WO2007006640A1

WO2007006640A1 - Fixed running track on a bridge structure

Info

Publication number: WO2007006640A1
Application number: PCT/EP2006/063498
Authority: WO
Inventors: Dieter Reichel; Stefan BÖGL
Original assignee: Max Bögl Bauunternehmung GmbH & Co. KG
Priority date: 2005-07-12
Filing date: 2006-06-23
Publication date: 2007-01-18
Also published as: KR20080030662A; EP1904682A1; DE102005032912A1; ATE439472T1; EP1904682B1; ES2331023T3; KR101293285B1; DE502006004528D1; CN101223317B; CN101223317A

Abstract

The invention relates to a fixed running track (1) on a bridge structure, in which a concrete slab (3) is positioned on a bridge girder (2) to support a rail (6) for a rail vehicle. The concrete slab (3) forms a continuous strip that extends over at least two bridge girders (2). A continuous profiled concrete layer (7) is situated between the concrete slab (3) and the bridge girder (2). A running layer (10) is situated between the profiled concrete layer (7) and the bridge girder (2) and the profiled concrete layer (7) is permanently fixed to the concrete slab (3) of the fixed running track (1).

Description

Solid roadway on a bridge structure

The present invention relates to a slab track on a bridge structure in which a concrete slab is disposed on a bridge beam for supporting a rail for a rail-guided vehicle.

Fixed carriageways are commonly used for high-speed railway lines. Here, a concrete band is formed, which consists either of interconnected precast concrete panels or individual sleepers, which are connected to in-situ concrete. The slab track is adjusted and fixed on a hydraulically bound base course. It forms a nearly endless continuous concrete band, on which the rails for the track are laid. In the area of bridges, however, this band is interrupted in order to avoid relative movements of the bridge girders with respect to the concrete slabs of the slab track. In this case, the concrete slabs are laid according to the length of the bridge girders. At the interface of two bridge girders, this concrete strip is also interrupted, so that the strains of the girder can be transferred directly to the concrete slabs of the slab track, thereby avoiding unacceptable stresses in the composite bridge girder concrete slab. A disadvantage of this type of laying the slab track on a bridge structure is that the concrete slabs must match in length with the length of the bridge girder. It is therefore necessary, especially when using prefabricated concrete panels, that special lengths of precast concrete Partial plates are made to adapt to the length of the bridge girder can. In addition, it is disadvantageous that expansion joints are provided in the slab track as well as on the bridge girders, which may require a complex rail construction.

Object of the present invention is therefore to provide a slab track on a bridge structure which is independent of the length of the individual bridge girder and, moreover, is inexpensive to produce.

The present invention is achieved with a slab track on a bridge structure with the features of claim 1.

According to the invention, the concrete slab of the slab track forms a band extending continuously over at least two bridge girders. The expansion joint between the two bridge girders thus remains unconsidered for the course of the concrete strip. After due to the high mass of the bridge girder in comparison to the concrete slab and due to the direction of heat radiation, the concrete slab is exposed to much higher thermal expansions than the bridge girder itself, and the bridge girder in its thermal expansion is significantly slower than the concrete slab, an inventive structure was created, which makes the bridge girder independent of the concrete slab strip. This structure includes a profiled concrete layer between the concrete slab and the bridge girder. The profiled concrete layer is formed as well as the concrete slab strip continuously. Between the profiled concrete layer and the bridge girder a sliding layer is arranged, while the profiled concrete layer is firmly connected to the concrete slab of the slab track. In this way, it allows the concrete slab and the profiled concrete layer to slide on the bridge girder. The thermal expansion can thus take place largely independently. The profiled concrete layer assumes the function of the conventional hydroforming Raulisch bound support layer on which the concrete slab is built. However, while the hydraulically bound support layer is firmly connected to the substrate, the profiled concrete layer is slidably mounted on the bridge girders and bridges the expansion joints of the individual bridge girders. It is thus created a slab track, which can be built continuously in the area of bridges without interruption. A rail compensation for bridging joints is no longer required. As a result, the slab track is inexpensive to produce and also more comfortable than ever when driving.

In a preferred embodiment of the slab track according to the invention, the bridge girder is supported on a fixed bearing and a floating bearing and the profiled concrete layer in the region of the fixed bearing of the bridge girder is firmly connected thereto. As a result, the different expansions of solid roadway and profiled concrete layer in relation to the bridge girder are advantageously influenced in such a way that the expansions basically take place essentially in the same direction. The relative movements of the two units to each other thus remain relatively low.

Particularly advantageous is the fixed connection of bridge girder and profiled concrete layer with connecting elements such as anchor, in particular screw-in anchor, stirrup or dowel created, which for example protrude from the bridge girder and on soft the concrete layer is concreted. It is particularly advantageous if the anchors are screwed and thus only be screwed into the bridge girder immediately before concreting the profiled concrete layer. It is thus possible that the bridge girder before the concrete layer is concreted concrete can be driven on with construction vehicles, without the anchors are damaged. A particular advantage is the use of a resilient layer, for example a rigid foam layer or an elastomer layer in the region of impacts of two bridge girders, which is arranged between the bridge girders and the profiled concrete layer. After the individual bridge girders are independent of one another and, in contrast, the profiled concrete layer and the concrete slab also extend beyond the expansion joints of the bridge girders as a continuous strip, different bending lines of the two units result. The bridge girders will each bow in an arc, while concrete slab and profiled concrete layer undulating over the individual bridge girders. In order to avoid too high stresses in the area between two bridge girders, the hard foam layer is provided. In extreme cases, the ends of the bridge girders can move in and out of the compliant layer without exerting an undue compressive force on the profiled concrete layer and concrete slab. The load on the continuous band is thereby reduced. The compliant layer thus forms a particularly advantageous element in the present construction. The resilient layer may be, for example, a hard foam layer, which is placed in the form of rigid foam panels on the bridge girder before concreting the profiled concrete layer. It is thus simultaneously obtained a formwork for the profiled concrete layer in the region of the spaced joints of two adjacent bridge girder.

If a support plate is arranged on the compliant layer towards the profiled concrete layer, the reinforcement for the profiled concrete layer can advantageously be laid on this support plate before and during concreting without damaging the compliant layer or being embedded in the profile concrete layer in an undefined manner.

If a depression is arranged in the bridge girder for partially receiving the compliant layer, then on the one hand the position of the hard foam Layer defined on the bridge girder and on the other hand, the profiled concrete layer in the region of the resilient layer is not particularly weakened. The overall height of the profiled concrete layer is thus almost equal to the thickness in the remaining course of the profiled concrete layer in the region of the transitional length of two bridge girders.

Although the concrete slab of the slab track is largely fixedly connected to the profiled concrete layer, usually by means of force shots, a particularly high stability is achieved if the concrete slab of the slab track is positively connected to the profiled concrete layer in the area of impacts of two bridge beams. This positive connection can be done particularly easily by screwing the concrete slab with the profiled concrete layer. But there are also screwed, stirrup or subsequently drilled and potted dowels possible.

The sliding layer between the profiled concrete layer and the bridge girder is advantageously produced from a film and / or a geotextile. It is also advantageous to use two films which lie on top of one another and can slide against each other in a defined manner. The geotextile has the advantage that it is at least partially soaked by the concrete and thus combines very well with the concrete. Unevenness of the bridge girder can be compensated with the geotextile, which may have a thickness of 2 - 10 mm. The sliding of the profiled concrete layer on the bridge girder is thereby substantially facilitated. Tensions can thus be largely avoided. For this purpose, a geotextile layer can be arranged on the bridge girder and / or on the side of the profiled concrete layer facing the bridge girder and have one or two foils therebetween, for example PE foils with a thickness of approximately 0.3-0.5 mm.

It is particularly advantageous for the invention if the concrete slab consists of individual precast concrete slabs, which are interconnected to one another. are connected band. This may, for example, be done in a conventional manner, as known from the "slab track system" - Bögl.Otherwise, of course, the invention can also be used for a slab track which consists of uncoupled precast slabs or sleepers cast in in-situ concrete.

In a particularly advantageous embodiment, the precast concrete slabs can be standard parts of standard length, which are laid without consideration of the joints of the bridge girders. After the precast concrete slabs are laid on the profiled concrete layer, which forms a continuous strip, no consideration has to be given to the joints of the bridge girders when laying the precast concrete slabs. The continuous band of the profiled concrete layer slides on the bridge girders together with the band of slab precast concrete slabs.

In addition to the above-mentioned advantages, the profiled concrete layer also has the advantage that the routing of the slab track with the profiled concrete layer can be carried out. In particular, an elevation of the route, for example in curved sections, is formed with the aid of the profiled concrete layer. The concrete slabs, in particular the precast concrete slabs, can be laid in always the same execution. Special dimensions of precast concrete slabs are not required in most cases.

In order to obtain a stable profile concrete layer, which can absorb compressive and tensile stresses from thermal expansion, but also from acceleration forces of rail vehicles, the profiled concrete layer is executed reinforced.

In particular, in order to avoid lateral breakage of the profiled concrete layer and the slab track, are on the bridge girder stopper for lateral guide the profiled concrete layer and / or the concrete slab of the slab track arranged. The stoppers allow a relative movement of the profiled concrete layer and / or the concrete slab in the longitudinal direction of the rails. A lateral movement of the profiled concrete layer and / or the concrete slab on the bridge girders is avoided by the stoppers which are arranged on both sides of the profiled concrete layer and / or the concrete slab.

Further advantages of the invention are described in the following exemplary embodiments. It shows:

1 shows a longitudinal section through a slab track on a bridge structure in the region of a collision of two bridge girders;

Figure 2 is a plan view of a slab track in an area as in Figure 1;

Figure 3 shows a cross section through a bridge girder and

4 shows a detail with a detailed view of the sliding layer.

Figure 1 shows a longitudinal section through a slab track 1 in the region of a joint 12 of two bridge beams 2. The slab track is formed in the present embodiment of concrete slabs 3, which are firmly connected to their joints 4 and thus form a continuous band. The connection of the individual concrete slabs 3 in the joints 4 can be done conventionally by a compound of a clamping reinforcement and potting the joints in the joints 4 with concrete. On the slab track 1 5 rails 6 are laid on rail supports. The concrete slabs 3 are arranged on a profiled concrete layer 7. This can be done, for example, by adjusting the concrete slabs 3 by means of spindles on the profiled concrete layer 7 and then fixing them with a base between the concrete slab 3 and the profiled concrete layer 4. The profiled concrete layer 7 thus forms for the concrete slabs 3 a solid and consistent in their position underground for permanent laying of the slab track. 1

Between the profiled concrete layer 7 and the top of the bridge girder 2, a sliding layer 10 is arranged. To different extents, which occur in particular by sunlight and the different masses of the bridge girder 2 and the slab track 1 with the profiled concrete layer 7, it is particularly advantageous if the slab track 1 and the profiled concrete layer 7 can slide on the bridge girder 2. This prevents unacceptable tension and creates a, in particular in the field of slab track 1, very consistent structure, which significantly increases the ride comfort of the rail terminal and on the other hand is relatively inexpensive to manufacture. The bumps 4 of the slab track 1 need not correspond in this building as before with the bumps 12 of the bridge girder. The slab track 1 runs over the joints 12 of the bridge girder 2 without interruption. The production of the individual concrete slabs 3 can therefore be done in a conventional standardized manner. It is not necessary to take into account the respective lengths of the individual bridge girders 2. In particular, in the case of routes which are characterized by a large number of bridges, this construction method is of particularly great advantage over the prior art since, in a conventional design, a multiplicity of special lengths of the concrete slabs 3 would be required.

The bridge girders 2 are arranged on a pillar 14 in the section shown here. They are each on a fixed bearing 15 and a Floating bearing 16 supported. As a result, the longitudinal extent of the bridge girder 2, starting from the fixed bearing 15, takes place in the direction of the floating bearing 16 of the same bridge girder 2. The gap in the joint 12 is thereby smaller or larger depending on the longitudinal extent of the bridge girder 2. In order to transfer thrust forces from the slab track 1 and the profiled concrete layer 7 to the bridge girder 2, anchors 18 are arranged in the region of the fixed bearing 15 of the bridge girder 2, which connect the profiled concrete layer 7 to the concrete girder 2. Thermal expansions of the units profiled concrete layer 7 and concrete slabs 3 and bridge girder 2 are thus rectified in their direction, so that a lower relative movement of the two units is to be expected.

The anchors 18 are advantageously screw-in. This means that 2 Einschraubhülsen are concreted into the top of the bridge girder, in which the anchor 18 are screwed in just before concreting the profiled concrete layer 7. This has the advantage that the top of the bridge girder 2 can be used during the manufacture of the building as a guideway for construction vehicles, without the anchor 18, which would otherwise protrude from the top of the bridge girder 2, damaged.

After the bridge girders 2 are not connected to each other, they will bend each arc under load. In contrast, the movement of the continuous band of the profiled concrete layer 7 and the slab track 1 will be more wavy. In order to avoid an impermissible kinking of the continuous strip in the region of the joint 12, a hard foam layer 20 is arranged in the region of the joint 12 on the bridge girders 2 and under the profiled concrete layer 7. An optionally occurring kink between two bridge girders 2 in the region of the joint 12 thus does not press against the profiled concrete layer 7, but moves into the hard foam layer 20 and compresses it Hard foam without exerting on the profiled concrete layer 7 an impermissible compressive force. The hard foam layer 20 may consist of rigid foam plates, which are inserted into a recess provided for this purpose of the bridge carrier. A thickness of hard foam layer 20 of a few centimeters is usually sufficient. Likewise, an overlap of the joint 12 to a length of 1-2 m is also sufficient to compensate for the expected relative movements of profiled concrete layer 7 and bridge girder 2 in the vertical direction. Although the depression in the upper side of the bridge girder 2 for receiving the hard foam layer 20 is advantageous for the production, since the position of the hard foam layer 20 is reliably retained when concreting the profiled concrete layer 7, it is not necessarily required for the function.

In order to be able to ensure the position of the reinforcement located therein during concreting of the profiled concrete layer 7, it is advantageous if a support plate 21 is arranged on the hard foam layer 20. The support plate 21 ensures that the reinforcement does not sink to the hard foam layer 20 during concreting, but maintains a predetermined distance thereto. The reinforcement can accordingly be supported on the support plate 21, for example with feet arranged thereon.

In order to ensure a firm connection between the concrete slabs 3 of the slab track 1 and the profiled concrete layer 7 in the region of the joint 12, dowels 22 are provided. They are introduced after the laying of slab track 1 in the slab track 1 and the profiled concrete layer 7 and provide additional security for the connection of the slab track 1 with the profiled concrete layer 7, in particular in the region of the joint 12th

FIG. 2 shows a plan view of a fixed track 1 on bridge girders 2 in the area of the joint 12 of two bridge girders 2. It can be seen therefrom. lent that the slab track 1 as well as the profile concrete layer 7 forms a continuous band, which passes over the joint 12 of two bridge girder 2. In the region of the joint 12, the hard foam layer 20 and the support plate 21 are incorporated. Likewise, in this area, the anchor 18 and the dowels 22 are provided to provide a compound of the profiled concrete layer 7 with the bridge girder 2 and with the slab track 1. The rails 6 of the track for the rail-guided vehicle are laid on a plurality of rail supports 5. Depending on the system of rail installation but this can also be done differently. So can be done instead of the discontinuous rail support and a continuous support. It is also possible that the slab track 1 is not made of precast concrete slabs or a slab, but of individual sleepers, which carry both rails 6 and are connected to each other with concrete and reinforcement. It is essential in any case that a continuous band of slab track 1 is formed, which is formed independently of the impact 12 continuously.

To ensure a constant position of the slab track 1 with respect to the transverse alignment with the bridge girder 2, stoppers 24 are provided. The stoppers 24 are mounted on the bridge girder 2 and guide the slab track 1 and the profiled concrete layer 7 in the transverse direction. The contact point to the slab track 1 and profiled concrete layer 7 is loose, so that in a longitudinal expansion tensions are avoided. It may therefore be advantageous to provide a sliding layer between the stopper 24 and the slab track 1 and the profiled concrete layer 7 here as well. Due to the firm connection between the slab track 1 and the profiled concrete layer 7, it may also be sufficient to arrange the stopper 24 only with respect to the profiled concrete layer 7 and to guide it laterally. FIG. 3 shows a cross section through the building according to the invention. In this case, a section through the bridge girder 2 and the slab track 1 in the region of a joint 12 of two bridge girders 2 is shown on the left side of the illustration. It is therefore the hard foam layer 20 and the support plate 21 can be seen under the profile concrete layer 7. The profiled concrete layer 7 is wedge-shaped, so that the slab track 1 is excessive. This is particularly necessary in curved sections of the track of the slab track 1. As can be seen from the illustration, standard components of the slab track 1 are also used in these areas. The elevation is carried out with the aid of the profiled concrete layer 7, which is concreted as needed. For lateral guidance of the slab track 1 and the profiled concrete layer 7 stopper 24 are arranged laterally. The stoppers 24 are on the one hand firmly connected to the bridge girder 2 and on the other hand, the profiled concrete layer 7 and the slab track 1 can slide along the stopper 24.

The right half of the illustration in FIG. 3 shows a cross section in the region of the normal distance, away from the joint 12. Between the bridge carrier 2 and the profiled concrete layer 7, the sliding layer 10 is arranged, which allows the profiled concrete layer 7 to slide on the bridge carrier 2. Incidentally, this illustration corresponds to the illustration on the left side of FIG. 3.

FIG. 4 shows a detail of the sliding connection between the profiled concrete layer 7 and the bridge girder 2. In order to allow sliding of the relatively rough surfaces of the bridge girder 2 and the profiled concrete layer 7 to each other without causing a great resistance, it is provided in this embodiment that on the Top side of the bridge girder 2 as well as on the underside of the profiled concrete layer 7 each have a geotextile 26 is arranged. Between the geotextiles 26 there are two foils 27. The geotextiles 26 resemble the irregularities of the surfaces of the bridge. back support 2 and the profile concrete layer 7. Partly they soak in concreting with the concrete when they are applied before setting the concrete. Usually, the geotextile 26 will be applied to the bridge girder 2, however, only after the setting of the concrete. An impregnation of the geotextile 26 does not take place in this case. On the other hand, the profiled concrete layer 7 is usually concreted onto the geotextile 26, penetrates into the geotextile 26 during concreting and thus creates a firm connection. The two films 27 provide a sliding movement of the profiled concrete layer 7 on the bridge girder 2, which has a very low friction. The two films 27 slide against each other without much resistance. In a simpler embodiment of the invention, it is also sufficient to use only one film 27 and possibly even only one geotextile 26 in order to compensate for the irregularities of the bridge girder 2 and the profiled concrete layer 7 and to allow a sufficient sliding action.

The present invention is not limited to the illustrated embodiments. Modifications in the design of the profile concrete layer 7, the bridge girder 2 and the sliding layer 10 are possible at any time within the scope of the claims.

Claims

Patent claims

1. Solid track on a bridge structure, in which for storing a rail (6) for a rail-mounted vehicle, a concrete slab (3) on a bridge girder (2) is arranged, characterized in that the concrete slab (3) via at least two bridge girder

(2) continuous band forms between the concrete slab

(3) and the bridge girder (2) a continuous profiled concrete layer (7) is arranged, that between the profiled concrete layer (7) and the bridge girder (2) a sliding layer (10) is arranged and the profiled concrete layer (7) with the concrete slab (3) the slab track (1) is firmly connected.

2. slab track according to claim 1, characterized in that the bridge girder (2) on a fixed bearing (15) and a floating bearing (16) is supported and the profiled concrete layer (7) in the fixed bearing (15) of the bridge girder (2) fixed connected to this.

3. Fixed carriageway according to one of the preceding claims, characterized in that the fixed connection of bridge girder (2) and profiled concrete layer (7) with connecting elements such as anchor (18), in particular screw-in anchor, stirrup or dowel is provided.

4. Fixed track according to one of the preceding claims, characterized in that in the region of collisions (12) of two bridge girders (2) a resilient layer, for example a hard foam layer (20) or an elastomeric layer between the bridge girder (2) and the profiled concrete layer (7) is arranged.

5. Fixed track according to one of the preceding claims, characterized in that on the resilient layer (20) has a support plate

(21) is arranged.

6. Slab track according to one of the preceding claims, characterized in that in the bridge girder (2) a recess is arranged for partially receiving the resilient layer (20).

7. slab track according to one of the preceding claims, characterized in that in the region of collisions (12) of two bridge girder (2) the concrete slab (3) of the slab track (1) with the profiled concrete layer (7) positively, for example by means of screw-in anchor, stirrup or subsequently drilled and potted dowels connected, in particular screwed.

8. slab track according to one of the preceding claims, characterized in that the sliding layer (10) consists of a film (27) and / or a geotextile (26).

9. slab track according to one of the preceding claims, characterized in that the concrete slab (3) consists of individual precast concrete slabs, which are in particular connected to a continuous band.

10. Fixed carriageway according to one of the preceding claims, characterized in that the precast concrete slabs are standard parts, which are laid without consideration of the joints (12) of the bridge girder (2).

11. Fixed carriageway according to one of the preceding claims, characterized in that the routing of the slab track (1), in particular an elevation of the route, for example, in curved sections, substantially with the profiled concrete layer (7) is executed.

12. Fixed carriageway according to one of the preceding claims, characterized in that the profiled concrete layer (7) is reinforced.

13. Slab track according to one of the preceding claims, characterized in that on the bridge girder (2) stopper (24) for lateral guidance of the profiled concrete layer (7) and / or the concrete slab (3) of the slab track (1) are arranged.