EP2729617B1 - Transition entre deux sections de voie - Google Patents

Transition entre deux sections de voie Download PDF

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Publication number
EP2729617B1
EP2729617B1 EP12735944.6A EP12735944A EP2729617B1 EP 2729617 B1 EP2729617 B1 EP 2729617B1 EP 12735944 A EP12735944 A EP 12735944A EP 2729617 B1 EP2729617 B1 EP 2729617B1
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EP
European Patent Office
Prior art keywords
track
transition
ballast bed
track section
transition according
Prior art date
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Active
Application number
EP12735944.6A
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German (de)
English (en)
Other versions
EP2729617A1 (fr
Inventor
Martin Kowalski
Tariq AL-THUWAINY
Stefan Knittel
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.)
RTE Technologie GmbH
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RTE Technologie GmbH
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Publication of EP2729617A1 publication Critical patent/EP2729617A1/fr
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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
    • E01B1/001—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
    • 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

Definitions

  • the invention relates to a transition between a track section laid in a ballast bed and a track section erected in a fixed track.
  • Tracks for rail vehicles especially railway tracks are relocated since the beginning of the railroad in a superstructure of gravel, the ballast surrounding the rails supporting sleepers at the bottom and side surfaces.
  • slab track i. a mostly hydraulic or bituminous bonded structure having corresponding elements for receiving and fixing the rails.
  • the two superstructures slab track and ballast track can alternate in the course of a track section, the transitions between a track section laid in a ballast bed and a track section built in a slab track are regularly potential points of failure, which represent particular challenges in the maintenance / repair of the track.
  • This is mainly due to the fact that the settlement behavior of the two superstructures is systemically very different.
  • a built in slab track track is virtually non-existent, while it comes in the ballast track to a very significant settlement of the track laid therein due to its floating storage and the incipient as a result of railway operations gravel. This has the consequence that the track laid in a fixed track retains its position virtually unchanged for years, while the track laid in the gravel shows increasing subsidence with increasing age.
  • the stabilization measures taken limit the possibility of correcting or improving the state of such transitions.
  • the adjacent ballast track deteriorates from the area where the transitional structures end, to the full extent with the result that the fault may be moved a little way from the superstructure of the slab track in the ballast bed, without solving the problems.
  • the object of the invention is to provide a transition of the aforementioned type, with an approximation of the settlement behavior of both types and an alignment of the stiffness structures is possible, in a particularly preferred embodiment also made without special effort and corrective measures to change the position of the track in the transition region can be.
  • a mounted at a junction between the two track types on the slab track extending over a transition area in the ballast bed under the track section laid therein and supporting this compensation device in a preferred embodiment of the invention at least one, preferably two in
  • the arrangement can be made in such a way that the compensation device has a plurality of distributed over its length arranged, the track section in the transition region underliede crossbar elements.
  • a kind of support ramp is created, which extends similar to a floating pontoon in the adjacent ballast bed on the transition area and supports the track section lying there.
  • the loads occurring when driving on the track section are thereby not only distributed more evenly over the length of the compensation device, but it is also ensured that the track undergoes no step-like lowering immediately after the slab track. Rather, it is ensured by the Auflagerung the compensation device on the slab track that the track starting from the support point, where it is still settlement-free, continuously increasingly behaves like a "normal" track laid in the ballast bed and thus can increasingly set to the free end of the compensation device towards.
  • the compensation device ensures a uniform increase in the settlement ratio, ie it can not come in the entire transition area to so-called Differential desen that affect the railway operations.
  • the floating arrangement of the balancing device in the transition area of the ballast bed adjoining the slab makes it possible to align and balance the balancing device together with the track section supporting it with conventional machines and methods if this is indicated after a certain period of operation.
  • the measures taken are essentially the same as those used for lifting and stabilizing a conventional track laid in a ballast bed.
  • the compensation device may be mounted on the slab track in the manner of a fixed clamping, for example by the one or more longitudinal members are concreted into a concrete block formed by the fixed roadway.
  • the balancer is hingedly connected to a support arranged on the slab track or its foundation, so that no bearing moments, but only longitudinal and transverse forces must be absorbed by the support.
  • the crossbar elements are preferably arranged at a distance of track sleepers of the track section in the transition region and the arrangement is such that the thresholds are supported directly on the crossbar elements. This achieves a very uniform load transfer over the entire length of the compensation device and thus a steady transition from the level of built in slab track section on the possibly already set, lower level of the subsequent ballasted track.
  • the compensation device has a bending resistance torque which decreases toward the end of the compensation device located in the ballast bed.
  • This can be achieved, for example, by the fact that the longitudinal member (s) at the end of the compensating device located in the ballast for a certain length receive an increasingly smaller cross-section, ie they taper conically or obliquely, so that they become more and more flexible towards their end and thus supported by the compensation device track in the transition area to the pure ballast bed the built-in track is getting closer and closer in its properties.
  • the track section laid in the ballast bed in the transitional area is supported on the compensating device with the interposition of elastic damping elements whose rigidity can be varied over the length of the compensating device.
  • the softer the damping elements are used the shorter the distance to the slab is preferred because with decreasing distance from the support point of the balancing device, the damping effect of the ballast bed decreases.
  • the elasticity of such damping elements can decrease toward the free end of the compensation device, and it is possible that the last (s) of the compensation device supported threshold (s) get along completely without damping element (s), since in this area the damping effect of the ballast almost completely corresponds to that laid in a ballast (standard) track.
  • Such damping elements may be rubber-elastic plates which are arranged between the crossbar elements and the sleepers of the track section.
  • the sinking behavior of the rails or the track can be very finely graded and adjusted within the transition region. It is also possible to provide elastic damping elements between the rails and the thresholds carrying them at the attachment points for the rails.
  • the compensation device is preferably arranged at a level below the upper end of the ballast bed, that is Thus completelyLeschottert when the track section laid in the transition area and is fixed with gravel in its vertical and lateral position.
  • the track section laid in the ballast bed is firmly connected to the balancing device, which is for example This can be done by the thresholds of the track section laid in the ballast bed are fastened to the transom elements of the compensating device, for example by means of retaining clips or fastening screws. Compensation device and supported by this track section in the transition area are then raised and stabilized as a unit during straightening and plugging.
  • ballast protection elements for example geotextile mats or neoprene plates, which uniformly distribute the bearing forces transmitted by the compensating device or its transverse bar elements into the ballast bed on the underside of the compensating device, in particular in the area of the transverse bar elements .
  • ballast protection elements can influence the damping behavior in the track section and it is possible to adjust by appropriate selection of different soft / hard ballast protection elements Einsink the rails or the track similar to the previously mentioned damping elements, wherein the damping elements and the Ballast protection elements by no means necessarily be used alternatively, but also an arrangement of both damping elements between rails and sleepers and / or between thresholds and crossbar elements as well as an arrangement of preferably variably elastic ballast protection elements below the transom elements is possible.
  • the length of the transition structure with the balancer can be adjusted according to the existing requirements, mainly be set by the type and speed of moving over the track vehicles.
  • the adjustment can be made in particular by adjusting the length and the cross section of the used longitudinal members.
  • a plurality of longitudinal members can be arranged one behind the other and preferably articulated to each other and it is also possible to arrange a plurality of side members parallel to each other, which have different lengths, which at the connection point of the compensation device on the slab track maximum rigidity is obtained, towards the in Ballast track laid track decreases.
  • FIG. 1 and 2 10 shows in its entirety a transition between a first track section 12 laid in a ballast bed 11 and a second track section 13 laid on a concrete slab track 14.
  • the slab track 14 is provided with a reinforced foundation base 16 which is embedded in the lying below the ballast bed 11 and the fixed track 14 substructure 17 of the track.
  • This foundation base has a projecting in the direction of the first track section 12, step-like projection 18.
  • a generally designated 19 compensating device is superimposed on a transition region 20 starting from the joint 15 in the adjacent to the slab track ballast bed 11 below laid track section 12 extends.
  • the compensating device 19 has two in the track longitudinal direction parallel below the rails 21 of the first track section 12 extending longitudinal members 22 which are interconnected by attached to their upper side crossbar elements, wherein the arrangement is such that each of the track sleepers 24 of the track section 12 in the transition region 20 is supported by one of the transom elements.
  • the compensating device 19 is aligned in its vertical position so that the rail fastening points 25 of the sleepers 24 resting on their crossbar elements are at the same height as the rail fastening points 26 on the fixed carriageway 14 and the rails 21 bridge the two track sections without a step.
  • FIG. 3 shows the transition in the region of the joint 15 after installation of the compensation device before track ballast is introduced in the first track section.
  • the equalizer 19 is supported in the region of the abutment on two longitudinal and transverse forces receiving bearing sockets 27, which are similar to (fixed) bridge bearings designed to prevent displacement of the compensating device relative to the foundation base, but allow a pivoting movement about a transverse to the longitudinal direction of the track pivot axis.
  • the top of the crossbar elements 23 are provided with elastic damping elements 28 in the form of neoprene plates.
  • the undersides of the cross-beam elements and also the longitudinal members may be provided with elastic protective elements which prevent point-like peak loads between ballast and equalizer and provide by this compensation for a protection of the ballast.
  • Fig. 4 shows the state of construction after partial ballasting of the first track section, wherein after alignment, the compensation device is relined to its correct altitude over the entire length of the longitudinal beams with gravel so far that essentially only the crossbar elements 23 protrude from the ballast bed.
  • the balancer has sufficient stability by supporting them (partial) ballast bed to accommodate the weight load by the subsequently laid on their crossbar elements 23 track.
  • This condition is in the Fig. 5 and 7 represented, wherein in the version according to Fig. 5 the track sleepers 24 are placed substantially loosely on the crossbar elements and are held in their orientation primarily by the prevailing between them and the damping elements static friction, while in the in Fig. 7 illustrated modification retaining clips 29, which are laterally pushed onto the sleepers and the crossbar elements, provide for their positive connection with each other.
  • the compensation device 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 always laid in the ballast track track settlements of the track over the length of the compensation device continuously increase from the Joint where the lying below the first track threshold in ballast bed 27 still completely prevent settlement, while the extent of the occurring subsidence increases continuously towards the free end 30 of the longitudinal members 22, and then at the fine end to the degree of settlement, how this is achieved by the track laid in the ballast bed.
  • the continuously rising from the slab track to the rule gravel track settlement behavior and the track course after a certain period of operation is in Fig. 2 shown.
  • the side members 22 have a region 31 with a decreasing cross-section towards their free end 30 lying in the ballast bed, in which they taper towards their free end 30.
  • the balancer is flexurally softer / less rigid to the free end, thus achieving a continuous transition to the bedding properties of the pure ballast bed.
  • the invention makes it possible to raise the track section laid in the ballast bed in the transition area by means of conventional work after sinking the track (setting) again (to set) and to stabilize (stuffing), wherein the floating in the ballast bed stored compensating means is also raised.
  • brackets 29 also reliably prevent gravel between the sleepers and the crossbar elements can pass.
  • the side members 22 may be divided into a plurality of side rail portions, which in turn are hinged together.
  • the arranged on the crossbar elements elastic damping elements can have different damping and stiffness values over the length of the compensation device, whereby the track Einsenk can be changed very finely graded within the training area.
  • standard ballast sleepers are placed on the crossbar elements. It is of course also possible that the crossbar elements themselves are configured as sleepers, which are arranged directly on the longitudinal members and secured thereto.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (13)

  1. Transition (10) entre un tronçon de rails (12) posé dans un lit de ballast (11) et un tronçon de rails (13) installé dans une voie sans ballast (14), avec un dispositif de compensation (19) qui est logé au niveau d'un point de contact (15) entre les deux formes de construction de rails au niveau de la voie sans ballast (14 ; 16), qui s'étend sur une zone de transition (20) dans le lit de ballast (11) sous le tronçon de rails (12) posé à l'intérieur et qui soutient celui-ci.
  2. Transition selon la revendication 1, caractérisée en ce que le dispositif de compensation (19) comporte au moins un et de préférence deux longerons (22) qui s'étend(ent) dans le sens de la longueur des rails.
  3. Transition selon la revendication 1 ou 2, caractérisée en ce que le dispositif de compensation (19) comporte plusieurs éléments de barre transversale (23) qui sont agencés de manière répartie sur toute sa longueur et qui maintiennent par-dessous le tronçon de rails (12) dans la zone de transition (20).
  4. Transition selon l'une des revendications 1 à 3, caractérisée en ce que le dispositif de compensation (19) est raccordé de manière articulée à un support (27) agencé sur la voie sans ballast (14) ou sur la fondation (16) de celle-ci.
  5. Transition selon la revendication 3 ou 4, caractérisée en ce que les éléments de barre transversale (23) sont agencés à une certaine distance de traverses (24) du tronçon de rails (12) dans la zone de transition (20) et en ce que les traverses (24) s'appuient indirectement ou directement sur les éléments de barre transversale (23).
  6. Transition selon l'une des revendications 1 à 5, caractérisée en ce que le dispositif de compensation (19) a un moment de résistance à la flexion qui diminue en allant vers l'extrémité (31), placée dans le lit de ballast (11), du dispositif de compensation (19).
  7. Transition selon la revendication 6, caractérisée en ce que la section transversale du ou des longerons (22) diminue en allant vers l'extrémité placée dans le lit de ballast.
  8. Transition selon l'une des revendications 1 à 7, caractérisée en ce que le tronçon de rails (12) posé dans le lit de ballast (11) s'appuie sur le dispositif de compensation (19) alors que des éléments amortisseurs élastiques (28) sont intercalés.
  9. Transition selon l'une des revendications 1 à 8, caractérisée en ce que le dispositif de compensation (19) est agencé à un niveau en dessous du raccordement supérieur du lit de ballast (11).
  10. Transition selon l'une des revendications 1 à 9, caractérisée en ce que le tronçon de rails (12) posé dans le lit de ballast (11) est assemblé de manière fixe au dispositif de compensation (19).
  11. Transition selon l'une des revendications 1 à 10, caractérisée en ce que les traverses (24) du tronçon de rails (12) posé dans le lit de ballast (11) sont fixées aux éléments de barre transversale (23) du dispositif de compensation (19), par exemple au moyen d'étriers de retenue (29) ou de vis de fixation.
  12. Transition selon l'une des revendications 1 à 11, caractérisée par des éléments de protection de ballast élastiques, agencés au niveau du dessous du dispositif de compensation (19), en particulier dans la zone des éléments de barre transversale (23).
  13. Transition selon l'une des revendications 2 à 12, caractérisée en ce que le ou les longerons (22) sont divisés dans le sens de la longueur des rails en plusieurs tronçons porteurs et en ce que les tronçons porteurs sont assemblés entre eux de préférence de manière articulée.
EP12735944.6A 2011-07-06 2012-06-20 Transition entre deux sections de voie Active EP2729617B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201110051615 DE102011051615A1 (de) 2011-07-06 2011-07-06 Übergang zwischen zwei Gleisabschnitten
PCT/IB2012/053118 WO2013005126A1 (fr) 2011-07-06 2012-06-20 Transition entre deux sections de voie

Publications (2)

Publication Number Publication Date
EP2729617A1 EP2729617A1 (fr) 2014-05-14
EP2729617B1 true EP2729617B1 (fr) 2017-07-12

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EP12735944.6A Active EP2729617B1 (fr) 2011-07-06 2012-06-20 Transition entre deux sections de voie

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EP (1) EP2729617B1 (fr)
DE (1) DE102011051615A1 (fr)
WO (1) WO2013005126A1 (fr)

Families Citing this family (6)

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Publication number Priority date Publication date Assignee Title
CN103510431B (zh) * 2013-09-30 2015-06-24 华东交通大学 过渡段用撮砂型无级自动沉降补偿装置
ES2684429B1 (es) * 2017-03-31 2019-07-09 Ferrovial Agroman Sa Zona de transición de una línea ferroviaria situada entre una vía en balasto y una vía en placa de hormigón
CN109930436A (zh) * 2019-03-18 2019-06-25 中铁第四勘察设计院集团有限公司 一种跨座式单轨区间轨道梁接车站的过渡系统
CN110258199A (zh) * 2019-06-06 2019-09-20 中铁第四勘察设计院集团有限公司 具有减振道床与普通道床及板下刚度过渡的轨道结构
CN112211037B (zh) * 2020-09-03 2022-04-22 中铁第一勘察设计院集团有限公司 刚性基础可调式有砟轨道及其轨枕
IT202100006602A1 (it) * 2021-03-19 2022-09-19 Wegh Group S P A Linea ferroviaria con trasizione ballasted-ballastless e metodo per realizzarla

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DE3941141C2 (de) * 1989-12-13 1994-12-22 Koch Marmorit Gmbh Verfahren zum Glätten des Überganges zwischen einer weichen und einer festen Schienen-Fahrbahn
DE19632638A1 (de) * 1996-08-13 1998-02-19 Klaus Dieter Ihle Vorrichtung und Verfahren zur Stabilisierung bzw. Verfestigung von Schotterbetten und anderen Haufwerksgebilden und deren Anwendung
DE102006036665A1 (de) * 2006-08-03 2008-02-14 Rail.One Gmbh Fahrbahn für Schienenfahrzeuge
ES2363849B1 (es) * 2009-06-16 2012-06-19 Fcc Contrucción, S.A. Procedimiento de instalación de vía en placa en túneles bitubo.
DE102009038414A1 (de) * 2009-08-21 2011-03-03 Plica, Peter, Dr.-Ing. Elastische Besohlung für Betonschwellen

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Also Published As

Publication number Publication date
DE102011051615A1 (de) 2013-01-10
WO2013005126A1 (fr) 2013-01-10
EP2729617A1 (fr) 2014-05-14

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