EP1460174A2 - Dispositif et procédé pour fabriquer une voie ferrée sans ballast - Google Patents

Dispositif et procédé pour fabriquer une voie ferrée sans ballast Download PDF

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Publication number
EP1460174A2
EP1460174A2 EP04002401A EP04002401A EP1460174A2 EP 1460174 A2 EP1460174 A2 EP 1460174A2 EP 04002401 A EP04002401 A EP 04002401A EP 04002401 A EP04002401 A EP 04002401A EP 1460174 A2 EP1460174 A2 EP 1460174A2
Authority
EP
European Patent Office
Prior art keywords
rails
concrete
track
slip
paver
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.)
Withdrawn
Application number
EP04002401A
Other languages
German (de)
English (en)
Other versions
EP1460174A3 (fr
Inventor
Ulrich Früh
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.)
Leonhard Weiss & Cokg GmbH
Original Assignee
Leonhard Weiss & Cokg GmbH
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
Application filed by Leonhard Weiss & Cokg GmbH filed Critical Leonhard Weiss & Cokg GmbH
Publication of EP1460174A2 publication Critical patent/EP1460174A2/fr
Publication of EP1460174A3 publication Critical patent/EP1460174A3/fr
Withdrawn legal-status Critical Current

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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
    • 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
    • E01B1/004—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with prefabricated elements embedded in fresh concrete or asphalt
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/005—Making of concrete parts of the track in situ
    • 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
    • E01B2204/06—Height or lateral adjustment means or positioning means for slabs, sleepers or rails

Definitions

  • 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.
  • the invention is concerned with the problem of being able to produce a generic method as rationally and therefore economically as possible.
  • 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.
  • 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.
  • 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.
  • the dowels of the auxiliary bearings are aligned in the pre-positioned rails in the rammed solid ground.
  • 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.
  • 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.
  • 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.
  • the free end of the rope is fastened in front of the paver at some distance in the direction of travel.
  • 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.
  • a transverse displacement of the rope linkage on the fastening slide is possible during winch operation.
  • a cable-receiving device mounted with as little friction as possible on the slide is used.
  • the sledge can also carry the winch.
  • the rope end then engages the slip paver, and it can also be articulated there to compensate for curvature of the track.
  • the positioning device for inserting the rail fastening elements follows the slip paver directly.
  • the temporarily fastened rails 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.
  • the positioning device 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the free end of the rope is mounted on the slide so that it can be moved transversely.
  • 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.
  • rail fastening elements 2 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP04002401A 2003-03-20 2004-02-04 Dispositif et procédé pour fabriquer une voie ferrée sans ballast Withdrawn EP1460174A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10312351 2003-03-20
DE10312351A DE10312351A1 (de) 2003-03-20 2003-03-20 Verfahren und Vorrichtung zur Herstellung einer insbesondere festen Fahrbahn für Schienenfahrzeuge

Publications (2)

Publication Number Publication Date
EP1460174A2 true EP1460174A2 (fr) 2004-09-22
EP1460174A3 EP1460174A3 (fr) 2006-01-25

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EP04002401A Withdrawn EP1460174A3 (fr) 2003-03-20 2004-02-04 Dispositif et procédé pour fabriquer une voie ferrée sans ballast

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EP (1) EP1460174A3 (fr)
DE (1) DE10312351A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT413551B (de) * 2004-02-03 2006-03-15 Rte Technologie Gmbh Verfahren zum herstellen einer festen fahrbahn für schienenfahrzeuge
DE102004024230B4 (de) * 2004-05-15 2008-01-31 Leonhard Weiss Gmbh & Co. Kg Gleis mit bündig innerhalb der Oberfläche einer festen Fahrbahn liegenden Rillenschienen
WO2016146691A1 (fr) * 2015-03-16 2016-09-22 Top-Off Nv Procédé de construction d'une voie de chemin de fer sans ballast
WO2016146699A1 (fr) 2015-03-16 2016-09-22 Top-Off Nv Boîtier pour lit de béton de voie de chemin de fer et procédé pour la construction d'une voie de chemin de fer
ES2592568R1 (es) * 2015-05-29 2017-01-27 Tecsa Empresa Constructora, S.A. Procedimiento y sistema de hormigonado de vía ferroviaria en placa.
CN109183530A (zh) * 2018-09-29 2019-01-11 中国铁道科学研究院集团有限公司铁道建筑研究所 一种用于无砟轨道病害整治的线路临时架空装置及方法
CN109355984A (zh) * 2018-12-11 2019-02-19 中铁五局集团第六工程有限责任公司 一种地铁预制道岔板转板平移装置及其使用方法
CN111877062A (zh) * 2020-08-18 2020-11-03 中铁二十局集团有限公司 无砟轨道通用模板系统及其施工方法

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19808812C2 (de) 1996-09-24 2000-06-08 Zueblin Ag Verfahren zur Herstellung einer festen Fahrbahn
DE10163771A1 (de) 2001-12-27 2003-07-17 Leonhard Weiss Gmbh & Co Kg Verfahren zur Herstellung einer festen Fahrbahn für Schienenfahrzeuge

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT268359B (de) * 1965-11-12 1969-02-10 Railroad Permanent Way Product Gleisunterlage
CH687154A5 (de) * 1993-07-16 1996-09-30 Walo Bertschinger Ag Gleitschalungsfertiger.
DE19639142C2 (de) * 1996-09-24 1998-09-24 Zueblin Ag Verfahren zur Herstellung einer festen Fahrbahn
DE19733633C1 (de) * 1997-07-28 1998-10-01 Glumann Maschinenbau Ag Verfahren zum Herstellen eines schotterlosen Eisenbahnoberbaues
DE19858899B4 (de) * 1998-12-19 2009-03-19 Ed. Züblin Ag Verfahren zur Herstellung fester Fahrbahnen mittels gestützter ausjustierter Rahmen
DE19916586A1 (de) * 1999-04-13 2000-10-19 Gsg Knape Gleissanierung Gmbh Verfahren zur Erneuerung einer Gleisanlage
DE20014481U1 (de) * 2000-08-22 2001-06-07 Isaac, Rolf, 52156 Monschau Termingeber für Kfz-Untersuchung
EP1191145B1 (fr) * 2000-09-22 2003-02-26 Rhomberg Bau GmbH Procédé et dispositif pour relier une voie ferrée comprenant des rails et des plots d'appui unitaires à une structure fixe de soubassement de voie
DE10133246A1 (de) * 2001-07-09 2003-01-23 Walter Heilit Verkehrswegebau Verfahren zum Umbau einer Schotter-Gleisanlage in eine nach Art einer festen Fahrbahn aufgebaute Gleisanlage

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19808812C2 (de) 1996-09-24 2000-06-08 Zueblin Ag Verfahren zur Herstellung einer festen Fahrbahn
DE10163771A1 (de) 2001-12-27 2003-07-17 Leonhard Weiss Gmbh & Co Kg Verfahren zur Herstellung einer festen Fahrbahn für Schienenfahrzeuge

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT413551B (de) * 2004-02-03 2006-03-15 Rte Technologie Gmbh Verfahren zum herstellen einer festen fahrbahn für schienenfahrzeuge
DE102004024230B4 (de) * 2004-05-15 2008-01-31 Leonhard Weiss Gmbh & Co. Kg Gleis mit bündig innerhalb der Oberfläche einer festen Fahrbahn liegenden Rillenschienen
WO2016146691A1 (fr) * 2015-03-16 2016-09-22 Top-Off Nv Procédé de construction d'une voie de chemin de fer sans ballast
WO2016146699A1 (fr) 2015-03-16 2016-09-22 Top-Off Nv Boîtier pour lit de béton de voie de chemin de fer et procédé pour la construction d'une voie de chemin de fer
ES2592568R1 (es) * 2015-05-29 2017-01-27 Tecsa Empresa Constructora, S.A. Procedimiento y sistema de hormigonado de vía ferroviaria en placa.
CN109183530A (zh) * 2018-09-29 2019-01-11 中国铁道科学研究院集团有限公司铁道建筑研究所 一种用于无砟轨道病害整治的线路临时架空装置及方法
CN109183530B (zh) * 2018-09-29 2024-03-12 中国铁道科学研究院集团有限公司铁道建筑研究所 一种用于无砟轨道病害整治的线路临时架空装置及方法
CN109355984A (zh) * 2018-12-11 2019-02-19 中铁五局集团第六工程有限责任公司 一种地铁预制道岔板转板平移装置及其使用方法
CN109355984B (zh) * 2018-12-11 2023-10-20 中铁五局集团第六工程有限责任公司 一种地铁预制道岔板转板平移装置及其使用方法
CN111877062A (zh) * 2020-08-18 2020-11-03 中铁二十局集团有限公司 无砟轨道通用模板系统及其施工方法

Also Published As

Publication number Publication date
DE10312351A1 (de) 2004-10-07
EP1460174A3 (fr) 2006-01-25

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