Classifications

• • E—FIXED CONSTRUCTIONS
  • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
  • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
  • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
  • E01B3/28—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from concrete or from natural or artificial stone
  • E01B3/38—Longitudinal sleepers; Longitudinal sleepers integral or combined with tie-rods; Combined longitudinal and transverse sleepers; Layers of concrete supporting both rails

Definitions

• the invention relates to a sleeper frame for a track system for rail-bound vehicles, in particular for a ballast track, with the features of the preamble of claim 1.
• a railway superstructure is known from AT-PS 377 806, in which individual frame elements are strung together, each rail being mounted on a frame element by means of a plurality of supports.
• the frame elements can be connected by means of dowels on the end faces to absorb larger transverse forces.
• the reinforcement of these elements which are made of prestressed concrete, is carried out by tendons, each of which runs in a straight line between two opposite end faces of the element.
• This construction has the disadvantage that a connection of the frame elements is also required to absorb high transverse forces, which requires a corresponding manufacturing and assembly effort.
• the relatively large spacing of the rail supports within an element when subjected to a load on a wheel of a rail vehicle results in corresponding vibrations as a result of the different deflection behavior of the rail.
• the production as a prestressed concrete part with reinforcement elements running in the longitudinal and transverse directions requires the tensioning in two directions perpendicular to each other. This also means a considerable manufacturing effort.
• the present invention is therefore based on the object of creating a sleeper frame for a track system for rail-bound vehicles, in particular for a ballast superstructure, in which no complex connection of the sleeper frames in the transverse joints or highly elastic rail supports in the area of the rail fastenings is necessary, even with high transverse forces, and a decrease in the frequency of those generated in the rail vehicle
• the particular advantages of the sleeper frame according to the invention consist in that the rail fastenings placed on the outside of the frame edge on the one hand reduce the vertical gap in the transverse joint to such an extent that a connection between the sleeper frames can be dispensed with; In addition, the distance between the rail fastenings is considerably increased in this way, with the result that the frequency of vibrations is reduced accordingly.
• the outer rail supports in the area of the rail fastenings have a high stiffness and the middle rail supports have a low stiffness, the surface of the middle rail support being significantly higher than that of the outer rail supports before the rail assembly, so that the rail fastenings are tightened the middle rail support is compressed to the level of the outer rail support and receives a compressive prestress.
• Transverse sleepers (1) and / or the side members (2) are provided with an elastic material, preferably an elastic mat. This ensures that the elastic mat arranged under the sleeper frame largely takes on the required vertical rail depression and therefore the rail can be firmly connected to the sleeper frame by the rigid, outer rail supports and secured against tipping. The vertical rail deformation between the rail fastenings remains almost unhindered thanks to the soft middle rail support.
• the pre-compression in the middle rail support can be adjusted depending on its rigidity and pre-compression height so that the vertical rail depression under the wheel load becomes the same in both the frame center and in the rail fastenings and thus corresponds to a continuous rail support. This also further improves the vibration damping of the system.
• Rail axis provided a side member.
• a continuous or quasi-continuous mounting of the rail can be achieved in a simple manner without having to provide the cross ties very closely to one another, for example.
• the number of cross sleepers can in particular be reduced to two.
• a quasi-continuous mounting of the rail is to be understood as storage in points or areas lying close to one another, without one of the desired bending line of the rail under load being essential in the areas in which no storage is provided Deviation is generated.
• the position of the outer rail supports and / or the rail fastenings is selected such that the central plane of the rail fastenings is at a distance of less than or equal to 15 cm, preferably less than or equal to 10, transverse to the course of the rails cm from the outer boundary of the threshold frame in the longitudinal direction.
• these elements can be arranged centrally with respect to this dimension.
• the cross sleepers and the at least one longitudinal beam are formed in one piece, preferably as a prestressed concrete element. This results in a simple, rational possibility of production.
• the sleeper frame can be designed as a whole as a prestressed concrete part or it can be connected to a connecting rod in the form of a metal profile outer regions of the cross sleepers (and possibly the longitudinal beams) produced as normal concrete parts or prestressed concrete parts.
• tensioning elements are used as reinforcement of the sleeper frame, which are anchored on the end faces of a transverse sleeper.
• the tensioning elements are guided with arches from this cross sleeper via a longitudinal beam to a second cross sleeper and anchored on their front sides.
• At least two U-shaped clamping elements rotated relative to one another by 180 ° can be provided, the ends of which are anchored on opposite end faces of two transverse sleepers.
• the arches of the tensioning elements can run through the same side member or, in the case of two or more side members, through one side member each, which is closer to that End faces of the cross sleepers, in which the ends of the other clamping element are anchored.
• the tensioning elements can also be essentially Z-shaped, the ends of a tensioning element being anchored at opposite ends of different transverse sleepers.
• at least four Z-shaped clamping elements can be provided, two Z-shaped clamping elements crossing each other in the same longitudinal beam.
• Such a sleeper frame it can first be produced with expansion joints in the side members.
• the clamping elements are then pre-stressed by widening the joints.
• the expansion joints are finally closed with a suitable hardenable building material, so that there is a positive and non-positive connection in the expansion joints.
• Figure 1 is a partial schematic plan view of a track system with threshold frame according to the invention.
• Fig. 2 is a side view of the illustration in Fig. 1;
• Fig. 3 is a plan view of an embodiment of a threshold frame according to the invention, illustrating the U-shaped clamping elements used and
• FIG. 4 shows a plan view of a further embodiment of a sleeper frame according to the invention, illustrating the Z-shaped tensioning elements used.
• FIG. 1 The section of a track system shown schematically in FIG. 1 shows an embodiment of a sleeper frame with two cross sleepers 1, which preferably have one piece with two longitudinal beams 2
• the provision of the rail fastenings 3 on the transverse sleepers forming the outer boundary of the sleeper frame means that adjacent sleeper frames can be lined up with only a relatively small gap, and thus the rails 6 at the interfaces between them two threshold frames can be fixed at a short distance from each other. This improves the absorption of transverse forces, in particular forces vertical to the course of the rails when loaded by the wheels of a rail-bound vehicle (to a lesser extent, of course, transverse forces also occur in the plane formed by the rails 6, for example in
• Transverse joint arranged rail fastenings 3 with the two outer rail supports 4 has the advantage that the frame can follow the rail depression occurring under the wheel load without constraint and only slight differences in depression occur at the transverse joints. As a result, the transverse forces to be transmitted in the transverse joint also remain so low that they are transmitted via the rails 6 without any significant additional stress. An additional connection in the transverse joint is no longer necessary.
• the middle rail support 5 between the outer rail supports 4 has the task, on the one hand, of the rail 6, which is more self-supporting than usual
• the central rail support 5 must be able to follow these movements without detaching from the rail 6. This is achieved in that the surface of the middle rail support 5 before the rail assembly is clearly, preferably between 2 to 5 mm, higher than the surface of the outer rail supports 4.
• the middle becomes Rail support 5 compressed to the height of the outer rail support 4 and thereby receives a compressive prestress, which is maintained in the order of 0.1 mm even with a rail deflection upwards.
• the mode of operation of the middle rail support 5 described here is particularly useful with large dimensional tolerances in the gap between the rail 6 and the side member 2.
• the distance between the individual threshold frames i.e. between the closely adjacent outer transverse sleepers 1 and 1 'should be as low as possible.
• a changing gap width is required when laying in curves; on the other hand, the laying must not be hindered by individual gravel stones in the gap. In this respect, a distance of about 5 cm seems appropriate.
• the threshold frame described monolithically as a prestressed concrete component is shaped in such a way that it is suitable for production as a reinforced concrete component according to the principles known for two-block sleepers.
• the advantages of the threshold frame according to the invention are thus transferred to a further area of application.
• the prestressing reinforcement shown in FIG. 3 shows two U-shaped tensioning elements 10 and 11, which are anchored with end plates 12 on the adjacent end faces 9 and on the adjacent end faces 8.
• the prestressing can only be applied after the concrete has hardened. In order not to hinder the expansion in the tensioning elements 10 and 11, they are slidably guided in cladding tubes or separated from the concrete by a coat of paint.
• the prestressing forces are preferably entered into the tensioning elements 10 and 11 on the end faces 8 and 9 using 4 presses operating simultaneously.
• both the cross sleepers 1 and the side members 2 thus receive the longitudinal pretension necessary to accommodate dynamic loads.
• U-shaped clamping elements 10 and 11 are particularly suitable for large and few tendons because of the relatively large bending radii of the clamping elements and the small number of plate anchors 12.
• the reinforcement form shown in FIG. 4 is expedient, for which at least four Z-shaped tensioning elements 13, 14, 15 and 16 are required.
• tensioning elements are anchored to the end by bonding the wires to the concrete. Outside the end anchorages, the wires can slide through cladding tubes or thanks to a coat of paint in the concrete.
• the prestressing of this prestressing reinforcement is generated by widening the tension joints 17 in the longitudinal beams 2.
• the two cross sleepers 1 are pressed apart and thus pretensioned by four prestressing presses, which act close to the side members 2 on both sides.
• the opened expansion joints 17 are then filled with mortar, which is compacted by intensive vibration. As soon as the mortar has reached the necessary load-bearing capacity, the prestressing presses are lowered. This also gives the side members the intended preload.
• the clamping joints 17 arranged offset in the longitudinal beams 2 have the

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• Engineering & Computer Science (AREA)
• Architecture (AREA)
• Civil Engineering (AREA)
• Structural Engineering (AREA)
• Railway Tracks (AREA)
• Machines For Laying And Maintaining Railways (AREA)
• Train Traffic Observation, Control, And Security (AREA)
• Bridges Or Land Bridges (AREA)
• Platform Screen Doors And Railroad Systems (AREA)
• Body Structure For Vehicles (AREA)

Applications Claiming Priority (5)

Publications (2)

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Family Applications (1)

Country Status (8)

Cited By (1)

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• 1999
  • 1999-04-16 DE DE19917179A patent/DE19917179C1/de not_active Expired - Fee Related
  • 1999-09-16 WO PCT/DE1999/002954 patent/WO2000015908A1/fr active IP Right Grant
  • 1999-09-16 JP JP2000570421A patent/JP2002525457A/ja not_active Withdrawn
  • 1999-09-16 EP EP99969131A patent/EP1114221B1/fr not_active Expired - Lifetime
  • 1999-09-16 DE DE59904476T patent/DE59904476D1/de not_active Expired - Fee Related
  • 1999-09-16 AU AU11502/00A patent/AU1150200A/en not_active Abandoned
  • 1999-09-16 ES ES99969131T patent/ES2195660T3/es not_active Expired - Lifetime
  • 1999-09-16 DE DE19981826T patent/DE19981826D2/de not_active Expired - Fee Related
  • 1999-09-16 AT AT99969131T patent/ATE233845T1/de active
  • 1999-09-16 US US09/787,463 patent/US6581848B1/en not_active Expired - Fee Related

Non-Patent Citations (1)

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