US20040182946A1

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

Info

Publication number: US20040182946A1
Application number: US10/486,120
Authority: US
Inventors: Dieter Reichel; Erich Lindner; Ulrike Schreiner
Original assignee: Individual
Current assignee: Individual
Priority date: 2001-08-14
Filing date: 2002-07-06
Publication date: 2004-09-23
Also published as: DE10138803A1; DE50203585D1; CA2457074A1; IL160300A0; ATE299200T1; KR20040030113A; JP2004538401A; HRP20040247A2; EP1417379B1; EA005054B1; BR0211832A; HUP0401337A2; EP1417379A1; PL204349B1; CN1268813C; CN1541294A; PL367785A1; EA200400307A1; YU10704A; AU2002355978A1

Abstract

The invention relates to a method for the continuous laying of a rail (4,4′) on a rigid track, in particular consisting of precast concrete components (1). According to said method, the rail (4,4′) is positioned in a channel (3,3′) of the rigid track and is fixed by said channel (3,3′) being filled. The inventive method is characterised in that chamber filler blocks (30) are located at the sides of the rail (4,4′) and the gap (32) between the chamber filler blocks (30) and the sides (34) of the channel is filled with a grouting mortar.

Description

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. In addition 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. In a particular embodiment of such rigid tracks a channel is provided on the top of the concrete slab. The rail extends in the channel. For extensive fastening of the rail in the channel, the rail is cast in by means of an elastic casting material poured into the channel. A system of this type is known by the name Infundo.

In the state of the art it is disadvantageous in some applications that 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. When rail-guided vehicles, in particular high-speed trains travel over the rails, 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.

For short-distance traffic it is especially important that unimpeded traffic can be resumed rapidly following construction work, especially at crossings of streetcars and street. The solutions known so far are always based on concrete tracks cast on site in which the rails are laid. The production of the concrete slab on site as well as the type of fastening of the rails within the concrete slab produced on site as used until now require much time before traffic can be resumed. It is therefore the object of the present invention to improve travel comfort and wear conditions with rigid tracks through suitable measures and to create the possibility for especially rapid construction of a rigid track especially in the area of short-distance traffic.

This object is attained through the characteristics in the independent claims.

By a method for the continuous laying of a rail on a rigid track, in particular one made of precast concrete components, 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. when this method is used, crossings can be produced within one day so that traffic would be able to roll on this track as early as on the following day. This is a great advantage, especially in case of reconstruction. The advantage of a solution with precast parts and of continuous rail laying are thus combined. The channels may be either set on a slab or be integrated into the slab.

If 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.

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.

In order to achieve especially good clamping of the rails it is advantageous for the gap between the filler blocks and the channel sides to be 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.

As is known in the high speed field 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.

In order to achieve especially great precision of the individual slabs relative to each other as well as of the individual rails relative to each other, several 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.

Especially when the rigid track is installed in the area of a rail/street crossing it is advantageous if the precast concrete slab is covered with poured asphalt. This allows for noise-reduction in the traffic at the crossing.

In 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. On the sides of the rail filler blocks are provided and the gap between the filler blocks and the channel sides are filled with grouting mortar. Thereby precise and lasting positioning of the rail on the precast concrete slab is achieved.

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. In addition, 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.

If 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.

If 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.

In order to achieve a good wedging effect of the alignment device it is advantageous for channel or filler block sides towards the gap in the vicinity of the wedge are essentially parallel with the vertical rail axis. In that way the wedge can be fastened reliably and the rail can be cast-in in the channel by pouring without changing its position.

In order to be able to adjust the precast concrete slab optimally in vertical and/or horizontal direction, the precast concrete slab contains spindles. The precast concrete slab is aligned by means of these spindles and is underpoured thereafter for permanent fastening.

Especially when the present invention is applied in the area of short-distance rail traffic it is advantageous for the rail to be a groove rail, such as normally used for trolley cars.

If the distance between the upper edge of the rail and the upper edge of the slab is approximately 5 cm when the slab is to be covered, 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.

Especially if covered and uncovered slabs are to be combined it is especially advantageous for 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.

If 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.

If the slab is rectangular or trapezoid in shape 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.

In a special embodiment of the present invention which is in itself inventive, 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.

In such an embodiment of the precast concrete component 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. Alternatively it is possible to provide for the rails to be fastened on the longitudinal beams in a conventional manner by means of rail fasteners at bearing points or continuously.

To align the precast frame it is especially advantageous for spindles to be provided in the more stable longitudinal beams. The longitudinal beams and thereby the precast frame is moved by means of the spindles into their predetermined position. Following this, the longitudinal beams are underpoured with an underpouring mass, in particular a bitumen cement mortar in order to fasten the precast frame permanently.

With a method for continuous bedding of a rail on a rigid track provisions are made for the rail to be adjusted in the channel by means of an alignment device before the filling of the channel, for the rail to be then cast-in in the channel, with the area of the alignment device being left out and for the alignment device to be removed following the at least partial curing of the casting mass. The removal of the alignment device which is usually made of metal does not have any negative influence on the oscillation behavior of the rail in subsequent operation because the rail does not lie at determined distances again and again on a metallic support and is supported elastically in the remaining area. The removal of the alignment device creates an extensively even support of the rail. At the locations where the alignment device was located, free oscillation of the rail is possible with the rail not supported on the fixed alignment device.

It is especially advantageous and inventive if 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. In this preferred embodiment 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.

In an advantageous bedding method 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. 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.

If the rail is held by the alignment device from the side of the rail head, it is possible to utilize a rigid track where no special measures were taken for the adjustment. The alignment device then 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.

In another advantageous method 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.

It is especially advantageous if 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.

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.

In an advantageous embodiment the 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. With such a connection device special measures for the placement of the alignment device relative to the rigid track is most often not necessary.

In another advantageous embodiment the 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. In addition or alternatively, 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. As a result the inventive fastening of a rail in a channel of the rigid track by means of the also inventive alignment device is made possible. Also if the rigid track is used for the conventional fastening of rails, 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.

If the opening in the channel reaches at least as far as the slab surface it is possible for all of the precipitation water accumulating on the slab surface between the channels to flow off.

If the opening on the slab surface extends over the entire width of the slab and is also continued advantageously on the slab surface, 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.

Additional advantages of the invention are described in the examples of embodiments below. [0050]
FIG. 1 shows a rigid track with channels placed on a slab surface, [0051]
FIG. 2 shows a rigid track with channels integrated into the concrete slab, [0052]
FIG. 3 shows a rigid track with an alignment device attacking from above, [0053]
FIG. 4 shows a detailed view of FIG. 3, [0054]
FIG. 5 shows a rigid track with alignment devices attacking below the rail, [0055]
FIG. 6 shows a detailed view of FIG. 5, [0056]
FIG. 7 shows a precast concrete slab in perspective, [0057]
FIG. 8 shows a detail of a rail fastening, [0058]
FIG. 9 shows a precast concrete slab with covering, in perspective, [0059]
FIG. 10 shows a precast slab without covering, in perspective, [0060]
FIG. 11 shows a precast concrete frame in perspective and [0061]
FIG. 12 shows another precast concrete frame in perspective.[0062]
In FIG. 1 a rigid track consisting of precast [0063] 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 [0064] 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 [0065] 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 [0066] 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. In the present embodiment 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′.
When the [0067] alignment device 8 has been installed and the adjustment of the rails 4, 4′ has been effected, 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. Once the alignment device 8 has been removed, 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. As a result, no remaining alignment device 8 or parts thereof can disturb the rail 4, 4′ in its homogenous oscillation behavior when a rail vehicle passes over it. 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 [0068] 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 [0069] 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. Alternatively 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. In this case 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 [0070] concrete slab 1. On this precast concrete slab 1 humps 2 constituting a channel 3 are again provided on the slabs surface. On a precast concrete slab 1 as in this embodiment, 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. As the channel 3 is being cast in, 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 [0071] 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. As in the previous example of an embodiment, 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.
In the present embodiment the [0072] opening 7 reaches into the precast concrete slab 1. As a result it is possible in an especially advantageous embodiment of the invention to use 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 [0073] 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 [0074] 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. Several 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. With the present invention, this technology is also used for short-distance rail traffic, in particular trolley cars in inner city operation.
The [0075] 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. As shall be described further on, 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 [0076] 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 [0077] 30 are provided laterally at the rail stem 21. The filler blocks 30 are ordinarily inserted together with the rail 4 into the channel. In order to achieve a fastening of the rail 4 between the rail fasteners 23, 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. Between the filler blocks 30 and the sides 34 of the channel 3, in particular of the recesses 25 within the side 34, is 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. In addition, optimal noise insulation of the rail is created. When 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. Through the undercutting of the recesses 25 and the also inclined cheek 33 of the filler blocks a wedging effect on the filler blocks 30 is achieved, so that the filler blocks 30 are reliably prevented from coming out of the channel 3.
FIG. 9 shows a precast concrete slab with covering in perspective. The precast [0078] 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. As a result a level transition is created as is required in particular with transverse traffic at crossings. 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 [0079] 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 [0080] 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. In addition it is possible to provide greening between the longitudinal beams 38 so that the utilization of such precast concrete frames 37 becomes especially advantageous in inner-city rail traffic. In order to achieve throughout greening or other covering between the longitudinal beams 38, 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. Here the [0081] 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. [0082]

Claims

1. Method for the continuous laying of a rail (4, 4′) on a rigid track, in particular consisting of precast concrete components (1), whereby the rail (4, 4′) is positioned in a channel (3, 3′) of the rigid track and is fixed by being cast in in said channel (3, 3′), characterized in that filler blocks (30) are located alongside the rail (4, 4′), in that the rails are adjusted via the filler blocks (30) by means of an alignment device, in particular wedges (31) within the channel (3, 3′) in order to achieve a precise positioning of the line and in that the interval (32) between the filler blocks (30) and the channel sides (34) is filled with a grouting mortar.

2. Method as in one or several of the preceding claims, characterized in that the rails (4, 4′) are fastened with conventional rail fasteners (23).

3. Method as in one or several of the preceding claims, characterized in that the interval (32) between the filler blocks (30) and the channel sides (34) are filled with a grouting mortar made of an expansive cement.

4. Method as in one or several of the preceding claims, characterized in that the channel (3, 3′) is cast in with an elastic mass (5).

5. Method as in one or several of the preceding claims, characterized in that the precast concrete slab (1) is covered with poured asphalt (36).

6. Method as in one or several of the preceding claims, characterized in that the region of the alignment device (8) is not cast in but is left open, and in that following the at least partial hardening of the casting mass (5), the alignment device (8) is removed.

7. Method as in one or several of the preceding claims, characterized in that the region of the alignment device (8) is cast in when the latter has been removed from the channel (3, 3′).

8. Method as in one or several of the preceding claims, characterized in that the casting mass (5) hardens so rapidly that the alignment device (8) can be removed even while the rail (4, 4′) is being cast in at the next alignment device (8).

9. Method as in one or several of the preceding claims, characterized in that the rail (4, 4′) is held by the alignment device (8) from the side of the rail head (22) or of the rail base (20).

10. Method as in one or several of the preceding claims, characterized in that a drainage groove is kept open as the area of the alignment device (8) is cast in.

11. Rigid track consisting of a precast concrete slab (1), in particular a plurality of precast concrete slabs, for the continuous laying of a rail (4, 4′), whereby the rigid track is provided with a channel (3, 3′) in which the rail (4, 4′) is placed, characterized in that filler blocks (30) are installed on the sides of the rails (4, 4′), in that alignment devices, in particular wedges (31) act in order to adjust the rails (4, 4′) via filler blocks (30) within the channel (3, 3′) for the obtention of a precise line positioning and in that the interval (32) between the filler blocks (30) and the channel sides (34) is filled with a grouting mortar.

12. Rigid track as in one or several of the preceding claims, characterized in that the rails (4, 4′) are fastened with conventional rail fasteners (23).

13. Rigid track as in one or several of the preceding claims, characterized in that the interval (32) between the filler blocks (30) and the channel sides (34) are filled with a grouting mortar made of expansive cement.

14. Rigid track as in one or several of the preceding claims, characterized in that the precast concrete slab (1) is covered with poured asphalt.

15. Rigid track as in one or several of the preceding claims, characterized in that the sides (33, 34) of the channel (3, 3′) and/or of the filler blocks (30) towards the interval (32) are at an angle relative to the vertical axis of the rail.

16. Rigid track as in one or several of the preceding claims, characterized in that in the area of the wedge (31) the sides (33, 34) of the channel (3, 3′) or of the filler blocks (30) towards the interval (32) are essentially parallel to the vertical axis of the rail.

17. Rigid track as in one or several of the preceding claims, characterized in that the filler blocks (30) are elastic, in particular made of rubber granulate.

18. Rigid track as in one or several of the preceding claims, characterized in that the rigid track is a slab or a precast frame consisting of longitudinal beams (38) and transverse beams (39).

19. Rigid track as in one or several of the preceding claims, characterized in that the rails (4, 4′) are installed on or in the longitudinal beams (38).

20. Rigid track as in one or several of the preceding claims, characterized in that spindles (18) are placed in the longitudinal beams (38).

21. Rigid track as in one or several of the preceding claims, characterized in that the rigid track has an opening (7) in the region of the channel (3, 3′) that is essentially at a right angle to the longitudinal direction of the rigid track for the at least temporary reception of an alignment device (8) and/or to constitute a drainage groove.

22. Rigid track as in one or several of the preceding claims, characterized in that the opening (7) in the channel (3, 3′) reaches at least as far as the slab surface.

23. Rigid track as in one or several of the preceding claims, characterized in that the opening (7) is continued on the slab surface and extends over the entire width of the slab (1).

24. Alignment device for the temporary fixing of a rail (4, 4′) in a channel (3, 3′) of a rigid track, whereby the alignment device (8) adjusts and fixes the position of the rail (4, 4′) relative to a reference point, in particular channel (3, 3′), and/or of a rail (4, 4′) running parallel to it, characterized in that the alignment device (8) is provided with at least one clamping device (10) for a rail (4, 4′) and a connection device (11) to connect the clamping devices (10) with the reference point.

25. Alignment device as in the preceding claim, characterized in that the alignment device (8) is provided with a level alignment device (12).

26. Alignment device as in one or several of the preceding claims, characterized in that the level alignment device (12) is supported on the rigid track, in particular in the region of the channel (3, 3′) or of the humps (2).

27. Alignment device as in one or several of the preceding claims, characterized in that the connection device (11) extends above the channel (3, 3′).

28. Alignment device as in one or several of the preceding claims, characterized in that the connection device (11) meshes with an opening (7) of the channel (3, 3′).