EP3792396A1 - Frame for a track covering for a fixed track and assembly comprising a fixed track and a track covering - Google Patents

Abstract

The invention relates to a frame for a track covering (2) for a slab track (3), the track covering (2) being intended for use by a rail-free vehicle. The frame (1, 61) is intended to be filled with in-situ concrete (4) and comprises at least one longitudinal side (5) of the rail, which is provided for a rail head (43) of a rail in an insert position (10) of the frame (1, 61) (6) to be arranged facing the slab track (3) and to extend in the longitudinal direction (50) of the rail (6). A longitudinal plate (11, 51) of the frame (1, 61) is arranged on the longitudinal side (5) of the rails of the frame (1, 61) as permanent formwork. The longitudinal plate (11, 51) is shaped in such a way that in the insert position (10) of the frame (1, 61) it has an inspection section (12, 52) to form an inspection space (7) for inspecting a fastening device (8) for fastening the rail (6) and a driving section (13, 53) for forming a concrete surface (9) which can be driven over by the rail-free vehicle. In the operational position (10), a first largest distance (d1a, d1b) between a rail plane (M) of the rail (6), oriented perpendicular to the concrete surface (9) and adjacent to the rail head (43), and the inspection section (12, 52) is greater as a second smallest distance (d2) between the rail plane (M) and the travel section (13, 53).

Description

The invention relates to a frame for a track covering for a slab track according to the preamble of claim 1 and an arrangement comprising a slab track and a track covering for driving a rail-free vehicle according to the preamble of claim 35.

From the EP 2 837 738 B1 a track covering of a slab track is known, which is produced by pouring a sheet metal frame with in-situ concrete. The sheet metal frame serves as permanent formwork. Such a frame is placed on each long side of a rail. It has been shown that the distance between adjacent frames, measured perpendicular to the longitudinal direction of the rails, is too great for rail-free vehicles with narrow rubber tires. However, the adjacent frames cannot be arranged as close to one another as would be necessary to ensure safe drivability with a rail-free vehicle. The reason for this is, among other things, that the fastening of the rails on the rail supports of the slab track would be covered. For safety reasons, however, it must be possible to check these fastenings at any time.

The invention is based on the object of developing a generic frame in such a way that the track covering of a slab track is possible in such a way that it can be safely driven on by a rail-free vehicle and in the case of the at the same time, in the position of use of the frame, a control of a fastening device for fastening the rail is possible.

This object is achieved by a frame with the features of claim 1.

Another object of the invention is to develop a generic arrangement of a slab track and a track covering in such a way that it is possible to safely drive on the arrangement with a rail-free vehicle, while at the same time providing an inspection option for the fastening device for fastening the rail on the slab track is.

This object is achieved by an arrangement having the features of claim 35.

The invention provides that the longitudinal plate is shaped in such a way that, in the deployed position of the track covering, it has an inspection section for forming an inspection space for inspecting a fastening device for fastening the rail. Furthermore, the longitudinal plate is shaped in such a way that, when the frame is in the use position, it has a driving section for forming a concrete surface that can be driven over by the rail-free vehicle. In the operational position, a first largest distance between a rail plane of the rail and the inspection section is greater than a second smallest distance between the rail plane and the travel section. When the frame is in use, the rail plane is oriented perpendicular to the concrete surface to be formed. The rail plane adjoins the rail head of the rail on the side of the rail head facing the frame. As a result, the longitudinal plate can be shaped so that the frame can be placed close enough to the rail to ensure that the track cover can be safely driven over by a rail-free vehicle, and at the same time the longitudinal plate can be shaped in such a way that the fastening device can be inspected in this operational position is possible. When the slab track is covered, the fastening device can be inspected with a line of sight can be viewed from above on the rail on the fastening device. The longitudinal plate can be shaped in such a way that the inspection space for inspecting the fastening device is formed in the insert position between the rail and the inspection section.

The frame advantageously has a total of two longitudinal plates and two end plates. However, it can also be provided that the frame only has a longitudinal plate and is otherwise formed by wooden cladding.

In an advantageous development of the invention it is provided that the frame is a sheet steel frame, in particular made of galvanized sheet steel.

The frame expediently has an opening at the bottom. As a result, in-situ concrete poured into the frame can adapt to the floor surface of the slab track and absorb forces very well when it has hardened. However, it can also be provided that the opening of the frame is lined with a separating film before the in-situ concrete is poured in. When pouring the frame with in-situ concrete, the sub-base of the slab track is therefore not touched by the in-situ concrete. This ensures that the in-situ concrete can adapt to the subsurface when it is poured, but the frame can still be removed without any problems because the in-situ concrete is not firmly connected to the subsurface.

In an advantageous development of the invention, it is provided that the frame is intended to rest in the operational position on a rail support of the slab track, that a lower tangential plane running perpendicular to the rail plane touches the rail support from above, and that the inspection section in the operational position is adjacent to the lower Tangent plane adjoins. This ensures that the inspection section can be placed in the operational position at the point at which the inspection space is required for inspecting the fastening device.

In the deployed position, the frame has a vertical direction which runs perpendicular to the lower tangential plane. The frame has a raised area. The high area extends in the vertical direction starting from the lower tangential plane to an edge of the frame. The driving section is expediently arranged at least in the upper half of the high area. This ensures that the travel section of the longitudinal plate, which is used to form the concrete surface that can be driven on by the rail-free vehicle, is arranged in the area in which the concrete surface is to be formed.

The inspection section advantageously extends in the longitudinal direction at least over a partial section of the longitudinal side of the rail of the frame. It can also be provided that the inspection section extends over the entire longitudinal side of the rail of the frame.

In the operational position, the inspection section and the driving section are advantageously next to one another in the vertical direction. In the operational position, the driving section is expediently arranged above the inspection section.

In an advantageous further development of the invention, it is provided that the driving section in the operational position is arranged exclusively in the upper half of the high area.

In an advantageous further development of the invention, it is provided that the longitudinal plate arranged on the longitudinal side of the frame runs obliquely to the rail plane of the rail at least in the high area above the lower tangential plane. As a result, both the inspection section and the driving section can be produced in a simple manner. The longitudinal plate is expediently oriented in the high area at an angle of 10 ° to 30 ° to the rail plane.

The inspection section and the driving section advantageously lie next to one another in the longitudinal direction in the operational position.

The inspection section is advantageously designed in such a way that, when in use, it extends in the longitudinal direction over at least 70% of the total extent of a rail support in the longitudinal direction. A sufficiently large inspection space can thereby be formed. As a result, the fastening device by means of which the rails are fastened to the rail support can be inspected.

In an advantageous further development of the invention, it is provided that the travel section in the deployed position extends over the entire high area of the longitudinal plate with respect to the vertical direction. The high area lies above the lower tangential plane. As a result, the driving section can be produced in a simple manner.

In the operational position, the travel section expediently runs parallel to the rail plane. In the operational position, the inspection section expediently runs parallel to the rail plane. A simple production of the longitudinal sheet is thereby possible.

In an advantageous development of the invention, a width of the frame measured perpendicular to the rail plane can be adjusted by means of an adjusting device. In this way, for example, the distance between the frame and a tunnel edge path can be adjusted. This allows very narrow joints to be made between the frame and a sidewalk. Any tolerances in the edge of the marginal path can be compensated for by adjusting the width of the frame. In this way, a constant joint width can be achieved.

In an advantageous development of the invention it is provided that the longitudinal plate has an opening for a support element for supporting the longitudinal plate on a floor of the slab track. As a result, the longitudinal sheet can be supported in a simple manner. When loaded by a rail-free vehicle driving over the concrete surface, the concrete surface and the in-situ concrete below the concrete surface are heavily loaded in terms of bending. The tensile bending stresses are created by supporting the longitudinal sheet worn away by the support element. This means that the in-situ concrete can be poured without the need for reinforcement.

It is expediently provided that the longitudinal plate has a protruding section which adjoins the lower tangential plane in the inserted position of the frame, and that the protruding section extends transversely to the rail plane in the operational position. The projection section can be provided to protrude in the use position over a rail support in the direction of a rail. As a result, a gap between the rail and the frame can be made very small. This increases safety when driving on the track covering with a rail-free vehicle. The driving section expediently protrudes with respect to the projection section and with respect to the inspection section in the operational position in the direction of the rail plane.

The opening for the support element for supporting the longitudinal plate on the floor of the slab track is advantageously arranged in the protruding section of the longitudinal plate. A support element is expediently introduced into the opening, which in the inserted position extends in the vertical direction.

In an advantageous further development of the invention, the support element is arranged in the opening so that it can be displaced in the vertical direction when in use. The floor of the slab track is usually not completely flat. So its height can vary by +/- 20 mm. Such variations can be compensated for by the displaceable arrangement of the support element in the opening. For this purpose, the support element can be displaced in the opening before the in-situ concrete is poured into the frame so that the support element rests on the floor of the slab track.

In an advantageous development of the invention, the support element for filling with in-situ concrete is hollow. This allows the in-situ concrete to be poured into the hollow Adjust the support element to the unevenness of the slab track floor. In this way, forces can be optimally transferred from the hardened in-situ concrete via the ground into the slab track.

The support element is expediently a sheet metal tube with any cross-sectional contour.

It can also be provided that the support element is a post made of solid material.

The opening is advantageously arranged in the area of a driving section with respect to the longitudinal direction. As a result, the support by the support element takes place directly in the area in which forces may possibly be transferred from a rail-free vehicle via the concrete surface formed by the driving section to the hardened in-situ concrete and the driving section of the longitudinal sheet metal. In particular, the longitudinal plate can thereby be supported in areas between the rail supports. In particular, support can take place in the areas in which the projection section would otherwise not have any downward support. The opening is expediently arranged, with respect to the vertical direction, below the concrete surface which is to be formed by the driving section and which can be driven over by the rail-free vehicle.

In an advantageous development of the invention it is provided that the frame comprises at least one first spacer for arrangement between the frame and an edge element of the slab track. As a result, the frame cannot be moved closer to the edge element than the first spacer allows, even in the event of vibrations. The first spacer is expediently made of plastic.

The frame advantageously has at least one second spacer for arrangement between frames that are adjacent to one another in the longitudinal direction in the inserted position. As a result, in the deployed position, frames that are adjacent in the longitudinal direction cannot be moved closer to one another than the second spacer allows, even in the event of vibrations. The second spacer is expediently made of plastic.

For the arrangement according to the invention comprising a slab track and a track covering for driving on a rail-free vehicle, it is provided that the slab comprises a track plate and a rail support with a rail fastened thereon by means of a fastening device. The rail has a rail head. The track covering has a frame which has at least one longitudinal side of the rail which, in the deployed position, faces the rail and extends in the longitudinal direction of the rail. A slab made of in-situ concrete is arranged in the frame. The longitudinal sheet on the longitudinal side of the frame is provided as permanent formwork. According to the invention it is provided that the longitudinal plate is shaped in such a way that it has an inspection section for inspecting the fastening device between the longitudinal plate and the rail. Furthermore, the longitudinal plate is shaped in such a way that it has a driving section for forming a concrete surface that can be driven over by the rail-free vehicle. The first largest distance between a rail plane and the inspection section is greater than the second smallest distance between the rail plane and the travel section. When the frame is in use, the rail plane is oriented perpendicular to the concrete surface. The rail plane adjoins a side of the rail head facing the frame in the operational position.

The longitudinal plate arranged on the longitudinal side of the frame is advantageously part of the frame. The frame can have any one of the features described above and can be used as such in the arrangement according to the invention.

Fig. 1

eine perspektivische Darstellung einer Festen Fahrbahn mit einer ersten Ausführung einer Gleiseindeckung zur Befahrung mit einem schienenungebundenen Fahrzeug,

Fig. 2

eine perspektivische Darstellung einer Festen Fahrbahn mit der darauf angeordneten ersten Ausführung eines Rahmens für eine Gleiseindeckung,

Fig. 3

eine perspektivische Darstellung eines Teils der Anordnung aus Fig. 1,

Fig. 4

eine schematische Schnittdarstellung eines Schnitts entlang der in Fig. 2 mit IV-IV bezeichneten Schnittebene,

Fig. 5

eine perspektivische Darstellung einer Anordnung einer Festen Fahrbahn und einer zweiten Ausführung einer Gleiseindeckung zur Befahrung mit einem schienenungebundenen Fahrzeug,

Fig. 6.

eine perspektivische Darstellung einer Festen Fahrbahn mit der darauf angeordneten zweiten Ausführung eines Rahmens für eine Gleiseindeckung,

Fig. 7

eine schematische Schnittdarstellung eines Schnitts entlang der in Fig. 6 mit VII-VII bezeichneten Schnittebene,

Fig. 8 bis 12

perspektivische Darstellungen des Rahmens aus Fig. 2 mit einer Öffnung für ein Stützelement,

Fig. 13 bis 15

schematische Schnittdarstellungen des Rahmens nach Fig. 8 mit verschiedenen Positionen des Stützelements,

Fig. 16 und 17

perspektivische Darstellungen des Rahmens nach Fig. 6 mit einer Öffnung für ein Stützelement,

Fig. 18 bis 20

perspektivische Darstellungen des Rahmens und der Anordnung aus Fig. 6 mit Abstandshaltern,

Fig. 21 und 22

perspektivische Darstellungen eines ersten Abstandshalters aus Fig. 19,

Fig. 23

eine Seitenansicht des Abstandshalters aus Fig. 21,

Fig. 24 und 25

perspektivische Darstellungen eines zweiten Abstandshalters aus Fig. 19 und

Fig. 26

eine schematische Seitenansicht des Abstandshalters aus Fig. 23

Embodiments of the invention are explained below with reference to the drawing. Show it:

Fig. 1

a perspective view of a slab track with a first embodiment of a track covering for driving with a rail-free vehicle,

Fig. 2

a perspective view of a slab track with the first embodiment of a frame for a track covering arranged on it,

Fig. 3

a perspective view of part of the arrangement Fig. 1 ,

Fig. 4

a schematic sectional illustration of a section along the in Fig. 2 section plane marked IV-IV,

Fig. 5

a perspective view of an arrangement of a slab track and a second embodiment of a track covering for driving with a rail-free vehicle,

Fig. 6.

a perspective view of a slab track with the second embodiment of a frame for a track covering arranged on it,

Fig. 7

a schematic sectional illustration of a section along the in Fig. 6 section plane marked VII-VII,

Figures 8 to 12

perspective views of the frame Fig. 2 with an opening for a support element,

Figures 13 to 15

schematic sectional views of the frame according to Fig. 8 with different positions of the support element,

Figures 16 and 17

perspective representations of the frame according to Fig. 6 with an opening for a support element,

Figures 18 to 20

perspective views of the frame and assembly Fig. 6 with spacers,

Figures 21 and 22

perspective views of a first spacer Fig. 19 ,

Fig. 23

a side view of the spacer Fig. 21 ,

Figures 24 and 25

perspective views of a second spacer Fig. 19 and

Fig. 26

a schematic side view of the spacer from Fig. 23

Fig. 1 shows an arrangement 33 comprising a slab track 3 and a track cover 2. The track cover 2 is provided for travel by a rail-free vehicle. Such a rail-free vehicle can be, for example, a motor vehicle, in particular an ambulance. The slab track 3 comprises a track slab 34. As in FIG Fig. 2 shown, rail supports 24, 27 are cast into the roadway slab 34 made of concrete. It can also be provided that the rail supports are formed in one piece with the track plate. In the exemplary embodiment, it is a carriageway slab made of in-situ concrete at its place of use. However, it can also be provided that the deck slab is a prefabricated component. The rail supports 24, 27 are also referred to as sleeper blocks or individual blocks. In the exemplary embodiments, the rail support 24 and the rail support 27 are structurally identical components which are arranged at a distance from one another. Rails 6 are fastened to the rail supports 24 and 27 by means of fastening devices 8. The rail supports 24, 27, the rails 6 and the fastening devices 8 are part of the solid track 3. The track plate 34 of the solid track 3 forms a floor 29 The track covering 2 rests on the floor 29 of the slab track 3. A vertical direction 40 is oriented approximately perpendicular to the floor 29 of the slab track 3. The vertical direction 40 points from the floor 29 of the slab track 3 in the direction of the rails 6.

The rails 6 extend in a longitudinal direction 50. Transverse to the longitudinal direction 50, the fixed track 3 is delimited on both sides by edge elements 39. The edge elements 39 of the slab track 3 can, for example, form a tunnel edge path. The edge elements 39 protrude beyond the floor 29 of the slab track 3 in the vertical direction 40.

The track covering 2 comprises several frames 1. As in Fig. 1 shown, is placed in the frame 1 in-situ concrete 4. The in-situ concrete 4 forms a plate 35 in each frame 1. Two frames 1 are each arranged between a rail 6 and an edge element 39 transversely to the longitudinal direction 50. A frame 1 is arranged between two rails 6 transversely to the longitudinal direction 50.

On the track covering formed by the multiple frames 1, it is possible to drive on the slab track 3 with a rail-free vehicle. Slab tracks in tunnels or bridges are typically covered with a track covering to make them accessible to rescue vehicles.

The frame 1 comprises at least one rail longitudinal side 5. The rail longitudinal side 5 is provided in an in Fig. 2 shown insert position 10 of the frame 1 of the rail 6 of the slab track 3 to be arranged facing. In the insert position 10 of the frame 1, the longitudinal side 5 of the rail 1 of the frame 1 extends in the longitudinal direction 50 of the rail 6. In the insert position 10, the frame 1 rests on the slab track 3. The frame 1 comprises a longitudinal plate 11. The longitudinal plate 11 is arranged on the rail longitudinal side 5 of the frame 1. The longitudinal plate 11 of the frame 1 is used when pouring the in-situ concrete 4 as a permanent formwork. The entire frame 1 serves as permanent formwork for the in-situ concrete 4.

In addition to the first longitudinal plate 11, which is arranged on the rail longitudinal side 5 of the frame 1, the frame 1 has a further longitudinal plate 14. The frame 1 has a first end plate 21 and a second end plate 22. The longitudinal plate 11 and the further longitudinal plate 14 are connected to one another via the first end plate 21 and the second end plate 22. The longitudinal plate 11 and the further longitudinal plate 14 both extend in the same direction. The first end plate 21 and the second end plate 22 are each oriented perpendicular to the longitudinal plate 11. The frame 1 is a sheet steel frame. The frame 1 consists of galvanized sheet steel. However, it can also be provided that only the longitudinal plate 11, which is arranged on the rail longitudinal side 5 of the frame 1, consists of sheet metal. The other sides of the frame 1 can be formed, for example, by wooden boards.

As in Fig. 2 shown, the frame 1 has an opening 23 towards the bottom. The opening 23 penetrates the frame 1 completely in the vertical direction 40. The opening 23 can be lined with a release film. The separating film can prevent the in-situ concrete 4 from entering into a connection with the track slab 34 of the fixed track 3.

As in particular in Fig. 3 As shown, the longitudinal plate 11 has an inspection section 12 and a travel section 13. The inspection section 12 of the frame 1 serves to form an inspection space 7 for the inspection of the fastening device 8 for fastening the rail 6. As in FIG Fig. 2 As shown, the inspection space 7 is arranged in the insert position 10 of the frame 1 between the rail 6 and the longitudinal plate 11 of the frame 1. The longitudinal plate 11 is shaped in such a way that the inspection space 7 is arranged in the operating position 10 above the rail support 24. In the insert position 10 of the frame 1, the fastening device 8 is arranged in the area of the inspection space 7. The fastening device 8 is used to fasten the rail 6 on the rail support 24.

The driving section 13 of the longitudinal plate 11 serves to form a vehicle that can be driven on by the rail-free vehicle, in Fig. 1 illustrated, concrete surface 9. The concrete surface 9 for driving on with a rail-free vehicle is formed when the in-situ concrete 4 is poured into the frame 1 in the area of the travel section 13 of the longitudinal plate 11. The concrete surface 9 extends perpendicular to the vertical direction 40. The vertical direction 40 is oriented perpendicular to the concrete surface 9 in the insert position 10 of the frame 1. In the operational position 10 of the frame 1, the concrete surface 9 has the smallest distance between the in-situ concrete 4 and the rail 6, measured perpendicular to the longitudinal direction 50. The concrete surface 9 is delimited by the driving section 13. The concrete surface 9 forms a surface of the in-situ concrete 4. The concrete surface 9 extends in the operational position 10 of the frame 1 in the horizontal plane.

As in Fig. 4 shown, the rail 6 has a rail plane M. The rail plane M runs approximately perpendicular to the slab 34 of the slab track 3. The rail plane M runs perpendicular to the concrete surface 9 in the position 10 of the frame 1. The concrete surface 9 is the outermost edge of the in-situ concrete 4 in the vertical direction 40. The concrete surface 9 is located in the area of the travel section 13 of the frame 1. The rail plane M adjoins the rail head 43 of the rail 6 on the side of the rail head 6 facing the frame 1. The rail plane M extends in the longitudinal direction 50 of the rail 6. The inspection section 12 of the longitudinal plate 11 is at a first distance d1a from the rail plane M of the rail 6. The first distance d1a is the greatest distance between the inspection section 12 and the rail plane M. The first distance d1a is also referred to as the first greatest distance d1a. The travel section 13 of the longitudinal plate 11 has a second distance d2 from the rail plane M of the rail 6. The second distance d2 is the smallest distance between the travel section 12 and the rail plane M. The second distance d2 is also referred to as the second smallest distance d2. The first largest distance d1a and the second smallest distance d2 are measured perpendicular to the rail plane M. In the insert position 10 of the frame 1, the first largest distance d1a between the rail plane M and the inspection section 12 is greater than the second smallest distance d2 between the rail plane M and the driving section 13. The first largest distance d1a is at least 20%, in particular at least 30%, preferably at least 40% greater than the second smallest distance d2. The first largest distance d1a between the rail plane M and the inspection section 12 is from 17 cm to 21 cm, in particular from 18 cm to 20 cm. The second smallest distance d2 between the rail plane M and the travel section 13 is from 13 cm to 17 cm, in particular from 14 cm to 16 cm. In the area of the travel section 13, in the operational position 10, there is thus a gap between the concrete surface 9 and the rail 6 which is not larger than 17 cm. The smallest width of the gap is from 13 cm to 17 cm, in particular from 14 cm to 16 cm. In the area of the inspection section 12, the distance between the rail 6 and the inspection section is from 17 cm to 21 cm, in particular from 18 cm to 20 cm.

The frame 1 is intended to rest in the operational position 10 on the rail support 24 of the slab track 3. The inspection section 12 of the longitudinal plate 11 of the frame 1 adjoins the rail support 24 of the slab track 3 in the operational position. A lower tangential plane T1 running perpendicular to the rail plane M touches the rail support 24 from above. The vertical direction 40 is perpendicular to the lower tangential plane T1. With regard to the vertical direction 40, the lower tangential plane T1 is arranged above the rail support 24. In the insert position 10 of the frame 1, the inspection section 12 adjoins the lower tangential plane T1. The inspection space 7 is arranged in the operating position 10 in the vertical direction 40 above the lower tangential plane T1.

The rail 6 is fastened to the rail support 24 with the fastening device 8. The fastening device 8 comprises a screw 41 with a screw head 42. In the exemplary embodiments, the screw 41 of the fastening device 8 is anchored in the rail support 24, 27 by means of built-in parts, usually by means of a dowel embedded in concrete. The dowel is preferably made of plastic.

The inspection section 12 is arranged with respect to the vertical direction 40 at the level of the screw head 42 of the screw 41 of the fastening device 8. An inspection of the fastening device 8 is possible without any problems through the inspection space 7. Through the inspection space 7, the fastening device 8 can be viewed from above counter to the vertical direction when the frame 1 is arranged in the insert position 10. In this way, cracks in the rail support 24, 27 in the area of the fastening device 8 can be seen, for example. This area can be inspected without dismantling track cover 2.

As in Fig. 4 As shown, the frame 1 has a raised area 36. The high area 36 extends in the vertical direction 40 starting from the lower tangential plane T1 upwards to an edge 48 of the frame 1. The high area 36 is a sub-area of the total extension of the frame 1 in the vertical direction 40. The high area 36 extends over more than 30%. , in particular over more than 40% of the total extent of the frame 1 in the vertical direction 40. The travel section 13 of the longitudinal plate 11 is arranged at least in an upper half 37 of the high area 36 of the frame 1. In the exemplary embodiments, the upper half 37 extends over the upper half of the high area 36 with respect to the vertical direction 40. It can also be provided that the upper half extends only over the upper third of the high area. When the frame 1 is in use, an upper tangential plane T2 adjoins the frame 1 from above. The upper tangential plane T2 runs perpendicular to the rail plane M. The high area 36 of the frame 1 extends between the lower tangential plane T1 and the upper tangential plane T2 in the vertical direction 40. The driving section 13 extends in the operational position 10 with respect to the vertical direction 40 over the entire area above the lower one The high area 36 of the longitudinal plate 11 lying in the tangential plane T1. The rail 6 has the rail head 43. The upper tangential plane T2 lies below the rail head 43 in the operational position 10. The rail 6 has a rail foot 44. The upper tangential plane T2 lies in the vertical direction 40 above the rail foot 44. The rail foot 44 and the rail head 43 of the rail 6 are connected to one another via a central part 45 of the rail 6. A measured perpendicular to the rail plane M The width of the rail head 43 is from 60 mm to 80 mm, in particular from 65 mm to 75 mm. In the use position, the upper tangential plane T2 is arranged in the upper third of the middle part 45 of the rail 6 with respect to the vertical direction 40. The concrete surface 9 is arranged from 5 cm to 7 cm below an upper edge of the rail head 43 with respect to the vertical direction 40. The upper edge of the rail head 43 delimits the rail head 43 in the vertical direction 40.

In the operational position 10, the travel section 13 of the longitudinal plate 11 runs parallel to the rail plane M of the rail 6. In the operational position 10, the inspection section 12 runs parallel to the rail plane M. In the operational position 10, the travel section 13 projects opposite the inspection section 12 in the direction of the rail plane M. . The travel section 13 and the inspection section 12 of the longitudinal plate 11 are connected to one another via a connecting piece 46 of the longitudinal plate 11. In the insert position 10, the connecting piece 46 runs perpendicular to the rail plane M. However, it can also be provided that the connecting piece 46 in the insert position 10 runs obliquely to the rail plane M.

The longitudinal plate 11 has a protruding section 17. The projection section 17 adjoins the lower tangential plane T1 in the insert position 10 of the frame 1. In the insert position 10, the projection section 17 runs transversely to the rail plane M.

In the operating position 10, the travel section 13 projects in relation to the projection section 17 in the direction of the rail plane M. The frame 1 rests with the protruding section 17 on the rail support 24. The frame 1 protrudes beyond the rail support 24 by means of the projection section 17. The projection section 17 projects beyond the rail support 24 in the direction of the rail 6 in the direction transverse to the rail plane M. The projection section 17 is arranged in the insert position 10 with respect to the vertical direction 40 below the inspection section 12 and below the travel section 13.

As in Fig. 3 As shown, the inspection section 12 extends in the longitudinal direction 50 at least over a partial section 25 of the rail longitudinal side 5 of the frame 1. The inspection section 12 and the driving section 13 lie next to one another in the operating position 10 in the longitudinal direction. The inspection section 12 is designed in such a way that in the insert position 10 it extends in the longitudinal direction 50 over at least 70% of the entire extent of the rail support 24 in the longitudinal direction 50.

The longitudinal sheet 11 is produced by three-dimensional edging of a sheet. Here, the sheet metal is first cut and then folded in such a way that inspection section 12, travel section 13 and protrusion section 17 are created. The openings in the longitudinal sheet that still exist as a result of the incision in the sheet are covered and closed by additional sheets.

As in Fig. 2 shown, the frame 1 has a perpendicular to that in FIG Fig. 4 shown rail plane M measured width b. The width b of the frame 1 can be adjusted by means of an adjusting device 28. The width b of the frame can be changed by means of the adjustment device 28. For this purpose, the end plates 21 and 22 can be displaced with respect to the longitudinal plates 11 and 14 in the exemplary embodiments. It can also be provided that the length of the end plates can be changed. As a result, the width of a joint between the frame 1 and the edge element 39 can be adjusted. Tolerances of the edge of the border element can be compensated. This enables joint widths of 10 mm to 30 mm.

The Figures 5 to 7 show an alternative embodiment for the frame of a track covering. The arrangement 73 according to the Figures 5 to 7 differs from the arrangement 33 according to the Figures 1 to 4 only by a different design of the longitudinal plates 11 and 14. The description of the other components of the arrangement 33 according to the Figures 1 to 4 also applies to the design of the arrangement 73 according to FIGS. Corresponding components are denoted by the same reference symbols. The description of corresponding components also applies to both exemplary embodiments. As in particular in Fig. 7 can be seen, are in the embodiment according to Figures 5 to 7 in contrast to the embodiment according to Figures 1 to 4 the inspection section 52 and the travel section 53 of the longitudinal plate 51 of the frame 61 in the operating position 10 are arranged next to one another in the vertical direction 40. The inspection section 52 extends over the entire length of the rail side 5 of the frame 1. The travel section 53 extends over the entire length of the track 5 of the frame 1. The travel section 53 is arranged in the operational position 10 above the inspection section 52. In the operational position 10, the driving section 53 is arranged exclusively in the upper half 37 of the high area 36. In the operational position 10, the inspection section 52 is arranged exclusively in the lower half 38 of the high area 36. In the exemplary embodiments, the lower half 38 extends over the lower half of the high area 36 with respect to the vertical direction 40. It can also be provided that the lower half extends over two thirds of the lower high area. The high region 36 has a height h measured in the vertical direction 40. The height h is from 40% to 70% of the total height of the frame 1 measured in the vertical direction 40. Exactly like the frame 1 according to the Figures 1 to 4 the frame 61 points to the Figures 5 to 7 the protruding portion 17 and the base body 47 with the same features. In the insert position 10, the projection section 17 projects from the base body 27 in the direction of the rail 6 via a head 49 of the rail support 24. As a result, the frame 61 can be positioned in the insert position 10 at a small distance from the rail 6. In particular, the second distance d2 between the rail plane M and the travel section 53 of the frame 61 can be very small.

The inspection section 52 of the longitudinal plate 51 has a first distance d1b from the rail plane M of the rail 6. The first distance d1b is the greatest distance between the inspection section 52 and the rail plane M. The first distance d1b is also referred to as the first greatest distance d1b. The first, largest distance d1b is measured in the lower tangential plane T1. The inspection section 52 has the greatest distance to the rail plane M with respect to the vertical direction 40 at the level of the lower tangential plane T1. The travel section 53 of the longitudinal plate 51 is at a second distance d2 from the rail plane M of the rail 6. The second distance d2 is the smallest distance between the travel section 12 and the rail plane M. The second distance d2 is also referred to as the second smallest distance d2. The first largest distance d1b and the second smallest distance d2 are measured perpendicular to the rail plane M. In the operational position 10 of the frame 51, the first largest distance d1b between the rail plane M and the inspection section 52 is greater than the second smallest distance d2 between the rail plane M and the travel section 53. The first largest distance d1b between the rail plane M and the inspection section 52 is from 17 cm to 21 cm, in particular from 18 cm to 20 cm. The second smallest distance d2 between the rail plane M and the travel section 53 is from 13 cm to 17 cm, in particular from 14 cm to 16 cm. In the area of the travel section 53, in the operational position 10, there is thus a gap between the concrete surface 9 and the rail 6 which is no larger than 17 cm. The smallest width of the gap is from 13 cm to 17 cm, in particular from 14 cm to 16 cm. In the area of the inspection section 52, the greatest distance between the rail 6 and the inspection section 52 is from 17 cm to 21 cm, in particular from 18 cm to 20 cm.

The inspection section 52 has a third distance d3 from the central plane M, measured perpendicular to the central plane M. The third distance d3 is the smallest distance between the center plane M and the inspection section 52. The third distance d3 between the rail plane M and the inspection section 52 is from 15 cm to 19 cm, in particular from 16 cm to 18 cm. In the area of the inspection section 52, the smallest distance between the rail 6 and the inspection section 52 is from 15 cm to 19 cm, in particular from 16 cm to 18 cm. The third distance d3 is measured with respect to the vertical direction 40 halfway between the lower tangential plane T1 and the upper tangential plane T2.

The longitudinal plate 51 arranged on the longitudinal side 5 of the frame 61 runs in the insert position 10 at least in the high area 36 above the lower tangential plane T1 obliquely to the rail plane M of the rail 6. The longitudinal plate 51 is in the high area 36 at an angle α of 10 ° to 30 ° to the rail plane M oriented. In the embodiment according to Figures 5 to 7 the inspection section 52 and the driving section 53 lie in a common plane. In this exemplary embodiment, too, the travel section 53 projects in relation to the inspection section 52 in the operating position 10 in the direction of the rail plane M. As a result, the first largest distance d1b of the inspection section 52 to the rail plane M is greater than the second smallest distance d2 of the driving section 53 to the rail plane M. This forms the inspection space 7 and the in Fig. 7 Fastening device 8, not shown, visible from above in the direction opposite to the vertical direction 40. Also in the embodiment according to the Figures 5 to 7 a small second distance d2 between rail plane M and travel section 53 or between rail plane M and concrete surface 9 is possible. At the same time, the inspection space 7 ensures that in the operating position 10 of the frame 1 it is possible to check the fastening device 8 or the fastening of the rail 6 on the rail support 24.

The Figures 8 to 15 show a development of the embodiment according to Figures 1 to 4. The Figures 16 and 17th show a corresponding development of the embodiment according to Figures 5 to 7 . As in Fig. 8 As shown, the frame 1 has a support element 31. The support element 31 serves to support the longitudinal plate 11. The support element 31 is supported on the floor 29 of the slab track 3. As can be seen from the synopsis of the Figures 4 and 8th results, the travel section 13 protrudes in the operational position 10 between two adjacent rail supports 24 and 27 in the direction transverse to the rail plane M over a base body 47 of the frame 1 in the direction of the rail 6. The base body 47 of the frame 1 is that part of the frame 1 which is arranged in the insert position 10 below the lower tangential plane T1. The projection section 17 and the inspection section 12 also protrude beyond the base body 47 in the direction transverse to the rail plane in the direction of the rail 6. Under pressure by a rail-free vehicle traveling over the concrete surface 9, the concrete surface 9 and the in-situ concrete 4 below the concrete surface 9 are heavily loaded in terms of bending. The tensile bending stresses are carried away by the support of the protruding projection section 17 by the support element 31. As a result, the in-situ concrete 4 can be poured without the need for reinforcement.

The height of the floor 29 of the track plate 34 of the slab track 3 varies by +/- 20 mm. The support element 31 can be displaced in the vertical direction 40 with respect to the projection section 17. As a result, the support element 31 can stand up on the floor 29 even if the height of the floor 29 varies.

As in Fig. 9 shown, an opening 30 for the support element 31 is arranged in the frame 1. The opening 30 is arranged in the longitudinal plate 11. The opening 30 penetrates the longitudinal plate 11 completely in the vertical direction 40. The opening 30 is at least partially arranged in the projection section 17 of the longitudinal plate 11. The support element 31 is introduced into the opening 30. The support element 31 can be inserted into the opening 30. In the insert position 10 of the frame 1, the support element 31 introduced into the opening 30 extends in the vertical direction 40. In the insert position 10, the support element 31 is arranged in the opening 30 such that it can be displaced in the vertical direction 40.

The outer contour of the support element 31 in a plane perpendicular to the vertical direction 40 corresponds to the inner contour of the opening 30 in the direction opposite to the vertical direction 40. The outer contour of the support element 31 and the inner contour of the opening 30 are coordinated so that the frame 1 between the outer contour of the support element 31 and the edge of the opening 30 is close to the in-situ concrete 4. The outer contour of the support element 31 is matched to the inner contour of the opening 30 in such a way that the support element 31 can be displaced, but is clamped in the opening 30 in such a way that it can be preassembled there for transport purposes. The support element 31 is minimally oversized with respect to the opening 30. After the frame 1 has been placed in the insert layer 10, the support element 31 can move in the vertical direction 40 be shifted so that it is supported on the floor 29 of the track plate 34 of the solid track 3. This is in the Figures 13 and 14 shown. As for example in Fig. 12 As can be seen, the support element 31 protrudes through the opening 30 in the longitudinal plate 11 when it is supported on the floor 29. When the in-situ concrete 4 is introduced, the support element 31 is fixed in the in-situ concrete 4. The support element 31 is firmly connected to the longitudinal plate 11 by the in-situ concrete 4.

As the Figures 9, 10 and 12th show, the support element 31 for filling with in-situ concrete 4 is hollow. The support element 31 is a sheet metal tube with any cross-sectional contour. In the exemplary embodiments, the sheet metal tube has a rectangular, in particular a square, cross section. After the frame 1 has been positioned in the insert position 10 and the support element 31 has been displaced in the opening 30 for contacting the support element 31 with the floor 29, the sheet metal pipe can be filled with in-situ concrete. The sheet metal tube is open towards the bottom 29. As a result, the in-situ concrete 4 adapts to the unevenness of the floor 29 in the area of the inner contour of the sheet metal tube. In this way, an optimal power transmission from the in-situ concrete 4 to the floor 29 of the slab track 3 is possible. Provision can be made for a separating film to be laid out between the base 29 and the sheet metal tube. As a result, the in-situ concrete can still adapt to the unevenness of the floor 29, but the frame 1 can later be removed from the fixed track 3 without any problems.

It can also be provided that the support element 31 is a post made of solid material.

As in the Figures 8 to 12 As shown, the opening 30 is arranged in the area of a driving section 13 with respect to the longitudinal direction 50. This ensures that the support element 31 supports the longitudinal plate 11 in the area in which the force is applied. In the operational position 10, the support element is arranged between two adjacent rail supports 24 and 27, as in FIG Fig. 10 shown. The opening 30 is with respect to the vertical direction 40 below that to be formed by the driving section 13 and with The concrete surface 9 which can be driven over by the rail-free vehicle is arranged, as in FIG Fig. 8 shown. Fig. 15 shows a section through the arrangement 33 in the area of a rail support 24. In the area of the rail support 24 with respect to the longitudinal direction 50, no support element 31 is provided. In the area of the rail support 24, the projection section 17 of the longitudinal plate 11 is supported on the rail support 24.

The Figures 16 and 17th show the embodiment of the frame 61 according to Figures 5 to 7 with a support element 31. The description of the support element 31 and the opening 30 for the exemplary embodiment of the frame 1 according to FIGS Figures 8 to 15 is completely on the support element 31 and the opening 30 of the embodiment of the frame 1 according to the Figures 16 and 17th transferable.

The Figures 18 to 20 show the frame 61 after Figures 5 to 7 with a first spacer 55 and with a second spacer 56. The first spacer 55 is in the insert position 10 of the frame 61 for arrangement between the further longitudinal plate 14 and the in FIG Fig. 20 edge element 39 shown is provided. The second spacer is provided for arrangement between two frames 61 which are adjacent in the longitudinal direction. The first spacer 55 is made of plastic. The second spacer 56 is made of plastic. As a result, the spacers 55 and 56 are electrically insulating.

To accommodate the first spacer 55, the further longitudinal plate 14 of the frame 61 has a first receiving opening 57. The first receiving opening 57 is a hole in the exemplary embodiment. The first receiving opening 57 penetrates the further longitudinal sheet 14 in the direction transverse to the rail plane M ( Fig. 7 ) Completely. As in Fig. 18 As shown, the first spacer 55 can be inserted into the first receiving opening 57.

The first spacer 55 is in the Figures 21 to 23 shown. The first spacer 55 has a first stop element 59 for stopping against the further longitudinal plate 14. The first stop element 59 projects beyond a base body 62 of the first spacer 55. In the exemplary embodiment, the first stop element 59 is a ring encircling the base body 62. The base body 62 is cylindrical. The first stop element 59 is circular.

As in Fig. 22 As shown, the first spacer 55 has a longitudinal axis 70. The longitudinal axis 70 corresponds to the cylinder longitudinal axis of the base body 62. The longitudinal axis 70 extends in a spacer longitudinal direction 71. The first stop element 59 is arranged eccentrically on the base body 62 of the first spacer 55 with respect to the spacer longitudinal direction 71. The first stop element 59 has a first edge 64 in the distance longitudinal direction 71. In the direction opposite to the longitudinal spacing direction 71, the first stop element 59 has a second edge 66.

A first edge distance a1a between the first stop element 59 and the first edge 64 measured in the spacer longitudinal direction 71 is smaller than a second edge distance a2a between the first stop element 59 and the second edge 66 measured in the spacer longitudinal direction 71 Fig. 20 edge element 39 shown and the frame 61 is to be bridged by the first spacer 55, the first spacer 55 with the first edge 64 first by the in Fig. 18 shown first receiving opening 57 inserted. If the distance between the edge element 39 and the frame 61 is smaller, the first spacer 55 is inserted through the first receiving opening 57 with the second edge 66 first. In this way, the first spacer 55 can bridge distances of different sizes.

To secure the first spacer 55 in the first receiving opening 57, the first spacer has at least one latching lug 68. The latch 68 is in one Arranged in the spacer longitudinal direction 71 measured locking distance a3a to the first stop element 59. The latching distance a3a corresponds to the thickness of the further longitudinal plate 14. As a result, the first spacer 55 can latch into the first receiving opening 57. Here, the further longitudinal sheet 14 is clamped between the first spacer element 59 and the latching lug 68. At least one latching lug 68 is provided on both sides of the first stop element 59 with respect to the spacer longitudinal direction 71.

The first spacer 55 is later firmly connected to the frame 61 by the in-situ concrete 4.

The first spacer 55 ensures that there is always a certain distance between the edge element 39 and the frame 61. Even in the event of vibrations, the frame 61 cannot be moved closer to the edge element 39 than the first spacer 55 allows. A plurality of first spacers 55 and, connected to them, a plurality of first receiving openings 57 can be provided in the further longitudinal plate 14. In the insert position 10, the plurality of first receiving openings 57 are spaced apart from one another in the longitudinal direction 57.

As in Fig. 18 As shown, the first end plate 21 of the frame 61 has a second receiving opening 58 for receiving the second spacer 56. The second receiving opening 58 is a hole in the exemplary embodiment. The second receiving opening 58 penetrates the further longitudinal plate 14 in the longitudinal direction 50 ( Fig. 20 ) Completely. As in Fig. 18 As shown, the second spacer 56 can be inserted into the second receiving opening 58.

The second spacer 56 is in the Figures 24 to 26 shown. The second spacer 56 has a second stop element 60 for stopping against the in Fig. 18 first face plate 21 shown. The second stop element 60 protrudes over a base body 63 of the second spacer 56 ( Fig. 24 ). In the exemplary embodiment the second stop element 60 is a ring encircling the base body 63. The base body 63 is cylindrical. The second stop element 60 is circular.

As in Fig. 26 As shown, the second spacer 56 has a longitudinal axis 74. The longitudinal axis 74 corresponds to the cylinder longitudinal axis of the base body 63. The longitudinal axis 74 extends in a spacer longitudinal direction 75. The second stop element 60 is arranged eccentrically on the base body 63 of the second spacer 56 with respect to the spacer longitudinal direction 75. The second stop element 60 has a first edge 65 in the spacing longitudinal direction 75. In the direction opposite to the longitudinal distance direction 75, the second stop element 60 has a second edge 67.

A first edge distance a1b between the second stop element 60 and the first edge 65, measured in the spacer longitudinal direction 75, is smaller than a second edge distance a2b, measured in the spacer longitudinal direction 75, between the second stop element 60 and the second edge 67 Frame 61 is desired, the second spacer 56 is first edge 65 first through the in Fig. 18 shown second receiving opening 58 inserted. If the distance between the frames 61 is to be smaller, the second spacer 56 is inserted through the second receiving opening 58 with the second edge 67 first. In this way, the second spacer 56 can bridge distances of different sizes.

To secure the second spacer 56 in the second receiving opening 58, the second spacer has at least one latching lug 69. The latching lug 69 is arranged at a latching distance a3b from the second stop element 60, measured in the longitudinal direction 71 of the spacer. The latching distance a3b corresponds to the thickness of the first end plate 21. As a result, the second spacer 56 can be in the second receiving opening 58 click into place. Here, the first end plate is clamped between the second spacer element 60 and the latching lug 69. At least one latching lug 69 is provided on both sides of the second stop element 60 with respect to the spacer longitudinal direction 75.

The second spacer 56 is later firmly connected to the frame 61 by the in-situ concrete 4.

The second spacer 56 ensures that there is always a certain distance between frames 61 which are adjacent in the longitudinal direction 50. Even in the event of vibrations, the adjacent frames 61 cannot be moved closer to one another than the second spacer 56 allows. A plurality of second spacers 56 and, connected to them, a plurality of second receiving openings 58 can be provided in the first end plate 21. The several second receiving openings 58 are in the insert position 10 in the direction perpendicular to the rail plane M ( Fig. 7 ) spaced from each other. The position of the frame 61 on the slab track 3 is largely determined by the first spacer 55 and the second spacer 56.

Also in the in Fig. 18 The illustrated second end plate 22 can be provided with receiving openings for spacers.

Also in frame 1 after the Figs. 1 to 4 and 8 to 15 First and second receiving openings for first and second spacers can be provided with all of the features described.

Claims (17)

Frame for a track covering (2) for a slab track (3), the track covering (2) being intended for use by a rail-free vehicle, the frame (1, 61) being intended to be filled with in-situ concrete (4), the Frame (1, 61) comprises at least one longitudinal side (5) of the rail, which is provided in an insert position (10) of the frame (1, 61) facing a rail head (43) of a rail (6) of the slab track (3) and to extend in the longitudinal direction (50) of the rail (6), a longitudinal sheet (11, 51) of the frame (1, 61) being arranged on the longitudinal side (5) of the rail of the frame (1, 61) as permanent formwork ,
characterized in that the longitudinal plate (11, 51) is shaped in such a way that in the inserted position (10) of the frame (1, 61) it has an inspection section (12, 52) to form an inspection space (7) for inspecting a fastening device (8) for fastening the rail (6) and a travel section (13, 53) to form a concrete surface (9) that can be driven on by the rail-free vehicle, and that in the operational position (10) a first largest distance (d1a, d1b) between a perpendicular to Concrete surface (9) oriented to the rail plane (M) adjoining the rail head (43), the rail (6) and the inspection section (12, 52) is greater than a second smallest distance (d2) between the rail plane (M) and the travel section (13) , 53). Frame according to claim 1,
characterized in that the frame (1, 61) is provided in the operational position (10) on a rail support (24, 27) of the slab track (3) that a lower tangential plane (T1) running perpendicular to the rail plane (M) touches the rail support (24, 27) from above, and that the inspection section (12, 52) in the operational position (10) adjoins the lower tangential plane (T1) . Frame according to claim 1 or 2,
characterized in that the frame (1, 61) in the inserted position (10) has a vertical direction (40) which runs perpendicular to the lower tangential plane (T1), that the frame (1, 61) has a high area (36) which extends extends in the vertical direction (40) starting from the lower tangential plane (T1) up to an edge (48) of the frame (1), and that the travel section (13, 53) at least in the upper half (37) of the high area (36 ) is arranged. Frame according to one of Claims 1 to 3,
characterized in that the inspection section (12, 52) extends in the longitudinal direction (50) at least over a section (25) of the longitudinal side (5) of the rail of the frame (1, 61). Frame according to one of Claims 1 to 4,
characterized in that the inspection section (52) extends over the entire longitudinal side (5) of the frame (1). Frame according to one of claims 1 to 5,
characterized in that the inspection section (52) and the travel section (53) in the operational position (10) lie next to one another in the vertical direction (40). Frame according to claim 6,
characterized in that the travel section (53) in the operational position (10) is arranged above the inspection section (52). Frame according to one of Claims 3 to 7,
characterized in that the driving section (53) in the operational position (10) is arranged exclusively in the upper half (37) of the high area (36). Frame according to one of claims 1 to 8,
characterized in that the longitudinal plate (51) arranged on the longitudinal side (5) of the frame (61) in the operating position (10) at least in the high area (36) above the lower tangential plane (T1) obliquely to the rail plane (M) of the rail ( 6) runs. Frame according to one of claims 1 to 9,
characterized in that the inspection section (12) and the driving section (13) in the operational position (10) lie next to one another in the longitudinal direction (50). Frame according to claim 10,
characterized in that the inspection section (12, 52) is designed in such a way that in the operational position (10) it extends in the longitudinal direction (50) over at least 70% of the total extent of a rail support (24, 27) in the longitudinal direction (50). Frame according to claim 10 or 11,
characterized in that the travel section (13) in the operational position (10) extends with respect to the vertical direction (40) over an entire high area (36) of the longitudinal plate (11) lying above the lower tangential plane (T1). Frame according to one of claims 10 to 12,
characterized in that the travel section (13) in the operational position (10) runs parallel to the rail plane (M) of the rail (6). Frame according to one of claims 10 to 13,
characterized in that the inspection section (12) in the operating position (10) runs parallel to the rail plane (M). Frame according to one of claims 1 to 14,
characterized in that the longitudinal plate (11, 51) has a protruding section (17) which, in the insert position (10), adjoins the lower tangential plane (T1), and that the protruding section (17) in the insert position (10) transversely to the rail plane ( M) runs. Frame according to claim 15,
characterized in that the travel section (13, 53) protrudes relative to the protruding section (17) and relative to the inspection section (12, 52) in the operating position (10) in the direction of the rail plane (M). Arrangement comprising a slab of slab (3) and a track covering (2) for driving a rail-free vehicle, the slab (3) of a slab (34) and a rail support (24, 27) with a mounting device (8) on it. The rail (6) has a rail head (43), the track covering (2) comprising a frame (1, 61) with at least one longitudinal side (5) facing the rail (6) and extends in the longitudinal direction (50) of the rail (6), a plate (35) made of in-situ concrete (4) being arranged in the frame (1), with a longitudinal plate (11, 51) on the longitudinal side (5) of the frame (1) is intended as permanent formwork,
characterized in that the longitudinal plate (11, 51) is shaped such that there is an inspection section (12, 52) for inspecting the fastening device (8) between the longitudinal plate (11, 51) and the rail (6) and a travel section (13 , 53) to form a concrete surface (9) that can be driven over by the rail-free vehicle, and that a first largest distance (d1a, dlb) between a rail plane (M), oriented perpendicular to the concrete surface (9) and adjacent to the rail head (43), and the inspection section (12, 52) is greater than a second smallest distance (d2) between the rail plane (M) and the travel section ( 13, 53).

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