EP2837738A1 - Couverture par rail de voies de circulation fixes et son procédé de fabrication - Google Patents

Couverture par rail de voies de circulation fixes et son procédé de fabrication Download PDF

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Publication number
EP2837738A1
EP2837738A1 EP14002788.9A EP14002788A EP2837738A1 EP 2837738 A1 EP2837738 A1 EP 2837738A1 EP 14002788 A EP14002788 A EP 14002788A EP 2837738 A1 EP2837738 A1 EP 2837738A1
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EP
European Patent Office
Prior art keywords
frame
track
track covering
covering according
slab
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Granted
Application number
EP14002788.9A
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German (de)
English (en)
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EP2837738B1 (fr
Inventor
Erfindernennung liegt noch nicht vor Die
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.)
Ed Zueblin AG
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Ed Zueblin AG
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Publication of EP2837738A1 publication Critical patent/EP2837738A1/fr
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Publication of EP2837738B1 publication Critical patent/EP2837738B1/fr
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E01B1/004—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with prefabricated elements embedded in fresh concrete or asphalt
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B21/00—Track superstructure adapted for tramways in paved streets
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C9/00—Special pavings; Pavings for special parts of roads or airfields

Definitions

  • the invention relates to a method and a device for the production of the trafficability of slab tracks with non-rail vehicles.
  • the track superstructure in railway tunnels and on bridges is increasingly being produced as so-called "slab track";
  • the slab track consists of a concrete slab with or without cast-in sleepers or individual blocks.
  • Such a slab track is preferably provided on a subsequent tunnel or bridge earth body until the next access for rescue and / or supply vehicles.
  • the slab track is now increasingly being provided with a track covering that allows for the passage of tunnels or bridges with non-rail vehicles. This is of great interest, especially with regard to possibly necessary rescue operations.
  • the track covering usually covers the area between the rails, as well as the area between rail and Randweg. On both sides of the rails, a free space is always kept open, on the one hand to allow falling in of the train wheel in case of derailment, on the other hand, in order to always be able to control the rail fastening.
  • the track covering is usually made of prefabricated panels, such as in the DE 10 2009 026 359 B3 shown.
  • Prefabricated parts have the advantage that they are prefabricated and can then be laid quickly. Finished parts can also be removed and reinstalled relatively easily.
  • the disadvantage of precast parts is that they are expensive and have to be reinforced in order to be able to absorb the uneven distribution of the load when traveling with a non-rail-bound vehicle as a result of the generally uneven slab of the slab without causing cracks in the track covering.
  • track coverings made of in-situ concrete as in the DE 10 2010 030 275 A1 described.
  • steel sheets are designed along the rails at a certain distance, which serve as a lost formwork during the subsequent pouring out of the demarcated by the steel sheets spaces.
  • Track coverings made of in-situ concrete have the advantage that in their case the load from the non-railbound vehicle is introduced directly into the slab of the slab track and therefore they can also be carried out unreinforced.
  • a problem with the known Ortbetonbau mari is the lateral Abschalung and the production of transverse joints, which are desirable for earth engineering reasons.
  • the track covering is not interchangeable, but firmly connected to the substrate of the slab of the slab track.
  • the object of the invention is to produce an economical and easily realizable track covering, which combines the advantages of precast construction with those of in-situ concrete construction.
  • Such a track covering is particularly suitable for solid carriageways in prefabricated construction with molded rail supports or in-situ concrete construction with embedded sleepers, half-sleepers or single blocks.
  • the area of the rail supports is always geometrically the same, since they are prefabricated components.
  • the described track covering and the method for its production can also be used for slab tracks without molded rail supports, in which the rail fastening is connected directly or via a sub-casting with a precast or in-situ concrete slab.
  • the track covering consists of prefabricated frames, preferably made of sheet metal, sheet steel or galvanized sheet steel, which are laid out on site with in-situ concrete after installation.
  • the frames are constructed of front plates and longitudinal plates, preferably in a rectangular shape.
  • the frames are prefabricated in two different sizes.
  • the frame of the first size is called the middle frame and fits exactly between the shoulders of the rail supports of the two tracks of the slab track.
  • the middle frame is usually supported by the rail supports in the installed state.
  • the frame of the second size is called a side frame.
  • the side frame fits between rail and edge path, if there is an edge way.
  • the side frame on the side of the track is usually supported by rail supports.
  • the frame On the side of the edge path, the frame is supported by means of a set screw so that a gap is created between the side frame and the edge way. This joint can accommodate possible tolerances of Randweg leading edge.
  • the front panels of the side frames may have any desired configuration, but in particular, the lug joints are provided in such lateral frames.
  • the track facing away from the longitudinal side of the frame is supported at the bottom with feet, which serve as spacers in the absence of edge. These feet can be firmly integrated into the frame or dismantled, so that they can be removed again after concreting.
  • the length of the longitudinal panels of a frame, which are arranged in the installed state parallel to the tracks, is finite. In particular, if the track covering after its completion should be able to be removed by a few workers, it is advisable to limit the length of the longitudinal plates to an appropriate level.
  • the weight of the filled with in-situ concrete frame increases with the length of the longitudinal plates.
  • the length of the longitudinal plates is a multiple of the distance between two sleepers of the track, if thresholds are present. Under no circumstances does the length of the longitudinal plates exceed the spacing length between two thresholds. This ensures that the frame rests on at least two thresholds. Typically, the distance between two thresholds is between 60 cm and 65 cm.
  • the length of the longitudinal plates 120 cm to 260 cm is between 180 and 200 cm. This also applies to track coverings on slab tracks without sleepers.
  • a particular advantage is given when the length of the frame or the longitudinal plates is a maximum of 200 cm, as for the metallic frame under 2 m length no separate grounding is required.
  • the frames have an opening at the bottom.
  • the longitudinal and end plates on one of its longitudinal sides have an extension. From the longitudinal and front plates of the frame is constructed so that on the inside of the frame at its lower edge is a circumferential extension which forms a projection.
  • the circumferential extension When the frame is installed as a track covering, the circumferential extension generally assumes a substantially horizontal position.
  • the extension is oriented in this case to the end and longitudinal plates of the frame substantially at right angles.
  • the shape of the extension on the longitudinal plates is adapted to the shape of the rail supports.
  • On the circumferential extension is advantageously designed and fixed so that the complete opening of the frame is covered, but the film also rests on the ground of the slab track after laying the frame and before concreting the frame a release film.
  • the substrate When pouring the frame with in-situ concrete, the substrate is therefore not touched by the in-situ concrete. This ensures that the in-situ concrete can adapt to the substrate during pouring - local geometric deviations of the in-situ concrete slab of the slab track can be compensated, but the frames can nevertheless be removed again.
  • the extension at the lower end of the frame is advantageously designed so that it forms a cavity with the substrate in the installed state. This is possible because the frames are supported by the rail supports and do not rest on the ground of the slab track. The extensions of the frames protrude beyond the rail supports. In general, the shoulders of the rail supports protrude about 5 mm to 50 mm from the ground of the slab track, so that under the projecting extension of the Frame is a cavity. In an embodiment of the slab track without elevated bearing surfaces on which the frames can be placed, alternatively, the frame itself may have feet as spacers. The resulting in these two types between the substrate and the extension on the underside of the frame cavities are not filled when using a release film from the site concrete and can be advantageously used as drainage channels. In order to enable a flat drainage, nubbed sheets are advantageously used as release films. This creates cavities between separating film and substrate that can be used for drainage.
  • gaps can be left between the frames. These distances serve as transverse joints between the prefabricated frames, which can be used, for example, for earthing cables.
  • a threaded connection can be used for fixation of the track covering.
  • one or more lugs are inserted into the solid roadway before pouring the in-situ concrete into the positioned frame and the protruding from the slab track part of the or the Dollen provided with a loose-fitting sheath.
  • the cladding tube has at least the length of the protruding part of a spout, but may also be so long that it extends to the upper end of the frame, so that when concreting a continuous hole in the in-situ concrete slab of the track covering is formed. If the cladding tube is shorter, so it is covered by the concrete, it is closed at its top.
  • the release film prevents not only a firm connection of the track covering with the substrate, but also that the in-situ concrete in the side and transverse joints and in the Drainage channels are flowing.
  • the combination of frame and separating foil acts as permanent formwork during casting with in-situ concrete.
  • the advantage of this design is that the frame can be inexpensively prefabricated and transported very quickly by conventional means and laid by hand.
  • the concreting of the frame is done conventionally with in-situ concrete.
  • the advantage of in-situ concrete lies in its ease of insertion and automatic adaptation to the ground.
  • the edges of the frame in particular on its upper side, reinforced with steel.
  • Angled steel sheets at the top of the face and especially the longitudinal panels of the frames effectively protect the top edges of the in-situ concrete slab from damage.
  • the protection of the edges of the in-situ concrete slab which faces the tracks is advantageous.
  • the angled steel sheets also serve as derailment protection.
  • the Fig. 1 shows the cross section of a slab track 1 with Schienenauflagern 2 without track covering.
  • the Fig. 2 shows the same cross-section with a track covering.
  • the frame 6 and 7 are on the shoulders of the rail support 2.
  • the release film 9 rests on the extensions 8 on the underside of the frame 6, 7 and on the ground of the slab track 1.
  • the cavities under the extensions 8 on the underside of the frames 6, 7 form drainage channels 14.
  • the frames 6, 7 comprise longitudinal plates 12 and end plates 11 and are cast with in-situ concrete 10.
  • the support to the edge path 4 by means of a spacer 13, in particular a screw, can be compensated with the possible structural tolerances of Randwegvorderkante.
  • the Fig. 3 shows in perspective the track covering before concreting and before inserting the release sheets 9.
  • the middle frame 6 are positioned between the edge paths 4 and the next nearest rail 5.
  • the Figures 2 . 5a and 5b show that the upper edges of the frames 6, 7 in the longitudinal direction are partially reinforced with angled steel sheet 18.
  • the longitudinal plates 12 of the middle frame 6 are both reinforced at the upper edges with angled steel sheet 18.
  • the longitudinal plates 12 of the side frame 7 are reinforced only on the side facing the rails of the frame 7 with angled steel sheets 18.
  • the Fig. 4 shows in perspective the track covering after concreting.
  • the spaces between the rails 5 and the frame 6, 7 are clearly visible. These clearances make it possible to control the fastening of the rails 5 and the rail supports 2.
  • the Fig. 5a shows in detail the formation of the side frame 7 and the lateral track covering between the Randweg 4 and the nearest shoulder of Schienenetzlager 2.
  • the frame 6, 7 during pouring be stored with in-situ concrete 10 on feet 15, which serve as spacers. These spacers can also be integrated in the frame 6, 7. In this way, a defined cavity can be created under the extensions 8 of the lateral frame 7 on the Randwegseite and used as a drainage channel 14.
  • the Fig. 5b shows a variant of the invention for a slab track with a prefabricated lateral drainage channel 17.
  • an insert plate 16 in particular an insert plate, as lower formwork for the in-situ concrete 10 in the frame 6, 7 inserted.
  • Fig. 6a shows a variant of the invention, in which the in-situ concrete slabs and the frames 6, 7 are fixed with a roller 19 inserted into the slab track 1.
  • a side frame 7 is shown.
  • the loose fitting on the Dollen 19 Hüllrohr 20 is closed at the top and does not dominate the frame 7 and the longitudinal plate 12 in the vertical direction.
  • the cladding tube 20 is completely covered during casting of in-situ concrete 10. Thus, no water can penetrate from above into the cladding tube 20.
  • Fig. 6b shows a seal 10, which is inserted into the slab track 1.
  • the loose-fitting sheath 21 open on both sides. It is so long that created in the in-situ concrete slab 10 is a continuous hole. This makes it easier, when reinstalling the track covering, to hit the lug 19 with the hole defined by the cladding tube 21, since the lug 19 can be seen through the hole.
  • Fig. 7 shows a cross section through a slab track 1 without molded rail support 2 with track covering and sheaves 19 with continuous, open cladding tube 21.
  • a roll 19 for fixing the middle frame 6 is shown, the longitudinal plates 12 are formed so that a drainage channel 14 between the base of the slab track 1 and the extension 8 at the lower end of the longitudinal plates 12 is formed.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP14002788.9A 2013-08-12 2014-08-09 Couverture des rails de voies ferrées et son procédé de fabrication Active EP2837738B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102013108710.8A DE102013108710A1 (de) 2013-08-12 2013-08-12 Verfahren und Vorrichtung zum Herstellen einer Gleiseindeckung von Festen Fahrbahnen in Eisenbahntunneln und auf Brücken für die Befahrung mit gummibereiften Rettungsfahrzeugen

Publications (2)

Publication Number Publication Date
EP2837738A1 true EP2837738A1 (fr) 2015-02-18
EP2837738B1 EP2837738B1 (fr) 2018-01-31

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ID=51357698

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14002788.9A Active EP2837738B1 (fr) 2013-08-12 2014-08-09 Couverture des rails de voies ferrées et son procédé de fabrication

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EP (1) EP2837738B1 (fr)
DE (1) DE102013108710A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3099936A1 (fr) 2019-08-13 2021-02-19 Eurl Lagar Concept Couverture amovible sur une voie ferrée

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108221500A (zh) * 2018-02-11 2018-06-29 北京交通大学 一种磁浮交通轨道板
DE202019003793U1 (de) 2019-09-13 2019-11-08 Ed. Züblin Aktiengesellschaft Rahmen für eine Gleiseindeckung für eine Feste Fahrbahn und Anordnung umfassend eine Feste Fahrbahn und eine Gleiseindeckung

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0939164A1 (fr) * 1998-02-26 1999-09-01 Alstom Procédé de construction d'une voie de chemin de fer
DE102007031705A1 (de) * 2007-07-06 2009-01-08 Thyssenkrupp Gft Gleistechnik Gmbh Schwelle für feste Fahrbahnen
DE102010030275A1 (de) 2009-06-19 2011-03-10 Ed. Züblin Ag Vorrichtung zur Ermöglichung der Befahrbarkeit von Festen Fahrbahnen in Eisenbahntunneln mit gummibereiften Rettungsfahrzeugen
DE102009026359B3 (de) 2009-08-10 2011-04-07 Rte Technologie Gmbh Feste Fahrbahn für schienengebundene Fahrzeuge
WO2012034729A1 (fr) * 2010-09-17 2012-03-22 Rail.One Gmbh Voie sans ballast pour véhicules ferroviaires avec une issue de secours

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE29519169U1 (de) * 1995-09-25 1996-02-22 Walter Bau-Aktiengesellschaft, 86153 Augsburg Vorrichtung zur Schalldämpfung einer festen Fahrbahn und damit ausgerüstete feste Fahrbahn
DE29519001U1 (de) * 1995-11-30 1996-02-22 Wayss & Freytag AG, 60486 Frankfurt Rettungsweg für Feste Fahrbahn

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0939164A1 (fr) * 1998-02-26 1999-09-01 Alstom Procédé de construction d'une voie de chemin de fer
DE102007031705A1 (de) * 2007-07-06 2009-01-08 Thyssenkrupp Gft Gleistechnik Gmbh Schwelle für feste Fahrbahnen
DE102010030275A1 (de) 2009-06-19 2011-03-10 Ed. Züblin Ag Vorrichtung zur Ermöglichung der Befahrbarkeit von Festen Fahrbahnen in Eisenbahntunneln mit gummibereiften Rettungsfahrzeugen
DE102009026359B3 (de) 2009-08-10 2011-04-07 Rte Technologie Gmbh Feste Fahrbahn für schienengebundene Fahrzeuge
WO2012034729A1 (fr) * 2010-09-17 2012-03-22 Rail.One Gmbh Voie sans ballast pour véhicules ferroviaires avec une issue de secours

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3099936A1 (fr) 2019-08-13 2021-02-19 Eurl Lagar Concept Couverture amovible sur une voie ferrée

Also Published As

Publication number Publication date
EP2837738B1 (fr) 2018-01-31
DE102013108710A1 (de) 2015-02-12

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