EP1882777B1 - Method for making a balastless track for a railway - Google Patents

Abstract

The method involves providing the rail fastening plates (5) on the support (2) for supporting rails (4) with anchor fittings (6) for fixing the rail at a track support plate (7) at a distance for rail fastening plate rear side. The track support plate from hydraulic linked binding agent is assembled on the support layer (3) at a distance for rail fastening plate rear side. The connection between track support plate and the anchor fittings arranged at a distance to the rail fastening plate rear side disengage up to hardening of the hydraulically linked binding agent for mechanical uncoupling of rails and track support plate.

Description

The invention relates to a method for producing a fixed track for rail vehicles, wherein on a support layer prefabricated supports are laid, forming the bases for the rails, which are already passable in the rough state of the fixed carriageway and supported along rail mounting on the supports and set up according to which a track support plate made of hydraulically bound binder is installed on the support layer.

Such a method is for example from the CH 695 568 A5 known. Among other things, this method makes it possible to drive the track under construction, for which prefabricated track sleepers equipped with sleepers are laid at the point of installation on supports which are fixed in their adjusted position with fast-setting concrete. After introducing the filled concrete to just below the threshold underside, the fine adjustment of the track takes place, after which the entire track grid is poured. After pouring the thresholds to the curing of the binder, however, the track can not be traversed by trains, since the embedded in fresh concrete and attached to the rails sleepers must not be exposed to shocks to avoid subsidence of the thresholds and thus a qualitatively appropriate embedding the sleepers is guaranteed in the concrete.

Furthermore, it is known that old, to be rehabilitated track, including the associated support plates during a weekend lock from Friday evening to Monday to remove completely early, consolidate the ground and build a makeshift track on makeshift support blocks, which are supported on precast concrete slabs on the ground. The further works until The completion of the track must normally be carried out by midnight until 5 am, while maintaining tram traffic. This means that the completion of the track is always limited to between 5 and 6 hours.

With today's customary conversion method, the rail is embedded with rail fastening stools in the ground and held in the later stages of construction or fixed on the basis of this stool in the final position, in the then again the road surface, which embeds the two rails on both sides, is produced.

The disadvantage of these methods today, on the one hand, the high weight of the stool and on the other hand, the fact that dismantled after Einbetonieren the stool, the entire rail fastening and then the track must be raised by about 5 cm to embed the stool in the setting concrete without quality degradation , This means that the track is usually set fine and then the concrete of the track plate is introduced, in which the track stool are embedded. After a first setting of the concrete, the rail fastening parts between rail and stool are completely removed and then the track on the previously described provisional bases supported by about 5 cm increased. This ensures that during the daytime traffic, embedded in fresh concrete stool are not exposed to vibration and thus a qualitatively appropriate embedding is guaranteed in the concrete.

According to another known method ( WO 2005 001 203 A1 ) are provided with mounting plates and fasteners, namely screws and dowels, rails on a previously concreted support plate, are provided in the recesses for the fastening means, and finely adjusted, after which the recesses are poured in the area around the mounting plates, whereby the dowels in the Fixing plate to be fixed. One Driving the rails is also not possible until the binder has hardened to ensure a good hold of the dowels.

Finally, it is known ( EP 1 564 331 A2 ), Run rails with the thresholds attached thereto so that the rails are supported on the thresholds with the help of spindle drives against a support layer of height to then embed the thresholds in a track support plate, using a formwork on the support layer is applied. In order to allow a drop in the thresholds in the extent of shrinkage of the hardening concrete of the track plate, the spindle drives must be adjusted accordingly. In addition, the mounting of the rails on the sleepers is to be solved in order to record any forces on the rails in the concrete body of the track plate during their curing.

Based on a prior art of the type described above, the invention is therefore the object of a method for producing a fixed track for rail vehicles in such a way that a possible rapid and cost-effective construction of a track with exactly adjusted in their spatial position rails is possible.

The invention solves this problem in that the rail mounting plates supported on the supports rails are provided with dowels for rail mounting on the track plate at a distance from Schienenbefestigungsplattenunterseite that in further steps on the support layer, the track plate of hydraulically bonded binder is installed at a distance from the rail mounting plate underside wherein the dowels are at least largely cast in the track plate, that then solved the connection between the rail mounting plate and the distance to the Schienenbefestigungsplattenunterseite arranged dowels for mechanical decoupling of rails and track plate until sufficient curing of the hydraulically bonded binder is and then that the rails are set after a final fine alignment with respect to their spatial position on the rail mounting plates on the track plate and underpoured with a potting compound.

Among other things, the invention has the advantage over the prior art that the rail fastening takes place via rail fastening plates which are already preassembled on the rails and which can remain on the rails after the rails have been displaced on the supports until the track has been completed.

It is particularly advantageous if the rail mounting plates and possibly the supports form track units combined to form laying units, which are successively placed on the support layer in position and interconnected or welded. These rail mounting plates need not be dismantled until the completion of the track with the new method. In addition, these plates are cheaper in terms of weight and size, which allows easier handling of the track yokes or a greater range of hoists and cranes used today due to the reduced weight, as can be dispensed with these conventional sleepers or track stool.

With the rail mounting plates provided according to the invention, which have a very low overall height, particularly advantageous conditions for the storage of the preassembled yokes and their transport to the construction site, and thus also a considerable reduction of the transport volume to the construction site, result for dowels not yet assembled. With the invention, the lifting of the track immediately after concreting can be omitted without replacement, since the track is already supported on the supports and pre-mounted on the rail mounting plates before pouring with the hydraulic binder dowels after compacting the hydraulic bonded track plate of acting as a directional plates Rail mounting plates are loosened by the mounting screw and the between Dowel and rail mounting plate base provided spacers are released and removed. Thus, the track is lifted from the beginning on the concrete layer, so that the fresh concrete can harden substantially vibration-free, whereby a corresponding qualitative embedding of the dowels is ensured in the concrete.

After curing of the concrete, the rails with respect to their position, in particular their altitude, for example by means of wedges od. Like. Be corrected before the rails after final setup respect. Their spatial location on the track plate with the rail mounting plate attached to the previously embedded dowels and then be poured with a potting compound. Another significant advantage of the method according to the invention is that the track for concreting the track plate only needs to be directed to approximately ± 10 mm in height. By concentrating on the direction, the straightening process can be carried out quickly. This is because a correction between the curing of the track slabs and the final introduction of the potting compound is still possible. If necessary, the rails can also be replaced by rails of greater length, if this is necessary, before the track is set up exactly.

Furthermore, the rails should be supported at least until hardening of the potting compound including rail fastening plates by means of adjusting devices on the support layer. Hardwood wedges or lateral struts for the adjacent street banquet come into question as adjusting devices. Correspondingly secured rails can easily be used by rail vehicles at walking speed.

A device for fastening rails to a track base plate for a fixed carriageway for rail vehicles with a fastened on the one hand to the rail and on the other hand anchored in the track plate rail fastening plate, as they can be used in particular in a method of the type described, is characterized according to the invention characterized in that the rail mounting plate on the one hand an insertable into a mounting hole of the rail mounting plate guide screw, which penetrates a arranged on the rail mounting plate bottom spacer and engages in a dowel, and on the other hand a mounting bolt belonging to the guide screw and spacer preferably via an inserted into the mounting hole eccentric sleeve engages in the dowel.

Thus, a device is provided, which can remain on the rails during track mounting, since after aligning the tracks, the guide screw and the spacer fix the dowel exactly in its predetermined position until the track slab made of concrete has their corresponding to solve the lead screw green strength. Then spacers and screws are removed, after which a clean decoupling between rail mounting plate and track plate is guaranteed. After curing of the track plate, the mounting screws are inserted into the mounting holes and screwed into the associated dowels. In order to still allow in a simple manner a lateral adjustment of the track, the fastening screw is inserted via an eccentric sleeve in the mounting hole. As a result, even small manufacturing tolerances can be compensated. The adjustment of the track in its altitude is yes by appropriate subdivision and pouring with a potting compound.

Particularly simple construction conditions for the rail mounting plates arise when the rail mounting plates have transversely to the rail longitudinal direction aligned guides for rail jaws and laterally of the guide at least form a tab in which the mounting holes are provided. This shallow, little space-requiring rail mounting plates are created, which allow as a result of the guide at later times nor a simple correction of the track with respect to its lateral position. The rail fastening plate according to the invention is characterized in particular by its low in track axis Width off. Furthermore, it hinders the casting of the track with potting compound and future repairs in any way.

If you work with, for example, two different jaws with each other in the direction of the longitudinal guide offset by half a tooth pitch, the lateral position of the rail over the jaws can be corrected in smaller steps. This type of jaws also makes it possible to use the same system rails of different rail foot width.

In the case of track renewal on bridges or on intact track base plates, it is also possible to use the same rail fastening plates in conjunction with dowels inserted in bores, in which case the rail fastening plates can serve as drilling jigs. With the invention must be manipulated at the site only with mounting hardware, so spacer and the lead screw and possibly the dowels. The risk of material losses in the course of the production track is thus much lower, in contrast to today's methods.

Fig. 1

ein nach dem erfindungsgemäßen Verfahren hergestelltes Gleis im Querschnitt,

Fig. 2 bis 7

die verschiedenen Herstellungsstufen einer erfindungsgemäßen Fahrbahn und

Fig. 8

die erfindungsgemäße Fahrbahn in einer Zwischenbaustufe nach Fig. 6 in Draufsicht.

In the drawing, the invention is illustrated schematically using an exemplary embodiment. Show it

Fig. 1

a track produced by the process according to the invention in cross-section,

Fig. 2 to 7

the various stages of manufacture of a roadway according to the invention and

Fig. 8

the roadway according to the invention in a Zwischenbaustufe after Fig. 6 in plan view.

It is proposed a method for producing a solid track 1 for rail vehicles, with prefabricated supports 2 are laid on a support layer 3. These supports 2 form support points for the rails 4, which are already passable in the shell state, so only supported on the supports 2 rails 4 with reduced speed. According to the invention, the rails 4 together with rail mounting plates 5 are supported on the supports 2, the rail mounting plates 5 carry dowels 6 for rail mounting on a track plate 7. In further steps, the track plate 7 is hydraulically bonded binder, in particular concrete, installed at a distance from the rail mounting plate underside on which the track plate 7, the dowels 6 at least for the most part are cast on the support layer 3. Finally, the connection between rail fastening plate 5 and dowel 6 is released until the hydraulically bound binder has hardened sufficiently, after which the rails 4 are underpoured with a potting compound 8 after final installation with respect to their spatial position and via the rail fastening plates 5 to the track plate 7 by means of fastening screws 9 are set.

The device for carrying out the method according to the invention comprises a device for rail mounting on a track plate 7 for a solid track for rail vehicles with a fastened on one hand rail 4 and on the other hand anchored to the Gleitragplatte 7 rail mounting plate 5. This rail mounting plate 5 takes in a mounting hole 10 alternately one Inserted into the mounting hole 10 guide screw 11, which projects through a spacer bushing 12 and engages in a dowel 6 ( Fig. 1 , right side), or a fastening screw 9, which is inserted via an eccentric sleeve 13 in the mounting hole 10 and engages in the dowel 6 ( Fig. 1 , left side). The rail mounting plate 5 also includes transversely to the rail longitudinal direction aligned guides 14 for rail jaws 15 which are screwed to the rail mounting plate 5. The side of the guide 14 each have a tab 16 is formed on the rail mounting plate 5, in which the mounting holes 10 are provided for the mounting screws 9 and guide screws 11.

• Die Fahrschienen mit Spurhaltern 17 werden in der Werkstätte für das jeweilige Baulos vorbereitet, wobei üblicherweise Joche mit einer Länge von rund 18 m zum Einsatz gebracht werden. An der Baustelle werden diese vormontierten Joche auf vorbereitete Auflager 2 aufgelegt und bezüglich ihrer Höhenlage beispielsweise mit Hartholzkeilen eingerichtet (Fig. 2). Die seitliche Stabilisierung kann mit Streben gegen das benachbarte Straßenbankett hin erfolgen. In diesem Zwischenbauzustand ist es möglich, das Gleis mit Schienenfahrzeugen in Schrittgeschwindigkeit zu befahren. Dabei ist zu berücksichtigen, daß sich das Gleis durch dieses Befahren sowohl in der Höhe als auch seitlich durch Setzungen der Auflagerpunkte verändern kann.

The production method on which the invention is based takes place, for example, in the following steps:

• The rails with track holders 17 are prepared in the workshop for the respective lot, usually yokes are used with a length of about 18 m for use. At the construction site, these preassembled yokes are placed on prepared supports 2 and set up with respect to their altitude, for example with hardwood wedges ( Fig. 2 ). The lateral stabilization can be done with struts against the adjacent street banquet. In this intermediate state, it is possible to travel the track with rail vehicles at walking speed. It should be noted that the track can change by this driving both in height and laterally by settling of the support points.

In another construction phase ( Fig. 3 ), the dowels 6 are fixed by means of the guide screws 11 with the interposition of the spacers 12 to the rail mounting plates 5. For this purpose, the guide screws 11 are inserted from above into the mounting holes 10 of the rail mounting plates 5, the spacers 12 pushed from below onto the guide screws 11 and the dowel 6 with preferably a thread attached to the guide screw. This assembly process can be done easily and efficiently at the construction site. Due to the clamping action of dowel 6 and guide screw 11 against the rail mounting plate 5, the dowel 6 is always kept stable in its exact position. The track is then adjusted in height to ± 10 mm in its longitudinal direction to about ± 2 mm nominal position.

Now, the hydraulic binder, the concrete, the track plate 7 to about 10 mm below the top edge dowel or 10 mm below the bottom edge spacer 12 is installed ( Fig. 4 ). Thus, the dowels 6 are embedded in the track plate 7. Due to the free space of around 35 mm between the rail mounting plate underside and the track slab surface, it is possible to smooth out the concrete with a trowel. Regarding the flatness of the concrete of the track plate 7 on the surface no particularly high demands are made, as the final track in a row is still fixed against the track plate 7 on the dowels 6 and is poured with a potting compound 8. This allows very high concreting rates in the short hours available.

In the short term after the installation of the concrete of the track plate 7, especially if this has reached a green strength, the guide screws 11 are released, the dowel 6 optionally pressed a little more in the fresh concrete and the spacer 12 removed by pulling out side between track plate 7 and rail mounting plate 5 ( Fig. 5 ). This operation can be carried out without any change in the track position. Then there is the possibility to resume traffic, while the concrete is only 1 to 2 hours old. The dowels 6 can now in the next few hours and days embedded in the track plate 7 without vibrations or movements from the outside, whereby an optimal fit of the dowels 6 in the track plate 7 and a homogeneous quality of the track plate 7 is guaranteed. In addition, the track is decoupled from the ground, so that lateral movements or longitudinal movements of the track in the sequence of thermal stresses do not affect the quality of the hardening track plate 7.

In the next stage of construction, after setting the track base plate 7, provisional wedges on the new track plate 7 will be used to set up the track at its exact position. Subsequently, the track is bolted to the rail mounting plates 5 preassembled on the rails with the dowels 6 cast into the track plate 7 and pressed against the wedging. If necessary, a loosening of the clamping screws 20 of the rail fastening plates 5 and possibly a lateral correction of the mounting plates by means of the guide 14 and the tooth profile between jaws 15 and rail mounting plate 5 is possible only for an optionally required longitudinal displacement of the rail strengthening plates 5 on the rail. A complete disassembly and Neuzuammeristellung the rail fastening, as usual, can thus be omitted without replacement. For lateral fine correction used in the mounting holes 10 Eccentric sleeves 13 used, which allow a lateral correction of about ± 7 mm. In addition, it is possible to correct the jaws 15 laterally by about 4 mm in each case in a rest or to use them for different rail foot widths. If, for example, two different rail clamping jaws 15 are used, with a stop offset by half the tooth spacing relative to one another in the direction of the guide 14, the lateral position of the rail can be corrected via the clamping jaws 15 in 2 mm increments. This type of jaws 15 also makes it possible to install with the same system different rails, in particular with different rail foot widths in increments of 2 mm. Subsequently, in addition to the rail tracks a permanent formwork 18 for the potting compound 8, for example, made of concrete and the adjusted track by completely basing the rail 4 with the potting compound 8, in particular cast asphalt, in position and height finally fixed ( Fig. 6 and 8th ).

For completion, the road surface 19 is finally built ( Fig. 7 ).

Claims (5)

1. Method for producing a ballast-less track (1) for rail vehicles, wherein prefabricated bearings (2) are laid on a substructure (3) and form the support points for the running rails (4) which can already be travelled upon when the ballast-less track is in a shell construction and are supported and arranged on the bearings (2) together with the rail fastening, whereupon a track supporting layer (7) consisting of a hydraulically bonded binder is mounted on the substructure (3), wherein the rail fastening plates (5) of the running rails (4) supported on the bearings (2) are provided with anchor fittings (6) for the rail fastening to the track supporting layer (7) at a spaced disposition with respect to the lower side of the rail fastening plates, in further operating steps the track supporting layer (7) consisting of a hydraulically bonded binder is mounted on the substructure (3) at a spaced disposition with respect to the lower side of the rail fastening plates, wherein the anchor fittings (6) are at least for the most part cast into the track supporting layer (7), characterised in that the connection between the rail fastening plate (5) and the anchor fittings (6) disposed at a spaced disposition with respect to the lower side of the rail fastening plates is then released in order to mechanically decouple the running rails (4) and the track supporting layer (7) until the hydraulically bonded binder has sufficiently hardened, and in that subsequently the running rails (4) are fixed to the track supporting layer (7) after final adjustment with respect to their spatial position above the rail fastening plates (5) and a casting compound (8) is cast underneath the running rails.
2. Method as claimed in Claim 1, characterised in that the running rails (4) are mounted so as to at least substantially freely oscillate between the bearings (2) from the time of release of the connection between the rail fastening plate (5) and the anchor fittings (6) until the hydraulically bonded binder has sufficiently hardened.
3. Method as claimed in Claim 1 or 2, characterised in that the running rails (4), the rail fastening plates (5) and optionally the bearings (2) form laying units which are combined to form lengths of track and are moved into position one after the other on the substructure (3) and are connected or welded together.
4. Method as claimed in any one of Claims 1 to 3, characterised in that, after laying a track section, the running rails (4) are corrected in terms of their position, in particular their lateral position before the track supporting layer (7) is mounted.
5. Method as claimed in any one of Claims 1 to 4, characterised in that the running rails (4) are supported on the track supporting layer (7) together with the rail fastening plates (5) by means of adjusting devices at least until the casting compound (8) has hardened.

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