WO2011160625A2 - Procédé pour rénover un ensemble voie ferrée comprenant un lit de ballast - Google Patents

Procédé pour rénover un ensemble voie ferrée comprenant un lit de ballast Download PDF

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Publication number
WO2011160625A2
WO2011160625A2 PCT/DE2011/075142 DE2011075142W WO2011160625A2 WO 2011160625 A2 WO2011160625 A2 WO 2011160625A2 DE 2011075142 W DE2011075142 W DE 2011075142W WO 2011160625 A2 WO2011160625 A2 WO 2011160625A2
Authority
WO
WIPO (PCT)
Prior art keywords
track
ballast
formwork
rails
ballast bed
Prior art date
Application number
PCT/DE2011/075142
Other languages
German (de)
English (en)
Other versions
WO2011160625A3 (fr
Inventor
Gerald Schobesberger
Original Assignee
Ed. Züblin Ag
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 Ed. Züblin Ag filed Critical Ed. Züblin Ag
Publication of WO2011160625A2 publication Critical patent/WO2011160625A2/fr
Publication of WO2011160625A3 publication Critical patent/WO2011160625A3/fr

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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
    • E01B1/001—Track with ballast
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B27/00—Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the track; Devices therefor; Packing sleepers
    • E01B27/06—Renewing or cleaning the ballast in situ, with or without concurrent work on the track
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/005—Making of concrete parts of the track in situ

Definitions

  • the invention relates to a method according to the preamble of claim 1.
  • a track of a railway line also referred to as a track system, consists of a substructure, also called a subgrade, and a superstructure or track body lying thereon.
  • the substructure compensates for unevenness in the terrain and has a stable position so that it forms a firm support for the superstructure.
  • the superstructure also referred to as track body, consists of a track bed or a track bed and a track grid arranged thereon.
  • the track grille also referred to as track, consists of rails mounted in the direction of the track on sleepers arranged transversely to one another. The track direction corresponds to the extent of the guideway.
  • Made of wood, steel or concrete, e.g. Thresholds made with or without reinforcement hold the rails at the intended distance from each other and divert the forces acting on the track grid into the substructure via the track bed.
  • a well-known embodiment of the track bed provides a known as ballast track loose landfill of a ballast bed of ballast stones.
  • the thresholds On which in turn along the track the rails are attached.
  • ballast bed Advantages of a ballast bed are its flexibility, which helps to transmit both static and dynamic loads of the track grid evenly on the substructure, its relatively good sound insulation and the P 1588 2 17 June 2010
  • the permissible maximum speed and the permissible axle load of a railway track depend on the functionality of the upper and lower sections. Deficiencies in the superstructure have a detrimental effect on travel times and thus lead to delays.
  • ballast bed care for example, to ensure proper drainage of rainwater in the substructure.
  • the function intended for the ballast bed can no longer be fulfilled if the edges of the ballast stones are worn.
  • blunt gravel stones must be replaced by new, Schafkantigen gravel. It may be sufficient to mix old gravel with new to achieve the desired effect.
  • a cleaning of the ballast bed is required from time to time, for example, to counteract incipient growth and clogging of the water drainage from the ballast bed by pollution.
  • the ballast bed will be dispersed over time.
  • a disadvantage of a gravel bed is that during high-speed cruising gravel stones from the draft of the moving train from the track bed can be torn up. This phenomenon, also known as gravel flight, can sometimes cause considerable damage to the rolling stock and pose a risk to the life and limb of nearby people and animals.
  • the superstructure may have a fixed carriageway in which the rails may be laid directly on a platform, e.g. concrete or asphalt fixed surface, or on sleepers or threshold blocks embedded in the solid surface.
  • a platform e.g. concrete or asphalt fixed surface
  • the solid concrete surface is used primarily in modern high-speed and high-speed lines, while solid asphalt-based surfaces are used primarily in trams.
  • a slab track has much poorer sound attenuation than a ballast bed, which is why high-speed and high-speed lines also provide sound insulation, e.g. in the form of insulating mats need.
  • Du r 10 2005 055 575 A1 A1 is a track system consisting of a substructure and a superstructure with a track grid of parallel rails and transverse to the rails extending thresholds known.
  • the areas between and / or next to the rails are filled with a cavity-containing material with sound-absorbing effect.
  • a formwork clearance is provided, which can be driven on vehicles with pneumatic tires.
  • the formwork limits the area of the material having cavities towards the rails. At least the surface of the cavity-containing material may be bonded, for example, by means of an adhesive.
  • the trough has a bottom plate and on opposite sides upwards reaching, the ballast bed laterally supporting edge caps.
  • a drain line is provided with a closure that prevents the ingress of water through the drain line into the trough.
  • several tracks can be added side by side.
  • the superstructure has a ballast bed, which is received in a U-shaped trough made of concrete.
  • the trough has a bottom plate and on opposite sides upwardly reaching, the ballast bed laterally supporting side walls.
  • the superstructure can absorb higher lateral forces.
  • the space requirement of the superstructure is lower because of the elimination of lateral Abböschungen the ballast bed after the ballast bed is supported by the side walls.
  • Even higher longitudinal and transverse forces can be absorbed if the ballast bed is at least partially solidified by means of plastic.
  • the ballast surface may be solidified with a synthetic resin consolidator into a disk between the sidewalls.
  • DE 10 2008 016 953 A1 discloses a track system with a superstructure with a fixed track.
  • the superstructure comprises in a carriageway plate embedded Schwel lenblöcke and the Fah rbahnplatte receiving trough.
  • the deck plate is supported in the trough by means of an elastic layer extending below and laterally between the deck panel and the floor panel and side walls of the trough.
  • the trough itself rests on the substructure.
  • DE 102 61 641 A1 discloses a method for producing a track system with a superstructure with a fixed track.
  • the procedural ren provides precast concrete with rails thereupon set up on a support layer and to fix the position of the precast concrete parts pour a gap between the precast concrete elements and the support layer with a solidifying mass.
  • the precast concrete elements can optionally also be made of in-situ concrete on the base course.
  • the base layer is made of a P 1588 5 17 June 2010 existing ballast bed by the gravel is at least partially solidified.
  • DE 41 38 068 C2 discloses a method for solidifying gravel of a ballast bed of a track system by setting using a thermoplastic binder based on bitumen known.
  • the method provides to bring the ballast stones before being introduced into the ballast bed in a suitable state for a later setting. This is achieved by the ballast stones are first wrapped in a suitable system with the thickest possible film of binder and then transferred with the addition of release agent in a non-adherent state. In this state, the ballast stones are introduced into the ballast bed and treated thermally during or after the introduction, so that an intimate bonding of the ballast stones is obtained with each other.
  • a disadvantage of said track systems and the known method for their production is that they are not suitable, for example in the context of a processing, for example in sections, e.g. to be produced or applied on a small scale, thereby contributing to the gradual improvement of existing railway tracks.
  • the invention has for its object to develop a method for rehabilitating a track system with a ballast track, which allows a gradual improvement of existing track systems.
  • a method for the rehabilitation of a track system of a substructure and a superstructure lying thereon is provided.
  • the superstructure of the track system P 1588 6 17 June 2010 consists of a gravel bed and a track arranged thereon.
  • the track is made in the track direction on transverse thereto arranged thresholds mounted rails.
  • the method provides at least partially to remove gravel stones of the ballast bed and bring back again.
  • the method comprises the following method steps:
  • Arranging formwork on the supports for example by tapping and / or releasably securing e.g. on the inner sides of the columns facing the track,
  • the ramming of the supports into the existing, pre-compacted and often already consolidated substructure can take place with a rebuild train or manually or with another suitable machine technology.
  • the supports may have a uniform or different suitable profiles.
  • the one or more profiles of the supports as well as their distances in the track direction to each other can preferably be determined according to static requirements.
  • the driving in of supports next to the rails of the track can be done on one or both sides of the track, depending on the local conditions, such as the topography ie.
  • the Vorkopfschotter is for example usually 40 cm.
  • the formwork will remain as lost formwork.
  • the formworks are permanent elements in the structure.
  • the first variant can also be used in sections in which, for other reasons, for example because of an expected settlement of the ballast track, at least initially no slab track can or should be produced.
  • the ballast bed which has been rebuilt from loose gravel stones, can be considerably smaller in case of subsidence - which, thanks to the formwork, which prevents lateral movement of the ballast, is much lower than in the case of a conventional ballast bed existing before the renovation - once or several times eg be topped up with stopper until no subsidence occurs.
  • ballast In sections where settlement of the ballast is unlikely to take place, for example in sections of tunnels or settlements, replacement of the ballast may be carried out directly on a fixed carriageway.
  • Solidification e.g.
  • By setting the ballast bed can be done by casting, gluing or foaming.
  • the ballast can be done by means of e.g. poured a concrete emulsion, e.g. glued by means of a synthetic resin or e.g. Foamed by means of a plastic foam.
  • Other advantages of the invention over the prior art are, inter alia, by:
  • a flexibility in the application, with sections that are not yet settlement-free, can remain in the current state, optionally with or without additional stabilization of at least the upper ballast blanket comprehensive upper layer and thus the track position, depending on the wah likeli lily replugged and addressed can be n n, or d eectively a final state with a fixed carriageway can be provided.
  • the formworks are preferably made of formwork elements, wherein the formwork elements of a formwork overlap each other to the insides of the P 1588 10 17 June 2010 each on the same side of the track driven supports are employed and thus stabilize each other.
  • the stabilization increases with increasing ballast filling between the formwork as soon as the ballast is rebuilt.
  • the profiles and lengths of the formwork elements can be selected according to static requirements and / or can be dimensioned according to sound insulation requirements.
  • the height of the formwork or the formwork elements may vary depending on the functional requirement. For example, in sections where high sound insulation measures are required, higher formwork may be provided than in sections where the sound insulation requirements are lower.
  • the formwork can be designed to absorb noise at least in the largest part of their surface, which projects beyond the ballast and faces the track.
  • soundproofing elements can be provided in addition to the formwork, which preferably project beyond the formwork in height.
  • the sound-absorbing elements which are preferably provided with a sound-absorbing surface
  • they can preferably only be placed on the formwork at the very end, for example.
  • the soundproofing elements can be arranged, for example, above the gravel surface on the side of the formwork facing the track. It is also conceivable to set up the soundproofing elements on the formwork. In principle, it is also conceivable to introduce the soundproofing elements already in the arrangement of the formwork on the supports in the building. P 1588 1 1 17 June 2010
  • the rehabilitation is preferably carried out during a work-through or the San ist is a review or at least includes a review.
  • the gravel can be cleaned after removal and prepared for any subsequent replacement.
  • the track can be removed by disassembling the rails and the sleepers.
  • the track is then rebuilt after the replacement of the ballast to produce the desired position after track and track direction again.
  • the removal of the track which consists of in the track direction on transversely thereto arranged thresholds mounted rails takes place from the ballast bed by disassembling the connection between the rails and the thresholds and subsequent removal of the rails followed by a removal of the thresholds.
  • any necessary removal of the track from the ballast bed by e.g. section-wise or continuous lifting of the track grid takes place.
  • FIG. 1 rehabilitated one of the embodiments in accordance with the invention
  • Fig. 2 is a Blockd diagram of a sequence of an inventive gene ngsgemä
  • a track system 01 illustrated in FIG. 1, rehabilitated by execution of a method according to the invention, consists of a substructure 02 and a superstructure 03 lying thereon.
  • the superstructure 03 of the track system 01 consists of a ballast bed 04 of ballast stones 05 and a ballast arranged thereon P 1588 12 17 June 2010
  • Track 06 in turn is made of sleepers 07 and rails 08.
  • the rails 08 extend in the track direction perpendicular to the plane of the drawing, the thresholds 07 transversely thereto.
  • the substructure next to the rails 08 at a distance in the track direction to each other supports 09 are driven.
  • At the rails 08 facing inner sides 10 of the supports 09 formworks 1 1 are employed.
  • the ballast bed 04 may be at least partially solidified, for example by adhering at least a portion of the ballast stones 05 to each other, by foaming the spaces between at least a portion of the ballast stones 05 or by casting the spaces at least between a portion of the ballast stones 05.
  • the optional solidification e.g. By setting comprises or concerns at least one of the ballast surface 12 comprehensive upper layer of the ballast bed 05th
  • the rehabilitated track system 01 has by the formwork 1 1, between which the ballast bed 04 is prevented in its extension transverse to the track direction, a higher lateral displacement resistance, as before the refurbishment.
  • the precutting ballast arranged between the thresholds 07 and the scarfs 1 1 can be reduced in comparison with previously.
  • the track system 01 is achieved.
  • the formwork 1 1 also contribute to a significant reduction in the propagation of noise between the rail 08 and wheelsets trains trains resulting noise level in the horizontal direction.
  • the rehabilitated track system 01 thus has in comparison to previously significantly improved soundproofing!
  • This sound attenuation which also includes sound insulating properties due to the obstruction of the propagation path of the sound, at least in the horizontal direction near the sound source, can be further improved
  • P 1588 13 17 June 2010 are performed by using formwork, which at least in the largest part of its area, ie the projecting over the gravel and facing the track, are noise absorbing.
  • the formwork 1 1 preferably superior soundproofing elements on the formworks 1 1 to order, for example, to improve the sound attenuation and the sound-insulating properties of the track system 01 again.
  • the soundproofing elements can be arranged, for example, above the gravel surface 12 on the side of the formwork 11 facing the track 06. It is also conceivable to put the soundproofing elements on the formwork 1 1, whereby the sound propagation blocking height of the formworks 1 1 is supplemented by the height of the soundproofing elements.
  • the optionally sound-absorbing surface of the soundproofing elements is preferably facing the track 06.
  • FIG. 2 shows several possible sequences of methods according to the invention for the rehabilitation of a track system 01.
  • the track system 01 consists of a substructure 02 and a superstructure 03 lying thereon, which is composed of a ballast bed 04 and a track 06 angeord Neten thereon.
  • the track 06 in turn consists of rails 08 which are mounted on transversely arranged to the track direction sleepers 07.
  • a first method step I first the gravel of a ballast bed 04 of an existing track system 01 is removed. P 1588 14 June 17, 2010
  • a second method step II supports 09 adjacent to the rails 08 are driven into the existing substructure 02 at a distance from each other in the track direction.
  • formwork 1 1 are then placed on the supports 09, for example by the formwork on the rails 08 facing inner sides 10 of the supports 09 are employed.
  • a subsequent fourth step IV provides for a replacement of the ballast between the formworks 1 1.
  • a fifth method step V the desired position of the track 06 is restored to the track position and track direction.
  • the process steps IV and V can also be carried out simultaneously under suitable conditions.
  • the track system 01 After reinstalling the ballast and after restoring the track to the track and track direction, the track system 01 can be further processed section by section as follows, depending on the additional function and destination:
  • the track system 01 remains for further observation and measurements of subsidence in the state produced after the fifth method step V.
  • the track 01 is in the upper surface of the ballast bed 04 comprising the ballast surface 12, e.g. solidified by gluing or foaming to further stabilize the track position and at the same time to obtain the option of subsequent plugging.
  • the gravel is poured, for example, by means of a concrete emulsion, glued or foamed so as to produce the desired position of a slab track.
  • the various processing options can also gradually z. B.
  • it is to be combined with the transformation of the ballast bed into slab track.
  • one or more time intervals may be followed by a plurality of sixth method steps VI.
  • the optional temporally spaced links are indicated in Fig. 2 by arrows A, B, C.
  • a fixation of the upper layer comprising the ballast surface 12 of the ballast bed 04 can take place.
  • an embodiment of the method step VI b) is also possible with a time delay after the method step VI a).
  • ballast can be cast by means of, for example, a concrete emulsion, for example by means of a synthetic resin glued or foamed, for example by means of a plastic foam.
  • an embodiment of the method step VI c) is also possible with a time delay after the method step VI a) or after the method step VI b).
  • the method allows all tracks 01 with ballast bed 04 after and to improve at least in terms of sound insulation, as well as a stabilization of the position of the track 06.
  • at least one solid gravel surface 12 is prepared, whereby the risk of gravel flight is eliminated and the refurbished track system 01 is also suitable for high-speed and high-speed lines.
  • An optional embodiment of the method provides a method step VII, which provides a removal of the track 06 by disassembly of the rails 08 and the thresholds 07 at the latest before the replacement of the ballast. If the method step VII has been carried out, the track 06 in a method step VIII must then be rebuilt again after the replacement of the ballast in method step IV and before the production of the desired position according to track position and track direction in method step V.
  • the method step VII which provides for removal of the track 06 by disassembly of the rails 08 and the sleepers 07, can be effected as indicated by the arrows D, E, F before the first method step I (arrow D), between the first P 1588 17 June 17, 2010
  • the gravel can be cleaned as indicated by the optional process step IX after removal and prepared for any subsequent replacement.
  • Another optional embodiment of the method provides in a method step X, for example, equipped with sound-absorbing surface, the formworks 1 1 preferably superior soundproofing elements to the formwork 1 1 to order.
  • This process step X can, as indicated by the arrows G, H, J, for example, following one of the process steps VI A9, VI b) or VI c) are performed.
  • the method is suitable both for the conversion of an existing ballast bed of a track system to the fixed carriageway, as well as for the construction of a new fixed track on the basis of a ballast bed, as well as for the repair of a track system with ballast bed to stabilize the track.
  • the invention is particularly industrially applicable in the field of manufacturing, conversion, repair and processing of track systems.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Railway Tracks (AREA)

Abstract

L'invention concerne un procédé pour rénover un ensemble voie ferrée (01) constitué d'une infrastructure (02) et d'une superstructure (03) qui est disposée sur l'infrastructure (03) et qui comprend un lit de ballast (04) et une voie ferrée (06) qui repose sur le lit de ballast et qui est constituée de rails (08) fixés dans la direction de la voie sur des traverses (07) disposées transversalement, consistant à retirer au moins partiellement les pierres (05) du lit de ballast (04) et à en placer de nouvelles. Le procédé selon l'invention comprend les étapes consistant à : retirer le ballast, planter des supports (09) à côté des rails (08) à une distance dans la direction de la voie dans l'infrastructure (02) existante, disposer des structures de coffrage (11) sur les supports (09), remettre en place le ballast entre les structures de coffrage (11) et rétablir la position théorique de la voie ferrée (06) en fonction de la position de la voie ferrée et la direction de la voie.
PCT/DE2011/075142 2010-06-22 2011-06-20 Procédé pour rénover un ensemble voie ferrée comprenant un lit de ballast WO2011160625A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010030334A DE102010030334A1 (de) 2010-06-22 2010-06-22 Verfahren zur Sanierung einer Gleisanlage mit einem Schotterbett
DE102010030334.8 2010-06-22

Publications (2)

Publication Number Publication Date
WO2011160625A2 true WO2011160625A2 (fr) 2011-12-29
WO2011160625A3 WO2011160625A3 (fr) 2012-04-05

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DE (1) DE102010030334A1 (fr)
WO (1) WO2011160625A2 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
IT201800006889A1 (it) * 2018-07-03 2020-01-03 Apparecchiatura e metodo per il risanamento del basamento di una linea ferroviaria

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202012101947U1 (de) 2012-03-30 2012-09-19 Sächsische Bau GmbH Einrichtung zum Gleislängsverbau

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DE4100881A1 (de) 1991-01-14 1992-07-16 Cronau Heinrich Gmbh Oberbau fuer eisenbahn-gleisanlagen
DE4138068C2 (de) 1991-11-19 1995-08-17 Deutsche Asphalt Gmbh Verfahren zur Verfestigung von aus schüttbaren Materialien hergestellten Baukörpern
DE29824458U1 (de) 1997-09-18 2001-01-25 Groetz Georg Gleisanlage für schienengebundene Fahrzeuge
DE10261641A1 (de) 2002-12-27 2004-07-08 Max Bögl Bauunternehmung GmbH & Co. KG Verfahren zum Herstellen einer Festen Fahrbahn und Fahrweg
DE102005055575A1 (de) 2005-11-18 2007-05-31 Rail.One Gmbh Fahrbahn für Schienenfahrzeuge und Verfahren zu ihrer Herstellung
DE102008016953A1 (de) 2008-04-01 2009-10-08 Railone Gmbh Feste Fahrbahn für Schienenfahrzeuge

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DE4100881A1 (de) 1991-01-14 1992-07-16 Cronau Heinrich Gmbh Oberbau fuer eisenbahn-gleisanlagen
DE4138068C2 (de) 1991-11-19 1995-08-17 Deutsche Asphalt Gmbh Verfahren zur Verfestigung von aus schüttbaren Materialien hergestellten Baukörpern
DE29824458U1 (de) 1997-09-18 2001-01-25 Groetz Georg Gleisanlage für schienengebundene Fahrzeuge
DE10261641A1 (de) 2002-12-27 2004-07-08 Max Bögl Bauunternehmung GmbH & Co. KG Verfahren zum Herstellen einer Festen Fahrbahn und Fahrweg
DE102005055575A1 (de) 2005-11-18 2007-05-31 Rail.One Gmbh Fahrbahn für Schienenfahrzeuge und Verfahren zu ihrer Herstellung
DE102008016953A1 (de) 2008-04-01 2009-10-08 Railone Gmbh Feste Fahrbahn für Schienenfahrzeuge

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT201800006889A1 (it) * 2018-07-03 2020-01-03 Apparecchiatura e metodo per il risanamento del basamento di una linea ferroviaria
EP3591118A1 (fr) * 2018-07-03 2020-01-08 IVECOS S.p.A. Dispositif et procédé de renouvellement d'une plateforme de voie ferrée

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WO2011160625A3 (fr) 2012-04-05
DE102010030334A1 (de) 2011-12-22

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