EP1216326A1

EP1216326A1 - Method for producing a soundproofed track

Info

Publication number: EP1216326A1
Application number: EP00960631A
Authority: EP
Inventors: Horst Eilmes; Jean-Pierre Frottier
Original assignee: Sedra Asphalt Technik Biebrich GmbH
Current assignee: SEDRA ASPHALT TECHNIK BIEBRICH GmbH; Sika Deutschland GmbH
Priority date: 1999-09-28
Filing date: 2000-09-08
Publication date: 2002-06-26
Anticipated expiration: 2020-09-08
Also published as: WO2001023669A1; DE19946317C1; DE50011650D1; EP1216326B1; ATE310123T1; AU7285700A

Abstract

The invention relates to a method for producing a sleeperless track, in particular, a tram track without rail fixing elements, which is located in a trough with a u-shaped cross-section. The method comprises the following steps: preparation of a trough which corresponds to the width of the track, preferably consisting partially of pre-cast concrete units with a raised edge; laying of a pre-fabricated track infrastructure, preferably comprising two rails with guard timbers, whereby the rails have been fitted with cavity filler bodies, preferably beforehand; alignment of the track infrastructure; erection of formwork (21) next to the rails towards the centre of the track; sealing of the rail beneath the rail base, at least including the cavity filler bodies on the outer side of the rail towards the raised edges and/or simultaneously the cavity filler bodies on the inner side of the rail and subsequent sealing of the centre of the track between the formwork with concrete. If necessary, the guard timbers can be omitted during the sealing of the rail and can also be removed, together with the formwork, before the concrete sealing process. For the inner sealing process, for example using a polyurethane mixture, the formwork is placed at a distance to the inner cavity filler bodies.

Description

Process for producing a soundproof track

Description:

The invention relates to a method for producing a thresholdless

Track, in particular tram tracks without rail fastening means, arranged in a trough with a U-shaped cross section.

From the DE magazine El-Eisenbahningenieur, Hestra-Verlag Darmstadt, number (49) 3/98, pages 46 to 49, a type is known under the keyword "Fixed track - type INFUNDO" in which the rail is continuously supported. The rails are fastened by covering them with an elastic two-component compound. There are no track-connecting components, since the tracks are not mounted on cross sleepers, but are elastically embedded in their entire length in a trough. For this purpose, a concrete structure with a height of 400 mm and a width of 2400 mm is continuously manufactured as a seamless slab in in-situ concrete using a slipform paver. The plate is reinforced in the longitudinal and transverse directions and has two U-shaped recesses in the longitudinal direction, rail troughs, profiled with a corresponding transverse inclination for the rail foot.

Tolerances in the range and +/- from the slipform paver in the range of +/- 5 mm are corrected after the rails have been inserted into the rail troughs by means of appropriate adjustment using adjusting devices and held in the defined position until they are poured. A potting compound is then introduced by appropriate machines, an elastic two-component compound, the composition of which can be designed in such a way that different rail deflections are possible under load. With this design, all rail fastening means are dispensed with, since the rail is completely encapsulated, on the outside to just below the top edge of the rail and on the inside so high that the wheel flange can run freely. The rail troughs themselves can also be designed on the outside as high as the encapsulation of the two-component mass is sufficient. This is said to have taken into account the requirements of the railway with regard to return flow and signal technology and the horizontal and vertical forces from the operation of the track are transferred to the concrete part of the track by means of a suitable sealing compound or intermediate layers previously inserted in the rail trough. By casting the rails, vibrations are to be largely avoided. Problems initially arise with the alignment of the rails in terms of height, longitudinal direction, parallelism of the rails and the usually required rail inclination towards the middle of the track. This can only be solved with a lot of construction work. Another problem is the repair of this type of construction insofar as a damaged area of the laid track, eg in the event of a rail break, has to be broken open over a large area and then a new track must be manually embedded again. Another disadvantage is the need to use an expensive, precisely working slipform paver, which can only be used for longer distances, i.e. not for tram tracks with the numerous

Radii and switches, is economically usable. Ultimately, a detachment of the sealing compound from the prefabricated concrete wall is often noted because of the different elasticity of the materials under the influence of temperature.

EP 0 924 344 A1 also discloses a similar construction for grooved rails

Rail troughs in a three-layer road surface. There the rails are inserted with the upper edge at street level and in the course of the production of the track the trough is formed with a porous starting mass, the pores of which are filled with a hardening reinforcing mass and after inserting the individual rails into the troughs with an unspecified plastic casting compound filled up to the rail head. The general problems in the manufacture of such a tram track are the same as previously described in the prior art.

DE 197 07 296 A1 describes a method for producing a solid

Road and suitable precast concrete known. A reinforced concrete trough is also produced here using in-situ concrete, with trough walls previously in a manufacturer can be produced in a defined length and transported to the construction site on a suitably prepared HGT layer. The base plate of the trough is then produced, conventional concrete sleepers are used as rail supports and the concrete sleeper is then poured with in-situ concrete. This is suitable for larger railway lines and corresponds to the well-known RHEDA system. Nothing is disclosed about sound insulation measures.

Another type of prefabricated trough for the type of slab track, also with prefabricated rail troughs, has been disclosed in DE 195 03 220 A1. In particular, FIGS. 52 and 59 show a prefabricated trough made of precast concrete parts in which rail support means or the rails themselves can be inserted with the interposition of elastic components. Potting the rail is not disclosed. According to the design, it can be assumed that conventional rail fasteners are used, but chamber fillers and rail base plates as well as appropriate sound insulation by pulling up the neighboring components are disclosed, so that a significant sound emission from the rail web could be insulated. Tie rods are also not required with this design.

From DE 44 27 237 A1 a substructure for a track for rail vehicles is known, in which a continuously elastically supported track without rail fasteners in a sheet metal trough, one trough for each rail, which are embedded within the floor or a corresponding concrete body. The rails themselves are framed laterally by chamber fillers and additional wedges so that they completely fill the tin trough and the rail hangs in these wedge-shaped elements. This design is said to provide strong sound insulation in particular.

A similar design is known from EP 0 308 876 A1. There is a prepared joint, not specified, for example in a concrete environment released, into which a rail is then inserted with the interposition of elastic plates and chamber filler blocks, so that it is encased up to the rail head. This design is particularly suitable for tram tracks with grooved rails. The effort for the cut individual elastic components is relatively high and requires complex manual assembly.

From EP 0 576 392 A1 a construction is known in which there is a recess in the floor corresponding to the track width, in this recess a track, more precisely two grooved rails, which are kept at a distance by tie rods in the desired position, and according to height and lateral position are adjusted. Then the recess is poured with concrete up to the height of the rail fastening parts, a ribbed plate, whereby dowels for rail fastening means are also cast in. The height above the concrete up to the rail edge of the grooved rail can be filled up with bitumen so that the neighboring level, e.g. a road surface is reached. The problem here is the extensive preparation work for the exact height and side lining of the floor.

With EP 0 825 300 A1, the applicant has disclosed a decoupling between a partially encased rail and an adjacent road, in that an underlaying layer is provided in a suitable formwork, for example plates or rolled out tapes, for example made of plastic, which is fastened to chamber fillers by clamps or nails or screws is mechanically cast below and / or to the side of the rail foot. A polyurethane component mixture has been proposed as potting material, primarily for grooved rail assembly, it also being possible to use lost formwork. As a result, a vibration-decoupled rail can advantageously be installed quickly. The invention is therefore based on the problem of providing an improved production of a tram track with sound insulation using the advantages of the prior art.

The problem is solved according to the invention by the features of claim 1. Further developments of the invention are contained in the subclaims.

The invention initially assumes that at the tram construction site for laying tram tracks, such as the INFUNDO system, a e.g. thresholdless system without rail fasteners is used, but a certain degree of prefabrication is to be achieved so that the duration of the construction site is reduced to a minimum. It is proposed to proceed in the following procedural steps. First: Make a trough that is adapted to the track width and is U-shaped in cross-section, preferably from z. B. precast concrete with raised edge strips arranged on the outside of the trough. This prefabricated concrete trough, which can be produced in transportable lengths in a concrete plant, is prefabricated in one piece as a component with a U-shaped cross section, or consists of a prefabricated plate on which corresponding edge strips are placed. Ultimately, the plate may be whole or part of the plate, e.g. a reinforced base plate, prefabricated as in-situ concrete. However, the trough can also be produced using other methods known per se. The edge strips are preferably form-fitting by means of appropriate mechanical anchoring in the plate, possibly also opposite

Neighboring border strips, joined together endlessly. As an alternative, tongue and groove systems or stacked element systems with gluing, such as when processing bricks, can also be used. Concrete or granite stones can also be installed. This creates an open path in the U-shaped trough.

At the construction site, pre-assembled track gratings can be placed in the trough here comprising only two rails with spacers, e.g. B. tie rods. During the pre-assembly, chamber stones or chamber fillers can also be prefabricated accordingly and inserted into the chambers of the rails, for example grooved rails, and locked there in a clamping or adhesive manner. However, the installation of the chamber stones is also possible in situ.

After inserting the track grate e.g. 18 m long, this is aligned in height and lateral position, then a formwork is positioned next to the rails towards the middle of the track. The rail, including the chamber stones, is now cast between the formwork and the edge strips, whereby care must be taken that the casting is carried out both under the rail foot and on the inside up to a few millimeters below the rail head, while on the outside, the casting extends to just below the top edge of the rail can and also ends with the surface of the edge strips. The thickness of the layer to be cast should be at least about 10 - 15 mm so that a sufficient bond and flow into all joints is possible.

It can also be provided that the edge strips and the sealing compound on the surface outside the rail, but also in the middle of the track, are still filled with asphalt or bitumen, e.g. to get a road surface identical to a neighboring street and to cover the construction joint between the trough, the poured sound-absorbing mass on the rail and the concrete to be poured in the middle of the track. A detachment of the grouting materials to the concrete is therefore not critical, provided that this can still happen under the covering layer.

After casting the rail, e.g. with a sound-absorbing two-component adhesive, such as polyurethane or the like, or a mixture of polyurethane and recycled material such as rubber or the like, only the middle of the track between the hardened casting compounds in the area of the rail is poured with concrete , The fill level in The middle of the track depends on the desired street surface, for example, an asphalt layer and / or paving stones can be applied over it in order to adjust to the level or type of the terrain surrounding the tram track. If necessary, the tie rod can be recessed when the rail is poured and removed before the concrete is poured in the middle of the track if there is a need to prevent any electrical connection between the rails or to avoid the effects of stray currents or to prevent a sound bridge between the rails. In the event of a repair, eg broken rails, only the concrete in

The middle of the track and the asphalt layer on the surface can be removed, and the track grate and potting can be removed from the trough.

The invention is explained in more detail with the aid of a schematic drawing. The progress of the construction can be seen from six partial figures.

In Figure 1, a prefabricated concrete slab 11 is provided with edge strips 1, which are positively connected to the plate 11 by metal connectors 17. Both the plate 11 and the edge strips 1 were produced in lengths of approximately 5 m beforehand in a manufacturing plant and brought to the construction site in the position shown and positioned.

Figure 2 shows pre-assembled track gratings on the construction site with a length of approx.

20 m, grooved rails 20 have been kept at a distance by tie rods 18. Chamber fillers 3 are also preassembled in the rail chambers before they have been brought into the position shown. Provisional supports of the tie rods on which the

Tracks are positioned in height and direction.

Figure 3 first shows a formwork 21 attached to the middle of the track, for example similar to that known from EP 0 825 300 A1, which is used to cover the small rail trough thus formed between the edge strip and the formwork 21 with a two-component material, for example one Pour out the polyurethane mixture while pouring under the rail base and enclosing the chamber stones on the outside of the rail.

In Figure 4, the system has been supplemented by potting the second rail. Here, alternatively, a formwork 21 a, which, as shown, is also attached at a distance of approx. 12 mm to and on the chamber filling bodies, has been used to fully enclose the chamber filling body on the inside of the rail. Ultimately, the final situation with the last method step, the introduction of concrete 6 between the formwork 21a, is shown schematically in FIG. The formwork can be removed, but it can also remain as lost formwork in the track as shown. If necessary, the remaining joints 9 on both sides of the rail and the concrete 6 can be filled in the middle of the track, e.g. with asphalt or the like to adapt to street level 8 in the neighborhood.

Not shown is the possibility of initially sparing the areas of the tie rod when pouring with the elastic mass and completely removing it before pouring the concrete 6 (FIG. 5). The temporary supports under the tie rods, which have become superfluous due to the fixed rail position, are also removed.

An enlarged representation of the situation according to FIG. 4 left side is shown in FIG. 6. Grooved rail 20 with rail top edge 22 is provided on both sides with chamber fillers 10, 13, which are excluded in the area 12 on the rail web 7 for screwing the tie rod 18. By temporary support (not shown) of the tie rod 18, the rail foot 4 is kept at a distance from the plate 11 and the edge strip 1 of the trough. To the middle of the track, a formwork 21a is fastened at a distance to chamber filler 13, so that a joint 14, 15, 16 results around the rail / filler, which is poured out with a two-component material such as a PUR mixture. Thus, the rail is embedded and fixed elastically and the tie rod 18 could be removed. Here it remains and in the middle of the track concrete 6 is poured up to the height of the upper edge of the chamber filler 10, 13. Finally, to reach the level, asphalt or bitumen 19 is poured around the upper edge of the rail 22 in such a way that all separating points between concrete, filler and rail grout cover up to the connection to the adjacent street level are.

Claims

claims:

1. A method for producing a sleeper-less track, in particular tram tracks without rail fastening means, arranged in a trough of U-shaped cross section, comprising the following

Steps:

Production of a trough adapted to the track width with increased

Margins,

Inserting a pre-assembled track grate, aligning the track grate,

Setting up a formwork next to the rails towards the middle of the track,

Pouring the rail, under the rail foot and at least including the resulting joint between the edge strip and the rail, - Pouring the middle of the track between the formwork with concrete.

2. The method according to claim 1, characterized in that the trough consists of a plate with side strips or separately manufactured prefabricated concrete parts.

3. The method according to claim 1 or 2, characterized in that the edge strips have positive locking with each other and / or with the plate.

4. The method according to any one of the preceding claims, characterized in that the edge strips are lower than that

Railhead.

5. The method according to any one of the preceding claims, characterized in that when using track gratings with tie rods, the tie rods are recessed when pouring the rail and removed before pouring the concrete.

6. The method according to any one of the preceding claims, characterized in that the formwork is removed before the concrete is poured.

7. The method according to any one of the preceding claims, characterized in that the formwork is attached at a distance from the inner chamber fillers for casting the same.

8. The method according to any one of the preceding claims, characterized in that the rails are equipped with chamber stones before laying the track grate.