EP1415042B1 - Rigid track - Google Patents

Abstract

A rigid track consisting of concrete, in particular pre-cast components, comprising a slab with traversing fixing elements, or a plurality of fixing elements arranged thereon, of rails for track-borne vehicles. The inventive rigid track is characterized by a pre-cast concrete component constituting a protuberance that is positioned on the slab, parallel to at least one rail and located on at least one side of the rail. The protuberance acts as a guard and a guide for the vehicle during derailment.

Description

The present invention relates to a fixed track according to the preamble of claim 1.

From DE 198 50 617 A1 sleepers for a fixed carriageway are known. The individual sleepers are lined up and thus form the foundation for the rails laid thereon. The individual thresholds are largely loosely together with a certain mutual distance. In order to allow the most trouble-free stable running a rolling wheel of a derailed vehicle, it is proposed that on the rails cuspids are concreted, which have catch grooves in which the derailed wheels are to roll. The individual Hökker essays again have a clear distance from each other, so that the derailed wheel rolls from hump to hump. The sleepers, the rail fastenings but also the humps can be damaged here.

From DE 199 31 048 A1 a track for rail vehicles is arranged on a track plate. Absorber plates are provided on the track base plates, which are locked to the track plate with fastening screws. If a derailment protection is to be obtained, the absorber plates serve at the same time for the attachment of edge protection elements which guide the derailed wheel of a vehicle. The absorber plates thus serve on the one hand the soundproofing and on the other hand as a fastening element for derailment protection.

The arrangement of derailment protection rails along the tracks is also known for example from DE 44 38 397 A1 or DE 199 41 060 A1. Here too, similar to DE 199 31 048 A1, a derailment protection rail made of iron is mounted along the rails so as to be able to catch the derailed wheel in the event of a derailment of the vehicle.

Object of the present invention is to provide a derailment, which safely leads a derailed wheel while avoiding damage to a plate a solid lane as possible.

The object is achieved by a solid roadway having the features of claim 1.

A concrete slab is made of concrete and has a concrete slab with fastenings for track-guided vehicles mounted thereon. Usually, the plates are about 6 m long, with a rail fastening at intervals of about 60 cm takes place. On each plate thus a plurality of rail fasteners is provided. According to the invention, at least one bump is arranged as precast concrete part on the plate parallel to the rails, which serves to protect the plate, the rail and the vehicle in derailment of the vehicle. The precast concrete element causes caught in the space between the rail and the precast concrete part of a derailed wheel of the rail vehicle and the vehicle can be gradually brought to a standstill. The evenly running next to the rail hump has substantially no large splitters, in which the vehicle or the derailed wheel is prevented from abruptly abruptly. Due to the uniform guidance of the wheel thus damage to the fixed lane and the hump is largely avoided. It also prevents that the rail vehicle departs from the fixed lane and thus possibly overturns the entire vehicle. The fact that the hump is designed as precast concrete, the hump is given sufficient strength to intercept the vehicle. The required load capacity of 10 t / m can be achieved with a precast concrete element with modern technology.

According to the invention, the bump has at least one notch extending transversely to the longitudinal axis of the plate. This cut can be used to drain rain or melt water that accumulates on the plate.

Since the incision extends into the plate, a predetermined breaking point of the bumps is obtained. Inevitable cracks can be introduced into the bumps and controlled with regard to the state of the bumps. By such predetermined breaking points, the cracking behavior of the bumps and the plate is influenced in a targeted manner. The cuts are designed so that the rolling behavior of the derailed wheel is not significantly disturbed and thus the hump is not damaged.

Advantageously, the rail fasteners are arranged in support points, in particular on elevations on the plate of the fixed track. There are thus defined attachment points for the rail created, so that the rail can be installed very precisely aligned. The floor of the space between rail and bump can be made so high by the precast concrete either the hump or the plate that here a uniform ride height is created for the derailed wheel. An abrupt slumping of the wheel after a rail support point and again accumulation on the next rail support is thus avoided. In addition, the rail fastening can be protected from rolling over by the derailed wheel by an appropriate design, by the hump or precast concrete part is formed accordingly.

Particularly advantageous because it is very inexpensive to manufacture, if the bump is integrated in the plate. As a result, with a manufacturing process, both the plate and the bump for derailment protection created. There is no further assembly required and also the strength of the bump for the derailment protection is also increased since a connection to the solid plate is created. After the damage of the hump and the fixed track in the inventive design of the derailment protection is to be feared only in rare cases, the derailment must not be created as a separate replaceable component. The integrated production of the hump and the plate is thus advantageous.

It is particularly advantageous if the hump at the pointing to the track center Side of the rail is arranged. The derailed wheel pointing towards the middle of the track is thus guided. In addition, of course, another bump on the track outside be provided so that both derailed wheels learn a guide between the track and the cusp.

It is particularly advantageous if the plate itself has further predetermined breaking points and the incisions of the humps are arranged in the region of these plate predetermined breaking points. As a result, a targeted crack initiation is effected in the plate. An uncontrolled cracking is thus reliably avoided.

It has proved particularly advantageous if the design of the hump is such that the upper edge of the hump runs above, in particular approximately 20 mm, above the upper edge of the rail. As a result, a derailed wheel, which possibly hops by the forces acting during derailment of the rail, very reliably caught by the hump. The derailed wheel can thus be safely guided in the space between the rail and the hump to a standstill.

In order to have a sufficient distance between the rail and the side wall of the hump for the derailed wheel of the rail vehicle, it is advantageous if the space has a width of about 180 mm. With this measure, a conventional wheel of a rail vehicle is safe to lead, without any fear that the bump or the rail will be destroyed, or the wheel again runs out of the space. Of course, the advantageous dimension can also be dimensioned differently if the guided on the rails vehicle has wheels which are significantly wider or narrower. It is important in any case, that the space is dimensioned sufficiently wide for receiving the derailed wheel.

It is particularly advantageous if the hump is made of high-strength concrete. As a result, the forces to be expected during a derailment operation can be absorbed by the concrete bumps on the derailment protection, without it being feared that the bump will be destroyed and the vehicle may be traveling off the fixed carriageway. With the high-strength concrete, the bump has a strength that can muster the required resistance forces.

In an integrated hump, it is advantageous if it is connected via a reinforcement with the fixed track. This avoids that the bump is torn in the event of damage from the plate of the fixed carriageway.

If fiber concrete is used for the hump, then this is also a possibility to obtain the high strength, which is placed on the concrete for derailment protection.

If particularly high strengths are required for derailment protection, then a metal profile can additionally be incorporated into the bump. In particular, with a cast-in steel angle, the edges of the hump are protected. With this additional measure will be a special high derailment protection created, even if for ordinary applications, the hump alone is already sufficient.

If bumps with metal profiles used, it is advantageous if the metal profile is interrupted in the region of the cuts of the hump. This ensures that the predetermined breaking points of the slab of the fixed carriageway are not bridged and thus could be ineffective.

Alternatively, it can be provided that the metal profile is longitudinally displaceable attached to the hump. This makes it possible that the plate of the fixed track at their breaking points breaks without causing cracks at other than the intended places by the bridging of the metal profile.

Advantageously, the bumps are designed such that the rail fastening is protected from damage. This makes it advantageous if the bottom of the gap between the bump and the rail is formed so high that the wheels roll over the rail fastening, without touching them. Such a solution is very easy to implement with the concrete core.

Figur 1

einen Querschnitt durch eine Platte und

Figur 2

eine Seitenansicht einer Platte,

Figur 3

eine alternatives Ausführungsbeispiel im Querschnitt,

Figur 4

eine Seitenansicht der Figur 3.

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

FIG. 1

a cross section through a plate and

FIG. 2

a side view of a plate,

FIG. 3

an alternative embodiment in cross section,

FIG. 4

a side view of Figure 3.

FIG. 1 shows a cross section through a plate 1 of a fixed carriageway in the region of a rail 3. The plate 1 consists of a precast concrete part and carries on its surface a plurality of the illustrated support point 2, on which the rail 3 is fixed with rail fasteners 4. It can be used conventional rail fasteners 4, which usually consist of brackets and screws that clamp the rail foot on the ground.

On the plate 1, a hump 5 is arranged. The hump 5 is integrated in the plate 1 and thus represents together with the plate 1 is a single precast concrete. The hump 5 is made of high-strength concrete or fiber concrete to accommodate the high loads in the event of a derailed rail vehicle readily and the Wheel of the derailed vehicle in the space between the track 3 and the hump 5 to be able to lead. The bump 5 in the present embodiment is disposed toward the track center. The second, not shown rail of the track can also be assigned to the middle of the rail towards another hump 5. As a result, a derailment of the vehicle can be reliably limited in both directions. But this is not necessary in every case.

The bump 5 has an upper edge 6 which is higher than an upper edge 7 of the rail 3. This ensures that a possibly during the derailment bouncing wheel is securely caught in the space between the rail 3 and the hump 5. As a height difference, a measure of about 20 mm has been found to be sufficient. The width of the gap between the head of the rail 3 and the inner wall of the hump 5 is sufficiently dimensioned for conventional wheels of rail vehicles with the measure of 180 mm. The wheel can be safely captured and guided while brought to a standstill.

Figure 2 shows a side view of the plate 1 and the hump 5 from the longitudinal side of the plate. It can be seen that the bump 5 at regular intervals, advantageously 650 mm, incisions 10 has. The incisions 10 extend into the plate 1 and go over in predetermined breaking points 11. At the predetermined breaking points, the plate 1 can generate cracks, which are inevitable when laying the plate or when curing the plate. Even subsidence of the ground can lead to corresponding cracks, which occur in the predetermined breaking points and can be controlled there. In addition, the cuts serve the drain of rain or melt water from the plate. The rain or melt water accumulating on the plate or between parallel bumps may drain through the sipes towards the outer edge of the plate.

FIG. 3 shows an alternative embodiment of a hump 5. The Hökker 5 has a raised floor 12, which extends from the rail fastening 4 to the next rail fastening 4 in the longitudinal direction of the rail 3. A wheel 13, which usually rolls on the rail 3, is caught in the space between the rail 3 and the bump 5 before an uncontrolled derailment. The derailed wheel 13 'rolls off while on the floor 12 of the hump 5 from. In order to avoid damaging the rail fastening 4, the floor 12 is made so high relative to the rail fastening 4 that the rail fastening 4 can be rolled over by the wheel 13 'without being touched.

The bump 5 has in this embodiment, moreover, a metal profile 15 at the upper edge 7. The metal profile 15 is used in particular the edge protection of the hump 5, to avoid, for example, in an abrupt impact of the wheel 13 during derailment, a breaking out of the upper edge of the hump 5. The actual derailment protection, however, forms the hump 5 itself.

Figure 4 shows a side view of Figure 3. It can be seen that the Bottom 12 of the hump 5 is arranged so high that the wheel 13 'rolls over the rail mount 4, without touching it. Damage to the rail fastening 4 and thus damage to the rail 3 is thereby reliably avoided. The rail fasteners 4 are each arranged in a trough of the bottom 12 and thus do not come with the derailed wheel 13 'in contact, since the wheel 13' rolls from the first surface of the bottom 12 on the second face of the bottom 12 without so far descend that it contacts with the fastening device 4.

The present invention is not limited to the illustrated embodiments. Other designs of the hump 5 and the rail fasteners and rail supports are possible at any time. Thus, the hump 5 can also be formed continuously up to the second parallel extending hump, not shown on the other side of the plate. This creates a platform that can be used for rescue vehicles. In addition, another parallel bump on the outside of each rail 3 can be used. This ensures additional derailment protection. The cross-sectional shape of the hump 5 can of course also be designed differently from the shape shown here. In addition, the bump 5 may be bolted to the plate 1, which is a less stable design than the integrated form.

With regard to the attachment of the rails, a continuous attachment of the rail to the plate can be carried out instead of the attachment to a plurality of attachment points arranged on the plate. A fastening profile clamps the rail to the plate or mating surfaces provided thereon.

Claims (16)

1. A rigid track bed, with a slab (1) of concrete and with a continuous fastening or with a multiplicity of individual fastenings (4) secured thereon for rails (3) appropriate for track guided vehicles, whereby on the slab (1), parallel to at least one rail (3) on at least one side of the said rail (3), a curb (5) is placed for the protection and for guidance during a vehicle derailment, therein characterized, in that the said curb (5) has at least one slot (10) running transverse to the longitudinal axis of the slab (1) and that the said slot (10) extends itself into the slab (1).
2. A rigid track bed in accord with claim 1, therein characterized, in that the curb (5) acts as a uniform guide element for a derailed wheel (13').
3. A rigid track bed in accord with one of the foregoing claims, therein characterized, in that the slab (1) and/or the curb (5) is a precast concrete component.
4. A rigid track bed in accord with one of the foregoing claims, therein characterized, in that the fastening for the rails (4) is effected at support points (2), especially on upward protrusions of the slab (1).
5. A rigid track bed in accord with one of the foregoing claims, therein characterized, in that the curb (5) is integrated with the slab (1).
6. A rigid track bed in accord with one of the foregoing claims, therein characterized, in that the curb (5) is placed on that side of the rail (3) which is proximal to the centerline of the track.
7. A rigid track bed in accord with one of the foregoing claims, therein characterized, in that the slot (10) is placed in the area of a predetermined breaking point (11) of the slab (1).
8. A rigid track bed in accord with one of the foregoing claims, therein characterized, in that the upper edge (6) of the curb (5) is above the upper edge (7) of the rail (3), in particular, the difference in height being about 20 mm.
9. A rigid track bed in accord with one of the foregoing claims, therein characterized, in that the sidewall of the curb (5) proximal to the rail (3) has a separating distance from the rail head, which is appropriate to accept in the resulting space a rolling, derailed wheel (13') of the vehicle, wherein the said separating distance is about 180 mm.
10. A rigid track bed in accord with one of the foregoing claims, therein characterized, in that the curb (5) is made of high strength concrete.
11. A rigid track bed in accord with one of the foregoing claims, therein characterized, in that in the curb (5), reinforcing is installed.
12. A rigid track bed in accord with one of the foregoing claims, therein characterized, in that the curb (5) is made of fibre reinforced concrete.
13. A rigid track bed in accord with one of the foregoing claims, therein characterized, in that the longitudinal side of the curb (5) proximal to the rail (3) has a metal structural member, this being especially an angle iron.
14. A rigid track bed in accord with one of the foregoing claims, therein characterized, in that the metal structural member (15) in the area of the slots (10) is interrupted.
15. A rigid track bed in accord with one of the foregoing claims, therein characterized, in that the structural metal member (15) is fastened to the curb (5) in a way that allows longitudinal displacement.
16. A rigid track bed in accord with one of the foregoing claims, therein characterized, in that the rail fastening (4) is protected by the curb (5) from damage.

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