US20040182946A1 - Method for the continuous laying of a rail on a rigid track in addition to an alignment device and a rigid track - Google Patents

Method for the continuous laying of a rail on a rigid track in addition to an alignment device and a rigid track Download PDF

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Publication number
US20040182946A1
US20040182946A1 US10/486,120 US48612004A US2004182946A1 US 20040182946 A1 US20040182946 A1 US 20040182946A1 US 48612004 A US48612004 A US 48612004A US 2004182946 A1 US2004182946 A1 US 2004182946A1
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United States
Prior art keywords
rail
channel
alignment device
several
rigid track
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Abandoned
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US10/486,120
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English (en)
Inventor
Dieter Reichel
Erich Lindner
Ulrike Schreiner
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Individual
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Individual
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B21/00—Track superstructure adapted for tramways in paved streets
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E01B1/004—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with prefabricated elements embedded in fresh concrete or asphalt
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/16—Guiding or measuring means, e.g. for alignment, canting, stepwise propagation
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/09—Ballastless systems

Definitions

  • the present invention relates to a method for the continuous laying of a rail on a rigid track, in particular consisting of precast concrete components, whereby the rail is placed in a channel of the rigid track and is attached by filling in the channel with a mass, as well as to a corresponding rigid track consisting of a concrete slab.
  • the invention relates to an alignment device for the temporary attachment of a rail in a channel of a rigid track, whereby the alignment device adjusts and fixes the rail in its position relative to a reference point, in particular relative to the channel and/or to a rail extending parallel to the latter.
  • Rigid tracks consisting of precast concrete or concrete cast on site are known.
  • a channel is provided on the top of the concrete slab.
  • the rail extends in the channel.
  • the rail is cast in by means of an elastic casting material poured into the channel.
  • Infundo A system of this type is known by the name Infundo.
  • the rail is fastened in the channel by means of fasteners before the casting in of the rail.
  • the fasteners are cast-in together with the rail, even though these are no longer needed to maintain the position of the rail thanks to the poured mass.
  • these cast-in fasteners manifest themselves disadvantageously.
  • the oscillation of the rails is influenced at these locations so that the travel comfort of the rail vehicle as well as the wear of the rails are diminished.
  • the rail is placed into a channel of the rigid track and is fastened by filling the channel with poured material.
  • Filler blocks are placed on the sides of the rail and the gap between the filler blocks and the channel sides are filled with a grouting mortar.
  • the filler blocks are preferably installed together with the rail in the rail channel of the precast slab.
  • the grouting mortar achieves the clamping of the filler blocks and thereby of the rail. Contrary to the utilization of concrete cast on site, this method makes it possible for the construction to progress rapidly, i.e.
  • the channels may be either set on a slab or be integrated into the slab.
  • the rails and/or the filler blocks are installed by means of an alignment device, in particular with wedges, within the channel in order to achieve precise line positioning, this makes a very rapid and simple line construction possible.
  • the rails can be positioned in their required position by means of the alignment device, in particular with wedges until the final positioning by means of the grouting mortar lends them sufficient strength.
  • the alignment device may either remain in the channel and be integrated with it by casting them in or, if the gap of the alignment device has been left empty by casting, may be removed from the channel. The empty gap in which the alignment device had been located earlier can subsequently be filled with the grouting mortar.
  • the rail In order to achieve especially great strength of the rail support it is possible to provide the rail with conventional rail fasteners in addition to the fastening with the filler blocks and the grouting mortar. In that case the filler blocks may be softer, since they are not exclusively responsible for the precise positioning of the rail. The filler blocks may be designed in this case optimally according to sound attenuation criteria.
  • the gap between the filler blocks and the channel sides is filled in with a grouting mortar made of expansive cement.
  • the expansive cement causes the filler blocks to be clamped between the rail and the channel sides.
  • the elasticity of the filler blocks produces an especially strong clamping of the rails because the expansion of the cement presses the filler blocks against the rail.
  • precast concrete slabs used for the rail traffic it is proposed advantageously here according to the invention that also the precast concrete slabs used for the short-distance rail traffic be aligned in vertical and horizontal direction and be then underpoured with a pouring mass, in particular bitumen cement mortar. This makes a lasting fastening and precise positioning of the rails possible. An especially quiet and therefore noise-reduced traffic, e.g. of trolley cars, is thus made possible.
  • precast concrete slabs are coupled together throughout in longitudinal direction. This coupling is achieved e.g. in that threaded steel rods protrude from the slab ends and in that these are coupled together by means of turnbuckles. After or before the coupling, the gap between the precast slabs is filled with cast concrete.
  • the coupled precast slabs provide especially quiet travel of the vehicle on the rails. The subsidence of the subsoil beneath individual precast slabs has a considerably lesser effect on the course of the rails than when placing individual slabs.
  • a rigid track according to the invention made of a concrete slab which is produced in an especially advantageous manner in form of a precast concrete component
  • the slab is provided with a channel in which the rail is located, for the continuous laying of a rail.
  • the gap between the filler blocks and the channel sides are filled with grouting mortar.
  • the rails and/or the filler blocks are installed advantageously inside the channel with an alignment device, in particular with wedges, in order to maintain a precise positioning of the line.
  • the wedges serve to fix the rail temporarily in its predetermined position.
  • the rail is finally fixed in this position permanently by means of the grouting mortar.
  • the rail can be fastened by means of conventional rail fasteners. These conventional rail fasteners which normally clamp the rail base to the channel bottom, possibly with an elastic intermediary layer, are advantageously fastened only once the alignment device holds the rail in the predetermined position.
  • the gap between the filler blocks and the channel sides is filled out with a grouting mortar made from expansive cement, an especially advantageous fastening of the filler bocks within the channel is achieved.
  • the filler blocks are then pressed against the rails and thus produce excellent sound attenuation as a vehicle passes over them.
  • the precast concrete slab is advantageously aligned in vertical and horizontal direction and is underpoured with a poured mass, in particular bitumen cement mortar in order to achieve permanent fastening of the precast concrete slab. If several precast concrete slabs are coupled together throughout in longitudinal direction, a very long-lasting, stable and strong track is also achieved for short-distance rail traffic.
  • the precast concrete slab is covered with poured asphalt, a crossing can be produced very rapidly and advantageously in one even plane. This furthermore makes it possible for the precast concrete slab to be used also for other than rail-guided vehicles. An advantageous line is thus created especially for EMS vehicles. If the sides of the channel and/or of the filler blocks towards the gap are at an angle relative to the vertical axis of the rail, a possible coming out of the filler blocks is prevented. Thus an essentially trapezoid cross-section of the channel and/or of the filler blocks is obtained. Possible coming out of the filler blocks from the channel is prevented, since the angled sides create undercuts with which the filler blocks mesh.
  • the precast concrete slab contains spindles.
  • the precast concrete slab is aligned by means of these spindles and is underpoured thereafter for permanent fastening.
  • the rail is advantageous for the rail to be a groove rail, such as normally used for trolley cars.
  • the upper edge of the covering can extend evenly with the upper edge of the rail.
  • a thickness of approximately 5 cm of the covering is normally sufficient, especially if the covering is a layer of poured asphalt. If the slab is not covered it is advantageous for the upper edge of the rail to extend in one and the same plane with the upper edge of the slab.
  • the slab in an embodiment with covering has approximately the same thickness, together with the covering, as a slab in an embodiment without covering. This makes it possible to prepare a level foundation on which the two types of slabs can be placed.
  • the filler blocks are elastic, especially if they are made of rubber granulate, an especially advantageous clamping of the rails is achieved by means of a cast concrete, especially if the latter is made of expansive cement.
  • the slabs can be used for curves or straight segments of the line.
  • the trapezoid form of the slab makes it possible to lay the rails very easily within curve segments, especially if the slabs for such applications are shorter than for straight lines.
  • the rigid track is a precast frame consisting of longitudinal and transverse beams.
  • the longitudinal beams are in that case connected to the transverse beams, whereby the transverse beams have essentially the task of positioning the two longitudinal beams.
  • Overall a stable track is produced and can be made as a precast component to be merely adjusted and installed on the construction site.
  • the frame of precast components is lighter than the precast slab and is thus even easier to lay.
  • the wide gaps between the individual transverse beams make greening of the track very easy. This too is especially advantageous for inner-city traffic operation.
  • the rails are installed on or in the longitudinal beams.
  • the longitudinal beams may be designed so that they contain a channel in which the rails are fastened.
  • the rails may be fastened on the longitudinal beams in a conventional manner by means of rail fasteners at bearing points or continuously.
  • the location of the alignment device is filled in once the alignment device has been removed from the channel. Thereby a mostly uniform oscillation and attenuation of the rail is maintained, also in those areas where the alignment device had been previously located.
  • the support of the rail in the channel is uniform over the entire length of the rail. A difference between the previous adjustment location and the areas between two alignment devices can barely be detected.
  • the casting mass is set so that it hardens rapidly, so that one alignment device can already be removed while the casting-in of the rail has reached the following alignment device.
  • the rail With a distance between two alignment device of approximately 3 m and a correspondingly selected curing time, the rail has already so much strength after casting-in of three running meters that the first alignment device need no longer assume any adjustment function. It can therefore be removed and can be used again in a subsequent position. This provides the advantage that relatively few alignment devices are needed in order to lay rails.
  • the alignment device can be located at different locations. It is advantageous if the rail is clamped in the channel by the alignment device. Hereby an alignment of the rail relative to the channel or relative to other measuring points is possible.
  • the rail of a line running parallel to the rail to be adjusted can serve as an especially advantageous reference point. In that case it is advantageous if the rail is adjusted and maintained together and in relation to the rail running parallel with it.
  • the alignment device grasps e.g. the two rail heads by means of one claiming device for each.
  • the two clamping devices are connected to each other by means of a connection device which maintains the predetermined distance between the two rails.
  • the connection device is then located above the rigid track.
  • the rail is held by the alignment device from the side of the rail base. This makes frequent and easy adjustment of the rail possible. O the other side however it is necessary that measures were taken in the rigid track by which, especially where an alignment device with a connection device is used, this connection device has enough room available. Often an opening in the rigid track is provided in an inventive manner for this.
  • the opening or other measures provided for the adjustment device in the rigid track are kept free at least partially during the casting in of the alignment device, so that they may serve as drainage groove. This is especially advantageous since in embodiment with channels located in humps, precipitation accumulates between the two channels of the rails of a line and can only be removed at great cost. Thanks to the advantageous openings in the rigid track that can be used for the alignment device, the drainage problem of the known state of the art can be solved in addition without requiring any considerable additional cost.
  • the method according to the invention makes it possible for the rigid track to consist of a plurality of concrete slabs, in particular precast concrete components that are laid down one after the other, aligned with each other and are underpoured.
  • the alignment of the concrete slabs can be effected in a relatively rough manner. Relatively high tolerances are admissible, so that the laying time is reduced considerably. This is possible because the actual aligning is effected not on the concrete slabs but on the rail concerned. After hardening of the underpoured mass the rail is laid into the channel, is adjusted, and the channel is then filled with the special elastic casting mass. This makes a strong but nevertheless elastic fastening of the rail on the rigid track possible.
  • An alignment device that is especially suited for the implementation of the method described above is used for the temporary fastening of the rail in a channel of a rigid track.
  • the alignment device adjusts and fixes the rail in its position relative to a reference point, which is the channel itself in particular, or another rail extending parallel with the rail.
  • the alignment device consists of at least one claming device of a rail and a connection device to connect the clamping device to the reference point.
  • An especially simple alignment device is achieved if the connection device has a defined length that is equal to the actual distance between the rail and the reference point. Thereby the rail is to be fastened merely by means of the claming device and is to be connected to the reference point by means of the connection device. Through this alone the rail is already held in its correct position.
  • the alignment device In order to be able to effect an adjustment in vertical as well as in horizontal direction it has been advantageously provided for the alignment device to be equipped with a level setting device.
  • the level setting device which preferably is borne on the rigid track, in particular in the area of the channel, can be realized very simply e.g. by means of a spindle which changes the level position of the clamped rail.
  • connection device extends above the channel.
  • the clamping device is directed in that case downward, in the direction of the rail and is here especially well suited to clamp the rail from the side of the rail head.
  • connection device is designed in such manner that it reaches into an opening of the channel.
  • the connection device normally extending perpendicularly to the longitudinal axis of the rigid track thus cuts through the channel in transverse direction.
  • Such a connection device is provided with conventional clamping devices that clamp the rails from the side of the rail base. A measure in form of the opening of the channel must be provided in the rigid track for this.
  • a rigid track according to the invention consists of a concrete slab, in particular of a plurality of precast concrete components for the continuous bedding of a rail.
  • the rigid track is thereby provided with a channel in which the rail is located and is fastened by casting in the channel with an elastic mass.
  • the rigid track is provided with an opening according to the invention, essentially transversal to the longitudinal sense of the rigid track, in the area of the channel.
  • An alignment device or part thereof is received at least temporarily in the opening.
  • the opening serves to produce or utilize a drainage groove for precipitation water that accumulates between two parallel humps or troughs of a rigid track.
  • the rigid track having such an opening can serve for the temporary fastening of a rail by means of an alignment device.
  • inventive fastening of a rail in a channel of the rigid track by means of the also inventive alignment device is made possible.
  • the opening serves to constitute a drainage groove and is thereby especially advantageous and inventive. The applications of the rigid track are thus extremely flexible.
  • the channel is advantageously located essentially on a surface of the concrete slab. This facilitates manufacture and makes it possible to produce a relatively thin concrete slab that can be produced and transported inexpensively because of its light weight.
  • the precipitation water collects in the opening and runs off the rigid track through the opening.
  • a gradient of the opening towards the outside of the slab further assists the flowing off of the precipitation water.
  • a rigid track where the rail is extensively cast in into the trough is especially advantageous. This lends especially great strength to the rail on the rigid track and it is furthermore sound-insulated by the elastic casting mass.
  • the opening which can serve on the one hand to contain the alignment device and on the other hand as a drainage groove, can in addition serve as a target breaking point of the slab for a defined crack formation.
  • the opening extending perpendicularly to the channels up to the slab surface will then produce cracks at exactly these locations. These defined cracks can be inspected easily and reliably to determine the condition of the slab. If the crack occurrence is too heavy, it may be necessary in some cases to consider replacing the slab in question.
  • FIG. 1 shows a rigid track with channels placed on a slab surface
  • FIG. 2 shows a rigid track with channels integrated into the concrete slab
  • FIG. 3 shows a rigid track with an alignment device attacking from above
  • FIG. 4 shows a detailed view of FIG. 3,
  • FIG. 5 shows a rigid track with alignment devices attacking below the rail
  • FIG. 6 shows a detailed view of FIG. 5,
  • FIG. 7 shows a precast concrete slab in perspective
  • FIG. 8 shows a detail of a rail fastening
  • FIG. 9 shows a precast concrete slab with covering, in perspective
  • FIG. 10 shows a precast slab without covering, in perspective
  • FIG. 11 shows a precast concrete frame in perspective
  • FIG. 12 shows another precast concrete frame in perspective.
  • FIG. 1 a rigid track consisting of precast concrete slabs 1 is shown in perspective.
  • the precast concrete slab 1 consists essentially of a slab with a substantially rectangular cross-section and with humps 2 set on it. Two of the humps 2 constitute a channel 3 in which a rail 4 is laid.
  • the precast concrete slabs 1 are laid down e.g. on a hydraulically attached supporting layer and their position is determined e.g. by means of spindles that are not shown.
  • the precast concrete slab 1 is then underpoured with an underpouring mass which is poured by means of opening 6 between the precast concrete slab 1 and the hydraulically attached supporting layer.
  • the individual precast concrete slabs 1 can be either placed loosely against each other or can be coupled to each other in a known manner.
  • the humps 2 forming the channel 3 extend in the longitudinal sense of the precast slabs.
  • Two rails 4 , 4 ′ constituting the rail line for rail-guided vehicles run parallel to each other at a predetermined defined distance from each other.
  • the rails 4 , 4 ′ each of which is located in a channel 3 are cast in with an elastic casting mass 5 in the channel 3 , and are thereby fastened permanently. Rails other than those shown here can of course be used in the same manner.
  • FIG. 2 shows another embodiment of a precast concrete slab 1 .
  • the precast concrete slab 1 whose cross-section is again substantially rectangular has parallel incisions constituting in turn the channel 3 .
  • the precast concrete slabs 1 are laid in the same manner as described above for FIG. 1.
  • the advantage of such a precast concrete slab 1 is e.g. that it can be used for rail crossings, since the line and the track bed can be traversed at a right angle to the course of the rails.
  • FIG. 3 shows a precast concrete slab 1 as in FIG. 1.
  • the humps 2 and thereby the channels 3 extend above the actual precast concrete slab 1 .
  • the channels 3 or humps 2 have openings 7 at regular intervals, extending at a right angle to the longitudinal direction of the humps 2 and the channels 3 .
  • the openings 7 of a channel 3 correspond to the openings 7 of the parallel channel 3 ′.
  • An alignment device 8 is installed in the opening 7 connecting and thereby fixing the two rails 4 , 4 ′ extending parallel to each other.
  • the alignment device 8 consists of two clamping devices 10 as well as of a connection device 11 connecting the two clamping devices 10 with each other.
  • a level alignment device 12 is provided in the area of each end of the alignment device 8 or in the area of the rail 4 , 4 ′.
  • the vertical alignment of the rails 4 , 4 ′ is effected by means of the level alignment device 12 .
  • the level alignment device 12 consists t of a spindle supported on the bottom of the opening 7 and thus influences and fastens the rail 4 , 4 ′.
  • the channel 3 can be cast in with an elastic casting mass 5 .
  • the area of the alignment device 8 remains at first open, so that the alignment device 8 can be removed once the casting mass 5 has hardened to a great extent. At this point in time the casting mass 5 already assumes the adjustment and holding of the rail 4 , so that the alignment device 8 is no longer needed.
  • the area in which it had previously been located in the channel 3 can be filled with the casting mass 5 so that the rail 4 , 4 ′ is completely cast in the casting mass 5 .
  • the alignment devices 8 are preferably placed at distances of 3 m each from each other. Thereby sufficiently good adjustment of the rails 4 , 4 ′ is made possible.
  • FIG. 4 shows a detailed view of the alignment device 8 in the area of the clamping devices 10 .
  • the alignment device 8 reaches around the rail 4 with its clamping devices 10 .
  • the rail 4 consists of a rail base 20 , a rail stem 21 and a rail head 22 .
  • the clamping devices 10 grasps the rail 4 in the present embodiment from the side of the rail head 22 and clamps the rail head 22 and/or the rail stem 21 in that a clamp 13 presses the rail 4 against a stop 14 .
  • the clamping force is imparted by means of a screw 15 that moves the clam 13 in the direction of the stop 14 . Extensive or complete unscrewing of the screw 15 makes it possible to remove the clam 13 completely from the alignment device 8 , so that the alignment device 8 can be removed from the partially cast in rail 4 by placing the alignment device 8 at an angle.
  • the level adjustment of the alignment device 8 is effected by means of the level alignment device 12 that is a spindle in the present embodiment. Rotation of the spindle relative to the connection device 11 achieves vertical adjustment of the alignment device 8 and thereby of the rail 4 .
  • the level alignment device 12 is supported for this on the bottom of the openings 7 .
  • the level alignment device 12 it is also possible for the level alignment device 12 to be supported on the top of the hump 2 or even on the precast concrete slab 1 .
  • an for the stop 14 to be also movable, so that a removal of the alignment device 8 from the partially cast-in rail 4 becomes possible.
  • FIG. 5 shows another precast concrete slab 1 .
  • humps 2 constituting a channel 3 are again provided on the slabs surface.
  • the openings 7 extend into the area of the surface of the precast concrete slab 1 .
  • the alignment device 8 extends in this embodiment below the rails 4 , 4 ′ in the region of the precast concrete slab 1 .
  • the openings 7 can remain at least partially open, so that precipitation water accumulating between the two inner humps 2 is able to drain off through these openings. In this manner especially easy drainage of a rigid track is provided together with the other advantages.
  • FIG. 6 shows a detailed view of the alignment device 8 of the embodiment shown in FIG. 5.
  • the alignment device has a clamping devices 10 which clamps the rail 4 from the side of the rail base 20 .
  • the clamping devices 10 is provided with a stop 14 as well as with a clamp 13 .
  • the clamp 13 is in clamping or release position by means of a screw 15 .
  • the horizontal distance between the rails 4 , 4 ′ is obtained in that the connection device 11 is fixedly connected to the stop 14 . In this manner the same distance between the rails 4 , 4 ′ from each other is always maintained.
  • the level adjustment in turn is made with the level alignment device 12 which is again a spindle or a screw.
  • the level alignment device 12 is supported on the bottom of the opening 7 and its level can be adjusted by rotation. In some cases it may be necessary for the connection device 11 or the stop 14 to be attached to the alignment device 8 so as to be detachable at least in part so that a removal of the alignment device 8 from the partially cast-in rail 4 is made possible.
  • the opening 7 reaches into the precast concrete slab 1 .
  • the openings 7 at the same time as a drainage groove if the opening 7 is kept open below the rail 4 or the channel 3 as the area of the alignment device 8 of the channel 3 is cast in. This can be effected by inserting a pipe in the area of the alignment device 8 before the casting-in operation, or by removing the casting mass again from the opening 7 in the area below the rail 4 after the casting.
  • the opening 7 extending into the area of the precast concrete slab 1 furthermore acts as a target breaking location of the precast concrete slab 1 . Crack formation can be monitored exactly in the area of the opening 7 , so that the condition of the precast concrete slab 1 can be determined quickly and easily and therefore inexpensively at any time.
  • FIG. 7 shows a precast concrete slab 1 in a perspective view.
  • Channels 3 and 3 ′ are provided in the precast concrete slab 1 , and in these the rails 4 which are not shown here are fastened.
  • the precast concrete slab 1 has an opening 6 into which a casting mass, in particular bitumen-cement mortar can be filled for the underpouring of the precast concrete slab 1 .
  • the precast concrete slab 1 is underpoured once the precast concrete slab 1 has been aligned in vertical and/or horizontal direction by means of spindles 18 several of which are installed in the slab 1 . By underpouring the slab 1 it is permanently fixed in its predetermined position.
  • slabs 1 can be connected with each other by connecting to each other and bracing threaded steel rods 19 protruding from the slab 1 with each other.
  • This is a connecting method such as is customary on rigid tracks for high-speed rail traffic.
  • this technology is also used for short-distance rail traffic, in particular trolley cars in inner city operation.
  • the channels 3 , 3 ′ are designed so that the rails 4 can be fastened in an optimal manner.
  • Conventional rail fasteners 23 are provided for this and these advantageously fasten the rails in a conventional manner on the slab 1 at approximately 3 m intervals.
  • the sides of the channels have alternating recesses 25 and wedging surfaces 26 .
  • the recesses 25 serve to fix the inserted filler blocks within the channel.
  • the undercut of the recesses 25 prevents the filler blocks from gradually coming out of the channel 3 , 3 ′.
  • An alignment device, in particular wedges, are applied to the wedging surfaces 26 to fasten the rail temporarily. Once the rail has been fastened permanently these wedges can be removed again and the cavities can possibly also be cast-in with a casting mass.
  • FIG. 8 shows a detailed view of a rail fastening.
  • the rail 4 is installed within the channel 3 of the precast concrete slab 1 .
  • An elastic base 24 on which the rail 4 is laid continuously is provided beneath the rail base 20 .
  • Conventional rail fasteners 23 are applied to the rail base 20 and fasten the rail 4 essentially in its desired position in vertical as well as in horizontal position.
  • the rail fasteners 23 are anchored inside the slab 1 .
  • Filler blocks 30 are provided laterally at the rail stem 21 .
  • the filler blocks 30 are ordinarily inserted together with the rail 4 into the channel.
  • wedges 31 are provided to bear on the one hand against the wedging surfaces 26 of the channel 3 and on the other hand against a side 33 of the filler blocks 30 .
  • the side 33 is at an angle relative to the vertical axis of the rail 4 or of the wedging surfaces 26 , so that the wedge 31 is able to clampingly hold the filler block 30 inside the channel 3 .
  • an interval 32 that is cast in with a mass not shown here.
  • This mass is made in particular of expansive cement and fills out the interval 32 completely.
  • the expansion causes the advantageously elastic filler blocks 30 to be pressed together, thus providing a permanent fixing of the rail 4 inside the channel 3 .
  • optimal noise insulation of the rail is created.
  • the expansive cement has hardened, the wedges 31 can be removed since they no longer have any role to play.
  • the cavities produced can also be filled.
  • FIG. 9 shows a precast concrete slab with covering in perspective.
  • the precast concrete slab 1 is designed so that it is able to accept a covering 36 .
  • the upper edge of the covering 36 is essentially flush with the upper edge of the rail 4 .
  • the covering 36 consists in many cases of poured asphalt, so that street traffic can also pass over the precast concrete slab 1 .
  • FIG. 10 shows a perspective view of a precast concrete slab 1 without covering. Compared with the precast slab of FIG. 9, it appears that this precast concrete slab without covering is thicker than the precast concrete slab 1 with the covering. Therefore the foundation of both slab models can be prepared on the same level and these two slab types can be combined without any further leveling of the foundations.
  • FIG. 11 shows a precast concrete frame 38 in perspective.
  • the precast concrete frame 38 consists of two longitudinal beams 38 and four transverse beams 39 .
  • the rails 4 , 4 ′ are placed on the longitudinal beams 38 .
  • the rails 4 , 4 ′ are fastened with conventional rail fasteners 23 located on bearing points.
  • a precast concrete frame 37 as shown in FIG. 11 has special advantages regarding weight and thereby for processing.
  • the height of the transverse beams 39 is less than the height of the longitudinal beams 38 .
  • the precast concrete frame 37 is adjusted by means of spindles 18 integrated into the longitudinal beams of the precast concrete frame 37 . Thereby an adjustment in horizontal and vertical direction of the precast concrete frame 37 is possible as much as with precast concrete slabs.
  • FIG. 12 shows another precast concrete frame in perspective.
  • the rails 4 , 4 ′ are not placed on the longitudinal beams 38 but in channels 3 , 3 ′ of the longitudinal beams 38 .
  • the rails 4 , 4 ′ can be fastened in the channels 3 , 3 ′ either in the inventive manner described above, or also in conventional manner.
  • the fastening of the rails 4 , 4 ′ can be continuous or discontinuous, standing or hanging in this case.
  • the upper edge of the rails 4 , 4 ′ is advantageously flush with the upper edge of the longitudinal beams 38 .
  • the upper edge of the longitudinal beams 38 may however also be lower than the upper edge of the rails 4 , 4 ′, so that an additional covering can be added on it.
  • the present invention is not limited to the embodiments shown. In particular different embodiments of the alignment device and of the clamping device are possible at any time. Combinations of the different embodiments are also within the scope of the invention.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Road Paving Structures (AREA)
  • Conveying And Assembling Of Building Elements In Situ (AREA)
  • Railway Tracks (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Discharge Heating (AREA)
  • Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)
US10/486,120 2001-08-14 2002-07-06 Method for the continuous laying of a rail on a rigid track in addition to an alignment device and a rigid track Abandoned US20040182946A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10138803.9 2001-08-14
DE10138803A DE10138803A1 (de) 2001-08-14 2001-08-14 Verfahren zum kontinuierlichen Lagern einer Schiene auf einer festen Fahrbahn sowie Justiereinrichtung und feste Fahrbahn
PCT/EP2002/007544 WO2003016629A1 (de) 2001-08-14 2002-07-06 Verfahren zum kontinuierlichen lagern einer schiene auf einer festen fahrbahn sowie justiereinrichtung und feste fahrbahn

Publications (1)

Publication Number Publication Date
US20040182946A1 true US20040182946A1 (en) 2004-09-23

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US10/486,120 Abandoned US20040182946A1 (en) 2001-08-14 2002-07-06 Method for the continuous laying of a rail on a rigid track in addition to an alignment device and a rigid track

Country Status (17)

Country Link
US (1) US20040182946A1 (de)
EP (1) EP1417379B1 (de)
JP (1) JP2004538401A (de)
KR (1) KR20040030113A (de)
CN (1) CN1268813C (de)
AT (1) ATE299200T1 (de)
AU (1) AU2002355978A1 (de)
BR (1) BR0211832A (de)
CA (1) CA2457074A1 (de)
DE (2) DE10138803A1 (de)
EA (1) EA005054B1 (de)
HR (1) HRP20040247A2 (de)
HU (1) HUP0401337A2 (de)
IL (1) IL160300A0 (de)
PL (1) PL204349B1 (de)
WO (1) WO2003016629A1 (de)
YU (1) YU10704A (de)

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US20080257971A1 (en) * 2005-03-26 2008-10-23 Martin Kowalski Method of Adjusting the Height of a Fixed Rail Carriageway
US20100001088A1 (en) * 2006-09-13 2010-01-07 Max Bogl Bauunternehmung Gmbh & Co. Kg Trackway and Method for Manufacturing a Trackway
US20100294847A1 (en) * 2007-05-11 2010-11-25 Patrick Carels Prefabricated module for a railway and method for manufacturing this module
US20110278366A1 (en) * 2007-08-29 2011-11-17 Lohr Industrie Prefabricated module for the track of a self-guided urban transport vehicle on tyres
KR101115365B1 (ko) 2011-09-09 2012-02-15 안양대학교 산학협력단 프리케스트 슬래브 궤도 시공공법
US8603376B1 (en) * 2011-06-27 2013-12-10 Thomas Sands Railroad direct fixation tie covering system
WO2014201523A1 (en) * 2013-06-21 2014-12-24 Aurizon Operations Limited Improvements in railway tracks
US8973318B2 (en) * 2010-01-29 2015-03-10 Precast Advanced Track Limited Modular slab and modular surface system
US20170058517A1 (en) * 2015-08-29 2017-03-02 Clark Pacific Precast, Llc Integrated access floor system
US20180023258A1 (en) * 2015-02-10 2018-01-25 VIANINI S.p.A Modular system for the laying of underground and railroad and tram lines
ES2684844A1 (es) * 2017-03-31 2018-10-04 Metropolitano de Tenerife, S.A. Dispositivo aislante extraible para carriles de garganta de vias urbanas de ferrocarril
US11247327B2 (en) * 2017-03-23 2022-02-15 IPR—Intelligente Peripherien fuer Roboter GmbH Support rail for a robot platform that can be moved in translation, and motion system and robot system having a support rail of this kind
RU216666U1 (ru) * 2022-12-09 2023-02-17 Общество С Ограниченной Ответственностью "Современные Рельсовые Системы" Плита путевая для устройства трамвайных путей

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JP2006328649A (ja) * 2005-05-23 2006-12-07 Nippon Road Co Ltd:The 路面電車用のレール固定構造
FR2911154B1 (fr) * 2007-01-05 2014-07-18 Lohr Ind Rail de guidage ou de roulage enrobe d'une matiere de garnissage et procede de pose d'un tel rail
KR100854479B1 (ko) * 2007-11-15 2008-08-26 (주) 아시아방재연구원 레일설치지그 및 이를 이용한 매립식 철도궤도 시공방법
DE102008001293A1 (de) 2008-04-21 2009-10-22 Max Bögl Bauunternehmung GmbH & Co. KG Feste Fahrbahn mit kontinuierlicher Auflagerung
KR101421007B1 (ko) * 2011-03-09 2014-07-16 (주)청도코퍼레이션 궤도용 레일 매립형 프리캐스트 콘크리트 슬래브 패널
CN103952950B (zh) * 2014-05-16 2016-02-24 洛阳双瑞橡塑科技有限公司 一种可拆卸结构的埋入式轨道
KR101678588B1 (ko) * 2014-11-21 2016-11-23 빌트원 주식회사 트램궤도 시공방법
KR101720912B1 (ko) * 2016-11-24 2017-03-28 서울과학기술대학교 산학협력단 철도차륜 전동소음 흡음 시스템 및 그 시공방법
JP6770763B2 (ja) * 2018-08-09 2020-10-21 株式会社オーイケ レール基礎の施工方法およびレール基礎ブロック
CN110093817B (zh) * 2019-05-07 2020-11-10 北京铁科首钢轨道技术股份有限公司 抗粘黏的铁路轨道小阻力扣件
JP2020026354A (ja) * 2019-09-12 2020-02-20 株式会社オーイケ レール基礎の施工方法およびレール基礎ブロック
JP2021110160A (ja) * 2020-01-10 2021-08-02 株式会社オーイケ レール基礎を兼ねた排水溝およびコンクリートブロック
CN116837667A (zh) * 2023-05-30 2023-10-03 安徽省交通规划设计研究总院股份有限公司 一种快速施工的轨道桥梁结构及复合连接榫配筋计算方法
KR102675448B1 (ko) * 2023-08-24 2024-06-14 트리폴건설(주) 도상콘크리트용 단위패널

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Cited By (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7562629B2 (en) * 2003-10-20 2009-07-21 Lohr Industrie Modular track section for urban transport vehicle in particular self-steering on tyres
US20070079724A1 (en) * 2003-10-20 2007-04-12 Robert Lohr Modular track section for urban transport vehicle in particular self-steering on tyres
US20080257971A1 (en) * 2005-03-26 2008-10-23 Martin Kowalski Method of Adjusting the Height of a Fixed Rail Carriageway
US7810741B2 (en) * 2005-03-26 2010-10-12 Rail.One Gmbh Method of adjusting the height of a fixed rail carriageway
US20100001088A1 (en) * 2006-09-13 2010-01-07 Max Bogl Bauunternehmung Gmbh & Co. Kg Trackway and Method for Manufacturing a Trackway
US8091797B2 (en) * 2006-09-13 2012-01-10 Max Bogl Bauunternehmung Gmbh & Co. Kg Trackway and method for manufacturing a trackway
US8393552B2 (en) * 2007-05-11 2013-03-12 Prefarails S.A. Prefabricated module for a railway and method for manufacturing this module
US20100294847A1 (en) * 2007-05-11 2010-11-25 Patrick Carels Prefabricated module for a railway and method for manufacturing this module
US8430333B2 (en) * 2007-08-29 2013-04-30 Lohr Industrie Prefabricated module for the track of a self-guided urban transport vehicle on tyres
US20110278366A1 (en) * 2007-08-29 2011-11-17 Lohr Industrie Prefabricated module for the track of a self-guided urban transport vehicle on tyres
US9574346B2 (en) * 2010-01-29 2017-02-21 Precast Advanced Track Limited Modular slab and modular surface system
US8973318B2 (en) * 2010-01-29 2015-03-10 Precast Advanced Track Limited Modular slab and modular surface system
US20150152638A1 (en) * 2010-01-29 2015-06-04 Precast Advanced Track Limited Modular slab and modular surface system
US8603376B1 (en) * 2011-06-27 2013-12-10 Thomas Sands Railroad direct fixation tie covering system
KR101115365B1 (ko) 2011-09-09 2012-02-15 안양대학교 산학협력단 프리케스트 슬래브 궤도 시공공법
WO2014201523A1 (en) * 2013-06-21 2014-12-24 Aurizon Operations Limited Improvements in railway tracks
US20180023258A1 (en) * 2015-02-10 2018-01-25 VIANINI S.p.A Modular system for the laying of underground and railroad and tram lines
US10435849B2 (en) * 2015-02-10 2019-10-08 Vianini S.P.A. Modular system for the laying of underground and railroad and tram lines
US20170058517A1 (en) * 2015-08-29 2017-03-02 Clark Pacific Precast, Llc Integrated access floor system
US11247327B2 (en) * 2017-03-23 2022-02-15 IPR—Intelligente Peripherien fuer Roboter GmbH Support rail for a robot platform that can be moved in translation, and motion system and robot system having a support rail of this kind
ES2684844A1 (es) * 2017-03-31 2018-10-04 Metropolitano de Tenerife, S.A. Dispositivo aislante extraible para carriles de garganta de vias urbanas de ferrocarril
RU216666U1 (ru) * 2022-12-09 2023-02-17 Общество С Ограниченной Ответственностью "Современные Рельсовые Системы" Плита путевая для устройства трамвайных путей

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JP2004538401A (ja) 2004-12-24
YU10704A (sh) 2006-08-17
PL367785A1 (en) 2005-03-07
EP1417379A1 (de) 2004-05-12
AU2002355978A1 (en) 2003-03-03
EA200400307A1 (ru) 2004-08-26
CN1268813C (zh) 2006-08-09
CA2457074A1 (en) 2003-02-27
HUP0401337A2 (en) 2004-10-28
PL204349B1 (pl) 2010-01-29
EA005054B1 (ru) 2004-10-28
ATE299200T1 (de) 2005-07-15
KR20040030113A (ko) 2004-04-08
BR0211832A (pt) 2004-09-08
DE50203585D1 (de) 2005-08-11
IL160300A0 (en) 2004-07-25
WO2003016629A1 (de) 2003-02-27
DE10138803A1 (de) 2003-02-27
EP1417379B1 (de) 2005-07-06
HRP20040247A2 (en) 2004-08-31
CN1541294A (zh) 2004-10-27

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