EP1483450B1 - Procede de fabrication d'une voie ferree fixe et voie ferree fixe - Google Patents

Procede de fabrication d'une voie ferree fixe et voie ferree fixe Download PDF

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Publication number
EP1483450B1
EP1483450B1 EP03747917A EP03747917A EP1483450B1 EP 1483450 B1 EP1483450 B1 EP 1483450B1 EP 03747917 A EP03747917 A EP 03747917A EP 03747917 A EP03747917 A EP 03747917A EP 1483450 B1 EP1483450 B1 EP 1483450B1
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EP
European Patent Office
Prior art keywords
rail
fixed
longitudinal channels
rails
poured
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
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EP03747917A
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German (de)
English (en)
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EP1483450A1 (fr
Inventor
Rüdiger KÜRBS
Dieter Pietschmann
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Naumburger Bauunion & Co Bauunternehmung KG GmbH
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Naumburger Bauunion & Co Bauunternehmung KG GmbH
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Priority claimed from DE10310754A external-priority patent/DE10310754B4/de
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Publication of EP1483450A1 publication Critical patent/EP1483450A1/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
    • 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

Definitions

  • the present invention relates to a method for producing a solid rail track, and more particularly to a method in which the rails are not conventionally secured with sleepers on a reinforced concrete slab or in a concrete tray, but in which the rails are fixed directly to a concrete slab with suitable rail fasteners become. Moreover, the present invention relates to a fixed rail track and a concrete support plate for such a solid railroad track, which can be prepared by producing the method according to the invention.
  • the "Rheda” system uses a slipform paver to produce a concrete trough on the ground plane in which a track grid is produced.
  • the track grid receives an additional longitudinal reinforcement and is brought by means of spindle devices in the correct position. Once the track grid in the trough has been correctly aligned, the filling concrete is introduced into the trough, which is to fix the track grid in its position.
  • This system is characterized in particular by the fact that shorter and shallow reinforced concrete sleepers can be used than is usual in ballast superstructure.
  • a modification of the system “Rheda” represents, for example, the system Heitkamp.
  • a concrete trough is also made in which, however, as in the known ballast superstructure, a track rust is Wegschottert whose height and lateral position is conventionally produced.
  • the ballasted track is permanently stabilized by potting the ballast with a cement mortar.
  • a further modification of the system “Rheda” also represents, for example, the system “Getrac” in which steel sleepers or conventional reinforced concrete sleepers are laid on a precisely prepared asphalt base course.
  • the sleepers are fixed with the help of dowels, which are embedded in recesses in the base layer and engage in neoprene shoes at the bottom of the sill.
  • Another possible design is monolithically produced systems. These systems have the common feature that their concrete support layer, which performs the function of a roadway slab, is manufactured using slipform manufacturing.
  • a continuous concrete base layer is produced, which has the profile of a conventional threshold in cross section.
  • anchor anchors are shaken or subsequently drilled into the fresh concrete and then glued.
  • the system from Heilit & Wömer is similar to that used in the FFC system, but with the difference that the rail fasteners are embedded in a precisely produced concrete base layer or fastened by means of pre-drilled and glued-in dowels.
  • a ballastless superstructure in which a rail with an integrally formed thereon barb-shaped rail foot is anchored in a longitudinally extending support plate groove by means of a profile element made of an elastic material. Due to the rudimentary anchoring of the rail in the support plate, however, this structure is only suitable for use in local traffic with speeds of up to about 60 km / h and is therefore not suitable for use in high-speed area.
  • the support layer has two longitudinally extending recesses, which are connected via a width recess miteinender, wherein the actual deck plate is made.
  • the base layer itself can be made of gravel, light or lean concrete, mixed concrete, bonded waste or the like, and on the one hand assumes the function of a load-distributing intermediate layer and serves on the other hand as a kind of formwork in which the actual roadway slab is made.
  • a rail substructure with two mutually parallel longitudinal channels is also known.
  • the longitudinal channels serve to attach a rail thereon using a lavish support plate construction with a molded trapezoidal profile. Since the longitudinal channels can not be made optimal fit, they must be lined with a leveling mortar bed to accommodate a profile insert can, which in turn receives the trapezoidal profile of the support plate construction for the rail. In order to achieve a noise attenuation, additional damping elements must be inserted between the profile insert and the trapezoidal profile of the support plate construction.
  • the known from the prior art method for the production of a solid roadway have a number of advantages in technical and economic terms. These include in particular the achievable high quality of Track position, which ensures a particularly smooth vehicle run. Thanks to the shear-resistant lateral connection of the track grating, smaller radii and larger elevations can also be achieved thanks to the fixed track during the routing, which leads to a gradient better adapted to the topography and to a better ride comfort.
  • the present invention is therefore based on the object of providing a production method for a fixed rail track, which enables a simpler, time-optimized and more accurate production of the rail track. Furthermore, with the present invention, a system for a fixed rail track and a concrete slab for a fixed railroad track be made available, which are easier and more accurate to produce than the known from the prior art systems.
  • a method for the production of a fixed rail track is provided according to a first aspect of the present invention, in a first manufacturing step, a concrete support plate with at least two equidistant is produced to each other extending longitudinal channels.
  • the concrete support plate can be produced, for example, directly on the Erdplanum or frost protection layer. Alternatively, however, it is also possible to manufacture the concrete slab on a hydraulically bound support layer. In order to keep the production costs as low as possible, the concrete slab is produced in this first step with a slipform paver.
  • the concrete support plate itself can be performed limp-reinforced in a simple embodiment.
  • the concrete can also be designed as fiber concrete, wherein as fibers, for example, steel fibers, plastic fibers, glass fibers or the like can be used.
  • the concrete can be provided with a synthetic resin coating or a synthetic resin as a binder added to the concrete.
  • At least two equidistant longitudinal channels are simultaneously formed on the surface of the concrete support plate co-manufactured, which are spaced from each other at about the distance of the track of the solid track to be produced.
  • these channels after being potted with a potting compound, serve to fasten the rail fasteners, which in turn support the tracks.
  • the at least two longitudinal channels can be cast with a potting compound.
  • the rail fasteners can be fixed on the filled with the potting longitudinal channels, the potting compound must have such material properties that a trouble-free installation of rail fasteners is possible.
  • the rail fasteners can be easily, for example, with self-tapping sleeper screws, screwed.
  • polyurethanes and polyethylene prove to be particularly suitable.
  • it may be necessary as a potting material in the case of a polymer composition to pre-drill holes in the cured potting compound for screwing the rail fasteners however, these holes can be much easier to produce due to the material properties of the potting compound, as would have to be drilled directly into concrete.
  • epoxy resins may prove to be very suitable.
  • polymer compositions are, for example, that they have a certain elasticity and a very favorable temperature expansion coefficient ⁇ T , so that In the case of load, the finished track can deform in curvy stretches, so that no or at least only limited positive stresses occur in the rails.
  • potting compounds of a polymeric nature, such as bitumen or other viscoelastic materials. If necessary, the potting compounds can also be provided with fillers, which on the one hand can be used to vary the material properties and, on the other hand, to reduce the required potting compound.
  • combined sleeper anchor can be used for Aufschraubbefest
  • the rail fasteners which do not have a fixed screw head as usual sleeper screws, but instead have a head-side thread on which a threaded nut can be screwed.
  • the use of such combined threshold screw anchors proves to be particularly advantageous in that with these very easily a height correction of the track position can be made. For this purpose, only the head-side threaded nuts have to be loosened slightly, so that subsequently the rail fastening can be raised and lined with a lining. Subsequently, the threaded nuts are tightened again.
  • the rails can be provided at regular intervals with the rail fasteners, for example, during curing of the potting compound and then connected with tie rods to a provisional track grid, which can then be applied to the concrete support plate and adjusted using a leveler and then fixed on the cured potting compound.
  • a further particularly preferred embodiment may be used for potting the longitudinal channels to accommodate the rails provided with rails, as potting course, of course, concrete or mortar.
  • the process steps may change insignificantly compared to the method already described using polymer compositions.
  • the two longitudinal channels are potted with concrete or mortar, in which, in a further step, as long as the concrete or mortar has not yet hardened , the anchor bolts that hold the rail fasteners including rails are pressed. Finally, the rails are aligned.
  • the second step instead of shedding the two longitudinal channels in the second step with concrete or mortar, it is also possible in the second step, first provided with anchor bolts rail fasteners, which in turn carry the rails on the concrete support plate so that the anchor bolts protrude into the longitudinal channels. Then, the longitudinal channels can be potted with concrete or mortar and the rails are aligned.
  • This alignment of the rails, and in particular the alignment of the height position of the rails can be done as an alternative to the previously described alignment with the aid of underlaid feeds by during the Alignment process, the rails are first brought by the leveler to its correct altitude. In the event that at this correct altitude the bottom of the rail mounting does not rest on the top of the concrete support plate, the longitudinal channels are potted so far with the potting compound that it overflows over the respective longitudinal channel and fed fully with the underside of the rail attachment into abutment. In this position, the track grid is aligned by the leveler and then held on tie rods until the potting compound is cured. In order to minimize this holding time, especially quick-setting casting compounds are suitable.
  • Special concretes and special mortars with a maximum grain size of 6 mm are especially suitable as concretes or mortars.
  • mortars and concretes with low setting times are particularly suitable.
  • mortars and concretes are preferred, which set in about 30 minutes or faster. So that the material fills even the smallest cavities during casting, it is desirable that the mortar or the concretes have the best possible flow properties.
  • mortars or concretes are preferred which have good self-compacting properties. Concretes or mortars with a slump of up to about 55 cm prove to be particularly suitable.
  • they can of course be mixed with appropriate additives. For example, glass or steel fibers may be added to provide the tensile strength.
  • the grouting MAPEFILL® from MAPEI® can be used, which has a maximum grain size of 2.5 mm.
  • This grout is particularly suitable because of its excellent flow properties, so that a subsequent compaction can be largely eliminated.
  • Zuscherskömungen it is possible to use suitable Zuscherskömungen here as well.
  • the starting material of MAPEFILL® can be mixed with a filler or an aggregate grain size of 8-10 mm. However, the share of the surcharge should not exceed 30% of the MAPEFILL® raw material.
  • the production method according to the invention for a fixed rail track proves to be particularly advantageous in that cumbersome adjustment processes of the track grid, as is known from the prior art, and complicated application of filled concrete can be avoided with the method.
  • the manufacturing steps for the production of a solid roadway are largely minimized.
  • the rail fasteners can be screwed onto the potting compound with the aid of self-tapping screws, which makes the adjustments required from the prior art largely unnecessary.
  • other fastening elements can be provided for fastening the rail fasteners on the potting compound, which are driven into the potting compound without having to be pre-drilled.
  • These include, for example, the anchor bolts, which are pressed into the not yet cured concrete or mortar or shed it.
  • the concrete support plate is made including the cured potting compound, for example, the temporarily held together via tie rods rails can be applied and moved into their final position, they are then fixed by means of self-tapping screws in the potting compound.
  • the complex pre-drilling and gluing of threaded bolts for fastening the rail fasteners can thus be omitted.
  • not only one longitudinal channel but two longitudinal channels are provided for fastening each rail, which are also cast with the potting compound.
  • the two longitudinal channels are spaced approximately parallel to each other about the foot width of the rail to be laid.
  • a concrete base located between the two longitudinal channels a concrete base, which has an approximate width of the track foot to be fastened.
  • the side walls of the longitudinal channels are provided with a profiling, which ensures that the fixed rails are secured against lifting forces.
  • the profiling also proves to be very beneficial in economic terms.
  • a backup against lifting forces namely the dowel holes must be drilled very expensive, then then the dowels are glued.
  • the rails are track pitched prior to being applied by means of tie rods, and then applied to the concrete slab using a straightener, then adjusted and bolted.
  • This procedure by means of a leveler proves to be particularly advantageous because this manual alignment largely avoided and the entire process can be carried out largely automated.
  • the subsequent application and screwing the track can be done largely automated.
  • the rail fasteners are not directly supported on the concrete slab (s). Instead, the rail fasteners are mounted on vibration absorbing, elastic damper elements.
  • This vibration-absorbing storage method proves to be particularly advantageous in that it can largely be avoided by inducing waves in the half-space under the fixed lane.
  • Such vibration isolation is particularly advantageous if the solid lane is located in the area inhabited areas in which by passing trains in the background induced vibrations are usually very disturbing.
  • a solid rail track which consists of a concrete support plate, on the upper side at least two equidistantly extending longitudinal channels are provided.
  • the concrete slab itself consists of a concrete grade B 35 concrete in accordance with ZTV Beton, which may be limp-reinforced with ordinary reinforcing steel BSt 500.
  • ZTV Beton which may be limp-reinforced with ordinary reinforcing steel BSt 500.
  • the two equidistant to each other running longitudinal channels are spaced apart approximately in gauge of the track to be created and are potted with a potting compound.
  • the longitudinal channels have such a width that a rail fastening to be fastened on the potting compound can be adjusted to its correct position, in which it is then fixed together with the rail.
  • the construction of the invention proves particularly advantageous in that the fasteners of the loose rail fastening need only be completely solved and the dissolved rail fastening can be fixed in a longitudinally slightly shifted position again on the potting compound.
  • a problem-free displacement of the rail fastening in the transverse direction is possible in this way.
  • the longitudinal channels are filled with a potting compound having such material properties that can be easily fixed to the filled with the potting compound longitudinal channels held by rail fasteners at regular intervals rail.
  • a potting compound having such material properties that can be easily fixed to the filled with the potting compound longitudinal channels held by rail fasteners at regular intervals rail.
  • polymer masses prove to be very suitable, since in the cured state, the rail fasteners can be easily, for example, with self-tapping sleeper screws, screwed.
  • polyurethanes and polyethylene prove to be particularly suitable.
  • epoxy resins may prove to be very suitable.
  • polymer compositions for example, that it has a certain elasticity and a very favorable temperature expansion coefficient ⁇ T , so that the finished track can deform in the load case temperature in winding stretches, so that no or at least only limited forcing stresses in the rails occur.
  • potting compounds of a polymeric nature, such as bitumen or other viscoelastic materials. If necessary, the potting compounds can also be provided with fillers, which on the one hand can be used to vary the material properties and, on the other hand, to reduce the required potting compound.
  • concrete or mortar for potting the longitudinal channels in order to accommodate the rails provided with rail fastenings.
  • the two longitudinal channels cast with concrete or mortar pick up the anchor bolts that hold the rail fasteners together with the rails.
  • these are of course added with appropriate additives.
  • glass or steel fibers may be added to provide the tensile strength.
  • the grouting MAPEFILL® from MAPEI® can be used, which has a maximum grain size of 2.5 mm.
  • This grout is particularly suitable because of its excellent flow properties, so that a subsequent compaction can be largely eliminated.
  • suitable aggregates For example, the starting material of MAPEFILL® can be mixed with an aggregate grain size of 8 - 10 mm. However, the share of the surcharge should not exceed 30% of the MAPEFILL® raw material.
  • each rail is arranged between two each with casting compound poured longitudinal channels and fixed on this.
  • it is intended not to fix the rail on a wide, filled with grout channel, but to fix each rail on each two individual channels extending to the right and left of the rail foot of each rail in the longitudinal direction.
  • the two longitudinal channels are separated by a concrete base, which has approximately the width of the rail foot.
  • the advantage of this embodiment is that can be reduced by approximately one third of the required material cost of potting compound by the separated by the concrete base longitudinal channels. This material saving proves to be very economical due to the very expensive potting material.
  • the rails are screwed with self-tapping sleeper screws on the right and left of the respective rail, each on a molded longitudinal channel.
  • self-tapping sleeper screws By this screwing with the aid of self-tapping sleeper screws the very complicated from the prior art anchoring the rails is bypassed by means of drilled and glued threshold anchor.
  • This conventional usually very expensive and expensive mounting method by means of glued and pre-drilled threshold anchor can also be avoided by the embodiment of the present invention using concrete or mortar potting compound, in which the anchor bolts of the rail fasteners are cast or pressed into the potting compound.
  • the concrete slab is produced by means of a slipform paver. Due to the in the longitudinal direction of the concrete support plate substantially constant cross-section, it proves to be particularly advantageous to use a slipform paver for the production of the concrete slab, since thereby the required manufacturing cost can be minimized.
  • the method of manufacturing the concrete slab by means of a slipform paver also proves to be advantageous in that profilings can be provided simultaneously in the sidewalls of the longitudinal channels in this production method. This profiling ensures that the rails fixed on the hardened potting compound are secured against lifting forces.
  • the rail fasteners for mounting the rails on the concrete slab are supported on vibration absorbing, elastic damper elements on the concrete slab.
  • These embodiments of the fixed railroad track is suitable in particular in the case of routes in the vicinity of inhabited areas, as by such a vibration-absorbing storage, the induction of vibrations in the ground can be largely avoided.
  • a concrete slab for a fixed rail track which consists of a reinforced concrete base plate, on the upper side of which pairwise recesses are provided.
  • These recesses are each filled with a potting compound, so that a rail can be fixed using corresponding rail fasteners on these recesses after curing of the potting compound.
  • the recesses can first be cast with a potting compound on which a rail is then fixed using appropriate rail fasteners using anchor bolts by the anchor bolts are pressed into the not yet cured potting compound.
  • the recesses are designed on the upper side of the concrete support plate as longitudinal channels, so that the concrete support plate can be made continuously in one step with a slipform paver.
  • the longitudinal channels are also possible to provide instead of the longitudinal channels as recesses punctured blind hole-shaped recesses by drilling or milling on the top of the concrete support plate on which after their casting with a corresponding potting compound and after curing the rails are screwed using rail fasteners.
  • the concrete support plate on its upper side in each case two longitudinal channels for fastening a respective rail.
  • the two recesses for fixing a respective rail are arranged so that the rails to be fastened to the right and left of their rail foot can be fixed via a corresponding rail fastening on the potting compound in the recesses. Due to the design, in this case the paired recesses must have a mutual distance, which corresponds approximately to the foot width of the rail profile used.
  • the recesses - longitudinal channels or blind hole-shaped recesses - on their side walls with a profiling ensures that a solid pavement is secured against lifting track forces using such a concrete support plate by interlocking the potting compound, such as a polymer mass, with the profiling so that the lifting forces originating from the rails can be safely dissipated to the concrete support plate.
  • FIG. 1 shows in a flow chart the individual method steps which are necessary for the production of a fixed rail track 7.
  • a concrete support plate 1 is produced with at least two equidistant longitudinal channels 2.
  • the concrete support plate 1 is in this case preferably produced with a slipform paver, so that in this first step, the equidistantly running longitudinal channels 2 in the concrete support plate 1 can be made simultaneously.
  • the longitudinal channels 2 in the concrete support plate 1 are provided so that the rails 5 can be fixed to these after their backfilling with a potting compound 3 in one of the further steps.
  • a second production step 12 the longitudinal channels 2 of the concrete support plate 1 produced in the first production step 11 are cast with a potting compound 3 and in this case preferably with a polyurethane.
  • a rail provided with rail fastenings 4 can be applied to at least one potted longitudinal channel 2 in each case.
  • the at least one rail 5 is adjusted and fixed on the hardened potting compound 3.
  • vibration-absorbing, elastic damper elements 9 can be applied to the concrete support plate 1 at the locations where the rail fasteners 4 together with the rails 5 are to be fixed onto the hardened potting compound 3, onto which then the rail fasteners 4 be fixed together with the rails 5.
  • the anchor bolt 6 of the rail fasteners 4 which hold the rails 5, pressed into the still soft concrete or mortar.
  • the anchor bolt 6 can be cast only after the application of the rails 5 on the longitudinal channels 2 with the potting compound.
  • the concrete support plate 1 shows a plan view of a section of a fixed carriageway 7, consisting of a concrete support plate 1 and a rail 5 screwed thereon.
  • the concrete support plate 1 is in both transverse as well as in the longitudinal direction reinforced with reinforcing steel 8, for example, with BSt 500.
  • the concrete support plate 1 has a recess 2 with an approximately rectangular cross-section, which is also referred to as a longitudinal channel 2 in the context of the present invention. 2, the longitudinal channel 2 extends in the longitudinal direction of the fixed track 7 parallel to the track to be produced.
  • the side walls of the longitudinal channel 2 are, as can be seen from FIG. 3, profiled laterally.
  • the longitudinal channel 2 is potted flush with a potting compound 3 to the upper edge of the concrete support plate 1, preferably with a polyurethane or a grout.
  • a rail 5 is fixed by means of rail fasteners 4.
  • Rail profile comes for example High speed trains preferred the profile UIC 60 used.
  • the rail profile 5 carried by the rail fastenings 4 is screwed into the hardened potting compound 3 via self-tapping sleeper screws 6.
  • the anchor bolt 6 are pressed to fix the rail fasteners 4 in the still soft potting or shed with this.
  • the present invention proves to be very advantageous in that the torn rail fastener 4 in the longitudinal direction, after the sleeper screws 6 have been solved, can be easily moved and slightly offset Position in the potting compound 3 can be fixed again.
  • FIGS. 4 and 5 show in plan view and in cross section a section of a modified embodiment according to FIGS. 2 and 3.
  • this embodiment differs from the previously described embodiment in that two somewhat narrower longitudinal channels 2 'are provided in the concrete supporting plate 1 instead of a wide longitudinal channel 2 , As can be seen from FIG. 5, these two longitudinal channels 2 'are separated by a concrete base which has approximately the width of the rail foot of the rail 5 to be fastened.
  • This embodiment proves to be very advantageous due to the material savings in potting compound 3, since the potting compound 3 is usually very expensive. For this reason, it is desirable to be able to save as much potting compound 3, as is ensured with the present embodiment.
  • FIG. 6 shows a further embodiment of the fixed rail track 7 according to the invention with a concrete support plate 1 and a longitudinal channel 2 provided therein, which is cast with potting material 3.
  • the characteristic feature of this design is that the rail fastening 4 is not screwed directly onto the potting compound 3, but is separated from it by a vibration-absorbing, elastic damper element 9.
  • This damper element 9 can either be a separate component, such as an elastomer plate, which is designed to be pointy before the screwing of the rail fastening 4 at the respective Verschraubungsstellen on the cured potting compound 3.
  • damper elements 9 is part of the rail fastening 4, so that no separate arrangement of the damper elements 9 is required, whereby a further reduction of the workload for producing a fixed rail track 7 is possible.
  • damper element 9 below the rail fastening, it is of course also possible to place this between the underside rail foot and the top of the rail fastening 4.
  • FIG. 7 shows the fixed rail track 1 in cross section.
  • each rail 5 has two separate longitudinal channels 2 'each provided in the concrete support plate 1, which are arranged approximately mirror-symmetrically to the longitudinal axis of the respective rail 5.
  • each rail 5 provided two longitudinal channels 2 ', it is according to the embodiment of FIGS. 2 and 3, however, also possible to provide each rail only a wide longitudinal channel 2.
  • the concrete slab 1 itself consists in this embodiment of a concrete with a concrete grade B 35 according to ZTV concrete, with the usual Reinforcing steel BSt 500 limp reinforced.
  • BSt 500 Reinforcing steel
  • the present invention provides a very high-quality solid rail track, this is particularly suitable for use in high-speed traffic, so that at least in the area of the German Federal Railroad, the rail profiles UIG 60 and S 54 are used as rail profile 5.
  • the rail profiles UIG 60 and S 54 are used as rail profile 5.

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Claims (45)

  1. Procédé de fabrication d'une voie ferrée fixe, comprenant les étapes consistant à
    - fabriquer une dalle de support en béton (1) avec au moins deux canaux longitudinaux (2) s'étendant de façon équidistante l'un à l'autre,
    - couler lesdits au moins deux canaux longitudinaux (2) avec une masse de coulage (3),
    - appliquer au moins un rail (5) muni de fixations de rail (4), respectivement sur au moins l'un des canaux longitudinaux (2), de sorte que les éléments de fixation (6) des fixations de rail (4) font saillie dans les canaux longitudinaux coulés,
    - régler et fixer ledit au moins un rail muni de fixations de rail (4) sur la masse de coulage durcie (3).
  2. Procédé selon la revendication 1, caractérisé en ce que le coulage desdits au moins deux canaux longitudinaux (2) s'effectue avec une masse de coulage (3) avant l'application dudit au moins un rail (5) muni de fixations de rail (4).
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que les rails (5) sont appliqués ensemble sous la forme d'un châssis relié provisoirement par des barres d'accouplement.
  4. Procédé selon l'une quelconque des revendications 1 à 3, caractérisé en ce que les rails (5) sont disposés respectivement entre deux canaux longitudinaux (2') coulés avec une masse de coulage (3) et fixés des deux côtés de ces deux canaux longitudinaux (2') coulés.
  5. Procédé selon l'une quelconque des revendications 1 à 4, caractérisé en ce que pour la fixation des rails (5), des éléments de fixation (6) sont enfoncés dans la masse de coulage (3).
  6. Procédé selon l'une quelconque des revendications 1 à 5, caractérisé en ce que les rails (5) sont vissés avec des tire-fonds (6) des deux côtés du rail respectif (5), respectivement sur un canal longitudinal (2, 2') coulé.
  7. Procédé selon la revendication 6, caractérisé en ce que les rails (5) sont vissés avec des tire-fonds autotaraudeurs (6).
  8. Procédé selon l'une quelconque des revendications 6 ou 7, caractérisé en ce que pour la fixation par vissage des rails (5), des tire-fonds d'ancrage combinés sont utilisés.
  9. Procédé selon l'une quelconque des revendications 1 à 5, caractérisé en ce que les rails (5) sont fixés par des boulons d'ancrage (6) des deux côtés du rail respectif (5), respectivement sur au moins un canal longitudinal (2, 2') coulé.
  10. Procédé selon la revendication 9, caractérisé en ce que les boulons d'ancrage (6) sont pressés dans la masse de coulage (3) encore souple.
  11. Procédé selon l'une quelconque des revendications 1 à 10, caractérisé en ce que les canaux longitudinaux (2, 2') sont munis sur leurs parois latérales d'un profilage qui protège les rails fixés (5) contre des forces d'arrachage.
  12. Procédé selon l'une quelconque des revendications 1 à 11, caractérisé en ce que les canaux longitudinaux (2, 2') sont coulés avec une masse polymère.
  13. Procédé selon la revendication 12, caractérisé en ce que la masse polymère se compose au moins d'un des matériaux du groupe polyuréthane, polyéthylène, résine époxyde et bitume.
  14. Procédé selon l'une quelconque des revendications 1 à 13, caractérisé en ce que la dalle de support en béton (1) est fabriquée par un finisseur à coffrage glissant.
  15. Procédé selon l'une quelconque des revendications 1 à 14, caractérisé en ce qu'au moins l'application et le réglage des rails (5) s'effectuent à l'aide d'une planeuse.
  16. Procédé selon la revendication 15, caractérisé en ce que la fixation des rails (5) s'effectue à la même étape que l'application et le réglage a l'aide de la planeuse.
  17. Procédé selon l'une quelconque des revendications 1 à 16, caractérisé en ce que les fixations de rail (4) sont logées sur des éléments amortisseurs élastiques, absorbant des vibrations (9).
  18. Procédé de fabrication d'une voie ferrée fixe, comprenant les étapes consistant à
    - fabriquer une dalle de support en béton (1) avec au moins deux canaux longitudinaux (2) s'étendant de façon équidistante l'un à l'autre,
    - appliquer au moins un rail (5) muni de fixations de rail (4), respectivement sur au moins l'un des canaux longitudinaux (2), de sorte que les éléments de fixation (6) des fixations de rail (4) font saillie dans les canaux longitudinaux (2),
    régler ledit au moins un rail (5) muni de fixations de rail (4),
    - couler lesdits au moins deux canaux longitudinaux (2) avec une masse de coulage (3), les éléments de fixation (6), dont sont munies les fixations de rail (4) appliquées au préalable, étant coulés dans lesdits au moins deux canaux longitudinaux (2).
  19. Procédé selon la revendication 18, caractérisé en ce que le coulage desdits au moins deux canaux longitudinaux (2) avec une masse de coulage (3) est effectué après l'application dudit au moins un rail (5) muni de fixations de rail (4).
  20. Procédé selon la revendication 18 ou 19, caractérisé en ce que les rails (5) sont appliqués ensemble sous la forme d'un châssis relié provisoirement par des barres d'accouplement.
  21. Procédé selon l'une quelconque des revendications 18 à 20, caractérisé en ce que les canaux longitudinaux (2, 2') sont munis sur leurs parois latérales d'un profilage qui protège les rails fixés (5) contre des forces d'arrachage.
  22. Procédé selon l'une quelconque des revendications 18 à 21, caractérisé en ce que les canaux longitudinaux (2, 2') sont coulés avec une masse polymère.
  23. Procédé selon la revendication 22, caractérisé en ce que la masse polymère se compose au moins d'un des matériaux du groupe polyuréthane, polyéthylène, résine époxyde et bitume.
  24. Procédé selon l'une quelconque des revendications 18 à 21, caractérisé en ce que les canaux longitudinaux (2) sont coulés avec du béton ou du mortier.
  25. Procédé selon la revendication 24, caractérisé en ce que le mortier est un mortier liquide.
  26. Procédé selon l'une quelconque des revendications 18 à 25, caractérisé en ce que la dalle de support en béton (1) est fabriquée par un finisseur à coffrage glissant.
  27. Procédé selon l'une quelconque des revendications 18 à 26, caractérisé en ce qu'au moins l'application et le réglage des rails (5) s'effectuent à l'aide d'une planeuse.
  28. Procédé selon la revendication 27, caractérisé en ce que la fixation des rails (5) s'effectue à la même étape que l'application et le réglage à l'aide de la planeuse.
  29. Procédé selon l'une quelconque des revendications 18 à 28, caractérisé en ce que les fixations de rail (4) sont logées sur des éléments amortisseurs élastiques, absorbant des vibrations (9).
  30. Voie ferrée fixe, composée d'une dalle de support en béton (1) sur le côté supérieur de laquelle au moins deux canaux longitudinaux (2) séparés, s'étendant de façon équidistante l'un à l'autre, sont prévus, qui sont coulés avec une masse de coulage (3), et de deux rails (5) dont chaque rail (5) est fixé au moyen d'éléments de fixation séparés (6) qui font saillie dans les canaux longitudinaux coulés (2) sur au moins l'un des canaux longitudinaux (2) coulés avec une masse de coulage (3).
  31. Voie ferrée fixe selon la revendication 30, caractérisée en ce que chaque rail (5) est disposé respectivement entre deux canaux longitudinaux (2') coulés avec une masse de coulage (3) et fixé des deux côtés de ces deux canaux longitudinaux coulés (2').
  32. Voie ferrée fixe selon l'une quelconque des revendications 30 ou 31, caractérisée en ce que chaque rail (5) est fixé sur la masse de coulage (3) au moyen d'éléments de fixation (6) qui sont enfoncés directement dans la masse de coulage (3).
  33. Voie ferrée fixe selon l'une quelconque des revendications 30 ou 31, caractérisée en ce que chaque rail (5) est vissé avec des tire-fonds autotaraudeurs (6) des deux côtés du rail respectif (5) respectivement sur un canal longitudinal (2, 2') coulé.
  34. Voie ferrée fixe selon la revendication 33, caractérisée en ce que chaque rail (5) est vissé avec des tire-fonds d'ancrage combinés.
  35. Voie ferrée fixe selon la revendication 34, caractérisée en ce que chaque rail (5) est vissé avec des fixations de rail (4) respectivement sur un canal longitudinal (2, 2') coulé.
  36. Voie ferrée fixe selon l'une quelconque des revendications 30 à 35, caractérisée en ce que chaque rail (5) est fixé par des boulons d'ancrage (6) des deux côtés du rail respectif (5) respectivement sur un canal longitudinal (2, 2') coulé.
  37. Voie ferrée fixe selon l'une quelconque des revendications 30 à 36, caractérisée en ce que la dalle de support en béton (1) est fabriquée par un finisseur à coffrage glissant.
  38. Voie ferrée fixe selon l'une quelconque des revendications 30 à 37, caractérisée en ce que les canaux longitudinaux (2, 2') sont munis sur leurs parois latérales d'un profilage qui protège les rails fixés (5) contre des forces d'arrachage.
  39. Voie ferrée fixe selon l'une quelconque des revendications 30 à 38, caractérisée en ce que la masse de coulage (3) est une masse polymère.
  40. Voie ferrée fixe selon la revendication 39, caractérisée en ce que la masse polymère se compose au moins d'un des matériaux du groupe polyuréthane, polyéthylène, résine époxyde et bitume.
  41. Voie ferrée fixe selon l'une quelconque des revendications 30, 31, 32 ou 36, caractérisée en ce que la masse de coulage (3) est du mortier ou du béton.
  42. Voie ferrée fixe selon la revendication 41, caractérisée en ce que la masse de coulage (3) est un mortier liquide.
  43. Voie ferrée fixe selon la revendication 41 ou 42, caractérisée en ce que le mortier présente une grosseur de grain maximale de 10 mm.
  44. Voie ferrée fixe selon les revendications 41 à 43, caractérisée en ce que le mortier présente un degré d'étalement jusqu'à environ 55 cm.
  45. Voie ferrée fixe selon l'une quelconque des revendications 30 à 44, caractérisée en ce que les fixations de rail (4) sont logées sur des éléments amortisseurs élastiques, absorbant des vibrations (9).
EP03747917A 2003-01-28 2003-08-20 Procede de fabrication d'une voie ferree fixe et voie ferree fixe Expired - Lifetime EP1483450B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10303279 2003-01-28
DE10303279 2003-01-28
DE10310754A DE10310754B4 (de) 2003-01-28 2003-03-12 Verfahren zur Herstellung einer festen Schienenfahrbahn; Feste Schienenfahrbahn
DE10310754 2003-03-12
PCT/EP2003/009226 WO2004067843A1 (fr) 2003-01-28 2003-08-20 Procede de fabrication d'une voie ferree fixe, voie ferree fixe et plaque support en beton

Publications (2)

Publication Number Publication Date
EP1483450A1 EP1483450A1 (fr) 2004-12-08
EP1483450B1 true EP1483450B1 (fr) 2006-08-09

Family

ID=32826172

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Application Number Title Priority Date Filing Date
EP03747917A Expired - Lifetime EP1483450B1 (fr) 2003-01-28 2003-08-20 Procede de fabrication d'une voie ferree fixe et voie ferree fixe

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EP (1) EP1483450B1 (fr)
CN (1) CN100545349C (fr)
AT (1) ATE335880T1 (fr)
DE (1) DE50304570D1 (fr)
WO (1) WO2004067843A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103362036A (zh) * 2013-07-24 2013-10-23 成都市新筑路桥机械股份有限公司 一种嵌入式轨道系统的快速施工方法

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3361351A (en) * 1966-01-21 1968-01-02 Railroad Permanent Way Product Reinforced railroad track structure
DE2347636A1 (de) * 1973-09-21 1975-04-24 Thiele Heinrich Verfahren und vorrichtung zur herstellung von fahrbahnen
DE3536966A1 (de) * 1985-10-17 1987-04-23 Uderstaedt Diether Schienenunterbau
AU630083B2 (en) * 1988-01-28 1992-10-22 Rocla Pty Limited Sleeper construction
DE19604887C2 (de) * 1996-02-10 1999-10-21 Metzer Horst Schotterloser Oberbau für Schienenbahnen
DE19822178C2 (de) * 1998-05-16 2003-03-13 Weiss Gmbh & Co Leonhard Gleiskörper in Endlosbauweise

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103362036A (zh) * 2013-07-24 2013-10-23 成都市新筑路桥机械股份有限公司 一种嵌入式轨道系统的快速施工方法
CN103362036B (zh) * 2013-07-24 2014-10-22 成都市新筑路桥机械股份有限公司 一种嵌入式轨道系统的快速施工方法

Also Published As

Publication number Publication date
EP1483450A1 (fr) 2004-12-08
ATE335880T1 (de) 2006-09-15
CN1639422A (zh) 2005-07-13
CN100545349C (zh) 2009-09-30
DE50304570D1 (de) 2006-09-21
AU2003267001A1 (en) 2004-08-23
WO2004067843A1 (fr) 2004-08-12

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