EP1200676B1 - Voie pour vehicules sur rails et element de protection approprie - Google Patents

Voie pour vehicules sur rails et element de protection approprie Download PDF

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Publication number
EP1200676B1
EP1200676B1 EP99957272A EP99957272A EP1200676B1 EP 1200676 B1 EP1200676 B1 EP 1200676B1 EP 99957272 A EP99957272 A EP 99957272A EP 99957272 A EP99957272 A EP 99957272A EP 1200676 B1 EP1200676 B1 EP 1200676B1
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EP
European Patent Office
Prior art keywords
track
plates
track according
elements
middle plates
Prior art date
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Expired - Lifetime
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EP99957272A
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German (de)
English (en)
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EP1200676A1 (fr
EP1200676B2 (fr
Inventor
Peter Ablinger
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RTE Technologie GmbH
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RTE Technologie GmbH
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Application filed by RTE Technologie GmbH filed Critical RTE Technologie GmbH
Publication of EP1200676A1 publication Critical patent/EP1200676A1/fr
Publication of EP1200676B1 publication Critical patent/EP1200676B1/fr
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E01B19/003—Means for reducing the development or propagation of noise
    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B26/00—Tracks or track components not covered by any one of the preceding groups
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/18—Guard rails; Connecting, fastening or adjusting means therefor
    • 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
    • E01B2204/11—Embedded tracks, using prefab elements or injecting or pouring a curable material

Definitions

  • the invention relates to a track for rail-bound vehicles, especially on a solid roadway, with the rails assigned, derailment protection arranged between them or Guide elements.
  • the invention is also based on a method for the production of derailment protection for tracks directed by rail vehicles, especially for Tracks on a solid track.
  • derailment protection elements on tracks next to the rails for safety reasons are prescribed, for example in Area of bridges or in tunnels, are used in known constructions rail-like guide elements on the tracks parallel to the rails at a distance of approx. 18cm in height attached to the top edge of the rail.
  • These leadership elements provide for one of the two wheels of a derailed axle in the gap between the rail and the rail-like Guide element arrives so that there is a guide on both sides receives and the derailed wheel continues along the track is performed so that a transverse positioning of the bogie and in the consequence of the rail vehicle is avoided.
  • Such one Construction is known for example from DE 44 33 325 A1.
  • a track transition for vehicles is known from US 3,955,761.
  • the plate elements are in a distance of up to 2.5 inches (approx. 6.35 cm) next to the rails arranged and at their parallel to the rails Longitudinal sides provided with rail parts that the reinforcement serve the plate edges.
  • the known construction is not suitable after the between Track and plate element gap forming is narrow to safely hold a derailed wheel.
  • the object of the invention is to provide a track that one offers easy-to-install, inexpensive derailment protection, the appropriate to the roadway to be equipped immediately the site can be easily adjusted and with the more advantageous At least it is also easy to walk on of the track, preferably also a passability of the track can be realized with motor vehicles.
  • This task is accomplished by a track for rail vehicles, especially on a solid road, with between the tracks arranged, walkable and / or passable middle plates solved, on their approximately parallel to the rails Longitudinal outer sides of derailment protection and guide elements arranged and in a unit with the middle plates on the track or the track carriageway are attached, one between one Rail and the derailment protection or guide elements trained gap so for receiving one of the two wheels one derailed axis is designed that this in the Gap reaches and thus receives guidance on both sides and that derailed wheel is thus further along the rail.
  • the preferably profile-like derailment protection elements no longer as in the prior art using a variety of spaced apart Brackets arranged one behind the other on the track sleepers or the track support plates are attached, but over the rigid middle plates on the track or the track carriageway support, on the longitudinal outer sides of which they are arranged are.
  • the middle plates offer with their largely largely flat surface, which is expedient at about the same height how the top edge of the rail is or slightly lower, the possibility of unhindered accessibility and can appropriate strength of vehicles, for example are driven by emergency vehicles.
  • the middle plates are designed as soundproofing elements and in essentially consist of rigid absorber plates.
  • the at the Driving on tracks caused by noise generated by rail vehicles are often high, for example in residential areas leads to considerable annoyance to local residents.
  • tracks laid in slab track as they are increasing Dimensions also for the lines of high-speed trains especially in their tunnel areas and on bridges the noise level is comparatively high, so that these tracks in large sections with soundproofing elements should be equipped to reduce airborne noise.
  • there is a reduction in noise emissions aimed at at least 3 db what with the as soundproofing elements designed center plates can be easily reached can.
  • the soundproofing elements used for noise insulation can consist of porous materials, which with a suitable Binder to plates about 1m wide and depending Construction 0.5m to about 6m in length. These plates often consist of single-grain concrete with mineral or porous aggregates such as pumice, hollow clay balls inside (Lecaton) or the like.
  • the middle plates can on the sleepers and / or the track support plates of the track can be locked, the locking expediently with fastening screws or with the help of locking elements is carried out with a bayonet lock or any other quick release fastener and so allow a particularly quick assembly.
  • the middle plates preferably exist, especially if they are are designed as absorber plates for sound insulation, at least partly made of lightweight concrete with sound-absorbing additives such as. Pumice, lecaton or the like, their Surface ripped in a manner known per se or with a conical shape Wells can be provided. With the common ones Dimensions of these lightweight concrete slabs with a thickness of 16 or more cm their strength is sufficient, side impacts to catch up in the event of derailment from a wheel of the derailed rail vehicle on the derailment protection or Guide elements are exercised and up to 100 kN can be without causing damage to the absorber plate comes.
  • sound-absorbing additives such as. Pumice, lecaton or the like
  • the derailment protection elements preferably consist of steel profile strips and can be screwed to the middle plates his.
  • the length the derailment protection elements expediently identical to the Length of the middle panels and can be up to six or more meters be.
  • the tie rods can be in butt joints between two in Track panels arranged one behind the other along the track be arranged. However, it is also possible, at least some the tie rods in recesses on the top of the middle plates and / or to be arranged in transverse bores provided in these.
  • the use of tie rods for attaching the strip profile Derailment protection elements through cross holes inserted in the middle plates or in open ones Cutouts are inserted at the top of the middle plates allows a particularly simple assembly of the derailing protection strips, with the appropriate holes the ends protruding from the longitudinal outer sides of the middle plates the tie rods are attached and then screwed on Nuts are secured.
  • the tie rods are expediently made of electrically conductive Material so that the right and left side derailment protection elements are electrically connected to each other what is particularly advantageous for the grounding of these elements.
  • the arrangement is appropriately such that the right-hand derailment protection elements and the left-hand side Derailment protection elements are staggered, whereby when using the tie rods to attach the derailment protection profiles an electrical connection of all built-in Derailment protection elements created among each other becomes what makes their grounding much easier.
  • the length of the as Derailment protection elements used steel profile strips expediently a multiple of the length of a central plate.
  • Edge protection to provide, for example, from a suitable Plastic or a composite material can exist.
  • grounding measures can be dispensed with. Farther this also gives an advantage in terms of Corrosion protection.
  • Such protective elements that are not made Steel exist, but will probably only be there Gain importance where derailment protection is only subordinate Importance is important, however, where special emphasis is placed on a Is placed on the track.
  • the derailment protection elements can have a U-shaped cross section or have an L-shaped profile, the one Leg of the L-shaped protective elements or the crossbars of the U-shaped protective elements on the longitudinal outer sides of the middle plates and the free legs of the protective elements Project laterally towards the rails.
  • This configuration has the advantage that the screw heads for fastening of the protective elements on the middle plates serving fastening screws or those screwed onto the ends of the tie rods Fastening nuts not laterally over the derailing protection profiles protrude, but from the laterally projecting Legs of the profile strips are covered so that in the event of derailment of a rail vehicle from the wheels then running along the derailment protection elements the vehicle is not sheared or damaged can.
  • the free legs of the U or L-shaped Protective elements so long that they are on the side over the heads of the fastening screws and / or nuts of the Project tie rods for the derailment protection elements.
  • a particularly advantageous design can be achieved if the Derailment protection or guide elements in cross section have approximately hook-shaped profile, the shaft parts of the hook-shaped protective profiles on the longitudinal outer sides of the middle plates and the hook parts of the protective profiles overlap the upper longitudinal outer edges of the center plates.
  • This guaranteed special design of the guide elements due to their hook-shaped cross-section not only a high one Moment of resistance to bending, but prevented by the Overlap the top edges of the middle plate effectively that this Edges damaged when driving over a heavy motor vehicle become.
  • the hook part of the hook-shaped edge protection profiles preferably jumps a bit towards the side of the shaft part on the rail so that it is similar to the im Cross section of U- or L-shaped protective strips, the fastening screws or nuts of the tie rods are covered and thus their shear off or damage prevented.
  • derailment protection elements are preferably at their end regions bevelled on their sides facing the rails, which will surely prevent a derailed along the protective element acting as protection against derailment Wheel of a vehicle on the front of a following Protection element can abut and thereby suddenly locked becomes.
  • the middle plates are preferably with an intermediate one Compensation layer on the sleepers and / or the track slabs attached.
  • the compensation layer can, for example, consist of a neoprene pad or the like. exist and ensures a possible uniform, flat distribution of the pressure forces between the middle plate and the track support plate or the sleepers, by screwing the panels against the surface be generated.
  • the middle plates can be screwed through Fastening bolts are made through holes in the Slabs through into the sleepers or track slabs already dowels used in their production, preferably Plastic dowels that can be screwed in or in particular preferred embodiment of the invention by means of a suitable Adhesive in holes in the sleepers or track support plates be glued in.
  • the holes or the Dowels and the associated mounting bolts either in the middle of the sleepers or middle panels as well laterally next to their longitudinal outer sides at the edges of the middle plate are located.
  • the middle plates are like this firmly pressed against the track sleepers or the track support plates, that the resulting frictional connection, possibly in Connection with a form-fitting system of the middle plates to an abutment on the side next to the rail attachment and / or due to the tension band effect of the fastening screws also the largest side forces to be expected in the event of derailment up to 100 kN.
  • the holes for receiving the fastening bolts are from the Taper the underside towards the top of the center plates, thereby providing guidance or centering for those in the Sleepers or the track support plate pre-assembled fastening bolts form. It is similarly advantageous if the fastening bolts pre-assembled in the sleeper or track support plate tapered at the top and one Form the guide tip, which is easier in the hole in the middle plate can be introduced as a full length cylindrical bolt, the diameter of which is only slightly smaller than the diameter of an associated mounting hole.
  • the center plates on their underside and / or in Have locking elements in the area of their lower longitudinal outer edges, the holding surfaces on the sleepers adapted to this and / or the track support plates cooperate. It won't just a frictional connection, but a positive connection between middle plates and track supporting plates or sleepers manufactured in which those occurring in the event of derailment Lateral forces via the locking elements and holding surfaces are removed in the sleepers or track support plates, while the fastening bolts only have to take care that the middle plates are firm enough against the sleepers or the track supporting plates are pressed.
  • the middle plates could be used Structural steel and / or plastic bars or grids should be reinforced. In any case, they are so strong that they can also be driven by motor vehicles if necessary, which is becoming increasingly common, especially on tracks in tunnels is asked where possible, in the event of an accident Rescue vehicles over the track as quickly as possible to bring to the scene of the accident. Such passability of the track has so far usually only been reached if gratings between the rails or tracks are mounted on suitable substructures that support the wheel loads which can sometimes accommodate heavy rescue vehicles.
  • the absorber plates previously used only for sound insulation made of lightweight concrete that is not with side Protective strips are provided according to the invention, the requirements not fair for a driveability as it is light the plates in their peripheral areas are destroyed if heavy vehicles run over the outer edges of the panels. Due to the invention on the longitudinal outer sides of the center plates arranged derailment protection elements receive the However, panels in this area provide reinforcement that is crumbling or breaking off the concrete when driving over with a Vehicle safely prevented. To the middle plates on their front and rear end faces against damage from To protect vehicles driving over them, they can use additional Traffic protection strips are provided, which in particular then should be recommended if with regular traffic by motor vehicles along the track on the middle plates is to be expected.
  • the middle plates as composite plates with a first, reinforced concrete layer of high strength and an aerated concrete layer arranged thereon are. While the aerated concrete layer is not just for good sound absorption, but because of its permeability also ensures that water is drained off Concrete layer of high strength the passability of the track in the Area of the center plates. When it comes to noise reduction the whole record can of course not arrive Concrete is high strength. For draining rainwater are then appropriate in the top of the Plate drainage channels for surface drainage provided the rainwater laterally or through drain holes derive in the plate. The reverse is also continuous middle plate made of aerated concrete is conceivable if no value is placed on a passability.
  • Corrosion protection is preferred in the area of the aerated concrete executed for which they are galvanized or otherwise coated could be.
  • reinforcement materials glass fiber reinforced, carbon fiber reinforced or pre-stretched Plastic materials in question, although under permanent load the components have disadvantages compared to steel reinforcements jerky or infrequent stresses, such as them in the present case, the desired one can be expected Ensure the strength of the components safely.
  • the middle plates are preferably in their top Provide longitudinal median plane with depressions in which a Line guide cable can be inserted. Crossing the line cables can be done in the joint between two middle plates, which is why a transverse gap in the end area is useful the plates remain free or is provided through which the line cable is led out of the side of the track.
  • Vorteihaft style are in the center plates themselves in the longitudinal direction of the The track is groove-like approximately in the median longitudinal plane of the slabs Recesses are provided in which the line cable is inserted becomes. When driving over the center plates with motor vehicles the guide cable can then not between the plate and the tire Vehicles get caught and damaged.
  • Crossing out the line cables i.e. swapping two Line cables, one of which is in the middle of the track in the middle plates and the other side next to one of the two Rails runs, expediently in the area of a Joint of two adjoining center panels.
  • the line cables are laid so that they only a little below the top of the middle plates from the side Step out of the gap between them, for example above one between the two adjacent plates to theirs Connection arranged connection tab, they are in the case a derailment of a rail vehicle with a high probability severed when a derailed wheel in the Gap between rail and derailment protection element. Cutting the line cable can be a fault message Control center of the rail vehicle from derailment in Set knowledge and ensure that the train stops immediately. In sections of the track in which a cut of the Guide cable is not desired, the outcross in the lower Area of the gap between the two affected center plates, expediently take place below a connecting tab.
  • a particularly advantageous embodiment of the middle plates arises when this is on the plate butt on their one Front with a projecting transom and their other End face designed with a complementary to the locking bar Bolt recess are provided.
  • the one behind the other on the track arranged center plates can then be processed according to Art a tongue and groove connection with each other so positively be connected to the plates in case of derailment lateral forces not exerted on the outer edges the plates arranged on their derailment protection elements Connecting tabs must be included, but the Forces by means of the bolt recesses and the enclosing them Crossbars in which adjacent panels are removed.
  • the middle plates in the inlet and / or outlet area Have derailment protection elements that start out from the maximum width at the joint to each adjacent center plate to the free end of the inlet or Run the outlet plate towards each other towards the middle of the track.
  • the middle plates at the entry and exit points of the equipped with drivable or walkable derailment protection components Tracks are specially designed so that the Gap between a rail and the associated derailment protection element starting from the free end of the inlet plate continuously tapered or towards the free end of the outlet plate continuously expanded.
  • the arrangement can also be taken so that the converging against each other Derailment protection elements on their towards the rails facing outsides at least partially in sound absorbing Lightweight concrete or the like are embedded.
  • the middle plates at the inlet and outlet then essentially have one identical shape to the other center panels, the derailing protection strips but run - embedded in concrete on all sides - approximately triangular towards each other, so that in the event of derailment directly at the inlet or outlet area of the derailment protection components the derailed wheel on the outside Derailment protection element applied, in normal operation Lightweight concrete that is used for sound absorption is rolled over or blasted off can until it comes in contact with the derail protection bar comes and is captured by this.
  • the invention provides a method for producing derailment protection for tracks of rail-bound Vehicles, especially created for tracks in slab track, that is characterized in that between the Rails of the track have a central plate that can be walked on and / or driven over with on their longitudinal outer sides arrested derailment protection elements arranged so is that the longitudinal outer sides with the derailment protection elements parallel to the rails of the track Formation of a gap are aligned, the gap between a rail and the derailment protection element for accommodation a wheel of a derailed axle configured in this way is that the wheel gets into the gap so that it is on both sides receives a guide and thus continues along the rail becomes.
  • a derailment protection component is also particularly advantageous arrange existing tracks later, so that already existing tracks with the preferred derailment protection the invention can be retrofitted.
  • the method according to the invention can thus be used upcoming derailment protection component with all of its previously described Advantages with only two anchors about 12 mm in diameter safely on the sleepers of a track Fasten.
  • the attachment is conveniently as close as possible the longitudinal outer sides of the middle plates in the largest possible spatial proximity to an abutment for the plates near the Rail fastening.
  • the concrete sleepers in which afterwards Bores up to a diameter of 16 mm can be made may have a higher concrete quality than the surrounding one Grouting concrete or the track support plate and are therefore for the Attachment of the middle plates preferably used.
  • the thresholds are usually in their position and height more precisely aligned than the surrounding grouting concrete of a track in a solid carriageway, so that also on them fixed derailment protection components can be aligned precisely are.
  • 10 denotes a track for rail-bound Vehicles on a solid roadway, in which the rails 11 in themselves known and not shown manner on track support plates 12 of the track are attached. Between the rails 11 of the The middle plates 14 are arranged to reduce the track that of the track when it is driven by a rail vehicle outgoing airborne sound designed as soundproofing elements 13 are made of rigid absorber plates made of lightweight concrete mineral and / or porous additives such as blast furnace slag consist. The absorber plates are 15 in the longitudinal direction of the track arranged in succession to form butt joints 16 and by means of fastening screws 17 on the top of the track supporting plates 12 locked. As can be seen from Fig.
  • FIGS. 1 to 5 Embodiment are the mounting screws from above inserted through holes 20 in the absorber plates 14 and in plastic dowels 21 screwed in, which is already in the production of the Track support plates 12 were embedded in this.
  • the heads 22 the mounting screws 17 are in the holes 20 at the top the recesses 23 surrounding the absorber plates, so they don't have the top 24 of the absorber plates protrude.
  • the steel profile strips have a length that is twice as large like the length of the absorber plates.
  • tie rods 28 running transversely to the longitudinal direction 15 of the track, a part of which in the butt joints 16 between two adjacent ones Absorber plates run and another part in open at the top Recesses 29 inserted or through transverse bores 30 in the Absorber plates are inserted, as can best be seen in FIG. 4 is.
  • derailment protection elements or guide elements Forming steel profile strips in the in Fig. 1st to 5 embodiment shown an L-shape and are on her longer, vertical leg aligned with the tie rods Provided holes 31 with which they on the thread ends the tie rods 28 plugged in and with the help of fastening nuts 32 are locked.
  • Fig. 1 they are in the longitudinal direction of the track consecutive derailment protection elements 26 the first embodiment always between the front edge 33 and the rear edge 34 of an absorber plate 14, and approximately in the middle of a longitudinal outside 25.
  • the arrangement is taken so that the right-hand edge protection elements 26a and the left-hand edge protection elements 26b, respectively are staggered to each other so that on each absorber plate at most one joint of steel profile strips 27 only one of the two longitudinal outer sides is present, while on the on the other longitudinal outside that serves to protect against derailment Steel profile strip over the entire length of the corresponding absorber plate goes through and only on the behind and / or in front lying plate abuts the next profile bar.
  • tie rods 28 as well as the profile strips 27 are made of steel and thus are electrically conductive, are all in the Track built-in edge protection elements with each other electrically connected, which significantly earthed these components facilitated.
  • the middle plates are 14 on their longitudinal outer sides 25 with receiving recesses 35 provided, in which the edge protection elements 26 with their vertical Legs 36 are inserted so that the lower end of the leg 37 on the horizontal bearing surface 38 of the receiving recess gets up.
  • the assembly of the edge protection elements 26 on the longitudinal outer sides 25 of the absorber plates 14 considerably facilitated and it is ensured that the profile strips the get correct relative position to the absorber plates.
  • the free, projecting horizontally towards the rails Leg 39 of the L-profile strips have such a great length that them laterally over the mounting nuts 32 and the ends of the Project tie rod 28.
  • the protruding horizontal legs 39 serve in the event of derailment of a rail vehicle then between the rail 11 and that as protection against derailment acting guide protection element 26 running wheel of the vehicle to guide, with the projection of the legs 39 on the Fastening nuts 32 and the tie rod 28 is ensured that the fastening nuts 32 and the tie rods 28 are not damaged and vice versa the derailed wheel of the vehicle not hindered in its run along the edge protection elements becomes.
  • derailment protection elements are for a similar reason 26 at their end regions 40 on their rails 11 facing Pages 41 beveled so that in the area of the butt joints between two successive derailment protection strips Prevents a derailed wheel against the front 42 of a derailment protection element starts up and thereby the derailed vehicle abruptly braked or the derailed Wheel from the space between the rail and the edge protection element is lifted out.
  • the middle plates form 14 with the lower projections delimiting the receiving recesses 35 43 in the area of the lower longitudinal outer edges 44 locking elements 45 by a suitable fillet 46 on holding surfaces 47 are adapted to the top of the track support plates 12 of threshold blocks 48 formed therein for the rails 11 are formed.
  • Latching elements bring about a positive locking of the absorber plates on the track slabs in one direction across to the longitudinal direction 15, so that in the event of derailment from the wheels of a vehicle via the steel profile strips 27 high side forces exerted on the center plates 14 without any problems can be removed in the track slabs.
  • the absorber plates are Provide reinforcement 49 in the longitudinal direction of the track and the steel profile strips arranged on the longitudinal outer sides 25 27 protrude with their upper, horizontal leg 39 Pieces beyond the top 24 of the absorber plate 14. Since the Steel profile strips 27 the longitudinal outer sides 25 of the absorber plates completely cover, these are accessible by motor vehicles, for example, of emergency vehicles, which in the case of a Accident of the rail vehicle along the track route over the Track must be brought to the scene of the accident. With one Access by ambulance vehicles such as ambulances or fire engines become the longitudinal outer sides of the absorber plates not damaged when driving over heavy vehicles.
  • the reinforcement 49 in the longitudinal direction as well as the Preload the absorber plates in the transverse direction through the tie rods prevent especially in connection with the flat Break the absorber plates on the track supporting plates of the absorber plates even when frequently used by motor vehicles.
  • the middle plates 14 of a track according to the invention Made of high strength concrete, which is also used regularly by heavy vehicles can be driven on without damaging the Middle plates is coming.
  • High-strength concrete slabs work not or only slightly sound absorbing, so that the in the figures 6 and 7 illustrated embodiment of a center plate either is preferably used where sound insulation is not required on the other hand, the track is more frequently accessed is expected, or on top with an additional one Layer of sound-absorbing aerated concrete is provided.
  • the AAC layer then preferably has a thickness of approximately 10 cm, while the lower concrete layer of concrete is of high strength about 8 cm thick, which is certainly sufficient, a passability with sufficient sound insulation at the same time.
  • derailment protection strips 26 the same Length as the center plates, in the preferred embodiment a length of 5.85 m.
  • the derailment protection elements 26 have an approximately hook-shaped profile in cross section, wherein the shaft parts 51 of the protective profiles 26 on the longitudinal outer sides of the middle plates 14 and the hook parts 52 of the Guide elements 26, the upper longitudinal outer edges 53 of the center plates 14 overlap.
  • This particularly advantageous embodiment not only are those made of weatherproof steel preferred existing protective profiles 26 securely on the longitudinal outer sides of the Middle plates held, but offer in the upper edge area also optimal protection against damage that would otherwise be caused by heavy vehicles that run over the edges could.
  • the middle plates serve in the longitudinal center plane 54 through mounting holes 20 inserted fastening bolts 55 with their lower End 56 in holes aligned with the mounting holes 20 57 are glued into the track support plate 12.
  • the plates 14 with each other connected by steel connecting straps, not shown, at the joints of the panels from the outside against the derailing protection strips be screwed.
  • the connecting straps have only one Safety function in the longitudinal direction of the track while on the Lateral forces acting on the center plates, for example with a Derailment, from the transom or transom recesses in the neighboring center plates are removed, with a transverse displacement prevented two adjacent plates relative to each other becomes.
  • the invention is not limited to that shown and described Embodiments limited, but there are many Changes and additions without going beyond the scope of the invention leave.
  • to provide the for example in the manufacture of the track slabs in the form of protruding pins firmly poured into these are then placed on the middle plates and by means of fasteners connected to the pins are locked become.
  • the preferred tie rods for fastening the edge protection elements these can also be used Fastening screws are attached through holes in the Steel profile strips are screwed into the middle plates.
  • edge protection elements can instead of the L-shaped or hook-shaped Profiles also have a different cross-sectional shape, for example a U-profile, as shown in Fig. 3 by the dash-dotted line 50 is indicated.
  • the positive locking of the middle plates on the track slabs can also, for example by a plate arranged on the underside of the plates in the middle groove running in the longitudinal direction of the track, with a web projecting at the top of the track support plates interacts.
  • a tunnel entry and exit can be the middle plates as entry and exit Outlet pieces to be formed, starting from the uniform width of the adjacent center plate Taper the center of the track so that the gap between the center plate and rails in the entry area a continuously decreasing Width until the desired gap width is reached, and correspondingly continuously at the outlet area of the gap becomes wider until the end of the outlet piece.
  • the edge protection elements made of electrically non-conductive material such as Training plastic, so that an otherwise usually complex earthing does not occur here is required.
  • the middle plates and on these sides attached derailment protection elements existing derailment protection components can easily on existing tracks be upgraded, preferably in the sleepers of the track Holes with a permissible diameter near the rails can be retrofitted into the then fastening bolts can be glued or dowelled for the middle plates.
  • the screw connection accessible on the outside of the derailment protection elements can be used to connect the earthing / traction current feedback be used so that no separate grounding bolts are provided Need to become.
  • the outside Bolts of the tie rods also as a support for the Gap covering the rail and the middle plate, between The outside of the middle plate and the edge of the rails to be attached Coverage can be used.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Railway Tracks (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Prostheses (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Road Signs Or Road Markings (AREA)
  • Body Structure For Vehicles (AREA)

Claims (36)

  1. Voie (10) pour véhicules sur rail, en particulier sur soubassement rigide, comprenant des plaques centrales (14) piétonnières et/ou carrossables disposées entre les rails, et dans laquelle, des éléments (26) de guidage et respectivement de protection contre le déraillement sont agencés sur les côtés extérieurs longitudinaux (25) des plaques centrales orientés sensiblement parallèlement aux rails (11), et sont fixés d'un seul tenant avec les plaques centrales (14) sur la voie (10) et respectivement sur le soubassement (12) de la voie, et une fente formée entre un rail (11) et les éléments de guidage respectivement de protection contre le déraillement (26) est agencée pour recevoir l'une des deux roues d'un essieu déraillé de telle manière que celle-ci aboutisse dans la fente et reçoive ainsi un guidage bilatéral, et que la roue déraillée continue ainsi d'être guidée le long du rail.
  2. Voie selon la revendication 1, caractérisée en ce que les plaques centrales (14) sont agencées en éléments d'insonorisation (13) et sont essentiellement constituées de plaques absorbantes rigides.
  3. Voie selon la revendication 2, caractérisée en ce que les plaques absorbantes (14) sont immobilisées sur des seuils et/ou des plaques porteuses (12) de la voie (10).
  4. Voie selon l'une des revendications 1 à 3, caractérisée en ce que l'immobilisation des plaques centrales (14) sur les seuils et/ou plaques porteuses (12) de la voie (10) est réalisée au moyen de vis de fixation (17) ou boulons de fixation.
  5. Voie selon l'une des revendications 1 à 3, caractérisée en ce que l'immobilisation des plaques centrales (14) sur les seuils et/ou les plaques porteuses (12) de la voie (10) est réalisée au moyen d'éléments d'immobilisation à verrouillage rapide ou à baionnette.
  6. Voie selon l'une des revendications 1 à 5, caractérisée en ce que les plaques centrales (14) sont constituées de béton léger avec additif absorbant le son.
  7. Voie selon l'une des revendications 1 à 6, caractérisée en ce que les éléments de protection contre le déraillement (26) sont constitués de bordures profilées en acier (27).
  8. Voie selon l'une des revendications 1 à 6, caractérisée en ce que les éléments de protection contre le déraillement sont constitués en un matériau électriquement non-conducteur à résistance mécanique élevée.
  9. Voie selon l'une des revendications 1 à 8, caractérisée en ce que les éléments de protection contre le déraillement (26) sont vissés avec les plaques centrales (14).
  10. Voie selon l'une des revendications 1 à 9, caractérisée en ce que les plaques centrales (26) sont formées sur les éléments de protection contre le déraillement (14) et sont reliées d'un seul tenant avec ceux-ci.
  11. Voie selon l'une des revendications 1 à 10, caractérisée en ce que les éléments de protection contre le déraillement (26a, 26b) gauches et droits, disposés sur les côtés extérieurs longitudinaux (25), sont immobilisés sur les plaques centrales (14) au moyen de tirants (28) s'étendant transversalement à la direction longitudinale (15) de la voie (10).
  12. Voie selon la revendication 11, caractérisée en ce que les tirants (28) sont disposés dans des raccords d'aboutement (16) formés chacun entre deux plaques centrales (14) se succédant dans la direction longitudinale de la voie (15).
  13. Voie selon la revendication 11 ou 12, caractérisée en ce que les tirants (28) sont disposés dans des évidements (29) sur le côté supérieur (24) des plaques centrales (14) et/ou dans des alésages transversaux (30) prévus dans celles-ci.
  14. Voie selon l'une des revendications 11 à 13, caractérisée en ce que les tirants (28) sont constitués d'un matériau électriquement conducteur.
  15. Voie selon l'une des revendications 1 à 14, caractérisée en ce que des éléments de protection contre le déraillement s'étendant l'un derrière l'autre dans la direction longitudinale de la voie (15) sont aboutés entre le bord avant (33) et le bord arrière (34) d'une plaque centrale (14), de préférence sensiblement au milieu d'un côté extérieur longitudinal (25).
  16. Voie selon l'une des revendications 1 à 15, caractérisée en ce que les éléments de protection contre le déraillement droits (26) et les éléments de protection contre le déraillement gauches (26b) sont aboutés avec un décalage entre eux.
  17. Voie selon l'une des revendications 1 à 16, caractérisée en ce que les éléments de protection contre le déraillement (26) présentent en coupe transversale un profil en U ou un profil en L, l'une des ailes (36) des éléments de protection en L (26) ou selon le cas l'âme transversale des éléments de protection en U est appliquée contre les côtés extérieurs longitudinaux (25) des plaques centrales (14) et les ailes libres (39) des éléments de protection (26) font saillie latéralement en direction des rails (11).
  18. Voie selon la revendication 17, caractérisée en ce que les ailes libres (39) font saillie latéralement au-delà des têtes des vis et /ou écrous de fixation (32) des tirants (28) pour les éléments de protection (26).
  19. Voie selon l'une des revendications 1 à 16, caractérisée en ce que les éléments de guidage et respectivement de protection contre le déraillement (26) présentent en coupe transversale un profil sensiblement en forme de crochet, la partie tige (51) des profilés de protection en forme de crochet (26) étant appliquée contre les côtés extérieurs longitudinaux (25) des plaques centrales (14) et les parties crochet (52) des profilés de protection (56) chevauchent les bords extérieurs longitudinaux supérieurs (53) des plaques centrales (14).
  20. Voie selon la revendication 19, caractérisée en ce que la partie crochet (52) d'un élément de protection contre le déraillement (26) fait un peu saillie latéralement en direction du rail (11) par rapport à sa partie tige (51).
  21. Voie selon l'une des revendications 1 à 20, caractérisée en ce que les éléments de protection contre le déraillement (26) ont une longueur au moins deux fois plus grande que la longueur des plaques centrales (14).
  22. Voie selon l'une des revendications 1 à 21, caractérisée en ce que sur leurs côtés extérieurs longitudinaux (25) les plaques centrales (14) comportent des évidements récepteurs (25) pour les éléments de protection contre le déraillement (26). ,
  23. Voie selon l'une des revendications 1 à 22, caractérisée en ce que sur leurs côtés (41) tournés vers les rails (11), les éléments de protection contre le déraillement (26) sont en biseau dans leurs régions d'extrémité (40).
  24. Voie selon l'une des revendications 1 à 23, caractérisée en ce que les plaques centrales (14) sont fixées sur les seuils et/ou plaques porteuses (12) de la voie avec interposition d'une couche de compensation (18).
  25. Voie selon la revendication 24, caractérisée en ce que la couche de compensation (18) est en un revêtement de néoprène (19) ou analogue.
  26. Voie selon l'une des revendications 1 à 25, caractérisée en ce que l'immobilisation des plaques centrales (14) est réalisée au moyen de pièces de blocage qui prennent les bordures de protection contre le déraillement (26) en leur région inférieure dirigée vers les seuils ou respectivement les plaques porteuses de la voie et qui peuvent être serrées contre les seuils ou les plaques porteuses de la voie au moyen de vis de fixation.
  27. Voie selon l'une des revendications 1 à 26, caractérisée en ce que sur leur côté inférieur et/ou dans la région de leurs bords extérieurs longitudinaux inférieurs (44) les plaques centrales (14) présentent des éléments de verrouillage (45) qui coopèrent avec des faces de maintien (47) adaptées à ceux-ci, prévues sur les seuils et/ou plaques porteuses (12) de la voie.
  28. Voie selon l'une des revendications 1 à 27, caractérisée en ce que les plaques centrales (14) sont armées au moyen d'acier de construction (49) et/ou de fibres synthétiques.
  29. Voie selon l'une des revendications 1 à 28, caractérisée en ce que les plaques centrales (14) sont équipées de bordures de protection contre la circulation sur leurs côtés frontaux avant et arrière (33, 34).
  30. Voie selon l'une des revendications 1 à 29, caractérisée en ce que les plaques centrales (14) sont conçues sous la forme de plaques composites comprenant une première couche de béton à haute résistance armée, et une couche de béton poreux disposée au-dessus.
  31. Voie selon l'une des revendications 1 à 30, caractérisée en ce qu'il est prévu dans les plaques centrales (14), dans la direction longitudinale de la voie (10), sensiblement dans le plan longitudinal médian (54) des plaques, des évidements du type rainure pour un câble conducteur de ligne.
  32. Voie selon la revendication 31, caractérisée en ce que dans la région des joints de plaques entre deux plaques centrales voisines (14), les évidements du genre rainure sont complétés par des emplacements de raccordement débouchant en forme d'arc dans les joints de plaque.
  33. Voie selon l'une des revendications 1 à 32, caractérisée en ce que sur les côtés d'aboutement des plaques, les plaques centrales (14) sont équipées sur l'un de leurs côtés frontaux (33) avec une poutre de verrouillage saillante et sur leur autre côté frontal (34) avec un évidement de verrouillage agencé complémentairement à la poutre de verrouillage.
  34. Voie selon l'une des revendications 1 à 33, caractérisée en ce que les plaques centrales présentent dans la région d'abordage et/ou de fuite, des éléments de protection contre le déraillement qui convergent l'un vers l'autre sensiblement vers le milieu de la voie en direction de l'extrémité libre de la plaque d'abordage ou de fuite, à partir de la largeur maximale au point d'aboutement avec la plaque centrale voisine respective (14).
  35. Voie selon la revendication 34, caractérisée en ce que sur leurs côtés extérieurs tournés vers les rails les éléments de protection contre le déraillement convergeant l'un vers l'autre sont au moins partiellement noyés dans du béton léger phoniquement absorbant, ou analogue.
  36. Procédé pour fabriquer une protection contre le déraillement pour des voies pour véhicules sur rails en particulier pour des voies en soubassement solide selon l'une des revendications 1 à 29, caractérisé en ce qu'on dispose entre les rails de la voie une plaque centrale piétonnière et/ou carrossable (14) avec des éléments de protection contre le déraillement (26) immobilisés sur ses côtés extérieurs longitudinaux (25), de façon que les côtés extérieurs longitudinaux équipés des éléments de protection contre le déraillement (26) soient orientés à peu près parallèlement aux rails (11) de la voie (10) en formant une fente, la fente entre un rail et l'élément de protection contre le déraillement étant agencée pour recevoir une roue d'un essieu déraillé de telle manière que la roue aboutit dans la fente, de sorte qu'elle reçoit un guidage bilatéral et continue ainsi à être guidée le long du rail.
EP99957272A 1999-07-06 1999-10-30 Voie pour vehicules sur rails Expired - Lifetime EP1200676B2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19931048A DE19931048A1 (de) 1999-07-06 1999-07-06 Gleis für schienengebundene Fahrzeuge sowie Schallschutzelement hierfür
DE19931048 1999-07-06
PCT/EP1999/008303 WO2001002646A1 (fr) 1999-07-06 1999-10-30 Voie pour vehicules sur rails et element de protection approprie

Publications (3)

Publication Number Publication Date
EP1200676A1 EP1200676A1 (fr) 2002-05-02
EP1200676B1 true EP1200676B1 (fr) 2004-09-29
EP1200676B2 EP1200676B2 (fr) 2007-05-30

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Application Number Title Priority Date Filing Date
EP99957272A Expired - Lifetime EP1200676B2 (fr) 1999-07-06 1999-10-30 Voie pour vehicules sur rails

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EP (1) EP1200676B2 (fr)
AT (1) ATE278066T1 (fr)
DE (2) DE19931048A1 (fr)
WO (1) WO2001002646A1 (fr)

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DE10123660C1 (de) 2001-05-15 2002-12-19 Pfleiderer Infrastrukturt Gmbh Feste Fahrbahn mit elastisch aufgelagerten Schallabsorberelementen
DE10138624B4 (de) * 2001-08-13 2006-02-02 Max Bögl Bauunternehmung GmbH & Co. KG Feste Fahrbahn
PL367867A1 (en) 2001-08-10 2005-03-07 Max Bögl Bauunternehmung Gmbh & Co.Kg Rigid track
EP1533420A3 (fr) 2003-11-24 2006-10-04 RTE Technologie GmbH Méthode pour construire une voie ferrée sans ballast
DE102004002862A1 (de) * 2004-01-19 2005-08-25 Edilon Gmbh Lärmarmer Gleiskörper
DE102005029552A1 (de) * 2005-06-25 2007-01-04 Max Bögl Bauunternehmung GmbH & Co. KG Feste Fahrbahn im Tunnel
EP2362299B1 (fr) 2008-11-28 2014-05-07 Fujitsu Limited Dispositif de commande, système de commande, procédé de commande, et programme informatique
AT515387B1 (de) * 2014-02-13 2016-06-15 Porr Bau Gmbh Führungsschienenfunktion mit einem modularen Betonplattensystem (Befahrbarkeitssystem)
CN110318305B (zh) * 2019-07-23 2021-04-09 唐鹏虎 一种铁路施工机械护轨起复装置
AT526294A1 (de) * 2022-07-05 2024-01-15 Kirchdorfer Fertigteilholding Gmbh Gleisabdeckplatte

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DE3338303A1 (de) * 1983-10-21 1985-05-02 Ed. Züblin AG, 7000 Stuttgart Schallabsorbierendes bauelement fuer schallschutzwaende auf bruecken
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Also Published As

Publication number Publication date
EP1200676A1 (fr) 2002-05-02
DE59910678D1 (de) 2004-11-04
DE19931048A1 (de) 2001-02-01
ATE278066T1 (de) 2004-10-15
EP1200676B2 (fr) 2007-05-30
WO2001002646A1 (fr) 2001-01-11

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