EP1039033B1 - Méthode de réalisation d'une voie ferrée - Google Patents

Méthode de réalisation d'une voie ferrée Download PDF

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Publication number
EP1039033B1
EP1039033B1 EP00105577A EP00105577A EP1039033B1 EP 1039033 B1 EP1039033 B1 EP 1039033B1 EP 00105577 A EP00105577 A EP 00105577A EP 00105577 A EP00105577 A EP 00105577A EP 1039033 B1 EP1039033 B1 EP 1039033B1
Authority
EP
European Patent Office
Prior art keywords
accordance
support layer
alignment
sleepers
track section
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
EP00105577A
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German (de)
English (en)
Other versions
EP1039033A1 (fr
Inventor
Friedhelm Bieger
Steffen Knape
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.)
GSG Knape Gleissanierung GmbH
Original Assignee
GSG Knape Gleissanierung 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 GSG Knape Gleissanierung GmbH filed Critical GSG Knape Gleissanierung GmbH
Priority to ES05010127T priority Critical patent/ES2319435T3/es
Priority to EP05010127A priority patent/EP1564331B1/fr
Publication of EP1039033A1 publication Critical patent/EP1039033A1/fr
Application granted granted Critical
Publication of EP1039033B1 publication Critical patent/EP1039033B1/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
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/04—Lifting or levelling of tracks
    • 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
    • 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
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/02—Transporting, laying, removing, or renewing lengths of assembled track, assembled switches, or assembled crossings
    • 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
    • E01B2204/04—Direct mechanical or chemical fixing of sleepers onto underground
    • 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
    • E01B2204/06—Height or lateral adjustment means or positioning means for slabs, sleepers or rails
    • 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 present invention relates to a method for producing a solid track for rail vehicles provided transversely to the road, the rails supporting sleepers, in particular concrete, which are cast in an upper support layer, in particular also made of concrete, in turn, on a lower support layer, in particular a so-called hydraulically bound support layer is supported.
  • the track must meet very high accuracy requirements with regard to its lateral and altitude. This is achieved by aligning the section laid in rough advance direction on the roadway with the aid of suitable measuring methods in the vertical and lateral directions. After alignment, the track section is fixed by potting the sleepers with concrete.
  • a trough in particular made of concrete, placed on the lower support layer, in which the thresholds of the track section to be laid are inserted.
  • the thus roughly aligned track section is then finely aligned by the sleepers are brought via support spindles, which are supported on the trough, in the intended height and lateral position.
  • the support spindles are supported on the one hand on the base plate of the trough and on the other hand on the lateral Aufkanteptept from, where it is basically not necessary to support each threshold, since all thresholds are attached to the rails and are therefore held by them in a corresponding position. So it is sufficient, for example, only support every fourth threshold on the base plate of the trough and align laterally.
  • a disadvantage of the known method is that the lateral support spindles are no longer accessible after the casting of the upper support layer. It is therefore already known to support the lateral directing means on the two outer walls of the trough. The support is however more expensive.
  • a particular disadvantage is that this gap continues uninterrupted in the longitudinal direction of the roadway.
  • a method according to the preamble of claim 1 is known from DE-A-197 08 896.
  • brackets are introduced into both the lower base layer and the thresholds.
  • the track section is temporarily supported during the production of the fixed carriageway.
  • the straps serve to connect the threshold according to the rules of reinforced concrete non-positively and immovably with the lower support layer.
  • reinforcing bars are inserted into the stirrups, which together with the stirrups form reinforcement cages.
  • the firm connection of the sleepers with the lower support layer on the bracket is made only after the casting of the upper support layer, namely by curing the concrete, which forms a reinforced concrete structure together with the brackets.
  • the alignment of the height and lateral position is performed in this known method by guided in the threshold spindles.
  • the invention has for its object to provide a method for producing a fixed track of the type mentioned, which does not have these disadvantages.
  • the best possible and stable track alignment should be possible in a relatively simple manner and the occurrence of long joints should be avoided.
  • a trough is completely dispensed with.
  • the track section is supported directly on the lower support layer. After aligning the lateral position of the track section this is fixed by rods, which are introduced into the lower support layer and to which the track section, for example, over the thresholds, is attached.
  • the alignment of the track section takes place in the inventive method by a separate device.
  • the support of the track section as in the conventional method, for example Spindles take place, which are screwed into corresponding nut sleeves, which are provided by the manufacturer in or on the sleepers. Because of the elimination of the trough and the direct support on the lower base layer correspondingly longer spindles and sleeves are required, the sleeves can survive beyond the thresholds. So the thresholds themselves do not have to be increased.
  • An advantage of the method according to the invention is that no more trough is required. This eliminates the effort required for attaching the trough. It is also particularly advantageous that so that the gap between the cast upper support layer and the trough is omitted, which represents a particular danger due to their continuous extension upon ingress of water.
  • the rods are introduced into previously introduced into the lower support layer recesses.
  • the recesses can, for example, laser-controlled, are positioned very accurately, which also results in an accurate positioning of the rods.
  • the necessary shifts of the track section relative to the bars during alignment are relatively low.
  • the track section is mounted in height displaceably on the rods. This has the advantage that the track after loosening the support on the lower support layer can follow a shrinkage of the upper base course material.
  • the thresholds are released after the introduction of the upper support layer at the beginning of setting of the rails. This avoids that shifts, in particular thermal expansions and contractions of the rails during the further setting of the upper support layer are transmitted to the thresholds.
  • the rod in the middle of the threshold is attached to this.
  • the tolerances occurring in the manufacture of the thresholds are thereby halved.
  • a plurality of thresholds covering and in particular associated with this reinforcement is provided under the threshold, which is poured into the upper support layer with.
  • the finished roadway forces acting on the thresholds in particular shearing forces in thermal expansion and contractions of the rails are thereby distributed over several thresholds and can be better absorbed.
  • the recesses are introduced into the lower support layer as holes. These can be advantageously introduced with particularly high accuracy. Another possibility is to introduce the recess as in the longitudinal direction of the road continuously extending slot. Furthermore, it is it is possible to vibrate the bars in making the lower support layer in this.
  • the alignment of the lateral and / or vertical position of the track section takes place in two or more steps. This has proven to be particularly advantageous.
  • a formwork with formwork elements is used for casting the upper support layer, which are anchored in the track area.
  • the formwork elements are anchored via an upper formwork holder on the rail or on the threshold and a lower formwork holder on the reinforcement or on the rod.
  • the lower formwork holder is preferably cast with. This can be mounted with simple means a shuttering for the casting of the upper support layer.
  • the formwork can be reused except for the lower formwork holder. In principle, it is also possible to use a shuttering car of conventional type.
  • one-piece sleepers with a slot in the threshold center for passing the rod for the lateral fixation of the threshold can be used.
  • suitable adjusting and / or fixing means may be provided in the slot through which the rod is passed and after Orientation of the track section against side shift relative to the threshold or vice versa can be fixed.
  • two-part thresholds are used with two connected via connecting iron, each carrying a rail parts.
  • the use of two-part sills has the advantage that the length of the joints between the sill and the cast upper support layer and the weight of the sill is reduced.
  • a plate which can be displaced along the connecting bar and can be secured thereto is preferably used with a passage opening for the bar.
  • the sheet is formed in two parts, with two, each having a half of the passage opening parts.
  • the threshold can be easily fixed to the rod against lateral displacement.
  • the two-part design has the advantage that the rod can be introduced even before complete lateral alignment of the threshold by the two parts pushed sufficiently far apart and are joined together only after introduction of the rod.
  • a preferably used for the inventive method lifting device for lifting a track section with rails and attached sleepers comprises at least one, the roadway spanning frame to which in particular on the rails engaging grippers and lifting means are mounted for lifting the track section.
  • the frame is designed to be movable along the roadway.
  • means for aligning the lateral and / or vertical position of the track section are additionally provided on the frame.
  • the lifting device can advantageously be used at the same time for aligning the track section, so that a separate device is unnecessary.
  • At least three frames are provided, of which at least the first one has a ground, in particular crawler track.
  • a device lifting and aligning the track section can be performed in several steps.
  • a coarse alignment is carried out with the first frame, a fine alignment with the second frame, and a fine alignment with final fixation of the thresholds with the third or a further frame.
  • the further frames each have a rail chassis, wherein all frames are connected to each other via connecting rods, which preferably also carry supply lines.
  • a ground gear is required only for the first frame, while the other frames can be moved on the already pre-directed rails.
  • these frames are based on the running surface of the ground undercarriage, ie the lower support layer.
  • all frames are arranged on a common floor, in particular crawler undercarriage.
  • a complete device is formed with which the track section can be raised, aligned and fixed.
  • the frame on roller tongs for lifting and straightening rollers for aligning the track section which roll on the rails. This allows a continuous lifting and aligning of the track section.
  • the frames also additionally on the rails unrollable Auflastrollen, by which the rails are held down. This too has proved to be particularly advantageous for the mobile lifting and aligning device.
  • the track is preferably aligned with a transverse beam to be arranged transversely to the rails, which is designed for direct or indirect engagement with the rails, a support element which can be fixed in the ground, in particular a lower support layer or the bottom of a trough, on which the straightening cross-member can be supported. and displacement means for displacing the straightening beam relative to the support element in its longitudinal direction.
  • the lateral position of the track is not made via the lifting device, but via a straightening beam, the is supported on a support element fixed in the underground, in particular in the lower support layer, but also the bottom of a trough, in order to bring the straightening truss together with the track attached thereto into the desired lateral position via the displacement means provided on the straightening crosspiece.
  • a supporting element can serve in particular a rod, as previously described.
  • the straightening crossbar is simple in construction and can be easily handled and transported.
  • the lifting device for holding the track section is thereby simplified since it no longer has to be designed for the lateral direction.
  • the support element is preferably designed for arrangement in the middle of the roadway. The lateral direction is thereby simplified.
  • the support element is preferably releasably connectable to the ground. This facilitates disassembly of the straightening beam after sufficient curing of the upper support layer.
  • a sleeve which can be introduced into the substrate can be provided for this purpose, into which the rod connected to the straightening crosspiece engages telescopically or vice versa.
  • the straightening cross member preferably has a recess which is penetrated by the rod during straightening.
  • the displacement means are supported in particular in the recess to move the straightening bar relative to the rod.
  • the recess may be formed as a slot in the body of the beam.
  • the recess may be formed by a laterally present on the straightening beam bracket. This results on the one hand a good Abstützberichtkeit and on the other hand a height displacement of the straightening beam relative to the support element, to allow a lowering of the track section during curing of the upper support layer.
  • a threshold is designed as a straightening crossbar. A separate straightening beam is thereby unnecessary.
  • the threshold may in particular be a monoblock threshold. But it is also possible to use a two-block threshold.
  • the straightening cross member is formed as a separate component.
  • a separate component has the advantage that it can be removed after sufficient fixation of the track section and can be reused elsewhere.
  • the separate component can span the entire track and have recordings for fixing the rails. Such a variant is particularly advantageous in connection with monoblock sleepers.
  • the straightening beam can be designed according to various embodiments of the invention as a rod, as a beam or as a box section.
  • a box profile is particularly advantageous in a straightening beam that can be used between the two blocks of a two-block threshold.
  • the lateral direction of the track section takes place according to further embodiments of the invention via at least one adjusting screw, an eccentric or a spindle gear, which each serve as an adjusting device.
  • the lateral direction of the track section can be suitably performed.
  • the spindle gear can for example comprise a threaded rod, which also serves as a straightening cross.
  • the straightening device is thereby particularly simple and uncomplicated.
  • the threaded rod can be provided with a protective bellows.
  • means for fixing the height position of the track section and / or the mutual height position of the two rails can be provided on the straightening beam.
  • a spindle device can be arranged for unscrewing the straightening cross member in each case at the two lateral end regions of the straightening traverse. The adjustment is possible without any problems.
  • sleeves with internal thread are provided in the straightening cross, in which spindles are used.
  • the sleeves are in particular detachably connected to the straightening cross member.
  • the sleeves can be connected via a bayonet lock with the straightening cross member.
  • the spindle can advantageously be released from the straightening cross member.
  • the spindles of the spindle device are also formed as a formwork holder for a casing for the upper support layer. Separate formwork holders can be saved.
  • angles brackets which are placed laterally to be produced upper support layer, the angle brackets anchored via traction means such as ropes or wires each on a bar introduced into the lower support layer or the like become. Again, this has proven to be advantageous for anchoring the casing.
  • the traction means are releasably attached to the angle brackets.
  • the angle brackets can be solved after curing of the finished support layer in a simple manner and are available for reuse.
  • the traction means may have a loop at one end and be passed through a passage in the angle brackets. By means of a pin, the traction means can then be anchored to the angle brackets. To release the pins are simply pulled out of the end loops of the traction means again.
  • the traction means are anchored directly above the direct supporting layer on the rod, in particular via a ring comprising the rod. Due to the thus given small lever arm influencing the rod is avoided.
  • the traction means can attack both immediately above the lower support layer and above. This can preferably be done in the manner of a rope triangle. The forces acting on the angle supports during the introduction of the concrete for the upper bearing layer forces are thereby optimally intercepted.
  • Fig. 1 shows a two-part threshold 1 with a first part 2 and a second part 3, each carrying a rail 4, 5, via releasable fastening means 6 are connected to the threshold 1.
  • the two parts 2 and 3 of the threshold 1 are connected to each other via connecting bars 7, which are supplemented by struts 7 'to a reinforcing cage 8.
  • the sleepers 1 are cast with the connecting iron 7 and the reinforcement cage 8 in an upper support layer 9 made of concrete, which is applied to a lower support layer 10, in particular a hydraulically bonded support layer. Furthermore, in the upper support layer 9 connected to the reinforcing cage 8, in particular 29rödelte, steel mat 11 is cast.
  • the two parts 2 and 3 of the threshold 1 each have one-sided or two-sided concrete or Arm michsfort instruments 12 through which threaded sleeves 13 are guided, which survive beyond the parts 2 and 3 of the threshold 1 and are connected to the reinforcing cage 8.
  • spindles 14 are screwed, each having a base plate 15 at its lower end, with which the spindles 14 on the lower support layer 10 can be supported.
  • a fixation plate 16 which is guided along the connecting bar 7 in a longitudinally displaceable manner, is provided with a central opening 17, which is shown in detail in FIGS.
  • a rod 18 is guided, which protrudes with its lower end into a recess 19 in the lower support layer 10.
  • the rod 18 in the recess 19, which is a slot or bore extending in the longitudinal direction of the roadway, is fixed in its vertical position, while the fixing plate 16 is slidably guided on the rod 18 in height.
  • Fig. 1 also shows formwork elements 20 which are arranged laterally of the upper support layer 9 and extend in the longitudinal direction of the roadway.
  • the formwork elements 20 are anchored via an upper formwork holder 21 and a lower formwork holder 22 at the threshold support of the threshold 1 or via steel strapping with formwork locks on the rod.
  • the lower formwork holder 22a may be anchored to a steel mat 11 secured to the sill.
  • the upper formwork holders 21a are each mounted on a rail foot 23, 24 of the rails 4, 5 and preferably made of round steel.
  • the lower formwork holders 22a are preferably made of flat steel and are each suspended in a strut of the steel mat 11.
  • the fixing plate 16 is formed in two parts, with two mirror-symmetrical halves 25, 26, each embrace two connecting iron 7 and between them together the passage opening 17 for the rod 18.
  • the two halves 25 and 26 also each have at least one passage opening 27, 28 for the implementation of fastening means, in particular an Allen screw 29, 30, which cooperate with a respective nut 31, 32.
  • the nuts 31, 32 are preferably welded to the two halves 25, 26, so that they are captive. Instead of fixing via fastening means 27, 29, the halves 25, 26 can also be welded to the threshold reinforcement.
  • the lifting and straightening device shown in Fig. 4 comprises a frame 33 with a central, horizontal support 34, in the two lateral Auslegearme 35 and 36 are retractable and extendable, in turn, at their free Ends are connected to vertical beams 37 and 38 which are slidably guided on vertical guides 39 and 40 in height.
  • the vertical guides 39, 40 are supported with their lower end respectively on a ground chassis 41, 42, in particular a crawler chassis, with which the frame 33 on the lower support layer 10 is movable.
  • central horizontal support 34 On the underside of the central horizontal support 34 lifting cylinder 43 with roller tongs 44 and running and straightening rollers 45 are attached. In addition, below the horizontal, central support 34, a working platform 46 is provided. About the lifting cylinder 43 with the roller tongs 44, the rails 4 and 5 of a track section to be laid can be raised, wherein the frame 33 at the same time in the longitudinal direction of the rails 4, 5 can be moved. The same applies to the running and straightening rollers 45, which are supported on the top and on the sides of the rails 4, 5. The extension and retraction of the lateral extension arms 35, 36 via a drive 47. Accordingly, for the raising and lowering of the vertical support 37 and 38 on the vertical guides 39 and 40 and for the method of the frame 33 along the roadway not shown drives intended.
  • a track section with sleepers 1 and rails 4, 5 is lifted by means of the frame 33 of the lifting and straightening device shown in FIG. 4 and positioned roughly aligned above the lower supporting layer 10 of the carriageway. Then, at a threshold 1 in the lower support layer 10, in particular laser-controlled, introduced a bore and then taken a rod 18 in the bore 19 or screwed or used and shed. Next is the Threshold 1 aligned over the frame 33 laterally and in height, with a slope in the transverse direction of the roadway is adjustable. The spindles 14 are then unscrewed from the sleeves 13 until they rest with their base plates 15 on the lower support layer 10.
  • the threshold 1 is fixed by means of the fixing plate 16 on the rod 18 mutual displacement by the two parts 25 and 26 of the fixing plate 16 pushed together along the connecting struts 7 and tightened by screwing the Allen screws 29, 30 on this.
  • the Allen screws and a weld can be provided.
  • the threshold 1 After the threshold 1 has been fixed in the intended position, it is poured into the upper support layer 9. For this purpose, the shuttering 20, 21, 22 is attached before.
  • the spindles 14 When the upper base course material, ie in particular the concrete, begins to bind off, the spindles 14 are preferably turned up into the sleeves 13, so that the threshold 1 can follow a shrinkage of the upper base layer 9 during setting.
  • the threshold 1 slides with the fixing plate 16 on the rod 18 down. The lateral fixation of the threshold 1 remains intact.
  • the fasteners 6 of the rails 4 and 5 can be solved to avoid an entry of forces during the further setting of the upper support layer 9 in the threshold 1 on the rails 4, 5.
  • the rail fasteners 6 are then tightened again and the formwork elements 20 and the upper formwork holder 21 is removed.
  • the lower formwork holders 22, 22a remain in the upper support layer 9.
  • the described production of the fixed carriageway according to the method according to the invention preferably takes place cyclically.
  • the manufacturing method according to the invention begins with the first cycle illustrated in FIG. 5a.
  • the rails 4, 5 are raised with the thresholds 1 attached thereto by means of a first frame 33 and roughly aligned at a distance from the lower support layer 10.
  • the frame 33 then continues in the direction of work I forward in the position shown in Fig. 5b.
  • the first frame 33 which is supported by a crawler undercarriage 41, 42 on the lower support layer 10, via connecting rods 48, two further frame 33 ', 33'', which are supported on the rails 4, 5 via the rollers 45.
  • a threshold 1 is again roughly aligned by the first frame 33, while the second frame 33 'finely aligns the threshold 1 previously roughly aligned by the first frame 33 in the preceding working cycle.
  • the second frame is supported by support means 51 on the lower support layer 10.
  • the intervening sleepers 1 can, but need not, be supported by unscrewing their spindles 14.
  • the third frame 33 '' is active to the previously already coarse and finely aligned Threshold 1 fine to align and finally fix. That is, the spindles 14 are brought to their end positions, and the sill 1 is fixed to the rod 18 by tightening or fusing the fixing plate 16 to the connecting iron 7.
  • the third frame is also supported by support means 51 on the lower support layer 10.
  • the first frame 33 again carries out the coarse alignment of a further threshold 1 and the second frame 33 'carries out the fine alignment of the threshold 1 previously roughly aligned by the first frame 33.
  • FIG. 5 d shows the next working cycle in which the three frames 33, 33 'and 33 "are again advanced in the working direction I by a specific threshold number.
  • the second threshold 1 is finely aligned and fixed by the third frame 33 ".
  • the formwork 20 can be attached to the two fixed thresholds 1 and the intermediate thresholds 1 shed into the upper substrate 9. After complete setting of the upper support layer 9, the formwork 20 is removed. If necessary, after cleaning, it can then be reused further forward.
  • any other thresholds in particular also one-part thresholds or panels 1 a, can be used. It is only necessary to provide on the sleepers 1 or plates 1a a mounting possibility for the rod 18, for example a slot 49 or a lateral device such as a bracket 50 or a lateral recess 50a in the middle of a one-piece threshold 1 or plate 1a with suitable Adjusting and / or fixing agents.
  • the orientation of the sleepers 1 and the rails 4, 5 takes place in particular laser-controlled. In principle, however, all other possible measuring methods can be used.
  • all thresholds are provided with sleeves 13 so that any thresholds or all thresholds can be supported on the lower support layer 10, if necessary.
  • the fixing plates 16 are preferably provided on all sleepers 1 or designed so that they can be attached later.
  • FIGS. 6 and 7 Another device for lifting and straightening a track section to be laid is shown in FIGS. 6 and 7.
  • the device comprises a ground gear 49 with four tracks 50 on which the entire lifting and directing means are arranged. Otherwise, the device is substantially identical to the device described above. The use of the device takes place in principle in the same manner as described above. Due to the crawler track 49, the device shown can be moved completely independent of the track.
  • a sleeve-shaped bolt 102 is inserted and anchored in a base layer 101 of a fixed track.
  • a rod 103 With its lower end, which is guided in an elongated hole 104 of a cross member 105 according to arrow I in the direction of the longitudinal axis of the traverse 105 slidably.
  • the rod 103 surrounds the bolt 102.
  • an adjusting screw 106 On the rod 103 engages laterally an adjusting screw 106 which is rotatably mounted in a thread 107 of the traverse 105. About this screw 106, the displacement of the rod 103 relative to the traverse 105 and vice versa.
  • the traverse 105 On its upper side 108, the traverse 105 has two receptacles 109 for two rails, not shown here, of a track.
  • the receptacle 109 the rails are laterally fixed relative to the traverse 105. Therefore, the rails used with the cross member 105 are displaced laterally by actuation of the adjusting screw 106. In this way, the lateral position of the track can be set.
  • Such traverses 105 may in principle be provided between each threshold in the case of a track to be set up. But it is also possible to provide the trusses 105 only at certain intervals, so not between all thresholds. Also, the thresholds can be formed in this way as a straightening cross. '
  • an upper support layer is applied to the lower support layer 101 into which the sleepers are cast.
  • the trusses 105 can be detached from the rails and removed.
  • the rod 103 is preferably releasably connected to the cross member 105, for example, screwed into this. After removing the rod 103 and releasing the rails of the cross member 105, this can be lowered slightly compared to the track and then removed from the side. As a result, the trusses 105 can be reused.
  • FIGS. 10 and 11 Another possibility of adjusting the lateral direction via the traverse 105 is shown in FIGS. 10 and 11. Accordingly, an eccentric 110 is used, which is arranged in the slot 104 of the traverse 105 is.
  • the eccentric 110 consists of a rod 111 which is inserted into the sleeve-shaped bolt 102 and anchored there by an internal support device. The upper end of the rod 111 is above the Traverse 105 upwards. At this protruding portion of the rod 111, the actual eccentric is arranged, which is fixed by lateral guide rails 112 on the cross member 105.
  • the eccentric 110 comprises an eccentric portion 113, which engages the guide rails 112 of the crossmember 105 to move the traverse, and an actuating portion 114, in particular a hexagonal portion to rotate the eccentric arrow II.
  • an actuating portion 114 in particular a hexagonal portion to rotate the eccentric arrow II.
  • a spindle device 116 is provided on the traverse 105 on both lateral outer sides, which in principle can function as thresholds, like the known spindle devices.
  • the spindles 117 in the sleeves 118 are placed on the support layer 101 to fix the set altitude.
  • the sleeve 118 is detachably connected to the cross member 105, for example via a bayonet closure, as indicated in FIGS. 12 to 16. As a result, the spindle 117 can be released from the traverse 105.
  • the sleeve 118 is released from the traverse 105 and the spindle device 116 with the spindle 117 pulled upwards.
  • the rotation of the spindle 117 is effected for example via a hexagon 119th
  • the spindle can also be used as a formwork holder.
  • the formwork 120 is suspended in the spindle 117 or otherwise connected to this.
  • the upper support layer 121 or a lower casting 121 a can be applied to the lower support layer 101.
  • the spindle unit 116 and the formwork 120 can be removed.
  • FIGS. 18 and 19 show a monoblock sleeper 150 with rail receptacles 151 and a central oblong hole 152 in which the straightening device 153 acts as a straightening traverse.
  • This is formed in the embodiment of FIGS. 18 and 19 as a spindle drive, arranged in a housing 154 spindle gear, which is actuated via a hand wheel 155, a housing passing through the spindle 156 and a sleeve 157 attached to the housing, which has a in the lower support layer 158 engages over inserted bolt 159.
  • the spindle 156 has at its two ends in each case a support plate 160, with which it is supported in the slot 152 of the concrete sleeper 150.
  • the transmission moves with the gear housing 154 in the corresponding direction as indicated by arrow I along the spindle 156. Since the gear housing 154 is supported on the bolt 159 via the sleeve 157, the monoblock sleeper 150 is thereby fixed with those in the rail receivers 151 Rails shifted laterally. In this way, the desired lateral position of the track section can be adjusted.
  • the transmission is preferably designed as a reduction gear, so that it is secured against unintentional adjustment.
  • FIGS. 20 and 21 works in principle in the same way.
  • a preferably designed as a reduction gear spindle gear 153 is provided, which is supported via a sleeve 157 and a bolt 159 on the lower support layer 158.
  • the spindle 156 is extended to a separate straightening beam which carries a rail receptacle 151 at its two ends.
  • the variant illustrated in FIGS. 20 and 21 is thus inserted between two sleepers or, in the case of panel construction, between the rail support points in order to align the track section laterally.
  • the handwheel 155 is provided on the upper side of the gear housing 154.
  • two protective bellows 161 are also provided on this on both sides of the spindle housing 154, of which, however, only one is shown.
  • the straightening cross member is designed as a box profile 162.
  • This in turn has a central recess 163, in which an eccentric 164 is inserted in the manner already described above.
  • the lateral ends of the box profile 162 are formed with chamfered walls 165, the inclination of which corresponds to the inclination of the opposing walls 166 of the two blocks 167 of a bi-block sleeper 168.
  • the box section 162 between the two blocks 167 of the monoblock threshold 168 are simply used.
  • the eccentric 164 is also supported, also in the manner described above, by means of a bolt 169 in the lower support layer 170. By rotating the eccentric 164 so the box section 162 can be moved laterally relative to the lower support layer 170. About the rail receivers 171 on the two blocks 167 of the two-block threshold 168 while the track section is taken and can be aligned laterally in the desired manner.
  • the variant shown in Figs. 24 and 25 in turn comprises a spindle gear 172 with a handwheel 173 and a spindle 174.
  • receiving shoes 175 are arranged, which automatically in their inclination to the inclination of the opposite sides 176 of fit both blocks 177 of a monoblock threshold 178.
  • the spindle gear in turn is seated in a gear housing 179, which is supported by a sleeve 180 on a bolt 181, which is introduced into a lower support layer 182.
  • the spindle 174 is in turn provided with two bellows 183, of which only one is shown here.
  • the two blocks 177 of the two-block sleeper 178 also carry rail receivers 184 here.
  • the spindle 174 moves according to arrow I in the lateral direction and takes over the receiving shoes 175, the two-block threshold 178 and thus the two rails in the rail receivers 184. In this way, the track can be aligned laterally.
  • the transmission is again preferred as a transmission gear trained, so that it is secured against accidental adjustment.
  • a rod 202 in particular a straightening bolt, is introduced and anchored in a lower support layer 201.
  • angle supports 203 are respectively placed on the lower support layer 201 and comprise a vertical leg 204 and, as shown in FIG. 27, two horizontal legs 205 enclosing an angle ⁇ .
  • a wire rope 206 is tensioned in each case, which is anchored with its one end to a steel ring 207, which is applied to the rod 202.
  • the other ends of the wire ropes 206 are each guided through a passage 208 in the angle supports 203 and have a loop 209.
  • these ends of the wire ropes 206 are anchored to the angle brackets 203.
  • additional wire ropes 211 and 212 may be provided, which are also fastened to the steel ring 207 or in a middle section of the wire rope 206.
  • the other ends of these additional ropes 211 and 212 are anchored in an upper portion of the vertical leg 204 of the angle brackets 203, also preferably detachable.
  • the formwork boards 213 are attached. As can be seen from FIG. 27, the formwork boards are arranged in such a way that the wire ropes 206, 211, 212 respectively extend between two adjacent formwork boards. Separate feedthroughs in the formwork boards are dispensable.
  • the concrete layer can be between them to be shed opposite cladding boards.
  • the angle supports 203 are removed by pulling the pins 210 out of the loops 209. Subsequently, the formwork boards 213 can be removed. In this way, not only the shuttering boards 213 but also the angle supports 203 are available for reuse. Only the wire ropes 206, 211 and 212 are lost.
  • the inventive method is particularly simple and economical.

Claims (57)

  1. Procédé de réalisation d'une voie de circulation fixe pour des véhicules ferroviaires, comportant des traverses (1) ou des plaques (1a) portant les rails (4, 5) et constituées en particulier en béton, qui sont intégrées dans une couche portante supérieure (9) en particulier également en béton, telle que la couche portante supérieure constitue un sommier coulé ou un garnissage posé sous lesdites traverses ou plaque, et est soutenue à son tour sur une couche portante inférieure (10), en particulier une couche portante dite agglomérée par voie hydraulique, présentant les étapes suivantes :
    - on réalise un tronçon de voie comportant des rails (4, 5) et des traverses (1) ou des plaques (1a) fixées sur ceux-ci à une distance prédéterminée ;
    - on agence et on fait tenir le tronçon de voie à distance au-dessus de la couche portante inférieure (10),
    - on oriente la position latérale et la position en hauteur du tronçon de voie,
    - on fait supporter le tronçon de voie sur la couche portante inférieure (10) en particulier au moyen d'une partie au moins des traverses (1) ou des plaques (1a),
    - on fixe le tronçon de voie à l'encontre d'une translation latérale en particulier par les traverses (1) ou par les plaques (1a), et
    - ensuite on coule la couche portante supérieure (9) ou le sommier ou le garnissage, en particulier en utilisant un coffrage (20) monté auparavant,
    caractérisé en ce que
    on introduit des barreaux (18) dans la couche portante inférieure (10), en particulier au milieu de la voie de circulation, et en ce que l'on réalise la fixation sur les barreaux (18) du tronçon de voie à l'encontre d'une translation latérale de façon réglable en hauteur.
  2. Procédé selon la revendication 1, caractérisé en ce que l'on introduit les barreaux (18) dans des évidements (19) ménagés auparavant dans la couche portante inférieure (10).
  3. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'une fois que le tronçon de voie prend appui sur la couche portante inférieure (10), on détache les traverses (1) ou les plaques (1a) depuis les rails (4, 5).
  4. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'on fixe les barreaux respectifs (18) au milieu de la traverse associée (1) sur celle-ci.
  5. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'on prévoit, au-dessous des traverses (1) ou des plaques (1a) une armature (11) recouvrant plusieurs traverses (1) et en particulier reliée à celles-ci, armature qui est intégrée dans la couche portante supérieure (9).
  6. Procédé selon l'une des revendications précédentes, caractérisé en ce que les traverses (1) comprennent un panier (8) surmoulé en partie dans les traverses (1), auquel on relie l'armature (11).
  7. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'on ménage les évidements (19) sous forme de perçages dans la couche portante inférieure (10).
  8. Procédé selon l'une des revendications 1 à 6, caractérisé en ce que l'on ménage les évidements (19) dans la couche portante inférieure (10) sous la forme d'une fente qui s'étend en continu dans la direction longitudinale de la voie de circulation.
  9. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'orientation de la position latérale et/ou de la position en hauteur du tronçon de voie s'effectue en deux ou plusieurs étapes.
  10. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'on contrôle la position de la voie après fixation et mise en appui du tronçon de voie, et si nécessaire on la corrige encore une fois.
  11. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'on établit une documentation sur la position de la voie après avoir fixé le tronçon de voie.
  12. Procédé selon l'une des revendications précédentes, caractérisé en ce que pour couler la couche portante supérieure (9) ou le sommier ou le garnissage, on utilise un coffrage pourvu d'éléments de coffrage (20) qui sont ancrés sur la voie.
  13. Procédé selon la revendication 12, caractérisé en ce que l'on ancre les éléments de coffrage (20) sur un pied de rail (23, 24) par un porte-coffrage supérieur et sur l'armature par un porte-coffrage inférieur (22).
  14. Procédé selon la revendication 13, caractérisé en ce que l'on surmoule le porte-coffrage inférieur (22) dans la couche portante supérieure (9) ou dans la structure coulée.
  15. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'on utilise des traverses (1) ou des plaques (1a) d'un seul tenant pourvues d'un trou oblong, d'une échancrure centrale ou latérale au milieu des traverses ou des plaques pour faire passer le barreau (18).
  16. Procédé selon l'une des revendications 1 à 14, caractérisé en ce que l'on utilise des traverses (1) en deux parties (2, 3) reliées entre elles par des attaches en fer (7) et portant chacune un rail (4, 5).
  17. Procédé selon la revendication 16, caractérisé en ce que pour l'immobilisation latérale des traverses (1) sur les barreaux (18), on utilise une plaque de fixation (16) qui est mobile en translation le long des attaches en fer (7) et qui est susceptible d'être immobilisée sur celles-ci et qui est pourvue d'une ouverture de passage (17) pour le barreau (18).
  18. Procédé selon la revendication 17, caractérisé en ce que la plaque de fixation (16) est réalisée en deux parties (25, 26) présentant chacune une moitié de l'ouverture de passage (17).
  19. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'orientation du tronçon de voie s'effectue par un dispositif séparé.
  20. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'on soulève le tronçon de voie, comportant les rails (4, 5) et les traverses (1) fixées sur ceux-ci, au moyen d'un dispositif de levage qui comprend au moins un cadre (33) qui coiffe la voie de circulation et sur lequel sont montés des préhenseurs (44) attaquant en particulier les rails (4, 5), et des moyens de levage (37, 38, 39, 40) pour soulever le tronçon de voie, le cadre (33) étant réalisé mobile le long de la voie de circulation.
  21. Procédé selon la revendication 20, caractérisé en ce que l'on prévoit sur le cadre (33) en supplément des moyens (45) pour orienter la position latérale et/ou la position en hauteur du tronçon de voie.
  22. Procédé selon la revendication 20 ou 21, caractérisé en ce que l'on prévoit au moins trois cadres (33, 33', 33") dont au moins le premier cadre (33) comprend un train de roulement au sol, en particulier un train de roulement à chenilles (41, 42).
  23. Procédé selon la revendication 22, caractérisé en ce que les autres cadres (33', 33") comprennent des moyens de soutien (51) pour le soutien pendant les travaux de levage et d'orientation, et au moins un train de roulement sur rails (45) pour le transport.
  24. Procédé selon la revendication 22 ou 23, caractérisé en ce que tous les cadres (33, 33', 33") sont reliés entre eux par des barres de liaison (48) qui portent de préférence simultanément des lignes de connexion.
  25. Procédé selon la revendication 22, caractérisé en ce que tous les cadres (33, 33', 33") sont agencés sur un train de roulement au sol commun, en particulier à chenilles.
  26. Procédé selon l'une des revendications 21 à 25, caractérisé en ce que les cadres (33, 33', 33") comprennent des pinces à galets (44) destinées au maintien, et des rouleaux d'orientation (45) pour orienter le tronçon de voie, susceptibles de rouler sur les rails (4, 5).
  27. Procédé selon la revendication 26, caractérisé en ce que les cadres (33, 33', 33") comprennent en supplément des rouleaux de charge (45) susceptibles de rouler sur les rails (4, 5) et maintenant vers le bas les rails (4, 5).
  28. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'on oriente la voie au moyen d'une entretoise d'orientation (105) agencée transversalement aux rails et réalisée pour l'attaque directe ou indirecte des rails, au moyen d'un élément de soutien (103) susceptible d'être immobilisé dans le sous-sol, en particulier dans une couche portante inférieure (101) et susceptible de supporter l'entretoise d'orientation (105), et à l'aide de moyens de translation (106) pour déplacer en translation l'entretoise d'orientation (105) suivant sa direction longitudinale (I) par rapport à l'élément de soutien (103).
  29. Procédé selon la revendication 28, caractérisé en ce que l'on agence l'élément de soutien (103) au milieu de la voie de circulation.
  30. Procédé selon la revendication 28 ou 29, caractérisé en ce que l'on relie l'élément de soutien (103) de façon détachable au sous-sol (101).
  31. Procédé selon l'une des revendications 28 à 30, caractérisé en ce qu'un barreau (103) susceptible d'être immobilisé dans le sous-sol (101) et attaqué par les moyens de translation (106) sert d'élément de soutien.
  32. Procédé selon la revendication 31, caractérisé en ce que l'on introduit dans le sous-sol (101) une douille (102) pour recevoir le barreau (103).
  33. Procédé selon l'une des revendications 28 à 32, caractérisé en ce que l'entretoise d'orientation (105) présente un évidement (104) qui est traversé par le barreau (103) lors de l'orientation.
  34. Procédé selon la revendication 33, caractérisé en ce que les moyens de translation (110) prennent appui dans l'évidement (104).
  35. Procédé selon la revendication 33 ou 34, caractérisé en ce que l'évidement (104) est réalisé sous forme de trou oblong dans le corps de l'entretoise d'orientation (105).
  36. Procédé selon la revendication 33 ou 34, caractérisé en ce que l'évidement est formé par un étrier (50) existant latéralement sur l'entretoise d'orientation.
  37. Procédé selon l'une des revendications 28 à 36, caractérisé en ce qu'une traverse (150) ou une plaque est réalisée sous forme d'entretoise d'orientation.
  38. Procédé selon la revendication 37, caractérisé en ce que la traverse (150) est une traverse monobloc.
  39. Procédé selon l'une des revendications 28 à 36, caractérisé en ce que l'entretoise d'orientation (105) est réalisée sous forme de composant séparé.
  40. Procédé selon la revendication 39, caractérisé en ce que le composant séparé coiffe la totalité de la voie et présente des logements (109) pour immobiliser les rails.
  41. Procédé selon la revendication 39, caractérisé en ce que le composant séparé (162) est mis en place entre les deux blocs (167) d'une traverse à deux blocs (168).
  42. Procédé selon l'une des revendications 39 à 41, caractérisé en ce que l'entretoise d'orientation est réalisée sous forme de barre filetée (156).
  43. Procédé selon l'une des revendications 39 à 41, caractérisé en ce que l'entretoise d'orientation (105) est réalisée sous forme de poutre.
  44. Procédé selon l'une des revendications 39 à 41, caractérisé en ce que l'entretoise d'orientation est réalisée sous forme de profilé en caisson (162).
  45. Procédé selon l'une des revendications 28 à 44, caractérisé en ce qu'au moins une vis de réglage (106) sert de dispositif de translation.
  46. Procédé selon l'une des revendications 28 à 44, caractérisé en ce qu'un excentrique (110) sert de dispositif de translation.
  47. Procédé selon l'une des revendications 28 à 44, caractérisé en ce qu'un entraînement à broche (153) sert de dispositif de translation.
  48. Procédé selon la revendication 47, caractérisé en ce que l'entraînement à broche (153) comprend une barre filetée (156) qui sert simultanément d'entretoise d'orientation.
  49. Procédé selon la revendication 48, caractérisé en ce que la barre filetée (156) est pourvue d'un soufflet de protection (161).
  50. Procédé selon l'une des revendications 28 à 49, caractérisé en ce que l'on prévoit sur l'entretoise d'orientation des moyens pour la fixation latérale du tronçon de voie pendant la finition de la voie de circulation fixe.
  51. Procédé selon l'une des revendications 28 à 49, caractérisé en ce que l'on prévoit des moyens pour la fixation latérale de la voie, qui attaquent les traverses (1) ou les plaques (1a).
  52. Procédé selon l'une des revendications 28 à 51, caractérisé en ce que l'on prévoit sur l'entretoise d'orientation (105) des moyens pour fixer la position en hauteur de la voie et/ou la position en hauteur réciproque des deux rails.
  53. Procédé selon la revendication 52, caractérisé en ce que l'on agence sur les deux zones d'extrémité latérales de l'entretoise d'orientation (105) un entraînement à broche respectif (116) pour positionner l'entretoise d'orientation (105).
  54. Procédé selon la revendication 53, caractérisé en ce que l'on prévoit dans l'entretoise d'orientation (105) des douilles taraudées (118) dans lesquelles sont mises en place des broches (117).
  55. Procédé selon la revendication 54, caractérisé en ce que les douilles (118) sont reliées de façon détachable à l'entretoise d'orientation (105).
  56. Procédé selon la revendication 55, caractérisé en ce que les douilles (118) sont reliées à l'entretoise d'orientation (105) par une fermeture à baïonnette.
  57. Procédé selon l'une des revendications 53 à 56, caractérisé en ce que l'on utilise les broches (117) de l'entraînement à broche (116) simultanément comme porte-coffrage pour un coffrage (120) pour la couche portante supérieure (121) ou pour le sommier ou le garnissage.
EP00105577A 1999-03-19 2000-03-16 Méthode de réalisation d'une voie ferrée Expired - Lifetime EP1039033B1 (fr)

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ES05010127T ES2319435T3 (es) 1999-03-19 2000-03-16 Dispositivo de elevacion.
EP05010127A EP1564331B1 (fr) 1999-03-19 2000-03-16 Dispositif de levage

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DE19912421 1999-03-19
DE19912421 1999-03-19
DE19927943 1999-06-18
DE19927943 1999-06-18
DE19928583 1999-06-22
DE19928583 1999-06-22
DE19929873 1999-06-30
DE19929873 1999-06-30
DE10000227 2000-01-05
DE10000227A DE10000227A1 (de) 1999-03-19 2000-01-05 Verfahren zur Herstellung einer festen Fahrbahn für Schienenfahrzeuge und Richtsystem zur Verwendung bei einem solchen Verfahren

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EP1039033A1 EP1039033A1 (fr) 2000-09-27
EP1039033B1 true EP1039033B1 (fr) 2006-05-31

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EP05010127A Expired - Lifetime EP1564331B1 (fr) 1999-03-19 2000-03-16 Dispositif de levage

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AT (2) ATE417961T1 (fr)
DE (3) DE10000227A1 (fr)
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EP0894897A1 (fr) * 1997-07-07 1999-02-03 Walo Bertschinger AG Procédé de réalisation d'une voie

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202019102034U1 (de) * 2019-04-09 2020-07-10 Alois Schranz Metall & Maschinenbau Ausrichtvorrichtung zum Ausrichten von Schienen im Gleisbau

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EP1564331A3 (fr) 2005-08-24
DE50012838D1 (de) 2006-07-06
ES2319435T3 (es) 2009-05-07
ATE328155T1 (de) 2006-06-15
PT1039033E (pt) 2006-09-29
ES2261112T3 (es) 2006-11-16
ATE417961T1 (de) 2009-01-15
EP1039033A1 (fr) 2000-09-27
EP1564331A2 (fr) 2005-08-17
DE50015494D1 (de) 2009-01-29
EP1564331B1 (fr) 2008-12-17
DE10000227A1 (de) 2000-10-19

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