EP1558815B1 - Chaussee solide destinee au trafic ferroviaire et son procede de production - Google Patents

Chaussee solide destinee au trafic ferroviaire et son procede de production Download PDF

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Publication number
EP1558815B1
EP1558815B1 EP03798899A EP03798899A EP1558815B1 EP 1558815 B1 EP1558815 B1 EP 1558815B1 EP 03798899 A EP03798899 A EP 03798899A EP 03798899 A EP03798899 A EP 03798899A EP 1558815 B1 EP1558815 B1 EP 1558815B1
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EP
European Patent Office
Prior art keywords
rail
rail traffic
sleeper
fixed road
concrete
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
EP03798899A
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German (de)
English (en)
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EP1558815A1 (fr
Inventor
Wolfgang Markus
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.)
Ls Beratungsbuero Lublow GmbH
Hain Silke
Hain Uwe
Original Assignee
Ls Beratungsbuero Lublow GmbH
Hain Silke
Hain Uwe
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Publication date
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Publication of EP1558815A1 publication Critical patent/EP1558815A1/fr
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Publication of EP1558815B1 publication Critical patent/EP1558815B1/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
    • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
    • E01B3/28—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from concrete or from natural or artificial stone
    • E01B3/38—Longitudinal sleepers; Longitudinal sleepers integral or combined with tie-rods; Combined longitudinal and transverse sleepers; Layers of concrete supporting both rails
    • 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
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/008—Drainage of track
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E01B19/003—Means for reducing the development or propagation of noise
    • 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
    • E01B2204/07—Drainage

Definitions

  • the present invention relates to a solid track for rail traffic and a method for its production.
  • ballast track as a long-standing proven and reliable system reaches its physical limits in the high-speed traffic of Deutsche Bahn and other European railways and is no longer able to cope with the requirements such as low susceptibility, low maintenance costs with dense train sequence and high performance of the railway in the long term, no stock.
  • the slab track "Rheda” developed, which are approved together with the type "Züblin” at Deutsche Bahn since 1992 as a standard superstructure for high-speed lines.
  • the level course and the ballast bedding of the classic ballast track are replaced by a hydraulically bound base course and asphalt or concrete wearing course thereon.
  • the overall construction is seen and treated as a static system - earthwork / concrete wearing course.
  • the gravel superstructure it is very stiff and calculable.
  • the basic idea behind the development of the slab track is to ensure that the track has a uniformly elastic bedding, which is achieved almost exclusively by means of elastic intermediate layers in the rail fastening area or with elastic sleeper support systems.
  • first concrete sleepers also bi-block sleepers
  • support blocks were embedded in concrete and connected in a monolithic construction, whereby the track grid millimeter exactly fitted and shaken or must be poured. Later, they moved to superimposing and anchoring the track grates directly on an asphalt or concrete slab, which in turn had to be inserted with millimeter precision.
  • This has the advantage of interchangeability of individual thresholds, which is not the case with a monolithic design.
  • the individual providers of fixed-track systems vary here in conceptions and detailed solutions. At the moment, seven selected systems are being tested on an operational test track between Mannheim and Düsseldorf, including systems without sleepers, where the rail was fastened directly to interpolation points of the concrete wearing course.
  • the here described as a costly revaluation of the upcoming soil basically required preliminary work, means in detail an exchange of the soil to z. T. over 3.0 m depth and subsequent layer-wise installation and compaction of precisely matched functional soil layers in order to achieve the required properties such as elasticity, strength, load distribution, frost resistance, drainage, etc.
  • the object of the invention is, deviating from the previous systems of the fixed track of different manufacturers and suppliers, the cost-effectiveness and ease
  • the frame-like construction (2) has two rail-parallel reinforced concrete precast elements (3) with minimal manufacturing tolerance and finite, non-fixed length, the prefabricated reinforced concrete elements (3) in the frame-like mounted and adjusted state form a trough with an assembly-side attached foil as the lower end, the prefabricated reinforced concrete elements (3) are produced in a precambered manner for the loads in the final state of the load (superelevation), that the sleeper bodies as reinforced concrete prefabricated parts (3) are secured in position by steel structures (4, 10), that the final fixation of the longitudinal sleeper unit (2) is achieved by filling the threshold space up to a predetermined height with grout concrete (7) of sufficient final strength, that an early high-strength grouting concrete (7) of sufficient final strength is used for filling, that the grouting concrete (7) is provided with a sufficiently dimensioned concrete steel reinforcement (9), that for the transmission of the dynamic loads by the longitudinal concreting with grouting concrete (7) of sufficient strength and sufficiently dimensioned concrete steel insert (9) a statically seen infinitely long plate, that the
  • FIG. 8 shows a cross section through the support area of the longitudinal sleeper units (2).
  • the longitudinal sleeper unit (s) are connected to the steel support (13) via the inner fastening profiles (16) in a force-locking and precise position.
  • An additional column reinforcement (19) is installed in the support area.
  • the longitudinal sleeper units (2) consisting of the reinforced concrete beams (3), the steel structure (4) and transport and concreting as a steel structure (10)
  • a high cost and time savings is achieved and so can rail lines partly in the current Traffic during the night or with minimal restrictions (up to 400 m in one shift are theoretically possible) can be converted or refurbished.
  • the reinforced concrete beams (3) are prefabricated industrially with maximum dimensional accuracy and minimal quality deviations. Furthermore, the two associated parallel beams (3) by means of connecting and stiffening steel structures (4, 10) to the required length measure, which is also still transportable, mounted together and provided with a to be attached to the underside of the film (5).
  • This film (5) forms in the installed state together with a Entdröhnungsmatte (6) for a sound-technical separation of the track body and substructure, the lower termination against the antifreeze layer (1) and prevents the escape of grouting concrete (7).
  • the upper and lower longitudinal and transverse reinforcement (9) is already inserted in the pre-assembly and by the o.g. Steel structure (4) fixed in position.
  • the actual static attachment is carried out by using high-pressure injection method paired concrete piles (11) with imported steel beams (12) (or conventional large reinforced concrete piles of reinforced concrete) on which a steel support (13) is installed transversely to the later rail layer (14). After precise adjustment of this support (13) in height, longitudinal and transverse direction, the preassembled longitudinal sleeper unit (2) is placed, aligned and fixed. The static and dynamic forces are dissipated via the composite piles (11, 12) and the steel support (13).
  • This foundation only needs to be installed approximately every 10 m in progress, which largely eliminates the high level of calibration and leveling required by old systems.
  • these injection piles (11, 12) can be designed with relatively low accuracy requirements for an existing line, e.g. be introduced during the night break, so that the hardening of the concrete can be done under operation.
  • the exact alignment is carried out as described above with the steel support (13).
  • the cavity (concreting trough) created between the pre-assembled reinforced concrete beam construction (2) is first laid with additional reinforcement (19) in the support area and then filled with grouting concrete (7), carefully compacted, withdrawn and provided with a sufficient slope for surface water to the drainage tubes (8) out.
  • additional reinforcement (19) in the support area
  • grouting concrete (7) carefully compacted, withdrawn and provided with a sufficient slope for surface water to the drainage tubes (8) out.
  • early high-strength concrete should be used.
  • an infinitely long plate is produced, which possesses outstanding properties with regard to the derivation of dynamic forces from acceleration, deceleration and other driving dynamics forces from rail traffic. Filling in the threshold space further ensures optimal contact with the ground (antifreeze layer) (1).
  • the rails (14) are not as previously on a right angle arranged track grid of single sleepers or two-block sleepers, but on the two parallel, statically sufficient sized and z.
  • the rail inclination is also made here as usual via a standardized ribbed plate (15). All of these rail attachment points (15) are accessible later at all times.
  • a gravel layer (17) can be installed on the side of the finished tracks and between the tracks of a multi-track track.
  • the direct advantages of the present invention result in particular in the lower design costs, the high installation speed, the relative independence from the ground and the later variability of the track pattern.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Manufacturing Of Tubular Articles Or Embedded Moulded Articles (AREA)
  • Chutes (AREA)
  • Forging (AREA)
  • General Factory Administration (AREA)

Claims (27)

  1. Chaussée solide destinée au trafic ferroviaire, comportant une structure de type châssis (2),
    la structure de type châssis (2) constituant une unité de longrine qui présente deux pièces finies en béton armé parallèles au rail (3),
    étant prévus des supports de rail de voie prémontés d'une longueur limitée statiquement et s'étendant parallèlement à la voie,
    les supports de rail de voie s'appuyant sur des poteaux (11, 12) cloués au sol par injection à haute pression,
    les pièces finies en béton armé (3) formant une cuvette en état monté et ajusté à la manière d'un châssis,
    la cuvette étant remplie de béton coulé et constituant une plaque continue sans joints, armée longitudinalement et transversalement et servant de passage supérieur de rail,
    les pièces finies en béton armé (3) s'étendant parallèlement (3) constituant le corps de traverse,
    les corps de traverse (3) constituées par les pièces finies en béton armé (3) étant à l'état monté maintenus écartés par des structures en acier (4, 10).
  2. Chaussée solide destinée au trafic ferroviaire selon la revendication 1, caractérisée en ce que la cuvette présente un film installé au montage et servant de limite inférieure.
  3. Chaussée solide destinée au trafic ferroviaire selon la revendication 1, caractérisée en ce que les pièces finies en béton armé (3) recevant les charges sont fabriquées avec un pré-cintrage contrant la charge pour les charges en état final et présentent notamment une surélévation.
  4. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 3, caractérisée en ce que les corps de traverse constitués par les pièces finies en béton armé (3) sont bloqués en position par des structures en acier (4, 10) en état monté.
  5. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 4, caractérisée en ce que, pour la fixation définitive de l'unité de longrine (2), l'intervalle entre les traverses existant entre les corps de traverse (3) est rempli jusqu'à une hauteur définie de béton coulé (7) de résistance finale suffisante.
  6. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 5, caractérisée en ce que le béton coulé (7) est un béton se solidifiant rapidement de résistance finale suffisante.
  7. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 6, caractérisée en ce que le béton coulé (7) est pourvu d'une garniture de béton armé (9) de dimensions suffisantes.
  8. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 7, caractérisée en ce que, grâce à des profilés de fixation (16) pratiqués en usine dans la pièce finie du corps de traverse (3) pour la fixation de pièces supplémentaires, il est prévu par exemple des systèmes d'insonorisation au niveau des roues ou des systèmes supplémentaires comme des aiguillages.
  9. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 8, caractérisée en ce que la surface de l'intervalle rempli de béton coulé (7) est réalisée avec une pente suffisante pour l'évacuation de l'eau présente en surface.
  10. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 9, caractérisée en ce qu'une couche de béton absorbant le son est appliquée sous forme d'éventuelle couche supérieure sur le corps en béton coulé (7).
  11. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 10, caractérisée en ce que le corps en béton coulé (7) est isolé de la couche antigel (1) vers le bas au moyen d'un film de PE (5) d'épaisseur suffisante.
  12. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 11, caractérisée en ce que le film de PE (5) isolant de l'humidité ascendante est relié de manière imperméable aux corps de traverse (3).
  13. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 12, caractérisée en ce que, pour drainer la surface du corps en béton coulé (7) se trouvant entre les corps de traverse en béton armé (3), il est prévu un système de drainage (8) intégré en usine dans la pièce finie.
  14. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 13, caractérisée en ce que l'unité de longrine (2) servant de fixation verticale et horizontale est ancrée à l'état monté sur des poteaux en béton armé (11, 12) et des supports en acier (13) cloués au sol par injection à haute pression.
  15. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 14, caractérisée en ce que l'unité de longrine (2) servant de fixation verticale et horizontale est ancrée à l'état monté sur des poteaux en béton armé (11, 12) et des supports en acier (13) cloués au sol par injection à haute pression.
  16. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 15, caractérisée en ce que l'ajustage du corps de traverse (3) n'a besoin d'être fait qu'aux points d'appui à intervalles plus espacés sur le poste de fondation (11, 12, 13).
  17. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 16, caractérisée en ce que le rail (14) est appliqué à l'aide des moyens de raccordement standardisés usuels (15) sur les corps de traverse novateurs (3) et est ancré avec mobilité latérale dans les profilés de fixation (16) coulés dans le béton transversalement à la position des rails à distance de la fixation des rails.
  18. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 17, caractérisée en ce que le corps de rail (14) repose sur une plaque nervurée (15).
  19. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 18, caractérisée en ce que l'inclinaison du rail au dessus de la plaque nervurée (15) est réglable à volonté.
  20. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 19, caractérisée en ce que le corps de rail (14) peut être déplacé latéralement sur la plaque nervurée (15) lorsque les moyens de fixation (15) sont défaits.
  21. Chaussée solide destinée au trafic ferroviaire selon une des revendications 1 à 20, caractérisée en ce que le rail (14) est dissocié acoustiquement du soubassement (1) par un tapis d'insonorisation intercalé (6).
  22. Procédé de fabrication d'une chaussée solide destinée au trafic ferroviaire, dans lequel on
    a) préfabrique des unités de longrines (2) avec des poutres en béton armé (3),
    les unités de traverses longitudinales formant une structure de type châssis (2)
    et les poutres en béton armé constituées par des pièces finies en béton armé (3) étant maintenues espacées à l'état monté par des structures en acier (4, 10),
    b) intègre des poteaux en béton injecté à haute pression (11) avec des supports en acier (12) dans le fond relevé (18),
    c) pose, aligne et fixe les unités de longrines (2) prémontées,
    d) remplit la cavité formée entre les unités de longrines (2) prémontées avec du béton coulé (7),
    e) installe des rails sur les poutres en béton armé (3) après durcissement du béton coulé (7).
  23. Procédé selon la revendication 22, caractérisé en ce que la cuvette présente un film installé au montage et servant de limite inférieure.
  24. Procédé selon la revendication 22 ou 23, caractérisé en ce que les pièces finies en béton armé (3) recevant les charges sont fabriquées avec un pré-cintrage contrant la charge en état final et présentent notamment une surélévation.
  25. Procédé selon une des revendications 22 à 24, caractérisé en ce que les corps de traverses constitués par les pièces finies en béton armé (3) sont bloqués en position par des structures en acier (4, 10) en état monté.
  26. Procédé selon une des revendications 22 à 25, caractérisé en ce que la fixation définitive de l'unité de longrine (2) est obtenue en remplissant l'intervalle entre les traverses jusqu'à une hauteur définie avec du béton coulé (7) de résistance finale suffisante.
  27. Procédé selon une des revendications 22 à 26, caractérisé en ce qu'on utilise pour le remplissage un béton se solidifiant rapidement de résistance finale suffisante.
EP03798899A 2002-10-01 2003-09-10 Chaussee solide destinee au trafic ferroviaire et son procede de production Expired - Lifetime EP1558815B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE20215204U DE20215204U1 (de) 2002-10-01 2002-10-01 Neuartiges System Feste Fahrbahn für den Schienenverkehr
DE20215204U 2002-10-01
PCT/EP2003/010027 WO2004031483A1 (fr) 2002-10-01 2003-09-10 Chaussee solide destinee au trafic ferroviaire et son procede de production

Publications (2)

Publication Number Publication Date
EP1558815A1 EP1558815A1 (fr) 2005-08-03
EP1558815B1 true EP1558815B1 (fr) 2010-07-14

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ID=7975649

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Application Number Title Priority Date Filing Date
EP03798899A Expired - Lifetime EP1558815B1 (fr) 2002-10-01 2003-09-10 Chaussee solide destinee au trafic ferroviaire et son procede de production

Country Status (13)

Country Link
US (1) US7641127B2 (fr)
EP (1) EP1558815B1 (fr)
JP (1) JP4689272B2 (fr)
KR (1) KR20050063778A (fr)
CN (1) CN1296560C (fr)
AT (1) ATE474090T1 (fr)
AU (1) AU2003266372B2 (fr)
DE (2) DE20215204U1 (fr)
DK (1) DK1558815T3 (fr)
EA (1) EA006338B1 (fr)
HK (1) HK1082010A1 (fr)
PL (1) PL376131A1 (fr)
WO (1) WO2004031483A1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
DE202013100169U1 (de) 2013-01-12 2014-04-14 Wolfgang Markus Eisenbahn-Fahrbahn mit Lärmschutzwänden

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DE102005054820A1 (de) * 2005-11-15 2007-05-24 Rail.One Gmbh Feste Fahrbahn für Schienenfahrzeuge
DE102006002375B3 (de) * 2006-01-17 2007-07-19 Thyssenkrupp Gft Gleistechnik Gmbh Verfahren zur Herstellung einer festen Fahrbahn
DE102006023312A1 (de) * 2006-05-18 2007-11-22 Thyssenkrupp Gft Gleistechnik Gmbh Verfahren zur Herstellung von Fahrbahnaufbauten für Umschlaganlagen
DE102008048358A1 (de) * 2008-09-22 2010-03-25 Edilon) (Sedra Gmbh Gleiskörperformteileinheit
CN102146643B (zh) * 2010-02-05 2014-01-01 北京捷适中坤铁道技术有限公司 纵向轨枕和减振轨道系统
KR101230381B1 (ko) * 2011-02-14 2013-02-06 코레일테크 주식회사 다용도 겸용 레일바이크 궤도
ES2419554B1 (es) * 2012-02-17 2014-03-20 Administrador De Infraestructuras Ferroviarias (Adif) Traviesa aerodinámica de ferrocarril
ES2769054T3 (es) * 2017-03-23 2020-06-24 Ipr Intelligente Peripherien Fuer Roboter Gmbh Sistema de robot con raíl de soporte y plataforma de robot
EP3441524A1 (fr) * 2017-08-11 2019-02-13 IPR-Intelligente Peripherien für Roboter GmbH Rail porteur pour une plate-forme robotique à déplacement translatif
CN111719345A (zh) * 2019-03-21 2020-09-29 北京铁科特种工程技术有限公司 一种既有铁路路基的防冻害的方法
CN110055829B (zh) * 2019-05-13 2020-03-10 中南大学 一种铁路路基瞬态孔隙水压力缓冲方法及装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202013100169U1 (de) 2013-01-12 2014-04-14 Wolfgang Markus Eisenbahn-Fahrbahn mit Lärmschutzwänden

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Publication number Publication date
HK1082010A1 (en) 2006-05-26
KR20050063778A (ko) 2005-06-28
WO2004031483A1 (fr) 2004-04-15
AU2003266372A1 (en) 2004-04-23
CN1296560C (zh) 2007-01-24
DE20215204U1 (de) 2002-12-05
AU2003266372B2 (en) 2008-09-18
EA006338B1 (ru) 2005-12-29
PL376131A1 (en) 2005-12-27
DE50312892D1 (de) 2010-08-26
JP4689272B2 (ja) 2011-05-25
CN1685111A (zh) 2005-10-19
EP1558815A1 (fr) 2005-08-03
DK1558815T3 (da) 2010-11-15
JP2006502323A (ja) 2006-01-19
ATE474090T1 (de) 2010-07-15
US7641127B2 (en) 2010-01-05
US20060124760A1 (en) 2006-06-15
EA200500585A1 (ru) 2005-08-25

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