HU210776B - Floor structure for road and rail traffic at the same time and rail especially this floor structure - Google Patents

Abstract

The rail according to the invention has a rail, a rail head with an outer head and an inner head, with a trough, and a ridge connecting the rail foot and rail head. This rail (5) is characterized in that the height of the ridge is 0.4-0.5 times the total rail height and 0.38-0.42 times the foot width; - the total rail height is 0.9-0.95 times the foot width; - the width of the sole is 140 mm ± 5%. EN 210 776 B

Description

FIELD OF THE INVENTION The present invention relates to a track structure intended for the simultaneous provision of traffic by road and rail, in particular urban tramways, and a rail which is advantageously used in particular as part of a track structure.

Metropolitan tramways worldwide have a predominantly covered body system. In Hungary, for example, a track system combined with a tensioned large panel track structure has been used for decades, but in many respects it is disadvantageous. One of the drawbacks is that the ironing of the large panels is oversized and that they are tensioned elements and cannot be considered as solved. The plate base is deformed under load while the largest movements occur at the edges of the elements. Frequent repetition of such movements can result in damage to both the casing and the foundation. In addition, the currently used plate trough solution is inadvisable, for the following reasons: the severing of the rim poses a serious risk of a traffic accident; replacement of the trough is not technically satisfactory and is a costly operation; as a result of the de-icing measures during the winter period, the infiltrating saline results in an electrolysis process, which can result in the trough bottom plate breaking; finally, the track gauge cannot be adjusted. Another disadvantage of the known track structure is the peeling of the panel surface; the fact that the concrete surface exacerbates the already high volume of vehicle noise; the impact of vibrations on panels can be critical; permanent post-casting of gaps is costly on the one hand and anesthetic on the other.

The current high-speed urban tramway system is also disadvantageous for the block rail used. It has a low load-bearing capacity due to its low inertia, so its load is only possible with continuous support, but its weight is very high compared to its load capacity, 52.75 kg / m. Loading and transporting the block rails is dangerous. The Ph (Phoenix) rail, with a weight of 59.7 kg / m and a height of 180 mm, is not suitable for use in this system of tracks and tracks, its applicability being limited to paved pavements with a suitable substructure.

The switching system of the track and track structure discussed above is also objectionable in several respects, the essential feature of which is that the rail is fixed with a clamping rubber. However, the clamping or clamping effect cannot be measured, and the quality of the connection is solely determined by the work discipline of the rubber stamping workers, even if the panel and rail have been taken over with dimensional tolerances. During the warm summer months, there is a mass of track outgrowth due to the increase in the length of the track which is warmed by the atmospheric temperature. Because of this, the tension generated causes the rail to protrude from the troughs because the clamping effect of the rubber fastener is less than the tension in the rail. Preventing the ejection of tracks by endangering road safety is achieved by cooling the track by continuous watering, which is quite laborious and laborious. A further disadvantage is that when the rail is replaced, the panel trough is damaged during the removal of the clamping rubber, and the pressing of the clamping rubber into the damaged trough is quite difficult and the clamping effect will not be adequate. It is not possible to re-use the clamping rubber, which otherwise does not provide waterproofing.

SUMMARY OF THE INVENTION The object of the present invention is to provide a track structure primarily for urban traffic, which is suitable for both road and rail traffic, especially tram, is structurally simpler and significantly more economical than currently known similar-purpose roadways, and has significantly less error sources. binds the rails and makes it easier to replace the rails. It is a further object of the present invention to provide a rail which has a higher load bearing capacity and is more economical to use than block rails currently used in this field.

The invention is based on the following insights: retaining the use of prefabricated reinforced concrete elements for the track structure including the paved tram structure, similarly to the panels used in the previous system, due to the reduction of construction time and increase of mechanization, and unlike on-site concreting - it is more secure, expedient and beneficial. However, it has been discovered that we are not building the roadway itself, but rather the base of it, using modernly sized prefabricated panel elements, such that the adjacent longitudinally adjacent panel members are hinged to each other to ensure their collaboration. In this way, the respective unloaded adjacent plate elements are also included in the force play, eliminating the relative displacement between the two plates, thereby creating a continuous path plate. It is further recognized that by constructing a conventional pavement, such as asphalt, for such a slab, the former may cause problems with slab troughs which can cause serious problems, and to lower the rails into troughs constructed in this pavement, which provides a more economical and . Finally, it has been discovered that a rail with a profile similar to the known Ph-rail, but with different sections in its main parameters, adapted to the road structure can be used in this superstructure system.

Based on the above findings, the object of the present invention has been solved by a track structure having a track surface and a track located thereon, characterized in that the plate base is hinged to one another by means of a continuous plate of iron

HU 210 776 B is formed of panel elements with recesses for receiving troughs containing trough rails and treads extending in the longitudinal direction of the track and extending between the rails of the track structure and the outer edge of the track. Height track, preferably two-layer asphalt. Preferably, the hinged connections between adjacent panel members are resiliently formed in cavities formed by grooves formed by grooves, preferably semicircular, extending transversely to the longitudinal direction of the track members, and are filled with post-curing material, such as concrete. It is also advisable to have a crushed stone bed underneath the plate base.

A preferred embodiment of the track structure is characterized in that the troughs recessed in the sheet elements have a flat rectangular section. It is preferable that the troughs are provided in the troughs at spaced intervals opposite each other, preferably about 75-80 cm. It is also advantageous to have four or four or two threaded plastic inserts at the tie-down points for fastening the rail fastening screws to the panel members.

According to another feature of the invention, the panel members are between 50 and 600 cm in length, and the length of the panel member is an integer multiple of the distance between adjacent tie-down sites, except for smaller-sized elements that are placed in the arches.

A further embodiment of the track plate is characterized in that, in addition to the rails, on both sides, at the anchorage points and in the spaces between the anchorage points, elements of concrete or / or resilient material are preferably placed in the troughs. It is expedient that the inserts in the spaces between the anchorages are filled with rectangular rectangular oblong bodies and that the gap between the inserts and the rail is filled with post-curing material.

It may also be advantageous to have a rectangular, rectangular, oblong-shaped insert having an integral oblong section on the side facing towards the rail and having recesses for receiving the sections of the anchoring member, made filler elements are placed.

According to another feature of the invention, an elastic plate, preferably a rubber plate and a steel backing plate, is disposed beneath the rail fibers from below upwards. It may also be advantageous to have a 2-4 cm thick asphalt layer between the prefabricated plate base and the crushed stone bed below.

The rail according to the invention has a rail foot, a rail head with a trough defined by an outer head section and an inner head section on both sides, and a spine connecting the rail base and the rail head, and

- the spine height is 0.4-0.5 times the total rail height and 0.38-0.42 times the sole width;

- the total rail height is 0.9-0.95 times the width of the sole;

- the sole width is 140 mm + 5%.

The invention will now be described in more detail with reference to the accompanying drawings, which show a preferred embodiment of the track structure including embedded rails and some important details thereof, and a preferred embodiment of the rail section used.

In the drawings it is

Figure 1 is a top plan view of a prefabricated reinforced concrete slab for forming a slab; the

Figure 2 is a sectional view taken along line B-B in Figure 1; the

Figure 3 is a sectional view taken along the line A-A in Figure 1 and including the rails; the

Figure 4 is a sectional view of two adjacent members of Figure 1 in a larger vertical sectional view of the track; the

Fig. 5 is a plan view of a foundation plate member of a different size from that of Fig. 1, but in this case also illustrates a possible way of positioning and fastening the rails; the

Figure 6 is a sectional view taken along the line C-C in Figure 5; the

Fig. 7 is a front view of a filling concrete element inserted into the trough of the foundation plate element on both sides of the rail; the

Figure 8 is a top plan view of the concrete filler according to Figure 7; the

Fig. 9 is also a front view of a concrete filler to be placed on both sides of the rail but at the anchorage points; the

Figure 10 is a plan view of the concrete member of Figure 9; the

Figure 11 is an exemplary tie-in node in a larger plan view, or in a horizontal section through the spine of the rail, without showing the structural parts and fillers above the cut plane; the

Figure 12 is a vertical sectional view taken along the line E-E in Figure 11, transverse to the longitudinal direction of the carriageway; the

Figure 13 shows a sectional view of the rail according to the invention in a larger scale.

1-3. Referring to FIGS. This sheet element, made with a soft-reinforced liner, optionally adapted to the load on the road, may have a length between 600 and 50 cm, v, preferably 19 cm, width c, for example 220 cm, and longitudinally to the track. - two parallel troughs 3 extending along the longitudinal edges of the plate member

EN 210 776 Β, with a distance of 1618 cm. The distance of the troughs 3 (Fig. 1) is selected according to the track gauge of the tram track, preferably between 104 and 108 cm. The troughs 3 have a rectangular section, 5 have a width of 38-42 cm, and have a depth of v _{3 of} 4 cm (Fig. 2). The narrow end faces of the plate member 1 transverse to the longitudinal direction of the track have recessed semicircular grooves 2 to ensure the articulation of the hinge connection with the same plate members 1 which are longitudinally connected therewith.

In Figure 1, the anchorages of the rails are designated by reference numeral 4. They are spaced longitudinally from each other by b spacings (measured from the center of the coupling sites) and preferably have a value of 75 cm and a distance g of 37.5 cm in FIG. 1 so that 75 cm kiadódjék. (In this particular example, the total length of the sheet member 1 is 300 cm.)

Fig. 3 is a schematic representation of the railway body on the plate element 1 (or the plate base formed by such elements). Underneath the upright rails 5 (which is also the subject of the invention and will be described in detail below), there may be, for example, a polyethylene sheet, a washer and a rubber sheet, the rails being surrounded on both sides by concrete elements 7. and the gaps between these elements can be filled with a waterproofing material (structural details will be discussed below). As soon as a

3, the rails 5 extend upwardly from the troughs at a height of m (preferably 12 cm), and a track 6 is formed between the rails and outside the rails on both sides, e.g. can be a bonding layer and may be a 4 cm thick asphalt layer 6b. It follows from the above that the total thickness v _{2 of} the track structure in the present example is 27 cm.

One embodiment of the articulation of adjacent reinforced concrete slab members 1 is shown in Fig. 4, where Figs. The components already described in FIGS. As shown in Fig. 4, the grooves 2 in the faces of the adjoining plate members 1 together form a circular cavity 9 transverse to the longitudinal direction of the roadway into which a pipe 10 of elastic material, such as rubber or plastic, can be inserted. When filled with fine-grained concrete 8 (injection), a hinged connection is formed between adjacent panel members 1, whereby the currently loaded panel member 1 engages the respective adjacent unloaded panel member 1 and eliminates the relative separation between adjacent panel members. This creates a continuous foundation track. In the event of a battery change, the connection shown in Figure 4 may be disconnected and re-established.

A preferred embodiment of concrete elements 7 on both sides of the rails 5 (Fig. 3), which are mounted on continuous track sections between the anchors 4 (Fig. 1), is illustrated in Figures 7 and 8. The ribs of my insert 7 preferably have a length of 25 cm, a width of n ₂ of 12 cm and a height of n ₃ of 13 cm, thus leaving a minimal gap between the two sides of the rail 5. The inserts 11 are located at the anchor points 4 shown in FIG. and 10).

Figures 5 and 6 show a detail of the road structure similar to that of Figures 1 and 3, but on the one hand the solution is detailed and on the other hand the foundation plate 1 has a length of only 1500 cm and thus contains only two tie-downs 4. In accordance with the above considerations, the structural elements previously described are designated by the reference numerals already used. These figures also show the fixing bolts 14, otherwise known per se. The reinforced concrete slab base made of slabs 1 is supported by a crushed stone bed 15 having a thickness of, for example, 20 cm and sufficiently compact, the upper surface of which is directly below the slabs 1 and is sealed by 2-3 cm thick asphalt layer. secured (arrow r in Figure 6 indicates a 1% drop).

In the troughs 3 (longitudinal recesses), the anchoring plates 17 are arranged at the anchorage points 4 in a manner known per se; the rails 5 are placed thereon and secured by means of the tie bolts 14 in a manner known per se. The inserts 19 are pre-assembled in the plate members 1, into which the fastening screws 14 fit. Within the insert members 11, as shown in Figure 6, filler elements 18 (rail chamber elements) are also incorporated; these may be pressed and glued to the rail, cut, or rubber-ground profiles.

It is noted that the stable support of the reinforced concrete slab is ensured after the track has been tensioned, the track is elevated in the direction and in the lying area, and then the longitudinal troughs 3 between the anchoring points 4 (nodes) are reinforced through holes (not shown) need to be injected. After the reinforced concrete slab is fixed, the double-layer asphalt pavement 6 is laid. Of course, other materials or structures can be used, but in any case it is advisable to make the surface 6 of the same size, quality and design as the road surface in order to ensure the stable movement of the vehicles. The gaps between the insert members 11 and the rails 5 are sealed by bitumen casting (Figure 6).

Instead of the aforementioned inserts 7 and 11, rubber profiles may be incorporated if increased noise and vibration requirements are to be met. Either rubber or concrete elements can be removed during rail replacement and rail adjustment, and the rail 5 can be replaced by removing the soluble bond (known per se). Adjustment can be accomplished either by underlining or by raising and under injecting the prefabricated reinforced concrete slab itself.

HU 210 776 Β

As stated above, the insertion threads (two or two or four in each place 4) are inserted into the plate elements 1 in the prefabricated plant to accommodate the coupling means (fasteners) used, even the geo-plate can be fixed. In each case, a split bandage is applied and a 1 cm thick rubber or polyethylene sheet 21 is placed underneath the washer 17 (Figure 6). Figures 11 and 12 show in greater detail, by way of example, a fastening arrangement using known SKL-12 elements, and the structural elements already used in these figures are denoted by the reference numerals already used. These figures also show the clamping springs 22 and the Geo nut bolts 23 that hold them together, as well as the rubber washer 24 under the rail 5.

A sectional view of the rail 5 used in the track structure according to the invention, which is also the subject of the invention, is shown in Figure 13. Like the high-profile Ph-rail (Phönix-rail) introduced in Hungary between 1925 and 1930, it is a trough rail. However, Ph-rails, especially in Budapest, have been increasingly displaced by block rails since 1970, the drawbacks of which have already been detailed. One of the most serious drawbacks of block rails is now being pointed out with greater torque, namely that block ridge troughs used on bridges need to be renewed every four to five years due to electrolysis processes caused by stray currents and brine. (This process can, of course, occur in other areas, but the bridges are the most dangerous, where they can weaken the bridge itself.)

In addition, the renovation of the rail trough is very costly and time consuming, and the disassembly of the compressor is environmentally unsatisfactory, not to mention that the dismantled structure will be full of cracks, which will contribute to further deterioration.

The rail 5 shown in Fig. 13 has a trough 25, to the right of the longitudinal vertical median plane x in the midline of the ridge 26 of the gauge and bounded on the side by the outer head 27 and the wider inner head 28 the top forms the tread needed for the vehicle (not shown). The trough and the rail head including the outer and inner head are designated by reference numerals 29 in their entirety. The rail head 29 and the rail foot 30 are joined by the aforementioned ridge 26 of height h. According to the invention, the rail section of Figure 13 can be characterized geometrically as follows:

h = 0.4H-0.5H, where H is the total height of the rail gauge; h = 0.38S-0.42S;

H = 0.90S-0.95S; and S = 140 mm ± 5%.

In the particular case, for example, H may be 128 mm, h may be 56.65 mm, and u may be 12 mm; the other gauge sizes may, in a manner known per se, be equal to or close to those of known Ph rails. The horizontal center line y of the gauge is exactly half of the height H, which results in an excellent distribution of gauge size and mass.

The rail 5 of Fig. 13, with the geometric properties described above, can be uniformly applied to open and paved track systems and also provides a solution for the design of turns and crossings, which is not possible with block rails. They can be used in connection with road surfaces, but also on bridges and structures. They provide perfect current recirculation and can be isolated without further ado. It has an inertia, ie load capacity, which is capable of bearing a significant load, whether in freight or passenger transport.

The advantages of the present invention can be summarized as follows: by virtue of the fact that the foundation structure is hinged to one another, the reinforced concrete panels, which work together statically, create a highly economical and material-saving continuous reinforced concrete slab base, among others thickness of asphalt paving requiring thickness.

The reinforced concrete slabs that make up the slab base already contain the troughs for positioning and securing the rails, so that the construction of the railway track can be rationalized and the height of the track can be adjusted to the height of the asphalt pavement. The size and weight distribution of the rail gauge according to the invention, as already mentioned, is excellent because the horizontal center of gravity of the gauge is in the middle of the height. Rail fastenings are excellent, rail replacements are possible without structural destruction (eg compressor disassembly). Because the current can only be recycled through the rails, the bridge itself (where the track is built on the bridge) has greater safety. The open and paved track can be built from the rails, can be tied to wooden or reinforced concrete bases at crossbeams, and the passage can be done with either asphalt paving or paneling. Environmental protection (protection against noise and vibration) can be enhanced by incorporating into the rubber bed.

The invention is, of course, not limited to the particular embodiments of the track structure or rail described above, but may be implemented in various ways within the scope of the claims.

Claims (13)

PATENT CLAIMS A track structure for the simultaneous provision of traffic by road and rail, in particular urban tramways, having a track surface mounted on a plate base and a track located therein, characterized in that the plate base is hinged to one another and connected continuously by means of interconnecting plates. EN 210 776 B is constructed of prefabricated reinforced concrete slabs (1) having a groove for receiving rail tails (5) extending longitudinally along the track and connected to the track ridge (26) and having trough rails (25) and rails (30). They are recessed (3) and have a track covering (6), preferably a double-layer asphalt covering, between the rails (5) and on their outer side on the base plate up to the upper level of the rails (5). Track structure according to Claim 1, characterized in that the hinged connections between adjacent plate elements (1) are formed in cavities formed by grooves (2) transverse to the mutually perpendicular faces of these plate elements (1). (9) are formed by tubes (10) of elastic material and filled with post-curing material such as concrete (8). The track structure according to claim 1 or 2, characterized in that there is a crushed stone bed (15) compacted under the plate base. 4. The track structure according to any one of claims 1 to 3, characterized in that the troughs (3) recessed in the plate elements (1) have a flat rectangular section. 5. A track structure according to any one of claims 1 to 4, characterized in that the troughs (3) are provided with anchoring points (4) opposite each other, preferably at intervals of about 75-80 cm (b), for fixing the rails (5). The track structure according to claim 5, characterized in that at the anchorage points, four to four or two threaded plastic inserts (19) for fastening the rail fastening screws (14) are concreted in the panel elements (1). 7. A track structure according to any one of claims 1 to 5, characterized in that the length (a) of the sheet members (1) is between 50 and 600 cm and the length (a) of said sheet member (1) is an integer multiple of the distance (b) , except for smaller elements to be placed in curves. 8. A track structure according to any one of claims 1 to 3, characterized in that, in addition to the rails (5), on both sides of the anchorage points (4) and in the spaces between the anchorage points are preferably made of concrete or / and elastic material ) placed. The track structure according to claim 8, characterized in that the insert elements (7) placed in the spaces between the anchorage points (4) are rectangular rectangular, oblong-shaped bodies; and the gap between the insert members (7) and the rail (5) is filled with injectable post-curing agent. The track structure according to claim 8, characterized in that the rectangular, oblong-shaped insert elements (11), which are mounted in the tie-down points (4), have a rectangular rectangular insert on their side facing the rail (5) for receiving the tie-down fittings. 12, 13), and between the insert members (11) and the rail (5) are preferably filler elements (18) made of pressed rubber ground. 11. A track structure according to any one of claims 1 to 5, characterized in that an elastic plate, preferably a rubber plate (21) and a steel washer (17) are arranged underneath the rails (5) from below upwards. 12. A track structure according to any one of claims 1 to 6, characterized in that a layer of asphalt (16) of 2-4 cm thickness is built between the base of the precast panel elements (1) and the crushed stone bed (15) beneath it. 13. Rail, in particular Figures 1-12. A track structure according to any one of claims 1 to 6, which has a rail foot, a rail head having a trough delimited on both sides by an outer head and an inner head, and a ridge connecting the rail foot and the rail head, - height (h) of ridge (26) 0.4-0.5 times total rail height (H) and foot (S) From 0.38 to 0.42 times; - the total track height (H) is 0.90,95 times the footprint (S); - the sole width (S) is 140 mm + 5%.