GB1592696A - Roadway for wheeled vehicles - Google Patents

Abstract

The track is suitable as a trackway superstructure for such vehicles in those regions in which the vehicles require their own line with lateral guidance, for example in the case of overhead railways and tunnel sections. The track is to be capable of being manufactured and adjusted and subsequently also height-adjusted and repaired rapidly and simply. Accordingly, the concrete trackway of the track consists of reinforced-concrete prefabricated parts (3) which are detachably interconnected at their junction points (20) and are fastened height-adjustably on the substructure (10) of a support construction by means of bearers (5). <IMAGE>

Description

(54) ROADWAY FOR WHEELED VEHICLES (71) We, ED. DUBLIN AKTIENGESELL SCHAFT, a Company organised under the Laws of the Federal Republic of Germany, of 22 Jägerstrasse, 7000 Stuttgart 1, Federal Republic of Germany, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following state ment:- The invention relates to a roadway for wheeled vehicles having lateral guide means thereon. The roadway according to the invention is intended more especially for socalled dual purpose vehicles, which have the advantages of freely steerable road vehicles, on the one hand, and the tracking of laterally guided vehicles, on the other hand.

The roadway according to the invention is suitable as a road surface superstructure for such vehicles in those areas where the vehicles require a location line of their own with lateral guidance, for example for elevated railway and tunnel sections.

Roadways made of concrete have been generally known for a long time. Examples of such concrete roadways are motorways and many other roads. The runways for the starting and landing of aeroplanes are also often constructed in concrete. It is also known to design the supporting beams for beam railway vehicles, for example the rubber tyre guide flank vehicles of the Paris transport company or the rubber-tyre vehicles of the "Alweg" mono-railways, as longitudinal concrete beams.

However, these roadways cause difficulties, due to shifts in the road surface level which occur when the roadway has been completed.

The causes of such level shifts are creeping and shrinking of the concrete construction and settlements in the supporting soil bed, which are practically unavoidable because of the great number of load transitions and the high vibration stresses. This causes the required and initially provided level of the road surface to be changed to such a con siderable extent that the tolerances to be observed with respect to riding comfort are exceeded and cannot be re-adjusted by the conventional level adjustment methods and measures.

These deviations from the required gradient influence the running characteristics of the vehicles very unfavourably; the vehicles therefore show a very unsteady travel behaviour and therefore tend to arouse in the user a feeling of unease and insecurity.

Examples of such unevenness in the road surface that has arisen at a later stage are the motorways which are provided with concrete road surfaces and which, after prolonged use, sustain differential settlements which are distinctly noticeable as bumps when driving on the road.

Another difficulty arising on the roadways mentioned at the beginning is the fact that individual worn and damaged road surface layer cannot be repaired or the roadway structure cannot be replaced fast enough during breaks in the services.

The task underlying the invention is to design a road structure for wheeled vehicles, with lateral guides, in such a way that the road surface layer can be rapidly and easily made, adjusted and later be regulated in level and repaired.

The invention provides a roadway, for a wheeled vehicle having lateral guide means thereon, comprising a roadway structure and a concrete road surface layer which is superimposed on said roadway structure and has lateral guide elements for cooperation with the guide means of said vehicle, characterised in that the concrete road surface layer comprises reinforced concrete prefabricated units which are detachably connected to each other at joints therebetween, and secured to the roadway structure individually, and are adjustable in height relative thereto by means ofbearers.

The construction of the concrete road surface layer from industrially prefabricated reinforced concrete units which can be vertically adjusted on their bearers enables a simple and fast installation along with an accurate level adjustment. Various measures are suitable for the adjustment ofthe level, for example the insertion or removal of lining plates, the driving-in of wedges, the re-adjustment of adjusting nuts or setting screws. It is also possible to lift the road surface layer at some points by the tamping or injection of a cement or synthetic resin mortar beneath the bearers.This adjustability of the concrete road surface layer makes it possible to re-set the reinforced concrete prefabricated units to their required level when deformations of the roadway structure have occurred, without any restriction of the scheduled services, so that the vehicles always find an even road surface and accordingly have a smooth and uniform running characteristic. In order to allow the influence of the prefabricated units' inherent deformation to be disregarded and to keep the tolerances within the permissible limits, the bearers should be arranged at intervals of between approximately 2m and 5m.

Since the laterally guided vehicles usually run regularly according to a time-table and mostly at short intervals, the supporting construction is subjected to very high braking, starting and vibration stresses, so that major deformations and a considerable surface abrasion must be reckoned with locally.

For this reason, the reinforced concrete prefabricated units are connected in such a detachable manner that the prefabricated units can be rapidly and easily exchanged and adjusted during breaks in the services.

Further features of the invention will emerge from the Sub-Claims.

With a U-shaped cross section of the prefabricated units, there is provided beneath the concrete road surface layer a protected cavity in which the necessary supply lines, more especially heating lines and possibly lines for an electronic track guidance of the vehicles, may be accommodated. With long U-shaped prefabricated units, it may be of advanatage, for reasons of the necessary deformability and the adaptation to the required gradient, if recesses, which should expediently be arranged next to the bearers, are provided in the webs of the prefabricated units.

The cross section of the prefabricated units may be symmetrical relative to the horizontal centre plane, so that such a prefabricated unit can be inserted in two positions rotated through 180 relative to one another, which is particularly advantageous for repair purposes when a road surface layer portion has been damaged or become worn, since in this way it is possible to double the life of the road surface layer.

The framing of the prefabricated units with steel sections has the advantage that the reinforced concrete slab may be very thin between the steel sections, so that the prefabricated units are elastic to bending and torsion and also have a relatively low weight.

The deformability of the prefabricated units makes it possible to construct, with only one type or few types of prefabricated units roadways whose profile comprises planes, superelevations, crests and troughs. The low weight of the prefabricated units is important for the transportation thereof and easy handling during installation. The steel sections additionally provide the possibility of arranging fastening means and auxiliary means at any location of the prefabricated unit at a later stage.

The mounting of the prefabricated units on visco-elastic rubber or plastics material plates results in a reduction of travel sounds, so that there is less disturbance due to noise; furthermore, the plates have the effect that the dynamic stresses of the prefabricated units, the reinforcements and the substructure, which stresses are considerably higher than the static stresses, are considerably reduced; this method of mounting also allows for minor angular changes between the prefabricated units, so that it is possible to bring about changes in inclination and to compensate for tolerances.

The prefabricated units are expediently connected in an articulated manner, so as to ensure that the transition points between respectively two prefabricated units do not show any differences in the surface level and that the installation of a new prefabricated unit along the joint with the prefabricated unit already laid does not necessitate any re-adjustment.

With the aid of a design of the prefabricated units that is trapezoidal in a plan view it is possible, with very few prefabricated unit types and the allowable joint widths, to reconstruct curves in the routing.

If the butt joints of the prefabricated units are circular in design, it is possible to form curves in the routing with a single prefabricated unit type; for this purpose, a simple rotation of the prefabricated units towards one another along the joint is sufficient.

Additionally, the roadway according to the invention has the advantage that the surface of the prefabricated units can be used directly as a road surface because the industrial prefabrication of the prefabricated units ensures a neat, regular and even surface.

The roadway furthermore has all the known advantages of concrete roads, for example good coefficients of friction and a high resistance to abrasion, these values being higher for concrete than for other building materials. The coefficient of friction can be furthermore improved by means of a special structuring of the prefabricated unit shuttering and thus the prefabricated unit surface.

The structuring should be such that it provides drainage for the surface water, so that a satisfactory grip of the vehicle wheels is ensured even when the ground is wet. The resistance to abrasion can be increased by the strewing-in of a particularly hard grain during the manufacture of the prefabricated units.

The prefabricated units may be provided with an additional wear layer if this is called for by local factors. This wear layer may be introduced into the shuttering prior to the manufacture of the prefabricated units.

In the line locations on bridges and on the ground, it is necessary for the reliable tracking and the drive that a frictional connection should exist between the wheel and the road surface. These sections should therefore be heatable. For this reason, the prefabricated units may be provided with channels for heating lines or may contain heating lines.

In this connection, it is advantageous if each prefabricated unit is given an additional connection for the heating system, so that it is also possible to heat individual prefabricated units separately or to disconnect them from the heating system. This is expedient if during the exchange of individual prefabricated units the heating for the other prefabricated units is not to be interrupted. The heating lines of the two prefabricated units located beside the prefabricated unit to be exchanged can then be connected via the additional connections.

It may also be advantageous to lay heating lines underneath the prefabricated units but independently thereof. The heating lines will then not be touched when the prefabricated units are exchanged.

It is expedient to provide oblong holes in the prefabricated units, in the area of the joints, so as to allow any tolerances to be compensated for and the prefabricated units to be somewhat rotated relative to one another in their plane, for example for the construction of large curves.

Since the prefabricated units are selfsupporting at specific intervals, the roadway structure may be interrupted in places; the roadway is therefore particularly suitable for tunnel and elevated sections, for which the provision of a continuous bearing surface for the roadway was very expensive until now.

Some exemplified embodiments ofthe roadway according to the invention and the reinforced concrete prefabricated units used therefor will be explained in more detail hereinafter with reference to the drawings, in which: Fig. 1 shows a section, taken transversely to the roadway axis, through a reinforced concrete prefabricated unit with steel sections as the longitudinal edges; Fig. 2 shows a longitudinal section along the line I-I in Fig. 1; Fig. 3 shows a section along the line III III shown in Fig. 2; Fig. 4 shows a section, taken transversely to the roadway axis, through the roadway; Figs. 5a to 5e show diagrammatical illustrations of some curve constructions; Fig. 6 shows another constructional form of the reinforced concrete prefabricated unit in a section like that of Fig. 1;; Fig. 7 shows a longitudinal section along the line VIl-VIl shown in Fig. 6; Fig. 8 shows a longitudinal section through three reinforced concrete prefabricated units in a diagrammatical representation; Fig. 9 shows a section, taken transversely to the roadway axis, through a prefabricated unit that is symmetrical relative to the axis IV-IV; Fig. 10 shows a section, taken transversely to the roadway axis, through a prefabricated unit with a integrally cast lateral guide made of reinforced concrete; Fig. 11 shows a section, taken transversely to the roadway axis, through a prefabricated unit with a lateral guide made of reinforced concrete prefabricated units; and Fig. 12 shows a section, taken transversely to the roadway axis, through a prefabricated unit with a lateral guide made of reinforced concrete and steel sections.

In Fig. 1, there is shown in cross section a reinforced concrete prefabricated unit 3 which is part of a beam roadway as shown in Fig. 4, which forms a road surface layer for, for example, a laterally guided omnibus 22.

The road surface layer consists of two supporting beams 3 which arearranged in parallel at a distance corresponding to the track width of the bus and which are composed of reinforced concrete prefabricated units framed by steel sections 1.

The I-shaped steel sections 1 rest with their lower horizontal legs on a base consisting of two elastic plates 2 made of rubber or plastics material and adjusting plates 4 located between these plates. The reinforced concrete prefabricated units 3 are mounted on the roadway structure 10, with the interposition of the bases 2, 4 with the aid of threaded bolts 5, clamps 6 and nuts 7, the nuts 7 being tightened by means of a torque wrench (Figs. 1 and 2).

The insertion of the rubber and plastics material plates 2 ensures souund and vibration damping; furthermore, any unevenness in the roadway structure 10 is equalised by the lower plates.

Steel plates of varying thickness are used as adjusting plates 4. During the construction of the concrete road surface layer, first one or several adjusting plates of suitable thickness are placed on the threaded bolts 5 and are brought to the correct level with the aid of a levelling tool, so that the concrete prefabricated units can subsequently be laid without the need for any further measurements to be taken.

Any shifts in the level of the road surface that occur later can be adjusted by the in sertion, removal or replacement of adjusting plates 4.

As Figs. 2 and 3 show, web-like straps 9 and 9a respectively, which serve for connecting the prefabricated units along the joints 20, are welded to the sections 1 framing the longitudinal edges of the prefabricated units 3. A prefabricated unit to be newly laid or to be exchanged is fastened with the aid of the web strap 9a to the strap 9 of the prefabricated unit already laid, a rubber or plastics material plate 12 being interposed. An oblong hole 8 is provided in each strap for this purpose. A fitting screw 11 is placed through the oblong holes 8 of the two straps 9 and 9a and is screwed together with a nut 1 la.

In Fig. 4, there are shown vertical webs 21 which are seated at suitable intervals on the longitudinal edges of the externally located steel sections 1 and are stiffened by means of vertical ribs 21a comprising fastening flanges for the connection to the flanges ofthe sections 1. In the vicinity of the fastening points, stiffening ribs la, which are aligned with the ribs 21a of the webs 21, are also fitted to the sections 1. The webs 21 carry guide flanks 25 on which lateral guide wheels 26 of the vehicle 22 are guided.

Supply lines 23, for example heating lines, and an electronic tracker 24 are located beneath the reinforced concrete prefabricated unit 3 (Fig. 4).

In Figs. 5a to 5c, there are diagrammatically shown reinforced concrete prefabricated units 13 which are trapezoidal in a plan view. The front faces 14 of these prefabricated units, which are located obliquely to the direction of travel, allow, in conjunction with cross joints 14a, constructions in which the road surface has different radii of curvature, as is indicated by the curved lines 13a. Since joints between the prefabricated units are permissible up to a predetermined width for the concrete roadway, the radius of curvature may also be varied in prefabricated units of identical design and thus be adapted to local conditions. These reinforced concrete prefabricated units are also connected in an articulated manner along the butt joints.

In Figs. 5d to Se, there are diagrammatically shown in a plan view reinforced concrete prefabricated units whose edges are circularly curved along the cross joints 14a, so that they can be rotated relative to one another and be subsequently connected in an articulated manner and, with a constant joint width, curvatures of different radii are possible.

It is also possible for the prefabricated parts to be formed in longitudinal section in such a way that their front faces bounding the joints extend arcuately or obliquely relative to the roadway plane so that, analogously to the illustrations shown in Figs. 5a to Se,they can be swivelled in height relative to one another, thus allowing curve constructions of different gradients.

In the constructional form shown in Figs. 6 and 7, the reinforced concrete prefabricated units 3a are not framed by steel sections. The prefabricated units have a U-shaped cross section and the legs 3b of these prefabricated units, which legs rest against the longitudinal edges, are stepped at the front ends in such a way that respectively two flanges 18 and 19 lie one above the other and that the front ends thus engaging one within the other form, together with the bolt 5, an articulation at the joint 20. In this constructional form, the threaded bolt 5 serves both for supporting the reinforced concrete prefabricated units on the substructure and for the articulated connection of the prefabricated units to one another.

For the vertical adjustment, there is provided a nut 15 which is fixed on the threaded bolt 5 by means of a lock nut 16. A clamp nut 17 is placed on the upper end of the threaded bolt 5. By the tightening of the nut 17, the reinforced concrete prefabricated units 3 are finally secured in their positions.

The level of the roadway surface layer can be very easily changed or re-adjusted at a later date with the aid of the nuts 15, 16 and 17.

Fig. 6 also shows the heating lines 23a which are housed in the cavity of the Ushaped prefabricated units and are downwardly protected by a heat insulation layer 27.

Fig. 8 shows reinforced concrete prefabricated units 3c, 3d, 3e without any steel section edges. The webs of each prefabricated unit are slotted at two points. These breaks 19a bring about a certain softness of the prefabricated units, so that curved deformations of the prefabricated units are possible.

In Fig. 9, there is shown a prefabricated unit 3b which is symmetrical relative to its central plane IV-IV and therefore has two surfaces which are suitable as roadway surfaces.

In the constructional form of the prefabricated units shown in Fig. 10, the lateral guide 28 is produced together with the prefabricated unit.

Fig. 11 shows a prefabricated unit on which there is additionally fastened another reinforced concrete prefabricated unit 29 which serves as the lateral guide.

In Fig. 12, there is shown a prefabricated unit comprising a lateral guide consisting of a steel section 31 which is fastened to a reinforced concrete chamfer 30 in an adjustable and exchangeable manner.

WHAT WE CLAIM IS:- 1. A roadway, for a wheeled vehicle having lateral guide means thereon, comprising a roadway structure and a concrete

**WARNING** end of DESC field may overlap start of CLMS **.

Claims (23)

**WARNING** start of CLMS field may overlap end of DESC **. sertion, removal or replacement of adjusting plates 4. As Figs. 2 and 3 show, web-like straps 9 and 9a respectively, which serve for connecting the prefabricated units along the joints 20, are welded to the sections 1 framing the longitudinal edges of the prefabricated units 3. A prefabricated unit to be newly laid or to be exchanged is fastened with the aid of the web strap 9a to the strap 9 of the prefabricated unit already laid, a rubber or plastics material plate 12 being interposed. An oblong hole 8 is provided in each strap for this purpose. A fitting screw 11 is placed through the oblong holes 8 of the two straps 9 and 9a and is screwed together with a nut 1 la. In Fig. 4, there are shown vertical webs 21 which are seated at suitable intervals on the longitudinal edges of the externally located steel sections 1 and are stiffened by means of vertical ribs 21a comprising fastening flanges for the connection to the flanges ofthe sections 1. In the vicinity of the fastening points, stiffening ribs la, which are aligned with the ribs 21a of the webs 21, are also fitted to the sections 1. The webs 21 carry guide flanks 25 on which lateral guide wheels 26 of the vehicle 22 are guided. Supply lines 23, for example heating lines, and an electronic tracker 24 are located beneath the reinforced concrete prefabricated unit 3 (Fig. 4). In Figs. 5a to 5c, there are diagrammatically shown reinforced concrete prefabricated units 13 which are trapezoidal in a plan view. The front faces 14 of these prefabricated units, which are located obliquely to the direction of travel, allow, in conjunction with cross joints 14a, constructions in which the road surface has different radii of curvature, as is indicated by the curved lines 13a. Since joints between the prefabricated units are permissible up to a predetermined width for the concrete roadway, the radius of curvature may also be varied in prefabricated units of identical design and thus be adapted to local conditions. These reinforced concrete prefabricated units are also connected in an articulated manner along the butt joints. In Figs. 5d to Se, there are diagrammatically shown in a plan view reinforced concrete prefabricated units whose edges are circularly curved along the cross joints 14a, so that they can be rotated relative to one another and be subsequently connected in an articulated manner and, with a constant joint width, curvatures of different radii are possible. It is also possible for the prefabricated parts to be formed in longitudinal section in such a way that their front faces bounding the joints extend arcuately or obliquely relative to the roadway plane so that, analogously to the illustrations shown in Figs. 5a to Se,they can be swivelled in height relative to one another, thus allowing curve constructions of different gradients. In the constructional form shown in Figs. 6 and 7, the reinforced concrete prefabricated units 3a are not framed by steel sections. The prefabricated units have a U-shaped cross section and the legs 3b of these prefabricated units, which legs rest against the longitudinal edges, are stepped at the front ends in such a way that respectively two flanges 18 and 19 lie one above the other and that the front ends thus engaging one within the other form, together with the bolt 5, an articulation at the joint 20. In this constructional form, the threaded bolt 5 serves both for supporting the reinforced concrete prefabricated units on the substructure and for the articulated connection of the prefabricated units to one another. For the vertical adjustment, there is provided a nut 15 which is fixed on the threaded bolt 5 by means of a lock nut 16. A clamp nut 17 is placed on the upper end of the threaded bolt 5. By the tightening of the nut 17, the reinforced concrete prefabricated units 3 are finally secured in their positions. The level of the roadway surface layer can be very easily changed or re-adjusted at a later date with the aid of the nuts 15, 16 and 17. Fig. 6 also shows the heating lines 23a which are housed in the cavity of the Ushaped prefabricated units and are downwardly protected by a heat insulation layer 27. Fig. 8 shows reinforced concrete prefabricated units 3c, 3d, 3e without any steel section edges. The webs of each prefabricated unit are slotted at two points. These breaks 19a bring about a certain softness of the prefabricated units, so that curved deformations of the prefabricated units are possible. In Fig. 9, there is shown a prefabricated unit 3b which is symmetrical relative to its central plane IV-IV and therefore has two surfaces which are suitable as roadway surfaces. In the constructional form of the prefabricated units shown in Fig. 10, the lateral guide 28 is produced together with the prefabricated unit. Fig. 11 shows a prefabricated unit on which there is additionally fastened another reinforced concrete prefabricated unit 29 which serves as the lateral guide. In Fig. 12, there is shown a prefabricated unit comprising a lateral guide consisting of a steel section 31 which is fastened to a reinforced concrete chamfer 30 in an adjustable and exchangeable manner. WHAT WE CLAIM IS:-

1. A roadway, for a wheeled vehicle having lateral guide means thereon, comprising a roadway structure and a concrete

road surface layer which is superimposed on said roadway structure and has lateral guide elements for cooperation with the guide means of said vehicle, characterised in that the concrete road surface layer comprises reinforced concrete prefabricated units which are detachably connected to each other at joints therebetween, are secured to the roadway structure individually, and are adjustable in height relative thereto by means of bearers.

2. A roadway as claimed in claim 1, characterised in that the reinforced concrete prefabricated units are U-shaped in crosssection.

3. A roadway as claimed in claim 2, characterised in that the webs of the U-shaped reinforced concrete prefabricated units are interrupted by recesses.

4. A roadway as claimed in claim 1 characterised in that the reinforced concrete prefabricated units have a cross-section that is symmetrical relative to their horizontal centre plane.

5. A roadway as claimed in one of claims 1 to 4, characterised in that the longitudinal edges of the reinforced concrete prefabricated units are framed by steel sections.

6. A roadway as claimed in one of Claims 1 to 5, characterised in that the reinforced concrete prefabricated units are mounted on elastic plates made of rubber and/or plastics material.

7. A roadway as claimed in one of Claims 1 to 6, characterised in that the reinforced concrete prefabricated units are connected along the joints in an articulated manner.

8. A roadway as claimed in one of Claims 1 to 7, characterised in that the edges of the reinforced concrete prefabricated units extend obliquely along the butt joints.

9. A roadway as claimed in one of Claims 1 to 7, characterised in that the edges of the reinforced concrete prefabricated units extend circularly along the butt joints.

10. A roadway as claimed in one of Claims 1 to 9, charcterised in that the surface of the reiforced concrete prefabricated units is wear-resistant in design.

11. A roadway as claimed in one of Claims 1 to 10, characterised in that the reinforced concrete of the prefabricated units contains aggregates in the area of the prefabricated unit surface in order to increase the abrasion resistance.

12. A roadway as claimed in one of Claims 1 to 11, characterised in that the surface of the reinforced concrete prefabricated units is structured.

13. A roadway as claimed in one of Claims 1 to 12, characterised in that a wear layer is applied to the reinforced concrete prefabricated units.

14. A roadway as claimed in one of Claims I to 13, chracterised in that the reinforced concrete prefabricated units contain heating lines.

15. A roadway as claimed in one of Claims 1 to 14, characterised in that channels for lines are recessed in the reinforced concrete prefabricated units.

16. A roadway as claimed in one of Claims 1 to 15, characterised in that the reinforced concrete prefabricated units comprise additional connections for heating lines.

17. A roadway as claimed in one of Claims 1 to 16, characterised in that at their side that faces the roadway structure, the reinforced concrete prefabricated units are partially covered by a heat insulating layer.

18. A roadway as claimed in one of Claims 1 to 17, characterised in that in the area of the joints of the reinforced concrete prefabricated units there are provided oblong holes which are penetrated by connecting bolts.

19. A roadway as claimed in one of Claims 1 to 18, characterised in that fastening devices are provided on the reinforced concrete prefabricated units.

20. A roadway as claimed in one of Claims 1 to 19, characterised in that the lateral guide elements consists of reinforced concrete cast integrally with the prefabricated unit.

21. A roadway as claimed in one of Claims 1 to 19, characterised in that the lateral guide (29) of the conductor flank vehicles consists of reinforced concrete prefabricated units.

22. A roadway as claimed in Claim 20 or 21, characterised in that steel sections, which extend in the road surface longitudinal direction, are adjustably and exchangeably attached to the lateral guide elements.

23. A roadway substantially as hereinbefore described with reference to and as illustrated in the accompanying drawings.