EP2102415B1 - Feste fahrbahn mit einem betonband - Google Patents

Feste fahrbahn mit einem betonband Download PDF

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Publication number
EP2102415B1
EP2102415B1 EP08701265.4A EP08701265A EP2102415B1 EP 2102415 B1 EP2102415 B1 EP 2102415B1 EP 08701265 A EP08701265 A EP 08701265A EP 2102415 B1 EP2102415 B1 EP 2102415B1
Authority
EP
European Patent Office
Prior art keywords
concrete
segments
previous
segment
solid track
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
EP08701265.4A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2102415A1 (de
Inventor
Dieter Reichel
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 Stiftung and Co KG
Original Assignee
Max Boegl Stiftung and Co KG
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 Max Boegl Stiftung and Co KG filed Critical Max Boegl Stiftung and Co KG
Publication of EP2102415A1 publication Critical patent/EP2102415A1/de
Application granted granted Critical
Publication of EP2102415B1 publication Critical patent/EP2102415B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D19/00—Structural or constructional details of bridges
    • E01D19/06—Arrangement, construction or bridging of expansion joints
    • 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
    • E01B1/001—Track with ballast
    • 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
    • E01B2/00—General structure of permanent way
    • E01B2/003—Arrangement of tracks on bridges or in tunnels
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D19/00—Structural or constructional details of bridges
    • E01D19/06—Arrangement, construction or bridging of expansion joints
    • E01D19/067—Flat continuous joints cast in situ
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D19/00—Structural or constructional details of bridges
    • E01D19/12—Grating or flooring for bridges; Fastening railway sleepers or tracks to bridges

Definitions

  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a continuous sliding concrete band which absorbs all the forces acting and dissipates stable and permanently in the segments.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a suitable material for the hard foam layer for example, Styrodur comes into question.
  • 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 ,
  • the compliant layer and / or the support plate of the device bridges the two end faces of the segments.
  • this is intended to ensure that the profile concrete can be concreted without additional measures in the area of the segment joints.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the profiled concrete also has the advantage that the routing of the slab track can be carried out with the profiled concrete.
  • 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.
  • the concrete profile is executed reinforced.
  • 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.
  • 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.
  • 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.
  • 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
  • a sliding layer 10 is arranged between the profile concrete 7 and the top of the segment 2. 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • continuous support as indicated by longitudinal sleepers 5 "
  • 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.
  • the rail supports can also be made of cast-in-situ concrete.
  • 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.
  • 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.
  • 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.
  • FIG. 3 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.
  • each a geotextile 26 is arranged on top of the Segments 2 as well as on the underside of the concrete profile 7 .
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Paving Structures (AREA)
  • Lining And Supports For Tunnels (AREA)
  • Railway Tracks (AREA)
EP08701265.4A 2007-01-17 2008-01-07 Feste fahrbahn mit einem betonband Not-in-force EP2102415B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007003351A DE102007003351A1 (de) 2007-01-17 2007-01-17 Feste Fahrbahn mit einem Betonband
PCT/EP2008/050086 WO2008087061A1 (de) 2007-01-17 2008-01-07 Feste fahrbahn mit einem betonband

Publications (2)

Publication Number Publication Date
EP2102415A1 EP2102415A1 (de) 2009-09-23
EP2102415B1 true EP2102415B1 (de) 2017-03-01

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Country Status (7)

Country Link
US (1) US8281722B2 (ru)
EP (1) EP2102415B1 (ru)
KR (1) KR20090100429A (ru)
CN (1) CN101583761B (ru)
DE (1) DE102007003351A1 (ru)
RU (1) RU2472893C2 (ru)
WO (1) WO2008087061A1 (ru)

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KR101416157B1 (ko) * 2012-02-03 2014-07-09 강남훈 교체가 용이한 3차원 입체형상의 궤도블록 및 그 제조방법, 이 궤도블록을 이용한 콘크리트 궤도 부설방법 및 안내궤도식 고무차륜 경전철의 궤도 부설방법
CN103015317B (zh) * 2012-12-27 2015-05-06 南京工业大学 一种工厂预制正交异性钢板-复合材料组合桥面结构
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CN104452584A (zh) * 2014-11-26 2015-03-25 安徽省交通投资集团有限责任公司 一种钢桥面铺装结构
RU2700098C2 (ru) * 2017-05-15 2019-09-12 Альберт Васильевич Горностаев Рельсовый железнодорожный путь
RU2668529C1 (ru) * 2017-12-28 2018-10-01 Открытое Акционерное Общество "Российские Железные Дороги" Земляное полотно высокоскоростной магистрали
RU2668530C1 (ru) * 2017-12-28 2018-10-01 Открытое Акционерное Общество "Российские Железные Дороги" Земляное полотно высокоскоростной магистрали
IT201800004163A1 (it) * 2018-04-03 2019-10-03 Metodo di stabilizzazione, per alleggerimento, di un rilevato ferroviario o stradale
CN110761125A (zh) * 2019-12-04 2020-02-07 中铁二院工程集团有限责任公司 岩石地基既有高铁粗粒土填筑路堤帮宽结构及施工方法

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RU2009131063A (ru) 2011-02-27
US8281722B2 (en) 2012-10-09
DE102007003351A1 (de) 2008-07-24
WO2008087061A1 (de) 2008-07-24
RU2472893C2 (ru) 2013-01-20
EP2102415A1 (de) 2009-09-23
KR20090100429A (ko) 2009-09-23
CN101583761A (zh) 2009-11-18
CN101583761B (zh) 2012-10-03
US20100065651A1 (en) 2010-03-18

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