KR20100137509A - Fixed track for rail-bound vehicles on a bridge - Google Patents

Abstract

The present invention relates to a stationary track for a rail vehicle on a bridge, the stationary track comprising: a bridge superstructure plate, a support plate covering the superstructure plate and having longitudinal humps and stoppers, and an upper plate with recesses. A rail is arranged on the top plate by fastening means. The object of the present invention is to develop a structure that requires simpler longitudinal reinforcement and less formwork and manufacturing work and enables the manufacture of longer top plates. The problem is that the longitudinal support of the support plate 1 has only one stopper 5 at the height of the center of the upper plate 8 in which the support plate 1 having a longitudinal groove is disposed above the groove according to the invention. (7) is interrupted in the region by a stopper 5 at an interval of 60 to 100 cm, the upper plate 8 comprises longitudinal ribs 4, which ribs in the center region of the upper plate. Interrupted at intervals of 65 to 105 cm by the recess 6, the stopper 5 of the support plate 1 is solved by engaging into the recess in a shape-fitting manner.

Description

FIXED TRACK FOR RAIL-BOUND VEHICLES ON A BRIDGE}

The present invention is a stationary track for a railroad car on a bridge, the stationary track comprising a bridge superstructure plate, a support plate covering the superstructure plate and having a longitudinal hump and stopper, and an upper plate with recesses And a fixed track for a railway vehicle on a bridge, on which a rail is arranged on the top plate by fastening means.

In recent years, so-called fixed tracks are increasingly used in high speed sections of railways. In this structure, the rails are not fixed on the sleepers arranged in the ballast phase, but are supported on the steel concrete support plate. The reason for using fixed tracks in the high speed section is due to good location stability and greater availability due to longer maintenance intervals.

Installing fixed tracks on bridges has been a problem until now. In fixed tracks with continuous welded rails, each cross section is fixed at virtually no movement at all temperatures. The change in temperature causes only a change in stress in the rail. In the bridge structure, the combination of the fixed track and the bridge is a difficult problem to solve because of the change in length due to the temperature change.

In order to solve the above problem, DE 24 43 770 suggests that the support plate is movable in the longitudinal direction on the bridge structure so that the bridge structure can be moved under the fixed track. Absorption and transmission of potentially very large forces during braking of the train takes place into the support plate, which must transmit the force to the bridge superstructure. The distribution of braking force on bridges and rails is problematic for measurement.

To avoid this problem, fixed tracks for railway vehicles on bridges, known as the system "Rheda", have been developed. In this system, to protect the top seal, a support plate with a large thickness of reinforcement strips in the area of the track is mounted on the bridge superstructure, in which grooves are arranged at longitudinal intervals from one another. An upper plate rests on the reinforcing strip, which is joined in a shape-positive manner by engaging the lower plate of the spur into a groove in the reinforcing strip of the support plate. Since the production of the known fixed tracks requires a lot of time and cost and a lot of material consumption, the weight and height are too large in one aspect of the superelevation.

DE 196 20 731 A1 discloses a fixed track for railway vehicles on a bridge, consisting of a bridge superstructure plate, a support plate and a top plate. The top plate has recesses for individual humps each disposed at the longitudinal end of the support plate. In this structure, the recess of the top plate surrounds the hump of the support plate. The structure requires complicated longitudinal reinforcement and very accurate work. This requires a lot of work and time consumption. In addition, the reinforcing strip of the support plate and the top plate are carried out only in small lengths up to 6 m. This requires many plates on one bridge and complex reinforcement work and formwork for concrete plates and stoppers. By placing stoppers at the ends of the plates of the structure, respectively, each plate has two stoppers.

The object of the present invention is to develop a structure that requires simpler longitudinal reinforcement and lower formwork and manufacturing costs and enables the manufacture of long plates.

According to the present invention

A support plate with a longitudinal groove has a stopper at the height of the center of the upper plate disposed above the groove and the longitudinal groove of the support plate is interrupted at intervals of 60 to 100 cm by the stopper in the region, the upper plate being longitudinal Directional ribs, said ribs being interrupted at intervals of 65 to 105 cm by recesses in the central region of the upper plate, and the stopper of the support plate engaged into the recesses in a shape-fitting manner. do.

The edges of the longitudinal ribs have a strip bearing, in which an elastomeric band is bonded to the edges of the longitudinal ribs. The band has a thickness of 1.0 to 1.5 cm.

A protective concrete layer is placed under the support plate. The protective concrete layer preferably has a minimum concrete quality of C25 / 35 and a thickness of 5 to 11 cm.

The seal may be disposed between the bridge superstructure plate and the support plate or protective concrete layer. The seal is implemented by bitumen sheeting and is used for the protection of bridge superstructure plates.

The support plate comprises transverse outlets at a distance of 300 to 800 cm on its side facing the protective concrete layer, the transverse outlets having a width of 8 to 12 cm and implemented over the entire width of the support plate.

The longitudinal ribs with recesses are arranged in the support plate, and the longitudinal grooves with stoppers can be arranged in the upper plate. Because of this, the structure can be better matched to each condition of the bridge and each load introduction.

-The length of the plates on the bridge can be extended and up to about 30 m.

Only simple and inexpensive longitudinal reinforcement (less cutting and bending) is needed.

The plates as a whole require less reinforcement (less reinforcement to the stopper).

Reduces formwork and reinforcement costs and other costs by about 50%.

The arrangement of the stopper in the center of the support plate requires only one stopper per support plate and one recess in the top plate.

In the conventional configuration, instead of two stoppers, each arranged one at each plate end, in the arrangement of only one stopper, if the length changes, a length change does not necessarily occur between the upper plate and the bridge superstructure plate.

-"Move" of the upper plate in the longitudinal direction is prevented.

The center arrangement of the stopper allows the top plate to thermally expand or contract without disturbing.

The number of top plates and stoppers are significantly reduced with respect to the length of the bridge superstructure (eg 18 m plate length with one stopper instead of 6 m plate length with two stoppers).

The invention is specifically described below by way of examples.

1 is a longitudinal sectional view of a bridge structure of a fixed track;
2 is a cross sectional view of the bridge in the end region of the plate;
3 is a cross-sectional view of the bridge at the plate center.

The support plate 1 is supported on the protective concrete layer 3 on the bridge superstructure plate 2. The support plate 1 has a longitudinal groove 7 and a stopper 5 in the center region. The stopper engages into a recess 6 arranged in the center of the longitudinal rib 4 of the top plate 8. The support plate 1 has transverse outlets 9 and 10 at intervals of 300 to 800 cm and the outlets are embodied in a width of about 10 cm. The transverse outlets are used for the transverse drainage of the bridge superstructure plate 2.

10 ㎜) 형태로 종방향 리브(4)의 에지에 접착된다.A seal 11 is arranged between the support plate 1 and the bridge superstructure plate 2 or the protective concrete layer 3. The support plate 1 is separated from the upper plate 8 by the separating surface 12. This allows the two plates to be moved differently from each other when given a temperature influence, thereby preventing cracks in the structure. Strip bearings with elastomer band (t

10 mm) to the edge of the longitudinal rib 4.

1 support plate
2 bridge superstructure plate
3 protective concrete floor
4 longitudinal ribs
5 stopper
7 longitudinal groove
8 upper plate
9, 10 transverse outlets
11 days

Claims (10)

A stationary track for a railway vehicle on a bridge, the stationary track comprising: a bridge superstructure plate (2), a support plate (1) covering the superstructure plate and having longitudinal grooves and stoppers, and an upper plate (8) with longitudinal ribs In a fixed track for railroad cars on a bridge, consisting of a rail, the rail being arranged on the top plate 8 by means of fastening means,
The support plate 1 having the longitudinal groove 4 has the stopper 5 at the height of the center of the upper plate 8 disposed above the groove, and the longitudinal groove of the support plate 1 ( 7) is interrupted in this area by the stopper 5 at an interval of about 60 to 100 cm, the upper plate 8 comprises a longitudinal rib 4, the longitudinal rib of the upper plate Interrupted at intervals of about 65 to 105 cm by the recess 6 in the central region, and the stopper 5 of the support plate 1 engages into the recess 6 in a shape-fitting manner; A fixed track for railroad cars on a bridge, characterized in that. 2. The stationary track as claimed in claim 1, wherein the edges of the longitudinal ribs comprise strip bearings. 3. The stationary track as claimed in claim 1, wherein an elastomeric band is bonded to the edges of the longitudinal ribs as a strip bearing. 2. The stationary track of claim 1, wherein a layer of protective concrete is arranged below the support plate. 3. 2. A fixed track according to claim 1, wherein a seal (11) is disposed between the bridge superstructure (2) and the support plate (1) or the protective concrete layer (3). 2. The support plate (1) according to claim 1, wherein the support plates (1) have transverse outlets (9; 10), respectively, with a distance of about 600 to 800 cm relative to the stopper (5), and the transverse outlets (8 to 12 cm). A fixed track for a railway vehicle on a bridge having a width of and embodied over the entire length of the support plate (1) and extending through the longitudinal ribs (4). The longitudinal groove (7) according to claim 1, wherein the longitudinal groove (7) with the stopper (5) is arranged on the lower face of the upper plate (8), and the longitudinal rib (4) with the recess (6) A fixed track for railroad cars on a bridge, characterized in that it is arranged on the support plate (1). 2. A fixed track for a railroad car on a bridge as claimed in claim 1, characterized in that the stopper (5) is arranged at the center of the length of the upper plate (8). 2. A fixed track for a railway vehicle according to claim 1, characterized in that a separating layer is inserted between the top plate (8) and the support plate (1) as a track and / or mat and / or coating. 2. The stationary track of claim 1, wherein the top plate is embodied up to about 30 m long.

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