EP1853764A2 - Railway track construction with road bed and track slabs - Google Patents

Railway track construction with road bed and track slabs

Info

Publication number
EP1853764A2
EP1853764A2 EP06716657A EP06716657A EP1853764A2 EP 1853764 A2 EP1853764 A2 EP 1853764A2 EP 06716657 A EP06716657 A EP 06716657A EP 06716657 A EP06716657 A EP 06716657A EP 1853764 A2 EP1853764 A2 EP 1853764A2
Authority
EP
European Patent Office
Prior art keywords
track
construction according
road bed
stud
slabs
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.)
Granted
Application number
EP06716657A
Other languages
German (de)
French (fr)
Other versions
EP1853764B1 (en
Inventor
Theo Winter
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.)
Rail One GmbH
Koninklijke BAM Groep NV
Original Assignee
Pfleiderer Infrastrukturtechnick GmbH and Co KG
Koninklijke BAM Groep NV
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Pfleiderer Infrastrukturtechnick GmbH and Co KG, Koninklijke BAM Groep NV filed Critical Pfleiderer Infrastrukturtechnick GmbH and Co KG
Publication of EP1853764A2 publication Critical patent/EP1853764A2/en
Application granted granted Critical
Publication of EP1853764B1 publication Critical patent/EP1853764B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E01B1/007—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with interlocking means to withstand horizontal forces
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E01B1/004—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with prefabricated elements embedded in fresh concrete or asphalt

Definitions

  • the invention relates to a railway track construction, comprising a concrete road bed that is underpinned with respect to a substrate, a series of track slabs seated on the road bed and positioned one after the other, rails supported by the track slabs, as well as a separation layer situated between the roadbed and the track slabs, which road bed and track slabs are stabilised at least with respect to one another by first interlocking shapes that prevent relative movements of the road bed and the track slab along the separation layer transversely with respect to the railway ttack.
  • a railway track construction is disclosed in US-A 3 907200.
  • the track slabs of this known railway track construction are confined on both sides in a concrete trough.
  • the separation layer in this case runs from underneath the track slabs upwards along the longitudinal sides thereof and thus forms part of the transverse confinement of the track slabs.
  • a stud projects upwards from the bed rentiaUy into me track slabs, by means of which stud the track slabs are stabilised both in the transverse direction and in the longitudinal direction.
  • Such a railway track construction has the disadvantage that the track slabs cannot be kept sufficiently accurately oriented in, for example, routes where trains run at high speed. As a result of the confinement in the transverse direction where the separation layer plays a role, it is possible that rotation, however, minor, occurs around the stud. However, some play in the transverse confinement cannot be avoided, since otherwise the track slabs would not have sufficient room for expansion in the case of temperature changes.
  • the aim of the invention is therefore to provide a railway track construction that does not have these disadvantages. Said aim is achieved in that the first interlocking shapes permit relative movements of the road bed and the track slab along the separation layer in the longitudinal direction of the railway track.
  • the separation layer for example a geotextile layer, affords robust, dimensionally stable support for the track slabs and the rails, while, on the other hand, a certain degree of settlement remains possible in the longitudinal direction of the railway track. No trough- shaped construction is necessary to be able to position the track slabs accurately in the transverse direction, whilst nevertheless there is the possibility for expansion in the longitudinal direction.
  • the road bed can be provided with upright studs
  • the track slab can be provided with recesses that open out on the underside of the track slab, in which recesses one stud is accommodated in each case.
  • the width of the studs is approximately the same as the width of the recesses.
  • the dimension of the recesses viewed in the longitudinal direction of the railway track can be larger than the corresponding dimension of the stud. Ia the nominal state the recess surrounds the associated stud with some clearance both at the front and at the back.
  • each stud can comprise a metal pin mat is made with two pai ⁇ el usnsversefiu ⁇ s andcanbe sunoundedbyadiscmatrests oiimeroadbed.
  • each recess is defined by a cap that is incorporated in the track slab.
  • This cap can comprise a metal sleeve as well as a flexible cover that is located at the end of the sleeve that is embedded in the track slab.
  • a flexible ring can be situated between the cover and the end of the sleeve. This ring is intended to prevent the metal sleeve from being pushed through the layer of concrete above and, as it were, perforating this under the effect of the loading forces that are exerted on the track slab by the railway traffic.
  • each track slab and the road bed can be stabilised with respect to one another by second interlocking auxiliary shapes that interlock with no clearance both in the longitudinal direction and in the transverse direction.
  • These auxiliary shapes are preferably located in the central region of the track slab.
  • the interlocking shapes with clearance are located more towards the longitudinal ends of the track slab.
  • Figure 1 shows a plan view of a railway track construction according to the invention.
  • Figure 2 shows a cross-section according to II-II in Figure 1.
  • Figure 3 shows a detail of a stud with cap such as used in the railway track construction according to the invention.
  • Figure 4 shows the section according to IV-IV according to Figure 3.
  • Figure S shows a fixed stud.
  • the railway track construction shown in Figure 1 comprises a concrete road bed 1, on which the track slabs indicated in their entirety by 2 are arranged one after the other. These track slabs 2 do not lie directly against one another but enclose gaps 3.
  • the rails 4 are fitted above the track slabs. These rails 4 ate seated with bearers 5 in Ae concrete that forms the track slabs 2 in the known manner.
  • the track slabs 2 are stabilised with respect to Uae ioad bed 1 by means of stabilising means indicated in their entirety by 5 that permit relative movements between the track slab and the road bed l in the longitudinal direction, but resist these in the transverse direction. Furthermore, mere are stabilisation means 6 that resist relative movements of the track slabs 2 and the road bed 1 in all directions.
  • a stabilisation means S is shown in vertical section in Figure 3.
  • This stabilisation means comprises the stud indicated in its entirety by 8, the lower cylindrical end 9 of which is rigidly incorporated in the concrete of the road bed 1.
  • the upper end 10 adjoining this has, as is shown in the section in Figure 4, two opposing flat side faces 11 that are in contact with the corresponding walls of the cap indicated by 12.
  • This cap is incorporated in the concrete ofthe track slab 2 concerned.
  • the cap 12 is elongated in section such that the curved surfaces 13 ofthe upper part 10 ofthe stud 8 are at a distance from the related walls ofthe cap 12.
  • the space arising as a consequence of this is filled with an elastic medium, for example polyurethane foam 14.
  • an elastic medium for example polyurethane foam 14.
  • the elastic filler such as polyurethane foam, allows relative movement ofthe track slab with respect to the road bed in the longitudinal direction.
  • the cap 12 comprises a metal sleeve 1 S, which is capped at the top by a plastic cover.
  • a stabilisation means 6 mat consists of a completely cylindrical, prismatic stud 17 is shown in Figure 5. This stud 17 is rigidly incorporated in the concrete ofthe road bed 1 and is also rigidly incorporated in the concrete ofthe track slab 2.
  • a rubber cap 18 with an elastic ring 19 underneath it is placed on the top of the stud 17. This cap 18 and ring 19 are intended to counteract perforation ofthe concrete ofthe track slab 2 located above the stud 17.

Abstract

A railway trade construction comprises a concrete road bed (1) that is underpinned with respect to a substrate, a series of track slabs (2) seated on the road bed (1) and positioned one after the other as well as rails (4) supported by the track slabs. A separation layer (7) is situated between the road bed (1) and the track slabs (2) . The road bed and the track slabs are stabilised with respect to one another by interlocking shapes that prevent relative movements of the road bed and the track slab along the separation layer transversely with respect to the railway track.

Description

Railway track construction with road bed and 1
The invention relates to a railway track construction, comprising a concrete road bed that is underpinned with respect to a substrate, a series of track slabs seated on the road bed and positioned one after the other, rails supported by the track slabs, as well as a separation layer situated between the roadbed and the track slabs, which road bed and track slabs are stabilised at least with respect to one another by first interlocking shapes that prevent relative movements of the road bed and the track slab along the separation layer transversely with respect to the railway ttack. Such a railway track construction is disclosed in US-A 3 907200. The track slabs of this known railway track construction are confined on both sides in a concrete trough. The separation layer in this case runs from underneath the track slabs upwards along the longitudinal sides thereof and thus forms part of the transverse confinement of the track slabs. A stud projects upwards from the bed rentiaUy into me track slabs, by means of which stud the track slabs are stabilised both in the transverse direction and in the longitudinal direction.
Such a railway track construction has the disadvantage that the track slabs cannot be kept sufficiently accurately oriented in, for example, routes where trains run at high speed. As a result of the confinement in the transverse direction where the separation layer plays a role, it is possible that rotation, however, minor, occurs around the stud. However, some play in the transverse confinement cannot be avoided, since otherwise the track slabs would not have sufficient room for expansion in the case of temperature changes.
The aim of the invention is therefore to provide a railway track construction that does not have these disadvantages. Said aim is achieved in that the first interlocking shapes permit relative movements of the road bed and the track slab along the separation layer in the longitudinal direction of the railway track.
The separation layer, for example a geotextile layer, affords robust, dimensionally stable support for the track slabs and the rails, while, on the other hand, a certain degree of settlement remains possible in the longitudinal direction of the railway track. No trough- shaped construction is necessary to be able to position the track slabs accurately in the transverse direction, whilst nevertheless there is the possibility for expansion in the longitudinal direction.
In this respect the road bed can be provided with upright studs, whilst the track slab can be provided with recesses that open out on the underside of the track slab, in which recesses one stud is accommodated in each case. The width of the studs is approximately the same as the width of the recesses. Furthermore, the dimension of the recesses viewed in the longitudinal direction of the railway track can be larger than the corresponding dimension of the stud. Ia the nominal state the recess surrounds the associated stud with some clearance both at the front and at the back.
With the aim of preventing the open spaces between the studs and the recesses filHng up when concrete is poured, said spaces can be tilled with an elastic medium, such as polyurethane foam. Furthermore, each stud can comprise a metal pin mat is made with two pai^el usnsversefiu^s andcanbe sunoundedbyadiscmatrests oiimeroadbed.
Preferably each recess is defined by a cap that is incorporated in the track slab. This cap can comprise a metal sleeve as well as a flexible cover that is located at the end of the sleeve that is embedded in the track slab. A flexible ring can be situated between the cover and the end of the sleeve. This ring is intended to prevent the metal sleeve from being pushed through the layer of concrete above and, as it were, perforating this under the effect of the loading forces that are exerted on the track slab by the railway traffic.
In addition each track slab and the road bed can be stabilised with respect to one another by second interlocking auxiliary shapes that interlock with no clearance both in the longitudinal direction and in the transverse direction. These auxiliary shapes are preferably located in the central region of the track slab. The interlocking shapes with clearance are located more towards the longitudinal ends of the track slab.
The invention will be explained in more detail below with reference to an illustrative embodiment shown in the figures.
Figure 1 shows a plan view of a railway track construction according to the invention.
Figure 2 shows a cross-section according to II-II in Figure 1. Figure 3 shows a detail of a stud with cap such as used in the railway track construction according to the invention.
Figure 4 shows the section according to IV-IV according to Figure 3. Figure S shows a fixed stud.
The railway track construction shown in Figure 1 comprises a concrete road bed 1, on which the track slabs indicated in their entirety by 2 are arranged one after the other. These track slabs 2 do not lie directly against one another but enclose gaps 3. The rails 4 are fitted above the track slabs. These rails 4 ate seated with bearers 5 in Ae concrete that forms the track slabs 2 in the known manner.
The track slabs 2 are stabilised with respect to Uae ioad bed 1 by means of stabilising means indicated in their entirety by 5 that permit relative movements between the track slab and the road bed l in the longitudinal direction, but resist these in the transverse direction. Furthermore, mere are stabilisation means 6 that resist relative movements of the track slabs 2 and the road bed 1 in all directions. The separation layer 7, which, for example, can consist of a geotextile, is situated between the track slabs 2 and the road bed
A stabilisation means S is shown in vertical section in Figure 3. This stabilisation means comprises the stud indicated in its entirety by 8, the lower cylindrical end 9 of which is rigidly incorporated in the concrete of the road bed 1. The upper end 10 adjoining this has, as is shown in the section in Figure 4, two opposing flat side faces 11 that are in contact with the corresponding walls of the cap indicated by 12. This cap is incorporated in the concrete ofthe track slab 2 concerned.
The cap 12 is elongated in section such that the curved surfaces 13 ofthe upper part 10 ofthe stud 8 are at a distance from the related walls ofthe cap 12. The space arising as a consequence of this is filled with an elastic medium, for example polyurethane foam 14. The advantage of this is that these spaces are preserved, even when concrete is poured for the track slab 2. In other words, these spaces cannot fill up with concrete, which would result in the stud 8 still becoming fixed with ce£φectto1hβ cap l2. Qntheotheιrharjd, the elastic filler, such as polyurethane foam, allows relative movement ofthe track slab with respect to the road bed in the longitudinal direction. The cap 12 comprises a metal sleeve 1 S, which is capped at the top by a plastic cover. A stabilisation means 6 mat consists of a completely cylindrical, prismatic stud 17 is shown in Figure 5. This stud 17 is rigidly incorporated in the concrete ofthe road bed 1 and is also rigidly incorporated in the concrete ofthe track slab 2. A rubber cap 18 with an elastic ring 19 underneath it is placed on the top of the stud 17. This cap 18 and ring 19 are intended to counteract perforation ofthe concrete ofthe track slab 2 located above the stud 17. When the concrete hardens it in feet shrinks somewhat, with the result that were concrete to be located directly on the top ofthe stud 17 it would be severely loaded and could possibly be punched out However, the rubber cap 18 and the elastic ring 19 absorb possible movements ofthe concrete with respect to the stud 17, because they become compressed.

Claims

Claims
1. Railway track construction, comprising a concrete road bed (1) that is underpinned with respect to a substrate, a series of track slabs (2) seated on the road bed (1) and
S positioned one after the other, rails (4) supported by the track slabs (2), as well as a separation layer (7) situated between the road bed (1) and the track slabs (2), which road bed (1) and track slabs (2) are stabilised at least with respect to one another by fust interlocking shapes that prevent relative movements of the road bed (1) and the track slab (2) along the separation layer transverselv, with respect to the railway track, characterised in 0 that the first interlocking shapes (S) permit relative movements of the road bed (1) and the track slab (2) along the separation layer (7) in the longitudinal direction of the railway track.
2. Construction according to Claim 1, wherein the road bed (1) is provided with S upright studs (8) and the track slab (2) is provided with recesses (12) that open out on the underside of the track slab (2), in which recesses (12) one stud (8) is accommodated in each case.
3. Construction according to Claim 2, wherein the width of the studs (8) is 0 approximately the same as the width of the recesses (12).
4. Construction according to Claim 2 or 3, wherein the dimension of the recesses (12) viewed in the longitudinal direction of the railway track is larger man the corresponding dimension of the studs (8). 5
5. Construction according to Claim 4, wherein in the nominal state the recess (12) surrounds the associated stud (8) with some clearance both at the front and at the back.
6. Construction according to Claim S, wherein the clearance is filled with an elastic medium (14), such as polyurethane foam.
7. Construction according to one of Claims 2 - 6, wherein at least one stud (8) comprises a metal pin (9, 10) that is made with two parallel transverse feces (11).
8. Construction according to one of Claims 2- 7, wherein at least one stud (8) is surrounded by a disc that rests on the road bed (1).
9. Q)nstmction according to one of Claims 2 - 8, wherein at least orie recess is defined by a cap (12) that is incorporated in the track slab (2).
10. Construction according to Claim 9, wherein the cap (12) comprises a metal sleeve (20) as well as a flexible cover (16) that is located at the end of the sleeve (20) that is embedded in the track slab.
11. Construction according to Claim 10, wherein the surfaces of the stud (8) and the sleeve (20) mat touch one another are coated with molybdenum sulphide.
12. Construction according to one of the preceding claims, wherein the separation layer (7) comprises a geotextile.
13. Construction according to one of the preceding claims, wherein in addition each track slab (2) and the road bed (1) are stabilised with respect to one another by second mterlocking auxiliary shapes (6) mat m^ direction and in the transverse direction.
14. Construction according to Claim 13, wherein the auxiliary shapes comprise a stud (6) that is capped by a cover (18).
15. Construction according to Claim 14, wherein a flexible zing (19) is located between the cover (18) and the end of the stud (6).
16. Construction according to one of Claims 13 - 15, wherein the second interlocking auxiliary shapes (6) are located in the central region of each track slab (2).
17. Construction according to one of the preceding claims, wherein the first interlocking shapes (5) are located close to the longitudinal ends of the track slab (2).
EP06716657A 2005-02-16 2006-02-10 Railway track construction with road bed and track slabs Not-in-force EP1853764B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL1028299A NL1028299C2 (en) 2005-02-16 2005-02-16 Railway construction with foundation plate and rail plates.
PCT/NL2006/050023 WO2006088366A2 (en) 2005-02-16 2006-02-10 Railway track construction with road bed and track slabs

Publications (2)

Publication Number Publication Date
EP1853764A2 true EP1853764A2 (en) 2007-11-14
EP1853764B1 EP1853764B1 (en) 2009-04-29

Family

ID=34979474

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06716657A Not-in-force EP1853764B1 (en) 2005-02-16 2006-02-10 Railway track construction with road bed and track slabs

Country Status (8)

Country Link
EP (1) EP1853764B1 (en)
KR (1) KR20070120496A (en)
CN (1) CN1821489A (en)
AT (1) ATE430218T1 (en)
DE (1) DE602006006550D1 (en)
ES (1) ES2327674T3 (en)
NL (1) NL1028299C2 (en)
WO (1) WO2006088366A2 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RS55751B1 (en) * 2011-02-14 2017-07-31 Wegh Group S P A Railway structure and assembly method
CN102383352B (en) * 2011-08-29 2013-08-07 中交四公局第二工程有限公司 Method for constructing foam lightweight concrete poured roadbed
DE102011085058A1 (en) * 2011-10-24 2013-04-25 Hilti Aktiengesellschaft Xings
CN108086061B (en) * 2017-12-28 2023-12-22 北京交通大学 Limiting structure of ballastless track
CN110468628A (en) * 2019-08-28 2019-11-19 吴永芳 A kind of position limiting structure and assembled track for assembled track

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2204198A5 (en) * 1972-10-24 1974-05-17 Bernard Raoul
DE19913204B4 (en) * 1999-03-24 2004-05-27 Pfleiderer Infrastrukturtechnik Gmbh & Co. Kg Supported fixed carriageway with threshold fasteners
DE29917553U1 (en) * 1999-10-05 2001-02-15 Heilit & Woerner Bau Ag Track system support plate, track system substructure and track system
DE10236534B3 (en) * 2002-08-09 2004-05-27 Pfleiderer Infrastrukturtechnik Gmbh & Co. Kg Ballast-free track for manmade structures such as bridges comprises a tube divided in the separating plane between a support plate and a track plate and having sections connected by a filling allowing limited displacement of the track plate

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2006088366A2 *

Also Published As

Publication number Publication date
WO2006088366A2 (en) 2006-08-24
KR20070120496A (en) 2007-12-24
ATE430218T1 (en) 2009-05-15
DE602006006550D1 (en) 2009-06-10
ES2327674T3 (en) 2009-11-02
NL1028299C2 (en) 2006-08-22
EP1853764B1 (en) 2009-04-29
CN1821489A (en) 2006-08-23
WO2006088366A3 (en) 2006-10-19

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