EP1573133B1 - Traverse de chassis et son procede de production - Google Patents

Traverse de chassis et son procede de production Download PDF

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Publication number
EP1573133B1
EP1573133B1 EP03788802A EP03788802A EP1573133B1 EP 1573133 B1 EP1573133 B1 EP 1573133B1 EP 03788802 A EP03788802 A EP 03788802A EP 03788802 A EP03788802 A EP 03788802A EP 1573133 B1 EP1573133 B1 EP 1573133B1
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EP
European Patent Office
Prior art keywords
rail
frame
sleeper
concrete
crossing area
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
EP03788802A
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German (de)
English (en)
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EP1573133A1 (fr
Inventor
Peter Plica
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.)
SSL-Schwellenwerk und Steuerungstechnik Linz GmbH
Original Assignee
SSL-Schwellenwerk und Steuerungstechnik Linz GmbH
SSL Schwellenwerk und Steuerungstechnik Linz GmbH
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Publication of EP1573133A1 publication Critical patent/EP1573133A1/fr
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Publication of EP1573133B1 publication Critical patent/EP1573133B1/fr
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Expired - Lifetime legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B28—WORKING CEMENT, CLAY, OR STONE
    • B28B—SHAPING CLAY OR OTHER CERAMIC COMPOSITIONS; SHAPING SLAG; SHAPING MIXTURES CONTAINING CEMENTITIOUS MATERIAL, e.g. PLASTER
    • B28B23/00—Arrangements specially adapted for the production of shaped articles with elements wholly or partly embedded in the moulding material; Production of reinforced objects
    • B28B23/02—Arrangements specially adapted for the production of shaped articles with elements wholly or partly embedded in the moulding material; Production of reinforced objects wherein the elements are reinforcing members
    • B28B23/04—Arrangements specially adapted for the production of shaped articles with elements wholly or partly embedded in the moulding material; Production of reinforced objects wherein the elements are reinforcing members the elements being stressed
    • B28B23/06—Arrangements specially adapted for the production of shaped articles with elements wholly or partly embedded in the moulding material; Production of reinforced objects wherein the elements are reinforcing members the elements being stressed for the production of elongated articles
    • 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
    • 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
    • E01B3/32—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from concrete or from natural or artificial stone with armouring or reinforcement
    • E01B3/34—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from concrete or from natural or artificial stone with armouring or reinforcement with pre-tensioned armouring or reinforcement

Definitions

  • the invention relates to a frame threshold made of prestressed concrete with an increased number of rail fasteners for a railway ballast track and a method for producing this threshold.
  • Grid-like railway sleepers consisting of sleepers and under the rails extending longitudinal beams, hereinafter referred to as frame sleepers, are known as monolithic prestressed concrete precast elements in various embodiments.
  • Their advantages over the classic ballast track with sleepers are due to the positional stability of the track on the increased bearing surface in the ballast, the greater lateral displacement resistance of the single sleepers and in particular on the horizontal frame bearing effect of the track grid.
  • the frame support depends significantly on the size of the clamping forces in the elastic spring elements of the rail fasteners, which connect via friction rails and sleepers together.
  • the rails act as tension and compression straps of the underlying beam formed by the track grid, while the sleepers transmit the thrust forces occurring between the belts. If the existing frictional forces in the rail fasteners are exceeded, the rails slide on the sleepers and the individual frame sleepers can rotate in the horizontal plane against each other. That is, as soon as a slipping of the rails in the rail fasteners takes place, the frame bearing effect can no longer be increased.
  • a known embodiment of the frame threshold according to DE 198 42 312 C1 with a composite of two cross sleeper and two long-beam carrier grid shows all the features of the preamble of Ansprüchs 1 and has at each intersection of the support elements a rail fastening with two spring elements and a Schienenauflagerelement on.
  • An increase of the clamping forces on additional rail fasteners is only possible by a closer arrangement of the sleepers.
  • several types of thresholds are required. However, the different threshold dimensions lead to considerable additional costs in threshold production.
  • Another embodiment according to the DE 100 23 389 A1 with a cross sleeper and two short, projecting on both sides longitudinal beams has the disadvantage that a narrower threshold arrangement and thus more rail fasteners per running meter track is not possible because of the necessary spaces for plugging the thresholds. Also, a reduction in the number of rail fasteners by larger threshold distance is only partially executable, because thus the ballast pressure and rail stress adversely increase.
  • Such a plate-like threshold frame with multiple rail supports and correspondingly long length in track longitudinal direction is the AT 377 806 refer to.
  • a threshold frame is used with a length of 2.4 m, ie, the rail fasteners are made in the usual distance of 60 cm.
  • the installation of very soft rail support elements with a spring rate of approximately 20 KN / mm in each support point is unavoidable.
  • Such soft rail supports however, increase noise and are also very expensive.
  • the arrangement of several rail fasteners in the usual distance of about 60 cm in the region of the longitudinal member also leads to further technical problems.
  • the sill frame lengthened in the longitudinal direction of the track so much that it can no longer be installed in tight bends because of the rectilinear rail supports.
  • distributed over the longitudinal beam Schienenetzlagerimplantation lead to an undesirably large side member width, which complicates the Unterstopfen these components.
  • the object of the present invention is therefore to provide a frame threshold for a track structure which is suitable for use under high stress, in particular for mountain ranges with tight curve radii, while being so inexpensive to produce that they are also suitable for use with distances low load can be used in an economical manner. Furthermore, the invention has for its object to provide a method for producing such a frame threshold.
  • the invention is based on the recognition that high clamping forces can be generated even by the use of at least two rail fasteners in each crossing region of each two sleepers and longitudinal beams, if conventional rail fasteners and conventional Schienenauflager institute be used, as they are also used in pure sleepers , By providing the rail fasteners in the intersection areas they are so closely spaced that it is still possible to speak of a quasi-static bearing, even if at least two rail fasteners are provided in each intersection area. As a result, a lifting of the rail is avoided by individual rail supports under load even with more than two bearing surfaces over the length of a longitudinal member.
  • the at least one bearing surface, on which the respective rail is mounted with the interposition of at least one elastic rail support element extend over substantially the entire extent of the crossing region in the rail direction.
  • the support surface in the rail direction may also be divided into a plurality of separate bearing surfaces.
  • each crossing region may have a number of bearing surfaces corresponding to the number of mountable rail fastenings, wherein Preferably, each position for a rail fastening, seen in the rail direction, is in the region of a support surface
  • the bias of the frame threshold may be formed so that the crossing regions are biased in two axes, namely both in the direction of the respective longitudinal member and in the direction of the respective cross sleeper.
  • each bearing surface assigned to a respective rail preferably have a maximum distance of 0.5 mm from a reference plane, which results from the fact that a rail with imaginary ideally flat underside is placed on the support surfaces, wherein the underside forms the reference plane.
  • the frame threshold according to the invention has a distance between the axes of the sleepers of 55 cm to 70 cm. This results in dimensions for the entire threshold, which make it possible on the one hand, that the threshold can still be used in tight bends and the required deflections of the rails at a load by the wheels of rail vehicles can still follow sufficiently flexible.
  • the at least two rail fastenings per intersection region even at this conventional rail spacing, such a large clamping force results that extremely high loads can be reliably absorbed without a fault in the rails or the track structure.
  • the frame sleepers according to the invention can be preassembled to prefabricated frame threshold unit, each consisting of a frame threshold and at least one rail attachment preassembled per intersection region and at least one rail support element preassembled per intersection region. This results in a simplified assembly of a track structure using such pre-assembled frame threshold units.
  • either a single Schienenetzlagerelement (5 ') is provided with a spring in the range of 100 to 160 KN / mm in each intersection or more rail support elements (5) are provided in each crossing region, wherein the whole, by the Parallel connection of the spring numbers of the plurality of Schienenetzlager electrode (5) resulting total spring number is in the range of 100 to 160 KN / mm, wherein the plurality of Schienenetzlager electrode (5) preferably have the same size spring numbers.
  • a track structure can be realized in such a way that frame sleepers are involved in the track structure which is exposed to high loads, in particular in sections which have a large pitch and / or narrow curve radii and / or which are exposed to large temperature fluctuations at least two rail fasteners per intersection are provided.
  • sections of the track structure which are subjected to low loads particularly in sections which have little or no slope and / or large or no radii of curvature and / or which are subject to small temperature variations
  • the same frame ties can be used with only a single rail attachment per intersection be provided.
  • the frame thresholds may be formed so that the rail fasteners are mountable or preassembled so that the position at which, if necessary, the only rail fastening per intersection is mounted between the positions where, if necessary, two or more rail fasteners are mounted per crossing area.
  • the method according to the invention for producing such a frame threshold is characterized in that the freshly concreted in a corresponding formwork frame threshold is not immediately disengaged, but only after reaching a first hardening stage of the concrete, which excludes deformation of the concrete body.
  • the required tight tolerances between the support surfaces of the frame threshold per rail can be achieved without reworking the threshold.
  • a further advantage of the method according to the invention is that the backing sheets or pallets usually used in the hitherto customary immediate demoulding of the sleepers for supporting the fresh concrete under the tensioning frames can be dispensed with.
  • the molds and clamping frames are no longer rotated when Entschalen the thresholds, the later turning back of these manufacturing facilities by appropriate Drehvornchtungen is no longer required.
  • a frame threshold known type with two sleepers 1 and two longitudinal beams 2 is shown, the crossing areas have been increased so that according to the invention at least two, preferably also used in previously known track structures rail fasteners can be juxtaposed and still the voltage flow in the sleepers 1 and 2 side rails only slightly disturbed.
  • exactly 2 rail fasteners and two Schienenetzlager puzzle 5 are shown.
  • more than two rail fasteners or even, regardless of the number of rail fasteners, any number of Schienenauflager embodimentn be provided.
  • a rail support element can be provided per rail fastening such that the respective rail support element lies in the region between rail and sleeper frame in which the clamping forces generated by the rail fastenings also act.
  • This embodiment is intended for the highest requirements. Thus, even elevated temperatures in the rail due to the eddy current brake used in modern trains can be easily absorbed. Narrow arch up to 200 m radius can be run without the risk of track warping with continuously welded rails.
  • Fig. 2 a further embodiment of Auflagerrab Struktur is shown, in which the two Schienenauflager electrode 5 are summarized in an intersection region to a one-piece Schienenetzlagerelement 5 '.
  • This embodiment can contribute to a simplification in the manufacture and assembly of the elastic intermediate layers.
  • Fig. 3 shows a cost-effective embodiment of the frame threshold after the Fig. 1 or 2 for routes with only low load, for example low-level lines. In such cases, it is sufficient to provide only one rail attachment per intersection area instead of two or more rail fasteners. However, it is still possible to arrange two rail supports 5 between rail and sleeper frame. This embodiment leads to reduced costs for rail fastening. However, one and the same threshold frame can be used for high and low load routes.
  • the arrangements for mounting the rail fasteners can already be made in the factory during the production of the sleeper molds.
  • a single threshold frame type can be produced, which has three positions for each one rail fastening on each side of the rail to be mounted in each crossing region, seen in the longitudinal direction of the rail to be mounted. This can be all in the Fig. 1 to 4 realize the mounting methods shown.
  • the vacant points represent the positions for rail fasteners that are not occupied in this case.
  • Fig._4 shows a vertical section along the axis of a longitudinal member 2 according to Fig. 1 with the arrangement of two rail fasteners in the widened bearing surface a crossing area.
  • a mounting recess 6 in on the top of the longitudinal member 2 for installation of molds for rail welds in case of breakage of the rail during operation.
  • the embodiment of the invention provides spring numbers of 50 to 80 KN / mm for each rail support element 5 and height tolerances of no more than 0.5 mm between the supports of a threshold per rail.
  • the tolerances are defined in such a way that, given an imaginary placement of a rail with a completely flat underside on the support surfaces of the threshold frame (without rail support elements), a maximum distance of 0.5 mm from each point of the support surfaces to the plane defined by the underside of the rail consists.
  • the rails are fastened using standard rail fasteners with compressive forces of approx. 17 to 25 KN, so that there is a force of approx. 8.5 KN per rail fastening assuming a coefficient of friction of 0.5, which can be absorbed in the direction of the rail before the rail starts slipping against over the sill frame.
  • the production of a frame threshold requires the use of immediate shuttering in order to reduce the number of molds and to limit the constantly necessary dimensional control of the molds, because of the high cost of the expensive formwork molds.
  • immediate shuttering the manufactured thresholds are deactivated immediately after concreting out of the mold.
  • the process of instant peeling was selected for the production of frame thresholds also for the technical reason that a late shells with reasonable effort is hardly possible.
  • the prestressed concrete sleeper is removed from the mold only after a hardening time of approx. 24 hours.
  • the shrinkage of the concrete already occurs in all three spatial directions, in particular in the longitudinal direction of the longitudinal members and the transverse tie. This would require a mold that allows such a shrinkage stress-free.
  • this is hardly feasible in practice.
  • the threshold is raised only after reaching a concrete strength of about 5-10 N / mm 2 from the mold, so that subsequent concrete deformations are excluded. This concrete strength is reached after about three to four hours curing time.
  • the existing in the formwork and continuously controlled support heights are transmitted in this way without change to the threshold.
  • the first hardening phase of the concrete takes several hours, although an increased number of forms is necessary in order to continue concreting further thresholds during the hardening phase can.
  • the dimensional accuracy of the thresholds achieved in this respect is more advantageous in economic terms than the associated increase in the molding costs.
  • Fig. 5 shows the concreting to explain the individual stages of the process.
  • the clamping frame 9 with the therein, preferably made of steel tension rods 10 from above into the formwork 8 inserted the tension rods 10 are guided by vertical slots in the formwork 8 down.
  • the sleepers are then concreted by the introduction of a suitable concrete mix in the formwork 8 in overhead position.
  • Fig. 5b shows, the threshold after the first hardening phase of the concrete, ie after a few hours, together with the clamping frame 9 up "early-breaking". Because of the existing concrete strength eliminates the known from the immediate shuttering turning threshold and shape and settling the fresh thresholds on special documents called pallets. The further hardening of the concrete takes place in such a way that several sleepers are superimposed with their associated tenter frame 9 to box-like stacks of FIG. 6c.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Ceramic Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Railway Tracks (AREA)
  • Manufacturing Of Tubular Articles Or Embedded Moulded Articles (AREA)
  • Lock And Its Accessories (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (16)

  1. Traverse de châssis monobloc en béton précontraint,
    a) constituée de deux longrines transversales et de deux longrines longitudinales s'étendant sous les rails,
    b) chacune des quatre zones d'intersection des longrines transversales (1) et des longrines longitudinales (2) présentant au moins une surface d'appui plane pour la pose d'au moins un élément support de rail élastique (5),
    caractérisée en ce que,
    c) la traverse de châssis est dimensionnée, eu égard à la géométrie, à la nature des matériaux et à la prétension, de sorte qu'on peut monter sur chaque zone d'intersection au moins deux fixations de rail sur des positions de montage prédéfinies le long du rail à fixer, comprenant respectivement deux éléments ressort élastiques (4),
    d) des aménagements étant prévus dans chaque zone d'intersection sur trois positions de montage différentes le long du rail à fixer pour la fixation d'une des fixations de rail respectivement et disposés de telle sorte que les deux positions extérieures dans le sens longitudinal du rail puissent recevoir simultanément une fixation de rail respectivement.
  2. Traverse de châssis selon la revendication 1, caractérisée en ce que l'au moins une surface d'appui s'étend essentiellement sur toute la surface de la zone d'intersection dans le sens du rail.
  3. Traverse de châssis selon la revendication 1, caractérisée en ce que chaque zone d'intersection présente un nombre de surfaces d'appui correspondant au nombre de fixations de rail pouvant être montées, chaque position pour une fixation de rail se situant de préférence dans la zone d'une surface d'appui, vu dans le sens du rail.
  4. Traverse de châssis selon l'une des revendications précédentes, caractérisée en ce que la prétension de la traverse de châssis est réalisée de sorte que les zones d'intersection sont précontraintes selon deux axes, en l'occurrence aussi bien dans le sens de la longrine longitudinale respective que dans le sens de la longrine transversale respective.
  5. Traverse de châssis selon l'une des revendications précédentes, caractérisée en ce que les points de toutes les surfaces d'appui affectées respectivement à un rail présentent une distance maximale de 0,5 mm par rapport à un niveau de référence, lequel est obtenu à partir d'un rail conçu idéalement avec une face inférieure plane qui est posé sur les surfaces d'appui, la face inférieure représentant le niveau de référence.
  6. Traverse de châssis selon l'une des revendications précédentes, caractérisée en ce qu'entre les zones d'intersection respectivement un creux (6) de préférence centré est formé, lequel sert d'orifice de montage pour des soudures de rails.
  7. Traverse de châssis selon l'une des revendications précédentes, caractérisée en ce que la distance entre les axes des longrines transversales se situe entre 55 cm et 70 cm.
  8. Unité de traverse de châssis, constituée d'une traverse de châssis selon l'une des revendications précédentes et d'au moins une fixation de rail prémontée par zone d'intersection ainsi que d'au moins un élément support de rail (5) prémonté par zone d'intersection.
  9. Structure de voie constituée de plusieurs traverses de châssis selon l'une des revendications 1 à 7 et de deux rails montés dessus, caractérisée en ce que, sur chaque traverse de châssis, chaque rail est maintenu avec au moins une fixation de rail dans chaque zone d'intersection, au moins un élément support de rail élastique étant prévu dans chaque zone d'intersection entre la face inférieure du rail concerné et l'au moins une surface d'appui plane concernée.
  10. Unité de traverse de châssis selon la revendication 8 ou structure de voie selon la revendication 9, caractérisée en ce qu'il est prévu soit un seul élément support de rail (5) dans chaque zone d'intersection avec une rigidité se situant dans une plage allant de 100 à 160 kN/mm, soit plusieurs éléments supports de rail (5) dans chaque zone d'intersection, la rigidité totale résultant de l'addition des rigidités des plusieurs éléments supports de rail (5) se situant dans une plage allant de 100 à 160 kN/mm, les plusieurs éléments supports de rail (5) présentant de préférence des rigidités de même valeur.
  11. Unité de traverse de châssis selon la revendication 8 ou 10 ou structure de voie selon la revendication 9 ou 10, caractérisée en ce que chaque élément support de rail présente une rigidité de 50 à 80 KN/mm.
  12. Structure de voie selon la revendication 9 ou 10, caractérisée en ce que des traverses de châssis avec au moins deux fixations de rail par zone d'intersection sont prévues dans les sections de la structure de voie qui sont soumises à d'importantes sollicitations, notamment dans les sections qui présentent une forte rampe et/ou des courbes de petit rayon et/ou qui sont soumises à de fortes variations de température, et en ce que des traverses de châssis avec une seule fixation de rail par zone d'intersection sont prévues dans les sections de la structure de voie qui sont soumises à de faibles sollicitations, notamment dans les sections qui présentent une faible pente ou aucune et/ou des courbes de grand rayon ou aucune et/ou qui sont soumises à de faibles variations de température.
  13. Procédé de production d'une traverse de châssis selon l'une des revendications 1 à 8, comportant les étapes suivantes :
    a) bétonnage de la traverse de châssis en position renversée dans un moule de coffrage (8), dans lequel sont introduits des tirants (10) maintenus sous tension dans des cadres de serrage (9) pour produire une prétension à précontrainte directe ;
    b) prise de la traverse bétonnée dans le moule de coffrage (8) jusqu'à obtention d'un premier niveau de prise qui exclut les déformations du corps en béton ;
    c) décoffrage de la traverse en position renversée effectué en tirant la traverse et le cadre de serrage vers le haut ;
    d) stockage de la traverse décoffrée dans le cadre de serrage (9) jusqu'à la prise définitive du béton ;
    e) transmission des forces de serrage à la traverse prise en position renversée ;
    f) retournement de la traverse dans sa position normale une fois le cadre de serrage (9) ôté.
  14. Procédé selon la revendication 13, caractérisé en ce que des tirants (10) sont utilisés dans le moule de coffrage (8) au moins dans des zones correspondantes du moule de coffrage dans les sens transversal et longitudinal et fixés dans le cadre de serrage (9) pour produire une armature biaxiale dans les longrines transversales et les longrines longitudinales.
  15. Procédé selon la revendication 13 ou 14, caractérisé en ce que, après le décoffrage de la traverse, on pose plusieurs traverses avec leur propre cadre de serrage (9) les unes sur les autres en piles telles des caisses gerbables pour un durcissement supplémentaire.
  16. Procédé selon l'une des revendications 13 à 15, caractérisé en ce que le premier niveau de prise du béton est atteint lorsque la traverse présente une résistance de béton d'env. 5 à 10 N/mm2.
EP03788802A 2002-11-26 2003-11-21 Traverse de chassis et son procede de production Expired - Lifetime EP1573133B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10254973A DE10254973A1 (de) 2002-11-26 2002-11-26 Rahmenschwelle mit variabler Anzahl von Schienenbefestigungen und Verfahren zur Herstellung der Schwelle
DE10254973 2002-11-26
PCT/DE2003/003860 WO2004048695A1 (fr) 2002-11-26 2003-11-21 Traverse de chassis et son procede de production

Publications (2)

Publication Number Publication Date
EP1573133A1 EP1573133A1 (fr) 2005-09-14
EP1573133B1 true EP1573133B1 (fr) 2011-10-19

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EP03788802A Expired - Lifetime EP1573133B1 (fr) 2002-11-26 2003-11-21 Traverse de chassis et son procede de production

Country Status (5)

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EP (1) EP1573133B1 (fr)
AT (1) ATE529570T1 (fr)
AU (1) AU2003292972A1 (fr)
DE (2) DE10254973A1 (fr)
WO (1) WO2004048695A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7841543B2 (en) 2004-02-16 2010-11-30 Ssl-Schwellenwerk Und Steuerungstechnik Linz Gmbh Tie for a ballasted track
DE102004019278B3 (de) * 2004-04-21 2006-02-09 Peter Dr.-Ing. Plica Rahmenschwelle für einen Eisenbahnschotteroberbau
KR20100110906A (ko) * 2009-03-31 2010-10-14 한국철도공사 철도용 다지형 침목
DE102013213241A1 (de) 2013-07-05 2015-01-08 Siemens Aktiengesellschaft Schiene zum Einsatz einer Wirbelstrombremse
HUP1800227A2 (hu) 2018-06-27 2019-12-30 Robert Csepke Keresztalj

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1410185A (en) * 1921-09-01 1922-03-21 Peter C Ickes Concrete tie

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1387184A (en) * 1920-03-29 1921-08-09 W F Lee Roadbed construction
US4515309A (en) * 1981-04-29 1985-05-07 Btr South Africa Limited Rail fastener assembly and components thereof
AT377806B (de) * 1982-11-16 1985-05-10 Dyckerhoff & Widmann Ag Eisenbahnoberbau
DE4203895C2 (de) * 1992-02-11 1996-08-29 Dyckerhoff & Widmann Ag Einrichtung zum Herstellen von Fertigbauteilen aus Spannbeton mit sofortigem Verbund, insbesondere von Spannbetonschwellen
DE19708734C2 (de) * 1997-03-04 2001-05-31 Dorstener Maschf Ag Verfahren und Vorrichtung zum Herstellen von plattenförmigen oder balkenförmigen Stahlbetonteilen, insbesondere von Stahlbetonschwellen
AT408774B (de) * 1997-09-10 2002-03-25 Riessberger Klaus Unterschwellung für eisenbahngleise
DE19917179C1 (de) * 1998-09-16 2000-11-16 Peter Plica Schwellenrahmen für einen Schotteroberbau bei Eisenbahnen
DE19842312C1 (de) * 1998-09-16 1999-12-09 Peter Plica Schwellenrahmen für einen Schotteroberbau bei Eisenbahnen
AT410226B (de) * 1999-03-22 2003-03-25 Riessberger Klaus Unterschwellung für eisenbahngleise
DE10023389A1 (de) 2000-05-12 2001-11-29 Pfleiderer Infrastrukturt Gmbh Doppelkreuz-Schwelle

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1410185A (en) * 1921-09-01 1922-03-21 Peter C Ickes Concrete tie

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Publication number Publication date
AU2003292972A1 (en) 2004-06-18
EP1573133A1 (fr) 2005-09-14
ATE529570T1 (de) 2011-11-15
DE10254973A1 (de) 2004-06-09
WO2004048695A1 (fr) 2004-06-10
DE10394106D2 (de) 2005-10-20

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