EP1415042B1 - Voie de circulation fixe - Google Patents

Voie de circulation fixe Download PDF

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Publication number
EP1415042B1
EP1415042B1 EP02760231A EP02760231A EP1415042B1 EP 1415042 B1 EP1415042 B1 EP 1415042B1 EP 02760231 A EP02760231 A EP 02760231A EP 02760231 A EP02760231 A EP 02760231A EP 1415042 B1 EP1415042 B1 EP 1415042B1
Authority
EP
European Patent Office
Prior art keywords
rail
accord
curb
foregoing
track bed
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
EP02760231A
Other languages
German (de)
English (en)
Other versions
EP1415042A1 (fr
Inventor
Dieter Reichel
Erich Lindner
Stefan BÖGL
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.)
Max Boegl Bauunternehmung GmbH and Co KG
Original Assignee
Max Boegl Bauunternehmung GmbH and Co KG
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
Priority claimed from DE2001138624 external-priority patent/DE10138624B4/de
Application filed by Max Boegl Bauunternehmung GmbH and Co KG filed Critical Max Boegl Bauunternehmung GmbH and Co KG
Publication of EP1415042A1 publication Critical patent/EP1415042A1/fr
Application granted granted Critical
Publication of EP1415042B1 publication Critical patent/EP1415042B1/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
    • 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
    • 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
    • E01B2204/09—Ballastless systems

Definitions

  • the present invention relates to a fixed track according to the preamble of claim 1.
  • a track for rail vehicles is arranged on a track plate.
  • Absorber plates are provided on the track base plates, which are locked to the track plate with fastening screws. If a derailment protection is to be obtained, the absorber plates serve at the same time for the attachment of edge protection elements which guide the derailed wheel of a vehicle. The absorber plates thus serve on the one hand the soundproofing and on the other hand as a fastening element for derailment protection.
  • derailment protection rails along the tracks are also known for example from DE 44 38 397 A1 or DE 199 41 060 A1.
  • a derailment protection rail made of iron is mounted along the rails so as to be able to catch the derailed wheel in the event of a derailment of the vehicle.
  • Object of the present invention is to provide a derailment, which safely leads a derailed wheel while avoiding damage to a plate a solid lane as possible.
  • a concrete slab is made of concrete and has a concrete slab with fastenings for track-guided vehicles mounted thereon.
  • the plates are about 6 m long, with a rail fastening at intervals of about 60 cm takes place.
  • On each plate thus a plurality of rail fasteners is provided.
  • at least one bump is arranged as precast concrete part on the plate parallel to the rails, which serves to protect the plate, the rail and the vehicle in derailment of the vehicle.
  • the precast concrete element causes caught in the space between the rail and the precast concrete part of a derailed wheel of the rail vehicle and the vehicle can be gradually brought to a standstill.
  • the evenly running next to the rail hump has substantially no large splitters, in which the vehicle or the derailed wheel is prevented from abruptly abruptly. Due to the uniform guidance of the wheel thus damage to the fixed lane and the hump is largely avoided. It also prevents that the rail vehicle departs from the fixed lane and thus possibly overturns the entire vehicle.
  • the bump has at least one notch extending transversely to the longitudinal axis of the plate. This cut can be used to drain rain or melt water that accumulates on the plate.
  • the rail fasteners are arranged in support points, in particular on elevations on the plate of the fixed track. There are thus defined attachment points for the rail created, so that the rail can be installed very precisely aligned.
  • the floor of the space between rail and bump can be made so high by the precast concrete either the hump or the plate that here a uniform ride height is created for the derailed wheel. An abrupt slumping of the wheel after a rail support point and again accumulation on the next rail support is thus avoided.
  • the rail fastening can be protected from rolling over by the derailed wheel by an appropriate design, by the hump or precast concrete part is formed accordingly.
  • the bump is integrated in the plate.
  • both the plate and the bump for derailment protection created.
  • the strength of the bump for the derailment protection is also increased since a connection to the solid plate is created.
  • the hump at the pointing to the track center Side of the rail is arranged.
  • the derailed wheel pointing towards the middle of the track is thus guided.
  • another bump on the track outside be provided so that both derailed wheels learn a guide between the track and the cusp.
  • the plate itself has further predetermined breaking points and the incisions of the humps are arranged in the region of these plate predetermined breaking points. As a result, a targeted crack initiation is effected in the plate. An uncontrolled cracking is thus reliably avoided.
  • the design of the hump is such that the upper edge of the hump runs above, in particular approximately 20 mm, above the upper edge of the rail.
  • the space has a width of about 180 mm.
  • a conventional wheel of a rail vehicle is safe to lead, without any fear that the bump or the rail will be destroyed, or the wheel again runs out of the space.
  • the advantageous dimension can also be dimensioned differently if the guided on the rails vehicle has wheels which are significantly wider or narrower. It is important in any case, that the space is dimensioned sufficiently wide for receiving the derailed wheel.
  • the hump is made of high-strength concrete.
  • the forces to be expected during a derailment operation can be absorbed by the concrete bumps on the derailment protection, without it being feared that the bump will be destroyed and the vehicle may be traveling off the fixed carriageway.
  • the bump With the high-strength concrete, the bump has a strength that can muster the required resistance forces.
  • a metal profile can additionally be incorporated into the bump.
  • the edges of the hump are protected. With this additional measure will be a special high derailment protection created, even if for ordinary applications, the hump alone is already sufficient.
  • the metal profile is interrupted in the region of the cuts of the hump. This ensures that the predetermined breaking points of the slab of the fixed carriageway are not bridged and thus could be ineffective.
  • the metal profile is longitudinally displaceable attached to the hump. This makes it possible that the plate of the fixed track at their breaking points breaks without causing cracks at other than the intended places by the bridging of the metal profile.
  • the bumps are designed such that the rail fastening is protected from damage. This makes it advantageous if the bottom of the gap between the bump and the rail is formed so high that the wheels roll over the rail fastening, without touching them. Such a solution is very easy to implement with the concrete core.
  • FIG. 1 shows a cross section through a plate 1 of a fixed carriageway in the region of a rail 3.
  • the plate 1 consists of a precast concrete part and carries on its surface a plurality of the illustrated support point 2, on which the rail 3 is fixed with rail fasteners 4.
  • rail fasteners 4 can be used conventional rail fasteners 4, which usually consist of brackets and screws that clamp the rail foot on the ground.
  • a hump 5 is arranged on the plate 1 .
  • the hump 5 is integrated in the plate 1 and thus represents together with the plate 1 is a single precast concrete.
  • the hump 5 is made of high-strength concrete or fiber concrete to accommodate the high loads in the event of a derailed rail vehicle readily and the Wheel of the derailed vehicle in the space between the track 3 and the hump 5 to be able to lead.
  • the bump 5 in the present embodiment is disposed toward the track center.
  • the second, not shown rail of the track can also be assigned to the middle of the rail towards another hump 5. As a result, a derailment of the vehicle can be reliably limited in both directions. But this is not necessary in every case.
  • the bump 5 has an upper edge 6 which is higher than an upper edge 7 of the rail 3. This ensures that a possibly during the derailment bouncing wheel is securely caught in the space between the rail 3 and the hump 5. As a height difference, a measure of about 20 mm has been found to be sufficient.
  • the width of the gap between the head of the rail 3 and the inner wall of the hump 5 is sufficiently dimensioned for conventional wheels of rail vehicles with the measure of 180 mm. The wheel can be safely captured and guided while brought to a standstill.
  • Figure 2 shows a side view of the plate 1 and the hump 5 from the longitudinal side of the plate. It can be seen that the bump 5 at regular intervals, advantageously 650 mm, incisions 10 has.
  • the incisions 10 extend into the plate 1 and go over in predetermined breaking points 11.
  • the plate 1 can generate cracks, which are inevitable when laying the plate or when curing the plate. Even subsidence of the ground can lead to corresponding cracks, which occur in the predetermined breaking points and can be controlled there.
  • the cuts serve the drain of rain or melt water from the plate. The rain or melt water accumulating on the plate or between parallel bumps may drain through the sipes towards the outer edge of the plate.
  • FIG. 3 shows an alternative embodiment of a hump 5.
  • the Hökker 5 has a raised floor 12, which extends from the rail fastening 4 to the next rail fastening 4 in the longitudinal direction of the rail 3.
  • a wheel 13, which usually rolls on the rail 3, is caught in the space between the rail 3 and the bump 5 before an uncontrolled derailment.
  • the floor 12 is made so high relative to the rail fastening 4 that the rail fastening 4 can be rolled over by the wheel 13 'without being touched.
  • the bump 5 has in this embodiment, moreover, a metal profile 15 at the upper edge 7.
  • the metal profile 15 is used in particular the edge protection of the hump 5, to avoid, for example, in an abrupt impact of the wheel 13 during derailment, a breaking out of the upper edge of the hump 5.
  • the actual derailment protection forms the hump 5 itself.
  • Figure 4 shows a side view of Figure 3. It can be seen that the Bottom 12 of the hump 5 is arranged so high that the wheel 13 'rolls over the rail mount 4, without touching it. Damage to the rail fastening 4 and thus damage to the rail 3 is thereby reliably avoided.
  • the rail fasteners 4 are each arranged in a trough of the bottom 12 and thus do not come with the derailed wheel 13 'in contact, since the wheel 13' rolls from the first surface of the bottom 12 on the second face of the bottom 12 without so far descend that it contacts with the fastening device 4.
  • the present invention is not limited to the illustrated embodiments.
  • Other designs of the hump 5 and the rail fasteners and rail supports are possible at any time.
  • the hump 5 can also be formed continuously up to the second parallel extending hump, not shown on the other side of the plate. This creates a platform that can be used for rescue vehicles.
  • another parallel bump on the outside of each rail 3 can be used. This ensures additional derailment protection.
  • the cross-sectional shape of the hump 5 can of course also be designed differently from the shape shown here.
  • the bump 5 may be bolted to the plate 1, which is a less stable design than the integrated form.
  • a continuous attachment of the rail to the plate can be carried out instead of the attachment to a plurality of attachment points arranged on the plate.
  • a fastening profile clamps the rail to the plate or mating surfaces provided thereon.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Railway Tracks (AREA)
  • Road Paving Structures (AREA)
  • Road Signs Or Road Markings (AREA)
  • Glass Compositions (AREA)
  • Memory System Of A Hierarchy Structure (AREA)
  • Superconductors And Manufacturing Methods Therefor (AREA)
  • Supporting Of Heads In Record-Carrier Devices (AREA)
  • Gloves (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

Claims (16)

  1. Voie de roulement rigide, avec une plaque (1) en béton et avec des fixations (4) de rail (3) continues ou une multitude de fixation (4) de rail (3) disposées sur ladite plaque (1) pour des véhicules guidés, sachant qu'une surélévation (5) est disposée sur la plaque (1) parallèlement à un rail (3) au moins à au moins un côté du rail (3) pour la protection et le guidage dans le cas d'une sortie de voie du véhicule, caractérisée en ce que la surélévation (5) comporte au moins une incision (10) s'étendant perpendiculairement à l'axe longitudinal de la plaque, laquelle se prolonge dans une incision de la plaque (1).
  2. Voie de roulement rigide selon la revendication de brevet 1, caractérisée en ce que la surélévation (5) provoque un guidage régulier de la roue sortie de la voie (13').
  3. Voie de roulement rigide selon l'une quelconque des revendications de brevet précédentes, caractérisée en ce que la plaque (1) et/ou la surélévation (5) est/sont une/des élément(s) préfabriqué(s) en béton.
  4. Voie de roulement rigide selon l'une quelconque des revendications de brevet précédentes, caractérisée en ce que la fixation de rail (4) s'effectue à des points d'appui (2), notamment à des élévations.
  5. Voie de roulement rigide selon l'une quelconque des revendications de brevet précédentes, caractérisée en ce que la surélévation (5) est intégrée dans la plaque (1).
  6. Voie de roulement rigide selon l'une quelconque des revendications de brevet précédentes, caractérisée en ce que la surélévation (5) est disposée sur le côté du rail 3 orienté vers le centre de la voie.
  7. Voie de roulement rigide selon l'une quelconque des revendications de brevet précédentes, caractérisée en ce que l'incision (10) est disposée dans la zone d'un point de rupture théorique (11) de la plaque (1).
  8. Voie de roulement rigide selon l'une quelconque des revendications de brevet précédentes, caractérisée en ce que l'arête supérieure (6) de la surélévation (5) est disposée au-dessus de l'arête supérieure (7) du rail, notamment 20 mm environ au-dessus de cette dernière.
  9. Voie de roulement rigide selon l'une quelconque des revendications de brevet précédentes, caractérisée en ce que la paroi latérale de la surélévation (5) orientée vers le rail (3) présente une distance de la tête du rail qui est appropriée pour accueillir dans l'espace intermédiaire ainsi constitué une roue de roulement (13') du véhicule, sachant que la distance s'élève notamment à 180 mm environ.
  10. Voie de roulement rigide selon l'une quelconque des revendications de brevet précédentes, caractérisée en ce que la surélévation (5) est réalisée en béton de haute rigidité.
  11. Voie de roulement rigide selon l'une quelconque des revendications de brevet précédentes, caractérisée en ce qu'une armature est intégrée à la surélévation (5).
  12. Voie de roulement rigide selon l'une quelconque des revendications de brevet précédentes, caractérisée en ce que la surélévation (5) est réalisée en fibrobéton.
  13. Voie de roulement rigide selon l'une quelconque des revendications de brevet précédentes, caractérisée en ce que la paroi latérale de la surélévation (5) orientée vers le rail (3) comporte un profilé métallique (15), notamment une équerre en acier.
  14. Voie de roulement rigide selon l'une quelconque des revendications de brevet précédentes, caractérisée en ce que le profilé métallique (15) est interrompu dans la zone des incisions (10).
  15. Voie de roulement rigide selon l'une quelconque des revendications de brevet précédentes, caractérisée en ce que le profilé métallique (15) est fixé sur la surélévation (5) de manière déplaçable dans le sens longitudinal.
  16. Voie de roulement rigide selon l'une quelconque des revendications de brevet précédentes, caractérisée en ce que la fixation de rail (4) est protégée des dommages par la surélévation (5).
EP02760231A 2001-08-10 2002-07-09 Voie de circulation fixe Expired - Lifetime EP1415042B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10138309 2001-08-10
DE10138309 2001-08-10
DE10138624 2001-08-13
DE2001138624 DE10138624B4 (de) 2001-08-13 2001-08-13 Feste Fahrbahn
PCT/EP2002/007601 WO2003014472A1 (fr) 2001-08-10 2002-07-09 Voie de circulation fixe

Publications (2)

Publication Number Publication Date
EP1415042A1 EP1415042A1 (fr) 2004-05-06
EP1415042B1 true EP1415042B1 (fr) 2006-06-21

Family

ID=26009875

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02760231A Expired - Lifetime EP1415042B1 (fr) 2001-08-10 2002-07-09 Voie de circulation fixe

Country Status (16)

Country Link
US (1) US7093768B2 (fr)
EP (1) EP1415042B1 (fr)
JP (1) JP2004538396A (fr)
KR (1) KR20040025746A (fr)
CN (1) CN1266339C (fr)
AT (1) ATE331080T1 (fr)
BR (1) BR0211824A (fr)
CA (1) CA2455988A1 (fr)
DE (1) DE50207316D1 (fr)
EA (1) EA005055B1 (fr)
HR (1) HRP20040233A2 (fr)
HU (1) HUP0400996A2 (fr)
IL (1) IL160098A0 (fr)
PL (1) PL367867A1 (fr)
WO (1) WO2003014472A1 (fr)
YU (1) YU10604A (fr)

Families Citing this family (12)

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Publication number Priority date Publication date Assignee Title
AT501006B1 (de) * 2004-10-19 2007-06-15 Hottinger Messtechnik Baldwin Vorrichtung zum anzeigen von zumindest einem entgleisten rad eines schienengeleiteten fahrzeuges
JP4549262B2 (ja) * 2005-09-01 2010-09-22 財団法人鉄道総合技術研究所 逸脱防止ガード付きラダーマクラギ
KR100708484B1 (ko) * 2005-12-07 2007-04-18 한국철도기술연구원 프리캐스트 플로팅 슬래브궤도 구조 및 그의 시공방법
FR2896519B1 (fr) * 2006-01-26 2012-03-16 Vossloh Infrastructure Services "longrine prefabriquee en beton arme precontraint pour rail d'une voie ferree et procede de mise en place"
KR100660006B1 (ko) * 2006-03-20 2006-12-20 주식회사 한국종합기술 철도도심구간의 소음저감형 궤도 설치 구조
BRPI0822109A2 (pt) * 2008-02-22 2019-09-24 Vossloh Werke Gmbh "sistema para fixação de um trilho, e fixação de um trilho em um substrato"
HK1134632A2 (en) * 2008-10-28 2010-04-30 Italian Thai Dev Public Co Precast track plinth
JP5695990B2 (ja) * 2011-07-07 2015-04-08 公益財団法人鉄道総合技術研究所 地上子支障箇所用鉄道車両逸脱防止ガード
CN103205941B (zh) * 2013-04-16 2015-05-20 清华大学 一种基于多道防线的列车脱轨撞击防护装置
KR101647200B1 (ko) * 2014-10-24 2016-08-10 주식회사 포스코 에이프런 컨베이어의 버킷 탈락 방지 장치
CN105258901A (zh) * 2015-11-03 2016-01-20 南车青岛四方机车车辆股份有限公司 一种轨道车辆碰撞试验的防护装置和防护方法
CN107443542B (zh) * 2017-08-04 2019-09-10 东南大学 一种frp预应力筋无砟轨道板及其制备方法

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US3311304A (en) * 1964-03-18 1967-03-28 Beteiligungs & Patentverw Gmbh Arrangement for preventing derailing of rail vehicles
AT404037B (de) 1991-05-31 1998-07-27 Porr Allg Bauges Schotterloser oberbau mit schienen
AT397973B (de) 1991-12-11 1994-08-25 Getzner Chemie Gmbh & Co Gleiskörper
FR2691484B1 (fr) * 1992-05-22 1994-07-29 Vanotti Gerard Procede de construction d'une voie ferree dans du beton.
DE4438391C2 (de) 1994-10-27 1997-07-03 Evotec Biosystems Gmbh Vorrichtung zur Bestimmung stoffspezifischer Parameter eines oder weniger Moleküle mittels Korrelations-Spektroskopie
DE4438397C2 (de) 1994-10-27 1999-01-07 Wayss & Freytag Ag Betonschwelle für Gleis mit Führungsschienen
HU219178B (hu) 1995-03-10 2001-02-28 Csaba Sepp Gyors hatású, bőrpuhító és regeneráló kenőcs
RO117628B1 (ro) 1996-02-21 2002-05-30 Olaf Unbehaun Linie de cale ferată cu pat de balast
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DE19931048A1 (de) 1999-07-06 2001-02-01 Bahnbau Wels Gmbh Wels Gleis für schienengebundene Fahrzeuge sowie Schallschutzelement hierfür
DE19941060A1 (de) 1999-08-28 2001-03-01 Koelner Verkehrs Betr E Ag Entgleisungsschutz an Gleisanlagen
DE10004626C2 (de) 2000-02-03 2003-11-27 Walter Heilit Verkehrswegebau Verfahren zur Herstellung einer Entgleisungsschutzanordnung bei einer Schienenfahrbahn, eine Entgleisungsschutzanordnung umfassende Schienenfahrbahn und Entgleisungsschutzanordnung
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AT410808B (de) 2001-02-09 2003-08-25 Porr Allg Bauges Schotterloser oberbau für den schienengebundenen verkehr

Also Published As

Publication number Publication date
KR20040025746A (ko) 2004-03-25
HRP20040233A2 (en) 2004-08-31
CA2455988A1 (fr) 2003-02-20
ATE331080T1 (de) 2006-07-15
US20050017085A1 (en) 2005-01-27
IL160098A0 (en) 2004-06-20
WO2003014472A1 (fr) 2003-02-20
PL367867A1 (en) 2005-03-07
CN1266339C (zh) 2006-07-26
EA005055B1 (ru) 2004-10-28
DE50207316D1 (de) 2006-08-03
EP1415042A1 (fr) 2004-05-06
CN1541293A (zh) 2004-10-27
BR0211824A (pt) 2004-08-31
EA200400293A1 (ru) 2004-06-24
YU10604A (sh) 2006-08-17
HUP0400996A2 (en) 2004-08-30
US7093768B2 (en) 2006-08-22
JP2004538396A (ja) 2004-12-24

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