EP2061933B1 - Voie de circulation et procédé de réalisation d'une voie de circulation - Google Patents

Voie de circulation et procédé de réalisation d'une voie de circulation Download PDF

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Publication number
EP2061933B1
EP2061933B1 EP07803439.4A EP07803439A EP2061933B1 EP 2061933 B1 EP2061933 B1 EP 2061933B1 EP 07803439 A EP07803439 A EP 07803439A EP 2061933 B1 EP2061933 B1 EP 2061933B1
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EP
European Patent Office
Prior art keywords
rail
previous
slab
trackway
rails
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.)
Not-in-force
Application number
EP07803439.4A
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German (de)
English (en)
Other versions
EP2061933A1 (fr
Inventor
Dieter Reichel
Stefan BÖGL
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.)
Max Boegl Bauunternehmung GmbH and Co KG
Original Assignee
Max Boegl Bauunternehmung GmbH and Co KG
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Filing date
Publication date
Application filed by Max Boegl Bauunternehmung GmbH and Co KG filed Critical Max Boegl Bauunternehmung GmbH and Co KG
Publication of EP2061933A1 publication Critical patent/EP2061933A1/fr
Application granted granted Critical
Publication of EP2061933B1 publication Critical patent/EP2061933B1/fr
Not-in-force 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
    • E01B1/004—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with prefabricated elements embedded in fresh concrete or asphalt
    • 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
    • E01B3/40—Slabs; Blocks; Pot sleepers; Fastening tie-rods to them
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • E01B5/04—Grooved rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • E01B5/08—Composite rails; Compound rails with dismountable or non-dismountable parts
    • E01B5/10—Composite grooved rails; Inserts for grooved rails

Definitions

  • the present invention relates to a track of concrete slabs with rails for guiding track-guided vehicles such as railways or trams, according to the preamble of claim 1 and a method for producing a corresponding track, according to the preamble of claim 14.
  • the grooves made in a first plate must be exactly aligned with their grooves in the manufacture of the next plate. Corrections are hardly possible without extra effort.
  • the rail track is greatly disturbed by the independent plates in a subsidence of the substrate, as the individual plates migrate out of the straight rail track and thus can even solve the attachment of the rails in the profile element. Driving can be severely endangered as a result.
  • Object of the present invention is thus to provide a safe and fast to produce track for track-guided vehicles with simple and uniform components.
  • the rail foot is advantageously bead-like, in particular Wedge-like designed to facilitate the mounting of the rail in the elastic sheath and also to cause a fixation of the rail in a vertical upward direction.
  • the concrete slabs are finished parts, which are made uniform. At the end faces of the finished parts positioning elements and connecting elements are provided, to which the individual adjacent concrete slabs are firmly connected.
  • the rails are longer than the respective plates and are pressed by the special design of the rail foot and the groove in the concrete slab in the elastic sheathing of several plates.
  • the positioning elements and connecting elements, the adjacent concrete slabs are connected to each other in a defined manner and form a continuous and uniform acting track. Slight subsidence of the subsurface under a concrete slab does not immediately lead to a height offset of the concrete slab compared to the adjacent slabs, whereby the slats continue to be guided safely into the groove and the elastic sheathing.
  • Rails and concrete slabs form a continuous track, which enables safe and trouble-free operation of the guided on the rails railways or trams.
  • the simple and uniform plates form as well as the rails a common cohesion and thus ensure a stable track, without a variety of different components, which would produce weak points of the track due to their tolerances in the production or installation.
  • the rail head of the rails installed in the plate has a greater width than the rail foot.
  • the rail can be supported on the rail head on the elastic sheath and be positioned very accurately.
  • the rails are endlessly welded together. This creates a very long continuous track in the manner of a fixed carriageway for high-speed lines. Due to the simple design of the track according to the invention but also for slower moving rail vehicles can be used economically.
  • the elastic sheath consists of a PU layer, then a very simple production of this sheath is possible. It can either be made of a plate-shaped material and be incorporated into the precast concrete part or else correspond substantially to the shape of the rail anchored in the concrete slab. Polyurethane is very well suited for sound and shrinkage damping and is also a durable material, which can withstand the occurring environmental influences.
  • the casing is a substantially endless profile, the laying of the casing in several of the plates of the track can be carried out very quickly and easily.
  • individual sheathings are arranged in each individual one of the slabs of the fixed track, which are separate from the sheathing of the adjacent slab.
  • the elastic sheath consists essentially of a component with a constant cross-section thickness.
  • the production of the sheath is simple and inexpensive.
  • the production can be made in this embodiment of a plate-shaped or extruded material.
  • a molded molded element for the elastic sheath has proved to be very beneficial.
  • a rail may serve as part of the mold.
  • the molded element may also have different thicknesses when cast or extruded.
  • the positioning elements of the concrete slabs are advantageously made of at least one cam and a pot on the end faces of the plates, which face the adjacent plates.
  • a cam of a first plate acts together with a pot of an adjacent second plate, so that a kind of toothing between the two adjacent plates is formed.
  • the toothing can be such that an accurate positioning of the plates already arises as a result of this, they can but also be tolerated so that an adjustment of the plates to each other is still possible on site. In any case, cause the positioning elements that adjacent plates are sufficiently interconnected to ensure the secure attachment of the rail.
  • the connecting elements are arranged laterally on the plates.
  • screws are suitable for this purpose, which extend on the lateral end faces of the plates from a first plate to the second adjacent plate.
  • the anchoring of the screws in the adjacent plate for example, with plastic anchors, which are embedded in the plate.
  • the screws may be expansion screws, whereby a defined bias can be applied to ensure a secure connection of the adjacent plates.
  • the plates are laid on a split plan. This is a particularly inexpensive and in particular for vehicles in the low speed range sufficient storage of the plates.
  • a sealing profile is disposed between adjacent plates.
  • the sealing profile is inserted before screwing the plates and pressed tight by the screw into the gap between two plates.
  • a groove of the casing has an equal or smaller width than the width of the rail web, then the clamping force of the rail can be influenced thereby.
  • the elastic sheath is compressed more strongly when the rail is in its installed state, as if the groove is wider in the unloaded state. The push-through resistance of the rail is thereby increased.
  • the plate is made of a material, for example made of high-strength concrete and / or with a surface structure, then it is directly passable by road vehicles. A quickly produced and cost-effective roadway can be created thereby.
  • the groove is disposed in the plate or in a bump on the plate. Placed in the plate itself, for example, there is the possibility that the plate can be driven by rubber-tired vehicles.
  • the construction with bump allows the use of additional soundproofing material and improvements in the prevention of rail contamination and the discharge of rainwater or snow.
  • the hump has interruptions to the plate. Rainwater accumulated between the rails can thereby flow off to the side of the plate.
  • the rails are arranged in the plate in each case a groove and guided with an elastic sheathing.
  • the plate is installed after the production of the plate and the groove in the driveway and finally the rails are pressed into the elastic sheath of several successive plates. Another assembly of the rail is usually not required, which makes a very rapid installation of the rail can be done.
  • the rail is also very accurately positioned and stored at the same time damped.
  • the plates are positioned in the track to each other and firmly connected to each other, so creates a continuous track, which allows a positionally accurate and permanent attachment of the rails in the plates.
  • the plate is preferably concreted with trays, which are removed after curing of the plate from the plate again.
  • the training rails can already create the exact required shape of the groove. But it is also possible that they only pretend the later groove shape and then the exact shape, for example, created by a machining. This can bring advantages in demoulding the teaching rail, if necessary, thereby undercuts or too low draft angles are avoided.
  • the elastic sheathing is concreted in as a built-in component together with the training rail and remains after the removal of the training rail from the board in the board, a separate assembly of the sheathing is not required.
  • the plate is thus already prepared for mounting the rail.
  • the dimensions of rail and elastic sheathing and the elastic sheath is installed after removing the teaching rail in the plate, so in particular when using a sheath, which is designed as a substantially endless profile, a very fast assembly of profile and rail respectively. There are thus fewer shocks in the sheath, which improves the durability of the sheath. It is then preferably the elastic sheath after installation of the plate in the guideway in the, preferably installed in several of the plates.
  • the groove In order to produce the groove particularly accurate, it is advantageously prepared by a grinding and or milling. It can be completely incorporated into the plate.
  • the basic shape is created with oversize while the machining process produces the exact shape.
  • the elastic sheath is made independently of the plate, and the sheath is positioned as a fitting during the concreting of the finished part in the formwork of the plate, so it is ensured that with a factory accuracy, the sheath, which is the holder of the rail, accurately positioned with respect to the gauge or with respect to a curve of the track is mapped.
  • the sheath which is the holder of the rail, accurately positioned with respect to the gauge or with respect to a curve of the track is mapped.
  • the plate is disengaged and installed in the driveway. Finally, the rail is pressed into the elastic sheath of several plates.
  • the rails outside the plate are endlessly welded together and then inserted into the sheathing, an additional connection of the individual precast concrete slabs is created.
  • the endlessly welded rails form, in addition to the positioning and connecting elements provided in the plates, an additional fixing of adjacent plates to one another. A safe driving is also ensured by the thus ensured tracking.
  • connection of the plates is advantageously carried out by means of a screw.
  • the plates are pressed against each other and thus ensure a solid track.
  • FIG. 1 shows a plan view of a precast concrete panel 1, which is connected to adjacent precast concrete panels 1 'and 1 "in the precast concrete slab 1.
  • Two rails 2 are laid parallel to each other.
  • the rails 2 are each continuously guided in a casing 3.
  • positioning elements in the form of two cams 4 and two pots 5 are arranged.
  • the cams 4 and the pots 5 engage with one another and thus effect a positioning of the precast concrete panels 1, 1 'and 1 "relative to each other, as well as connecting elements with which the panels 1, 1' and 1" are connected to one another.
  • the connecting elements are screws 6, which are from the lateral edge of the respective plate 1, 1 'and 1 "obliquely into the adjacent plate 1, 1' and 1" are screwed.
  • the two adjacent plates are thereby pulled tightly together and thus form a solid track, which allows a continuous and continuous storage of the rail 2 in the casing 3.
  • the plates 1, 1 'and 1 "are connected to one another in such a way that they become less sensitive to isolated subsidence of the substrate and are also suitable for a higher load bearing than if they would cause a discontinuous mounting of the rails 2, if they did not would be interconnected.
  • FIG. 2 shows a section of an end face of the precast concrete panel 1. It can be seen that the rail 2 is recessed in a groove of the precast concrete panel 1.
  • the rail 2 is surrounded by the casing 3, which is arranged tightly in the groove of the plate 1.
  • the rail 2 consists of a rail head 7, a rail web 8 and a rail foot 9.
  • the rail foot 9 is formed bead-like and thus causes a fixed arrangement of the rail within the casing 3, since the rail web 8 is made thinner than the rail foot 9.
  • the width b of the rail foot 9 is also less than the width B of the groove in the plate 1.
  • the width B is dimensioned so that the rail foot 9 when pressing or removing the rails 2 through the area in which is in the installed state of the rail web 8, can be moved through.
  • the width B must also be dimensioned such that the width b of the rail foot 9 can pass this point even with the casing 3 pressed together.
  • the rail head 7 is also wider than the rail foot. 9
  • the cam 4 is conical in order to effect a simple insertion and centering of adjacent plates 1.
  • FIG. 3 is a section through the positioning elements of two plates 1 and 1 'shown.
  • the positioning elements consist of the cam 4 and the pot 5, in which the cam 4 protrudes.
  • Cam 4 and pot 5 are tapered to effect centering of the plates 1 and 1 'when placed against each other.
  • a sealing profile 10 is inserted at the top of the plates 1 and 1'. When the panels 1 and 1 'are assembled and bonded together, the sealing profile 10 is crushed and seals the gap against ingress of rainwater.
  • FIG. 4 is a section of two side surfaces of two plates 1 and 1 'shown with corresponding connecting elements.
  • the connecting elements consist of screws 6, which are starting from a first plate 1, 1 'obliquely screwed into the second plate 1', 1.
  • a dowel 11 in the plate 1, 1 ' is inserted at the corresponding point.
  • the screws 6 are advantageously expansion screws, so that a bias is applied to press the plates 1, 1 'with a defined force to each other.
  • FIG. 5 shows a section on an end face of the plate 1 in a laid state.
  • the plate 1 is laid in this embodiment on a split plan 12, which is arranged on a support layer 13.
  • the rail 2 is not completely recessed in the plate 1, but substantially flush with a cover layer 14.
  • the cover layer 14, which may be for sealing the plate 1 or, for example, a road surface for road traffic, is above the plate 1 applied.
  • the sheath 3 is also arranged in the region of the cover layer 14 between the cover layer 14 and the rail 2.
  • the cover layer 14 may be produced together with the precast concrete panel 1 or subsequently applied to the precast concrete panel 1.
  • the plate 1 can be wholly or partly made of a concrete, for example of a high-strength concrete, whereby the top of the plate 1 is directly accessible by road vehicles.
  • a die is inserted into the formwork, which images the roadway structure in the top of the plate 1.
  • a brushstroke structure can be produced on the upper side of the plate 1 or the cover layer 14, if this is carried out in this way.
  • n ' is smaller than n when the rail 2 is not installed, then the elastic casing is compressed more strongly, when the rail 2 is in its installed state, as if the groove in the unloaded state is equal to the rail web 8.
  • FIGS. 6 and 7 show an illustration of the invention, in which the rail 2 is installed in a bump 20 of the precast concrete panel 1.
  • the rail 2 is once installed up to the rail head 7 up in the elastic sheath.
  • the rail head 7 is free of the casing.
  • FIG. 8 a side view of a plate 1 with bump 20 is shown. It can be seen that under the rail 2 or the shroud, not shown here, an opening to the plate 1 out again and again, can flow through the accumulated between the two parallel rails 2 a track rain or melt water.
  • the openings are interruptions of the hump 20, which are preferably arranged in the region of notches in the plate 1, as shown here, which serve as predetermined breaking points of the plate 1.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Road Paving Structures (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (25)

  1. Voie de circulation en plaques de béton (1) avec des rails (2) pour guider des véhicules guidés tels que des trains ou des tramways, sachant que les rails (2) sont disposés de manière enfoncée dans une rainure de la plaque (1) et guidés par une enveloppe élastique (3), les rails (2) présentent un champignon de rail (7), une âme de rail (8) et un patin de rail (9) et une largeur minimale (B) de rainure supérieure à la largeur maximale (b) du patin de rail (9), et le champignon de rail (7) présente une largeur supérieure à celle du patin de rail (9), caractérisée en ce que les plaques en béton (1) sont des pièces préfabriquées, qui présentent à leur face frontale des éléments de positionnement et des éléments de connexion, que les plaques en béton (1) sont rigidement reliées les unes avec les autres et constituent une voie de circulation continue faisant un effet cohérent, que les rails (2) sont plus longs qu'une plaque (1), que l'enveloppe élastique (3) est un élément moulé et que les rails (2) sont enfoncés dans l'enveloppe élastique (3) de plusieurs plaques (1) disposée dans la rainure des plaques (1).
  2. Voie de circulation selon la revendication 1, caractérisée en ce que les rails (2) sont soudés en continu les uns aux autres.
  3. Voie de circulation selon l'une des revendications précédentes, caractérisée en ce que l'enveloppe (3) est une couche de PU.
  4. Voie de circulation selon l'une des revendications précédentes, caractérisée en ce que l'enveloppe (3) est un profil essentiellement continu.
  5. Voie de circulation selon l'une des revendications précédentes, caractérisée en ce que l'enveloppe (3) présente en section une épaisseur essentiellement égale.
  6. Voie de circulation selon l'une des revendications précédentes, caractérisée en ce que les éléments de positionnement sont au moins une came (4) et un pot (5) aux faces frontales de la plaque (1), qui sont orientées vers les plaques (1) adjacentes.
  7. Voie de circulation selon l'une des revendications précédentes, caractérisée en ce que les éléments de connexion sont des vis (6) disposées latéralement sur les plaques (1).
  8. Voie de circulation selon l'une des revendications précédentes, caractérisée en ce que les plaques (1) sont posées sur une plateforme en pierres concassées (12).
  9. Voie de circulation selon l'une des revendications précédentes, caractérisée en ce qu' un profilé d'étanchéité (10) est disposé entre deux plaques (1) adjacentes.
  10. Voie de circulation selon l'une des revendications précédentes, caractérisée en ce qu' une rainure de l'enveloppe (3) présente une largeur (n') égale ou inférieure à la largeur (n) de l'âme de rail (8).
  11. Voie de circulation selon l'une des revendications précédentes, caractérisée en ce que la plaque (1) est directement praticable par des véhicules routiers.
  12. Voie de circulation selon l'une des revendications précédentes, caractérisée en ce que la rainure est disposée dans la plaque (1) ou dans une bosse sur la plaque (1).
  13. Voie de circulation selon l'une des revendications précédentes, caractérisée en ce que la bosse présente des interruptions jusqu'à la plaque (1).
  14. Procédé pour fabriquer une voie de circulation en plaques de béton (1) avec des rails (2) pour guider des véhicules guidés tels que des trains ou des tramways, sachant que les rails (2) sont respectivement disposés de manière enfoncée dans une rainure et guidés par une enveloppe élastique (3), les rails (2) présentent un champignon de rail (7), une âme de rail (8) et un patin de rail (9) et une largeur minimale (B) de rainure supérieure à la largeur maximale (b) du patin de rail (9) et le champignon de rail (7) présente une largeur supérieure à celle du patin de rail (9), caractérisé en ce que la plaque (1) est fabriquée avec la rainure sous forme de pièce préfabriquée en béton et ensuite incorporée dans la voie de circulation en ce sens que les plaques (1) sont positionnées les unes par rapport aux autres dans la voie de circulation et reliées rigidement les unes avec les autres, de telle sorte qu'elles constituent une voie de circulation continue et faisant une effet cohérent, et, enfin, les rails (2), qui sont plus longs que l'une des plaques (1), sont enfoncés dans l'enveloppe (3) élastique formant un élément moulé de plusieurs plaques (1) consécutives, disposée dans les plaques (1).
  15. Procédé selon la revendication précédente, caractérisé en ce que pour la fabrication de la rainure, la plaque (1) est enrobée dans le béton avec des rails-étalons et les rails-étalons sont retirés de la plaque (1) après le durcissement de la plaque (1).
  16. Procédé selon la revendication précédente, caractérisé en ce que l'enveloppe élastique (3) est enrobée dans le béton comme pièce encastrée avec le rail-étalon et demeure dans la plaque (1) après le retrait du rail-étalon de la plaque (1).
  17. Procédé selon l'une des revendications précédentes, caractérisé en ce que le rail-étalon correspond aux dimensions du rail (2) et de l'enveloppe élastique (3) et l'enveloppe élastique (3) est mise en place dans la plaque (1) après le retrait du rail-étalon.
  18. Procédé selon l'une des revendications précédentes, caractérisé en ce que la rainure est fabriquée avec des cotes exactes par meulage ou par fraisage.
  19. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'enveloppe élastique (3) est mise en place dans la, de préférence dans plusieurs des plaques (1), après la mise en place de la plaque (1) dans la voie de circulation.
  20. Procédé selon l'une des revendications précédentes, caractérisé en ce que les rails (2) sont soudés en continu les uns aux autres hors de la plaque (1).
  21. Procédé selon l'une des revendications précédentes, caractérisé en ce que les rails (2) soudés en continu les uns aux autres sont enfoncés dans l'enveloppe (3).
  22. Procédé selon l'une des revendications précédentes, caractérisé en ce que les plaques (1) sont posée sur une plateforme en pierres concassées (12).
  23. Procédé selon l'une des revendications précédentes, caractérisé en ce que les plaques (1) sont boulonnées les unes avec les autres.
  24. Procédé selon l'une des revendications précédentes, caractérisé en ce que les joints entre des plaques adjacentes (1) sont étanchéifiés.
  25. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'une rainure de l'enveloppe (3) est fabriquée avec une largeur (n') égale ou inférieure à la largeur (n) de l'âme (8) de rail.
EP07803439.4A 2006-09-13 2007-09-12 Voie de circulation et procédé de réalisation d'une voie de circulation Not-in-force EP2061933B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006043745A DE102006043745A1 (de) 2006-09-13 2006-09-13 Fahrweg und Verfahren zur Herstellung eines Fahrweges
PCT/EP2007/059591 WO2008031850A1 (fr) 2006-09-13 2007-09-12 Voie de circulation et procédé de réalisation d'une voie de circulation

Publications (2)

Publication Number Publication Date
EP2061933A1 EP2061933A1 (fr) 2009-05-27
EP2061933B1 true EP2061933B1 (fr) 2013-05-22

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP07803439.4A Not-in-force EP2061933B1 (fr) 2006-09-13 2007-09-12 Voie de circulation et procédé de réalisation d'une voie de circulation

Country Status (9)

Country Link
US (1) US8091797B2 (fr)
EP (1) EP2061933B1 (fr)
KR (1) KR20090073118A (fr)
CN (1) CN101522991A (fr)
BR (1) BRPI0716898A2 (fr)
DE (1) DE102006043745A1 (fr)
ES (1) ES2426106T3 (fr)
RU (1) RU2449071C2 (fr)
WO (1) WO2008031850A1 (fr)

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GB2477319B (en) * 2010-01-29 2016-08-10 Precast Advanced Track Ltd Modular slab and modular surface system
PT105840B (pt) * 2011-07-28 2013-09-23 Silvino Pompeu Santos Ferrovia de estrutura melhorada
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WO2014201523A1 (fr) * 2013-06-21 2014-12-24 Aurizon Operations Limited Améliorations apportées aux voies ferrées
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WO2003012203A2 (fr) * 2001-08-02 2003-02-13 Balfour Beatty Plc Ensemble rail
DE10138803A1 (de) * 2001-08-14 2003-02-27 Boegl Max Bauunternehmung Gmbh Verfahren zum kontinuierlichen Lagern einer Schiene auf einer festen Fahrbahn sowie Justiereinrichtung und feste Fahrbahn
FR2835003B1 (fr) * 2002-01-24 2004-02-27 Alstom Procede de construction d'une voie ferree sur une dalle de voie en beton
DE10209438B4 (de) * 2002-03-05 2006-03-23 Ferd. Braselmann Gmbh & Co. Kg Einrichtung zum Verbinden von Platten, insbesondere Betonplatten sowie feste Fahrbahn für Schienenfahrzeuge
DE102004045766B4 (de) * 2004-09-21 2014-02-27 Polyplan Gmbh Polyurethan-Maschinen Fertigteilplatte und Verfahren zur Herstellung einer festen Fahrbahn mit einer derartigen Fertigteilplatte
DE102004055727A1 (de) * 2004-11-18 2006-05-24 Max Bögl Bauunternehmung GmbH & Co. KG Verfahren zur Herstellung einer Plattenverbundkonstruktion aus Stahlbetonfertigteilplatten, Stahlbetonfertigplatte und Spanneinrichtung
US7484669B2 (en) * 2005-04-05 2009-02-03 Metroshield Llc Insulated rail for electric transit systems and method of making same
DE202005020020U1 (de) 2005-12-22 2006-02-23 Edilon Gmbh Querkraftkoppelung von Gleistragplatten
DE102006043745A1 (de) * 2006-09-13 2008-04-03 Max Bögl Bauunternehmung GmbH & Co. KG Fahrweg und Verfahren zur Herstellung eines Fahrweges

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Publication number Publication date
EP2061933A1 (fr) 2009-05-27
WO2008031850A1 (fr) 2008-03-20
ES2426106T3 (es) 2013-10-21
US20100001088A1 (en) 2010-01-07
CN101522991A (zh) 2009-09-02
DE102006043745A1 (de) 2008-04-03
RU2449071C2 (ru) 2012-04-27
US8091797B2 (en) 2012-01-10
KR20090073118A (ko) 2009-07-02
RU2009113601A (ru) 2010-10-20
BRPI0716898A2 (pt) 2013-10-22

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