WO1998041689A1

WO1998041689A1 - Elevated track slab device

Info

Publication number: WO1998041689A1
Application number: PCT/EP1998/001475
Authority: WO
Inventors: Alfred Baron
Original assignee: Alfred Baron
Priority date: 1997-03-14
Filing date: 1998-03-13
Publication date: 1998-09-24
Also published as: EP0968330A1; AU6831298A; DE19880300D2; DE59808540D1; ATE241733T1; EP0968330B1

Abstract

The invention concerns an elevated track slab device, in particular for mounting and supporting rails, said device comprising at least one finished part slab (1) with support elements (3) which are provided at the ends of the finished part slab (1) and extend longitudinally or transversely to the track. The device further comprises troughs (2) which are used to support the support elements and rest on a foundation or bed and in which the support elements (3) are held and secured or supported.

Description

Elevated pavement device

The present invention relates to an elevated carriageway slab device, in particular for rail mounting, and is suitable for the route construction of railways, trams and for road construction, as well as for the refurbishment of the superstructure on railway bridges and in tunnels.

From DE 26 21 793 C2 a method for producing a rust or. Panel composite construction made of pre-stressed precast concrete parts, in particular for road surfaces, squares or the like. The joints between the precast concrete elements are prestressed after the precast concrete elements have been joined and aligned. However, the method is disadvantageous in that the plates rest on the floor and sufficient flexibility against temperature changes cannot be achieved.

The object of the present invention is therefore a roadway slab device which is suitable for absorbing vertical forces, longitudinal forces and lateral forces sufficiently from dynamic effects without deforming or destroying the support of the roadway slab device, with sufficient flexibility in relation to expansions or shrinkages due to temperature changes .

This object is achieved according to the invention by an elevated track slab device, in particular for rail mounting and support, comprising at least one precast slab with support elements which are provided at the ends of the precast slab and extend lengthwise or transversely to the carriageway, and troughs serving to support the support elements on rest on a solid base or foundation and in which the support elements are received and fastened or supported.

With the raised pavement slab device according to the invention, a new superstructure method is used for route construction in railways, trams and in road construction. Instead of the previously known sleepers or large-area carriageway slabs, as are known from DE 26 21 793 C2, precast slabs according to the invention are provided at their ends with support elements which protrude downward at the slab ends and are received or supported in trays. The support elements are received in the tubs, adjusted and then poured out if necessary to create a composite.

The ends of the support elements are preferably provided with an elastic covering. The elastic sheath is, for example, an elastomer, e.g. Hard rubber. This creates an elastic joint that is able to absorb vertical forces, longitudinal forces and lateral forces from dynamic influences with a lot of cushioning, without the risk of destroying the support. Furthermore, there is the advantage that later foundations of the foundations can be compensated for at any time by lifting the slabs and pouring the cavities formed in the web area. The panels can be lifted, replaced or otherwise installed without being destroyed. The system thus creates special flexibility in use.

Elastic water channels are preferably provided between adjacent plates. These water channels serve to keep the troughs and the supports formed by the support elements and the troughs dry, since liquid that is taken up between the plates is conveniently drained away. No water and frost damage can occur in the support area. The water channels bridge the free distance between adjacent prefabricated panels. The gullies are particularly preferably in opposite slots of adjacent plates. This means that they can simply be pushed across the panels.

Furthermore, it is alternatively preferred that the plates have projections at their ends and adjacent plates are arranged such that a joint is covered by one or both projections. A suitable water flow can also be ensured in this way, so that water and frost damage are effectively avoided.

The support elements are preferably connected to the tubs by a compound. This compound is preferably grout. This grout, which is used in the tubs for the fixed support of the support elements, can be quickly made binding, so that about 2 hours after completion of commissioning of the raised pavement device is possible.

For additional support of the prefabricated panel, beams are preferably provided, which are arranged below the panel and in the longitudinal directions to the roadway and support or brace the panel. This effectively reduces bending of the prefabricated panels, especially when driving with heavy locks. The beams are connected to or supported on the support elements or with additionally provided cross bars. In particular, this configuration is preferred for larger plate dimensions, in particular plate lengths.

Trapezoidal support elements are preferably provided where compensation for an elevation (for example in curves or arches) is required. This enables the elastic layer to be superimposed on the entire width of the tub with approximately the same embedment depth in the compound, even in arches. The elastic sheathing is preferably provided with a sound-absorbing material. This effectively reduces the excitation and acoustic radiation of the plate.

The support elements are preferably tapered downwards, specifically in width and / or depth, preferably tapering.

Holes are preferably provided in the plate above the trough, which serve to receive an adjusting spindle. With this spindle, the slab can be raised in relation to the foundation.

It is preferred that the prefabricated panel has continuous bores in the region of the support elements which extend vertically through the plate and the support element. This provides the possibility of supplying a press fluid which is subsequently used to raise the road surface.

It is further preferred that elastic spacers are arranged below the trough. These spacers are designed to be elastic in order to avoid damage to the tub or the support after the tub is underfilled.

The trough preferably has openings for discharging compound material below the trough. This ensures that the bathtub is level on the surface or foundation after installation.

Each trough preferably accommodates two support elements of adjacent prefabricated panels. This creates an effective bond between adjacent panels. Furthermore, the number of tubs is minimized, so that the economy increases. Steel brackets are preferably fastened in the middle region of the tub. The grout entered into the tub is fastened by the steel bracket in such a way that it cannot come loose from the tub.

Drainage openings are preferably formed in the side walls of the tub. This effectively prevents the tub and support from being destroyed by water or frost.

The support element provided with an elastic casing preferably rests in or on a steel structure. The support or sheathing by a steel structure has the advantage that a foundation can be corrected by raising the roadway of the precast slab and inserting additional steel plates.

The reinforcement of the slab is preferably pre-stressed in the transverse and longitudinal directions. This results in greater strength or stiffening of the plate.

The tub preferably has a rain cover made of plastic or rubber on the side. This prevents water from entering the tub.

The trough is particularly preferably integrated in the foundation. For example, the tub can be designed as a tub-like foundation head. This also causes further cost containment. The foundation can be installed as a prefabricated part with an integrated tub.

Further advantages, features and possible uses of the present invention result from the following description of an exemplary embodiment in conjunction with the drawing. Fig. 1 shows a plan view of an embodiment of the elevated slab device according to the invention.

FIG. 2 shows the elevated pavement slab device along line A-A of FIG. 1.

FIG. 3 shows the raised pavement slab device in cross section along line B-B of FIG. 1.

FIG. 4 shows the raised pavement slab device in cross section in the area of a curved piece.

FIG. 5 shows a further example of a track slab device with longitudinal support elements.

Fig. 6 shows another example of a pavement slab device which is reinforced with beams, in longitudinal section.

Fig. 7 shows a modification of Fig. 6, in which the support frame of the support elements is carried out by a steel structure.

Fig. 8 shows the example of Fig. 6 in cross section.

Fig. 9 shows the example of Fig. 7 in cross section.

Fig. 10 shows a modification of Figs. 1-3 with overhangs 20 which overlap. 1 to 3 show a raised pavement slab device according to the invention. This pavement slab device has prefabricated slabs 1 as an essential component.

In this construction, the prefabricated panels 1 are not supported over a large area, as is customary on the road, but are supported on individual foundations. The distance between the supports depends on the size of the loads and the distances in the axis sequence of the traffic loads.

Since the distance between the axles on the railroad is rarely less than three usual threshold distances, each about 60 cm long, it makes sense to choose three base spacings of approx. 3 x 60 = 180 cm in length in the longitudinal direction. With this choice, no more than one axle load can be assigned to each of the plate support points at a distance of 1.80 m. The plate length can also be any multiple of the threshold distance, even on straight lines, e.g. 9 x 60 = 540 cm. With longer plate lengths, additional bars 19, as shown in FIGS. 6, 7, 8, 9, can be attached.

The foundation size is clearly determined by specifying the permissible axle load and permissible subsoil stress. The dimensioning of the plate 1 itself is only slightly influenced by the rigidity of the rail coupling. It also essentially results from the size of the permissible axle load.

Holes (strips) for transverse strip foundations are dug out for laying tiles in open terrain. No separate foundations are usually required on bridges and in tunnels.

The plates 1 are preferably manufactured as prefabricated concrete parts. Therefore, they can also be made in winter. They have plate-shaped support elements 3 with which the plates 1 are supported downwards and laterally. The support elements 3 can be designed as columns, webs or cuboids. They protrude into tubs 2, which are attached to the foundations. Instead of separate troughs, the foundations can already be trough-shaped on their upper side. The plate-shaped support elements are an embodiment, as shown in Figures 1-3, arranged transversely to the road. This means that they support the prefabricated panel 1 in the direction of the front and rear in the transverse direction. In another embodiment, which is shown in FIG. 5, the support elements run longitudinally to the roadway and support the prefabricated panel laterally.

On bridges and in tunnels, the tubs 2 are attached directly to the deck or the tunnel floor by under-pouring.

Troughs 2 can also be manufactured as prefabricated concrete parts. They are then laid using elastic spacers 14 and then potted with potting compound 5 so that they can remove the vertical and horizontal loads in the foundations on the bridge deck or on the tunnel floor.

To produce the roadway, the plates 1 are laid with their support elements 3 in such a way that the support elements 3 protrude into the troughs 2. Once the panels 1 have been laid and aligned, the remaining cavities in the tub 2 are filled with grout. So that the plates 1 are mounted on their support elements 3 so that they can pass all effects, including side impacts downwards, laterally and in the longitudinal direction.

The parts of the support elements 3, which are in the grout, are covered beforehand with an elastic sheath 6 or permanently stuck with elastic mats. To stabilize the hardened casting compound 4 in the tub 2, additional retaining brackets 10 can be created, for example, as reinforcement, or protrude into the interior of the tub 2.

In order to design the adaptation for any structural length so that there are no protrusions, prefabricated panels of different lengths, e.g. 1.20; 1.80; 3.60 m (a multiple of the base distances of 0.60 m or 0.65 m), which are then combined in such a way that the length of the structure is approximately reached. Slightly the plates 1 can then be moved with their troughs in the longitudinal direction against each other, so that all plates 1 lie on the structure.

For reasons of fatigue strength, a central prestressing of the slabs 1 should be required in the longitudinal and transverse direction of the track if cracks and the occurrence of tensile stresses in the concrete are to be avoided.

The water drainage must be ensured so that no water enters the storage of the plate 1 in the tub 2. For drainage, a gutter 8 made of sheet metal or rubber is therefore used as protection against water penetration and frost damage to the grout and storage in the joint between the plates 1, e.g. attached in Halfen rails 9. Alternatively, projections 20 can be provided at the plate ends, as shown in FIG. 10, which either alone or together bridge the joint between the plates.

The elastic sheathing of the support elements 3 in the area of the grout 4 allows the plate 1 to be stored with a defined elasticity. This ensures an even load distribution. In addition, shocks, vibrations and other vibrations can be cushioned and kept away from the base of the bridge or tunnel. The grout in the tubs 2 for the support of the support elements 3 can be produced so quickly binding that the new building can be handed over to traffic about 2 hours after completion.

Due to the presence of the elastic sheath 6 as a kind of rubber joint 7 or elastic joint 7, different settling of the foundations does not lead to the potting compound 4 being destroyed and thus not to the storage being destroyed.

Even different settlements of the foundations do not place additional strain on the plates 1, but only cause track position errors, which can be eliminated as precisely as required, without changing intermediate layers in the rail fastenings. The plates can be raised using adjusting spindles or hydraulic presses.

Bending of the plate 1 and its temperature expansion do not lead to the destruction of the bearing in the grout because of the elastic joint 7. Longitudinal forces from expansion due to temperature fluctuations in the plate 1 are reduced in the longitudinal direction by the resilience of the elastic joint 7.

The storage of the plates 1 and tubs 2 can be checked at any time by an external view from the side.

By separating the support elements 3 from the grouting mortar by means of the elastic sheathing 6, settling of the foundations can also be compensated for later by bringing the plates 1 back into the correct position by lifting and then shedding the newly created cavities again or by means of compression channels 15 provided therefor be pressed. The new, also lateral cavities are created when the panels are raised, because the support elements 3 are conical - tapered downwards. The conical support elements 3 allow the plate to be raised subsequently. The plates 1 can be raised by means of adjusting spindles 11 in holes provided for this purpose or by pressing. The outer walls of the tubs can be designed to be elevated in arches and thus be used as an adjustment support 12 for spindles 11.

On important railway lines, the foundations of the foundations can be compensated for relatively quickly without restricting train traffic by using special hydraulic presses between slab 1 and trough 2 by adjusting the slabs and the track to the correct position and locking them. The restored plate layer can then - as previously described - be compressed by pressing the cavities created by the lifting around the support element 3 or the web via the compression channels 15.

Furthermore, plates 1 can be replaced if, for any reason, e.g. have been destroyed by an accident. For this purpose, replacement panels of identical construction and dimensions must be produced, the support elements 3 of which, however, are somewhat shorter than those in the first installed panels. The resulting cavities in the new laying can be filled with potting compound 4 again, so that the laying process of new panels requires less effort than when the tubs 2 were not damaged for the first time.

In arches, as shown in FIG. 4, trapezoidal support elements 13 can be used to compensate for the elevation. This also makes it possible to support the elastic layer in arches over the entire width of the trough with approximately the same embedment depth in the sealing compound 4. By selecting the plate length sufficiently short, the separate production of twisted plates 1 for transition arches can be avoided. The height of the rail fastenings can then only be slightly corrected in order to adapt to the torsion.

The dimensioning of the plate 1 does not have to be adapted to a fluctuating quality of the ground. The slabs 1 always have the same thickness and reinforcement. This makes them particularly suitable for precast concepts.

In normal soil conditions, the previous multi-layer base layer structure can be dispensed with, since a transverse monolithic strip foundation without additional formwork is sufficient for the support of the trough 2 to accommodate the stilted superstructure. If necessary, the foundation head can be designed as a tub 2, so that a separate tub part is omitted. Such a strip foundation, which has been placed on grown soil up to the depth of frost, should be more resistant to subsidence and flushing in the event of flooding than a poured foundation.

No large earth movements are required to manufacture the transverse foundations with a tub head or to support the tub in open areas, since the large-scale bedding, as in road construction, is avoided. In the case of poorer ground, one simply enlarges and / or deepens the strip foundation to be installed transversely in the plate spacing up to the solid base layer.

In boggy or sandy track areas, the plates can come to rest on piles with trough-shaped pile heads, or the pile head is designed to receive the trough 2. Soil exchange and earth dams are not necessary. With the elimination of base layers and dams, less building ground is required for the sheeting. The use of agricultural land is also less restricted.

The elevated plate 1 makes the use of herbicides unnecessary because it is not stored on the earth, so that the groundwater is protected.

Conducting cables and pipes across the track is possible almost free of charge.

With the elevated plate construction, it is possible to replace the previous ballast track on railway bridges, even if the ballast track laid after the bridge is to be retained. Such a measure can be useful if the ballast is worn out prematurely due to the lack of sub-ballast mats; because the elevated construction allows long maintenance-free periods to be expected.

Since the elevated slabs 1 are lighter than the previously laid ballast track, the system for renovating the Oberau on bridges is ideal. Because part of the ballast lying on the bridge can remain as ballast between the troughs below the plate. This ballast prevents the bridge structures from bulging due to creeping, which is too great a preload for the bridge's own weight. The costs for the disposal of the entire ballast are also reduced.

With a length of the tub 2 of 2.60 m and a width of 70 cm, due to the axle load below the tub 2 with a tub spacing of 1.80 m, approximately the same pressure is generated that occurs with the same axle load in the cross-sleeper track below the ballast. That is why protective concrete and waterproofing are applied Bridges due to the elevated plate construction are no more stressed than with the ballast track.

The excitation and sound radiation of the plate 1 can be reduced by a special choice of the properties of the elastic sheath 6. In order to reduce the sound radiation on the surface, sound-absorbing material can be permanently applied directly to the plates 1. But the subsequent arrangement of absorbent bodies on the surface is also possible.

In order to avoid excitations of the vehicle by uneven sinking of the wheels in the middle of the plate and over the supports, the deflection of the plate 1 and the elastomeric rigidity of the support elements 6 can be coordinated so that the sinkings of the wheel in the middle of the plate and at the end of the plate - at least from a static point of view - are the same size.

It is possible to reuse the plates 1 in other tracks. If the tubs 2 can be lifted non-destructively and the inner encapsulation can be removed - by producing conically tapering inner parts - the tubs 2 can also be reused.

Insofar as there are concerns in arches due to possible lateral deflection of troughs 2 which are not firmly connected to the foundation as a result of temperature tensions in the track, the troughs 2 can be additionally graveled in the end region.

Due to the drainage channel in the joint area between the boards, no water can penetrate into the storage area of the boards and into the tub, so that water and frost damage cannot occur. In addition to the use for new lines, the present invention can also be used for the refurbishment of the superstructure on bridges, in tunnels and on free lines, in particular in combination with the beams 19 from FIGS. 6-9. The system can also be useful for the superstructure of trams and modified in road construction, especially in cities, because the intersecting pipes of gas, water, electricity, telephone, etc. can be easily underpassed.

In addition to the described technical advantages of the present invention compared to the conventional sleeper and base course construction in railroad construction, calculative comparisons can be used to determine those areas of application in which the use of the new system is less expensive than the previous superstructure.

In addition to the new building costs, the service life, maintenance, risk of settlement, susceptibility to repairs, malfunctions in train traffic, etc. must be included in the calculation of the elastic, but low-deformation, new system under dynamic influences.

It is quite conceivable that the introduction of the present invention will completely revolutionize railroad construction. Because it is already foreseeable that the use of the new construction method, for example in routes through moor, gate and sand areas, in connection with a rational pile foundation, will be cheaper than the previous panel construction.

The refurbishment of the superstructure of bridges and tunnels using the new method should also be cheaper in the long term than the previous sleeper and ballast construction. If the new superstructure system of the present invention is used correctly in railway line construction and in superstructure refurbishment on bridges and in tunnels, considerable costs could be saved and time delays in train traffic could be minimized.

Claims

claims

1. Elevated carriageway slab device, in particular for rail support and support, comprising at least one precast slab (1) with support elements (3), which are provided at the ends of the precast slab (1) and extend lengthwise or transversely to the carriageway, and for supporting the support elements serving tubs (2), which rest on a base or foundation and in which the support elements (3) are received and fastened or supported.

2. Elevated slab track device according to claim 1, characterized in that the support elements (3) lead ends are provided with a see elastic sheath (6) to i _*.

3. Elevated pavement slab device according to claim 1 or 2, characterized in that between adjacent plates (1) elastic water channels (8) are provided, which are received in opposite slots (9) of adjacent plates.

4. Elevated pavement slab device according to claim 1 or 2, characterized in that plates (1) have projections (20) at their ends and adjacent plates (1) are arranged such that a joint between them through ^' one or both projections (20) is covered.

5. Elevated pavement slab device according to one of the preceding claims, characterized in that the support elements (3) with the troughs (2) are connected by a composite means (4).

6. Elevated carriageway slab device according to one of the preceding claims, characterized in that for supporting the prefabricated slab (1) bars (19) are provided which are arranged below the slab (1) and in the longitudinal direction of the carriageway and support or brace the slab .

7. Elevated pavement slab device according to one of the preceding claims, characterized in that certain support elements (13) are designed trapezoidal.

8. Elevated pavement slab device according to one of the preceding claims, characterized in that the elastic jacket (6) contains a sound-absorbing material.

9. Elevated pavement slab device according to one of the preceding claims, characterized in that the support elements (3) are tapered downwards, namely in width and / or depth, preferably tapered.

10. Elevated carriageway slab device according to one of the preceding claims, characterized in that holes (11) are provided in the precast slab (1) above the trough (2), which serve to accommodate an adjusting spindle.

11. Elevated pavement slab device according to one of the preceding claims, characterized in that the precast slabs (1) in the region of the support elements (3) have through bores (15) which extend vertically through the plate (1) and the support element (3).

12. Elevated pavement slab device according to one of the preceding claims, characterized in that below the trough (2) elastic spacers (14) are arranged.

13. Elevated carriageway slab device according to one of the preceding claims, characterized in that the trough (2) has openings (16) for discharging compound material below the trough.

14. Elevated pavement slab device according to one of the preceding claims, characterized in that each trough (2) receives two support elements (3) of adjacent prefabricated slabs (1).

15. Elevated carriageway slab device according to one of the preceding claims, characterized in that a steel bracket (10) is fastened in the trough in its central region.

16. Elevated carriageway slab device according to one of the preceding claims, characterized in that drainage openings (18) are formed in the trough (2) in the side walls.

17. Elevated pavement slab device according to one of the preceding claims, characterized in that the support element (3) provided with an elastic jacket (6) rests in or on a steel structure (21).

18. Elevated pavement slab device according to one of the preceding claims, characterized in that a reinforcement of the plate (1) is prestressed in the transverse and longitudinal directions.

19. Elevated pavement slab device according to one of the preceding claims, characterized in that the trough (2) has a rain cover (22) made of plastic or rubber on the side.

20. Elevated pavement slab device according to one of the preceding claims, characterized in that the trough is integrated in the foundation, e.g. as a tub-like foundation head.