EP2102415B1 - Solid track comprising a concrete strip - Google Patents

Description

The present invention relates to a slab with a concrete band on a building made of individual juxtaposed segments and with rails (6) for a rail-guided vehicle, which are arranged on the concrete band, wherein the concrete strip runs continuously and bridges the individual segments, and between the concrete band and the segments a sliding layer (10) is arranged.

Solid lanes are used, for example, for high-speed lines or for freight transport and heavy rail lines in rail. Here, a concrete band is usually formed, which consists of juxtaposed and interconnected precast concrete, an in-situ concrete layer or a combination of in-situ concrete and precast concrete parts. The concrete strip is erected on bridges on a structure made of individual strung segments. The concrete band bridges the individual segments and supports the rails for a rail-guided vehicle. In order to avoid stresses between the concrete band and the segments, for example by thermal expansion, a sliding layer is arranged between the concrete band and the segments. The concrete strip usually has a substantially rectangular cross-section. Rail supports, on which the rails are mounted, are located on the concrete belt with a corresponding elevation or curvature, as required by the route. The rail supports must therefore be arranged individually on or in the concrete band. This requires a high construction cost.

The concrete band is particularly at risk in the range of shocks of the segments of the substructure. In a positional shift of the segments forces can arise against the concrete band, which destroy the concrete band or at least the position of the rail support points arranged thereon can move inadmissible.

For bridge construction, therefore, according to the DE 103 33 616 A1 Separating layers proposed which are arranged between a track bed and a protective material of a longitudinal beam portion of a bridge. The separating layers are located within a rigid lubricant layer and extend starting from a bearing axis of the longitudinal member a short distance in the direction of the inside of the longitudinal member. This is intended to compensate for the final tangent angle of the side members, which may result from kinks or offsets at transverse joints.

A disadvantage of this design is that the track bed is not supported over a relatively large distance and thus must be performed either very massive in this area or the carrying capacity of the track bed is severely limited. Moreover, it is disadvantageous that the production of the self-supporting track bed with in-situ concrete is very complex. And finally, by incorporating the release liners into the lubricant layer, a thick lubricant layer is required to allow the inclusion of a sufficiently thick release liner. In addition, the separation layers are not intended by their arrangement on the bearing axes towards the carrier inside to absorb pressures. The separating layers can only take reliefs, but not loads, which would arise from a change in the position of the side members in the region of the joints of two side members.

In the DE 198 06 566 A1 is a concrete slab of the same thickness and thus no profile concrete disclosed. The concrete slab bridges as if from FIG. 2b does not show the impact of two segments. The concrete slabs end at the segment joints. A corresponding bracing of the concrete slab can not be done. However, no continuous infrastructure is created, can be laid on the rails. The load on the rails is therefore very large.

Object of the present invention is therefore to provide a solid roadway with a concrete strip, which is inexpensive and reliable without particularly great effort to produce and is stable and reliable to operate in operation even on a critical surface.

The present invention is achieved with a fixed track, which is provided with a concrete strip with a structure made of individual, juxtaposed segments with the features of claim 1.

An essential aspect of the solution according to the invention on a rigid surface is the fact that we use a continuous sliding concrete band, which absorbs all the forces acting and dissipates stable and permanently in the segments. In contrast, in conventional systems, only the rail runs uninterrupted over the structures. This requires that the rail must absorb all the longitudinal forces from temperature, braking forces, centrifugal forces, deformations and subsidence of the segments, etc., which can easily lead to voltage overshoots and rail breakage. The continuous and sliding concrete strip relieves strain on the rail, making this solution much safer and more economical.

According to the invention, the concrete slab of the slab track forms a continuous band extending over at least two segments. The expansion joint between the two segments thus remains unconsidered for the course of the concrete strip. After due to the high mass of the segment compared to the concrete band, and due to the direction of heat radiation, the concrete band is exposed to much higher thermal expansions than the segment itself, and the segment in its thermal expansion is much slower than the concrete band, was an inventive structure created, which makes the segments independent of the concrete band. This construction consists in that the concrete band is designed in the form of a profiled concrete on the segment. The profile concrete is formed throughout. Between the profile concrete and the segment a sliding layer is arranged. In this way it is the concrete band or the concrete profile allowed to slide on the segment. The thermal expansion can thus take place largely independently. The profiled concrete bridges the joints or the adjacent end faces of the individual adjoining segments. It is thus created a slab track, which can be built continuously without interruption even in the area of a segmentally designed and shocks having substructure. As a result, the slab track is inexpensive to produce and also more comfortable than ever when driving.

In the profile concrete, the course of the track is shown with respect to curvature and bank. The profile concrete thus has different cross-sections, for example, to produce an elevation of the route in curves. Rail supports for supporting the rails can be carried out very easily and in most cases as equal parts, which are mounted in or on the concrete profile. A fast, inexpensive and very accurate production of the track substructure is thus possible.

In the region of adjacent end faces of two adjoining segments, a device bridging the two end faces is arranged for receiving a change in position of the adjacent end faces, which avoids a critical force acting on the profile concrete and does not substantially impair the effect of the sliding layer. The device bridges the end faces of the adjoining segments and can thus serve in addition to the function of the power also as a formwork element for the production of profiled concrete in situ concrete. With a displacement of the segments in relation to one another, in particular with respect to the tangent angle, The end of a segment presses into the device and prevents a critical force from being transmitted to the profile concrete. Therefore, the profiled concrete need not be designed to have a high force starting from the ends of the segments. It can be performed relatively thin, if it is ensured that the expected force is absorbed in the device. This leads to a significant cost savings, since less concrete is required and to an acceleration in the construction of the track. Moreover, the profiled concrete does not have to be reinforced with another continuous concrete strip, for example a layer of interconnected precast concrete slabs, since it is strong enough, even in a relatively thin design, since the forces from the segments through the concrete Facility to be intercepted.

In addition, the device is able to absorb not only the forces in the horizontal direction from below on the profiled concrete, but also the forces that arise by a sliding movement of the segments to the profiled concrete, thereby maintaining the mobility of the profiled concrete on the segments and impermissible Tension and thus changes in position of the rails can be reliably avoided.

In a preferred embodiment of the slab track according to the invention, the segment is supported on a fixed bearing and a movable bearing and the profiled concrete in the region of the fixed bearing of the segment firmly connected thereto. As a result, the different dimensions of the slab track and the profile concrete with respect to the segment are advantageously influenced in such a way that the expansions basically take place in substantially the same direction. The relative movements of the two units to each other thus remain relatively low.

Particularly advantageous is the firm connection of segment and profile concrete with connecting elements such as anchors, in particular screw-in anchor, stirrup or dowel created, which for example from the segment protrude and on which the concrete profile is concreted. It is particularly advantageous if the anchors are screwed and thus only be screwed into the segment immediately prior to concreting the profile concrete. It is thus possible that the segment before the concrete is poured concrete can be driven on construction vehicles without the anchors are damaged.

If the segment is mounted in a floating manner and the profiled concrete and the segment are slidably connected to one another, then the two structures are largely decoupled from each other. They can expand without mutual tension. The device for receiving a change in position of the adjacent end faces must in this case be able, in particular, not to restrict the sliding movement of the segments in relation to the profiled concrete, since greater sliding movements must be expected in the case of this type of bearing of the segments than when they are stored with a hard - and a floating bearing.

According to the invention, a device for receiving a change in position by means of a resilient layer, for example a hard foam layer or an elastomer layer in the region of end faces of two segments, which is arranged between the segments and the profile concrete, is provided. After the individual segments are independent of each other and in contrast to the profile concrete as a continuous band also extends beyond the expansion joints on the faces of the segments, different bending lines of the two units. The segments will bend each arc, while the profile concrete wavy over the individual segments. In order to avoid excessive stresses in the region between two segments, the hard foam layer or the elastomer layer is provided. In extreme cases, the ends of the segments can move in and out of the compliant layer without exerting an undue compressive force on the profiled concrete. The load on the continuous band is thereby reduced.

The resilient layer may be, for example, a hard foam layer, which is placed in the form of rigid foam panels on the segments before concreting the profile concrete. It is thus simultaneously obtained a formwork for the profile concrete in the region of the spaced end faces of two adjacent segments. The compliant layer is so strong that the forces are absorbed during concreting of the profiled concrete without significant deformation, whereas the forces press through the segments at a later angle change or a transverse or vertical displacement of the segments in the resilient layer and thus an unacceptable force avoid the profile concrete. As a suitable material for the hard foam layer, for example, Styrodur comes into question.

If the device has a support plate on the resilient layer, which is arranged towards the profile concrete, then the reinforcement for the profile concrete can be advantageously deposited on this support plate before and during concreting without damaging the flexible layer or in concrete to be embedded in the profile concrete ,

Advantageously, the compliant layer and / or the support plate of the device bridges the two end faces of the segments. In particular, this is intended to ensure that the profile concrete can be concreted without additional measures in the area of the segment joints.

If the flexible layer extends at least from the end face of the segment to beyond the bearing axis of the segment, then the end of the segment approaching the profile concrete, which changes its position, presses into the yielding layer. The end of the segment rotates about the bearing, in particular the bearing axis in the direction of the profile concrete. The resilient layer thus prevents damage to the profile concrete.

If a depression is arranged in the segment and / or in the profiled concrete for at least partially receiving the compliant layer, then on the one hand the layer's position is defined and on the other hand, with an arrangement in the segment, the profiled concrete in the region of the compliant layer is not particularly weakened. The height of the profiled concrete is thus in the region of the transition of two segments almost equal to the thickness in the rest of the profile concrete. If the resilient layer is arranged in the profiled concrete, then no separate recess must be provided in the segments. The production of the segments is thus facilitated and there is no weakening of the segments, which may be particularly advantageous if the segments are only plates that are laid, for example, at ground level or on supports. In particular, these two solutions ensure that there is no obstruction to the sliding movement of the segments with respect to the profiled concrete. If the weakening of the segment and the profile concrete is to be uniformly low, the arrangement of the device with the flexible layer in both parts, the profiled concrete and the segment, can be offered.

The sliding layer between the profile concrete and the segment is advantageously produced from a film and / or a geotextile. It is also advantageous to use two films which lie on top of one another and can slide against each other in a defined manner. The geotextile has the advantage that it is at least partially soaked by the concrete and thus combines very well with the concrete. Unevenness of the segment can be compensated with the geotextile, which can have a thickness of 2-10 mm. The sliding of the profiled concrete on the segment is thereby considerably facilitated. Tensions can thus be largely avoided. For this purpose, a geotextile layer can be arranged on the segment and / or on the side of the profiled concrete facing the segment and have one or two foils, for example PE foils with a thickness of approximately 0.3-0.5 mm, between them.

It is particularly advantageous for the invention if a plurality of rail supports is arranged on or in the profiled concrete. The rails are thereby fastened discontinuously on the rail supports on or in the profile concrete. The track layout is already given by the respective, adapted to the route shape of the profile concrete. It is therefore only a small effort to operate the laying of the rails. Alternatively, the rails can also be stored continuously. The corresponding rails recordings, for example. Troughs can already be provided in the shape of the profile concrete.

Advantageously, the rail supports are poured or agedgedübert as precast concrete in the profile concrete. The contours for receiving the rails and their fasteners may already be provided in the precast concrete parts. In particular, individual components per support, sleepers, sleepers, bi-block sleepers, track gratings and / or plates or rail supports arranged thereon are suitable for the rail supports. The individual components are in particular not coupled to each other, but are independent of each other in or on the profile concrete. This avoids additional installation work. However, a coupling of the individual components is still not excluded if it should be advantageous in the individual case of the construction project.

In addition to the above-mentioned advantages, the profiled concrete also has the advantage that the routing of the slab track can be carried out with the profiled concrete. In particular, an elevation of the route, for example in curve sections, is formed by means of the profile concrete. The components which have the rail supports, can be installed in always the same design. Special dimensions are not required in most cases.

In order to obtain a stable profile concrete, which can absorb compressive and tensile stresses from thermal expansion, but also from acceleration forces of rail vehicles, the concrete profile is executed reinforced.

In particular, in order to avoid lateral breakage of the profiled concrete and the slab track, stoppers for lateral and / or vertical guidance of the profiled concrete are arranged on the segment. The stoppers allow a relative movement of the profiled concrete in the longitudinal and / or vertical direction of the rails. A lateral movement of the profiled concrete on the segments is prevented by the stoppers, which are arranged on both sides of the profiled concrete.

If the device forms a formwork for producing the profiled concrete between two adjacent segments, additional formwork elements are generally not required.

The segments can be raised or laid at ground level. They can thus be used as bridge components, but also for ground-level bridging of unsustainable ground. Such a laying is cheaper than the preparation of the substrate. The segments are advantageously bridge beams, laid on a substrate plates or pile head plates.

Figur 1

einen Längsschnitt durch eine Feste Fahrbahn auf einem Brückenbauwerk im Bereich von Stirnseiten zweier Brückensegmente;

Figur 2

eine Draufsicht auf eine Feste Fahrbahn in einem Bereich wie in Figur 1;

Figur 3

einen Querschnitt durch ein Brückensegment;

Figur 4

einen Ausschnitt mit einer Detailansicht der Gleitschicht;

Figur 5

einen Längsschnitt durch eine Ausführung einer Festen Fahrbahn und

Figur 6

einen Längsschnitt durch eine weitere Ausführung einer Festen Fahrbahn.

Further advantages of the invention are described in the following exemplary embodiments. It shows:

FIG. 1

a longitudinal section through a slab track on a bridge structure in the region of end faces of two bridge segments;

FIG. 2

a top view of a slab track in an area as in FIG. 1 ;

FIG. 3

a cross section through a bridge segment;

FIG. 4

a detail with a detailed view of the sliding layer;

FIG. 5

a longitudinal section through an execution of a slab track and

FIG. 6

a longitudinal section through another embodiment of a slab track.

FIG. 1 shows a longitudinal section through a slab track 1 in the region of a joint 12 at end faces 13 of two segments 2 of a bridge. The slab track 1 is formed in the present embodiment of a profiled concrete 7, which is made of in-situ concrete and forms a continuous band. On the slab track 1 5 rails 6 are laid on rail supports. The rail supports 5 are arranged on the profile concrete 7. They may be formed so as to intermittently support the rails 6 as shown here. But it is also a continuous storage of the rails 6 possible by the rail support points 5 along the rails 6 extend. The profile concrete 7 thus forms for the rail support points 5 a solid and consistent in their location surface for permanent operation of the slab track. 1

Between the profile concrete 7 and the top of the segment 2, a sliding layer 10 is arranged. To different extents, which occur in particular by sunlight and the different masses of the segment 2 and the slab track 1 with the concrete profile 7, it is necessary that the slab track 1 and the concrete profile 7 can slide on the segment 2. This prevents unacceptable tension and creates a, in particular in the field of slab track 1, very consistent structure, which the ride comfort of Rail vehicle significantly increased and on the other hand is relatively inexpensive to manufacture.

The segments 2 are arranged on a pillar 14 in the section shown here. They are each supported on a fixed bearing 15 and a movable bearing 16. As a result, the longitudinal extent of the segment 2, starting from the fixed bearing 15, takes place in the direction of the floating bearing 16 of the same segment 2. As a result, the gap in the joint 12 becomes smaller or larger depending on the longitudinal extent of the segment 2. In order to transfer shear forces from the slab track 1 and the concrete profile 7 on the segment 2, armature 18 are arranged in the region of the fixed bearing 15 of the segment 2, which connect the concrete profile 7 with the segment 2. Thermal expansions of the profiled concrete 7 and of the segment 2 are thereby also rectified in their direction, so that a lower relative movement of the two units is to be expected.

The anchors 18 are advantageously screw-in. This means that 2 Einschraubhülsen are concreted into the top of the segments, in which the armature 18 are screwed in just before concreting the concrete profile 7. This has the advantage that the top of the segments 2 can be used during the construction of the building as a roadway for construction vehicles, without the anchor 18, which would otherwise protrude from the top of the segment 2, are damaged.

After the segments 2 are not connected to each other, they will bend each arc under load. In contrast, the movement of the continuous band of the profiled concrete 7 and the slab track 1 will be more wavy. In order to avoid an impermissible kinking of the continuous band in the region of the end faces 13, a device 200 bridging the two end faces 13 is arranged for accommodating a change in position of the adjacent end faces 13. The device 200 consists of a hard foam layer 20, which is in the range of Stoßes 12 is arranged. The hard foam layer 20 is located in this embodiment between the segments 2 and the profile concrete 7 and extends partially into this. An optionally occurring kink between two segments 2 in the region of the joint 12 thus does not press against the profile concrete 7, but moves into the hard foam layer 20 and compresses the rigid foam without exerting on the profile concrete 7 an impermissible compressive force. The hard foam layer 20 may consist of rigid foam plates, which are inserted into a recess provided for this purpose of the segment 2. A thickness of hard foam layer 20 of a few centimeters is usually sufficient. Likewise, an overlap of the end faces 13 to a length of 1-2 m is also sufficient to compensate for the expected relative movements of profiled concrete 7 and 2 segments in the vertical direction. Although the recess in the top of the segment 2 for receiving the hard foam layer 20 is advantageous for the production, since the position of the hard foam layer 20 is securely retained during concreting of the profiled concrete 7, but it is not necessarily required for the function.

In order to be able to ensure the concreting of the profiled concrete 7 without additional formwork means when concreting the profiled concrete 7, the position of the reinforcement therein, and in particular for larger distances between the segments 2, it is advantageous if the device 200 has a support plate 21 on the hard foam layer 20. The support plate 21 ensures that the reinforcement does not sink to the hard foam layer 20 during concreting, but maintains a predetermined distance thereto. The reinforcement can accordingly be supported on the support plate 21, for example with feet arranged thereon.

FIG. 2 shows it from a plan view of a slab track 1 on segments 2 in the region of the joint 12 of two segments 2. It can be seen that the profile concrete 7 forms a continuous band, which passes over the end faces 12 of two segments 2 in the region of the joint 12 are the Hard foam layer 20 and the support plate 21 incorporated. Likewise, in this area, the armature 18 are provided to provide a compound of the profile concrete 7 with the segment 2. The rails 6 of the track for the rail-guided vehicle are laid on a plurality of rail supports 5. Depending on the system of rail installation but this can also be done differently. Thus, instead of the discontinuous rail support, continuous support, as indicated by longitudinal sleepers 5 ", can also be effected, and it is also possible for the fixed carriageway 1 to consist of individual sleepers 5 ', which carry both rails 6 and are interconnected with concrete and reinforcement Bi-block sleepers, track grids and / or plates (5 '") are other ways in which the rail supports are made of precast concrete elements. Alternatively, the rail supports can also be made of cast-in-situ concrete.

It is essential in any case that a continuous band of slab track 1 is formed, which is formed independently of the impact 12 continuously.

To ensure a constant position of the slab track 1 with respect to the transverse orientation to the segment 2 stopper 24 are provided. The stoppers 24 are mounted on the segment 2 and guide the slab track 1 and the profile concrete 7 in the transverse direction. The contact point to the slab trackway 1 and the profile concrete 7 is loose, so that tension is avoided in a longitudinal expansion. It may therefore be advantageous to provide a sliding layer between the stopper 24 and the profile concrete 7 here as well.

FIG. 3 shows a cross section through the building according to the invention. In this case, a section through a segment 2 and the slab track 1 in the region of an end face 13 of a Segment2 2 is shown on the left side of the illustration. It is therefore the hard foam layer 20 and the support plate 21 can be seen under the profile concrete 7. The profile concrete 7 is wedge-shaped, so that the slab track 1 is excessive. This is particularly necessary in curved sections of the track of the slab track 1. The elevation is carried out with the help of the profile concrete 7, which is concreted as needed. For lateral guidance of the slab track 1 and the profile concrete 7 stopper 24 are arranged laterally. The stoppers 24 are on the one hand firmly connected to the segment 2 and on the other hand, the profiled concrete 7 can slide along the stopper 24.

The right half of the representation of FIG. 3 shows a cross section in the region of the normal distance, away from the joint 12. Between the segment 2 and the profile concrete 7, the sliding layer 10 is arranged, which allows sliding of the profile concrete 7 on the segment 2. Incidentally, this representation corresponds to the representation on the left side of FIG. 3 ,

FIG. 4 shows a detail of the sliding connection between profiled concrete 7 and segment 2. In order to allow sliding of the relatively rough surfaces of the segment 2 and the concrete profile 7 together, without causing a great resistance, it is provided in this embodiment that on top of the Segments 2 as well as on the underside of the concrete profile 7 each a geotextile 26 is arranged. Between the geotextiles 26 there are two foils 27. The geotextiles 26 compensate for the irregularities of the surfaces of the segment 2 and the profiled concrete 7. Partly they soak in concreting with the concrete when they are applied before setting the concrete. Usually, the geotextile 26 will be applied to the segment 2, however, only after the setting of the concrete. An impregnation of the geotextile 26 does not take place in this case. On the other hand, the profiled concrete 7 is usually concreted onto the geotextile 26, penetrates into the geotextile 26 during concreting and thus creates a firm connection. The two films 27 provide a sliding movement of the profiled concrete 7 on the segment 2, which has a very low friction. The two films 27 slide against each other without much resistance. In a simpler embodiment of the invention, it is also sufficient to use only one film 27 and possibly even only one geotextile 26 to compensate for the irregularities of segment 2 and profile concrete 7 and to allow a sufficient sliding action.

In FIG. 5 a further embodiment of the invention is shown. The profile concrete 7 is not interrupted by a recess for the hard foam layer 20. It runs above the joint 12 of the two segments 2 without change in cross section. Between the profile concrete 7 and the segments 2 and the hard foam layer 20, the sliding layer 10 is also arranged continuously and without paragraph. As a result, an undisturbed sliding of the segments 2 below the profile concrete 7 is possible. The hard foam layer 20 is arranged in a recess at the respective ends of the segments 2. It extends from an area in front of the support of the first segment 2 beyond its end face 13 and the impact 12 beyond the end face 13 and the support of the second segment 2. The strength of the segments 2 is thereby affected only insignificantly. The hard foam layer 20 bridges while the shock 12 and also serves as a formwork for the concrete produced with in-situ concrete 7. This can be done without support plate 21 when the shock 12 has only a small width or the hard foam layer 20 is formed sufficiently stable. The two segments 2 are floatingly mounted in this embodiment. This is indicated by the two plain bearings 16 on which the segments 2 are mounted. Thermal expansions or movements of the substrate under the segments 2 can thereby be decoupled from the concrete profile 7 particularly well.

FIG. 6 shows an embodiment in which the hard foam layer 20 rests on the segments 2 and protrudes into the profile concrete 7. In this embodiment, no special measures must be taken in the segments 2 to accommodate the hard foam layer 20. The profile concrete 7 must be designed in its strength so that they despite the cross-sectional reduction in the hard foam layer 20, the expected forces can record. The sliding layer 10 is interrupted in the region of the hard foam layer 20. The movement between the profile concrete 7 and the segments 2 is compensated by the hard foam layer 20, provided that the hard foam layer 20 does not move on the segments together with the profile concrete 7. If difficulties are to be expected in this case, it is also possible for the sliding layer 10 to be continuous and for the hard foam layer 20 to be arranged on the continuous sliding layer 10.

In the embodiment of FIG. 6 In addition, the storage of the segments 2 is shown on a substrate 30. The segments 2 are designed as plates, which are placed on the substrate 30. The substrate 30 may be a hydraulically bound support layer or another more or less elaborate treated surface.

The present invention is not limited to the illustrated embodiments. Modifications in the design of the profile concrete 7, the segment 2 and the sliding layer 10 are possible at any time within the scope of the claims.

Claims (17)

1. Solid track comprising a concrete strip on a structure made of individual segments (2) placed in rows and

   - with rails (6) arranged on the concrete strip for a rail-guided vehicle,

   - the concrete strip running on the segments (2) continuously and spanning the individual segments (2),

   - and an anti-friction layer (10) being placed between the concrete strip and the segments (2), and

   characterized in that

   - the concrete strip is made of profiled concrete (7) in which the curvature and transverse gradient of the course of the solid track are shown, and

   - in the region of the neighboring front sides of the two segments (2) placed in rows, a device (200) spanning the two front sides has been arranged for absorbing a change of position of the neighboring front sides by means of a compliant layer that is arranged between the segments (2) and the profiled concrete (7) and that is able to absorb a critical impact on the profiled concrete by forces acting in horizontal direction from below and by forces resulting from the sliding movement of the segments relative to the profiled concrete whereby the mobility of the profiled concrete (7) on the segments (2) is maintained and the unacceptable stresses of the profiled concrete (7) and therefore changes in rail (6) position are prevented without significantly affecting the effect of the anti-friction layer.
2. Solid track according to claim 1 characterized in that the segment (2) rests on a fixed bearing (15) and a floating bearing (16) and the profiled concrete (7) in the region of the fixed bearing (15) of the segment (2) is firmly attached to it.
3. Solid track according to one of the previous claims characterized in that the fixed connection of segment (2) and profiled concrete (7) is provided with connecting elements such as anchors (18), especially screw-down anchors, stirrup reinforcements or plugs.
4. Solid track according to one of the previous claims characterized in that the compliant layer contains for example a rigid foam layer (20) or an elastomeric layer,.
5. Solid track according to one of the previous claims characterized in that the device (200) has a supporting plate (21) on the compliant layer (20).
6. Solid track according to one of the previous claims characterized in that the compliant layer (20) and/or the supporting plate (21) of the device (200) spans both front sides (13) of the segments (2).
7. Solid track according to one of the previous claims characterized in that the compliant layer (20) at least reaches out from the front side (13) of the segment (2) all the way to and beyond the bearing axis of the segment (2).
8. Solid track according to one of the previous claims characterized in that a recess has been arranged on the segment (2) to partially receive the compliant layer (20).
9. Solid track according to one of the previous claims characterized in that the anti-friction layer (10) consists of a foil (27) and/or a geotextile (26).
10. Solid track according to one of the previous claims characterized in that many rail-supporting points (5) have been arranged on or in the profiled concrete.
11. Solid track according to one of the previous claims characterized in that the rail-supporting points (5) have been poured into the profiled concrete as pre-cast concrete units or bolted in place.
12. Solid track according to one of the previous claims characterized in that the rail-supporting points (5) are individual structural parts (5) for each support, cross ties (5'), longitudinal ties (5"), two-block ties, a track grid and/or plates (5"') or are arranged on top of them.
13. Solid track according to one of the previous claims characterized in that the profiled concrete (7) is reinforced.
14. Solid track according to one of the previous claims characterized in that stoppers (24) have been arranged on the segment (2) for the lateral and/or vertical guidance of the profiled concrete (7).
15. Solid track according to one of the previous claims characterized in that the device (200) forms a formwork for manufacturing the profiled concrete (7) between two neighboring segments (2).
16. Solid track according to one of the previous claims characterized in that the segments (2) have been placed elevated or at ground level.
17. Solid track according to one of the previous claims characterized in that the segments (2) are bridge girders, plates placed on a subsurface or pole head plates.

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