EP1887135A2 - Voie pour véhicules sur rail - Google Patents

Voie pour véhicules sur rail Download PDF

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Publication number
EP1887135A2
EP1887135A2 EP07012328A EP07012328A EP1887135A2 EP 1887135 A2 EP1887135 A2 EP 1887135A2 EP 07012328 A EP07012328 A EP 07012328A EP 07012328 A EP07012328 A EP 07012328A EP 1887135 A2 EP1887135 A2 EP 1887135A2
Authority
EP
European Patent Office
Prior art keywords
track
roadway
fixed
rail vehicles
support
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP07012328A
Other languages
German (de)
English (en)
Other versions
EP1887135A3 (fr
Inventor
Stephan Freudenstein
Franz Haban
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
Original Assignee
Rail One GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Rail One GmbH filed Critical Rail One GmbH
Publication of EP1887135A2 publication Critical patent/EP1887135A2/fr
Publication of EP1887135A3 publication Critical patent/EP1887135A3/fr
Withdrawn legal-status Critical Current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
    • 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
    • E01B2/00—General structure of permanent way
    • E01B2/003—Arrangement of tracks on bridges or in tunnels

Definitions

  • the invention relates to a roadway for rail vehicles, in which a fixed roadway adjacent to a roadway with gravel superstructure.
  • solid pavement generally refers to a superstructure in which the ballast by another material such. As concrete or asphalt is replaced.
  • the thresholds are for example adjusted and embedded in a potting compound, whereby a carriageway plate is formed.
  • the substructure of the roadway slab may comprise a hydraulically bound support layer, a gravel support layer, an antifreeze layer, a foil, a geotextile or a bound support layer.
  • the invention is therefore based on the problem to provide a roadway for rail vehicles with an improved transition between a fixed lane and a lane with gravel superstructure, so that can be dispensed with additional measures on ballast track.
  • the invention is based on the finding that the required rigidity adjustment can be achieved by a special design of the fixed track and the support points.
  • the stiffness of the fixed carriageway is reduced in the direction of the roadway with gravel superstructure, that is, the normally low vertical elasticity of the support layers of the fixed carriageway is increased.
  • a transition between the fixed carriageway and the roadway with ballast track can be created without there being too great a jump in rigidity at this point. Since the adjustment of the rigidity is carried out solely by a change in the fixed carriageway and the increase of the Stützticiansteiftechniken, can be dispensed with particularly complex measures such as the use of special sleepers or ballast bonding.
  • the rigidity of the fixed carriageway can be reduced stepwise or continuously.
  • the rigidity of the fixed road is gradually reduced, a longer portion of the support plate of the roadway of constant thickness can be built respectively.
  • the thickness of the slab of the fixed carriageway can also be changed continuously.
  • the attachment that is, the mounting of the rails
  • the attachment is harder towards the end portion of the fixed roadway.
  • different stiffnesses may be provided for the elastic support.
  • bearings are chosen that store the rails so elastic that similar conditions as in the adjacent carriageway with gravel superstructure. Due to the elastic mounting of the fixed track, the bonding of the adjacent ballast track can be omitted.
  • At least one layer of the fixed carriageway in particular a support plate and / or a supporting layer, can be supported more elastically towards the end section of the stationary carriageway.
  • Such z. B. existing concrete support plate or base layer must have a greater thickness due to the heavier load in the transition region as a rule.
  • the thickness adjustment can be gradual or continuous.
  • the reduced rigidity and the associated increased elasticity can be realized by at least one embedded in the solid roadway layer of an elastic material. It is particularly useful when a rubber mat is embedded in the solid roadway. Through a rubber mat or other material with elastic properties, the desired elasticity adjustment can be achieved.
  • a Beischienenoberbau is provided in the region of the adjacent end portions of the roadway with ballast track and the fixed carriageway.
  • Such Beischiene or the paired attachment of Beischienen can be provided to provide an additional mechanical connection between the fixed carriageway and the track with gravel superstructure. This further reduces the effects of any stiffness difference. In most cases, however, it will already be sufficient to carry out the rigidity adjustment alone in the area of the fixed carriageway.
  • FIGS. 1A-1C show the structure of the roadway in the area of the transition between the fixed carriageway and the track with gravel superstructure.
  • Fig. 1A the roadway 1 is shown with ballast track.
  • the rails 2, 3 are based on conventional monoblock sleepers 4 in bonded gravel superstructure.
  • FIGS. 1 B and 1 C the fixed carriageway 5 is shown, in which the rails 2, 3 rest on sleepers 6.
  • the sleepers 6 are embedded in a carriageway plate 7, so that the integrated into the two threshold blocks lattice girder 8 of the bi-block sleepers 6 is poured into the concrete.
  • the individual sections of the fixed carriageway have different rigidity, wherein the rigidity in the bearing layers for the transition to the roadway with ballast track increases. Accordingly, the spring stiffness of the solid roadway supporting layers in FIGS. 1A-1C on the right side of each representation is higher than that on the left side, respectively.
  • the overall rigidity of the system is about the same.
  • the setting of the desired stiffness and elasticity takes place on the one hand via a stepped elastic mounting of the rails 2, 3 in the region of the threshold blocks.
  • the type of storage can be influenced between certain limits be used to achieve elastic or rigid storage.
  • the bearing of the rails is chosen so that it hardens on the solid roadway to the transition.
  • the bearing of the roadway slabs towards the transition becomes more elastic, by embedding below the roadway slab 7 a layer of an elastic material, in the illustrated exemplary embodiment a rubber mat 9.
  • This rubber mat 9 causes a reduction in the stiffness of the storage of the fixed track 5. So that the track plate 7 can withstand the increased loads in the transition area, it has an increased thickness, which may for example be 400 mm, whereas their normal thickness z. B. is only 240 mm.
  • the transition between the normal structure and the reinforced track plate 7 in the transition region takes place continuously as shown in FIGS. 1A-1C. In other embodiments, however, a step-shaped course can also be provided.
  • Another rubber mat 10 is arranged in the region of the end spine 10.
  • the length of the end portion of a fixed carriageway, in which its elasticity is continuously or gradually equalized to the elasticity of the ballast track adjacent thereto, can be between 30 and 60 m, preferably a transitional area with a length of about 45 m. If a hydraulically bound support layer is used, it may be extended over the end of the fixed track in the transition region a certain length, for example 10 m.
  • FIG. 2A and 2B show a second embodiment of the track for rail vehicles, wherein the same reference numerals are used for the same components.
  • the construction of the roadway with ballast track and the fixed carriageway 5 shown in FIG. 2A essentially corresponds to that of the first exemplary embodiment.
  • two runners 11, 12 are mounted in the transition region, which connect the sleepers of the fixed carriageway 5 with those of the ballast superstructure.
  • special sleepers 13, 14 are used.
  • the fixed track 5 has, in accordance with the first embodiment, a rubber mat 9 as an elastic support, as well as a separate, deep rubber mat 10, which is located directly at the transition.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Paving Structures (AREA)
  • Railway Tracks (AREA)
EP07012328A 2006-08-03 2007-06-23 Voie pour véhicules sur rail Withdrawn EP1887135A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200610036665 DE102006036665A1 (de) 2006-08-03 2006-08-03 Fahrbahn für Schienenfahrzeuge

Publications (2)

Publication Number Publication Date
EP1887135A2 true EP1887135A2 (fr) 2008-02-13
EP1887135A3 EP1887135A3 (fr) 2008-09-17

Family

ID=38657234

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07012328A Withdrawn EP1887135A3 (fr) 2006-08-03 2007-06-23 Voie pour véhicules sur rail

Country Status (2)

Country Link
EP (1) EP1887135A3 (fr)
DE (1) DE102006036665A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013005126A1 (fr) * 2011-07-06 2013-01-10 Rte Technologie Gmbh Transition entre deux sections de voie
ES2684429A1 (es) * 2017-03-31 2018-10-02 Ferrovial Agroman, S.A. Zona de transición de una línea ferroviaria situada entre una vía en balasto y una vía en placa de hormigón
WO2022017278A1 (fr) * 2020-07-20 2022-01-27 中铁二院工程集团有限责任公司 Structure de raccordement de voie ferrée sans ballast d'une ligne de chemin de fer à grande vitesse

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3941141A1 (de) 1989-12-13 1991-06-20 Koch Marmorit Gmbh Verfahren zum glaetten des ueberganges zwischen einer weichen und einer festen schienen-fahrbahn

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3710188A1 (de) * 1987-03-27 1988-10-13 Achim Wirth Spannoberbau
DE29723556U1 (de) * 1997-10-11 1998-11-05 Fried. Krupp Ag Hoesch-Krupp, 45143 Essen Und 44145 Dortmund Vorrichtung zum federnden Verspannen einer Tragplatte für eine Schienenbefestigung

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3941141A1 (de) 1989-12-13 1991-06-20 Koch Marmorit Gmbh Verfahren zum glaetten des ueberganges zwischen einer weichen und einer festen schienen-fahrbahn

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013005126A1 (fr) * 2011-07-06 2013-01-10 Rte Technologie Gmbh Transition entre deux sections de voie
ES2684429A1 (es) * 2017-03-31 2018-10-02 Ferrovial Agroman, S.A. Zona de transición de una línea ferroviaria situada entre una vía en balasto y una vía en placa de hormigón
WO2022017278A1 (fr) * 2020-07-20 2022-01-27 中铁二院工程集团有限责任公司 Structure de raccordement de voie ferrée sans ballast d'une ligne de chemin de fer à grande vitesse

Also Published As

Publication number Publication date
EP1887135A3 (fr) 2008-09-17
DE102006036665A1 (de) 2008-02-14

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