EP1460174A2 - Apparatus and method of making a ballastless railway track - Google Patents

Abstract

A one or two-part top concrete layer, and rail fasteners are formed in before the concrete has hardened. The rails are temporarily located beside the space for the concrete layer, which is fabricated by a sliding finisher rolling on the rails (3). The positioner device for the rail fastener elements also moves on the rails. The rails are positioned on the track bed, and fixed by side and height-adjustable auxiliary rail bearings (4), with dowels (5), which are aligned with the rails. The finisher consists of a trough driven by a cable winch, with molding parts at the back to mold the concrete layer. This consists of neighboring longitudinal continuous longitudinal beams (1), which are connected to each other by anchors in transverse bores.

Description

The invention relates to a method for producing a particularly solid track for rail vehicles according to the preamble of claim 1 and devices for performing this method.

Such a method is described in the unpublished German patent application 101 63 771.3 dated December 27, 2001.

From DE 198 08 812 C2, a method for producing a particularly solid track for rail vehicles is known, in which a concrete top layer is applied to a solid surface by means of a slip paver, into which rail fastening elements are molded in a position that is accurate for the finished track in the not yet hardened state become.

The invention is concerned with the problem of being able to produce a generic method as rationally and therefore economically as possible.

According to the invention, this is already basically achieved in a generic method by the method steps according to the characterizing part of patent claim 1.

Appropriate embodiments of the invention, including devices which are particularly suitable for carrying out the method, are the subject of the dependent claims.

The invention is based on the general idea of using the rails of the finished track beforehand as an alignment aid for both the manufacture of the concrete top layer and an accurate positioning of the rail fastening elements on the concrete top layer. For this purpose, the rails to be used for the finished track, which can have lengths over 100 m, are defined in one of the positions of the rails in the finished track before the concrete top layer is applied to the solid surface on which the concrete top layer is to be placed temporarily fixed by a constant value exactly different position.

The necessary alignment of the rails to be temporarily fixed is carried out by means of auxiliary bearings that can be adjusted in height and on the side between the rails and the solid surface. The auxiliary bearings are connected with dowels that have previously been rammed into the solid surface. Before they are fastened to the other adjustable parts of the auxiliary bearings, the dowels of the auxiliary bearings are aligned in the pre-positioned rails in the rammed solid ground. Then the adjustment components of the auxiliary bearings are screwed onto the dowels and aligned in terms of height. The rails are then placed on the auxiliary bearings aligned in this way and finely adjusted in the horizontal direction, with height adjustment being also possible.

A slip paver for applying the concrete top layer, which can be a one-piece support plate in the longitudinal direction of the track or can have the shape of adjacent longitudinal beams, can be designed as a simple trough that can be moved on the rails. On the rear side in the direction of travel, the slip paver expediently has molded concrete parts which are post-formed. In the rear direction of travel, these molded parts are expediently open at the top in a region lying at the rear. As a result, the rail fastening elements to be molded into the still soft concrete top layer can be molded in while the slip paver is still progressing slowly forward. The paver can be moved forward in the processing direction by a simple winch drive on the rails. The winch is firmly connected to the paver. To propel the paver, the free end of the rope is fastened in front of the paver at some distance in the direction of travel. When the cable winch is operated, the paver finisher is slowly drawn onto the fixed end of the cable by winding up the cable. A carriage which can be moved on the auxiliary rails and which forms a temporary fixed bearing for the articulated rope can be locked on the rails. In order that the rope attached in front of the paver does not tilt the paver against the rails in the event of curvature of the track, a transverse displacement of the rope linkage on the fastening slide is possible during winch operation. For this purpose, a cable-receiving device mounted with as little friction as possible on the slide is used. Of course, the sledge can also carry the winch. In this case, the rope end then engages the slip paver, and it can also be articulated there to compensate for curvature of the track.

In order to be able to mold the rail fastening elements into the not yet hardened concrete top layer created by the slip paver, the positioning device for inserting the rail fastening elements follows the slip paver directly.

After the temporarily fastened rails have fulfilled their positioning function for the slip paver and the attachment of the rail fastening elements on the concrete top layer, they are disassembled and placed on the rail fastening elements to produce the finished track. The auxiliary bearings with which the rails were temporarily fastened to the solid surface are then removed and used again for temporarily fastening a rail for alignment purposes.

When carrying out the actual insertion process, in particular by shaking the rail fastening elements, the positioning device should be temporarily fixed to the rails on which it is movably mounted in order to be able to achieve a high insertion accuracy.

The rail fastening elements can consist of a prefabricated concrete part with attached rail fastening means and anchoring means for anchoring the precast concrete part within the concrete top layer. The precast concrete practically corresponds to that area of a conventional concrete sleeper that lies directly below the metal rail fasteners. The anchoring means protrude from the prefabricated concrete part in particular from below.

Longitudinal beams as a concrete top layer instead of a closed support plate are produced in particular for the production of so-called grass tracks, as are used in particular for tram vehicles. The longitudinal beams are reinforced on the inside by steel mats. To achieve transverse stability of such tracks with longitudinal beams, transverse bores or through-openings can be provided in the longitudinal beams, into which fastening means supporting the cross beams against one another are subsequently introduced. These cross fastenings are subsequently introduced in particular in order to provide the central space for the locomotive's locomotion during the manufacture of the longitudinal beams as well of the following rail fastening element positioning device.

The manufacturing method and devices for carrying out this method are shown in a particularly advantageous embodiment as an exemplary embodiment in the drawing.

Fig. 1

eine perspektivische Darstellung eines bezüglich der oberen Betonschicht vorbereiteten Gleises mit noch vorhandenen Hilfs-Schienen,

Fig. 2

auf einen festen Gleisuntergrund vorpositioniert aufgelegte Schienen mit angelegten Dübeln der späteren Hilfslager,

Fig. 3

ein Rammgerät zum Einrammen der Dübel der Hilfslager an den vorpositionierten Schienen,

Fig. 4

bereits in den Gleisuntergrund eingebrachte Schienen-Hilfslager in einem Zustand zur Höhenausrichtung,

Fig. 5

einen fahrbar auf auf den Hilfslagern bereits ausgerichteten Schienen gelagerten Beton-Gleitfertiger,

Fig. 6

eine Draufsicht auf ein fertiges Gleis aus Längsbalken mit eingebrachten Schienenbefestigungselementen,

Fig. 7

eine Ansicht eines Schienenbefestigungselementes aus der Fig. 6,

Fig. 8

eine Seitenansicht des Schienenbefestigungselementes nach Fig. 7.

In this show

Fig. 1

a perspective view of a track prepared with respect to the upper concrete layer with auxiliary rails still present,

Fig. 2

rails pre-positioned on a solid track base with dowels attached to the later auxiliary bearings,

Fig. 3

a piling device for ramming the dowels of the auxiliary bearings on the pre-positioned rails,

Fig. 4

Rail auxiliary bearings already installed in the track underground in a state for height alignment,

Fig. 5

a mobile concrete paver mounted on rails already aligned on the auxiliary bearings,

Fig. 6

a plan view of a finished track made of longitudinal beams with inserted rail fastening elements,

Fig. 7

6 shows a view of a rail fastening element from FIG. 6,

Fig. 8

7 shows a side view of the rail fastening element according to FIG. 7.

According to FIG. 1, the concrete top layer of a track consists of two longitudinal beams 1, spaced apart from one another and made endlessly on a solid surface. How these longitudinal beams are provided with rail fastening elements 2 can be seen in FIG. 6.

The rail fastening elements 2 accommodate the rails 3 for the finished track. In the manufacture of the track on the solid surface, the rails 3 of the track to be produced serve as production aids in the form described below.

The rails 3 are placed parallel to the outside in a position prepared for a track as a solid base, in relation to the position in which they should be in the finished track. Care is taken to ensure that the parallel offset is as exact as possible with respect to the position in the finished track. In a next step, the rails 3 are brought into a position by means of auxiliary bearings 4 temporarily fixed in the solid base, which position corresponds to a position which is offset by an exactly constant amount compared to the position in the finished track.

The auxiliary bearings 4 consist of a dowel 5 to be inserted into the solid base, on which an adjusting device 6 can be screwed on. The auxiliary bearing 4 with the adjusting device 6 enables precise alignment of the rails 3 in the vertical and horizontal directions. In addition, the rails 3 are easily detachably fixable in the setting device 6.

FIGS. 2 to 4 show the sequence of inserting and roughly adjusting the auxiliary bearings 4. First, the dowels 5 of the auxiliary bearings 4 are introduced along the rails 3 directly adjacent to them into the solid underground. This insertion is carried out with a special ram 7. With this ram 7, the dowels 5 are rammed into the solid surface directly adjacent to the rail. Due to the assignment to the rails 3, which are already pre-positioned, the dowels 5 are also already pre-positioned in terms of their position, namely with their horizontal offset in relation to the rail position in the finished track. After the dowels 5 have been inserted by the ram 7, the setting devices 6 are screwed onto the dowels 5, the setting devices 6 already being adjusted to the exact height. This height dimension deviates from the height of the rails 3 in the finished track by a predetermined, exactly observable dimension. In a next step, the rails 3 are placed on the height-adjustable adjustment devices 6 of the auxiliary bearings 4 and aligned horizontally to a predetermined deviation from the rail position in the finished track. In this state, fine adjustment in the vertical direction is also possible. After completing this operation, the rails 3 lie exactly in a position opposite the finished rail position offset position and are so firmly connected to the solid base via the auxiliary bearings 4 that they can serve as transport rails for receiving work equipment traveling on them. The rails 3 in this state are shown in FIG. 1.

In a next step, the longitudinal beams 1 are manufactured as a concrete top layer. The manufacture is carried out with a slip paver 8 which can be moved on the rails 3. This slip paver 8 consists of a simple, half-divided trough with openings at the bottom through which processable concrete can form the longitudinal beams 1 in a form-accurate manner. The concrete outlet openings within the trough of the slip paver 8 are preceded by conventional concrete processing and conveying means. The traction drive of the slip paver 8 is a cable winch (not shown) which can be positioned at a greater distance in front of the slip paver 8 and which drives the slip paver 8 forwardly in the working direction at a defined working speed. The winch is expediently firmly connected to the slip paver. In this case, the free end of the rope is attached at a distance in front of the paver to a temporarily lockable slide that can be moved on the auxiliary rails. In order not to tilt the paver on the rails in the event of track curvatures, the free end of the rope is mounted on the slide so that it can be moved transversely. In the working direction to the rear, concrete-forming molded parts 9 are provided on the slip paver 8 in the area of the concrete outlets. These molded parts 9 have in their working direction openings in the rear area pointing upwards, that is to say in these areas the molded parts 9 only consist of side walls forming the longitudinal beams.

The slip paver is followed by an insertion or positioning device for the rail fastening elements 2. The rail fastening elements 2 are introduced into the still deformable concrete in the respectively open area of the molded parts 9. There, the rail fastening elements 2 are jogged while the slip paver 8 continues to advance. The speed of progress of the slip paver 8 is so low that when the positioning device (not shown) for the rail fastening elements 2 is stationary, it can be shaken into the concrete area located within the open area of the molded parts 9. Overall, this is a continuous manufacturing process.

As rail fastening elements 2, in particular those are vibrated in the exact position shown in FIGS. 6 to 8. These rail fastening elements 2 have supports 16 made of concrete, which can optionally be reinforced in a known manner. A receiving area 10 is formed in each of the supports 16 for the attachment of conventional metallic rail fastening means as a component of the rail fastening elements 2. Dowels 11 are provided in the supports for receiving the rail fastening means (not shown) in the area 10. Anchored in the supports 16 are downwardly projecting mandrels 12, which are provided with threads, grooves or other undercuts in the direction of the respective mandrel axis. In FIG. 6, the supports 16 are shown positioned on the longitudinal beams 1. The supports 16 have on their longitudinal side ends of the receiving surface 10 precisely aligned recesses 13 for receiving in a precisely fitting the supports 16 into the longitudinal beams 1, that is to say in particular shaking - not shown - positioning device.

A track with the described concrete beams 1 which are spaced apart from one another in the transverse direction is particularly suitable as a lawn track for in particular urban commuter rail vehicles. The longitudinal beams 1 are reinforced in the interior in the usual way. Adequate transverse stability of the longitudinal beams 1 in the finished track is ensured by transverse anchors 14 which are anchored in a transverse stable manner in transverse openings 15 of the longitudinal beams. The transverse openings 15 are provided as tubes in the reinforcements of the longitudinal beams 1.

In the supports 16, which are positioned precisely on the longitudinal beams 1, the rails 3 detached from the auxiliary bearings 4 are inserted in the end position using conventional rail fastening means. The auxiliary bearings 4 are then removed from the solid surface for reuse.

The above-described track manufacturing method is extremely efficient and therefore inexpensive due to a manufacturing process that can be carried out essentially continuously feasible while achieving a high manufacturing quality.

Claims (12)

Process for the production of a particularly firm carriageway for rail vehicles, in which a one-part or two-part concrete top layer is applied to a solid surface by means of a slip paver into which rail fastening elements are molded in a position that is accurate for the finished track, in the not yet hardened state, whereby Before the concrete top layer is applied to the solid subsurface, the rails forming the finished track are temporarily fixed to the side of the space to be taken up by the concrete top layer in a position defined by a constant value that exactly differs from the end position of the rails in the finished track, and the precise positioning of the rail fastening elements by means of a positioning device guided by means of the temporarily attached rails,
characterized,
that the concrete layer (1) is produced by a slip paver (2) movably mounted on the temporarily laid rails (3). Method according to claim 1,
characterized,
that the slip paver (2) is mounted on the rails (3) so that it can move on wheels. Method according to claim 1 or 2,
characterized,
that the positioning device for the rail fastening elements (2) is movably mounted on the rails (3). Method according to one of the preceding claims,
characterized by the features, whereby the individual process steps are carried out in the specified order: - the rails (3) are pre-positioned on the solid surface, - to fix the rails (3) laterally and vertically adjustable rail auxiliary bearings (4) are used, - The auxiliary bearings (4) to be set are connected to the solid base with alignment on the pre-positioned rails (3), - The rails (3) are fastened to the individual auxiliary bearings (4), which are firmly connected to the solid base, in a finely adjusted position. Method according to one of the preceding claims,
characterized,
that the auxiliary bearings (4) are rammed into the solid surface using dowels (5) that can be connected to them. Auxiliary camp for carrying out one of the methods according to the preceding claims,
characterized,
that the dowels (5) of the auxiliary bearings are each carriers of a horizontally and vertically adjustable adjusting device (6) for temporarily clamping the rails (3). Method according to one of the preceding claims,
characterized,
that the rail fastening elements (2) to be molded in consist of conventional metallic rail fastening means, a precast concrete part as a support (16), which is limited to the horizontal extension of the rail fastening means concerned, is connected to it and has the form of a customary concrete sleeper restricted to this area, as well as Anchoring means protruding below from the precast concrete part of the support (16) for introduction into the concrete top layer (1). Slip finisher for performing one of the methods according to one of the preceding claims,
characterized,
that the slip paver (8) comprises a trough connected to an external drive and is provided with molded parts (9) located at the rear in the direction of travel and reshaping the concrete layer. Slip finisher according to claim 8,
characterized,
that the molded parts (9) comprise at least one area lying at the rear in the direction of travel, in which the concrete layer remains open at the top. Slip finisher according to claim 8 or 9,
characterized,
that the paver finisher (8) is driven by a cable winch. Track manufactured according to a method of the preceding claims,
characterized,
that its concrete top layer (2) in the longitudinal direction of the track consists of spaced adjacent, endlessly shaped longitudinal beams (1). Track according to claim 11,
characterized,
that the longitudinal beams (1) are reinforced and provided with mutually aligned transverse bores (15), by means of which the two longitudinal beams (1) are connected to one another in a cross-stability manner by fastening means (14) anchored in the transverse bores (15).

Images