than the ballast superstructure. With solid, essentially non-deformable, homogeneous substructures, such as those found in tunnel sections or on longer bridges, solid carriageways can be used sensibly. However, if the substructure consists of a deformation-friendly earth structure, complex additional measures are necessary in order to be able to meet the requirements for the substructure for a solid carriageway. In this way, track systems with a superstructure in the form of a solid track are often very expensive to manufacture.

From DE 41 00 881 A1 it is known to line up trough-shaped prefabricated concrete parts to form a support channel and to arrange a ballast bed in the support channel, which supports the tracks in a known manner and through the side parts of the support channel are supported laterally. The precast concrete elements are placed on an earth structure, ie the processed soil, with a formation protection layer and a frost protection layer being formed below the concrete slab.

Earthworks can be subject to relatively large deformations in the course of time, which can lead to local settlement of individual precast concrete elements or the support channel. In order to prevent these effects, a very complex and precise cultivation of the soil is necessary, which is very expensive. In addition, vibrations and shocks can occur, especially at high train speeds. The dynamic load effects of railway operations cause vibrations on the load-bearing track grate and the ballast bed or other supporting elements, which are passed on via the subsurface or substructure and can affect the surrounding area in some areas. With obvious structural use and in particular with unfavorable ground conditions, the permissible values for the vibrations can often not be adhered to in the case of conventional route training with a ballast track or a so-called solid roadway. This can lead to impairments or damage, especially in buildings that are sensitive to vibrations. It may even be necessary to abandon the construction project or relocate the route.

The invention has for its object to provide a track system of the type mentioned, which ensures a dimensionally stable mounting of the tracks, a significantly improved correctability of the tracks after deformation of the ground or substructure and allows the vibration or vibration properties to be adapted to the structural conditions .

This object is achieved according to the invention in a track system of the type mentioned in that the support plate is designed as a continuous belt made of in-situ concrete and has a thickness of at least 0.40 m.

The vibration and vibration problems can be solved with the solid support plate according to the invention, which represents a uniform, monolithically acting body of large mass, a so-called mass body, according to the principle of a mass-spring system. The strength of the support plate is chosen according to the structural conditions so that effective protection against vibrations is achieved. The formation protection layer and frost protection layer, which are also present in known track systems, and, if appropriate, portions of the ballast bed are preferably connected to the mass body by a suitable, permanent binder, in particular cement, adhesive, etc. The dynamic loads caused by the moving trains are passed on to the substructure as rapid impulses in typical frequencies, depending on the weight and speed, via the ballast bed acting as a spring. The impulses transmitted from the ballast bed excite the mass body, which, depending on the dimensioning of the mass, causes a vibration and frequency change. In this way, a vibration system can be created which is tuned to the natural frequency of the adjacent buildings to be protected and whose natural frequency lies below the natural frequency of the vibrating parts of the structures to be protected. Excessive vibrations and impermissible structure-borne noise can thus be avoided by adapting to the local structural conditions.

The mass body should be produced below the ballast superstructure as a monolithic, connected mass, whereby it preferably replaces the formation protection layer and frost protection layer. However, it is also possible to place the solid base plate directly on the formation protection layer. If necessary, the mass of the mass body is increased by partially bonding the ballast and adhesive bonding of this ballast body to the actual mass body. In this case, the spring effect in the mass-spring system results from the spring components of the rail intermediate layers and the remaining unglued ballast. Preferably, only the ballast edge area in the embankment elements, the so-called head ballast, is glued and a slight surface gluing is carried out in order to avoid ballast flight. If a further increase in the mass beyond the maximum thickness of the layer package consisting of the formation protection layer and the frost protection layer is necessary, a further increase in the thickness of the mass body can be achieved by lowering the earth level.

However, it is also possible to fully maintain the conventional function of the ballast superstructure and to separate it from the mass body, which can also be achieved, for example, by inserting a sub-ballast mat as insulation. Alternatively or in addition, the mass body can also be covered with appropriate insulation mats.

The track system can be corrected in the event of any deformation of the substructure or subsoil by means of conventional processing measures for the ballast bed.

Suitable base materials for the mass body are, for example, the appropriate base layers (formation protection layer, frost protection layer), inexpensive rolled or broken materials, recycling material, possibly with the addition of heavy weights, and in certain cases also encapsulated contaminated materials. The materials mentioned are combined with a binder, preferably cement or bitumen, to form the monolithic compound. The mass body is preferably unreinforced, but has a fatigue strength that is approximately in the range of concrete classes B15 to B25. In some areas, the strength can be reduced by adding heavy weights or special insulation measures, and the strength can be varied or increased, for example, by inserting reinforcement.

The substructure or subsurface has essentially only a supporting function for the massive supporting plate without the risk of water penetration or a complicated layer structure being necessary. There is no need for complex drainage measures. Due to the high mass of the system, the dynamic loads and vibrations generated are changed and damped in frequency and intensity according to the principle of a mass-spring system, so that additional measures aimed at this can largely be dispensed with. The relatively large thickness of the support plate, which is greater than 0.4 m and approximately in a range from 0.4 m to 1.4 m, and preferably approximately 0.7 m, does not require any further frost protection measures and does the same for others Systems necessary formation protection layer and / or frost protection layer superfluous.

The system stiffness to be achieved with the track system according to the invention can be varied and adapted to the elasticity values of other types of track system, so that system transitions to other track systems, especially for bridges or tunnels, do not pose any problems and do not require any special designs.

In a preferred embodiment, it is provided according to the invention that outer, upwardly projecting edge caps are arranged on the support plate, which, together with the support plate, form a channel-shaped support body which receives the ballast bed. In the case of double-track systems, an upwardly projecting central cap can also be formed on the top of the support plate between the tracks, so that each track has its own channel-shaped support body. In the track system according to the invention, the sleepers are stored in or on a ballast bed. The dimensional stability of the ballast bed is supported by the shape-retaining channel-shaped support body, so that excessive settling of the ballast bed or its evasion in the transverse direction can be avoided. In particular, the transverse or lateral forces resulting from the rail operation, especially at high speeds, can be absorbed by the edge caps and / or the center cap. The massive trough-shaped support body is very insusceptible to malfunctions and therefore only entails low maintenance costs. It acts across the entire cross-section of the track system and thus enables easy drainage. It has been shown that there are no special requirements for the substructure or with regard to vibration loads in the track system according to the invention. The height of the edge caps and / or the middle cap can vary and, if necessary, can be adjusted to the maximum cross slope of the tracks or the lateral forces that occur.

Since the sleepers are still stored in a ballast bed, the rail position can be easily if necessary be corrected, as is the case with the known ballast track. The massive support plate is installed below the ballast bed of existing or new lines on earthwork sections, i.e. below the formation in the regular cross-section of railway lines and preferably replaces the formation protection layer and the frost protection layer there.

The edge caps and / or the center cap can either be integrally formed on the support plate or can be designed as separate prefabricated components which are then attached to the support plate. Preferably, the solid support plate in in-situ concrete is formed as an essentially continuous band, whereupon the edge caps and / or the center cap in in-situ concrete design are connected to the support plate via a positive connection. However, it is also possible to dowel the edge caps produced as a finished part and / or the center cap with the support plate.

In a preferred embodiment of the invention it is provided that the inner wall of the edge caps and / or the center cap is inclined in such a way that they have a cross section which tapers towards the free end. In this way, the side of the edge caps and / or the center cap facing the track is designed with an incline such that it can counteract the direction of the forces arising in the ballast vertically as far as possible.

The height of the edge caps and / or the center cap is measured according to the ballast bed thickness to be set up and in the geometry of the overall cross section in such a way that the support function of the ballast bed and the transverse force absorption is ensured even when the rail track is maximally raised.

In a preferred embodiment of the invention it is provided that the ballast bed is at least partially glued in itself to increase the lateral stability of the ballast and to protect against vibrations. The bonded ballast body, in conjunction with the solid support plate and the lateral supporting edge caps and / or the center cap, represents a stable, force-resistant and dimensionally stable overall system. so that the position and orientation of the rails can be readjusted.

The support plate and the edge caps and / or the middle cap usually consist of concrete, in particular B15 or B25, whereby optionally also prepared aggregates, recycling material or optionally prepared, encapsulated and suitable contaminated materials as well as binders other than cement, for example bitumen, are used for the production of the support plate can find. The surface of the support plate is largely closed and water-draining. If necessary, between the ballast bed and the supporting body, i.e. a sub-ballast mat is inserted into the support plate surface and the inner walls of the edge caps and / or the center cap. The option of only partially gluing the ballast bed and inserting ballast mats under and to the side of the ballast opens the way to a soft, springy overall system with variable spring action.

In the switch areas, only the edge caps and / or the center cap are interrupted in the area of the threshold sets running through. That way is a uncomplicated soft track system created.

The solid, preferably one-piece design of the support plate with the lateral edge caps and / or the center cap and the resulting composite effect is equivalent to a corresponding trough or channel across the cross section of a single-track or double-track section, in which the ballast bed, which possibly sticks to a stable ballast body is fit and recorded in a dimensionally stable manner. In the case of a double-track section, a corresponding trough or channel effect can be provided for each track through the edge caps in cooperation with the center cap. In a further development of the invention it is provided that at least the top of the support plate has a cross slope that should be about 1:20. A one-sided incline can be provided for single-track lines. In the case of double-track lines, it should be provided that the top of the support plate, starting from its longitudinal center plane, has a sloping transverse slope on both sides, so that a so-called roof slope is realized. The cross slope of the top of the support plate ensures water drainage on the support plate to the sides of the track system. The gapless covering of the substructure by the support plate offers reliable protection against water ingress.

The massive design of the support plate and the edge caps offers the possibility of also installing other equipment accompanying the route, such as soundproof walls, cable ducts, etc., on the support body. In particular, it is provided that a soundproofing wall is arranged on the essentially flat upper side of the edge caps and / or the center cap. The edge caps and / or the center cap can thus serve as supports for the soundproofing wall, wherein they are preferably equipped with quivers for receiving the holders of the soundproofing elements. Alternatively, the quiver is designed so that it can extend into the support plate or, if necessary, for a deep foundation through the support plate. In order to be able to arrange the soundproof wall at an optimal distance from the rail or the sound source, it can be provided that the edge caps and / or the center cap are widened if necessary.

The edge caps and / or the center cap can be designed as a foundation beam for the soundproof walls, which has the advantage that the edge caps and / or the center cap can be designed with a relatively small width as a continuous component over the entire length of the track system, while in the sections in which the arrangement of a soundproof wall is necessary, as a foundation beam, ensures the optimal removal of the soundproof wall from the rail. In this way, the height of the soundproof wall can also be kept low or optimized, which is advantageous in terms of cost. In addition, the soundproofing wall can thus be kept outside the clearance profile to be kept clear for the trains.

The soundproofing wall can be constructed in a known manner in steel or concrete design and preferably has passageways arranged at certain intervals.

It is known that the main sound source in rail-bound vehicles is in the wheel-rail area. In order to achieve good sound absorption, a further development of the invention provides that the soundproof wall on the side facing the track, which has sound surfaces that direct sound waves onto the ballast bed. The sound waves directed onto the ballast bed are non-directional due to the irregularly structured surface there or are reflected in many different directions and are thus absorbed. The reflection surfaces are preferably formed by a large number of inclined partial surfaces, these being able to have different inclinations in order to be able to effectively direct the sound waves emanating from the sound source wheel-rail onto the absorbing ballast bed.

In order to be able to remove the water that collects on one or both sides of the channel-shaped support body due to the transverse inclination of the top of the support plate, it is preferably provided that transverse drainage channels are formed in the edge caps and / or the center cap, which are spaced at arbitrary intervals along the track length are arranged. Preferably, transverse cable channels should be formed in the support plate or the edge caps and / or the center cap.

The track system according to the invention can either be provided with a known, underground cable duct running along the track system, but it is also possible to integrate the cable ducts running in the longitudinal direction into the support body or to attach them to it. The cable ducts are closed in a known manner by means of a cover.

Preferably, the edge caps on the side facing away from the track store the longitudinal cable duct of known shape, which can either be formed in one piece with the edge caps or is attached to them. The latter can be formed, for example, by one on the edge cap laterally projecting cantilever arm can be reached, on which the cable duct is placed. The tops of the edge cap and the associated cable duct should together form a continuous, accessible surface next to the track body. Alternatively or additionally, the cable ducts can also be integrated in the center cap.

The mass body has an inclination of preferably 1:20 at least on its upper side, which can be achieved, for example, by designing the mass body with a parallelogram-like cross section. A one-sided slope is sufficient for single-track lines, while a roof slope should be provided for achieving sufficient water drainage on double-track lines.

Figur 1:

den Querschnitt einer Gleisanlage,

Figur 2:

einen Querschnitt einer modifizierten Gleisanlage,

Figur 3:

eine ausschnittsweise Seitenansicht einer Gleisanlage,

Figur 4:

eine erste Ausführungsform für einen Kabelkanal,

Figur 5:

eine zweite Ausführungsform für einen Kabelkanal,

Figur 6:

eine dritte Ausführungsform für einen Kabelkanal,

Figur 7:

ein Ausführungsbeispiel für eine Schallschutzwand und

Figur 8:

einen erfindungsgemäßen Massekörper.

Further details and features of the invention are apparent from the following description of an embodiment with reference to the drawing. Show it:

Figure 1:

the cross section of a track system,

Figure 2:

a cross section of a modified track system,

Figure 3:

a partial side view of a track system,

Figure 4:

a first embodiment for a cable duct,

Figure 5:

a second embodiment for a cable duct,

Figure 6:

a third embodiment for a cable duct,

Figure 7:

an embodiment for a soundproof wall and

Figure 8:

a mass body according to the invention.

According to FIG. 1, a track system 10 for a two-track railway line comprises a solid support body 20, which comprises a massive support plate 21 supported on a substructure or the ground 11 and attached lateral side caps 22 projecting upwards. The top and bottom of the support plate 21 have a decreasing cross slope of 1:20 starting from the longitudinal center plane on both sides, so that a so-called roof-shaped structure is achieved. The edge caps 22 are in engagement with a projection in a rectangular groove 19 of the support plate 21, so that a positive connection is achieved.

As can be seen on the right-hand side of FIG. 1, the edge cap 22 can also be fastened to the support plate 21 by means of a dowel 23.

The support plate 21 forms, together with the edge caps 22, a trough-shaped or trough-shaped receptacle for a ballast bed 15. A sub-ballast mat 16 is inserted in the trough-shaped receptacle between the ballast bed 15 and the top of the support plate 21 and the walls 22a of the edge caps 22 facing the track. The ballast bed 15 is optionally glued to form a stable ballast body and supports sleepers 13 and rails 14 in a known manner. As is indicated by dashed lines in Figure 1 on the right side, the track can and thus the ballast bed has a cross slope, in particular when the route is curved. In this case, the corresponding edge cap for supporting the ballast bed on the elevated side can also be raised.

In order to be able to drain the rainwater accumulating in the edge areas of the channel-shaped receptacle due to the transverse inclination, a transversely extending drainage channel 18 is formed on both sides in the transition area between the support plate 21 and the edge caps 22, which reliably ensures drainage.

On the right-hand side of FIG. 1, a cable duct 17 running along the track system is shown, which is buried in the ground in a conventional manner and closed by a cover. Alternatively, however, the cable duct 17 can also be integrated into the edge cap 22, as is shown on the left-hand side of FIG. 1 and will be described in detail later.

The track system according to FIG. 2 corresponds in all essential points to the track system according to FIG. 1, but it is additionally provided here that a soundproof wall 25 is arranged and fastened on the essentially flat upper side 22b of the edge cap 22. According to the illustration on the left side in FIG. 2, the soundproof wall 25 is anchored in the edge cap 22 widened compared to the embodiment according to FIG. 1, while in the illustration on the right side according to FIG. 2 a foundation beam 12 is attached laterally on the outside of the edge cap 22 , in which a foundation sleeve 26 is provided for receiving soundproof wall cassettes or panels, which can optionally be used with a deep foundation 27 leading through the support plate 21.

FIG. 7 shows an exemplary embodiment of an effective soundproof wall 25 in a steel design. The soundproof wall 25 consists of individual panels 25a and 25b to be attached to one another, the lower panels 25a being attached to the edge cap 22 via a base plate 28 or being held in the quiver foundations by supports.

On the inner surface facing the track body, the panels 25a and 25b each have a plurality of inclined reflection surfaces 28a and 28b, the surface normal of which is essentially directed towards the ballast bed. The sound waves emanating from the sound source wheel-rail are reflected by the reflection surfaces 28a and 28b in the region of the absorbing ballast bed. As FIG. 7 shows, the upper panel 25b has four smaller inclined reflecting surfaces 28b, while the lower panel 25a has two larger reflecting surfaces 25a, the reflecting surfaces 28a of the lower panels 25a being less inclined than the reflecting surfaces 28b of the upper panels 25b to in this way to adapt to the different angles of incidence of the sound waves emanating from the wheel-rail sound source onto the soundproof wall 25.

From the side view of the track system shown in Figure 3 it can be seen that the support plate 21 is designed as a continuous band-like concrete component, on the surface of which recesses 24 are provided which serve as transverse cable ducts which can be closed by means of a cover. The edge caps 22 consist of prefabricated concrete parts, which are lined up in the longitudinal direction of the track system and are arranged on the support plate 21 with the arrangement of a compensation layer 29. In the joint area between two prefabricated edge caps recesses are formed which form the transverse drain channels 18.

Figure 4 shows a first embodiment of a longitudinally extending cable duct 17. According to this embodiment, the edge cap 22 is attached to the support plate 21 by arranging the compensating layer 29 such that between the side outer wall of the support plate 21 and the side outer wall of the Edge cap 22 an inwardly facing gradation is formed, on which the cable duct 17 is arranged with the interposition of a compensating layer 30. The cable duct 17 consists in a known manner of an upwardly open U-shaped channel body 17a, which can be closed by means of a cover 17b. The cable duct 17 can be fastened to the support plate 21 or the edge cap 22 in a manner not shown. In the assembled state, the outside of the cable duct 17 is flush with the outside of the support plate 21. In addition, the cover 17b merges flush with the top 22b of the edge cap 22.

According to a further exemplary embodiment, which is shown in FIG. 5, the U-shaped channel body of the cable duct 17 is formed in one piece with the edge cap 22, again a cover 17b covering the cable duct 17 is provided, the surface of which is flush with the upper side 22b of the edge cap 22 completes.

According to FIG. 6, an outwardly projecting cantilever arm 22c is formed on the edge cap 22, onto which the U-shaped channel body 17a of the cable duct 17 is placed and fastened in a manner not shown. The channel body 17a can be closed with the cover 17b, the upper side of the cover 17b with the upper side 22b Edge cap 22 is flush. As indicated by dashed lines in FIG. 6, a projection 22d engaging behind the channel body 17a can be provided at the free end of the cantilever arm 22c, as a result of which the channel body 17a is held securely in the transverse direction.

The track system 110 shown in FIG. 8 comprises a two-track railway line with a solid support plate 120 in the form of a mass body which is supported on a substructure or the ground 111. Starting from the longitudinal center plane, the top and bottom of the mass body 120 have a sloping cross slope of 1:20 on both sides, so that a roof-shaped structure is achieved. The mass body 120 is completely embedded in the ground 111 with the interposition of an insulation mat 116 on its lower and its lateral surfaces. Cable channels 117 run laterally along the mass body 120 in a known manner.

A ballast bed 115 is formed in a known manner on the top of the mass body 120 with the interposition of a sub-ballast mat 118, which carries sleepers 113 and rails 114 for a two-lane route. The course of the ballast bed 115 for a straight section of the route is shown with solid lines, while the course of the ballast bed for a curved route is indicated by dashed lines.

The thickness of the mass body 120, which preferably replaces the formation protection layer and the frost protection layer, depends on the locally prevailing soil conditions and the relevant excitation frequencies and should be approximately in the range of one meter. As Figure 8 shows, the mass body 120 is laterally beyond the ballast bed 115, so that the train from the Pulse bed acting as a spring emitted impulses are completely transmitted to the mass body and from this after damping to the ground.

Claims (20)

Track system for rail-bound vehicles, in particular railways, with a superstructure which has rails (14, 114) mounted on sleepers (13, 113) and a ballast bed (15, 115) supporting the sleepers (13, 113), and with a superstructure load-bearing substructure, which has a support plate (21, 120) made of concrete which supports the ballast bed (15, 115) and which is supported on an earth structure, characterized in that the support plate (21, 120) is designed as a continuous belt made of in-situ concrete and has a thickness of at least 0.4 m. Track system according to claim 1, characterized in that the support plate (21, 120) has a thickness in the range of 0.4 m to 1.4 m, preferably of 0.7 m. Track system according to claim 1 or 2, characterized in that outside, upwardly projecting edge caps (22) are arranged on the support plate (21), which together with the support plate (21) form a ballast bed form receiving gutter-shaped support body (20). Track system according to one of claims 1 to 3, characterized in that two tracks are provided and that an upwardly projecting central cap is arranged on the top of the support plate between the tracks. Track system according to claim 3 or 4, characterized in that the edge caps (22) and / or the center cap consist of concrete. Track system according to one of claims 3 to 5, characterized in that the edge caps (22) and / or the center cap are molded onto the support plate (21). Track system according to one of claims 3 to 5, characterized in that the edge caps (22) and / or the center cap are designed as separate components and are fastened to the support plate (21). Track system according to one of claims 3 to 7, characterized in that the inner wall (22a) of the edge caps (22) and / or the center cap is inclined such that they have a cross section tapering towards the free end. Track system according to one of claims 1 to 8, characterized in that the ballast bed (15, 115) is at least partially glued in itself. Track system according to one of claims 1 to 9, characterized in that at least the top of the support plate (21, 120) has a transverse inclination. Track system according to claim 10, characterized in that the upper side of the support plate (21, 120), starting from its longitudinal central axis, has a sloping transverse slope on both sides. Track system according to claim 10 or 11, characterized in that the transverse inclination is approximately 1:20. Track system according to one of claims 1 to 12, characterized in that a sub-ballast mat (16, 116) is arranged between the ballast bed (15, 115) and the support plate (21, 120). Track system according to one of claims 1 to 13, characterized in that a soundproofing wall (25) is arranged on the substantially flat upper side (22b) of the edge caps (22) and / or the center cap. Track system according to claim 14, characterized in that the soundproofing wall (25) on the side facing the track has inclined reflection surfaces (28a, 28b) which direct the sound waves onto the ballast bed (15). Track system according to claim 15, characterized in that the reflection surfaces (28a, 28b) have different inclinations. Track system according to one of claims 1 to 16, characterized in that transversely extending drainage channels (18) are formed in the edge caps (22) and / or the center cap. Track system according to one of claims 1 to 17, characterized in that transverse cable ducts (24) are formed in the support plate (21, 120). Track system according to one of claims 1 to 18, characterized in that cable channels (17) extending in the longitudinal direction are provided on the edge caps (22) and / or the center cap. Track system according to claim 19, characterized in that the cable ducts (17) are integrated into the edge caps (22) and / or the center cap.

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