WO2005001203A1 - Procede de production d'une voie ferree pour vehicules ferroviaires - Google Patents

Procede de production d'une voie ferree pour vehicules ferroviaires Download PDF

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Publication number
WO2005001203A1
WO2005001203A1 PCT/EP2004/005889 EP2004005889W WO2005001203A1 WO 2005001203 A1 WO2005001203 A1 WO 2005001203A1 EP 2004005889 W EP2004005889 W EP 2004005889W WO 2005001203 A1 WO2005001203 A1 WO 2005001203A1
Authority
WO
WIPO (PCT)
Prior art keywords
recesses
track
rail
support plate
fastening
Prior art date
Application number
PCT/EP2004/005889
Other languages
German (de)
English (en)
Inventor
Stefan Knittel
Original Assignee
Rte Technologie Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Rte Technologie Gmbh filed Critical Rte Technologie Gmbh
Priority to EP04739487A priority Critical patent/EP1636424B1/fr
Priority to DE502004008874T priority patent/DE502004008874D1/de
Publication of WO2005001203A1 publication Critical patent/WO2005001203A1/fr

Links

Classifications

    • 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
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/02—Fastening rails, tie-plates, or chairs directly on sleepers or foundations; Means therefor
    • 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

Definitions

  • the invention relates to a method for producing a track carriageway for rail vehicles, as is used in particular for modern high-speed lines as a so-called fixed carriageway.
  • Solid carriageway is generally understood to mean a railway superstructure in which the ballast is replaced by another material, for example concrete or asphalt, which, in contrast to the ballast, is only slightly deformable.
  • Various types of construction are known for the solid carriageway, for example, embedded systems such as the Rheda type with its two modifications Rheda-Sengeberg and Rheda-Berlin, or the Heitkamp and Züblin systems, in which the classic track grating is aligned in a concrete trough and then by pouring filler concrete into it the gaps remaining between the concrete trough and sleepers are permanently stabilized.
  • the Sato system in which the track grating is laid either with Y-steel sleepers or conventional self-service sleepers on an asphalt base layer that is manufactured to a precise height and can also be milled off if required.
  • the interlocking with the asphalt base course takes place by means of flat irons, which are cast in milled grooves.
  • the Trac type in which the track is also supported on an asphalt base course, with fixation using dowel blocks. follows, which are embedded in recesses in the base layer and engage in the underside of the sleepers in neoprene shoes. The dowel stones are poured into these depressions, which are made in the still hot asphalt.
  • top down methods for producing a solid roadway have in common that the amount of work, the amount of material to be used and the time which must be invested in the production of such a roadway are all very large, which makes the production of a solid track for rail vehicles very expensive.
  • bottom-up method solid tracks can only be produced with unsatisfactory inaccuracies, which require a systematic compensation by means of intermediate layers.
  • the object of the invention is therefore to provide a method for producing a track carriageway for rail vehicles, with which a solid carriageway can be produced more easily, more quickly, more cheaply and with clearly defined interfaces between the trades than with the known construction methods.
  • the method according to the invention has the following method steps:
  • the concrete base plate can preferably be produced continuously with a pre-filled concrete paver.
  • the recesses are expediently made in the set, fresh concrete, which is due to the hardness of the loading that has not yet been fully tons can be done with simple tools.
  • the recesses are expediently drilled as holes in the concrete.
  • Cross joints for controlled cracking can be provided in the fresh concrete of the base plate.
  • the distance between the transverse joints depends on the specific requirements of the respective project.
  • Each rail fastening plate is preferably provided with at least two fastening elements. Before inserting the fasteners into the recesses, these are expedient or the like from any contamination. cleaned, so that it is ensured that the fastening elements engage in the recesses, preferably with approximately the same amount of play in all directions between themselves and the surrounding walls of the recesses. Screw bolts, which are inserted through the rail fastening plates and screwed onto the dowels, can preferably serve as fastening elements. In this case, the procedure is preferably such that the screw bolts are prestressed in their dowels before the recesses are filled with the grout with the fastening elements protruding into them.
  • the fastening elements can protrude into the recesses on their circumference with undercuts, in particular grooves, grooves and the like. be provided so that after filling the recesses and hardening the potting masses are positively locked.
  • the rail fastening plates or the like are coated with formwork sleeves in a particularly preferred embodiment of the method according to the invention. surrounded, so that it is ensured that the casting compound is actually only filled in where it is actually needed, namely between the concrete support plate and the rail fastening plates, without being able to flow laterally therefrom.
  • Shuttering sleeves made of elastic material have proven themselves, for example tire-like rubber sleeves, which can preferably be provided with an anti-adhesive layer at least on their inside so that they can be easily removed again after the casting has hardened and, if necessary, reused. For this it is of course necessary that the sleeves are open or can be opened at least at one point in order to be able to pull them laterally under the rails after the sealing compound has hardened.
  • the right and left rails of the track can be connected to one another by means of tie rods, it then being possible for at least some of the track straightening elements not to act on the rails themselves but on the tie rods.
  • the rails or the track grating are preferably aligned in at least two stages, with a first rough adjustment stage and a subsequent fine adjustment stage.
  • the rail fastening plates and / or the formwork sleeves can be provided with filling openings, in which case the potting mortar can then be filled in through the filling openings.
  • the rail fastening plates and / or the formwork sleeves are preferably provided with ventilation holes, the introduction of grouting being stopped when grouting emerges from the highest ventilation hole of a formwork sleeve or fastening plate.
  • the formwork sleeves can be expediently removed, as already mentioned.
  • a quick-hardening grout is preferably used as grout, so that it is possible to remove the track straightening elements in the track section that has just been produced after a short hardening time and to continue with the track installation in the next track section.
  • Figure 1 is a perspective view of a concrete support plate for a track on a solid carriageway manufactured in the context of the manufacturing method according to the invention.
  • FIG. 2 shows a cross-section of a rail deposited on the concrete support plate according to FIG. 1, provided with fastening plates and fastening elements, before it is aligned and fastened to the concrete support plate; and
  • Fig. 3 shows the subject of Fig. 2 after alignment and attachment of the rail, also in section.
  • the concrete support plate designated in its entirety with 10 which extends in the direction of the later carriageway, is first produced using a concrete paver (not shown).
  • a concrete paver (not shown).
  • These pavers some of which are tachymeter-controlled, are used extensively (e.g. road construction, trough when building the Rheda slab track) and will therefore not be explained in more detail here.
  • the concrete support plate 10 is designed for a single-track route; it is of course also possible to make the concrete slab so wide that two or more tracks can be arranged next to each other on it.
  • transverse joints 11 introduced into the still fresh concrete, which ensure that uncontrolled crack formation cannot occur, but that cracks, such as are unavoidable due to thermal or mechanical loads, only on such Places occur where they are harmless to the strength of the overall structure.
  • the joint spacing is defined for the respective project from the requirements.
  • Reinforcement 12 in the lower area of the concrete support plate 10 ensures its required strength.
  • recesses 13 are drilled from the top of the support plate in the area of the later track fastening points. However, drilling can also be carried out (with increased effort) at a later point in time after further curing. It can be seen that the recesses are located between two transverse joints. the, therefore not be arranged in areas where cracks are expected later.
  • a tapping tool with a comparatively coarse thread is used as the drilling tool for the recesses, so that the recesses do not have a cylindrical shape, but rather have undercuts 14 in the form of the threads produced.
  • the recesses 13 of impurities such as drilling dust or the like which are located therein are first removed. cleaned.
  • rail fastening plates 15 are placed on the concrete support plate, each consisting of two fastening elements 16 in the form of screw bolts 17 inserted from above through the fastening plate 15 through holes, onto whose threaded bolt sections projecting from the plate below are screwed dowels 18.
  • the bolts 17 are slightly pretensioned in their dowels 18, all with approximately the same pretension.
  • the dowels have circumferential grooves and grooves 19 on the outer circumference, as can be seen in FIGS. 2 and 3.
  • the rail mounting plates 15 are placed on the concrete support plate 10 so that the rail fastening elements 16 protrude into the recesses 13 made in the concrete support plate with play s.
  • the diameter or the cross section of the recesses 13 is larger by the desired freedom from play than the cross section of the fastening elements or their dowels which surround the recesses.
  • the backlash is chosen on the one hand so large that even taking into account manufacturing tolerances for the mounting plates and in the manufacture of the recesses at the locations provided for this purpose, the fastening elements of each mounting plate can be easily encased in the recesses provided for this purpose and the panels then also sufficiently wide can be moved sideways to to enable the later alignment of the track, on the other hand, the cross section of the recesses and thus the freedom from play should not be unnecessarily large in order not to unnecessarily increase the amount of grouting mortar later required for fastening the track.
  • the rail fastening plates 15 After the rail fastening plates 15 have been placed on the concrete support plate in the manner described, the rails 20 are fastened to them in a manner known per se with rail fastening clamps 21. In this stage of the method illustrated in FIG. 2, the rail fastening plates 15 with the rails attached to them still lie essentially flat on the concrete support plate 10.
  • the track or the rail tracks forming it can be aligned in the correct height and side position, the track spacing between the two rails also being set.
  • the track and the rail inclination are adjusted with tie rods (not shown), with which the right and left rails of the track are connected to each other.
  • the correct height of the rails above the concrete support plate is achieved by means of track straightening elements, which in the simplest case consist of wedges and which directly engage the rails between two fastening plates 15 and are supported directly on the concrete support plate.
  • the rail fastening plates 15, which are already connected to the rails at this time are at a distance above the concrete support plate and form an intermediate space 22 between them.
  • formwork sleeves 22 are placed around the rail fastening plates, which in the preferred exemplary embodiment consist of an inside with an anti- Adhesive layer provided rubber strip, which is placed under the rails with a small distance around the rail mounting plates. Subsequently, the gaps 22 between the fastening plates 15 and the concrete support plate 10 are filled with a fast-hardening, low-shrinkage and well-flowing casting mortar, which also flows into the recesses receiving the fastening elements and also fills them.
  • the dowels 18 are positively locked in the recesses with the grout and there is a corresponding positive connection between the grout 24 and the walls of the recesses, because the grout has filled the undercuts provided therein and in the dowels.
  • the rail fastening plates lie snugly on it.
  • the formwork collar 23 can be removed again after the grout has hardened, which is possible without any problems because of the non-stick coating.
  • the screw bolts 17 can then be tightened again in their dowels 18 in order to pull the rail fastening plates with force against the concrete supporting plate or the hardened casting compound now located thereon.
  • the bolts can be loosened in a manner known per se as soon as the grout has set and has reached a certain minimum strength.
  • the rails can then move in their rail receptacles to compensate for changes in length, so that no constraining forces act on the fastening elements or the casting during the hardening of the grouting mortar.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Road Paving Structures (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Manufacturing Of Tubular Articles Or Embedded Moulded Articles (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)

Abstract

L'invention concerne un procédé de production d'une voie ferrée pour véhicules ferroviaires, caractérisé en ce qu'il consiste à ménager dans une plaque support en béton des évidements (13) pour des éléments de fixation (16), à placer au niveau de ces évidements des plaques de fixation (15) des rails à travers lesquelles les éléments de fixation (16) sont insérés dans les évidements (13), à relier les rails (20) aux plaques de fixation (15), puis à positionner ces rails correctement en hauteur et latéralement. Après cette opération de positionnement, les interstices (22) formés entre les plaques de fixation des rails et la plaque support en béton, ainsi que les évidements (13) dans lesquels sont logés les éléments de fixation avec un certain jeu sont remplis d'un mortier de scellement durcissant résistant présentant une bonne fluidité et un faible retrait.
PCT/EP2004/005889 2003-06-26 2004-06-01 Procede de production d'une voie ferree pour vehicules ferroviaires WO2005001203A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP04739487A EP1636424B1 (fr) 2003-06-26 2004-06-01 Procede de production d'une voie ferree pour vehicules ferroviaires
DE502004008874T DE502004008874D1 (de) 2003-06-26 2004-06-01 Verfahren zum herstellen einer gleisfahrbahn fur schienenfahrzeuge

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10328895A DE10328895A1 (de) 2003-06-26 2003-06-26 Verfahren zum Herstellen einer Gleisfahrbahn für Schienenfahrzeuge
DE10328895.3 2003-06-26

Publications (1)

Publication Number Publication Date
WO2005001203A1 true WO2005001203A1 (fr) 2005-01-06

Family

ID=33521064

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2004/005889 WO2005001203A1 (fr) 2003-06-26 2004-06-01 Procede de production d'une voie ferree pour vehicules ferroviaires

Country Status (4)

Country Link
EP (1) EP1636424B1 (fr)
AT (1) ATE420993T1 (fr)
DE (2) DE10328895A1 (fr)
WO (1) WO2005001203A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT503599B1 (de) * 2006-07-28 2007-11-15 Verkehrsbetr E Zuerich Verfahren zum herstellen einer festen fahrbahn für schienenfahrzeuge
WO2013150482A1 (fr) * 2012-04-05 2013-10-10 Rte Technologie Gmbh Voie ferrée sans ballast fixe pour véhicules ferroviaires et élément de fixation de rail s'y rapportant

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU176225U1 (ru) * 2017-07-28 2018-01-12 Александр Юрьевич Ермолов Подрельсовая прокладка
DE102021127502A1 (de) 2021-10-22 2023-04-27 Rhomberg Sersa Deutschland GmbH Gleis für spurgeführte Schienenfahrzeuge und Verfahren zu dessen Errichtung

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2350927A1 (de) * 1972-10-10 1974-04-25 Betonutepitoe Vallalat Verfahren zur errichtung von gleisanlagen fuer fahrzeuge fuer den personenund /oder guetertransport, insbesondere fuer u-bahnen, hochbahnen und krananlagen
GB2155523A (en) * 1984-03-07 1985-09-25 Industramar Limited Ballast-free railway track
EP0735189A1 (fr) * 1994-04-07 1996-10-02 Hochtief Aktiengesellschaft Vorm. Gebr. Helfmann Méthode de production d'une superstructure de voie sans ballast pour au moins une voie ferrée

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2350927A1 (de) * 1972-10-10 1974-04-25 Betonutepitoe Vallalat Verfahren zur errichtung von gleisanlagen fuer fahrzeuge fuer den personenund /oder guetertransport, insbesondere fuer u-bahnen, hochbahnen und krananlagen
GB2155523A (en) * 1984-03-07 1985-09-25 Industramar Limited Ballast-free railway track
EP0735189A1 (fr) * 1994-04-07 1996-10-02 Hochtief Aktiengesellschaft Vorm. Gebr. Helfmann Méthode de production d'une superstructure de voie sans ballast pour au moins une voie ferrée

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT503599B1 (de) * 2006-07-28 2007-11-15 Verkehrsbetr E Zuerich Verfahren zum herstellen einer festen fahrbahn für schienenfahrzeuge
EP1882777A1 (fr) 2006-07-28 2008-01-30 Stadt Zürich (Verkehrsbetriebe Zürich) Procédé pour fabriquer une voie ferrée sans ballast
WO2013150482A1 (fr) * 2012-04-05 2013-10-10 Rte Technologie Gmbh Voie ferrée sans ballast fixe pour véhicules ferroviaires et élément de fixation de rail s'y rapportant

Also Published As

Publication number Publication date
ATE420993T1 (de) 2009-01-15
DE10328895A1 (de) 2005-01-20
EP1636424A1 (fr) 2006-03-22
DE502004008874D1 (de) 2009-03-05
EP1636424B1 (fr) 2009-01-14

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