Classifications

• • E—FIXED CONSTRUCTIONS
  • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
  • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
  • E01B2/00—General structure of permanent way
  • E01B2/003—Arrangement of tracks on bridges or in tunnels
• • 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
  • E01B1/004—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with prefabricated elements embedded in fresh concrete or asphalt
• • 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
  • E01B1/005—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with sleeper shoes

Definitions

• the present invention relates to an elevated carriageway slab device, in particular for rail mounting, and is suitable for the route construction of railways, trams and for road construction, as well as for the refurbishment of the superstructure on railway bridges and in tunnels.
• the object of the present invention is therefore a roadway slab device which is suitable for absorbing vertical forces, longitudinal forces and lateral forces sufficiently from dynamic effects without deforming or destroying the support of the roadway slab device, with sufficient flexibility in relation to expansions or shrinkages due to temperature changes .
• an elevated track slab device in particular for rail mounting and support, comprising at least one precast slab with support elements which are provided at the ends of the precast slab and extend lengthwise or transversely to the carriageway, and troughs serving to support the support elements on rest on a solid base or foundation and in which the support elements are received and fastened or supported.
• a new superstructure method is used for route construction in railways, trams and in road construction.
• precast slabs according to the invention are provided at their ends with support elements which protrude downward at the slab ends and are received or supported in trays. The support elements are received in the tubs, adjusted and then poured out if necessary to create a composite.
• the ends of the support elements are preferably provided with an elastic covering.
• the elastic sheath is, for example, an elastomer, e.g. Hard rubber. This creates an elastic joint that is able to absorb vertical forces, longitudinal forces and lateral forces from dynamic influences with a lot of cushioning, without the risk of destroying the support. Furthermore, there is the advantage that later foundations of the foundations can be compensated for at any time by lifting the slabs and pouring the cavities formed in the web area. The panels can be lifted, replaced or otherwise installed without being destroyed. The system thus creates special flexibility in use.
• Elastic water channels are preferably provided between adjacent plates. These water channels serve to keep the troughs and the supports formed by the support elements and the troughs dry, since liquid that is taken up between the plates is conveniently drained away. No water and frost damage can occur in the support area.
• the water channels bridge the free distance between adjacent prefabricated panels.
• the gullies are particularly preferably in opposite slots of adjacent plates. This means that they can simply be pushed across the panels.
• the plates have projections at their ends and adjacent plates are arranged such that a joint is covered by one or both projections.
• a suitable water flow can also be ensured in this way, so that water and frost damage are effectively avoided.
• the support elements are preferably connected to the tubs by a compound.
• This compound is preferably grout.
• This grout which is used in the tubs for the fixed support of the support elements, can be quickly made binding, so that about 2 hours after completion of commissioning of the raised pavement device is possible.
• beams are preferably provided, which are arranged below the panel and in the longitudinal directions to the roadway and support or brace the panel. This effectively reduces bending of the prefabricated panels, especially when driving with heavy locks.
• the beams are connected to or supported on the support elements or with additionally provided cross bars. In particular, this configuration is preferred for larger plate dimensions, in particular plate lengths.
• Trapezoidal support elements are preferably provided where compensation for an elevation (for example in curves or arches) is required. This enables the elastic layer to be superimposed on the entire width of the tub with approximately the same embedment depth in the compound, even in arches.
• the elastic sheathing is preferably provided with a sound-absorbing material. This effectively reduces the excitation and acoustic radiation of the plate.
• the support elements are preferably tapered downwards, specifically in width and / or depth, preferably tapering.
• Holes are preferably provided in the plate above the trough, which serve to receive an adjusting spindle. With this spindle, the slab can be raised in relation to the foundation.
• the prefabricated panel has continuous bores in the region of the support elements which extend vertically through the plate and the support element. This provides the possibility of supplying a press fluid which is subsequently used to raise the road surface.
• elastic spacers are arranged below the trough. These spacers are designed to be elastic in order to avoid damage to the tub or the support after the tub is underfilled.
• the trough preferably has openings for discharging compound material below the trough. This ensures that the bathtub is level on the surface or foundation after installation.
• Each trough preferably accommodates two support elements of adjacent prefabricated panels. This creates an effective bond between adjacent panels. Furthermore, the number of tubs is minimized, so that the economy increases.
• Steel brackets are preferably fastened in the middle region of the tub. The grout entered into the tub is fastened by the steel bracket in such a way that it cannot come loose from the tub.
• Drainage openings are preferably formed in the side walls of the tub. This effectively prevents the tub and support from being destroyed by water or frost.
• the support element provided with an elastic casing preferably rests in or on a steel structure.
• the support or sheathing by a steel structure has the advantage that a foundation can be corrected by raising the roadway of the precast slab and inserting additional steel plates.
• the reinforcement of the slab is preferably pre-stressed in the transverse and longitudinal directions. This results in greater strength or stiffening of the plate.
• the tub preferably has a rain cover made of plastic or rubber on the side. This prevents water from entering the tub.
• the trough is particularly preferably integrated in the foundation.
• the tub can be designed as a tub-like foundation head. This also causes further cost containment.
• the foundation can be installed as a prefabricated part with an integrated tub.
• Fig. 1 shows a plan view of an embodiment of the elevated slab device according to the invention.
• FIG. 2 shows the elevated pavement slab device along line A-A of FIG. 1.
• FIG. 3 shows the raised pavement slab device in cross section along line B-B of FIG. 1.
• FIG. 4 shows the raised pavement slab device in cross section in the area of a curved piece.
• FIG. 5 shows a further example of a track slab device with longitudinal support elements.
• Fig. 6 shows another example of a pavement slab device which is reinforced with beams, in longitudinal section.
• Fig. 7 shows a modification of Fig. 6, in which the support frame of the support elements is carried out by a steel structure.
• Fig. 8 shows the example of Fig. 6 in cross section.
• Fig. 9 shows the example of Fig. 7 in cross section.
• Fig. 10 shows a modification of Figs. 1-3 with overhangs 20 which overlap.
• 1 to 3 show a raised pavement slab device according to the invention.
• This pavement slab device has prefabricated slabs 1 as an essential component.
• the prefabricated panels 1 are not supported over a large area, as is customary on the road, but are supported on individual foundations.
• the distance between the supports depends on the size of the loads and the distances in the axis sequence of the traffic loads.
• the foundation size is clearly determined by specifying the permissible axle load and permissible subsoil stress.
• the dimensioning of the plate 1 itself is only slightly influenced by the rigidity of the rail coupling. It also essentially results from the size of the permissible axle load.
• strips for transverse strip foundations are dug out for laying tiles in open terrain. No separate foundations are usually required on bridges and in tunnels.
• the plates 1 are preferably manufactured as prefabricated concrete parts. Therefore, they can also be made in winter. They have plate-shaped support elements 3 with which the plates 1 are supported downwards and laterally.
• the support elements 3 can be designed as columns, webs or cuboids. They protrude into tubs 2, which are attached to the foundations. Instead of separate troughs, the foundations can already be trough-shaped on their upper side.
• the plate-shaped support elements are an embodiment, as shown in Figures 1-3, arranged transversely to the road. This means that they support the prefabricated panel 1 in the direction of the front and rear in the transverse direction. In another embodiment, which is shown in FIG. 5, the support elements run longitudinally to the roadway and support the prefabricated panel laterally.
• tubs 2 are attached directly to the deck or the tunnel floor by under-pouring.
• Troughs 2 can also be manufactured as prefabricated concrete parts. They are then laid using elastic spacers 14 and then potted with potting compound 5 so that they can remove the vertical and horizontal loads in the foundations on the bridge deck or on the tunnel floor.
• the plates 1 are laid with their support elements 3 in such a way that the support elements 3 protrude into the troughs 2. Once the panels 1 have been laid and aligned, the remaining cavities in the tub 2 are filled with grout. So that the plates 1 are mounted on their support elements 3 so that they can pass all effects, including side impacts downwards, laterally and in the longitudinal direction.
• additional retaining brackets 10 can be created, for example, as reinforcement, or protrude into the interior of the tub 2.
• prefabricated panels of different lengths e.g. 1.20; 1.80; 3.60 m (a multiple of the base distances of 0.60 m or 0.65 m), which are then combined in such a way that the length of the structure is approximately reached. Slightly the plates 1 can then be moved with their troughs in the longitudinal direction against each other, so that all plates 1 lie on the structure.
• a central prestressing of the slabs 1 should be required in the longitudinal and transverse direction of the track if cracks and the occurrence of tensile stresses in the concrete are to be avoided.
• a gutter 8 made of sheet metal or rubber is therefore used as protection against water penetration and frost damage to the grout and storage in the joint between the plates 1, e.g. attached in Halfen rails 9.
• projections 20 can be provided at the plate ends, as shown in FIG. 10, which either alone or together bridge the joint between the plates.
• the elastic sheathing of the support elements 3 in the area of the grout 4 allows the plate 1 to be stored with a defined elasticity. This ensures an even load distribution.
• shocks, vibrations and other vibrations can be cushioned and kept away from the base of the bridge or tunnel.
• the grout in the tubs 2 for the support of the support elements 3 can be produced so quickly binding that the new building can be handed over to traffic about 2 hours after completion.
• the plates can be raised using adjusting spindles or hydraulic presses.
• the storage of the plates 1 and tubs 2 can be checked at any time by an external view from the side.
• settling of the foundations can also be compensated for later by bringing the plates 1 back into the correct position by lifting and then shedding the newly created cavities again or by means of compression channels 15 provided therefor be pressed.
• the new, also lateral cavities are created when the panels are raised, because the support elements 3 are conical - tapered downwards.
• the conical support elements 3 allow the plate to be raised subsequently.
• the plates 1 can be raised by means of adjusting spindles 11 in holes provided for this purpose or by pressing.
• the outer walls of the tubs can be designed to be elevated in arches and thus be used as an adjustment support 12 for spindles 11.
• the foundations of the foundations can be compensated for relatively quickly without restricting train traffic by using special hydraulic presses between slab 1 and trough 2 by adjusting the slabs and the track to the correct position and locking them.
• the restored plate layer can then - as previously described - be compressed by pressing the cavities created by the lifting around the support element 3 or the web via the compression channels 15.
• plates 1 can be replaced if, for any reason, e.g. have been destroyed by an accident.
• replacement panels of identical construction and dimensions must be produced, the support elements 3 of which, however, are somewhat shorter than those in the first installed panels.
• the resulting cavities in the new laying can be filled with potting compound 4 again, so that the laying process of new panels requires less effort than when the tubs 2 were not damaged for the first time.
• trapezoidal support elements 13 can be used to compensate for the elevation. This also makes it possible to support the elastic layer in arches over the entire width of the trough with approximately the same embedment depth in the sealing compound 4. By selecting the plate length sufficiently short, the separate production of twisted plates 1 for transition arches can be avoided. The height of the rail fastenings can then only be slightly corrected in order to adapt to the torsion.
• the dimensioning of the plate 1 does not have to be adapted to a fluctuating quality of the ground.
• the slabs 1 always have the same thickness and reinforcement. This makes them particularly suitable for precast concepts.
• the previous multi-layer base layer structure can be dispensed with, since a transverse monolithic strip foundation without additional formwork is sufficient for the support of the trough 2 to accommodate the stilted superstructure.
• the foundation head can be designed as a tub 2, so that a separate tub part is omitted.
• Such a strip foundation which has been placed on grown soil up to the depth of frost, should be more resistant to subsidence and flushing in the event of flooding than a poured foundation.
• the plates can come to rest on piles with trough-shaped pile heads, or the pile head is designed to receive the trough 2.
• Soil exchange and earth dams are not necessary. With the elimination of base layers and dams, less building ground is required for the sheeting. The use of agricultural land is also less restricted.
• the elevated plate 1 makes the use of herbicides unnecessary because it is not stored on the earth, so that the groundwater is protected.
• the system for renovating the Oberau on bridges is ideal. Because part of the ballast lying on the bridge can remain as ballast between the troughs below the plate. This ballast prevents the bridge structures from bulging due to creeping, which is too great a preload for the bridge's own weight. The costs for the disposal of the entire ballast are also reduced.
• the excitation and sound radiation of the plate 1 can be reduced by a special choice of the properties of the elastic sheath 6.
• sound-absorbing material can be permanently applied directly to the plates 1. But the subsequent arrangement of absorbent bodies on the surface is also possible.
• the deflection of the plate 1 and the elastomeric rigidity of the support elements 6 can be coordinated so that the sinkings of the wheel in the middle of the plate and at the end of the plate - at least from a static point of view - are the same size.
• tubs 2 can be lifted non-destructively and the inner encapsulation can be removed - by producing conically tapering inner parts - the tubs 2 can also be reused.
• the troughs 2 can be additionally graveled in the end region.
• the present invention can also be used for the refurbishment of the superstructure on bridges, in tunnels and on free lines, in particular in combination with the beams 19 from FIGS. 6-9.
• the system can also be useful for the superstructure of trams and modified in road construction, especially in cities, because the intersecting pipes of gas, water, electricity, telephone, etc. can be easily underpassed.
• the refurbishment of the superstructure of bridges and tunnels using the new method should also be cheaper in the long term than the previous sleeper and ballast construction. If the new superstructure system of the present invention is used correctly in railway line construction and in superstructure refurbishment on bridges and in tunnels, considerable costs could be saved and time delays in train traffic could be minimized.

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• Engineering & Computer Science (AREA)
• Architecture (AREA)
• Civil Engineering (AREA)
• Structural Engineering (AREA)
• Bridges Or Land Bridges (AREA)
• Vehicle Body Suspensions (AREA)
• Road Paving Structures (AREA)
• Soil Working Implements (AREA)
• Types And Forms Of Lifts (AREA)

Applications Claiming Priority (3)

Publications (2)

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• 1998
  • 1998-03-13 AT AT98913717T patent/ATE241733T1/de not_active IP Right Cessation
  • 1998-03-13 WO PCT/EP1998/001475 patent/WO1998041689A1/fr active IP Right Grant
  • 1998-03-13 EP EP98913717A patent/EP0968330B1/fr not_active Expired - Lifetime
  • 1998-03-13 DE DE19880300T patent/DE19880300D2/de not_active Expired - Lifetime
  • 1998-03-13 DE DE59808540T patent/DE59808540D1/de not_active Expired - Fee Related
  • 1998-03-13 AU AU68312/98A patent/AU6831298A/en not_active Abandoned

Non-Patent Citations (1)

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