EP2729617A1

EP2729617A1 - Transition between two track sections

Info

Publication number: EP2729617A1
Application number: EP12735944.6A
Authority: EP
Inventors: Martin Kowalski; Tariq AL-THUWAINY; Stefan Knittel
Original assignee: RTE Technologie GmbH
Current assignee: RTE Technologie GmbH
Priority date: 2011-07-06
Filing date: 2012-06-20
Publication date: 2014-05-14
Anticipated expiration: 2032-06-20
Also published as: WO2013005126A1; DE102011051615A1; EP2729617B1

Abstract

The invention creates a transition (10) between a track section (12) laid in a ballast bed (11) and a track section (13) constructed as a ballastless railway track (14). In order to take the different settling conditions of the two types of track into account and create a continuous transition in the course of the track between the two types of tracks, the invention proposes a compensation unit (19) mounted on the ballastless railway track (14) at an abutment point (15) between the two types of track and extending over a transition zone (20) into the ballast bed (11) under the track section (12) laid there, forming a type of support ramp for the track section lying above and ensuring a uniform decline in the sinkage level of the track in the ballast bed towards the ballastless railway track.

Description

TRANSITION BETWEEN TWO TRACKS

The invention relates to a transition between a track section laid in a ballast bed and one in fixed carriageway built railway section.
Rail tracks for rail vehicles, in particular Railway tracks are made since the beginning of the railway in a superstructure Laying gravel, with the ballast bed carrying the rails Thresholds at the bottom and surrounding side surfaces. In the past Years, one is particularly in the construction of new high-speed roads for Rail vehicles passed to this in so-called slab track too misplace, i. a mostly hydraulic or bituminous bound structure, which corresponding elements for receiving and fixing the rails having.
The two superstructures slab track and Gravel superstructure can alternate in the course of a track distance, whereby the Transitions between a track section laid in a ballast bed and an in Fixed track built track section regularly potential impurities which are special in the maintenance of the track Represent challenges. This is essentially because the Settlement behavior of the two superstructures systemic very different is. A track built in slab track is almost non-existent, while in gravel superstructure it is a very significant setting of it laid track due to its floating storage and due to the Bahnbetrieb incipient ballast deterioration comes. This has the consequence that the track laid in a fixed track made its position practically useful for many years unchanged, while the track laid in gravel with increasing Age increasingly strong subsidence shows. During such subsidence generally no over the course of the ballasted track Difficulties, at least but are easy to handle, since the subsidence This is what prepares for the course of the track more or less evenly different settlement behavior in the transition area between slab track and ballasted track understandably problems, because here are almost stepped transitions after a relatively short time of Railway operations, serious consequences such as track stiffening, Deterioration of ride comfort, increased use of the Track components and the vehicles may have.
At the transition between one in a ballast bed laid track section and one built in slab track To meet track section arising problems, one has in the Above all, a gradual adaptation of the stiffness structures endeavored by trying through different rail supports, various thresholds and / or measures to stabilize the upper and lower Substructure the stiffness properties of the two superstructures over a certain track lengths as evenly as possible to match each other. However, that is it has not been successful, the different settlement behavior of both To get a grip on the top designs. It is often demanded that Transitional constructions between the two superstructures as solid as possible build to keep the maintenance effort as low as possible. But this causes the known transitional constructions due to the stabilization measures very similar setting properties have like the slab track, so can barely sit down. at the same time is made possible by the stabilization measures taken limited to correct or improve the state of such transitions. The adjacent gravel road deteriorates from the area where the Transitional structures end, in full to the extent that the Impact may be a little way from the track of the slab track in the Ballast bed is moved into, without solving the problems.
The object of the invention is therefore to provide a transition of of the type mentioned above, with which an approximation of the Settlement behavior of both superstructures and an approximation of Stiffness structures is possible, with particularly preferred Design without any special effort also corrective measures for Position change of the track in the transition area can be made.
This task is solved by one at a Joint between the two track types mounted on the slab track, over a transition area in the ballast bed under the laid therein Track section extending and supporting this compensation device, in a preferred embodiment of the invention at least one, preferably has two longitudinally extending in the longitudinal direction track (s), the Arrangement can be made in a particularly preferred embodiment so that the compensation device has a plurality of distributed over its length, the track section in the transition area underneath crossbar elements having.
With the compensation device according to the invention, the is superimposed at the end of the slab track, becomes a kind of support ramp created, which is similar to a floating pontoon in the adjacent Ballast bed extends over the transition area and the lying there Track section supported. The occurring when driving on the track section As a result, loads are not only more uniform over the length of the Balancing device distributed, but it is also ensured that the Track no gradual lowering immediately after the festivals Roadway experiences. Rather, by the Auflagerung the equalizer on the slab track ensures that the track starting from the Support point, where it is still settlement-free, continuously increasing like a 'normal' track laid in a ballast bed behaves and thus becomes free End of the compensation device can set increasingly strong. It ensures the Equalization device for a uniform increase in the settlement ratio, i.e. it can not become so-called in the entire transitional area Differential agreements come that affect the railway operation.
The floating arrangement of the balancing device in adjacent to the slab track transition region of the ballast bed allows the balancer preferably together with the supporting track section with conventional machines and methods judge and support if this happens after a certain period of use is displayed. The measures taken essentially correspond to this which, as well as for lifting and stabilizing a conventional in the Ballast track laid track can be used.
The compensation device may be on the slab track be stored in the manner of a fixed clamping, for example by the or the longitudinal members of a fixed block formed by the terminal block Concreted concrete. Preferably, however, the compensation device is on a support arranged on the slab track or its foundation articulated connected, so that the bearing no storage moments, but only longitudinal and transverse forces must be absorbed.
The crossbar elements are preferably at a distance of track sleepers of the track section arranged in the transition area and the Arrangement is made so that the thresholds are medium or immediate supported on the transom elements. This one achieves a very uniform load transfer over the entire length of the compensation device and thus a steady transition from the level of the built in solid pavement Track section on the possibly already set, lower level of itself subsequent graveled track.
In an advantageous embodiment of the invention provided that the compensation device has a bending resistance torque, the decreases to the lying in the ballast end of the balancer out. This can be achieved, for example, that the one or more longitudinal beams at the end of the compensation device located in the ballast above a certain Length obtained an increasingly smaller cross-section towards the end, so conical or sloping, so that they become more flexible towards the end and thus the track supported by the balancer in the Transition area towards the pure ballast bed the track built into it gets closer and closer to its properties.
Preferably, it is supported in the ballast bed Transition area laid track section on the equalization device Interposition of elastic damping elements whose stiffness over the Length of the compensation device can be varied. It is preferred the softer the damping elements used, the shorter the distance to Solid roadway is because, with decreasing distance from the support point of Compensating decreases the damping effect of the ballast bed. Accordingly, can the free end of the balancer out the elasticity of such Take off the damping elements and it is possible that the last one (s) of the Compensation device supported threshold (s) without any Damping element (s) get along, since in this area the damping effect of Schotters already almost completely the one laid in a ballast bed (Rule) track corresponds. Such damping elements can be rubber-elastic Be between the crossbeam elements and the sleepers of the Track section are arranged. By appropriate determination of Properties of these elastic layers can be the sinking behavior of the rails or the track within the transition area very finely graded and be set. It is also possible to use elastic damping elements between the rails and the thresholds carrying them at the attachment points for the rails.
The balancing device is preferably on one Level below the upper end of the ballast bed is arranged So completely eingeschottert when the track section in Transition area laid and with gravel in its vertical and lateral position is fixed. To later straightening and stabilizing the ballast bed laid track section also in the transition area to facilitate and In particular, ensure that the balancing device with new it is advantageous if the laid in the ballast bed Track section with the balancer is firmly connected, what For example, this can happen that the sleepers in the ballast bed laid track section on the crossbar elements of the compensation device For example, by means of retaining clips or mounting screws are attached. Compensation device and supported by this track section in Transition area are then raised as a unit during straightening and plugging and stabilized.
To the stress of the ballast bed under the Compensating device to reduce, it is advantageous at the bottom of the Compensation device, in particular in the region of the crossbar elements elastic To arrange ballast protection elements, such as geotextile mats or Neoprene plates, which the of the balancing device or their Crossbar elements in the ballast bed offset bearing forces evenly to distribute. Also provided below the transom elements Ballast protection elements can reduce the damping behavior in the track section influence and it is possible by appropriate selection of different soft / hard ballast protection elements the Eininkverhalten the rails or the track similar to the previously mentioned damping elements adjust, wherein the damping elements and the ballast protection elements not necessarily be used alternatively, but also an arrangement both of damping elements between rails and sleepers and / or between Thresholds and crossbeam elements as well as an arrangement of preferably variable elastic ballast protection elements below the transom elements is possible.
The length of the transition structure with the Compensating device can be designed according to the existing requirements mainly on the type and speed of the car moving across the track Vehicles are determined to be adjusted. The setting can in particular by adaptation of the length and the cross section of the used coming longitudinal beams done. In addition, also several longitudinal beams arranged one behind the other and preferably hinged together be and it is also possible, several side members parallel next to each other to arrange, which have different lengths, which at the connection point of the Compensating device on the slab track to obtain maximum rigidity which decreases towards the track laid in the ballast bed.
Other features and advantages of the invention will be apparent from the following description and the drawing, wherein a preferred embodiment of the invention with reference to an example explained in more detail becomes. It shows:
Figure 1 shows a transition according to the invention in a longitudinal section in a state immediately after installation of the track.
Fig. 2 shows the subject of Figure 1 in a corresponding representation in a state after a certain period of use of the track.
3 shows a detail of the transition in the region of a joint between the slab track and the ballast bed in a condition without a track and before ballasting in a perspective view;
FIG. 4 shows the object of FIG. 3 after partial ballasting; FIG.
5 shows the Gestand of Figures 3 and 4 after installation of the track while bridging the joint between two track types.
Fig. 6 the Gestand of Figure 3 to 5 after complete ballast; and
Fig. 7 shows a modification of the track section laid in the ballast bed in the transition according to the invention in a perspective view.
In Figs. 1 and 2 is in its entirety with 10th a transition between a laid in a ballast bed 11 first Track section 12 and a second track section 13 shown on a Fixed carriageway 14 is laid concrete.
In the area of a joint 15 between the two Track sections 12, 13 is the slab track 14 with a reinforced Foundation base 16 provided in the below the ballast bed 11 and the fixed lane 14 lying substructure 17 of the track is inserted. This Foundation base has one in the direction of the first track section 12th projecting, step-like projection 18. On this is a total with 19 designated balancing device superimposed over a Transition region 20 starting from the joint 15 in the festivals Roadway adjacent gravel bed 11 under the track section laid therein 12 extends. The balancing device 19 has two in Track longitudinal parallel under the rails 21 of the first Track section 12 extending side members 22, the mutually by their upper sides fixed crossbar elements are connected, wherein the Arrangement is made such that each of the sleepers 24 of the Track section 12 in the transition region 20 of one of the crossbar elements is supported. It can be seen in particular in Fig. 1 that the Balancing device 19 is aligned in its altitude so that the Rail attachment points 25 of resting on their crossbar elements Thresholds 24 at the same height as the rail attachment points 26 on the Fixed track 14 are located and the rails 21, the two track sections without Bridge the step.
In Figs. 3 to 7 are different stages of construction of the inventive transition shown. Fig. 3 shows the transition in the area the joint 15 after installation of the balancing device, before Track ballast is introduced in the first track section. The Compensating device 19 is supported in the area of the joint at two longitudinal and transverse forces receiving bearing sockets 27 which are similar to (fixed) Bridge bearings are designed and that is a shift of Compensating relative to the foundation base prevent a Pivoting mobility around a transverse to the track longitudinal direction But allow swivel axis. In this drawing is also clearly visible that the top of the crossbar elements 23 with elastic damping elements 28th are provided in the form of neoprene plates. Similarly, the Bottom sides of the transom elements and also the longitudinal members with elastic Protective elements be provided, the punctiform peak loads between Prevent gravel and equalizer and compensate for this provide protection for the gravel.
Fig. 4 shows the condition after partial Ballast of the first track section, where after alignment the Compensating device in its correct altitude over the entire length of Longitudinal beams with ballast as far as that is relined that essentially only still the crossbar elements 23 protrude from the ballast bed. In this Construction condition, the compensation device has sufficient stability through it supporting (partial) ballast bed to the weight load by the then track 23 laid track on their crossbar elements can. This state of construction is shown in Figs. 5 and 7, wherein in the Version of FIG. 5, the sleepers 24 on the crossbar elements in Essentially are loosely placed and in their orientation primarily by the held between them and the damping elements prevailing stiction while in the modification shown in Fig. 7 retaining clips 29, which are pushed laterally onto the sleepers and the crossbeam elements, provide for their positive connection with each other.
To complete the track is then in the Ballast bed laid first track section in a known manner except for one Level just below the rails 21 eingeschottert, so that the Track sleepers 24 only with their upper head area from the gravel bed protrude, as shown in Fig. 6.
The equalizer with its special Storage, which is comparable to a floating pontoon, forms in the Transition area a support ramp for the overlying track section and ensures that the tracks laid down in the ballast bed always occur Settlement of the track over the length of the compensation device stepless increase from the area of the joint where the below the first sleepers bearing 27 located in the ballast bed still completely prevent settlement while the extent of the settlements occurring at the free end 30 of the Longitudinal beam 22 toward continuously increased, and then at the fine end of the Measure of settlement, as set by the ballast bed Track is achieved. The continuous from the slab track to the Rule-ballast track rising settlement behavior and the track track after a certain operating time is shown in Fig. 2. One recognizes here very much good, that with the transition structure according to the invention as far as possible stepless transition between the two types of track is achieved, the A special feature is that the effect on the track during operation Traffic loads also within the transition area primarily of the Railway sleepers or those immediately below Crossbeam elements supporting ballast bedding are removed and only a comparatively small part of the load over that preferably made of steel existing side members on the bearing pedestals 27 in the foundation 16 of the festivals Lane is initiated. The ladder-shaped configuration of Compensation device 19 with its side rails 22 and crossbar elements 23, which has a high torsional stiffness, ensures that no Differential statements in the transitional area between the two track types which in the past cause significant problems like Track reinforcement, deterioration of ride comfort, excessive Rail tension and vehicle stresses resulted.
In FIGS. 1 and 2 it can further be seen that the side members 22 to their lying in the ballast free end 30 through a Have region 31 of decreasing cross-section, in which they namely Rejuvenate towards its free end 30. By this configuration that takes Bending resistance moment of the balancer towards the free end, i. the equalizer becomes more flexible / less stiff towards the free end, whereby a continuous transition to the bedding properties of the pure Ballast bed is reached.
The invention makes it possible in the ballast bed laid track section also in the transition area by means of conventional Work procedure after a sinking of the track (setting) to raise again (to straightening) and stabilizing (stuffing), the floating in the Ballast bed stored in compensation device is raised with. In the Fig. 7 illustrated retaining clips 29 thereby also reliably prevent that Gravel between the sleepers and the crossbeam elements can get.
The invention is not limited to the described and illustrated embodiment, but there are different Changes or additions conceivable without the scope of the invention leave. For example, the side members 22 in several Subframe sections be divided, which in turn hinged together are connected. The arranged on the crossbar elements elastic Damping elements can over the length of the compensation device have different damping and stiffness values, which the Track Einsenkverhalten within the practice area very finely graded can be changed. In the described embodiment are Standard ballast sleepers placed on the crossbeam elements. It is Of course, also possible that the crossbar elements themselves as sleepers are designed, which are arranged directly on the side rails and at these are attached.

Claims

1. transition (10) between a laid in a ballast bed (11) track section (12) and a fixed track (14) constructed track section (13), characterized by a at a joint (15) between the two track types on the slab track (14; 16), extending over a transition region (20) in the ballast bed (11) under the track section (12) laid therein and supporting this compensation device (19).

2. transition according to claim 1, characterized in that the compensating means (19) at least one, preferably two extending in the longitudinal direction track (s) longitudinal member (22).

3. Transition according to claim 1 or 2, characterized in that the compensating device (19) has a plurality distributed over its length, the track section (12) in the transition region (20) intersecting transom elements (23).

4. transition according to one of claims 1 to 3, characterized in that the compensating means (19) on a on the slab track (14) or its foundation (16) arranged support (27) is pivotally connected.

5. transition according to claim 3 or 4, characterized in that the crossbar elements (23) at a distance of track sleepers (24) of the track section (12) in the transition region (20) are arranged and the thresholds (24) directly or indirectly on the Support crossbeam elements (23).

6. transition according to one of claims 1 to 5, characterized in that the compensating means (19) has a bending resistance torque, which decreases in the ballast bed (11) lying end (31) of the compensating device (19) out.

7. transition according to claim 6, characterized in that the cross section of the or the longitudinal carrier (22) decreases towards the end lying in the ballast bed.

8. transition according to one of claims 1 to 7, characterized in that in the ballast bed (11) laid track section (12) on the balancing device (19) with the interposition of elastic damping elements (28) is supported.

9. transition according to one of claims 1 to 8, characterized in that the compensation device (19) is arranged at a level below the upper end of the ballast bed (11).

10. transition according to one of claims 1 to 9, characterized in that in the ballast bed (11) laid track section (12) with the compensating means (19) is fixedly connected.

11. Transition according to one of claims 1 to 10, characterized in that the sleepers (24) of the ballast bed (11) laid track section (12) on the transom elements (23) of the compensating means (19), for example by means of retaining clips (29) or fastening screws are attached.

12. Transition according to one of claims 1 to 11, characterized by on the underside of the compensation device (19) in particular in the region of the crossbar elements (23) arranged, elastic ballast protection elements.

13. Transition according to one of claims 2 to 12, characterized in that the one or more longitudinal members (22) are subdivided in the track longitudinal direction into a plurality of carrier sections and the carrier sections are preferably connected to one another in an articulated manner.